Part 2 of 2.
Sweden
Delays have impacted on all of the NH90 operators, but they have arguably been most keenly felt by Sweden.
The 18 NH90 Tactical Troop Transport (TTT) helicopters - dubbed HKP 14 in Swedish Air Force (SwAF) service - ordered by the Defence Materiel Administration (FMV) in 2001 were originally supposed to have been fully operational in 2008. However, six years later, deliveries are still only in their very early stages and FOC is not now expected until 2017 at the earliest.
Speaking at the home of the SwAF's Helicopter Wing at Malmen Airbase near Linköping, in southern Sweden in mid-March, Lieutenant Colonel Stefan Stragnefeldt, Wing Commander Flying for NH90 (HKP 14) and the AgustaWestland AW109 (HKP 15) said that while these delays have proven frustrating, he is happy to finally be starting the process of introducing the type into service.
"There have been a lot of delays, and we are still working with delays. The delays have been bad, but we are now happy to have this helicopter here. It is one of the best helicopters in the world."
When it was first conceived in the 1990s, the NH90 procurement plan for Sweden was to see the country initially receive two HKP 14A and two HKP 14B 'basic-configuration' helicopters. These would be followed by five 'enhanced-basic' HKP 14C helicopters, featuring a raft of improvements including door-mounted 7.62 mm MGs, flotation devices, weather radar, and kits to increase troop seating from 16 to 20.
1522184Sweden's NH90 variants have a taller fuselage than the others, providing more head room for passengers. (Swedish Air Force)
Once these nine early helicopters were in place, deliveries of 13 full mission HKP 14D - NH90 TTT/SAR land-roled platforms would commence (to include the four HKP 14A/B and five HKP 14C aircraft retrofitted to HKP 14D standard), in parallel with deliveries of five HKP 14E (TTT/SAR/ASW) maritime-roled helicopters. When deliveries and retrofits were complete, the SwAF would be left with 13 operational HKP 14D and five HKP 14E helicopters.
However, the delays meant that this plan was changed quite dramatically. Sweden has so far received those two HKP 14A and two HKP 14B helicopters, the first of which arrived in early 2011. The programme delays then forced the SwAF to abandon its planned HKP 14C purchase (but not before a single example was delivered to the FMV), and instead request four TTT/IM (International Mission)-standard platforms, to be designated HKP 14D.
With the first HKP 14D delivered on 17 December 2013, three more will follow through to 2015. These four HKP 14Ds will be retrofitted to a new HKP 14E standard (NH90 TTT/SAR [land-roled]), as will the four HKP 14A/B and single HKP 14C helicopters. At the same time, the delivery of five HKP 14F (TTT/SAR/ASW [maritime-roled]) helicopters will begin.
Once deliveries and retrofits are complete, the SwAF will boast 13 operational HKP 14E and five HKP 14F helicopters (although discussions are ongoing for an ultimate 50:50 split of these two variants).
A peculiarity of the NH90 in general is that there are more variants in production than there are customers, and this is clearly demonstrated in the various configurations requested by the Swedish Armed Forces. Further to ordering aircraft of differing specifications, the SwAF has requested Swedish-specific equipment and configurations for its different variants.
The Sweden-only configurations include twin hoists as a result of lessons learned from the Estonia passenger ferry disaster in 1994, when a number of helicopters suffered malfunctions in their single hoist systems, hampering the rescue effort that night.
However, the most noticeable difference that sets the Swedish NH90s apart from others is an additional 25 cm of head room in the main cabin. As Col Stragnefeldt noted: "There is quite a difference from when you stand in a German NH90, for example, and it is really good. A lot of people thought that the high cabin would pose problems - cracking etc - but we haven't had any problems at all. I think that industry thinks this is a good idea and other nations are looking at it also. There are no penalties in terms of performance that we have noticed."
Col Stragnefeldt added that: "I really don't think that having a unique configuration contributed to the delays. All the other countries had almost the same problems which affected the entire delivery line."
Even so, the delays have had serious ramifications for the SwAF, not least of which was the knock-on effect of having to buy a completely new aircraft type in the Sikorsky UH-60M Black Hawk (HKP 16) to meet its medical evacuation requirements in Afghanistan. That these Black Hawks went from procurement decision to operational missions in just two years has not been lost on critics of the NH90/HKP 14 programme.
Still, with the first HKP 14D now with the SwAF at Malmen Airbase, Col Stragnefeldt said that progress is now being made in terms of training and standing up the new basing infrastructures at the type's future homes with1 Helicopter Squadron at Luleå (Kallax) Airport near the Finnish border, and with 3 Helicopter Squadron at Kallinge (Ronneby) Airport in the far south of Sweden.
"[The first HKP 14D delivery] was quite a milestone for us, as we have had the four [HKP 14A/B] basic troop transport helicopters since the beginning of 2011, which we started flying in April of that year. This basic helicopter had no maps, we couldn't fly IFR, and we had none of the mission equipment on it. For us though it was perfect for learning to fly [on the type], and it was a good platform to start with," he said.
In terms of training, the colonel explained that the split has so far been roughly even in real world:synthetic instruction. "In 2006/07 the first pilots began training in France, and we flew first in 2011. That was a long step, and we used a lot of full flight simulators in Germany during this time in between.
"For the first six months the pilots get [equal time in simulators and real-world flying]. Because we are not allowed to do any emergency training on the real helicopter, we need the simulators. We are constantly training new crews, who have mostly transferred over from the Super Puma which is going to be retired. Right now we are still learning to fly this new helicopter, and are not yet professionals on it, and it is going to take some time."
The HKP 14D helicopter - now delivered - features the new Saab Tactical Mission System, weather radar, digital maps, ballistic protection, countermeasures, and an electro-optical/infrared turret. "We are now learning to use this operationally," the colonel said. "We need to take our time and test a lot - that is very important."
Col Stragnefeldt was non-committal on the type's entry to full service, saying: "It is difficult to say when the HKP 14 will be fully operational, because of all the delays. I expect it to be somewhere in the period beyond 2017 - it certainly won't be before then. First, we have to train all the new people, we have to receive and retrofit all the helicopters, and set up the basing," he explained, before adding: "There's a lot to do."
Australia
Australia's acquisition project is currently running three years behind the original schedule, but despite still being on the Defence Materiel Organisation's 'Projects of Concern' list, the programme is making progress, with 27 aircraft accepted into service as of 1 April 2014. The 47th and final aircraft is due for delivery in July 2017.
During work up, a range of technical remedies have been implemented by the Australian Department of Defence and prime contractor, Australian Aerospace, is to address numerous deficiencies identified early in the initial OT&E phase of the aircraft, known locally as the MRH90 Taipan.
These include the introduction of: new engine start procedures to prevent engine degradation and failure through asymmetric heating; protective foil to mitigate windscreen cracking; a more durable main cabin floor; improved reliability of the inertial reference system with modified gyroscopes; modified main gearbox oil cooler fans; engine foreign object damage screens; incorporation of an aircraft software upgrade (called SUS1.1); and replacement of the weapon mount for the MAG-58 7.62 mm general-purpose MG.
Additionally, modifications unique to the Australian Defence Force variant include a dual position sniper bar, radios, stowage rack for the in-service Steyr 5.56 mm individual weapon, a weapon mount for the MAG-58 door gun, a pyrotechnic storage box and a wet deck for use during winching training and operations.
The Royal Australian Navy (RAN) has received all six of its MRH90 Maritime Support Helicopters (MSH) within 808 Squadron at HMAS Albatross . Navy MSH have successfully operated from the heavy lift ship HMAS Tobruk and the new sealift ship HMAS Choules (ex-RFA Largs Bay ) during Exercise 'Sea Dawn 2014' and last year's exercises 'Sea Lion' and 'Talisman Sabre' where aircraft performed a range of utility tasks and deck evolutions (day and night), as well as SAR for a man overboard from the cruise ship Carnival Spirit .
Such activities are a prelude to embarked operations on the RAN's two new 27,000-tonne Canberra-class landing helicopter dock (LHD) ships, where the knowledge and experience acquired to date on smaller ships and the measured operations from larger support and supply ships has established a foundation for operating from multiple landing spots on the LHDs (each ship has six deck spots for medium-size helicopters). It has also informed the development of systems and processes for the initial stages of amphibious force development, while embarked operations have highlighted areas requiring additional refinement and integration issues for resolution.
From the RAN's perspective, the aircraft "displays the necessary potential" to prosecute the range of MSH operations, including personnel transfer, vertical replenishment, SAR, medical evacuation, limited surface surveillance and helicopter visit, board, seize and search (HVBSS) operations.
Undertaking HVBSS missions will likely take on increasing importance once the existing S-70B-2 Seahawks are replaced by the new MH-60R, the latter's onboard systems reducing available space for boarding party personnel from six to four.
Whilst the Australian Army has yet to operate its MRH90 Taipan helicopters at sea in the strictest sense, aircraft have conducted winching training with special operations elements in Port Phillip Bay near Melbourne and individual and collective training with HMAS Tobruk during exercises in the southwest Pacific in 2012. The army has also operated aircraft in the troop-lift role during exercises in northern Australia and carried out reduced visibility operations trial activities during June to August 2013.
The army's experience of the MRH90 Taipan to date appears to be largely positive. A Defence spokesman asserted to IHS Jane's that the aircraft has "excellent" handling characteristics and offers significant combat and operational endurance over the S-70A-9 Black Hawk it replaces.
He added that the aircraft's advanced avionics, weather radar and forward-looking infrared (FLIR) "will enable [the] army to operate in environmental conditions that previously limited operations". The IOC for both RAN and army MRH90s is expected this year, with final operational capability currently planned for mid-2019.
New Zealand
Across the Tasman Sea, the Royal New Zealand Air Force (RNZAF) NH90 final release of capability is scheduled for the last quarter of 2015. SAR and advanced SAR, fast roping and rappelling, and limited embarked operations will be released by this milestone.
Six aircraft have thus far been delivered to 3 Squadron, with the remaining two set to be received in the third quarter of 2014.
One of the smallest operators of the type, New Zealand will be the first NH90 customer worldwide to have its full fleet delivered. The RNZAF NH90 fleet has already accumulated more than 1,000 flying hours.
The air mobile and air logistics support capabilities for the RNZAF NH90 have already been released, enabling both day and night flying - including instrument flying conditions - operating with night-vision goggles, formation flying by day, winching, carrying underslung loads, personnel transfers, and basic tactical trooping.
NH90 has been transported on the sealift and amphibious support ship HMNZS Canterbury as an initial trial to assess deck and hangar interfaces. First-of-class flight trials (FOCFT) have been completed by use of an instrumented ADF MRH90 flown by a test pilot from the RAN's 808 Squadron. The FOCFT successfully defined the acceptable limits of deck motion during take-off and landing on Canterbury , clearing the way for further OT&E by the Helicopter Transition Unit.
In an effort to remain interoperable with its allies and - in particular - maximise commonality with Australia's MRH90 fleet, the differences in RNZAF NH90s are limited to the addition of a fifth multifunction display, RT-1851 ARC-210 radios, wet deck for the cabin and RNZAF manufactured floor load spreaders, which add a layer of protection to the floor to prevent damage from boots, sharp objects and cargo.
According to the New Zealand Ministry of Defence, upgrade plans for the NH90 will focus on communications, navigation and surveillance (CNS) and air traffic management (ATM) compliance issues needed to meet changing global CNS/ATM standards for performance based navigation such as that through automatic dependent surveillance broadcast. Plans also exist to upgrade radios by the end of the decade.
Copyright © IHS Global Limited, 2014
Part 2 of 2 ends.
