HeliOps Frontline 2020 Issue 32

HELIOPS FRONTLINE / ISSUE 32 / 2020 1
HELIOPSFRONTLINE.COM I A KIA KAHA MEDIA PUBLICATION

ISSUE 32 I 2020
THE H160M EXERCISE SARACEN BRIGHT STAR

THE WAY AHEAD FOR COUNTER TERRORISM IN THE ITALIAN ARMY’S
EUROPEAN MILITARIES? AOTEAROA 7TH AVIATION REGIMENT ‘VEGA’
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airbus.com
tHe
team
PUBLISHER
Ned Dawson
EDITOR
Mark Ogden
DEPUTY EDITOR
Alan Norris
SUB EDITOR
Leigh Neil
EUROPE EDITOR
Alexander Mladenov
NORTH AMERICA EDITOR

Jason Jorgensen
CONTRIBUTING EDITORS
Paul Kennard
Scott McKenzie
PROOFREADER
Barbara McIntosh
GRAPHIC DESIGN
Carolina De Armas
KIA KAHA MEDIA GROUP

PO Box 37 978, Parnell,
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EMAIL
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heliopsfrontline.com
ISSN 1179-710X
ISSUE 32
2020
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contents
34 THE H160M -
THE WAY AHEAD FOR EUROPEAN MILITARIES?
Paul Kennard examines the Airbus H160 and how, even as a
civilian helicopter, it may serve the military.
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50 GOING DUTCH
THE APACHE IN ROYAL NETHERLANDS
AIR FORCE SERVICE
The AH-64D Longbow is the first combat
helicopter purchased by the Netherlands and
Jimmy van Drunen reviews the acquisition,
operation and future of the proven, versatile
American combat helicopter in RNLAF service.
74 EXERCISE SARACEN –
COUNTER TERRORISM IN AOTEAROA
Recently our Chief Photographer and
Publisher Ned Dawson spent a few days
with the RNZAF’s 3 Squadron as they
supported the Commandos of the NZ
Army’s SAS during Exercise Saracen during
operations at various locations around the
central North Island of New Zealand.
120 BRIGHT STAR

THE ITALIAN ARMY’S 7TH AVIATION
REGIMENT ‘VEGA’
Named after one of the brightest stars
visible in the northern sky, the Italian Army’s
7th Aviation Regiment is an integral part of
Italy’s only airmobile brigade. It boasts two
squadron groups with two aircraft types
that can fulfill the entire range of mission
roles carried out by Italian Army helicopters.
6
from the editor
HELIOPS FRONTLINE / ISSUE 32 / 2020
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I
n this editorial, I am not referring specifically to
military helicopter operations but rather to an
issue that inevitably involve helicopters. Over
BY
MARK OGDEN the past few editorials, I have commented about
Chinese expansionism and basically, copying of
Western technology. They were really an observation of
what appeared to be a slowly developing environment.
I was wrong. It’s not slowly developing. COVID, Hong
Kong and the South China Sea territorial claims all point to
a China deaf to international concerns and totally focused
on challenging the USA military, diplomatic and industrial
dominance. It is becoming obvious that China has no
intention or desire to stay within its current borders.
Unfortunately, China has demonstrated that it is on
a path to expansionism and is indeed quite prepared to
play bully boy in the international theatre. As an example,
Australia has become a target of a Chinese trade war
primarily because it had pushed for an investigation into
the source of COVID. Australia also resisted China’s desire
to control the narrative in Australian tertiary institutions
when the subject of China was raised. So it would seem
China wants to hold Australia up as the poster-boy of what
happens if a country dare challenge China’s narrative on
world and domestic affairs.
So, what is happening? It seems to me that China has
quickly acquired Western technology over the past 30
years through theft and copying. It has also skewed the
markets to be an importer of raw materials and an exporter
of manufactured goods (at such a price that destroys the
manufacturing base of many Western countries). Such a
large market as China is attractive and managing to enter
that market means a company can become lazy and rely
on this sole market. The trouble is that China can and has
turned the tap off, seemingly breaking trade agreements
that do not suit it at the time, primarily for political
purposes. That is where Australia is right now.
In a joint report, the chiefs of the Navy, Marine Corps
and Coast Guard singled China out as the gravest threat.
The increase in its naval power, warship-building and
proliferation of long-range precision missiles meant that
the US could no longer presume, “unfettered access to
the world’s oceans in times of conflict”. Russia was also
identified as a serious, though lesser threat.
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
“Optimism that China and Russia might become

responsible leaders contributing to global security has
given way to recognition that they are determined rivals,”
it states. “The People’s Republic of China represents the
most pressing long-term strategic threat.”
In a discussion with an ex-military officer, we strayed
onto the subject of China. He noted that the West was
already in ‘phase one’ of a conflict with the Asian giant. He
was referring to the implication of ongoing cyber-attacks
being waged on Western military by the Chinese.
What next? Will trade be the next weapon? Well, it
seems that is already being employed against Australia.
Will there be a shooting war? While such a circumstance
is never a desirable outcome, I can see in the current
circumstances an attack on Taiwan or an inadvertent
encounter in the South China Sea setting off a chain of
events that will be difficult to restrain. It will likely start
as a maritime-based conflict and this may explain why the
USA is reforming its 1st Fleet. The US announced it would
reform the Navy’s 1st Fleet for the first time in more than
four decades. The fleet will dedicate more American ships
and sailors to protect those sea lines of communication
from the threat of Chinese interference in waters off
South-East Asia and west to the Indian Ocean, including
the Strait of Malacca through which much of the region’s
oil and cargo supplies transit by sea.
In an ominous indication of relations between China and
the USA, former President Trump identified China as the
country’s biggest foe and the military in the report referred
to earlier backs that sentiment. Whether or not President
Biden will continue such rhetoric though, is unknown
although the sentiment is well established within US and
Western military planning.
So as 2020 closes, the world’s eyes are slowly focussing
on China and its ambitions. Whether those ambitions will
be realised or become the source of conflict remains to
be seen but the view of China is quickly changing, from
industrial powerhouse to military foe.
Concluding on that somewhat sombre note, please
everyone, as the year end approaches stay safe and enjoy
good times as best you can with friends and family.
Mark
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industry news
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USA
Aerial
Firefighting
Type 1
& Type 2/3
Helicopters
These posters showcase the various Type 1

and Type 2/3 helicopters that regularly work on
the firegrounds of the United States of America.
industry news
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9
Russia and Pakistan joint exercise

Russia and Pakistan have trained in the tactics of parachute-free landing from helicopters
during the joint military exercise Friendship 2020 the special operations forces of the
Islamic Republic of Pakistan in the village of Tarbela, Pakistan.
Bell-Boeing win V-22 contract

Bell-Boeing has been awarded a $18,000,000 contract to provide technical analysis,
engineering and integration services for various systems in support of the V-22 of the USN,
USMC, USAF and Foreign Military Sales customers.
10
10 HELIOPS FRONTLINE / ISSUE 32 / 2020
from the editor
@HeliOpsMagazine
Connect with like minded people in the industry
& get in-the-moment updates, in real time, from every angle.
industry news
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11
RAN completes
Operation ARGOS
HMAS Arunta is on her way home
after completing her deployment
on Operation ARGOS to track and
record vessels of interest and
suspicious transfers using the
ship’s MH-60R Seahawk.
Bell 412EPi and B429s for Guyana

The US State Department have made a determination approving a Foreign
Military Sale to the Government of Guyana of Bell 412EPi and B429
Helicopters and related equipment for an estimated cost of $256 million.
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industry news
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RN Commando Wildcats strike during live weapons

shoot in Scotland
Wildcats from 847 NAS have undertaken live firing training during Exercise Terminal Strike
on the ranges in on the Moray Firth, Scotland.
industry news 13
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First HH-60W delivered

The 23rd Wing and 347th Rescue Group has received the first two HH-60W Jolly Green II
helicopters at Moody Air Force Base.
Five nations to develop the Next Generation MMRH

France, Germany, Greece, Italy and the United Kingdom have launched a multinational
project on Next Generation Rotorcraft Capabilities dedicated to the modernization of
existing rotorcraft fleets.
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industry news
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Bell Boeing awarded CMV-22 contract

The Bell Boeing Joint Project Office has been awarded a $170,438,450 contract for the
production of one CMV-22B and options for V-22 Common Configuration Readiness and
Modernization requirements.
India Hosts MALABAR 2020

Naval ships, aircraft and personnel from Australia, India, Japan, and the United States
have participated in Malabar 2020 in the Bay of Bengal.
industry news 15
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CAE contract for MAD-XR

Lockheed Martin has awarded CAE a subcontract to supply their Magnetic Anomaly
Detection-Extended Role (MAD-XR) system for USN MH-60R Seahawks.
Additional S-100s for French Navy

The French Navy has accepted for operational use two
Camcopter S-100s for deployment on the Mistral-class
amphibious helicopter carriers Tonnerre and Mistral.
industry news
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US Military Rotorcraft Poster

US ARMY VH-60M
- MILITA RY
DISTRI CT OF WASHI
NGTON
US NAVY MH-53
E
US ARMY HH-60L
US ARMY CH-47F
USAF HH-60U US ARMY H-72A
US ARMY UH-72A
USAF HH-60G - OPFOR
FORT POLK
USMC MV-22 US ARMY AH-64D
US NAVY MH-60
S SAR
NAS FALLO N
USAF TH-1H US ARMY 160TH
SOAR
MH-60 M
US NAVY MH-60
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US ARMY UH-72A
OPFOR -
JOINT MULTI NATION
AL
READI NESS CENTE
R
USMC VH-3
USMC AH-1Z
US ARMY UH-60M
USMC AH-1W
US ARMY KOREA
US ARMY FLIGHT
UH-60
DETAC HMENT
WEST
POINT UH-72
USAF UH-1N YOKOT US COAST GUARD

A AFB MH-65 D
US ARMY 160TH
US ARMY 160TH USAF CV-22B SOAR
SOAR MH-6
MH-47 G
USMC CH-53E
USAF UH-1N
US NAVY TH-57C
USCG MH-60 T
US ARMY AH-64E
USAF VH-1N - 1ST

HELICO PTER
SQUAD RON - ANDRE
WS AFB
USMC MV-22B US NAVY MH-60

US NAVY H-72A R
USMC VH-60N
USMC MCAS YUMA

ILLUSTRATIONS
UGO CRISPONI
BY
HH-1N SAR
AVIATIONG RAPHIC.C
OM
US ARMY- UH-72A
- WHITE SANDS USMC UH-1Y
US ARMY- UH-72A
REAGA N TEST
MARSH ALL ISLAND SITE -
S
US NAVY HH-60H
www.heliopsmag
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www.heliopsmag
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This poster showcases the illustrations of some

of the US Military Rotorcraft by renowned
aviation artist Ugo Crisponi. If you have an
interest in the military helicopter industry then
this poster is a MUST HAVE.
industry news
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17
Silent Knight Radar contract awarded

Raytheon Technologies has been awarded a $235.6 million multi-year
contract for the production of the Silent Knight Radar in support of the US
Special Operations Command.
V-22 Flying in Japan

Japanese Self-Defense Forces has begun V-22 flight operations at Kisarazu Air Field marking
the first international partner to fly the US built aircraft.
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industry news
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US exercise options for 36 TH-73s

The US Department of Defense has awarded AgustaWestland Philadelphia Corp. a
$171 million options for the production of an additional 36 TH-73As to be completed in
the end of 2022.
UH-60M contract for Sikorsky

Sikorsky has been awarded a $47,970,000 for UH-60M aircraft with an estimated completion
date of end 2022.
industry news
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19
ChipCHECK for ADF

The Rotary, Aerospace and Surveillance Systems Division of the Australian Defense Force
has purchased nine Gastop ChipCHECK units to help maximize equipment readiness,
improve maintenance efficiency and reduce costs.
82nd Airborne
First Osprey Air
Assault
Paratroopers from 3rd Brigade
Combat Team, 82nd Airborne
Division have conducted a joint air
assault operation using MV-22B
Osprey tilt rotor aircraft during
Panther Storm a 4-day Mission
Readiness Exercise.
RAF Engineers use

3D Printing
Engineers at RAF Odiham have started producing
CH-47 Chinook droop stop shroud assemblies
using 3-D printing having produced and tested a
set of prototypes before full scale production.
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industry news
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Iran unveils aircraft-carrying ship

The Iranian Revolutionary Guard has launched a heavy warship with the capacity
to carry helicopters, drones and missile launchers, named after the former Naval
Commander Abdollah Roudaki who was killed in a rocket attack.
industry news 21
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USMC & US Army Aviation

delivered ground refueling exercise
VMM-268 and 25th CAB have conducted a ground refueling exercise of an AH-64
Apache on Marine Corps Base Hawaii.
VMM-268 make max

launch Mi-17 for Nigerian AF
VMM-268 have carried out a maximum aircraft The Nigerian AF has taken delivery of a
launch exercise on Marine Corps Base Hawaii second Mi-171E at NAF Base Makurdi
to demonstrate their ability to fly with a large acquired from the Federal Government
number of aircraft. from Serbia.
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industry news
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Corps Command
change for 9
RAF 28 Squadron change Regiment AAC
of command
Lieutenant Colonel Jon Dufton has
Wing Commander Hannah Bishop has formally formally handed over command of 9
taken command of RAF 28 Squadron is the Regiment (AAC) to Lieutenant Colonel
Operational Conversion Unit, for the Puma Stewart Pearce, 9 Regiment is one of
and Chinook, from Wing Commander Mark two wings within No.1 Flying Training
Pickford RAF Benson, Oxfordshire. School.
RAF Chinook anniversary

The Chinook entered RAF service on 22nd November 1980 and significant milestone of
40 years of service is being recognized by the Stations and Squadrons that operate the
iconic aircraft.
industry news 23
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Mi-8 and Mi-24 delivered to Armenia

Mi-8 and Mi-24s of the army aviation of the Russian Forces have been delivered to oversee
the ceasefire in the territory of Nagorno-Karabakh and the Lachin corridor, Armenia.
MBDA firing trials of the Sea Venom

The AW159 and H160M Sea Venom/ANL anti-ship missile has completed qualification
firings trials at the French test site at Ile du Levant.
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industry news
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HMAS Adelaide provides platform for trio of

Army helicopters
Australian Army crews have renewed their deck landing qualifications on HMAS Adelaide
using three different aircraft types as part of Exercise SEA WADER.
Russia claims Ukraine German Navy to get

risking lives Sea Tiger
Russian Helicopters holding has warned that NHIndustries has signed a contract with
the Ukrainian aircraft repair enterprises are the Bundeswehr for the procurement
carrying out illegitimate repairs of Mi-17V-5s of 31Sea Tigers a ASW variant of the
and endangering the lives of the American and NH90 MRFH for shipborne operations
Afghan military operating this equipment. costing around 2.7 billion euros.
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industry news
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L-3 awarded MH-60 contract

L-3 Technologies has been awarded a $10,364,080 firm-fixed-price contract to supply six
AN/SRQ-4 kits and associated components for the MH-60 Common Data Link system for
Foreign Military Sales customers.
HSM 37 saves
lives in Honduras
HSM-37 Detachment 7 has
supported 10 missions aiding
in the rescue of citizens, and
delivered supplies in the areas
affected by Hurricane Eta.
Ukrainian SBU block illegal

components
The Security Service of Ukraine and the Foreign
Intelligence Service of Ukraine has blocked the theft
of Mi-8 and Mi-17 components valued at $980,000
by a domestic based Russian company.
industry news 27
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Rheinmetall
to maintain
CH-53G
Rheinmetall has won a
contract from the German
Bundeswehr for inspection,
maintenance and repair of the
CH-53G starting in 2021 for
the 64th Helicopter Squadron
at Diepholz.
Picatinny Arsenal
acquires AH-1W
Picatinny Arsenal has received a retired USMC
AH-1W to be used for research and development
purposes at the US Army Combat Capabilities
Development Command Armaments Center.
AW101
operational
in Norway
The first six out of 16
Norwegian AW101
SAR aircraft are
officially operational
from their Sola base
with the Ørland and
Banak bases becoming
operational in 2021.
US Army selects
BAE for FVL
autonomy
BAE Systems has been
awarded contracts for three
of the US Army’s Future
Vertical Lift program’s four
focus areas.
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industry news
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HMCS Harry DeWolf trials sea capabilities

Her Majesty’s Canadian Ship Harry DeWolf is now sailing under Royal Canadian Navy
command with the aircrew conducting training, testing and trials on the new vessel.
CH-53K training devices ready for operations

A suite of aircrew and maintainers CH-53K training devices at MCAS New River in
Jacksonville have been declared Ready for Training.
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30
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industry news
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RN flies into Honduras after hurricane

The Royal Navy aircrew from 845 and 815 Naval Air Squadrons have flown vital
reconnaissance missions over devastated Honduras as relief operations continue in the
wake of Hurricane Eta and Iota.
VSR700 moving platform takeoff

The VSR700 optionally piloted vehicle has successfully
achieved fully autonomous takeoff and landing
approaches from a moving platform advancing the
VSR700 naval drone program.
160th SOAR (A) Poster
A very special poster we have taken great pride in doing -

a collection showcasing all the aircraft of the 160th Special
Operations Aviation Regiment (Airborne). From the original
JOH-6A/MH-6B through to the latest and greatest. This
poster is a tribute to the men and women who are in and who
were in the 160th. A significant portion from each poster
order is donated to the Nightstalker Foundation to help those it
supports. Each order is shipped in its own sturdy poster tube.
32
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industry news
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First HH-139B for Italian AF

Leonardo has delivered the first of 17 HH-139B to the Italian AF, 15th Wing for the SAR
role and final aircraft deliveries will be completed by 2021.
Ka-52 delivered
N.I. Sazykina of the Russian
Helicopters has delivered all Ka-
52 Alligator combat reconnaissance
and attack aircraft to the Ministry of
Defense of the Russian Federation
within the terms of the contract.
W5
Solutions
wins GPU
contract
W5 Solutions has been
awarded a contract for
the delivery of Ground
Power Units from the
Swedish Armed Forces
for their Black Hawk
and NH90s.
industry news
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33
Second NH90
Canadian Navy contract simulator for Spain
for Bluedrop
Indra has delivered a second Full
Bluedrop Training & Simulation has won a $6.7 Mission Simulator to the NH90
million two year End-to-End Learning Services Simulator Center at the Spanish Army’s
contract for Maritime Warfare and Seamanship Aviation Academy at the Agoncillo
training from the Canadian National Defense. military base in La Rioja.
MBDA to develop Tiger missile

France has announced that MBDA is to develop the Future Tactical Air-to-Surface Missile
(MAST-F) program as the main French Army air to ground armament for the Tiger.
34
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industry news
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$34M contract for Afghan AF support

MD Helicopters has announced a $34 million agreement with the US Army to provide
logistics support for the Afghanistan AF MD 530F Cayuse Warrior.
NZDF support Tokelau FLIR Systems

Atolls Acquires Altavian
The New Zealand Defense Force have delivered FLIR Systems has acquired Altavian, Inc.,
48 water tanks and tons of essential equipment a privately-held manufacturer of small
to the Fakaofo, Nukunonu and Atafu atolls in unmanned aerial systems (sUAS) for
support of Tokelau’s development plans. defense and public safety customers.
Click on the covers to have access to a whole new world
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Save it to iBooks, Kindle or any PDF reader – or simply enjoy it online.
Your magazine, your choice.

The H160M
The Way Ahead for
European Militaries? STORY BY PAUL KENNARD
Paul Kennard examines the Airbus H160 and how,

even as a civilian helicopter, it may serve the military.
FIRST MEMBER
The Airbus H160 is described by the company as ‘the first member of

the H generation’, signifying a shift away from legacy rotorcraft designs
and capabilities. Slotting in between the established H-145 and H175 (both
renamed from their previous ‘EC’ monikers from Airbus’ ‘Eurocopter’ past) in
Airbus’ product range, the aircraft is aimed squarely at the Offshore Oil and
Gas, HEMS, para-republic (i.e., police / SAR) and VIP/Corporate sectors. The
Value Proposition that Airbus makes to such operators is centred around
adding value to their companies through higher performance, cheaper
direct operating costs and improved comfort and safety when compared
to existing competitors. Much of the operating efficiency is delivered by
the aircraft’s dedicated maintenance ‘eco-system’ (including 3-D manuals)
and a design that has emphasised ease of access for routine servicing
pre/post flight and deeper inspection and overhaul. Airbus also extol the
‘green credentials’ of the design, noting that is quieter and more fuel
efficient than its peers thanks to patented ‘Blue Edge’ rotor technology
and the use of advanced materials. Such gains are increasingly important
considerations for public and private sector organisations alike.
With EASA Type Certification achieved in July of this year, the H160 is
already winning orders, including most recently in October where Milestone
Aviation ordered six aircraft for delivery in 2023 for both the Offshore and
HEMs roles. However, by far the largest order so far is from the French
government for a military derivative, the H160M. Building on an established
heritage in dual civil/military optimised and operated machines provided
by the military versions of designs such as the EC145 (H145M and UH-72
Lakota) and long serving Puma/Cougar/Caracal family of larger twin engine
rotorcraft, the H160M will offer the French military a thoroughly modern
and highly flexible platform.
IT WILL HAVE TO BE FLEXIBLE
The span of roles that the French envisage for their H160Ms (named
the Guepard in service) is eye opening. The ‘Helicoptere Interarmees Leger’
(Lightweight Joint Service Helicopter), or ‘HIL’ Project, anticipates some 169
machines replacing several legacy types, providing significant economies
in terms of through life costs and in overall fleet size reductions. The
169 Guepards will need to cover the roles that currently over 400 legacy
machines are responsible. In the French Army and in the Air Force, the
Guepard will replace the Fennec and Gazelles (military AS550/555 Ecureuil /
Twin Squirrel) and in the French Navy the remaining Alouette IIIs and both
AS365 Panther and SA365 Dauphin.
It was the scale and scope of this challenge that I wanted to examine
in more detail. Following on from our successful discussion on the Airbus
RACER concept for Heli Ops magazine, Airbus Helicopters’ Head of External
Communications, Laurence Petiard, was able to find some time in the
busy diary of Vincent Chenot, Head of the H160M programme at Airbus, to
discuss the H160M’s offering to the military marketplace in more detail.
NOT A BRIDGE
My first question was whether Airbus saw the H160M as something

of a ‘bridge’ product to faster rotorcraft in the future, looking at Airbus’
own RACER concept, the AW609 and, in a military context, the competing
designs in the US Army’s FLRAA competition. Vincent was quick to rebuff
the notion. Correctly, he pointed out that each of the designs I mentioned
had compromises at some part of their flight regime and were unlikely
to be available in significant numbers until well into the 2030s. They are
also all at a price point significantly higher than the H160M in terms of
outright acquisition and Direct Operating Costs. Pointedly, none of the
‘Next Generation’ vertical lift aircraft have achieved a civil or military
certification yet, nor (with the exception of the RACER) have they been
designed with noise and economy as prime drivers; the V-280 and SB>1 are
both thoroughbred military machines, whilst the AW609 is aimed closer
to an organisation/high net worth individual that likely seeks to replace a
King Air and an H145 class aircraft with one machine.
The H160M offer is something different. It promises to be a state-of-the-
art helicopter, leveraging decades of design knowledge and capitalising

on existing certification baselines whilst exploiting the very latest in
technology and materials science. Vincent explained in detail where this
technology provides a qualitative edge over the competition. ‘The Guepard
is a Next Generation Rotorcraft’ he stated. ‘It combines sensors, flight
control systems, rotor technology and materials that are not found truly
integrated together on other aircraft’.
DVE
One such area of enhancement, and one that is vital to both civil and
military applications, is the ability to operate safely in Degraded Visual

Environments (DVE). Regular readers will know that this has been a long-
standing area of interest for me, having been a Trials Pilot for several DVE
technology projects and a member of various NATO Study Groups. Vincent
was unequivocal in his praise of the integrated systems in the helicopter.
These include a proprietary digital autopilot system which significantly
improves Handling Qualities (HQ) and reduces pilot workload. Enhanced
HQs are vital in DVE to prevent the pilot inadvertently introducing yaw/
drift close to the ground, risking either collision with an obstruction or a
wingman, and to stop the crew from unwittingly building up a significant
(and dangerous) high sink rate / closure speed in the latter stages of the
approach. A high sink rate or closure speed can dramatically amplify what
might be relatively small errors in yaw or drift due to increased energy

at touch down, potentially inducing shearing or stress loads outside the
design tolerances of, in particular, landing gear. The reduction in workload
is important as, clearly, it frees the pilot and crew to assimilate data from
other sources, such as cockpit instruments, Electro Optic / Infra-Red (EO/
IR) sensors and, importantly, from each other. In a full DVE system, these
enhanced HQs are mated with advanced sensing and digital pilot cueing.
H160M has a modern EO/IR Situational Awareness (SA) system and can be
fitted with active sensors (such as a radar) if required, enabling the aircraft
to detect potential obstructions in DVE conditions.
The output from these sensors, and potentially a 3-D Conformal
Symbology representation of the outside world, can be presented to the
flight crew either by their digital cockpit or through a Head Mounted Sight
and Display System (HMSDS). The former is a Thales ‘FlytX’ cockpit, with
four large Multi-Function Displays (MFDs) arranged in ‘landscape’ mode
(three ‘up’ and one ‘down’) rather than the four-screen ‘portrait’ format
cockpit in the civil H160. I think this is important, as my experience of
integrating sensors into cockpits shows that most EO/IR sensors gather
and export a landscape image; on the current CH-47 cockpit, the Thales
Top Deck, compressing the EO/IR image from an outstanding sensor (Selex/
Leonardo SLX Merlin camera fitted to the TITAN 385ES-HD) into a portrait
display had the effect of making the image subjectively less usable than
the ad hoc analogue landscape configured screen used previously (one
mounted on the top of the cockpit panel for the Left Hand Seat operator,
and the other below the panel by the Right Hand Seat pilot’s right knee).
Vincent noted that the planned HMSDS for the Guepard was the Thales
‘Scorpion’, which is an applique product compatible with many existing in-
service helmets.
He added that the more capable, and significantly more expensive, ‘full’
display helmet solution, the Thales ‘Top Owl’ (as used by the Tiger Attack
Helicopter crews), was available as an option should the French military
or export customers wish to employ it. Top Owl offers a wider display Field
of View (FoV) projected onto the display visor and integrated Night Vision
Imaging System (NVIS), which reduces neck borne mass and provides
improved balance.
Having flown Top Owl (on an experimental US Army UH-60 Black Hawk)
and had a ground demo of Scorpion, they are definitely in different classes
of HMD - as always, the onus is on the Platform capability requirements
managers to make the case for the expense of the Top Owl over the utility
of the Scorpion.
NAVAL NEEDS
Whilst the H160M has a basic configuration, it will be subtly tailored for
the required mission set for each service. Vincent explained that, perhaps,
the French navy version of the machine is the most different.
The requirement for safe operations and stowage from Escort vessels
has necessitated the need to fit the aircraft with a deck landing harpoon
(a mechanical device that deploys from the aircraft’s belly and locks into
a metal grid in the flight deck to prevent the helicopter from sliding on a
wet deck in turbulent seas before the deck hands can secure or stow it)
and full manual blade folding capability. It seems a fully hydraulic blade
folds system was not considered due to weight, complexity and cost.
Vincent continued to explain that the landing gear was also being ‘beefed
up’ for the naval version. I asked him if there had been lessons identified
from some of the corrosion issues that the NH90 has suffered from in the
maritime environment, and he agreed that NH90 experience was important.
Vincent also confirmed that a NH90 had been used to test some of the new
H160M materials in maritime conditions, and that Airbus Helicopters had
worked very closely with the Navy in identifying appropriate anti-corrosion
methods and products. Finally, as befitting its role, the Navy Guepard will
be fitted with different sensor and weapon packages. The former will likely
include a Thales AirMaster-C compact AESA (Active Electronically Scanned
Array) radar for detecting surface vessels and airborne targets (potentially
including drones), integration of which into the H160M is currently
underway. The Guepard will also need dedicated Naval data links to enable
it to ‘talk’ to both its ‘mother’ (the ship) and, more globally,
to be integrated into the wider battlespace, in effect becoming a node in
the Battlefield ‘Internet of Things’ or ‘Combat Cloud’. Airbus Helicopters is
also developing the VSR700 VTOL UAV (based on the Guimbal Cabri G2) as
part of a French navy de-risking study to look at the utility of UAVs in the
maritime environment, so it is only natural to assume that they see the
H160M/VSR700 as a likely deployed combination on French vessels towards
the end of the decade.
Finally, the Navy’s weapon requirements will see the new MDBA Anti
Navire Leger (ANL) lightweight anti-ship missile as the H160M’s primary

offensive weapon. The ANL is known as the ‘Sea Venom’ by the Royal
Navy, who expect to field it on their Leonardo AW159 Wildcat maritime
helicopters in 2022 under the Future Anti-Surface Guided Weapon (FASGW)
program. With a 30Kg warhead and high subsonic speed, the missile is
designed to provide an ‘Over the Horizon’ (OTH) engagement capability
against warships up to Corvette size. It will be interesting to see if the
French Navy follow a similar path to the Royal Navy, who also plan to fit a
lighter missile to the Wildcat, the ‘Martlet’, which is a fast flying (Mach 1.5)
Laser beam riding weapon designed to engage small manoeuvrable targets,
such as Fast Inshore Attack Craft (FIACs), Unmanned Surface Vessels (USVs)
and Jet Skis, all often employed by terrorist and unfriendly state actors as
an asymmetric threat. Martlet also has a useful overland precision strike
capability with very low Collateral Damage Estimate
(CDE) considerations thanks to its small 3Kg warhead.
Not unexpectedly, the French Navy will also equip the aircraft with a gun
system, probably a pintle mounted 7.62/12.7 initially, but with options to dip
into the Army’s ‘toybox’ if needed.
ARMY APPETITES
The French Army is buying the largest number of Guepards under

current plans, some 80 machines. I asked Vincent how much recent combat
experience from French Operations had been incorporated into the design.
He was fulsome in his praise of the input that the French Army had
provided, especially regarding their experiences in operating helicopters
on Operations Serval and Barkhane in the Sahel region of Africa. Whilst
much of the ‘core’ H160M capabilities are important for such operations,
for example the autopilot and sensors, enhanced Situational Awareness
(SA), firepower and environmental protection were key ‘lessons identified’
that needed to be applied to the H160M. In my opinion, having been on an
Aircraft Carrier on Operations that suffered a similar accident, enhanced
SA is vital to try to prevent a repeat of the tragic Cougar / Tiger mid-air
collision of November 2019. The use of data links and HMDs should provide
greater awareness of threats to the aircraft, both friendly and enemy, and
permit more ‘heads out’ time for the crews. Vincent explained that the
Guepard will be fully compatible with the Airbus ‘HForce’ scalable weapons
system. Also available for the H225M and H145M family, ‘HForce’ enables
militaries to ‘pick and mix’ between weapons and sensors depending on
posture, threat and budget. A central core weapons computer / stores
management system is installed as part of the kit, which then enables
the appropriate weapons to be fitted and, if required, targeted via the
EO/IR system, guided by the Laser Target Designator and/or cued by the
Scorpion HMSDS. For the French Army, this means the ability to fit 12.7mm
machine guns and 20mm cannons on the stub wings and carry conventional
unguided or laser guided rockets (such as the Thales FZ275LGR or BAES
APKWS). There’s also growth potential to fit Air to Air Missiles, such as the
Mistral. Naturally, The Guépard will also retain the capability to fit side-
mounted 7.62mm door guns.
The Guepard will also come with a comprehensive Defensive Aids
Suite (DAS), cockpit and vital system armour protection and an Infra-
Red Suppression System (IRSS) for the engines. Speaking of the engines,
another lesson identified from operations in Africa and Afghanistan is
the need to protect engines from dust ingestion. Vincent explained that
after considering both Inlet Barrier Filters (IBFs) and Vortex Generators,
they elected to fit IBFs. His rationale was that IBFs were more effective in
screening the engines, especially against the properties of the sand/dust
encountered in sub-Saharan Africa, and they were lighter and less complex
than vortex generator separation systems. The downside is that they
inevitably become clogged over time, and a ‘bypass’ facility is required to
ensure that the engine still receives enough airflow to prevent a flame out
if they become saturated in flight (albeit, with the consequence exposing
the engine to the full force of the sand/dirt for a short time). They also,
typically, require more inspection, maintenance, cleaning and replacement
than the vortex generator systems such as the Engine Air Particle
Separation System (EAPS) that I used to operate on the CH-47 Chinook.
AIR FORCE FUNCTIONALITY
The French Air Force currently seek to take 40 Guepards, replacing

their existing SA330 Pumas and H125M Fennecs in SAR, ISR, CAS and Air
Interception roles. For the longer-range work, the Air Force has a unique
requirement that the Guepard must be able to Air to Air Refuel (AAR) from
the Airbus A400M and the KC-130J (ten of which will, eventually, be operated
by a joint French/German squadron). Vincent explained that the Air Force did
not intend to replace the EC725/H225M Caracal as the primary long range
CSAR platform but needed the aircraft to act as a viable long-range escort /
close support platform for it; hence the need to be AAR capable and be well
enough armed/armoured to protect the Caracal when most vulnerable (i.e.,
on the ground).
The Air Interception role is particularly interesting. The French Air Force
currently use the Fennec as a deterrent and effector to careless or, worse,
nefarious light aircraft/UAV pilots who threaten to stray too close to critical
infrastructure or high-profile events. As part of the team that developed
such a capability to protect London during the 2012 Olympics, I can attest
to how challenging a role this is. Traditional thinking places the Fast Jet
world as responsible for such interceptions, but the huge speed differential
and small radar/visual/thermal signatures of such ‘threats’ often make it
impossible for a fighter to successfully locate and intercept them. There’s
then also the matter of Collateral Damage; over an urban area such a
Paris, even a short burst of 30mm cannon can endanger civilians on the
ground. The H160M will be faster and more responsive than the Fennec,
whilst the smooth ride, in Vincent’s opinion, should make for a superior
platform to conduct accurate air-air sniping, if required. There is also
some consideration being given to fitting a pilot-cued machine gun for
use against those targets that attempt to manoeuvre during the intercept.
Vincent noted that the Air Force are keen to exploit the potential Air-Air
modes of the AESA radar as an alternate method to detecting and tracking
low signature targets, such as UAVs, which the AWACS and other primary
radars may struggle to acquire
SUMMING UP
Vincent and I finished our conversation with his assessment of the

H160M’s ‘Value Proposition’ for both the French military and potential
export customers. He started by emphasising the core capabilities of the
baseline H160; a thoroughly modern helicopter with advanced flight control
systems, excellent performance, significant economies in operating costs
and class-leading availability thanks to the advanced support eco-system
and ‘baked in’ design aspects. He then described the French DGA’s (Defence
Générale de l’Armement) requirements as ‘added value’ in terms of cutting-
edge sensors/DAS with described ‘HForce’ as a vital low risk addition. He
then acknowledged that several potential export customers had already
asked Airbus Helicopters for a briefing on the Guepard, and as the entry
to service date gets closer, it is to be expected that Chez Airbus’ team will
be kept busy answering customer RFIs and showcasing the aircraft as the
pandemic restriction ease (hopefully soon with a vaccine) and the cycle
of industry trade shows restart. I wouldn’t bet against more H160M ‘good
news stories’ at 2021’s Paris Air Show.
The author would like to thank Vincent Chenot for his generous time in
answering my questions, and Laurence Petiard for making the necessary
arrangements. n
Paul “Foo” Kennard is a former Royal Air Force CH-47 Chinook pilot, who specialised in Tactical Instruction,
Electronic Warfare and Operational Test & Evaluation during a 23 year career, during which he flew
operationally in Northern Ireland, Bosnia, Kosovo, Iraq and Afghanistan. Since leaving the RAF, he has
established his own consultancy company where he continues to provide input into high technology
rotorcraft and aerospace projects for governments and Industry. He is a key member of the NATO Next
Generation Rotorcraft study team, specialising in Defensive Aids Suites, Degraded Visual Environment
technology, Head Mounted Displays and teaming with unmanned aircraft.
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THE APACHE IN ROYAL
NETHERLANDS AIR FORCE
SERVICE
STORY & IMAGES BY JIMMY VAN DRUNEN

The AH-64D Longbow is the
first combat helicopter purchased
by the Netherlands and
Jimmy van Drunen reviews
the acquisition, operation
and future of the proven, versatile
American combat helicopter in
RNLAF service.
T
he Royal Netherlands Air Force (RNLAF)
has been flying the AH-64 Apache since
November 1996. Although an agreement was
made in 1995 with Boeing Defense & Space
Industries to purchase thirty examples of the
AH-64D, the first delivery would not occur for three years,
so the RNLAF leased twelve AH-46A Apaches from the US
Army and the last of their own AH-64Ds was delivered to the
Netherlands in 2002. The Netherlands’ Apaches are serially
registered from Q-01 to Q-30 and all remain in service except
Q-15 and Q-20.
The Apache was in fierce competition with the French
/ German Eurocopter Tigre in the mid-nineties, after the
Mangusta and Super Cobra helicopters were ruled out of
consideration early in the selection process. In consultation

with politicians, the Ministry of Defense chose the Apache
based on four criteria: exploring, escorting, securing
and providing fire support, with the Apache deemed an
excellent candidate able to perform all missions at the
same time, either day or night. Nowadays, the Apache
is mainly used for escorting convoys, protecting and
shielding sites, shutting down ground targets, protecting
ground troops or transport helicopters and operating as an
armed pathfinder.
The first flight of the Apache prototype (designated
YAH-64) took place in 1975 and the AH-64D is an updated
version of the original AH-64A model. The Dutch version
of the Apache is the so-called ‘Radarless’ Longbow,
produced from 1997 by manufacturer Boeing Defense &

Space Industries in America. The original Longbow sported
a mast-mounted fire control radar, whereas the variant
operated by the Royal Netherlands Air Force does not. The
AH-64D has been greatly improved with the addition of fire
control radar (FCR), a target designation system, ‘Hellfire’
air-to-ground missiles, stronger T700-GE-701C engines and
a completely custom digital cockpit. The AH-64D’s self-
protection systems include a laser warning system, which
warns of laser radiation that could potentially be emitted
from laser-guided missiles, a radar detector that warns
against radar radiation and the Apache Modular Aircraft
Survivability Equipment (AMASE) system, which counters
infrared-guided missiles. The defense systems discharge
flares and/or chaff as necessary to provide active protection
against heat-seeking missiles and radar-guided missiles
respectively. The Apache’s underbelly M230 30mm chain-
driven autocannon feeds from a maximum of 1,200 rounds
of onboard ammunition, while under-wing hardpoints carry
up to a maximum of sixteen Hellfire anti-tank missiles, 76
Hydra-70 missiles or a combination of the latter two. If a
reduced armament load-out is selected, flight range can
also be extended by the optional attachment of external
fuel tanks on the unused hardpoints. The 2.5hr endurance
provides a flight range of around 480 kilometers, and the
ability to extend that by means of an internal or external
fuel tank (no armament) makes the Apache extremely
versatile. It is not always necessary to aim at a target to hit
it, and that is the special capability of the Apache. Apaches
always operate in pairs (sections) to ensure mutual support
and in addition, the construction and equipment provides
a degree of protection against small-caliber weapons and
heat-seeking anti-aircraft missiles. The variety of weaponry
available to the Apache has a de-escalating effect in a
threatening situation but if weapons do have to be used,
this can be done with great precision and only small chance
of collateral damage.
The Defense Helicopter Command (DHC) has frequently
deployed internationally in recent years as part of peace-

keeping missions, with the first RNLAF Apache mission
being in 1998 during Operation SFOR (Stabilization Force) in
the former Yugoslavia. The next operation was in Djibouti
during 2001 and from 2004 to 2010 (with a one-year break),
the Apache was deployed in Iraq for SFIR (Stabilization
Force Iraq) and in Afghanistan on Task Force Uruzgan (ISAF,
International Security Assistance Force). Four RNLAF Apaches

flew in Mali, Africa for UN mission MINUSMA in 2014.
The RNLAF’s AH-64Ds of the 301 ‘Redskins’ Squadron
are based at the Royal Netherlands Air Force Command’s
Defense Helicopter Command (DHC) Gilze-Rijen Air Base.
All defense helicopters are assigned to the DHC, which –
aside from its 28 Apaches – has seventeen CH-47D Chinooks
(soon replaced by the F-model) at its disposal, thirteen of

which are stationed at Gilze-Rijen. In addition, the DHC
has twelve AS-532 Cougars, all stationed at Gilze-Rijen,
and twenty NH-90s stationed at De Kooy Maritime Air
Base. Eight Apaches are assigned to the 302 Squadron and
permanently stationed at Fort Hood in the United States
for education and training, along with four Chinooks.
Although thirty examples were delivered, aircraft serial
Q-20 was destroyed in Afghanistan in 2004 during a regular
patrol, while Q-15 crashed in Mali with the loss of both
crewmembers in 2015 due to a technical failure.
A squadron commander heads 301 squadron and its
personnel complement is divided between squadron
staff, the Product Responsible Unit Operations and the
Product Responsible Unit for Preparation and Maintenance,
headed by the Head of Operations (Ops Officer) and the
Head of Preparation and Maintenance respectively.

The Operations Division consists of five flying units, or
flights, and a number of support sections, including the
navigation, combat intelligence, flight safety equipment
and administration sections. Each flight consists of nine
pilots, including the flight commander, and is deployed
as a unit. The tasks are divided over the five flights
in annual planning and the flight structure is used as
much as possible in planning and performing taskings.
The Ops Officer is responsible for long-term planning
(approximately three months and more) and draws up the
annual program, dividing the various tasks assigned to
the squadron for that period among the various flights.
The Current Ops Officer supports him and deals mainly
with the shorter-term planning, while daily planning is
carried out by the Duty Ops, an ancillary position filled
on a weekly basis by experienced squadron pilots who are

responsible for planning and organizing the execution of
the flights each day.
The Apache crew consists of two pilots in a tandem
configuration; the front seater and back seater. The most
experienced pilot is the front seater, functioning as
captain and responsible for the safe and correct execution
of the mission. He is also responsible for working with
the Modernized Target Acquisition and Designation Sight
(M-TADS) system and for deploying the weapon systems.
The less experienced back seater is the pilot responsible for
actually flying the helicopter from the rear cockpit. The rear
seat is higher than the front, to enable clear visibility over
the front seater and the rear cockpit is mainly equipped
with systems related to flying functions, such as starting
the engines and monitoring the flight instruments. The
Apache is designed to operate at low to very low heights
above the ground, where one of the greatest dangers is
late or no noticing of obstacles such as telephone wires
and power lines, so to protect the helicopter and crew,
the aircrafts’ wire-strike protection system (WSPS) uses

wire guides and wire cutters to guide the wires over the
helicopter and cut them if necessary. For the WSPS to be
effective, the helicopter must contact the wires at an angle
of not less than 45 degrees and at a minimum speed of 45
knots. Although the system cannot prevent wire collisions,
it can reduce the severity of the resulting consequences for
the helicopter and the crew. The Pilot Night Vision System
(PNVS) is an infrared thermal imaging camera with a nose-
mounted sensor, utilized by the back seater as his most
important source of visual information during darkness.
During flight, only the back seater receives flight data
such as direction, height and speed in his HDU. The PNVS
sensor follows the head movements of the back seater so
it can provide peripheral vision, but it is necessary to turn
the entire head. The pilot must therefore acquire the habit
of actively scanning the outside world by means of head
movements. The PNVS does not have the option to zoom in.
The M-TADS is controlled by the handles or by linking the
sensor to the position of the helmet of the front seater.
In the latter case, the system will follow the movements
of the head of the front seater so that the sensor is
quickly brought in the direction of a certain point and
small corrections are made by means of the handles. The
front seater normally does not get any flight information
presented in his HDU during target acquisition and weapon
deployment, other than radar height (height above the
ground), flight speed and flight direction. Although the
M-TADS is primarily designed for use in combination with
the weapon systems, it can also be used as a thermal
imaging, or FLIR system, for flying and navigating by
switching to another mode where the height, horizon,
selected power and vertical speed are presented.
The squadron does not work in fixed teams and pilots
are classified by flight or series of flights, with the aim
being to achieve a mix of more and less experienced
pilots. The cooperation between the two pilots has specific
elements that play a role in crew resource management
(CRM). Firstly, the forward and aft cockpits are physically

separated, with a height difference between the two. The
separation and the height difference make it impossible
to visually monitor the actions of the other pilot so the
challenges this design poses to the operation of the
helicopter are extensively discussed during training, and
specifically during the triennial CRM training sessions.
During missions, both pilots have their own specific tasks
and responsibilities on board. As captain, the front seater is
responsible for tactical communication, tactical navigation
and the deployment of the weapon systems, while the job
of the back seater is to fly the helicopter.
Among many training courses and exercises that take
place each year for both flying and ground personnel,
is the important and regular HWIC (helicopter weapon
instructor course), one of the toughest training regimes
in the helicopter world. In its four months of training,
selected pilots and loadmasters progress to a higher
level that would normally require a trajectory of several
years. Participants must be selected by Squadron and have
displayed a high level of flying skills. The training goes far

beyond just flying, it covers the systems and the technology
behind them, so that trained personnel can transfer the
knowledge to as yet untrained colleagues. This is mainly
on a theoretical level, but of course there is also practical
training. The pilot learns fly without radar and infrared
equipment, small-caliber weapon systems and defeat
helicopters and combat aircraft. ‘Car block’ exercises are
carried out to stop moving vehicles and participants practice
with colleagues from the special forces, depositing special
units on rough terrain or boats, for example. Each edition
has its own set of tasks and every edition is different. One
exercise that regularly returns is the Tactical Continuation
Training (TAC), focused on being ready for deployment
anywhere in the world. Crews are trained in realistic, tactical
low flying and tactical weapon use. Numerous different
scenarios are trained in a variety of different ways, both in
The Netherlands and outside its borders.
Flying at low altitudes, especially in darkness, requires
experience and practice is essential for this so low flying is
regularly practiced, both day and night. This is only allowed

in areas for which the Militaire Luchtvaart Autoriteit (MLA)
has granted permission and for reasons of efficiency, the
DHC prefers to use Dutch airspace for practice. Relocating
to other areas, partly because of helicopters’ limited
range, requires a lot of time and flying hours that cannot
be used for practice. A number of graduated briefings
take place before the exercises are conducted. First there
is a joint flight briefing with all crews, followed by two
section briefings with two crews each and concluding with
individual crew briefings. The joint flight briefing explains
in detail how the mission is carried out. Immediately
afterwards, the section briefings discuss the way in which
the sections, as part of the mission, could detect and
disable the targets assigned to the crew. Finally, the short
briefing for each crew considers the role and interpretation
of the mission by the individual crews. It discusses in
more detail the specific route, where the targets are
attacked and with which weapons. The Royal Netherlands
Air Force uses the helicopter for a variety of tasks as an
armed scout/reconnaissance platform, to protect ground
troops and transport helicopters, to escort convoys, to
monitor and cordon off specific sections of terrain and to
shut down or destroy ground targets such as battle tanks,
command facilities, radar stations and artillery positions.
The main task of the attack helicopter is currently - like the
Chinook fleet - to support Dutch Special Forces and the 11th
Luchtmobiele Brigade (11 LMB). 11 LMB is an independent
and completely airmobile brigade within the Dutch armed
forces, made up of units from the Dutch Army and the
Dutch Air Force. Parts of the three fighter battalions have
paratrooper companies. In order to be able to perform their
duties properly, both novice and advanced pilots within the
squadron’s pilots’ roster conduct training and training flights.
Extensive training in The Netherlands and across the
borders keeps the crews up to date. At Gilze-Rijen Air Base
there are a number of training locations. ‘Confined areas’
permit practicing landings in small or restricted spaces,
while ‘slopes’ enable practice in landing on sloping terrain.

Outside the gates of the airbase, several low-flying areas –
or GLVs - have been designated. GLVs commonly used by the
Apaches are the Oirschotse Heide (GLV-V) and the Bergsche
Maas (GLV-IX). Use is also often made of the Veluwe area
where, among other things, Deelen airbase is located.
Additional international training is regularly held with
Apache crew and ground staff, and various exercises and
courses take place annually in Germany, England, America,
Italy and others countries. DHC’s aim is to bring the full
range of tasks back to combat-ready level within two years.
This means that there will be an increase in the number
of flight hours available for training and that training will
focus more on conventional conflicts. Characteristic of this
is the use of advanced radar systems by opponents, forcing
the crews to fly low and operate in larger groups (multiple
helicopters in the same mission). The RNLAF fields around
fifty Apache pilots, both men and (a few) women. Entry to
this select ‘club’ follows a strict selection procedure. After
completing the selection procedure and associated tests,

military officer training and the EMVO (Elementary pilot
training) ground-school starts. After that, EMVO practical
lessons start under the guidance of experienced instructors.
Follow-up training, or type-training, takes place in America at
Joint Netherlands Training Detachment (JNTD) at Fort Hood,
Texas. After achieved their wings, the new pilots are placed
at a Squadron. The entire process takes around 4 years of
training. NATO requirements are that air force pilots must fly
a minimum of 180 hours per year to ensure competence and
currency but, as one of the measures within the framework
of the Workgroup Analysis of Ambition Level KLu (WAAK),
it was decided in 2001 to reduce the number of available
annual flight hours per Apache pilot from 180 to 140. The 40
flying hours that were deducted now have to be ‘flown’ in an
advanced tactical flight simulator, in which combat missions
are realistically simulated.
The RNLAF Apache fleet was grounded in June 2019
after a deviation on the surface of a tail rotor blade was
detected. The Defense Helicopter Command (Defensie
Helikopter Commando, DHC) reported the defect after
maintenance work, but by August 2019 the first Apaches
where able to fly again. Some crews however, trained in
America during the grounding. The Block II modification
was recently carried out on the Dutch Apache fleet in
The Netherlands and America. Although other countries
are already working on further upgrades, the Dutch are
opting for a different approach. The MUMT-2 system
was introduced on the Apaches and that system enables
UAS video and/or MTADS images to be displayed on the
multifunction displays in the cockpit, or transferred to
another Apache or to troops on the ground. The entire
Royal Netherlands Air Force Apache fleet is equipped
with the Rockwell Collins AN/ARC-220 high frequency
(HF) communication system to provide non-direct vision
communication but the Apache fleet is waiting for a
new future.
The Royal Netherlands Apaches are now ready for a
new phase of their life. Under an agreement signed on
September 14, 2018, the existing AH-64D fleet will be

updated to the AH-64E ‘Guardian’ standard within the
Apache Remanufacture program, overseen by the US Army;
a phase that must be completed by 2025 and will mean the
Apache should be operational until 2050. The modernization
equips the Apaches with new bodies, transmission
and rotor blades. In addition, they get improved digital
connectivity, better engine performance from the -701D
engines and improved adverse weather performance. The
number of users of the AH-64D model continues to increase
and this makes support and maintenance very expensive,
as parts production, repair and maintenance experience
ever increasing demand. In contrast, participation in the
modernization program will give Defense modern, future-
proof and affordable combat helicopters. In September the
first Apaches where flown from Gilze-Rijen to Woensdrecht
Airbase. From Woensdrecht they are transported by boat
to Antwerp Harbor, from where they are transferred to
America, with the first three RNLAF Apaches loaded on the
boat for their overseas sojourn on 19 November. n
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THE ITALIAN ARMY’S 7TH
AVIATION REGIMENT ‘VEGA’
STORY & IMAGES BY

STEFANO MONTELEONE & SIMONE FERRANTE
Named after one of the brightest
stars visible in the northern sky, the
Italian Army’s 7th Aviation Regiment
is an integral part of Italy’s only
airmobile brigade. It boasts two
squadron groups with two aircraft
types that can fulfill the entire range
of mission roles carried out by
Italian Army helicopters.
FRIULI
The Italian Army 7th Aviation Regiment ‘Vega’

is one of two helicopter units within the Italian
Army Airmobile Brigade ‘Friuli’, which operates
its helicopter component in the reconnaissance,
escort and transport roles. Friuli’s mission is to
ensure, through appropriately trained and equipped
helicopters and personnel, an adequate capacity
to maneuver in the third dimension to support the
military activities of its ground component and
achieve strategic objectives of political and military
importance for the protection of national interests.
The Friuli Airmobile Brigade is based in Bologna
under the command of Brigadier General Stefano
Lagorio and has participated in both World Wars and

all the most important Italian overseas missions,
including those in Albania, Kosovo, Lebanon,
Afghanistan and Iraq. The brigade was reconfigured
from a mechanized brigade to an airmobile brigade
in 2000, with the assignment of two helicopter
regiments: the 5th Aviation Regiment ‘Rigel’ and
7th Aviation Regiment ‘Vega’, alongside the Italian
Army’s only airmobile infantry unit, the 66th Infantry
Regiment ‘Trieste’. Trieste is based in Forlì and
consists of a command, a logistic support company
and an Airmobile Battalion. In addition to the classic
infantry activities, the 66th Regiment ensures the
search and rescue capabilities of missing personnel
recovery in a non-permissive environment and
medical evacuation (medevac). The brigade’s current
configuration guarantees a constant presence of
personnel recovery assets in operational theaters
abroad, dedicated to the recovery and rescue of
military and civilians who have been isolated or
blocked in non-permissive environments.
AIRMOBILE
Friuli is part of the maneuvering forces and was

conceived to exploit all the possibilities that aero-
mobility and aero-mechanization can offer in different
operating environments. It consists of both ground
forces and a strong multirole helicopter component,
capable of conducting operations independently from
the ground forces, giving it the airmobile capability
and placed under a single command. It is capable of
performing missions in which the forces maneuver
in the operational area by helicopter, engaging into
combat from the air, and continuing combat both
on the ground and from the air. The pivotal role of

the Airmobile Brigade is therefore represented by
the combination of the rotary-wing and infantry
components which, depending on the type of mission,
can become the main element of the maneuver and
leave supporting tasks to other components. The
Brigade is characterized by flexibility, speed and
precision of engagement; allowing for deployment at
short notice, deep into hostile or potentially hostile
territory in order to contribute to the main military
effort. Friuli’s Colonel Marco Poddi commented,
“Regimental units can be called upon to conduct
transport, fire support, escort and reconnaissance
missions, in addition to specialized tasks such as
medevac, recovery missions for injured personnel,
recovery for personnel or civilians left isolated in a
non-permissive environment, or area exploration and
surveillance missions. In addition to these combat

theater scenarios, there are normal activities at
home in cases of need and urgency.” Colonel Poddi
advised that the Armed Forces are tasked with
contributing to the safeguarding of free institutions
and the performance of tasks in case of need such as
aid to human life or interventions in cases of public
calamities and public utility.
THE 7TH AVIATION REGIMENT ‘VEGA’
‘Vega’ Regiment operates two distinct groups of

flight squadrons (Gruppo Squadroni): the 25th ‘Cigno’,
operating three squadrons of UH-90As (NH90 TTH) and
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the 48th ‘Pavone’, equipped with two squadrons of

AH-129 Mangustas. A separate support group (Gruppo
di Sostegno) supplies technical and maintenance
support. Its two distinct flight lines grant ‘Vega’ the
ability to perform all the tasks that can be assigned
to an Italian Army Aviation unit, even in different
configurations, which are determinined from time to
time based on a careful evaluation of the demands of
the operational scenario, either at home or abroad.
The regiment can therefore use its helicopters
for transport missions, fire support, escort and
reconnaissance or for specific specialized tasks, such
as medevac, ISOP (Isolated Personnel) or NEO (non-
combatant evacuation operation) recovery missions.
Colonel Poddi described the regiment’s composition,
“The helicopters present in the two squadron groups
are respectively the AH-129 version C and D, with the
latter version also present in Afghanistan, and the
UH-90 FOC and FOC step1, engaged in Afghanistan

and Iraq in the IOC-plus version. The two completely
different types, despite being developed and used
for the different tasks of transport and escort,
find a perfect integration in RST (reconnaissance
surveillance team) use - more commonly known as
Purple Team.” He then explained that Purple Team
consists of an exploration and escort AH-129 and a
tactical transport UH-90, used flexibly in operational
support and logistical support missions, adapting
to the possible evolutions of the current operating
scenario. “The Purple Team can utilize different
configurations, determined by factors such as the
assigned task, the presence of hostile personnel,
the time available, the morphology of the terrain,

the threat level and the presence or absence of
personnel and civilian homes. In particular, in the
current operating scenarios, the Purple Team is used
for the transport of personnel/material, logistical
support, wounded evacuation, exploration, escort and
reconnaissance.
The peculiarity of this team lies in its ability
to integrate the deterrence capability of the AH-
129 with the versatility of the UH-90, through the
standardization and homogenization of the various
employment procedures, and the primary objective
of crew training,” he elaborated. Colonel Poddi
listed Vega’s primary benefits, in synergy with the
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infantry units, as its ability to realize opportune

concentrations of combat power in the desired time
and place, to realize the advantage of surprise by
engaging the opponent directly from the air, to act
effectively in different operational situations and
natural environments, to operate with very flexible
devices that can be deployed and withdrawn very
quickly, reducing their vulnerability and rapidly
modifying/extending their area of influence, to
support ground maneuvers and Special Forces
operations, to evacuate compatriots and other
civilians, to conduct suppression of enemy air defense
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facilities to hostile forces, in order to allow the

subsequent development of the military operation.
UH-90A – 25TH SQUADRONS GROUP
The UH-90A is a medium/heavy twin-turbine

tactical transport helicopter resulting from a joint
project involving Germany, Italy, France and the
Netherlands as part of the NHI (NATO Helicopter
Industries) consortium. Stemming from a design and
development contract signed on on 1 September
1992 between NATO NAHEMA (NATO Helicopter
Management Agency) and the NHIndustries
industrial consortium, the NH90 was the first ever
production helicopter to feature an entirely fly-by-

wire flight control system, and making extensive
use of composite materials. It is a new generation
helicopter produced specifically to meet all the
operational requirements commonly expressed by
the nations collaborating in the project. It is IFR and
VFR capable, and boasts a FLIR-111 night vision device
from Selex Galileo, integrated in a dedicated flight
helmet HMS/D (helmet mounted system/display – an
innovative system that allows the pilot to view a
range of data outputs (navigation and engine), alarms,
thermal images of the surrounding environment
(FLIR) and light intensification (IIT). Flight endurance
can be stretched to around about 4 hours, while
cruising speed is 260 km/h and maximum speed is
324 km/h. It can embark two teams complete with

combat setup and equipment (up to a maximum of
20 passengers), with a maximum payload of 3,600 kg.
State-of-the-art technology allows it to fly in most
weather conditions, with a thermal range from -40°
to +50° and at altitudes close to 6000 meters. Other
features of the UH-90 are its advanced navigation,
emergency locator and self-protection systems
and ballistic protection armor in the floor. ‘Vega’
and the 3rd Aviation Regiment (Special Operations
Aviation) from Viterbo were the first Italian Army
operational units to be equipped with the UH-90.
Standard flight crew consists of two pilots and two
flight engineers/gunners assigned to the 7.62mm
Dillon M-134D rotating barrel weapon system. Major
Andrea Seminara, 25th Squadrons Group Commander
related the active service record of the Italian UH-
90s, stating, “Italian Army Aviation boasts the
distinction of being the first military aviation force
to employ a UH-90A squadron in a military operation
abroad, in a context such as Afghanistan. The UH-
90A flew in Afghan and Iraqi skies, seamlessly, since
2012 and 2016 respectively, supporting the ground

component and guaranteeing readiness to conduct
personnel recovery and air movement missions for
international coalition assets. More than 6000 flight
hours gained in those operating theaters have proved
the UH-90A to be a helicopter which, compared to
its predecessors, performs better in terms of range,
cruise speed, transportable loads and safety in
marginal flight conditions.”
The UH-90A’s high degree of flexibility and
versatility allows easy and rapid reconfiguration for
use in a wide range of missions, including SAR and C/
SAR operations, thanks to the 270 kg winch capacity,
medevac or casevac missions with the ability to carry
twelve standard NATO stretchers, special operations,
electronic warfare, airborne command post, troop
deployment, VIP transport, light tactical vehicle
transport and, of course, training. It is possible to
extend its 3.5hr endurance with the installation of
auxiliary tanks or refueling via FARP. Available mission
packages include a 4,000 kg center-of-gravity hook
and a fast-rope and rapelling system.
Major Seminara added, “Some of the main features
that have proved particularly important for UH-90A
crews during operational use are the automatic flight
control system, a state-of-the-art stabilization system
managed by quadruple-redundant computers that
allows safer flight in all conditions, onboard satellite
radio apparatus for communicating at considerable
distances and in encrypted mode with allied rotating
and fixed wing aircraft. The HMSD helmet, allows the
crew to constantly monitor flight parameters while
remaining eyes-out during the conduct of particularly
demanding maneuvers, the FLIR thermal camera,
which facilitates the final phase of a landing on dusty
soils or in conditions of poor visibility. The obstacle
warning system is an obstacle detection system that
represents obstacles graphically on both the on-board
displays and the HMSD, at distances from 300 meters
to 2,000 meters along the route.”
AH-129 MANGUSTA -
48TH SQUADRONS GROUP
The Agusta Westland AH-129 Mangusta is a light,

tandem-cockpit multi-role helicopter designed and
produced by Leonardo. Developed in the late 1970s,
the A129 made its first maiden flight at Cascina
Costa on 15 September 1983 and is now nearing
the end of its operational career after almost 40
years of use. The choice of the name Mangusta was
a commercial invention specifically intended by
Agusta to emphasize the ability of both the mammal
(mongoose) and the aircraft to defeat the Cobra in a
direct confrontation, winking at what was its direct
rival and competitor; the Bell AH-1 ‘Cobra’. Unlike the
latter, with its single-engine and two-bladed rotor,
the project started by Agusta was based on a twin-
engine, four-blade configuration derived from the
A109. Following a NATO directive in the years of the
Cold War that assigned the Italian Army the role of
containment of the armored forces of the Warsaw
Pact, the Mangusta was initially developed as an
anti-tank helicopter with an armament of BGM-71

TOW wire-guided missiles, 81mm rockets and the
potential to integrate the Hellfire missile. It was a
truly ambitious and revolutionary project and from
the first version’s entry into service, the Mangusta
was equipped with autonomous navigation and NVG
systems, providing full night-fighting capability. It was
the first attack helicopter to be designed and built in
Western Europe and at the time, no other European
nation had developed an attack helicopter with its
own resources, even if almost all the main armed
forces had one or more lines of utility helicopters
armed with anti-tank missiles.
Decommissioning of the AH-129 will commence
from 2020, with its replacement, currently identified
as the AW249, under design and development.
Lieutenant Colonel Federico Tonon, 48th Squadrons
Group Commander elaborated, “The Italian Army and
Defense are already carrying out a clear program to
replace the Mangusta, which is now a platform that
offers little chance for further development. This
program is part of the great impulse that the Italian
Army is giving to modernize its fleet of vehicles and
equipment. The new AH-249 is based on ten years of
experience gained on the Mangusta and will allow
a significant step forward in terms of performance,
aligning with the UH-90 and CH47F platforms for
speed and autonomy, increasing the load capacity
and the quality of navigation, self-protection and
communication systems in a net-centric environment,
as well as logistical sustainability.”
In 2003 Finmeccanica developed the improved
C-version, with the addition of an M-197 chain gun
with 3 rotating barrels. The A129 has seen numerous
improvements over the years, including replacement
of the main four-blade rotor with a new fully
composite five-blade unit, a new 20mm Oto Melara
197B machine gun turret, slaved to the movements
of the pilot’s head, FLIR optical system, improved
countermeasures (EADS AN/AAR-60), new inertial

GPS system, advanced avionics, and the inclusion of
Hellfire, Stinger and Mistral missiles. The 5th Aviation
Regiment ‘Rigel’ began testing the AH-129D with
Finmeccanica in 2014 for the replacement of AH-129C
helicopters. The military denomination changed from
AH-129C to ARH-129D (aerial reconnaissance helicopter)
and in August of the same year, the Delta version
became officially operational with ‘Vega’ Regiment.
Lieutenant Colonel Tonon added, “The Mangusta has
undergone numerous updates that have constantly
increased its capacity, from the 20mm cannon to the
self-protection system and up to the new targeting
system, with its extraordinary identification and
detection features during both day and night, even at
maximum distances. Personally, however, I believe
that the most appreciated characteristics of the AH-
129 remain its robustness and ruggedness, which have
allowed it to be used in the most difficult conditions.
The Mangusta is a helicopter that has demonstrated
very high reliability from the maintenance point of
view and has always guaranteed the maximum safety
of the crews in all conditions.”
MANGUSTA’S NEW AVIONICS
Compared to the previous version, the –D is

equipped with a completely new avionics suite, a
new front position equipped with a multifunction
LCD screen instead of the old rifle-scope system
and a fourth-generation Spike-ER missile system
from Israel’s Rafael, instead of US-made TOWs
and HeliTOWs. The latest generation Mangusta is
also equipped with a Top Lite OTSWS (observation
targeting and Spike weapon system) integration
system, in which the Spike missile system is
associated with the 20mm cannon, granting the
gunner significantly higher target acquisition capacity
compared to the previous version. The new optical

system also allows an operating range of 20km while
the Spike-ER missiles offer a maximum range of 8km.
The advanced avionics systems include two different
infrared systems and light intensifiers to allow full
day and night operations, including the ability to
acquire targets that attempt to hide behind shelters
or curtains. Different targeting and target tracking
modes include ‘fire and forget’ and ‘fire-observe and
update’, which allows corrections to be made even
after launch. The AH-129C is currently used almost
exclusively for training, while the –D version is
intended for use in active operational theaters.
Despite is age, the Mangusta remains an extremely
reliable, very agile and robust aircraft, capable of
reaching a maximum speed of about 280 km/h thanks
to its low weight. Its empty mass is just 2,500kg,

while maximum take-off weight is 4,600kg, but the
composite materials that cover it allow the entire
helicopter (including engines and rotors) to resist a
direct hit from 12.7 x 99mm projectiles. The propulsion
system consists of two Piaggio-built RR1004 890hp
bi-stage Rolls Royce Gem 2 turbines. The Mangusta
is designed to survive in hostile operating scenarios
so the engine apparatus also boasts technical
devices aimed at reducing the thermal signature.
Regarding AH-129 operating scenarios abroad,
Lieutenant Colonel Tonon stated, “Since the early
90s the Mangusta has been constantly used in all
operational theaters that see Italian contingents
operating, with the main task of guaranteeing
their safety. In this context, the main threat to the
safety of our men and women on the ground and

the greatest challenge for our crews is represented
by militarily trained personnel, who hide among the
civilian population and act with guerrilla or terrorism-
type tactics. When in flight, our pilots must quickly
acquire and maintain the highest awareness of the
tactical situation on the ground so as to be ready to
take immediate decisions. As for the helicopter, the
most demanding use is always determined by the
environment. High altitudes and high temperatures,
the presence of sand or extreme weather conditions
put all helicopters in difficulty and the Mangusta
is no exception. Actual operational use in-theater
presents a great challenge for the individual and for
the unit as a whole, and is the moment in which we
must prove the value and effectiveness of many years
of preparation and training. In the face of the strong
responsibility that we all feel there is also, however,
the immense satisfaction of seeing the hard work and
sacrifice justified and measuring its effects. Seeing
the image and reputation of Italy grow in the world
and witnessing the rebirth of the countries we go to
support is a source of immense pride.”
THE AIRMOBILE RAID AND

THE FAST-ROPE TECHNIQUE
As an airmobile brigade, a typical combat mission

(and therefore, training scenario) will include
a mix of UH-90s and AH-129s in support of ‘Trieste’
ground units, to engage in an air assault raid with
infiltration by fast rope, by either day and night.
Infiltration is a complex and elaborate military tactic,
consisting of the introduction of one or more units
into enemy-controlled territory in order to carry out
military operations; typically with the ultimate aim
of carrying out a direct action, sabotage or a release
of hostages. When it is necessary to deploy as many
men as quickly as possible by helicopter behind
enemy lines, the fastest is undoubtedly fast roping.
The technique is performed hovering at an altitude
from 5 to 15 meters and allows a rapid descent of
numerous troops in a very short time on a single rope;
typically ten people in 15 to 20 seconds. In the field
of FRIES (fast rope insertion and extraction system)
techniques, the technique is also known as FDR (fast
descent rope). n
The authors wish to acknowledge the assistance of ‘Friuli’

Airmobile Brigade Commander General Stefano Lagorio, to
the 7th ‘Vega’ Aviation Regiment Commander Colonel Marco
Poddi, to the 48th Squadrons Group Commander Lieutenant
Colonel Federico Tonon, to the 25th Squadrons Group
Commander Major Andrea Seminara, to the PAOs Colonel
Pasquale Di Bisceglie and to Major Pamela Sabato.
GO ABOVE AND
BEYOND FLIGHT

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HELIOPS FRONTLINE / ISSUE 32 / 2020 1

HELIOPSFRONTLINE.COM I A KIA KAHA MEDIA PUBLICATION

THE H160M EXERCISE SARACEN BRIGHT STAR

With the HForce ‘plug and play’ system,

Versatility. We make it fly.

NORTH AMERICA EDITOR

KIA KAHA MEDIA GROUP

120 BRIGHT STAR

“Optimism that China and Russia might become

These posters showcase the various Type 1

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Bell-Boeing win V-22 contract

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RN Commando Wildcats strike during live weapons

First HH-60W delivered

Five nations to develop the Next Generation MMRH

Bell Boeing awarded CMV-22 contract

India Hosts MALABAR 2020

CAE contract for MAD-XR

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Silent Knight Radar contract awarded

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US exercise options for 36 TH-73s

UH-60M contract for Sikorsky

ChipCHECK for ADF

RAF Engineers use

Iran unveils aircraft-carrying ship

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VMM-268 make max

RAF Chinook anniversary

Mi-8 and Mi-24 delivered to Armenia

MBDA firing trials of the Sea Venom

HMAS Adelaide provides platform for trio of

Russia claims Ukraine German Navy to get

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L-3 awarded MH-60 contract

Ukrainian SBU block illegal

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RN flies into Honduras after hurricane

VSR700 moving platform takeoff

160th SOAR (A) Poster

A very special poster we have taken great pride in doing -

First HH-139B for Italian AF

MBDA to develop Tiger missile

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Paul Kennard examines the Airbus H160 and how,