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ATTACK HELICOPTERS - NEW WARS
Damian Kemp Jane's Aviation Editor - London
Attack helicopters have had to adapt to survive. Damian Kemp reports
* Eurocopter's Tiger and Boeing's Apache dominate the attack helicopter market
* Denel's Rooivalk and AgustaWestland's A 129 Mangusta made a breakthrough in this duopoly in July when they were downselected for a Turkish helicopter requirement
The tank-busting attack helicopter is dead; long live the multirole attack helicopter - a platform fitted out for missions as diverse as urban warfare and disaster relief.
Using a heavily armed rotary platform to defeat massed heavy armour does not fit the majority of modern combat missions, whether carrying out close air support on the urban battlefield or as a network-centric warfare node. In fact, stealth attack aircraft fitted with laser-guided bombs can arguably better perform such a role.
Most attack helicopters produced during the Cold War - such as Boeing's Apache, which made its first flight in 1975, and Eurocopter's Tiger, the design of which began in 1985 - have had to undergo development upgrades in order to adapt to new operational requirements.
The requirement for attack helicopters in their new and improved forms still exists, but the market is not a big one. Over the next few decades the market will number in the hundreds rather than the thousands, as reflected by the fact that there are fewer than 10 platform types suitable for most operations. The demise of the Sikorsky Comanche armed reconnaissance helicopter in 2003, after billions of dollars of investment, reflects the changing attitude towards attack helicopters and their role.
In addition to the Apache and Tiger, Bell Helicopter Textron won a competition from the US Marine Corps (USMC) for 179 AH-1Z SuperCobras. Russia also has several platforms ranging from its Kamov Ka-50/52 to the Mil Mi-28 (which recently entered serial production as the Mi-28N variant), but these are among the stronger sellers.
South African Denel's Rooivalk and AgustaWestland's A 129 Mangusta have yet to secure any export sales. However, this could change as both platforms were downselected for the Turkish attack helicopter requirement earlier in July.
The troubled Turkish procurement remains one of the biggest attack helicopter programmes around, with India, South Korea and Taiwan medium-term prospects.
Adding more arrows
The Boeing Apache AH-64A/D and Longbow AH-64D have captured the largest share of the market. Export customers include Egypt (35), Greece (32), Israel (49), Japan (13), Kuwait (16), the Netherlands (29), Saudi Arabia (12), Singapore (20), the United Arab Emirates (UAE) (30) and the UK (67). The international fleet consists of 116 AH-64As, 163 AH-64Ds and 24 aircraft from the US Army fleet.
These sales, however, are dwarfed by deliveries to the US armed forces: 821 AH-64As, 284 AH-64Ds (Block I), and 217 AH-64Ds (Block II). The final Block II aircraft is expected to be rolled out in the first week of August.
The US Army is working these aircraft hard in Afghanistan and Iraq, and, according to figures supplied by Boeing, they have maintained a high operational tempo.
In Operation 'Iraqi Freedom', between 16 February 2003 and 15 March 2006, Apache AH-64Ds flew almost 200,000 h and were mission capable 83 per cent of the time. Cumulative mission rates have been as high as 90 per cent for some squadrons with about 100 aircraft in operations.
For the same period, in Operation 'Enduring Freedom' in Afghanistan, 24 AH-64Ds achieved a mission capable rate of 84 per cent. These aircraft were replaced in March with the same number of AH-64As.
The continual upgrade of the aircraft since the end of AH-64A production in February 1997, almost 13 years after achieving its initial operating capability, and the installation of the Longbow fire-control radar, have made the platform "28 times" more effective, according to the company.
The move from Block II to Block III, which is in development, is targeted at making it a further "8-13 times more effective".
Boeing Vice President of Business Development for Rotorcraft Dave Palm describes the Longbow radar as the key feature of the AH-64D, which will enable the platform to fit within the US Army's Future Combat System structure.
"It is capable of identifying, classifying and displaying up to 256 targets, giving the information into the cockpit and allowing the top 16 targets to be sent to the mission computer and fired on while the remaining targets can be handed off to other rotary-wing or fixed-wing aircraft," Palm said.
"This radar has a tremendous capability of up to 8 km with a six-second sweep."
Boeing is currently under contract to supply 13 new helicopters to deal with attrition and a recent supplemental procurement will provide for an additional 10 AH-64Ds.
Planning is under way for an additional 24 aircraft, which will be remanufactured from Block I units.
A recent contract for 96 Block II extension aircraft will take the production line through to 2010-11 when Block III is planned to start.
Palm says the company is now looking beyond Block III, of which the first development aircraft is expected to fly in 2008-09, and plans to take the Apache out to beyond 2030. Demonstrating the need to expand attack helicopter roles, Palm says Apaches have successfully performed strictly reconnaissance missions as well as disaster relief and, on one occasion, search and rescue.
"We had the Army National Guard using Apaches for disaster relief after cyclone Katrina; they used the Longbow radar to find and identify people on rooftops as well as the night-vision systems," he said.
"During the Iraqi elections they took to the skies to monitor polling positions.
"It is not designed for search and rescue, but [in one incident] an Apache received a report of a downed aircraft and landed to find one pilot surviving who could not walk. He was placed in the front seat, the pilot strapped himself to the wing and the [rear seat pilot flew the] aircraft to a hospital and the injured pilot was successfully rescued."
Sharpening claws
Four countries have bought Eurocopter's Tiger: France and Germany have ordered 80 each, while Australia has ordered 22 and Spain 24.
The Tiger's greatest challenge is competition from the Apache, which is backed-up by a massive European sales base and continuing development. The Apache already has been sold to 10 countries: a situation that provides wide upgrade opportunities. There are two Tiger variants: an escort and fire-support version (HAP) was developed for France and a multirole anti-tank and fire-support version (UHT) for Germany. Exports are a combination of the two variants.
Australia's Tiger ARH is based on the HAP, but with boosted anti-tank capability. Spain's version is further boosted to include a greater reconnaissance role and an uprated engine, replacing the MTR390 with the MTR390E and providing an increased maximum take-off weight of 6,000 kg compared to 5,900 kg.
The on-again off-again Turkish requirement was being competed with the LHTEC T800/CTS800 engine in a bid to provide improved growth potential - a need required by Turkey - but in early July the Tiger missed the downselect to two helicopters.
Eurocopter Senior Manager (Marketing Department - Military) Daniel Cottard, speaking before Tiger was excluded from the Turkish competition, says the platform's lack of battle experience was offset by the fact that it is a newer helicopter.
"Tiger's competitors have more experience, but they are the previous technological package, very metallic and anti-tank oriented," he said.
"The Tiger brings a lot of destruction and reconnaissance capability. We see opportunities as a complement in the Middle East where they have already fielded Apache. Competition is very difficult. The strongest competitor is Apache; they are the most in place; they are the most combat proven.
"Russian products are more attractive in price, but on the other hand Tiger is a fully integrated solution, completely working, and [it has an] advantage of investment for the next 20-30 years."
Australia is quite far along in deliveries and in-service preparation of the Tiger; the first squadron is expected to become capable about the same time as France's squadron. The helicopter was contracted for in December 2001 and the first French-built helicopter flew in February 2004.
The first two of this type were accepted by the Australian Army in December 2004 and the first Australian-assembled Tiger flew the same month.
The army formally accepted the aircraft 12 months later and the first operational squadron is expected to stand up in 2007. The delivery of Spanish helicopters is expected to begin in 2007.
While the Australian Army Tigers will be fitted with Hellfire air-to-surface missiles, there remains strong competition to meet European requirements.
Trials of Euromissiles Dynamic Group's Trigat and the Rafael Armament Development Authority's Spike air-to-surface missile have already taken place from a Tiger helicopter. France and Spain have yet to make a selection.
Germany selected the Trigat in early July.
Cottard says the tests of Spike, Trigat and Hellfire have been successful. "We have direct involvement with the integration efforts and we sent a helicopter to Spain for the Spike trials.
"This is being done by a team from Eurocopter, the manufacturer and Spanish personnel together. There are major effects as far as safety is concerned as well as the man-machine interface."
Maintaining the operational relevancy of the platform is key to Eurocopter's future plans, particularly in the field of dealing with added weight and increased engine power.
"In the medium term we imagine progressively upgrading the systems to provide more sensor fusion," Cottard said. "Beyond [that] we envision marginal upgrades; we are looking at more accurate rockets within the medium term and this will be a great step forward. It will make operations less expensive. Progress in terms of precision to avoid [collateral damage] will provide better neutralisation capability as a pin-point rocket."
Waiting to strike
The Bell Helicopter Textron AH-1Z SuperCobra, currently being remanufactured from USMC AH-1Ws, was selected for the Turkish requirement in July 2000 before the procurement was abandoned on technology issues four years later.
A new requirement was launched in February 2005, but the helicopter, dubbed the 'King Cobra' for the Turkish requirement, was withdrawn from the process.
The USMC took delivery of its first AH-1Z in October 2005 and will ultimately receive 180 of the aircraft.
The helicopter is powered by two General Electric GE-T700-GE-401 engines, as is the AH-1W. However, it is fitted with a new four-blade composite rotor system, as opposed to the two-blade rotor system of the earlier variant. Importantly, the AH-1Z can carry twice as many missiles on new wing assemblies and an additional 379 litres of fuel.
A key aspect of the upgrade is a massive increase in range. The AH-1W has an out-and-return range of 70.5 km while the AH-1Z is more than three times that at 232 km.
Variants of the Bell AH-1 helicopter have been sold widely - including to Israel, Jordan, Taiwan and South Korea - and many of these have already undergone upgrades to provide improved attack or reconnaissance capabilities or better self-protection measures.
The failure to go to contract in Turkey was similar to the fate the helicopter encountered in Taiwan, where the competition was suspended for budgetary reasons. Taiwan already operates AH-1Ws and the AH-1Z would have been a front-runner for the competition since some logistics and support are already in place.
Baring up
Russian rotary aircraft manufacturers face the same challenges impeding most other defence and aerospace companies in the former Soviet Union - the loss of a guaranteed market in the post-Cold War world.
Aircraft such as Kamov Ka-50/52 and the Mil Mi-28N may be as capable as many others, but the expansion of NATO and the EU into many of its former politically aligned markets and the decline of 'West versus East' buying blocks have increased the commercial as well as the political challenge.
The Mi-28N and Ka-50 competed to meet a Russian Army requirement and the Ka-50 was selected in October 1994.
Almost a decade later, after manufacturer Rostvertol kept the Mi-28 programme alive, it was announced that two brigades were to receive Mi-28Ns.
The first Mi-28N was delivered to the Russian Ministry of Defence on 29 May and joined two pre-production aircraft, which made their first flights in 1997 and 2004. The two pre-production Mi-28Ns took part in their first exercise in June.
The second production aircraft is expected to complete trials soon. The Russian Armed Forces is expected to have 10 Mi-28Ns by the end of 2006 and another 12 will be delivered in 2007. Russia is expected to order a total of 50 by the end of the decade.
According to Rostvertol, the helicopter has a maximum speed of 300 km/h, is able to hover at an altitude of 3,600 m, has an endurance of 2 h and a flight range of 450 km. There is no indication that the Ka-50 will enter full-rate production.
The project was launched almost three decades ago and its first flight took place in 1982 with a second prototype aircraft joining the programme in August 1983. The first prototype was lost in a crash and the third replaced it. In 1994 the aircraft was announced as the winner of the competition against the Mi-28, but the order for 15 aircraft was cancelled and procurement delayed until 2003.
The plan to purchase Ka-50s was not relaunched, but three of the aircraft are believed to be partly complete at Kamov's Arsenyev plant and another two may follow.
In the wings
China's efforts to develop an attack helicopter have centred on the occasionally glimpsed Z-10 multirole medium helicopter and a derivative of it, designated WZ-10. Images show a 30 mm undernose cannon and stub wings with tandem cockpit and five-blade rotor system.
The Z-10 was developed in co-operation with Eurocopter and AgustaWestland.
In a multirole helicopter formation, the Z-10 has a maximum take-off weight of about 5,500 kg and first flight is thought to have taken place in 2003. It is believed that two WZ-10 prototypes were flying by early 2005.
In October 2005 it was believed that three WZ-10 prototypes that had flown more than 400 h and that production may start sometime in 2006.
The Republic of Korea (RoK - South Korea) originally planned to purchase a combination of indigenously developed utility and attack helicopters under the Korean Multirole Helicopter (KMH) programme.
KMH was launched in 2004 with a search for a company to partner with Korean Aerospace Industries. The attack helicopter requirement (AH-X) was included in this.
AH-X, however, was not relaunched after KMH was reformed and renamed the Korean Helicopter Programme (KHP): a requirement just for utility helicopters. Eurocopter was selected for KHP and AH-X remains in limbo.
The RoK government may yet decide to purchase additional Bell Textron Helicopter Cobras to boost its short-term capability.
The army currently operates 54 AH-1F Huey Cobras. Any effort to develop an indigenous attack helicopter is likely to be challenging. AH-X is expected to be launched again in 2008.
The need for attack helicopters, or an increase in the lethality of other rotary-wing platforms, is becoming increasingly important for the RoK as the US goes through a reduction in personnel and equipment based on the peninsula.
Talking Turkey
Turkey's ambitious attack helicopter procurement has had a troubled history with obstacles in the form of funding shortfalls, the need for industrial co-operation and the release of technology, and concerns about selling such a lethal platform to a state that some countries believe has a chequered human rights record. Discussions for a possible procurement have been ongoing since the mid-1990s but it was only realised as a procurement objective in 1998.
Turkey selected Bell Helicopter Textron's King Cobra in July 2000, but a financial crisis the previous February and unresolved problems on technology transfer led to Turkey abandoning the multibillion-dollar procurement of 145 helicopters.
In May 2004 the government announced the cancellation of the project, but relaunched it the following February with conditions for technology transfer and a high level of local involvement.
These requirements led the two US competitors, Bell Textron and Boeing, to step aside from the competition.
One of the key reasons for the delays, aside from those mentioned, is the transition of the procurement away from a strictly anti-tank capability to include other roles.
The selection of Rooivalk and Mangustais a boost for both Denel Aviation and AgustaWestland, since neither has sold the aircraft outside their home markets but particularly for Denel as this is its leading air platform.
Many of the aircrafts' specifications place them in a similar class of helicopter - an endurance with maximum internal fuel of more than 3 h (3 h 36 min for Rooivalk, 3 h 5 min for Mangusta) and similar ranges. They also operate with a similar hover ceiling.
Both aircraft are fitted with undernose 20 mm guns, although the Rooivalk is also cleared for a 30 mm gun.
The Mangusta is currently integrated for Tube-launched, Optically tracked, Wire-guided anti-tank missiles while the Rooivalk uses the Mokopa anti-tank missile.
Turkey's decision, as the largest in the short term, highlights the small size of the potential market and the limited opportunities for manufacturers. Additionally, it was delayed for many reasons but one of those was to redefine the helicopter with a wider capability - yet another way that this has reflected the wider attack helicopter market.
Damian Kemp Jane's Aviation Editor - London
Attack helicopters have had to adapt to survive. Damian Kemp reports
* Eurocopter's Tiger and Boeing's Apache dominate the attack helicopter market
* Denel's Rooivalk and AgustaWestland's A 129 Mangusta made a breakthrough in this duopoly in July when they were downselected for a Turkish helicopter requirement
The tank-busting attack helicopter is dead; long live the multirole attack helicopter - a platform fitted out for missions as diverse as urban warfare and disaster relief.
Using a heavily armed rotary platform to defeat massed heavy armour does not fit the majority of modern combat missions, whether carrying out close air support on the urban battlefield or as a network-centric warfare node. In fact, stealth attack aircraft fitted with laser-guided bombs can arguably better perform such a role.
Most attack helicopters produced during the Cold War - such as Boeing's Apache, which made its first flight in 1975, and Eurocopter's Tiger, the design of which began in 1985 - have had to undergo development upgrades in order to adapt to new operational requirements.
The requirement for attack helicopters in their new and improved forms still exists, but the market is not a big one. Over the next few decades the market will number in the hundreds rather than the thousands, as reflected by the fact that there are fewer than 10 platform types suitable for most operations. The demise of the Sikorsky Comanche armed reconnaissance helicopter in 2003, after billions of dollars of investment, reflects the changing attitude towards attack helicopters and their role.
In addition to the Apache and Tiger, Bell Helicopter Textron won a competition from the US Marine Corps (USMC) for 179 AH-1Z SuperCobras. Russia also has several platforms ranging from its Kamov Ka-50/52 to the Mil Mi-28 (which recently entered serial production as the Mi-28N variant), but these are among the stronger sellers.
South African Denel's Rooivalk and AgustaWestland's A 129 Mangusta have yet to secure any export sales. However, this could change as both platforms were downselected for the Turkish attack helicopter requirement earlier in July.
The troubled Turkish procurement remains one of the biggest attack helicopter programmes around, with India, South Korea and Taiwan medium-term prospects.
Adding more arrows
The Boeing Apache AH-64A/D and Longbow AH-64D have captured the largest share of the market. Export customers include Egypt (35), Greece (32), Israel (49), Japan (13), Kuwait (16), the Netherlands (29), Saudi Arabia (12), Singapore (20), the United Arab Emirates (UAE) (30) and the UK (67). The international fleet consists of 116 AH-64As, 163 AH-64Ds and 24 aircraft from the US Army fleet.
These sales, however, are dwarfed by deliveries to the US armed forces: 821 AH-64As, 284 AH-64Ds (Block I), and 217 AH-64Ds (Block II). The final Block II aircraft is expected to be rolled out in the first week of August.
The US Army is working these aircraft hard in Afghanistan and Iraq, and, according to figures supplied by Boeing, they have maintained a high operational tempo.
In Operation 'Iraqi Freedom', between 16 February 2003 and 15 March 2006, Apache AH-64Ds flew almost 200,000 h and were mission capable 83 per cent of the time. Cumulative mission rates have been as high as 90 per cent for some squadrons with about 100 aircraft in operations.
For the same period, in Operation 'Enduring Freedom' in Afghanistan, 24 AH-64Ds achieved a mission capable rate of 84 per cent. These aircraft were replaced in March with the same number of AH-64As.
The continual upgrade of the aircraft since the end of AH-64A production in February 1997, almost 13 years after achieving its initial operating capability, and the installation of the Longbow fire-control radar, have made the platform "28 times" more effective, according to the company.
The move from Block II to Block III, which is in development, is targeted at making it a further "8-13 times more effective".
Boeing Vice President of Business Development for Rotorcraft Dave Palm describes the Longbow radar as the key feature of the AH-64D, which will enable the platform to fit within the US Army's Future Combat System structure.
"It is capable of identifying, classifying and displaying up to 256 targets, giving the information into the cockpit and allowing the top 16 targets to be sent to the mission computer and fired on while the remaining targets can be handed off to other rotary-wing or fixed-wing aircraft," Palm said.
"This radar has a tremendous capability of up to 8 km with a six-second sweep."
Boeing is currently under contract to supply 13 new helicopters to deal with attrition and a recent supplemental procurement will provide for an additional 10 AH-64Ds.
Planning is under way for an additional 24 aircraft, which will be remanufactured from Block I units.
A recent contract for 96 Block II extension aircraft will take the production line through to 2010-11 when Block III is planned to start.
Palm says the company is now looking beyond Block III, of which the first development aircraft is expected to fly in 2008-09, and plans to take the Apache out to beyond 2030. Demonstrating the need to expand attack helicopter roles, Palm says Apaches have successfully performed strictly reconnaissance missions as well as disaster relief and, on one occasion, search and rescue.
"We had the Army National Guard using Apaches for disaster relief after cyclone Katrina; they used the Longbow radar to find and identify people on rooftops as well as the night-vision systems," he said.
"During the Iraqi elections they took to the skies to monitor polling positions.
"It is not designed for search and rescue, but [in one incident] an Apache received a report of a downed aircraft and landed to find one pilot surviving who could not walk. He was placed in the front seat, the pilot strapped himself to the wing and the [rear seat pilot flew the] aircraft to a hospital and the injured pilot was successfully rescued."
Sharpening claws
Four countries have bought Eurocopter's Tiger: France and Germany have ordered 80 each, while Australia has ordered 22 and Spain 24.
The Tiger's greatest challenge is competition from the Apache, which is backed-up by a massive European sales base and continuing development. The Apache already has been sold to 10 countries: a situation that provides wide upgrade opportunities. There are two Tiger variants: an escort and fire-support version (HAP) was developed for France and a multirole anti-tank and fire-support version (UHT) for Germany. Exports are a combination of the two variants.
Australia's Tiger ARH is based on the HAP, but with boosted anti-tank capability. Spain's version is further boosted to include a greater reconnaissance role and an uprated engine, replacing the MTR390 with the MTR390E and providing an increased maximum take-off weight of 6,000 kg compared to 5,900 kg.
The on-again off-again Turkish requirement was being competed with the LHTEC T800/CTS800 engine in a bid to provide improved growth potential - a need required by Turkey - but in early July the Tiger missed the downselect to two helicopters.
Eurocopter Senior Manager (Marketing Department - Military) Daniel Cottard, speaking before Tiger was excluded from the Turkish competition, says the platform's lack of battle experience was offset by the fact that it is a newer helicopter.
"Tiger's competitors have more experience, but they are the previous technological package, very metallic and anti-tank oriented," he said.
"The Tiger brings a lot of destruction and reconnaissance capability. We see opportunities as a complement in the Middle East where they have already fielded Apache. Competition is very difficult. The strongest competitor is Apache; they are the most in place; they are the most combat proven.
"Russian products are more attractive in price, but on the other hand Tiger is a fully integrated solution, completely working, and [it has an] advantage of investment for the next 20-30 years."
Australia is quite far along in deliveries and in-service preparation of the Tiger; the first squadron is expected to become capable about the same time as France's squadron. The helicopter was contracted for in December 2001 and the first French-built helicopter flew in February 2004.
The first two of this type were accepted by the Australian Army in December 2004 and the first Australian-assembled Tiger flew the same month.
The army formally accepted the aircraft 12 months later and the first operational squadron is expected to stand up in 2007. The delivery of Spanish helicopters is expected to begin in 2007.
While the Australian Army Tigers will be fitted with Hellfire air-to-surface missiles, there remains strong competition to meet European requirements.
Trials of Euromissiles Dynamic Group's Trigat and the Rafael Armament Development Authority's Spike air-to-surface missile have already taken place from a Tiger helicopter. France and Spain have yet to make a selection.
Germany selected the Trigat in early July.
Cottard says the tests of Spike, Trigat and Hellfire have been successful. "We have direct involvement with the integration efforts and we sent a helicopter to Spain for the Spike trials.
"This is being done by a team from Eurocopter, the manufacturer and Spanish personnel together. There are major effects as far as safety is concerned as well as the man-machine interface."
Maintaining the operational relevancy of the platform is key to Eurocopter's future plans, particularly in the field of dealing with added weight and increased engine power.
"In the medium term we imagine progressively upgrading the systems to provide more sensor fusion," Cottard said. "Beyond [that] we envision marginal upgrades; we are looking at more accurate rockets within the medium term and this will be a great step forward. It will make operations less expensive. Progress in terms of precision to avoid [collateral damage] will provide better neutralisation capability as a pin-point rocket."
Waiting to strike
The Bell Helicopter Textron AH-1Z SuperCobra, currently being remanufactured from USMC AH-1Ws, was selected for the Turkish requirement in July 2000 before the procurement was abandoned on technology issues four years later.
A new requirement was launched in February 2005, but the helicopter, dubbed the 'King Cobra' for the Turkish requirement, was withdrawn from the process.
The USMC took delivery of its first AH-1Z in October 2005 and will ultimately receive 180 of the aircraft.
The helicopter is powered by two General Electric GE-T700-GE-401 engines, as is the AH-1W. However, it is fitted with a new four-blade composite rotor system, as opposed to the two-blade rotor system of the earlier variant. Importantly, the AH-1Z can carry twice as many missiles on new wing assemblies and an additional 379 litres of fuel.
A key aspect of the upgrade is a massive increase in range. The AH-1W has an out-and-return range of 70.5 km while the AH-1Z is more than three times that at 232 km.
Variants of the Bell AH-1 helicopter have been sold widely - including to Israel, Jordan, Taiwan and South Korea - and many of these have already undergone upgrades to provide improved attack or reconnaissance capabilities or better self-protection measures.
The failure to go to contract in Turkey was similar to the fate the helicopter encountered in Taiwan, where the competition was suspended for budgetary reasons. Taiwan already operates AH-1Ws and the AH-1Z would have been a front-runner for the competition since some logistics and support are already in place.
Baring up
Russian rotary aircraft manufacturers face the same challenges impeding most other defence and aerospace companies in the former Soviet Union - the loss of a guaranteed market in the post-Cold War world.
Aircraft such as Kamov Ka-50/52 and the Mil Mi-28N may be as capable as many others, but the expansion of NATO and the EU into many of its former politically aligned markets and the decline of 'West versus East' buying blocks have increased the commercial as well as the political challenge.
The Mi-28N and Ka-50 competed to meet a Russian Army requirement and the Ka-50 was selected in October 1994.
Almost a decade later, after manufacturer Rostvertol kept the Mi-28 programme alive, it was announced that two brigades were to receive Mi-28Ns.
The first Mi-28N was delivered to the Russian Ministry of Defence on 29 May and joined two pre-production aircraft, which made their first flights in 1997 and 2004. The two pre-production Mi-28Ns took part in their first exercise in June.
The second production aircraft is expected to complete trials soon. The Russian Armed Forces is expected to have 10 Mi-28Ns by the end of 2006 and another 12 will be delivered in 2007. Russia is expected to order a total of 50 by the end of the decade.
According to Rostvertol, the helicopter has a maximum speed of 300 km/h, is able to hover at an altitude of 3,600 m, has an endurance of 2 h and a flight range of 450 km. There is no indication that the Ka-50 will enter full-rate production.
The project was launched almost three decades ago and its first flight took place in 1982 with a second prototype aircraft joining the programme in August 1983. The first prototype was lost in a crash and the third replaced it. In 1994 the aircraft was announced as the winner of the competition against the Mi-28, but the order for 15 aircraft was cancelled and procurement delayed until 2003.
The plan to purchase Ka-50s was not relaunched, but three of the aircraft are believed to be partly complete at Kamov's Arsenyev plant and another two may follow.
In the wings
China's efforts to develop an attack helicopter have centred on the occasionally glimpsed Z-10 multirole medium helicopter and a derivative of it, designated WZ-10. Images show a 30 mm undernose cannon and stub wings with tandem cockpit and five-blade rotor system.
The Z-10 was developed in co-operation with Eurocopter and AgustaWestland.
In a multirole helicopter formation, the Z-10 has a maximum take-off weight of about 5,500 kg and first flight is thought to have taken place in 2003. It is believed that two WZ-10 prototypes were flying by early 2005.
In October 2005 it was believed that three WZ-10 prototypes that had flown more than 400 h and that production may start sometime in 2006.
The Republic of Korea (RoK - South Korea) originally planned to purchase a combination of indigenously developed utility and attack helicopters under the Korean Multirole Helicopter (KMH) programme.
KMH was launched in 2004 with a search for a company to partner with Korean Aerospace Industries. The attack helicopter requirement (AH-X) was included in this.
AH-X, however, was not relaunched after KMH was reformed and renamed the Korean Helicopter Programme (KHP): a requirement just for utility helicopters. Eurocopter was selected for KHP and AH-X remains in limbo.
The RoK government may yet decide to purchase additional Bell Textron Helicopter Cobras to boost its short-term capability.
The army currently operates 54 AH-1F Huey Cobras. Any effort to develop an indigenous attack helicopter is likely to be challenging. AH-X is expected to be launched again in 2008.
The need for attack helicopters, or an increase in the lethality of other rotary-wing platforms, is becoming increasingly important for the RoK as the US goes through a reduction in personnel and equipment based on the peninsula.
Talking Turkey
Turkey's ambitious attack helicopter procurement has had a troubled history with obstacles in the form of funding shortfalls, the need for industrial co-operation and the release of technology, and concerns about selling such a lethal platform to a state that some countries believe has a chequered human rights record. Discussions for a possible procurement have been ongoing since the mid-1990s but it was only realised as a procurement objective in 1998.
Turkey selected Bell Helicopter Textron's King Cobra in July 2000, but a financial crisis the previous February and unresolved problems on technology transfer led to Turkey abandoning the multibillion-dollar procurement of 145 helicopters.
In May 2004 the government announced the cancellation of the project, but relaunched it the following February with conditions for technology transfer and a high level of local involvement.
These requirements led the two US competitors, Bell Textron and Boeing, to step aside from the competition.
One of the key reasons for the delays, aside from those mentioned, is the transition of the procurement away from a strictly anti-tank capability to include other roles.
The selection of Rooivalk and Mangustais a boost for both Denel Aviation and AgustaWestland, since neither has sold the aircraft outside their home markets but particularly for Denel as this is its leading air platform.
Many of the aircrafts' specifications place them in a similar class of helicopter - an endurance with maximum internal fuel of more than 3 h (3 h 36 min for Rooivalk, 3 h 5 min for Mangusta) and similar ranges. They also operate with a similar hover ceiling.
Both aircraft are fitted with undernose 20 mm guns, although the Rooivalk is also cleared for a 30 mm gun.
The Mangusta is currently integrated for Tube-launched, Optically tracked, Wire-guided anti-tank missiles while the Rooivalk uses the Mokopa anti-tank missile.
Turkey's decision, as the largest in the short term, highlights the small size of the potential market and the limited opportunities for manufacturers. Additionally, it was delayed for many reasons but one of those was to redefine the helicopter with a wider capability - yet another way that this has reflected the wider attack helicopter market.
cabatli_53
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Thanks for the Attack helicopter history of Turkey...
I want to add current informations of T-129 from TAI...
In the ATAK Helicopter Program, TAI will be the prime contractor, with AgustaWestland and ASELSAN being TAIs subcontractors. As part of the ATAK Helicopter Program the following agreements were signed:
TAI-SSM Prime Contract
TAI-AgustaWestland Major Subcontract Agreement
TAI-AgustaWestland Collaboration Agreement
TAI-ASELSAN Subcontract Agreement
As Prime Contractor of the ATAK Program, TAI has work share in the following areas:
Program and Contract Management
System Integration
Production
Engineering
Integrated Logistics Support
In collaboration with AgustaWestland, TAI will define the operational and functional requirements specifications of the ATAK Helicopter. As part of this, TAI will be responsible for managing ASELSANs workshare, which includes designing the hardware and software (including software integration) of the ATAK Mission Computer and procurement of all mission systems, including weapon systems. TAI is also responsible for harmonizing the program as a whole and managing the agreements reached with its subcontractors.
As part of its System Integration activities, TAI will perform the following activities to form the T-129 ATAK Helicopter configuration based on the existing A-129 CBT Helicopter:
Integrating the Mission Equipment Package (Avionics and Weapons) on the helicopter to satisfy the System Performance Specifications,
Achieving the design and production activities required for integrating the software and hardware of the Mission Equipment Package,
Completing the following Test and Qualification activities aimed at achieving the T-129 ATAK Helicopter configuration:
Functional Acceptance Tests
EMI/EMC Tests
Ground Tests
Flight Tests
T-129 ATAK Helicopter Qualification.
In accordance with the work share agreed upon with AgustaWestland, TAI shall carry out final assembly and flight operations, component and sub-assembly production, detail parts and electrical harness fabrication, tool/fixture design and production for parts included in TAI manufacturing workshare, support and test equipment procurement for parts included in TAI manufacturing Workshare and fabrication and assembly of structural/electrical components unique to the ATAK Helicopter. TAI shall also perform the following activities aimed at creating the T-129 ATAK Helicopter from the AgustaWestland Basic Configuration Helicopter;
Performance and Flight Mechanics Analyses,
Structural Modification,
Airworthiness and Qualification,
Operational, system/sub system and functional definitions of the ASELSAN designed system,
Electrical and Group-A Kit Modification,
SIL Acceptance Tests, ground, flight and EMI/EMC Tests,
TAI shall also commit to the final design and performance of the helicopter to SSM. TAI shall also provide active participation to the engine replacement, Automatic Flight Control System and Air Vehicle Management System modification activities taking place at AgustaWestland facilities.
As prime contractor of the ATAK Program, TAI shall perform the following activities as part of Integrated Logistics Support:
Prepare the T-129 ATAK Helicopter ILS Data Package by utilizing the ILS Data Package modules (maintenance and pilot handbooks etc.) received from AgustaWestland and ASELSAN,
Perform Logistics Support Analysis as an extension of TAI design activities,
Train T-129 ATAK Helicopter Pilot and Maintenance Personnel,
Manage and coordinate the Warranty, Support Equipment and Spare Parts of the T-129 ATAK and Basic Configuration Helicopters,
Provide Technical Support through Field Services Representatives based at 4 different TLF bases for a duration of 3 years,
Conduct Codification activities aimed at obtaining NATO Stock Numbers (NSN) for the components and equipment of the T-129 ATAK and Basic Configuration Helicopters.
The planned duration of the ATAK Program is 114 months from Contract Effectivity with T-129 ATAK Helicopter qualification planned for 58 months and delivery of the first serial production helicopter planned for 60 months after Contract Effectivity. Delivery of the first 7 helicopters to the customer will be once every two months, with the remaining helicopters being delivered once a month, with the last ATAK Helicopter being delivered to the customer at 114 months from Contract Effectivity.
With the Collaboration Agreement signed with AgustaWestland, TAI shall have;
· Intellectual property rights of the new configuration of the helicopter
· Sole sourcing rights in the world for the fuselage, including Final Assembly and Flight Operations
· Sales rights for the whole world excluding Italy and England
I want to add current informations of T-129 from TAI...
In the ATAK Helicopter Program, TAI will be the prime contractor, with AgustaWestland and ASELSAN being TAIs subcontractors. As part of the ATAK Helicopter Program the following agreements were signed:
TAI-SSM Prime Contract
TAI-AgustaWestland Major Subcontract Agreement
TAI-AgustaWestland Collaboration Agreement
TAI-ASELSAN Subcontract Agreement
As Prime Contractor of the ATAK Program, TAI has work share in the following areas:
Program and Contract Management
System Integration
Production
Engineering
Integrated Logistics Support
In collaboration with AgustaWestland, TAI will define the operational and functional requirements specifications of the ATAK Helicopter. As part of this, TAI will be responsible for managing ASELSANs workshare, which includes designing the hardware and software (including software integration) of the ATAK Mission Computer and procurement of all mission systems, including weapon systems. TAI is also responsible for harmonizing the program as a whole and managing the agreements reached with its subcontractors.
As part of its System Integration activities, TAI will perform the following activities to form the T-129 ATAK Helicopter configuration based on the existing A-129 CBT Helicopter:
Integrating the Mission Equipment Package (Avionics and Weapons) on the helicopter to satisfy the System Performance Specifications,
Achieving the design and production activities required for integrating the software and hardware of the Mission Equipment Package,
Completing the following Test and Qualification activities aimed at achieving the T-129 ATAK Helicopter configuration:
Functional Acceptance Tests
EMI/EMC Tests
Ground Tests
Flight Tests
T-129 ATAK Helicopter Qualification.
In accordance with the work share agreed upon with AgustaWestland, TAI shall carry out final assembly and flight operations, component and sub-assembly production, detail parts and electrical harness fabrication, tool/fixture design and production for parts included in TAI manufacturing workshare, support and test equipment procurement for parts included in TAI manufacturing Workshare and fabrication and assembly of structural/electrical components unique to the ATAK Helicopter. TAI shall also perform the following activities aimed at creating the T-129 ATAK Helicopter from the AgustaWestland Basic Configuration Helicopter;
Performance and Flight Mechanics Analyses,
Structural Modification,
Airworthiness and Qualification,
Operational, system/sub system and functional definitions of the ASELSAN designed system,
Electrical and Group-A Kit Modification,
SIL Acceptance Tests, ground, flight and EMI/EMC Tests,
TAI shall also commit to the final design and performance of the helicopter to SSM. TAI shall also provide active participation to the engine replacement, Automatic Flight Control System and Air Vehicle Management System modification activities taking place at AgustaWestland facilities.
As prime contractor of the ATAK Program, TAI shall perform the following activities as part of Integrated Logistics Support:
Prepare the T-129 ATAK Helicopter ILS Data Package by utilizing the ILS Data Package modules (maintenance and pilot handbooks etc.) received from AgustaWestland and ASELSAN,
Perform Logistics Support Analysis as an extension of TAI design activities,
Train T-129 ATAK Helicopter Pilot and Maintenance Personnel,
Manage and coordinate the Warranty, Support Equipment and Spare Parts of the T-129 ATAK and Basic Configuration Helicopters,
Provide Technical Support through Field Services Representatives based at 4 different TLF bases for a duration of 3 years,
Conduct Codification activities aimed at obtaining NATO Stock Numbers (NSN) for the components and equipment of the T-129 ATAK and Basic Configuration Helicopters.
The planned duration of the ATAK Program is 114 months from Contract Effectivity with T-129 ATAK Helicopter qualification planned for 58 months and delivery of the first serial production helicopter planned for 60 months after Contract Effectivity. Delivery of the first 7 helicopters to the customer will be once every two months, with the remaining helicopters being delivered once a month, with the last ATAK Helicopter being delivered to the customer at 114 months from Contract Effectivity.
With the Collaboration Agreement signed with AgustaWestland, TAI shall have;
· Intellectual property rights of the new configuration of the helicopter
· Sole sourcing rights in the world for the fuselage, including Final Assembly and Flight Operations
· Sales rights for the whole world excluding Italy and England
hj786
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what about the chinese Z10?
It could fulfill PA need for a good attack choper? And since the official inoculation of the K-8s and JF 17s we could start working with the chinese on this heli. any news guys?
According to people on Chinese military forums, Pakistan will not be able to buy WZ-10 for a while because China needs to build hundreds of them just for the Chinese Army (PLA).
We are still not sure which, but PA is considering European options.
Most likely will go for some kind of joint project with the Turks and their Atak I think.
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