VIRTUAL TRAINING TAKES UK CARRIERS EXTEND L-38NG …

:: Defence Industry Bulletinii :: Defence Industry Bulletin i

Issue #20 February 2019

Insider knowledge for the discerning defenceand security professional

AIRBUS ROTARY PLANSINTERVIEW

FALCO TO MONITOR EU BORDERS

THE VIPER STRIKESCHIMING IN ON BELL’S MIDDLE EAST CONTRACTS

FRANCE PLANS 2019 SSN ORDER

VIRTUAL TRAINING TAKES THE NEXT LEAP

BRAZIL ADOPTS ITALIAN LMVS

UK CARRIERS EXTEND COMBAT CONTRACT

L-38NG TRAINER MARKET PROSPECTS

:: Defence Industry Bulletin1

Land

ARES Aeroespacial e Defesa, a Brazilian operation of Elbit

Systems is aiming to integrate and trial its TORC30 modular remotely-controlled weapon station (RCWS) on 90mm-turreted EE-9 Cascavel 6x6 light reconnaissance tank of Brazilian Army.

The TORC30 was jointly developed with Army Technological Center (CTEx) between 2012 and 2016 for low-level air defence and reconnaissance roles by tracked or wheeled armoured vehicles. Development was financed by Brazilian Innovation Agency (FINEP) through the Development and Innovation Support Foundation of the Brazilian Army (FAPEB) in accordance with the contract by CTEx.

The low-profile two-axis gyro-stabilized turret incorporating modular armour package of NATO STANAG 4569 level 2 standard with potential grow up to level 4, is armed with 30x173mm Rheinmetall MK30-2/ABM air burst ammunition cannon with 150 rounds and 50 rounds magazines; coaxial 7.62mm FN Herstal MAG58 machine gun; and eight 76mm smoke grenades

launchers. Other main fittings include Elbit Systems E-LAWS laser warning system and the commander’s and the gunner’s sights by Elbit Systems. Optionally, it can include launcher for anti-tank guided missile and gunshot detection kit. It is controlled by 10.4” LCD display of Elbit Systems with gunner control handle unit.

A project designated as the VBR-MSR was launched in 2017 aimed at to modernize the EE-9 Cascavel fleet as an intermediate solution before the so-called VBR-MR 8x8 vehicle project with 105mm-turret is re-activated. Brazil currently fields around 400 of the EE-9 Cascavel in M II, M VI and M VII versions.

Local company, Equitron Automação, previously modernized one chassis and turret of the EE-9 Cascavel in accordance with the contracts of the army War Arsenal of São Paulo (AGSP).

ARES is currently supplying the Brazilian Army with 215 REMAX 3 remotely-controlled weapon stations for the service’s Iveco VBTP-MSR Guarani 6x6 amphibious

armored vehicle. An initial batch of 81 stations was previously delivered. ARES has also developed the STARMAX portable training system to train gunners of REMAX 3. A new and updated version of REMAX is being developed.

The REMAX 3 mainly include 7.62mm MAG58 or 12.7mm M2HB machine gun, four smoke grenade launchers and OIP Sensor Systems EOPTRIS 2.0 electro-optical payload.

Initial 13 UT30BR remote-controlled weapon stations armed with Northrop Grumman MK44 Bushmaster 30x173mm automatic cannon was earlier supplied by AREs for the VBTP-MSR Guarani vehicle. A UT30 Mk2 version is available in both manual and remote configurations armed with MK44 Bushmaster cannon, coaxial MAG58 machine gun and launcher for anti-tank guided missile.

A small batch of ARES’ REMAN manually operated weapon stations were recently supplied to Brazilian Army for evaluation on VBTP-MSR Guarani.

Brazilian ARES eye to field trial its TORC30 RCWS Victor M.S. Barreira

TORC30 medium-calibre weapon station here mounted to EE-9 Cascavel tank. Source: ARES

Defence Industry Bulletin :: 2

Land

Thales has begun showcasing NUADA, its new platform for

coordinating networked training and simulation for military and security personnel.

Training providers witnessed the first public demonstrations in Orlando on November, with programme managers showing ways in which the technology simplifies planning, preparation and delivery of training in networked simulation environments.

The platform intends to enable teams to work seamlessly together in a collaborative environment, regardless of location. They can schedule, create and track an event programme in ways that may be more effective than existing methods, thereby using fewer resources and reducing the overall cost of training.

“Deliverers of networked simulation training have to coordinate numerous work streams using different tools and deliver it all as a coherent package. We

believe NUADA will simplify the process,” said Benoit Plantier, VP Training and Simulation at Thales.

The demand for synthetic training and the use of simulators to train equipment operators are rising as it provides increasingly realistic models that are largely less expensive than traditional methods. Networking is the next generation of training and simulation, offering collective environments in which dispersed military units can train and prepare for missions together.

However, delivering coherent training to all trainee participants requires a networked synthetic training system comprising of any number of simulators, a network to link them up and a whole set of infrastructure tools and services including exercise control tools, computer generated forces and role-player applications.

NUADA offers key functionality for geographically distributed teams to coordinate networked training over distance, including: management of requirements and resources to create a programme of training events, automation of the deployment of multiple simulation environments and enables multiple events to be launched simultaneously; integration of third party products, acting as the “glue” to bring a large number of tools together; and allowance of events to be repeated and assets to be saved, stored and reused.

Thales unveils NUADA training platform Oliver Austin

NUADA training cockpit. Image: Thales

Demand for synthetic training and the use of simulators to train equipment operators is rising


Land

On November 26, 2018, armoured vehicles manufacturer

STREIT Group produced a live demonstration of its range of vehicles for officials in the United Arab Emirates, including the newly launched Streit Marine, several armoured boats and the all-terrain SHERP.

The demonstration at Mina Al Arab, Ras al Khaimah, was hosted by STREIT Group Chairman Guerman Goutorov, who welcomed His Highness Sheikh Saud bin Saqr Al Qasimi, Member of the UAE Supreme Council, International members of the Ministry of Defence, Ministry of Interior, Ambassadors and other customers from across the world.

The demo simulated assault attack situations demonstrating

the vehicle capabilities on land and water. This was done in conjunction with RAK SWAT teams, undertaking manoeuvres in APCs and MRAPs, such as the Scorpion, Typhoon, Gladiator, and other mainstays within the portfolio.

Founded by Goutorov almost three decades ago, Streit Group

has since expanded its presence to 25 countries, including 12 manufacturing facilities. Beyond military and local authority options, it also has products in the Cash-In-Transit, luxury and personal protection ranges.

The Canadian-owned company has battled a raft of PR issues in recent years, including being fined in 2015 by the US government for illegally exporting vehicles to countries like Nigeria, UAE, Iraq, Afghanistan, and the Philippines, and more recent accusations that their vehicles have been spotted operating in Sudan and Yemen in spite of export bans.

Streit Group showcases vehicle portfolio for UAE Oliver Austin

Streit Group offerings include the Spartan APC, used by police and military. Image: wikimedia

The demo simulated assault attack situations demonstrating the vehicle capabilities on land and water

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Land

At Eurosatory, Hirtenberger Defense Systems (est. 1860,

and often referring to itself as ‘The Mortar Company’) presented a product-related collaboration-project with ST-Engineering Kinetics (their former Land-Systems Department) from Singapore, centred around their futuristic 120mm SRAMS or ‘Super Rapid Advanced Mortar System’. Through HDS’s UK office, the organisation was targeting the European market, an otherwise difficult prospect for a medium-size company from SE-Asia. The fire-control system and various types of NATO-qualified ammunition have already been approved in Europe thanks to the Austrian element. Among the munitions, in addition to smoke, light- or IR-(parachute) bombs, they now offer a highly explosive solution in the form of HE CONFRAG Mk.3, with 60 percent increased splinter effect (or, using the technical term, lethality). CONFRAG is also offered for the 60mm and 81mm launchers in the HDS portfolio.

According to HDS Vice President of Sales and Marketing, Carsten Barth, “the background of this idea is to provide the ability for accurate fire support, while being mobile in a short amount of time is essential, as counter-battery fire capabilities improve and the time between first firing and response fire decreases to just a few minutes. That is likely too short for a towed system to get away in time. This is what European armies have learnt since 2014 in

Eastern Ukraine, where whole units were literally wiped out by very accurate indirect Russian MLRS-artillery fire…” Barth further underlined the benefits of the concept with ST, in that “the sophisticated recoil damping of the SRAM down to less than 26 tons makes it possible to be fired from a variety of wheeled or tracked vehicles, already introduced on the market or in the inventory of various armed forces. The system can be installed on 4x4 platforms or ‘Hägglund’-type vehicles retrospectively, as well as of course on the whole range of 6x6 and 8x8 multi-purpose wheeled or tracked multi-purpose vehicles. Subsequently, for customers – unlike with self-propelled artillery – the budgetary and logistical effort to tender, acquire and operate a whole new and dedicated vehicle is avoided. On the other hand, in utilising a heavier system like a 120mm, larger vehicles or more

support-vehicles are required to carry a sustainable amount of ammunition. And with CONFRAG you need less ammunition, which will make a difference in the 120mm mortar market.

“It’s a good situation for customers to not have to qualify everything from scratch – no qualification of the weapon and independent qualification of the ammunition. We can therefore anticipate an increase in demand from customers, while the market for mobile and vehicle-mounted mortar systems and via third-party vehicle manufacturers also looks convincing. Taking the recent success of the Rheinmetall/KMW Boxer in Australia and the UK’s interest, we’re closely following these developments.”

Prior to the agreement with HDS, the SRAMS system already became operational with the Singaporean

The Austro-Asian artillery alternative Georg Mader

The SRAMS lighter weight comes in response to the need for ‘shoot-and-scoot’ tactics. Image: G. Mader

For smaller or (chronically) underfunded armies, heavy mortars – like those with 120mm calibre –have developed into an acceptable alternative to ‘classic’ artillery. Today, a matured 155mm capability requires a heavy self-propelled (and thus special) vehicle. This means spending several years in the procurement cycle and one or two zeros added to the price tag. Recent combat experiences, such as the Ukraine conflict, are however suggesting ‘swift’ firing position changes, a practice naturally challenging for drawn heavy mortars. There are up to a few minutes to the enemy‘s fire response – at best. For this much-needed mobility, an innovative niche concept-agreement for fire support was presented in Paris this year. Under Austrian leadership and with ammunition from Hirtenberger (HDS), an unexpected joint weapon approach is emerging from Singapore. HDS senior staff gave us the details…


Land

Armed Forces on the Bronco all-terrain tracked carrier (ATTC), and with the UAE on its Denel OMC RG31 Mk.6E mine-protected armoured vehicle (MPV), called the Agrab (Scorpion) MK2. The UAE bought 46 Agrabs in a 2007 contract, then worth 390 million Dirham (US$ 106m). The 3-man operated 10-ton vehicle carries 46 mortar rounds in two carousels and has two further racks for another 12 rounds. While TV images captured the system deployed in the Yemen War, UAE’s ammunition is not from HDS but from local manufacturer International Golden Group.

HDS’s fully electronic Arc Fire fire control system – with components from Rockwell Collins – allows a completely autonomous use of the

effector and opens up a range of application variants. The computer-assisted fire control automatically takes the data from the handheld of the forward observer – who may be out in the field dismounted or in another vehicle (or a helicopter) – and marks targets up to a distance of 9,000m out while computing the relevant ballistic data. It uses laser target acquisition, a GPS navigation system and a digital map.

Paris witnessed HDS-mediated live firing demonstrations, which would otherwise have been difficult to organize in Europe for the ST team’s chief engineer James Teow Soon Ng and General Manager Chor Kiat Tan. Similar tests were witnessed in September at the Austrian Federal Army‘s firing range in Felixdorf, run by their department of armaments and defence technology. At only a few kilometres from HDS head office and production site in the Triesting valley south of Vienna, guests included military, government and industrial representatives from countries such as Germany, Latvia, Estonia and Slovenia – all potential customers that the Singaporeans get less opportunity to meet. Defence Industry Bulletin was also in attendance.

Because of the rigid (yet understandable) safety requirements of the Austrian military, only (blue) training ammunition with a correspondingly

small target-marking charge was allowed to be used in these demos. Therefore expectations of intense, shattering firepower were replaced with tiny grey puffs that were barely visible to the naked eye at observer distances. However, what was demonstrated very well – thanks to two loaded grenades during a fast-rate firing of up to 10 rounds per minute – was the semi-automatic loading-system (ALS) which lifts the ammunition along and over the mouth of the 2.1 m long barrel and its double-sided muzzle blast diffuser in seconds, inserting it from the front. The diffuser reduces the high blast overpressure to below the allowable limit for the crew to operate safely during prolonged or rapid firings.

Nevertheless, any trade-off between mobility and firepower calls into question the size of the mortar and the concept of its operational deployment. A heavier system – like a 120mm – might require a larger vehicle to carry a serious amount of ammunition. While SRAMS can be installed and operated on a 4×4, this case will likely require a higher number of additional support vehicles for a successful deployment. This may in turn lead to higher support costs and an increased number of crew to operate a single unit. Therefore, to introduce such a concept remains a question of assessment.

Demonstrations taking place in the Triesting valley. Image: G. Mader

Main weapon calibre (mm) 120

Rate of fire (rds/min) 10

Weight (kg) 1,200

Barrel length, inclusive of Blast Diffuser (m)

2,1

Firing range (m) 9,000

Elevation (degree) 80

Depression (degree) 40

Traverse arc (degree) ± 40

Loading Sys Semi-auto

Recoil Force (t) < 26

First Round (sec) after 60

Crew 3

SRAMS SPECIFICATIONS


Land

Under a contract of approximately $4.3 million

(16m Real), Brazil obtained 16 second-hand 4x4 LMV (Light Modular Vehicle) LINCE (Lynx) armoured vehicles from Italy. These vehicles, designed and manufactured by Iveco DV (Defense Vehicles) in Bolzano, are former Italian Army LMV in a VTLM-K2 configuration that will be completely reconditioned (for a unitary cost of around 170,000 euros).

These LINCE-K2 units will be delivered to the Gabinete de Intervention Federal en el Estado de Rio de Janeiro (Rio de Janeiro’s Federal Intervention Cabinet) and have no connection with the acquisition of the LMV by Brazilian Army (VBMT-LR, Viatura Blindada Multitarefa – Leve de Rodas, programme) locally produced under licence by Iveco do Brazil

Sete Lagoas plant. The LMV was introduced into the Italian Army in 2006 with the VTLM demarcation (Veicolo Tattico Leggero Multiruolo, Light Tactical Multi Role Vehicle).

The Italian Army acquired more than 1,000 vehicles in this initial configuration. The VTLM-1 appeared in 2011 as the first upgrade variant of the LINCE,

purchased by the Army in 360 units. The VTLM-1 received all of its improvements through feedback from the operational employment of the VTLM in Afghanistan. In 2012, Iveco DV designed a further evolved variant called VTLM-1A (479 vehicles delivered to the Italian Army, plus another 193 VTLM-1A under option) with upgraded ballistic protection, crew compartment volumes, armament, electrical system and other characteristics.

While waiting for the new VTLM-2, the Italian Army started a programme for the upgrade of the older VTLM in 2014 in its initial configuration – as refitted vehicles, augmented with a few VTLM-1 and VTLM-1A improvements, and named the VTLM-K2. The modifications took these vehicles to a new standard “halfway between” the VTLM-1 and VTLM-1A.

Italy sells Brazilian Army second-hand LMVs Eugenio Po

Brazil Army personnel attended a driving and maintenance course in Italy to manage the new LINCE-K2 armoured vehicle. Source: Brazilian Army

The LMV was introduced into the Italian Army in 2006 with the VTLM demarcation


Land

The Lockheed Martin-developed M142 High Mobility Rocket

System (HIMARS) is a multiple launch rocket system (MLRS) system that has been used during Operation Enduring Freedom and Operation Iraqi Freedom. Several countries have since taken active interest in recent years, leading to this technology making an impact on both the defence market and the frontlines.

The artillery piece can be transported by C-130 aircraft and other large aircraft, and they are used to fire Army Tactical Missiles (ATACMs), as well as guided rockets. According to Lockheed Martin Missiles and Fire Control Camden Operations Director, Colin Sterling, the HIMARS launchers are “combat proven” and have been in services since 2005. The weapon system is “all-weather, 24/7 lethal and responsive, precision strike weapon system.”

The system was also used in the 2010 Operation Moshtarak, the largest offensive against the Taliban. In 2016, the US Pacific Commander Admiral Harry Harris has requested the US Army to deploy the HIMARS in the South China Sea in response to the growing Chinese assertiveness in the region.

In May 2016, the director of international business development at Lockheed’s Missile and Fire Control Unit, Tom Stanton had identified the Asia-Pacific, Europe and the Middle East as “fertile grounds” for the sale of HIMARS. As of May 2016, a total of 480 HIMARS were sold to domestic and international customers.

In June 2017, it was reported that the HIMARS was moved by the US Army from the Jordan border

to South Syria for better combat capability. This was the first time the US used HIMARS in Syria. In 2016, there were also reports that the Department of Defence was planning to place HIMARS in Turkey and Northern Iraq to prevent ISIS cross-firing from Syria. HIMARS was expected to strengthen the combat capability of the Iraqi Security Forces (ISF).

Trends in HIMARS sales

HIMARS has found a market in Asian – including West Asia and South East Asia – and European countries. In August 2017, the US State Department cleared a HIMARS sale to Romania for 54 units. Among Middle Eastern countries, Jordan and the UAE have bought the HIMARS and amongst South East Asian countries, purchase has been made by Singapore. For all these countries, the desire to achieve long-range precision strikes has been the key driver.

The sale of HIMARS to these countries fall under the US Foreign Military Sales (FMS) scheme, and has been particularly appealing to Washington as an approach to promote political stability and economic growth in regions where there is American strategic interest.

Singapore received its first HIMARS launcher in 2010, and in 2011 the same was commissioned by the Singapore Armed Forces (SAF) fleet in 2011. For Singapore, as stated by Minister for Defence Dr. Ng Eng Hen, the HIMARS would enable the SAF to “respond decisively to new challenges and changing circumstances in its operational environment.”

Romania’s HIMARS deal – including related support, such as communication equipment,

sensors, spare and repair parts, test sets, batteries, laptop computers, publications and technical data, facility design and training equipment – was worth US$1.25 billion. This deal would not only strengthen Romania’s defence capability but also strengthen NATO conventional deterrence.

Poland has also taken interest in developing a programme similar to HIMARS in cooperation with the Polish Armament Group and Lockheed Martin. Unlike Romania, Poland is more interested in joint production of the system rather than acquiring the same assets or capability. This would be a lucrative offer for Lockheed Martin as cost of production is relatively low in Poland. Aside from keeping costs low, Poland is seeking self-sufficiency and promotion of its local defence industry, a model known as ‘Polonisation’.

All of these nations and prospective customers have a common reason to choose HIMARS – the system’s proven success rate in real-time war. But in addition, all these countries share strong alliances with the United States and the purchase is as much a facilitator of bilateral cooperation as it is an aid to defensive countermeasure.

Lockheed Martin has traditionally outsourced the production of HIMARS to external manufacturers. However, with the growing demand for HIMARS, the organisation may soon start domestic production of the system. This would not only help Lockheed to reassess the cost of the system but also enable the option of delivering weapon systems within the stipulated time frame without – something often too dependent on the efficiency of outside contractors.

Market acceptability of HIMARS Debalina Ghoshal


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Sea

The French armament procurement agency, the

Direction Générale de l´Armement (DGA) will order the sixth and final Suffren-class Barracuda nuclear-powered attack submarine in 2019 for the French Navy.

The submarines FS Suffren, FS Duguay-Trouin, FS Tourville, FS De Grasse and FS Rubis were ordered in 2006 2009, 2011, 2014 and 2018 respectively, to progressively replace the six existing Rubis-class boats, thus contributing to the renewal of France’s naval forces. The fleet will integrate the navy’s Oceanic Strategic Force, the FOST (Force Océanique Stratégique). They will be operated by the Nuclear Attack Submarines Squadron, the ESNA (Escadrille des Sous-marins Nucléaires d’Attaque (ESNA) from Toulon naval base.

In December 2006, DGA awarded the overall Barracuda contract to Naval Group as the programme prime contractor and to Technicatome as nuclear power plant prime contractor. The firm order placed at the same time called for the development and construction of first-of-class FS Suffren and initial through-life support for all six submarines.

The final integration and testing activity of first-of-class FS Suffren is currently ongoing, with commissioning by the French Navy scheduled for 2020. Commissioning of units was initially due to take place in 2017.

The Barracuda will be armed with MBDA MdCN (Missile de Croisière Naval) tactical cruise missile, MBDA Exocet SM39 Block 2 Mod 2 anti-

ship missile and 533mm Naval Group F21 heavyweight torpedo. It will also includes provisions for special operations forces deployment in immersion.

Other main equipment include SYCOBS (SYstème de COmbat pour Barracuda et SSBN) integrated combat management system (CMS). Safran Defense Electronics and Thales are other major contributors to French Barracuda program.

The Barracuda type features surface displacement of 4,700 tons and submerged displacement of 5,100 tons, measures 99.9m in length and 8.8m in diameter for a top speed of 25 kts, and hosts a crew of 63.

France plans to order final Barracuda SSN in 2019 Victor Barreira

The six Barracuda nuclear-powered attack submarines will be commissioned by the French Navy from 2020. Source: DGA


Sea

The Cyprus Ministry of Defence is understood to have signed a

contract with Israel Shipyard for a second OPV 62 (Saar 62) offshore patrol vessel to be delivered in early 2020. Earlier this year, the first OPV 62 was commissioned into the

Cypriot naval force as Commodore Andreas Ioannides P61 in January 2018. Israel Shipyard has found considerable export success with the OPV 62 design with 13 hulls sold to four customers – two for the Equatorial Guinean Navy, three

for the Greek Coast Guard, six for the Azerbaijan Coast Guard and now two to Cyprus. It is unclear if Cyprus will eventually move forward with an earlier plan to acquire a total of four Saar 62 hulls.

Cyprus orders second OPV 62 from Israel M. Mazumdar

The third and last ship of the Zumwalt DDG1000 class

destroyer – Lyndon B Johnson DDG 1002 – was launched on 9 December at General Dynamics Bath Iron Works. Meanwhile, the second of class – USS Michael Monsoor DDG 1001 – arrived at its homeport of San Diego on 07 December where it will be commissioned in late January 2019.

DDG 1001 will then begin its extensive combat system activation process – a lengthy ‘post-delivery availability’ dockyard phase to

install various weapons, sensors and communications systems. Lead ship USS Zumwalt DDG 1000 recently completed this process at San Diego and it is slated to undergo its Combat Systems Ship Qualifications Trials as part of its ongoing Operational Test & Evaluation phase ahead of a planned Initial Operational Capability (IOC) in Fiscal Year 2020.

Overall, the (approximately) $23 billion, three-ship project has been problematic and continues to experience cost overruns. These

destroyers have also undergone a mission reorientation since late 2017 from land attack to surface warfare through the integration of Standard SM-6 missiles and possibly other anti-ship missiles. This was brought about primarily by the lack of affordable ammunition for the ships’ much touted Advanced Gun Systems. In fact, the US Navy may remove the AGS from the ships if it fails to develop a new round, according to top USN officials.

Third US Navy DDG1000 destroyer launched M. Mazumdar


Sea

Taiwan’s Lung Teh Shipbuilding Co has been awarded contracts

to build 11 Tuo Chiang-class missile corvettes and four small, high-speed minelayers for the Taiwanese Navy. Deliveries of the catamaran hulled Tuo Chiang-class guided missile corvettes is slated for completion by 2026 while the minelayers are slated for delivery

by November 2021 according to Taiwanese sources.

Taiwan’s Ministry of National Defence also plans on ordering 45 small missile boats against an earlier plan to order 60 of these hulls. The reduction is due to budgetary constraints and scepticism on the tactical

utility of these small craft from Taiwanese lawmakers. These craft are understood to be 21.4m, 45 ton stealthy craft whose design and prototype building is to begin in 2019 according to navy’s Chief of Staff Vice Admiral Lee Tsung-hsiao. The planned entry into service date for these craft would not be earlier than 2021.

Taiwan awards missile corvette contract M. Mazumdar

The Iranian Navy has inducted its third home-built frigate

under its Mowj programme. The 96m Sahand, built at Bandar Abbas, was inducted into the IRIN on 1 December, 2018. Unlike the previous designs closely resemble the Vosper Mk design, the Sahand has a ‘stealthier’ appearance with slab sided superstructure arrangement as well as four engines – believed to Caterpillar diesels – instead of

two in previous designs. The ships’ range is over 8000 nm. It also sports a new single-barrelled CIWS called Kemand. The ship was inducted into service with what appears to be a complete sensor fit though IRIN officials have noted that the frigate could be fitted with Iran’s Asr phased array radar system.

The IRIN also inducted into service two Ghadir (Qadir) class midget

submarines Ghadir 942 and 955 in late November. There are conflicting reports as to whether these are new build hulls or modernized hulls or a combination of one upgraded hull – Ghadir 942 – and one new build hull Ghadir 955. IRIN officials also said that Ghadir 955 is the fourteenth submarine built in Iran.

Iranian frigate progress M. Mazumdar


Sea

Elettronica Group (ELT) is working on a naval application of DIRCM

(Direct Infra Red Counter Measures) technology for improving its soft kill anti-missile capability. This ‘naval DIRCM’ represents a new development programme entirely built on the company’s internal funds.

This new system is a spin-off of EuroDIRQM: an innovative DIRCM using the new QCL (Quantum Cascade Laser) technology, developed primarily for airborne applications. According to Elettronica Group this represents the very first application of a DIRCM system in a naval environment. The Italian company decided to start developing the system after some internal studies devoted to figuring out future major threats. The results suggested that missiles with IR and IIR (Imaging Infra Red) seekers will become far more common in asymmetrical conflicts.

In coastal operations irregular

forces can engage their targets with a variety of IR weapons (from MANPADS to anti-tank systems) against which a DIRCM system can be an effective soft kill solution. Even in conventional warfare scenarios a “naval DIRCM” can be a game changer because of the spreading of some new light anti-ship missiles equipped with IIR seekers and because of the arrival of new generation anti-ship missiles with dual-mode seekers (IIR and radar).

The ‘naval DIRCM’ is composed by electro optical sensors and large band DIRCM “effectors”.

DIRCM laser propagation can be obtained using ELT-designed, multiple band, laser system. ELT laser, based on European Quantum Cascade Technology, is able to generate beams from typical IR countermeasure, mid-wave, infrared bands up to the innovative set of cold bands, designated to overcome specific maritime weather conditions. Quantum

cascade is the latest development in laser technology, and represents a step forward from conventional semiconductor lasers. QCL energy is generated directly in the band of interest, optimising the power consumption at the same time as output beam.

The ‘naval DIRCM’ system is able to coordinate a number of DIRCM (each ship needs more than one DIRCM to protect the vessel on 360o) and to employ DIRCM and flares in close cooperation. Both these capacities are the result of Elettronica studies and have been patented by the company.

This technology has already been tested with success in naval scenarios with the support of the Italian Navy. After another two/three years of tests at sea (with the Italian Navy support) and the industrialization of the technology may ready the system for the export market.

Elettronica is working on a ‘naval DIRCM’ Eugenio Po

ELT’s existing DIRCM solutions, such as its fiber-laser turret, have so far been air-based. Source: ELT


Sea

On November 23, the Mexican Navy launched its first

corvette the 107.14m, 2565 ton ARM Reformador under its long range ocean patrol ship or Patrulla Oceánica de Largo Alcance (POLA) programme. Built to Damen’s Sigma 10514 design, the ship was assembled at the ASTIMAR 20 naval

shipyard in Salina Cruz, Mexico using modules built both in the Netherlands and in Mexico. The heavily armed corvette – officially classed as an offshore patrol vessel - it is expected to be delivered to the Mexican Navy by April 2020. Currently, plans call for as many as 8 POLA hulls to be built over 20

years subject to funding, although no further contracts have been announced with Damen. The Mexican Navy also commissioned its seventh Oaxaca class Offshore Patrol Vessel, ARM Jalisco PO-167 on the same day. This OPV was launched in July 2018 at ASTIMAR 20.

Mexico welcomes corvette launch M. Mazumdar

Daewoo Shipbuilding & Marine Engineering Company (DSME)

announced in early December that it had been awarded a $397 million contract by South Korea’s Defense Acquisition Program Administration (DAPA) to build and deliver a submarine rescue vessel under the ASR-II programme by 2022. The 5,200 ton rescue vessel will have a ‘moon pool’ to launch and recover deep sea rescue submarines (DSRV) at wave heights of 4m, a significant improvement over the South Korean Navy’s extant ASR 1 vessel which can operate a DSRV at wave heights of 2m.

RoK Navy spend on submarine rescue M. Mazumdar

Navantia launched the first of two large Supply-class fleet

replenishment oilers for the Royal Australian Navy (RAN) in late November. The 2016 contract to build these vessels, valued at (US) $494 million, calls for the delivery of the first ship Supply in 2019 and the second Stalwart in 2020. Towards this, Navantia commenced work on the second ship in early April 2018. These ships will replace the RAN’s extant fleet oilers HMAS Success and HMAS Sirius.

Australian oilers arrive M. Mazumdar


Sea

The Pakistan Navy inducted the first of two ATR 72 maritime

patrol aircraft which were fitted with mission systems by and two refurbished Mk Sea King helicopters – one Mk 3A Search & Rescue variant and an Mk 4 troop carrying variant – in December. The Sea Kings are from a batch of seven surplus Sea Kings acquired from the UK in 2016-2017. While two of the airframes will be used for spares, at least three including one more Mk 4 (and possibly five) are being returned to service.

The Pakistan Navy ATR72’s are fitted with an Aerodata AG integrated mission system that is largely comprised of Italian supplied systems including the Seaspray 7300E radar, an ESM and ELINT system from Ellectronica. A US supplied FLIR systems Star Safire III electro-optical system is fitted as well. These aircraft are fitted with pylon mounted lightweight torpedoes or depth

charges. While Aerodata supplied the mission systems, Germany’s Rheinland Air Service, as the prime contractor, performed the physical installation and aircraft modifications. Delivery of the second ATR72 to the Pakistan Navy is scheduled for the first quarter 2019, according to Aerodata.

At the recently concluded 2018 edition of the International Defence Exhibition and Seminar (IDEAS)

in Karachi, Karachi Shipyards & Engineering Works (KSEW) revealed that the Chinese-origin Hangor class submarines for the Pakistan Navy have a displacement of 2,800 tons and a length of 76m. Eight of these AIP equipped submarines are planned for induction with four to be built at KSEW from 2020 onwards. The Pakistan Navy also launched a large 80.8m, 3,000 ton survey ship at Jiangsu Dajin Heavy Industries Company Limited in Yang Zong, China. The survey vessel is expected to join the Pakistan Navy Fleet by August 2019.

Pakistan inducts MPAs M. Mazumdar

Delivery of the second ATR72 to the Pakistan Navy is scheduled for the first quarter 2019


Sea

QinetiQ has confirmed Queen Elizabeth Class Aircraft Carriers

have been added to the Naval Combat Systems Integration Support Service (NCSISS) it provides in partnership for the Royal Navy.

Confirmation of the $11.3 million contract extension follows the company’s announcement earlier this year of a $29m redevelopment project to create a new UK Centre of Excellence for Maritime Mission Systems near Portsmouth.

The NCSISS was first signed in 2012 and is delivered by QinetiQ and BAE Systems in collaboration with Defence Equipment & Support (DE&S). The service removes risk in the development, integration and testing of ship mission systems and enables the Royal Navy to deploy and take full advantage of the latest technologies.

The new contract extension will see the Royal Navy’s flagship, HMS Queen Elizabeth, and its sister ship, HMS Prince of Wales, added to the advanced systems testing and evaluation programmes being delivered by the QinetiQ and its partners’ team of specialists based at Portsdown Technology Park.

“We are passionate about delivering world-class systems for the UK front line,” says Steve Fitz-Gerald, QinetiQ Managing Director of Maritime, Land and Weapons.

“The success of the NCSISS has enabled us and our partners to ensure the UK Royal Navy’s surface fleet is at peak operational performance at all times. Receiving confirmation of the contract extension which includes the largest warships in the Fleet demonstrates the unique capabilities, resources and expertise we have at Portsdown Technology Park.

“It is also very timely news as we progress with our plans to extend our capabilities and create a truly world class centre for innovation, integration and testing of Maritime Mission Systems.”

Jo Osburn, Head of Maritime Combat Systems at Defence Equipment and Support said: “Extending the NCSISS arrangement to include the Queen Elizabeth Class Aircraft Carriers has provided a facility to test and assure new capabilities ahead of installation into the platform.

“QinetiQ’s role in supporting the Combat System Enterprise through NCSISS will enable agile Operational Support to this new class of warship for her current equipment, as well as de-risking the addition of the new systems and equipment planned in the near to medium term”

The contract extension for the

two Aircraft Carriers will cover a range of advanced communications systems for the planning and delivery of joint air and maritime activities and other critical operations. The work will also cover the Combat Management Systems and weapon control systems, as is already the case with other platforms in the Royal Navy’s surface Fleet. Engineers from QinetiQ and its NCSISS partners will use the sophisticated shore based test environments at Portsdown to evaluate the complex mission systems of the two Carriers to minimise the amount of testing on the platforms themselves and to maximise their operational availability and deployment.

QinetiQ’s new development programme at Portsdown Technology Park is being undertaken in partnership with the Solent Local Enterprise Partnership and will include the formation of a new Innovation and Collaboration Hub for other specialist maritime businesses. Construction and refurbishment work is due to begin on the site in 2019. Following an earlier NCSISS contract extension, QinetiQ engineers at Portsdown are already undertaking test and evaluation programmes for the Royal Navy’s new Type 26 Global Combat Ships, which are due to enter service in the 2020s.

UK QE carriers extend QinetiQ combat system support Oliver Austin

Image: UK MOD


Sea

Scientists from NATO’s Science and Technology Organisation

(NATO STO) are deploying an IoT solution using GPS trackers and satellite communications to further their understanding of the world’s oceans.

Research teams from the NATO STO Centre for Maritime Research and Experimentation (CMRE), based in La Spezia, Italy, are embedding low-cost SPOT Trace devices – conventionally employed as mobile, anti-theft devices – in freely drifting buoys and setting them afloat in the Mediterranean and in Arctic waters to monitor surface drift behaviour. SPOT Trace tracks the movement of these ‘drifters’ and transmits their position data over a Low-Earth Orbit (LEO) satellite network provided by Globalstar Europe Satellite Services.

The CMRE carries out oceanography and ocean acoustics studies as part of innovative and field-tested Science & Technology (S&T)

solutions to address defence and security needs of the NATO Alliance. The data is helping CMRE to measure and understand sea currents with the aim of gaining a deeper understanding of the changing sea environment and to inform NATO operational planning. The research examines horizontal motion in the sea and how surface properties are transported deeper into the water column. This will lead to a greater understanding of changes in maritime characterisations such as temperature change, acoustic propagation, and the movement of biogeochemical properties (e.g. phytoplankton) and pollutants such as plastic.

With a requirement to track large quantities of drifters, SPOT Trace’s low device cost and affordable data charges were understood to be key factors in NATO’s procurement decision. Buoys are fitted with a tiny (7x5 cm) SPOT Trace device

which includes an integrated GPS receiver, simplex transponder and motion sensor. Leveraging Globalstar’s fast-moving LEO spacecraft and SPOT Trace’s long battery life, research teams hope to benefit from high frequency sampling, up to every five minutes, and more precise, granular tracking than has been possible with other solutions.

NATO STO CMRE is conducting several studies in parallel. One, sponsored by the US Office of Naval Research, is using SPOT Trace-equipped drifters to conduct oceanographic studies in the Alboran Sea in the Mediterranean, between the Iberian Peninsula and North Africa.

In addition, CMRE’s own studies of drift movement in the seas of the Arctic will see buoys deployed in the Barents Sea and further into Arctic waters in mid-2019.

NATO deploys IoT satellite tech for oceanography research Oliver Austin

The technology will help to study glacial changes in the Arctic among other areas relevant to NATO forces. Image: USN


Air

INTERVIEW: Bell to complement the ‘Zulu’ with a light-attack 429 Georg Mader

Following the confirmation of Bahrain’s order for 12 Bell AH-1Z Vipers, Bell Helicopters managing director of the Middle East & Africa, Sameer Rehman, spoke to Defence Industry Bulletin about the wider scope and current status of Bell’s various platforms and projects.

DIB: Mr Rehman, what was agreed between Bell, US DSCA (Defense Security Cooperation Agency) and the Royal Bahraini Air Force (RBAF)?

S. REHMAN: The RBAF Air Vice Marshal, Sheikh Hamad bin Abdullah bin Al Khalifa, confirmed 12 AH-1Z Zulu Cobras for the air force. This procurement comes six months after the US Department of State approved the deal under the FMS process. In fact, that is why LtGen Hooper was also in attendance.

This deal – which is the first export of its type – has a value of $911.4 million and the aircraft will be delivered in the second half of 2022. Furthermore, CEO of Bell, Mitch Snyder, also surmised that the Zulu represents one the most advanced helicopters in production and they would help protect the Kingdom for many decades. Amongst its most sophisticated features include a weapon-system that is proficient in engaging air-targets and a target-acquisition-system that is one of the most precise systems integrated within a rotary-wing platform.

DIB: Aren’t Pakistan also planning to use the aircraft?

S. REHMAN: The US government halted all FMS-deals to Pakistan,

and these aircraft have been placed in storage. Furthermore, the AH-1Zs that have been built for Pakistan is not the same aircraft that is being built for Bahrain. The RBAF is receiving a completely different aircraft.

DIB: What is the market potential for the ‘Zulu Cobra’?

S. REHMAN: We are hopeful that we can build on Bahrain‘s export success. There is interest in the AH-1Z from the UAE, Australia, Brazil, Croatia, Czech Republic, Japan, Malaysia, Poland and Thailand. In addition, Romania has issued a letter of request to buy 21 Bell UH-1Y ‘Venoms’ and 24 AH-1Z ‘Vipers’. From what we hear, Romania’s’ leadership is acting with a level of speed and rigour that is unmatched across Europe.

In October 2017, our CEO spoke to Romania’s defence minister in DC to discuss future collaborations with the Romanian Armed Forces, with a focus on our H-1 platform around overhauled and transferred AH-1W. His delegation was also briefed on our innovative technologies focus on Advanced Tiltrotor Systems.

It’s safe to say Romania has a robust aviation industry, and we are interested in working with IAR Brasov for the H-1 program. The

same can be said for the Czech Republic.

DIB: You mentioned Japan. That is a very interesting market.

S. REHMAN: I agree. But, it is a well known market for Bell. We were the first OEM to deliver military helicopters in 1954 to the JGSDF and since then, we have delivered 1,500 aircraft in Japan, including the UH-X and V-22 for the JGSDF programs. Did you know that the BELL-505 is already operated by the Japanese Coast Guard for training? In addition, the Bell-429 is used by air medical teams like Naka Nikhon Air Services and Nishi Nippon Airlines. Both, Japan and Thailand, are operators of legacy Bell models - presenting an obvious path to future sales.

Bangkok intends to replace its fleet of eight AH-1F Cobras; meanwhile, Tokyo will phase out the 71-strong inventory of AH-1S helicopters - built by former Fuji Heavy Industries [now Subaru] - under its recently launched AH-X contest. Any deal with Japan is likely to include a significant industrial component. Its previous UH-X competition for 150 utility helicopters was won by a Bell/Subaru team with a modified version of the 412EPI, which will also be locally manufactured.


Air

DIB: Can you tell us about the market in Australia?

S. REHMAN: From what I hear, there will be strong competition. As Canberra considers options to replace its fleet of 22 Airbus ‘Tigers’ in the mid-2020s, expectably, there will be competition from Airbus and Boeing, the latter with the AH-64E Apache. However, the AH-1Z has a built-in ‘marinisation’ from the expeditionary operations of the USMC. That could be a key consideration for the Australians, who want the aircraft to operate from their amphibious assault ships.

DIB: What can you tell us about the Bell-429, regarding governmental and military use?

S. REHMAN: The ‘429’ was designed to be a multi-mission helicopter, not only for corporate charter but for law-enforcement and coast-guards etc. Accumulatively, all 300 delivered ‘429s’ recently accomplished 330.000 flying-hours. It was certified to amendment 44 of Part-27 rotorcraft. With that comes advanced technology, a four-axis

autopilot and a very powerful P&W207 engine-package. The fleet has seen a mix of public, corporate and military usage. Our base for this model is well diversified.

In our region, the ‘429’ is operated by several agencies in both training and law-enforcement capacities. For example, a Kuwaiti agency is flying it in the EMS-role. In addition, the aircraft can be configured with a hoist, clamshell doors and a variety of customer-defined equipment. But most importantly, it is a full IFR helicopter, which can be safely operated by one pilot and which is instrumental in navigating Category-A conditions with an integrated avionics glass cockpit.

DIB: The ‘429’ may be a possible solution for other European countries such as Austria. The full-IFR capabilities would be particularly beneficial with twin-engines because of the high-altitude, mountainous topography as well.

S. REHMAN: Indeed. The ‘429’ is operated successfully in high-altitudes and mountainous

geography by Swiss EMS ‘Air Zermatt’ in an alpine SAR role! Also, the Canadian Coast Guard uses a mix of 16 ‘429’ and ‘412’ in very extreme conditions. Another operator is Jamaica. Two ‘429’s were delivered to the Jamaica Defence Force (JDF) in summer 2018, with a third scheduled for 2019. They will be used to complete a range of missions including, search and rescue, medical evacuations, natural disaster relief, national security and military training.

DIB: Is Australia a governmental user?

S. REHMAN: Yes, the Royal Australian Navy uses the ‘429’ as a training helicopter. Other police forces include the Indonesian Police, the Swedish National Police, and the Philippine Police, the Royal Thai Police, the NYPD, the Turkish Jandarma and the Slovak Police service. Indeed, the ‘429’ is a success story all over the world, embedded in more than 920 law enforcement or governmental configured Bell aircraft.

Royal Australian Navy Bell429 in rope-exercise. Image: G. Mader


Air

DIB: There was a sand-brown model of an armed ‘429’ at the last IDEX in Abu Dhabi. If customer requests weaponisation, would it be similar to the UAE’s ‘407MRH’, with an integrator like ‘Northstar’?

S. REHMAN: There are armed ‘407’s in use by nations all over the world, such as Iraq. In Iraq’s case, October saw the US DSCA delivered the required certification notifying Congress of a possible FMS-sale to Iraq of five Bell 407GX helicopters, together with the associated rocket launchers, machine guns and countermeasures. This will help compensate for the combat loss of seven IA407 helicopters in recent years.

The ‘GX’ is an upgrade from the current IA407 configuration and also includes the Advanced Precision Kill Weapon System (APKWS) launchers known from the AH-1Z. I should also add we have recently completed successful Bell 407GXP high-altitude demonstrations on the Chinese Qinghai-Tibet Plateau. Without a doubt, the 407 is a helicopter designed for harsh environments, whether it is cold, hot or high altitude, the aircraft is consistently reliable and efficient.

DIB: What weapons can be mounted on the ‘429’?

S. REHMAN: We have a long-term plan to develop a militarized ‘429’, but we are still focusing on our twin-engine light-attack helicopter configuration. With the ‘heavy punch’ solution we officially confirmed today with the 12 AH-1 ‘Zulu’ for the RBAF, we want to complement that with the light-attack element based on the ‘429’. It is a big subject not only with countries in Europe but also here in the Middle-East. We are able to respond to such RFPs with our variety of platforms.

DIB: Like to the demand for door-guns, for example?

S. REHMAN: There are door-guns on the ‘407’. A standard package of armament for a military or weaponized helicopter could involve .50 calibre, or 7,62mm guns and ‘Hellfire’-type missiles like on the AH-1Z. The ordinance you see on a ‘Zulu’, you may also see on a light-attack platform proposed by Bell.

DIB: We witnessed a live-firing in Hungary of Airbus’ H-145M, with guns and unguided as well as

laser-guided rockets [See DIB #19 p. 18-24]. A similar package on a ‘429’ would be great to see.

S. REHMAN: Interesting! How was the demonstration?

DIB: Not as loud as I anticipated! But, the laser-guided ‘Hydra’ was very precise. And the flares were nice, of course. Where will newly manufactured ‘429’ aircraft be manufactured?

S. REHMAN: The airframes of our ‘429’s are all manufactured in Canada, since the production certificate is held by our Canadian facility. However, they can be outfitted or customized to specific requests in our Prague-facility and Singaporean-facility.

DIB: Mentioning Prague, didn’t Bell recently secure its first export sale of the UH-1Y ‘Venom’ in the country?

S. REHMAN: 12 UH-1Y ‘Venom’ aircraft were selected by the Czech Republic in 2017 to replace their Mi-24s, but after elections and changes in the administration to the current Czech government, the process towards finalisation has been re-started and we are supporting this.

RBAF AH-1E. Image. G. Mader


Air

Similarly, in October 2017, the US State Department cleared the sale of the platform, associated weapons and other equipment to Prague to satisfy its requirements. This approval arrived 17 months after a memorandum of understanding (MOU) was signed between Bell and Czech industrial partners.

DIB: The successor for the Bell 206 Jet-Ranger is the Bell-505. What can you tell us about the platform?

S. REHMAN: The ‘505’ has over 400 orders as of now, with 100 delivered. We just hit 10,000 hours on the whole fleet. It has a full two-screen glass-cockpit and it enables cost-effective training. It is a turbine powered platform with a dual-channel FADEC, so you can skip the piston engine era once and for all.

DIB: Interesting. Can you tell me more about the training facilities?

S. REHMAN: Bell has a training academy in Texas where we offer ‘flight transition training’. For instance, if a buyer goes for the ‘505’, we would provide a two-week standard training course. Many organisations around the world are looking into the ‘505’ as the entry-level trainer aircraft for more complicated aircraft like ‘412’, ‘429’ or ‘525’. The ‘505’ is very easy to fly, even for beginners to rotary aviation, and that is one of the major reasons it has garnered global attention. With regards to the flying-hours needed, it all depends on the pilot’s proficiency.

DIB: Can you tell us about Bells other projects. In 2016, a super-medium ‘525’ was lost in a crash. What has happened to this program?

S. REHMAN: The Bell-525 ‘Relentless’ super-medium helicopter was on a good path, but in July 2016 one of the flight-test aircraft suffered a fatal break-up in flight, forcing postponement of the test campaign for 12 months. Since then, the program resumed and we expect a fifth airframe to join the flight-test fleet in the first quarter of 2019. The program remains on track for certification before the end of the year.

DIB: One other fascinating project Bell is undertaking is the tilt-rotor V-280 ‘Valor’. What is the status of this programme?

S. REHMAN: I’m not in the ‘Valor’ programme myself, but it was recently communicated that it was recognised in Popular Science’s “Best of ‘What’s New’ Award in the Aerospace category” for 2018. The award recognises the rapid progress being made to bring revolutionary aircraft to the battlefield. Similarly, the Society of Flight Test Engineers awarded the team working on Valor the best paper award in the category “Certification at Warp Speed,” at their 49th International Symposium. The programme has achieved high-performance with the latest in vertical and fixed-wing flight in fewer than five years.

As part of a government technology demonstration partnership, the Bell V-280 Valor has been flying since late 2017 and is making steady progress through flight tests, including multiple flights with Army test pilots. In less than a year of flight-testing, the V-280 has already has flown more than 70 hours and reached speeds that far outpace similarly sized helicopters, while showcasing extraordinarily low-speed agility.

DIB: Bell has opened a new facility

at Arlington. What exactly is the purpose of this facility?

S. REHMAN: Indeed. This facility is our expanded Flight Research Center (FRC), where state-of-the-art facility developments such as new cockpit interfaces are developed and tested. It houses many of our newest technology and innovation, such as the V-280 ‘Valor’, 525 ‘RASIL’, V-247 ‘Vigilant’ – with a simulator to be installed in the coming years for this unmanned solution – and the Autonomous Pod Transport (APT).

It was at this site on which Bell pioneers completed some of our numerous aviation milestones. For example, the AH-1T+ ‘Super Cobra’, the backbone of the USMC attack helicopter fleet for decades, made its first flight there in 1983. That same year the Bell OH-58-Armed ‘Kiowa Warrior’ prototype also achieved first flight. FRC also was the focal point for early tiltrotor research aircraft, that innovative V-22 concept that combined the best features of the helicopter achieved first flight at this same location in 1989.

Bell Helicopter types. Image. G. Mader


Air

The US Air Force is openly seeking emerging technologies

and ways to apply artificial intelligence (AI) and cloud-based systems to improve its approach to air education and training, according to a November request for information (RFI).

The Air Education and Training Command (AETC) hopes to find new methods, processes and products that can “maximize and accelerate learning, both holistically for all Airmen and for individuals.”

The command has four key investment areas planned for the coming year, comprising emerging technologies, games and simulation, experiential learning and big data analytics, according to the documents published by posted by AFWERX, the service’s technology accelerator dedicated to

pursuing improved interaction with small business.

In terms of the advanced technology component, USAF wants to learn more about “abundant computer devices, flexible classroom designs, innovative visual displays, games and simulations, collaborative tools, and mechanisms that both track and assess an Airmen’s learning efforts.”

It is possible that the Air Force may soon be finding ways to effectively exploit AI, virtual and augmented reality systems (otherwise known as ‘mixed reality’) for services like ‘intelligent tutors,’ which can understand and respond in real-time to individual students’ abilities as they study and take part in exercises.

Gaming and simulation may

also benefit as new simulation technologies are proving an appeal to the AETC. These including image generation, visualization and interoperability, which may help warfighters “keep pace with operational training demands to maximize mission readiness.”

Deployment of cloud-based systems could help support multi-system learning, so AETC is looking to source more insight on mobile devices that can keep training current and relevant to the student, and promote in-unit collaborative projects. Big data analytics are also under the microscope given its potential to harness expanding data sets and improve decision-making through predictive algorithms for accession, certification, attrition and future outcomes including course-taking patterns.

USAF hoping AI can solve training concerns Oliver Austin

AETC classrooms have already adopted various new technologies, including tablet computers. Image: USAF


Air

Leonardo won a contract by Italy’s Guardia di Finanza (custom

police under command of the Minister of Economy) for a fleet of 22 new AW-169M helicopters.

The contract, valued at $317 million, includes a comprehensive support and training package which could be further extended with optional services valued at an additional $113m. Deliveries are expected to start in summer 2019 and to be completed by 2024.

The new 4.8 ton twin engine helicopters are designed as the “M” version, an evolution of the “commercial” AW-169 designed for military/government purposes. The new fleet of AW-169Ms will strengthen the Guardia di Finanza capability to perform patrol and reconnaissance, law enforcement, rescue and homeland security missions by air, complementing the present fleet of 14 AW-139s (and replacing older NH-500s, A-109s).

The AW-169Ms of Guardia di Finanza will receive a military qualification by the Italian Directorate of Air Armaments (ARMAEREO) and will feature a dedicated configuration including rescue hoist, emergency floatation system and life rafts, wire cutters, TCAS II (Traffic Collision Avoidance System), NVG (Night Vision Goggle) compatible cockpit, HTAWS (Helicopter Terrain Awareness Warning System), advanced communication system, OPLS (Obstacle Proximity Lidar System), advanced HUMS (Health Usage Monitoring System), AFCS (Automatic Flight Control System) with SAR modes, searchlight, ice detector, fast roping and satcom.

The aircraft will be also fitted with a range of Leonardo systems such as the RW ATOS (Airborne Tactical Observation and Surveillance) system with advanced operator console, GABBIANO radar, LEOSS (Long Range Electro-Optical

Surveillance System), M-428 IFF transponder, V/UHF radio systems cockpit panels and lighting and provisions for SPHYDER (Smart Processing Hyperspectral Detection and Reconnaissance System).

The LEOSS Electro-Optical system, designed and produced by Leonardo, is at its first helicopter application. The LEOSS is a newly designed 15 inches EO system equipped with Medium Wave IR camera, TV camera, laser range finder and laser designator (45.5 kg of weight).

The AW-169M is the preferred machine to meet a requirement of the Italian MoD for a ‘light’ multirole helicopter to replace a fleet of different rotary aircraft (NH-500, AB-205, AB-212, AB-412) currently in service in Army Aviation, Naval Aviation and Air Force.

Leonardo Helicopters AW-169M for Italy’s special blue-line Eugenio Po

A new AW-169 in flight. The AW-169M is a full militarized variant of this machine. Source: Leonardo Helicopters


Air

The FALCO UAS (Unmanned Air System) family user

group has expanded. Leonardo’s FALCO EVO UAS, in a maritime patrol configuration, has been deployed from Lampedusa airport (Lampedusa Island, Italy) as part of the FRONTEX surveillance research programme to test its ability to monitor the European Union’s external borders. The European agency FRONTEX is exploring the surveillance capability of MALE (Medium Altitude, Long Endurance) UAS as well as evaluating cost efficiency and endurance.

Leonardo was selected by FRONTEX under a service contract tender for drone operations for maritime surveillance across the Italian and Maltese civil airspace. The current agreement provides for 300 flight hours and may be extended into a longer-term agreement.

At Lampedusa, Intelligence, Surveillance and Reconnaissance (ISR) activities are organised by the Guardia di Finanza (custom police under command of the Minister of Economy) under coordination of the Ministry of Interior, and are undertaken by Leonardo. The company’s flight crews and maintenance teams are supporting the operations with the FALCO EVO equipped with a complete onboard

sensor suite including the Gabbiano TS Ultra Light (UL) radar. This configuration allows it to carry out extended-range day and night-time missions.

Meanwhile, Leonardo successfully completed first flight campaign of the UAS in Bulgaria with a new engine and satellite command link. The flight campaign was to validate a package of upgrades that extends the endurance and operational range of the platform for overland and maritime missions. This includes a Beyond-Line-Of-Sight (BLOS) satellite data-link system and a new propulsion system based on a heavy-fuel/diesel-fuel engine (replacing the UAV Engine Wankel type of engine).

As well as extending the flight envelope of the FALCO EVO, the new engine was also proven to generate more electricity on-board the platform, granting access to more power-intensive ISR sensors required for complex missions. Further trials are now planned that will see the FALCO EVO flying equipped with Leonardo’s new Gabbiano TS UL surveillance radar (replacing the previous Gabbiano T20), combined with a high-definition InfraRed (IR) electro-optical system, Automatic Identification System, and a comms

relay suite. The FALCO EVO, the longest-endurance model from Leonardo’s FALCO UAS family, is a surveillance and intelligence-gathering platform suited to overland and maritime missions. It can fly for more than 20 hours while carrying a payload of up to 100kg. The FALCO EVO has already been selected by two different customers one of them (an undisclosed country in the Middle East region) is already getting first deliveries.

The ‘standard’ FALCO UAS has been chosen by five customers (countries are officially undisclosed but public sources refer to Pakistan, Turkmenistan, Jordan, Saudi Arabia and Libya) and is currently on operations on behalf of the United Nations in Congo (MONUSCO mission). More than 50 FALCO family UAS are currently engaged on operations around the world. Some customers choose to own and operate FALCO family platforms while others, such as the United Nations, have selected Leonardo to deliver a managed service package. Under this kind of arrangement, Leonardo owns and operates the FALCO and provides surveillance information directly to the customer.

FALCO EVO UAS at frontline of EU border security Eugenio Po

A FALCO EVO UAS ready for a maritime mission under FRONTEX European agency control. Source: Leonardo


Air

INTERVIEW: New Czech single-engine jet trainer anticipates hundreds of orders Georg Mader

At the roll-out of their renewed L-39NG jet trainer in the late fall of 2018, AERO Vodochody President Giuseppe Giordo and Vice President Marco Venanzetti spoke to Defence Industry Bulletin about the new aircraft’s capabilities, the current state of the market, and which nations are evaluating procurement…

DIB: Mr Venanzetti, back in 2014 we heard about the launch of the L-39NG at the Farnborough Air Show. Now it’s finally arrived – congratulations! How significant is this for AERO today? And how do you assess the aircraft’s market opportunities?

Giordo: Thank you, I know you’ve been closely following this project over the years. For us, it’s huge. The L-39NG represents the future and the rebirth of AERO Vodochody as a manufacturer – a factory that has been producing aircraft since 1919. This new L-39NG version is based on the aerodynamic concept of the previous L-39 but is manufactured according to modern aspects with the latest production technologies, materials and modern sub-systems. The engine is from the United States but 40 Czech companies are involved. And in terms of market opportunities, we estimate that there will be a market for some 3,000 jet trainers and light-attack fighters in the coming decades. AERO could achieve a share of between 150 and 200 L-39NGs.

DIB: At the ceremony you said that the new plane was 95 percent ‘new’. Could it also bear ‘natural’ teething problems?

Venanzetti: Actually, we don’t expect our ‘baby’ has inherited risks. The basic aircraft layout and

handling are well known, and I believe the markets also see it that way because we’ve already sold the L-39NG to Senegal and to companies in Portugal and the US. If even private companies are investing immediately, you can conclude that our jet is a trusted platform. AERO has already built 11,000 jets, which is more than any other western manufacturer. But we are no longer an Eastern Bloc company – there is no Eastern Bloc anymore! We have long become a ‘normal’ Central European aircraft manufacturing company. The technology we have sold is mature and stable – and it will be the same with the new product.

DIB: The first airframe with the number ‘7001’ was rolled out today. How’s the programme unfolding?

Venanzetti: In January 2018, we started the pilot production of NG. This will comprise a total of four aircraft. The first and fourth pre-series aircraft presented today will be used for flight testing, while the second is for static and the third for fatigue-testing. The first flight of the L-39NG is scheduled to take place before the end of this year, perhaps coinciding with the 50th Anniversary of the Albatross in December.

DIB: In other words, after completing the flight tests, you’ll be able to start delivering the new

aircraft from the beginning of 2020? Surely this will also require personnel training, which must begin in parallel, or even ahead of time?

Giordo: Yes. We are planning series production and deliveries from the second quarter of 2020 onwards. And we have the CLV training and simulation centre in Pardubice – which has been outsourced to LOM Praha since 2004 – where we can begin training packages for our customers at any time.

DIB: AERO has been a private company since 2007, with majority owned by the PENTA Group. But countries interested in your product could seek government-to-government contracts. Is there currently enough support in the Czech government?

Giordo: As Prime Minister Babiš made an announcement that the Czech government is fully behind us in all markets. That was reaffirmed again from the very top.

DIB: Your southern neighbour Austria will have to replace its 50-year-old Saab-105Ö from 2020, but is as yet undecided on the Eurofighter Tranche-1 future and doesn’t really know which aircraft to move ahead with. It was reported that your company made an offer for the NG. Is that true?


Giordo: Yes, but despite that, no binding offers have so far been made. We made an attractive proposal for up to 18 aircraft. These are basic training versions, such as those equipped for Austrian air policing. Our aircraft can be used perfectly from jet training to light combat missions or as an element for sovereign airspace control.

DIB: And is it true that the new type costs around 12 million Euros each?

Giordo: Concerning the proposal for Austria, we can’t go into such details just yet. But as you know well, there’s more to it than just the unit price. The amount you mentioned is pretty sharp. There would be different customer specifications that impact the cost, such as an electro / optical system or self-protection sensors, jamming- or reconnaissance-pods, and so on. So much is possible, but to name a price exactly, we need precise criteria – not to mention a signature. And don’t imagine Austria is our only possible customer…

DIB: You’re referring to the

declarations of intent of the two private red air training companies?

Giordo: No, because those are not ‘possible’ customers anymore. Beyond them, we have already seen a great deal of interest from over 20 countries that still fly L-39s worldwide.

DIB: How fast can the process generally take, from contract to first delivery?

Venanzetti: If there were to be at the end of 2018, I would expect a finished contract to be signed by June 2019 and deliveries – depending on the negotiated

equipment – to be made from 2021 onwards or at least within 2022. We can produce about 20 per year, so for one NG we estimate around 14 to 16 months construction time. DIB: That means your launch customer Senegal can count receiving on its four aircraft from 2020 on?

Giordo: Yes, the contract was signed earlier in 2018, so the first two will be delivered in 2020 and the second pair in 2021. Dakar initially considered purchasing the Embraer EMB 314 / AT-29 Super Tucano turboprop light aircraft, which is already in use in several other African countries. But ultimately they opted for the new version of the successful L-39, their first jet since the Fouga Magister, inducted many years ago. We are pleased with the prospects of the L-39NG as a light attack aircraft, especially in regions such as Africa, South America and Asia. Although, as I said, the basic aircraft is not uncommon today, it still gives us great confidence to see countries ordering a new jet that has not yet flown, even if the L-39CW has shouldered a great deal of the development work.

Air

“We have already seen a great deal of interest from over 20 countries that still fly L-39s worldwide.”

A FALCO EVO UAS ready for a maritime mission under FRONTEX European agency control. Source: Leonardo


DIB: That was number ‘2626’, right?

Venanzetti: Right – but not “was”! 2626 will continue to play a supporting role in the upcoming flight test programme. It’s a basic L-39 cell, with the US engine but with new wings, new cockpit and avionics components. Today, 80 percent of the flying is about the on-board systems and the training simulation. As we say, our plane covers everything from ‘zero to hero’. This approach was tested in the CW and its intermediate state is also offered as an upgrade. A customer in the US has already ordered six of those machines.

DIB: But for countries like Senegal, the decision will largely have been a cost consideration, especially when it comes to operating costs.

Venanzetti: Most probably, yes. With a payload of 1,650 kg, the NG can carry weapon loads comparable to turboprops and is better than many jets in that category for light attacks. For other customers – like

some of those in Europe – this is obviously less important. But in any case, the operating costs of the L-39NG correspond to those of turboprops, which is cheaper than any other light fighter jets. And as far as Senegal is concerned, I would like to add that Elbit’s fully digitized Targo II helmet mounted system will be integrated into the Senegalese aircraft.

DIB: What about various armament options? The L-39 offered a ‘ZA’ version with twin cannon, then the L-59 and then the L-159 ALCA…

Venanzetti: ALCA was a line of its own, but wait and see what we have in mind with the F/A-259. As far as the L-39NG is concerned, we refer to it as a training and light ground-attack aircraft. There are three hardpoints to employ a 12.7 mm FN Herstal HMG, unguided Mk. 81/82 bombs or 70 mm LA5002 rockets. Containers for EW or other sensors can also be integrated, should the customer want them. Even IR-guided air-to-air missiles,

such as the AIM-9L, would be possible out on the wingtips where there were previously fuel tanks.

DIB: The single-seater L-159 ALCA originally sprang from the two-seater L-39. Then for the Czech Republic and Iraq, two-seaters were made out of ALCAs before the two-seater L-159T1/2s came onto the scene, sporting the Grifo radar of the L-159. Could the current L-39NG become a single-seater again?!

Venanzetti: We have considered the development of a single-seater version, should anyone want that. That would allow you to take on another 200 kg of fuel, which would increase the flight time to 4.5 hours. Without a second Martin Baker Mk16CZ ejection seat or a second oxygenised cockpit, you already have a good amount of weight to spare. You could equip it with radar, for example. But, that is currently only theory, not something that has yet been seriously analysed. I think we’ve got enough to do for now!

Air

AERO L-39NGTechnical data

Span: 9.38 mLength: 11,70 mEmpty weight: 3,200 kgMax. takeoff weight: 5,600 to 5,800 kgMax. internal fuel: 1,250 kgMax. external loads: 1,640 kgTop speed: 780 km / h or 420 knots true airspeedRange w. internal fuel: 2,120 kmClimb rate: 23 m / sec., at 1,370 m altitudeMax. thrust: 16.87 kN / 1.710 kpMax. structural limits: +8 / -4 G

Current L-39 operatorsWith the new L-39NG and the intermediate L-39CW, AERO is aiming primarily at potential customers who already know the basic aircraft, and this is likely to be the case for many years. According to IHS Jane’s and Military Balance, these operators include: Afghanistan, Egypt, Equatorial Guinea, Ethiopia, Algeria, Angola, Armenia, Azerbaijan, Bangladesh, Belarus, Bulgaria, Estonia, Cambodia, Kazakhstan, Kyrgyzstan, Cuba, Lithuania, Libya (both, government and General Haftar forces), Mozambique, Nigeria,

Russia, Slovakia, South Sudan, Syria, Thailand, Czech Republic, Tunisia, Turkmenistan, Uganda, Ukraine and Vietnam. The Czech company believes that in all, these operators still fly about 600 airframes in total.

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