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OntheassumptionthatAfghanistan’ssouthern border would remainopen, around 70 per cent of USmilitary equipment was originally

tobemovedoutby truck throughPakistan tothe port of Karachi. However, continuingtensions with Pakistan may well result inmore now being sent (expensively) through

the Northern Distribution Network (NDN).In this they are truckedvia theSalangTunnelthrough the Hindu Kush, and subsequentlymoved by train across the former SovietUnion toports inLatvia andLithuania.Mostgoes via Termez in Uzbekistan at a cost of $40,000per container. However, theNorthernDistribution Network is closed to weaponsystemsandcombat vehicles.

The original plan was that only personnel(US troops peaked at 125,000, but are now

down to less than 60,000) and high-valueassets such as helicopters, drones andelectronic equipment would be flown out.However, problems have recently arisen atAfghanborderposts,withcustomsauthoritiesclaiming that much of the equipmentimported since 2010 has no properdocumentation.Consequentdelays toground

The largest helicopter in service, the56-tonneMil Mi-26 first flew in 1977, but isstill marketed in updatedMi-26T2 form.(Russian Helicopters).

Change of AirA massive logistic operation is now ramping up, asmost elements of the 49-nation International SecurityAssistance Force (ISAF) are to be withdrawn fromremote, landlocked Afghanistan by the end of 2014.The US Army alone is estimated to have $ 27 billion ofhardware in the country, including 25,000 vehiclesand 100,000 shipping containers.

Roy Braybrook

Symbolising the withdrawal of Coalitionforces from south-west Asia, these US troopswait for the Boeing C-17 Globemaster III totake them home from Joint Base Balad,which was handed back to the Iraqi Air Forcein December 2011. (US Air Force)

Compendium Air, Sea and Land Mobility 2013

convoys are leading to more supplies beingflownout,despite farhighercosts.

Using “multimodal transport”, suchloads are first flown to another country andthen placed on ships for the remainder ofthe journey.Germany, for example, is flyingloads from the Bundeswehr’s main base atMazar-i-Sharif to the Turkish port ofTrabzonon theBlack Sea, and then shippingthem to Emden.

I INTRA-THEATREOne factor increasing demands on intra-theatre airlift, both in Afghanistan andIraq, has been the insurgents’ use ofimprovised explosive devices (IEDs) againstroad convoys.

The resulting airlift demand is beyondmilitary assets such as Beech C-12s andShorts C-23 Sherpas, resulting in USTransportation Command (Transcom)outsourcing to civilian contractors. In theearly years SupremeSite Servicesprovided70per cent of the US Defense Department’scargo liftwithinAfghanistan.

In 2011 the Supreme contract wasreplaced by the $ 4.7 billionTranscomMegaprogramme, which included the use of 18medium/heavy rotary-wing aircraft.Transcom contractors included PresidentialAirways,whichwas anaffiliate ofBlackwaterUSA, but in 2010 sold its fixed-wingoperation to the AAR Airlift Group inFlorida. Other contracts went to BerryAviation in Texas, Evergreen Helicopters inAlaska, andFlightWorks inGeorgia.

Turning to evolving logistic needs, BerryAviation was recently awarded a Transcomcontract to transport commandosof the JointSpecial Taskforce Trans-Sahara in high-riskoperations in 31African countries.

I HELICOPTERSOne of the principal companies involved inAfghanistan since 2009 has been Russia’sUTairAviation (UTA).Aside from240 fixed-wing aircraft, UTA now has over 340helicopters, including 25 Mi-26Ts (20-tonnepayload), fiveMi-10K(eleven tonnes), and55Mi-171/Mi-8AMTs, 67 Mi-8MTVs and 166Mi-8Ts (all in the four-tonnepayloadclass).

The56-tonneMi-26 first flew in1977, andremains the heaviest rotary-wing aircraft inuse.Over300havealreadybeenbuilt, and it isin servicewith elevenmilitary operators.

The Russian armed forces and Emercom(Ministry of Emergency Situations) togetheroperate around 60 Mi-26s, and the DefenceMinistryplans to launchamodernisationand

life-extension programme in 2015. The Mi-26 is still being produced for the RussianAirForce,withdeliveries continuinguntil 2025.

The latest variant is the M-26T2, with aglass cockpit,modern avionics and a crewofthree. It lost the recent Indian Air Force

contest to the much smaller (22.68-tonne)BoeingCH-47F,which is less expensive, has a40 per cent lower disc loading (andconsequently weaker downwash), andreportedly twice the centre of gravity range.

However, the Indian Air Force shouldperhaps keep its two remaining Mi-26s, asthis typehas beenused inAfghanistan as theonly means to recover damaged orunserviceable CH-47s from sites up to analtitude of 8500 ft. The IndianAir ForceMi-26s were used in the 1999 conflict withPakistan, to airlift heavyartillerypieces to theKargilHeights.Theywere recently key assetsin Operation Rahat, providing relief in theflood-ravaged Uttarakhand state, deliveringbulldozers for road reconstruction.

Mil’s greatest successhasbeen theMi-8/17family, of which over 12,000 have been built

04

A US Army sergeant attaches a container to the sling of an Afghan-registeredMil Mi-8AMT(YA-KME) at Forward Operating Base Salerno in Khost Province, Afghanistan. (US Army).

Iraqi Army soldiers deploy from an Iraqi AirForceMil Mi-17 during an exercise inMaysonProvince in 2008. (US DoD).

The Indian Air Force is believed to have ordered 80Mil Mi-17V-5s in 2008 and 71more in 2012.TheMi-17V-5 (illustrated by serial ZP-5166) entered service in February 2012 and is replacingolder Mi-8s in Indian service. (Russian Helicopters).


05

for more than 60 nations. It has been thesubject of a series of procurements by theUnited States on behalf of the AfghanistanNational SecurityForces (ANSF).This beganwithpre-usedaircraft fromRussia, theCzechRepublic and Slovakia, but more recentlyAmerica has bought new-build Mi-17V-5svia Rosoboronexport for Afghanistan’sSpecial Missions Wing. A contract for 33aircraft inMay 2011was followed by one for30more in June2013.

RussianHelicopters is developing theMi-171A2, with 2000-kW Klimov VK-2500sreplacing 1565-kW TV3-117VMs,composite blades, an X-configuration tailrotor, and a crew of two. The VK-2500 isalready in service on the Mi-171E, of whichChinaordered32 in2009 and52 in2012.

Russian Helicopters’ long-termreplacement for the 13-tonneMi-8/17 is the

Rachel (Russian Advanced CommercialHelicopter) project. It appears that the Milproposal (initially V-37) has been selected,although ideas from the Kamov conceptmay later be incorporated. Rachel will enterservice around 2020.

The 15.6-tonne Mi-38 fills the gapbetween Rachel and the Mi-26. Seriesproduction is planned for 2015, with eitherKlimov TV7-117V or P&WC PW127/TSengines. In 2012 theMi-38 set a newaltituderecord for helicopters in the 10-20 tonnecategory, climbing to8600meters (28,215 ft).

America’s big medium-lift success is theBoeing CH-47 Chinook, which inAfghanistan benefited frombeing designedto meet US Army hot/high requirements.The latest version is the CH-47F, whichentered service in 2007. The US ArmyModernisation Program calls for 464 CH-47Fs, plus 61 existingCH-47Ds to be rebuiltasMH-47Gs for Socom (SpecialOperationsCommand).

Following orders totalling 59 new-buildCH-47Fs, in 2008 the US Army placed thefirst five-year contract, for109new-buildand72 remanufactured aircraft, with options on

24 more. In June 2013 a second five-yearcontract called for 177more,withoptionsona further 38 new-built. The 177 included 22for export to Turkey and the United ArabEmirates. Of the US Army’s share, 31 are tobenew-build and124 remanufactured.

The CH-47F has also been ordered byAustralia,Canada,GreatBritain, Italy (wherethe ICH-47F is assembled and fitted out byAgustaWestland), and the Netherlands.Lookingbeyond2020,Boeingplans theCH-47F Block Two with Advanced ChinookRotor Blades (ACRB) and Honeywell T55-715engines, providing20%morepower thanthe current -714A. This aims to fulfil a USArmyrequirement to carry a ten-tonne load,such as the new JLTV (Joint Light TacticalVehicle, the Humvee replacement), for aradius of 93 km from a take-off at 4000 ft(later 6000 ft) and35degC.

The heaviest serving US helicopter is the33.3-tonne SikorskyCH-53ESuper Stallion,used by the Marine Corps. Beginning in2018, theCH-53E isdue tobe replacedby the39.9-tonne CH-53K, powered by threeGeneral Electric GE38-1Bs, and designed tocarry 12.25-tonnes over 205 km under hot,high conditions, tripling the correspondingloadof theCH-53E.

The first of four CH-53K prototypes is tofly in late 2014. In June 2013 Sikorskyreceived a $ 435millionUSNavy contract tobuild fourproduction-representative aircraft,designated System Demonstration TestVehicles (SDTA). The Marine Corps is tobeginoperational evaluation in2017, aimingfor initial operational capability in 2019.Current plans call for 196 CH-53Ks fordelivery by 2028, to equip eight operationalsquadrons andone trainingunit.

TheMarineCorps complements theCH-53Ewith the 23.86-tonne (25.86 tonne fromsto) Bell Boeing MV-22B Osprey tilt-rotoraircraft, of which the service is authorised toreceive 360. At least 50 CV-22Bs are to beproduced for Afsoc (US Air Force SpecialOperations Command). The US Navy canacquire 48V-22s, but is still consideringhowto use Osprey, one possibility being as areplacement for theNorthropGrummanC-2cargo aircraft.

In 2008 Navair (US Naval Air SystemsCommand) signed a five-year $ 10.3 billioncontract with Bell Boeing for 141 MV-22Bsand 26 CV-22Bs, later increased to atotal of 174. In June 2013 a $ 6.4 billion five-year contract was signed, for 92 MV-22Bsand seven CV-22Bs (with options ona further 23).

Exploiting all of Russian Helicopters’technological resources in developing areplacement for theMi-8/17 series, the Rachel(Russian Advanced Commercial Helicopter) isexpected to enter service around 2020.(Russian Helicopters).

Seen landing at a forwardoperating base in Afghanistan,this US Army Boeing CH-47FChinook serial 07-08728 bearsthe dolphin badge of B Company‘Flippers’ from Fort Bragg, NorthCarolina. (US DoD).


TheV-22hasbeen slow to sell abroad, butin April 2013 a US-Israeli agreement wassignedonanarmspackage that includes theV-22. Japanis interested intheV-22asameans toreinforce disputed islands. The V-22 canaccommodate24combat troops, or carry tentonnes internallyor6.8 tonnes externally.

Western Europe’s largest helicopter is the15.6-tonne AgustaWestland AW101, ofwhichover180areonorder for tencountries.Lower down the scale, 529 NH IndustriesNH90shavebeenordered for 14 countries.

I TWIN TURBOPROPSTurning to fixed-wing aircraft, in late-2012the last 8.1-tonneAirbusMilitaryC212 tobeassembled inSpainwasdelivered toVietnam.Thiswas the477thordered, ending42yearsofcontinuous C212 production at Seville.

However, the new upgraded version NC212will be assembled by Indonesian Aerospaceat Bandung. There are currently around 290C212s in service in 40 countries.

The next in the Airbus Military series isthe 16.5-tonne CN235, of which 279 havebeenorderedbymore than40operators.TheUSCoastGuard currently has so far ordered18 of the HC-144A Ocean Sentry maritimepatrol version, half of its planned total.Recent customers for theCN235 include theCamerounAir Force.

The 23.2-tonne Airbus Military C295 isbasically a stretched CN235 with morepowerful P&WC PW127Gs replacing GECT7s, and the longest unobstructed cabinin its class. Some 121 have so far beenordered. The latest orders have come fromEgypt (six), Indonesia (nine),Oman (eight)and Poland (five).

The company is now marketing theimprovedC295W,withwinglets giving over

06

This Royal Air Force AgustaWestlandMerlin HC.3A, serial ZJ990/AA, of No 78

Sqn, RAF Benson in Oxfordshire,England, was one of six AW101Mk 512s

purchased from the Royal Danish AirForce. (AgustaWestland).

One of 59 ordered for the Italian Army, this NH90 serialMM81531/EI 214 was photographed in Afghanistan. Barely visible

in this image is theMinigun fitted at the side door. (NHI).

Landing a Humvee on the aft deck of the USNS Sacagawea (T-AKE-2) dry cargo ship,this Bell BoeingMV-22BOsprey is fromMarineMedium Tiltrotor SquadronVMM-265 ‘Dragons’. (USMarine Corps).


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300 km extra range, and more powerful PW127s for betterhot/high performance. The C295W appears to be aimed at anIndian Air Force RFP issued in May 2013, for 56 aircraft toreplace its Avro 748Ms.

This programme entails the formation of a new privatecompany, the Indian Production Agency (IPA), with no morethan 26% foreign investment. The first 16 aircraft are to bedeliveredwithin twoyears of contract, followedby16 inkit formfor local assembly.The final 32 aircraft are tobemanufactured inIndia by IPA, and the last completed within ten years. Reportslink theTata groupwith IPA.

The Russian Air Force is believed still to operate around 75examplesof the24-tonneAntonovAn-26, last produced in1985.TheDefenceMinistry is considering twopossible replacements:the 20.5-tonne Ilyushin Il-112V (development of which wassuspended in 2010) to be built in Voronezh (Vaso) and aderivative of the Ukraine’s 21-tonne Antonov An-140, built byAviakor in Samara. Aviakor has a licence to manufacture,maintain,modify and further develop theAn-140.

An initial seven An-140-100s have been bought by theRussian Air Force and Naval Aviation, which will need up to120. If satisfied with the basic passenger version, they mayorder the projected An-140S with large freight door, or An-140T with a rear loading ramp. (However, an unconfirmedreport states that Russia plans to buy 62 Il-112Vs). The baselineAn-140-100 is also being built byHesa in Iran as the IrAn-140.An agreement exists forAn-140 assembly inKazakhstan.

China copied the An-26 as the Xian Y-7, with Dongan WJ-5A engines. This led to the commercial MA60 with P&WCPW127Js, the improved MA600 and the all-new MA700 withT-tail and fuselage-mounted undercarriage. The MA700 isdue to fly in 2016, and is clearly aimed at both civil andmilitary applications. However, military sales will behamstrung until China can develop its own engines.

Antonov developed the 27-tonne An-32 specifically forhot/high operations in India, using powerful, high-mountedengines. Over 240 are inworldwide service, and India is havingits remaining 105 An-32s modernised with help from theUkraine. For less extreme conditions, Antonov offers the 28.5-tonneAn-32B-100with derated engines, better economics andlonger range. TheAn-32 is a contender for a forthcomingorderfrom the PeruvianAir Force.

This AirbusMilitary C212-400, serial 1541, is one oftwo flown by Thailand’s KASET, the Bureau of Royal

Rainmaking and Agricultural Aviation. Bydeveloping a light transport suitable for bothmilitary

and civil use, themanufacturer has won orders foralmost 500 C212s. (AirbusMilitary).

08

Compared to the C295, the 32-tonneAlenia Aermacchi C-27J Spartan is a larger,more expensive, wide-body aircraft. It hastwo Rolls-Royce AE2100s, as used on thefour-engined Lockheed Martin C-130J. In2007 the C-27J was selected as the USArmy/Air Force Joint Cargo Aircraft (JCA),with L-3 Communications IntegratedSystems asprime.

However, in 2009 theUSAirForce gainedcontrol of JCA, and in 2012 halted orders,claiming that theC-27Jwas too expensive tooperate. The service has quoted an hourlyoperating cost of $ 9000 for the C-27J,compared to $ 10,400 for the C-130J,although the corresponding Ohio ANGfigures are $2100 and$7000 respectively.

America’s 21 existing C-27Js are shortlydue to go into open storage at Davis-Monthan AFB, Arizona. However, in May2013 theUSAir Force announced a search toidentify potential sources to manufacturefurther C-27Js, with deliveries starting in2016. This evidently responds toCongressional instructions that “The

Secretary of theAir Force shall obligate andexpend funds previously appropriated forthe procurement of C-27J Spartan aircraftfor the purposes for which such funds wereoriginally appropriated.”

There is also a proposal thatUSAir ForceC-27Js,which cost thePentagon$1.6billion,should become a contractor-operated fleetunder a Multi-Agency Airlift Capability(MAAC) programme, serving the needs ofthe Army National Guard (ARNG), SpecialOperationsCommand (Socom)andvariousUSGovernment agencies, suchasHomelandDefense, the Coast Guard and the ForestService. It may be recalled that the originalpurpose of the JCA programme was toreplace theUSArmy’s42ShortsC-23s,whichare still due to retire in 2016.

The C-27J has also been ordered byAustralia (ten via FMS), Bulgaria (three),Chad (two), Greece (twelve), Italy (twelve),Lithuania (three), Mexico, (four), Morocco(four), and Romania (seven). Both theC-27J andC295 are contenders forCanada’sFWSAR (Fixed-Wing Search And Rescue)

programme to replace the de HavillandCC-115 Buffalo and legacy LockheedMartinCC-130.

I TWIN TURBOFANSThe availability of high-bypass turbofans isencouraging the development of twin-jetmediumtactical transports, a category so fardominatedby turboprops.

One suchproject is the81-tonneEmbraerKC-390, a multi-national, dual-role(transport/tanker) aircraft, designed tocarry80 troopsora23-tonnepayload, andpoweredby International Aero Engines (IAE)V2500-E5s. Embraer is working under a $1.5 billionBrazilian government contract to producetwo prototypes. First flight is scheduled forlate 2014, and service entry for2016.

In2010 theBrazilianAirForceannouncedplans to buy 28KC-390s. Embraer has lettersof intent for twelve forColombia, six each forArgentina, Chile and Portugal, and two fortheCzechRepublic.Allof thesecountrieswillparticipate in the manufacture of theairframe. If the Dassault Rafale or SaabGripen wins Brazil’s F-X2 contest, France orSwedenwill be expected tobuyKC-390s.

Embraer has an agreement with Boeingon possible technical and marketingcooperation, and in 2011 announced astretched commercial versionof theKC-390,aimed at the cargo market. Brazil’s Correiospostal service has stated the intention to buy15KC-390s to airliftmail.

In developing a new tactical transport,Antonov has the advantage of alreadyproducing a high-wing twin-jet regionalpassengerairliner, theAn-148andstretched -158 series. Powered by Progress D-436engines, the family has already grown fromamaximumweightof38.55 to43.7 tonnes.TheAn-178 is a further development, retainingthe wing and tail of the An-158, but with alarger fuselage and a rear loading ramp. The

The second of two AirbusMilitaryC295s ordered by the Kazakh Air andAir Defence Forces is pictured atSeville, prior to ferrying to Kazakhstan.The service has an option to buy sixmore. (AirbusMilitary).

The US Air Force has done its best to kill the Alenia Aermacchi C-27J Spartan, seen here indemonstrator form during a visit to South Africa. Congress is now forcing the service to buymore, using previously allocated funds. (Armada/RB).


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prototypemay flybefore the endof2014.Antonov regards theAn-178 as filling the

gapbetween the32-tonneC-27Jand the74.4-tonneC-130J,but itmaybeonthe light side. Incontrast, the Indo-Russian MultiroleTransportAircraft (MTA) is expected togrossaround68 tonnes,witha20-tonnepayload.

TheBangalore-basedMultiroleTransportAircraft Ltd (MTAL) was formed in 2010 byHindustan Aeronautics Ltd (HAL),Rosoberonexport, and Russia’s UnitedAircraft Corporation – Transport Aircraft(UAC-TA), which had been created in 2008todealwith theMTA, the Il-112V, and the Il-76 andAn-124 families.

Thepreliminarydesigncontract forMTAwas signed in October 2012, and a bi-national teambeganwork twomonths later inMoscow. Aviadvigatel PS-90A-76 engineshavebeen selected.TheMTAis scheduled tofly in 2017, leading to deliveries in 2019. It isplanned that 100 MTAs will be built for theRussian Air Force, 45 for the Indian AirForce, and60 for other operators.

Japan’s 141-tonneKawasakiC-2, poweredby GE Aviation CF6-80C2K1Fs, is a muchlarger aircraft. If exports are allowed, theC-2will pose a threat to the Airbus MilitaryA400MandAntonovAn-70.The first of twoprototypes flew in 2010, and two morewere funded in FY2012. The JASDFis expected to buy 40 C-2s to replace itsC-130s andKawasakiC-1s.

I QUAD PROPSThe Lockheed Martin C-130 Hercules hasbeen in continuous production longer thanany other military aircraft. The firstgeneration C-130A/B/E/H entered service

with the US Air Force in 1957, and 2154exampleswerebuilt.Thenew-generation70-tonne C-130J Super Hercules with Rolls-RoyceAE2100Dengines, six-bladepropellersand a modernised flight deck and avionicsfollowed in 1999. Orders currently stand at337 units, of which 303 will be delivered bythe endof2013.

The C-130J is in service with the US AirForce (whichplans tobuy168),MarineCorpsand Coast Guard. International customersinclude: Australia twelve, Canada 17,Denmark four, India six (of twelve planned),Iraq six, Israel four (ofnineplanned), Italy21,SouthKorea four, Kuwait three,Mexico two,Norway four,Omanthree,Qatar four,Tunisiatwo, theUAE twelve andUK25.Mongolia isplanning tobuy threeC-130Js, andCongresshas been notified of a possible sale of two totheFreeLibyanAirForce.

As more nations are cutting defencefunds, Lockheed Martin has proposed thesimpler-equipped C-130XJ, which wouldoffer a 15per cent cost saving.

China’s 61-tonne Shaanxi Y-8 is areverse-engineeredAn-12. It is believed thatover 100 have been built. Venezuela iscurrently receiving eight Y-8F-200s. Asidefrom the basic transport, the Y-8 serves as aplatform for various radars. ThePLANavy’smaritime patrol Y-8J has recently been inthe news, monitoring shipping close todisputed islands in the South China Sea.The projected 77-tonne Y-9 derivativeappears to be on ice due to lacking ofgovernment funding.

Major logistic operations invariablyinvolve outsize loads, requiring the use ofwide-body aircraft such as the Boeing C-17,LockheedMartinC-5orAntonovAn-124.

The latest availablewide-body is themid-size, less expensive 141-tonne AirbusMilitaryA400MAtlas. PoweredbyEuropropInternational TP400s turning eight-bladepropellers, the A400M will be able to carrypayloads up to 37 tonnes, accommodateMrap vehicles and helicopters, and deliverthem at near-jet speed over intercontinentalranges into short airstrips.

It has been claimed that when Franceintervened inMali in early 2013,A400Ms (ifthen available) could have flown heavyequipment direct to the operations area,rather than to an airfield 900 km (and fivedays) away at Bamako, where the C-17s andAn-124s landed.

The first of five ‘Grizzly’ A400Mdevelopment aircraft flew at the endof 2009.The seven launch nations represent adomestic market for 170 units (Belgium

The An-158, here photographed at therecent Dubai air show, clearly shows wherethe DNA of the new An-178 comes from.(Armada/Eric H. Biass)

This artist’s impression of the earlier AntonovAn-148T-100 project gives some indication of the

form of the new An-178 derivative of thecommercial An-158 regional transport. (Antonov).


10

seven, France 50, Germany 53, Luxemburgone, Spain 27, Turkey ten and UK 22). Theonly export customer to date is Malaysia,buying four, but Kazakhstan is consideringbuying two.

The first productionA400M(MSN7)washandedover onAugust 1, 2013 to the FrenchAir Force, which will base its fleet at BA123Orleans-Bricy. The first for Turkey (MSN9)will also to be delivered in 2013, followed in2014 by deliveries toGermany (startingwith

MSN18), Malaysia (MSN22), and Britain(MSN16). Spainwill receive its first (MSN46)in 2017, followedbyBelgium (MSN136) andLuxemburg (MSN133) in2018.

The A400M is currently certified to amaximum gross weight of 132 tonnes, amaximum payload of 32 tonnes, amaximum speed of Mach 0.72, and amaximum altitude of 31,000 ft. There aresome national differences in equipmentstandards. For example, British A400Ms

(whichwill replace RoyalAir ForceC-130Jsfrom2022)will not be equipped for in-flightrefuelling, but will have provisions forretrofitting at a later stage.

Germany and Spain are each planning torelease 13 of their A400Ms for sale, whichcould make aircraft available for earlydelivery, should (for example) the US AirForce develop a need for short-field, wide-body transports for special operations inAfrica. France is looking at some reduction

The AirbusMilitary A400MAtlas isdesigned to transfer and accept fuel inflight. British A400Mswill not be deliveredwith this capability, but will haveprovisions for retrofits. (AirbusMilitary).

T heprogrammestates that at least 50%of the development costs will besustained by the companies. Betterknown as JMR-TD, the programme

aims at reducing risks for the FutureVerticalLift programme, which aims at finding areplacement for both the Blackhawk utilityhelicopter and theApache combathelicopteraround the mid-2030s. The four teams thatreceived the TD contract are evenly dividedbetween major helicopter manufacturers,namely Bell Helicopters and Sikorsky (thelatter teamed with Boeing), and high-techdesign companies, such asTexas-basedAVXAircraft Company and California-basedKaremAircraft.

JMR: a first step towards Future Vertical LiftOn 3 October 2013 the US Army Aviation and Missile Research, Development andEngineering Center announced the four teams that were to be awarded theTechnology Investment Agreements for the Joint Multi Role Technology DemonstratorPhase 1, each team receiving a $6.5 million contract to start with the initial work.

Paolo Valpolini

The AVX Aircraft proposal is based on the Compound Coaxial Helicopter configuration and isthe only one that features a rear ramp. (AVX Aircraft)


11

in its planned A400M fleet, but Turkey isconsideringdoubling its order.

Older physically than theA400M, havingfirst flown in 1994, but arguably moreadvanced technologically, having propfansrather than turboprops, theAntonovAn-70is a long-running on-again, off-again sagathatmight (if launched earlier) have becomeone of the aerospace success stories of theSovietUnion.

Powered by ProgressD-27 engines, eachturning 14-blade contra-rotating propfans,the 145-tonne An-70 is claimed to offerbetter load capacity and performance thanthe A400M at less than half the price ($ 67million, compared to $ 180 million). Attime of writing the sole prototype, with

One of the unique features of the Atlas A400Mis clearly visible here: its mirror-spinning set ofeight-bladed propellers on each one of itssides. With deliveries now underway andmarket confidence building up, the curiosityhitherto displayed for the Atlas (here in fact“Grizzly 5” captured at the recent Dubai AirShow) by potential customers is now turningintomore than just “keen interest”.(Armada/Eric H. Biass)

Newly painted inmilitary grey and pictured inthe Ukrainian winter, the Antonov An-70 hasbeenmodified visibly, with 50%greaterseparation between the propfan discs and asensor turret under the nose. (Antonov).

The purpose of the JMR-TD is toinvestigatedesigns andnewtechnologies, theend of Phase 1 being planned for June 2014.The companies have nine months to refinetheir design and prepare to build a flight testdemonstrator. This will not be a 1:1 scale ofthe final product, the requirement onlycalling for a flying system thataerodynamically represents a full-scalesystem. Summer 2014 should see theselection of two competitors that will thenproduce the two demonstrators that areexpected to take to the air in 2017, withsubsequent testing planned for late 2018-early 2019. The JMR-TD, it is noteworthy, istotally decoupled from the choice the Armywill make for the Future Vertical Lift.Although a joint programme, the JMR isdeeply influenced by the Army as numbersforecast for potential future acquisitionshovers over four-digit figures rather thanthree for theother services.

AtAUSA2013Bell unveiled themock-upof its V-280 Valor. It features a relativelyconventional fuselage,which reminds that oftheBlackHawk,with twowings tippedby theengines. These are fixed, while the rotorsnacelle tilt a laV-22Osprey, butwith reducedcomplexity and increased maintainability

due to the fixed engines. The fly-by-wireflight control system, which is triple-redundant, allowed for various solutions,such as T- and H-shaped tails, though Bellofficials state that theV solutionwas chosenfor its optimal performance balance, itsgood adaptation to antenna requirements,and its adaptability to folding solutionsneeded for the Navy and US Marine Corps.Bell states that at 6,000 feet height and 35°CtheValorwill be able to hover out of groundeffect, as perArmy requirements. The utilityvariant being the curren priority, not muchhas been developed in terms of weaponry

for the Apache replacement, the currentweapon being the same ATK M230LF. Themajor focus is on cost reduction andincreased performance. The V-280promises a 280 knots (hence the name)witha combat range of between 500 and 800nautical miles and a strategic self-deployability range of over 2,100 nauticalmiles(twice those of current helicopters).Combat load of over 5.4 tonnes include fourcrewmembers and 11 soldiers in the utilityversion, which features two 1.8-metre highside doors to allow rapid ingress-egress.

At the sameexhibition, Sikorskyexhibitedamodel of its SB>1Defiantwhich adopts theX2 technology of coaxial contra-rotatingrotors and rear pusher propeller alreadythoroughly test-fliedby the company. “Goingfaster is not the only purpose of the story,”Steve Engebretson, Director advancedmilitary programmes at Sikorsky toldArmada International, “we want to improvehelicopter’smanoeuvrability andproperties,and our coaxial rotor configuration andpusher propeller is perfect for this purpose.”According to Engebretson the coaxial rotorimproves lift and lowers drag. The tailpropellerpushes theaircraft to themaximumspeed allowed by the drag and allows rotor

Themodel of the Bell Helicopters proposal forthe Future Vertical Lift programme. Theengines are located at the tip of the wings, butdo not rotate when flight is transitioned fromhorizontal to vertical. (Armada/P. Valpolini)

This immaculate US Air Force C-130J serial 07-3170 is shown on delivery to Air MobilityCommand’s 317th Airlift Group at Dyess AFB, Texas. Since 2003 the 317th AG has beencontinuously employed in supportingOperations Enduring and Iraqi Freedom. (LockheedMartin).


12

improvements to the engines, propfans,high-lift devices, avionics, flight deck andauxiliary power unit, is waiting to undergojoint Russo-Ukrainian state flight trials.

Two preseries An-70s funded by theUkraine are being completed at theAntonovSerialPlant, andmaybepurchasedbyRussia,if the latter goes ahead with the 2010 plan toacquire at least 60 by 2020. Any further An-70s would be built by the Kazan AircraftProductionAssociation (Kapo), aswould thecommercial An-70TwithMotor SichD-727high-bypass turbofans.

However, in early 2013 Russian DefenceMinistry officials complained of productiondelays (Kapo was to build 21 An-70s by2015), and indicated that it might withdraw

from the programme by the end of the year.One report indicates that Russia would stillexpectKapo todeliver 17An-70s by2020. InApril Antonov announced that it hadsuspended development trials because theRussianDefenceMinistryhad suspended itsparticipation in the programme. TheUkrainianprimeminister then stated thathiscountry would continue with the project,even ifRussiawithdraws,but there aredoubtswhether this is financially possible.

I QUAD JETSOne sure thing for the Russian Air Force isthe210-tonne Ilyushin Il-76MD-90A(aka Il-476), with modern avionics, a glass cockpit,stronger wing and undercarriage, and

Aviadvigatel PS-90A-76 turbofans. It firstflew in September 2012, and a RussianDefenceMinistryorder for 39 tobedeliveredby2018was increased to 48.

Production will take place at Aviastar atUlyanovsk, and is expected tobe followedbyat least 20 more for Russia (which has over100 Il-76MDs in service) and around 30 Il-76s and Il-78 tankers forChina. In June2013Rosoberonexport announced thatChinahadpurchased ten pre-used Il-76MDs as astopgap measure, and that existing ChineseIl-76MDswerebeing refurbished inRussia.

China’s Avic/Xian Y-20, which first flewon January 26, 2013, might be regarded as awide-body Il-76 derivative. It is believed togross slightly over 200 tonnes, and began

This Indian Air Force Ilyushin Il-76MD ispictured at Joint Base Peral Harbor –

Hickam, with US Air Force Boeing C-17s inthe background. (US Air Force).

bladepitch tobedecreased to further reducedrag.Low-speedmanoeuvrability is theotherkey element, the configurationallowingbothnose-up or nose-down hovering accordingto the needs. “We are quite ahead ofdevelopment as following filingourproposalin March, we started working since April,well ahead of selection,” concludesEngebretson. In the JMR-TD programmeSikorsky is teamed with Boeing, the Defiantteampromising a 100-knot improvement inspeed (the latestBlackHawkshavea150-knotmaximum cruise speed), a 60% greatercombat radius anda50%betterhot-and-highhover performance. The Defiant featuresfour-blade coaxial counter-rotating rotorsanda seven-bladepushingpropeller,with anH-tail which also hosts the elevator-ruddersystem, and one wide sliding door on eachside to allowquickoperationson theground.At its AUSA booth Sikorsky also exhibitedthe S-97 Raider mock-up, which adoptsa similar configuration although withreduced dimensions, and assembly ofwhich started in September 2013.

The twodesigncompanies involved in theJMR-TDphase,AVXAircraftCompanyandKaremAircraftwerenot exhibiting atAUSA,but theirproposalshavebeenwell advertised.

In recent years AVX Aircraft developed andpatented theCompoundCoaxialHelicopter(CCH) configuration that fully responds tothe JMR-TD requirements. According toAVX the CCH provides huge advantages inpower requirements thanks to the lack of a

tail rotor and to rotor-on-rotor wakeinteractions, the overall reduction beingestimated at 15-18%. Fan propulsiveefficiency being higher than that ofconventional helicopter configuration, atcruise speed inducedpower is 20% less,whileAVX also states that ducted fans are moreefficient than tilt rotors. Combining greaterspeed and fuel efficiency, AVX estimates a60% increase in productivity overconventional helicopters. The configurationcurrently proposed sees a tail-less fuselage

At AUSA Sikorsky exhibited themock-upof its S92 Raider, a smaller aircraft comparedto the JMR-TD proposal, assembly ofwhich started last September at thecompany’s facilities. (Armada/P. Valpolini)


13

with two short wings located over the frontdoors, and twoducted fans on the rear sides,clearing the tail for a ramp.

According to illustrationsAVXhelicoptershould carry up to 14 soldiers plus a crew offour. The capability to land both nose-up ornose-downallows to considerably reduce therisks of brown out when landing in sand ordusty areas, asnosedownattitudedownwashtends to thrust dust backwards.

Should the Army opt for a singleconfiguration for both the utility and attackroles, AVX proposes to use the internalvolume in the attack version for internalweapon carriage with a view to reducingdrag, while the ramp would allow rapidreloading. The tail-less solution also reducescomplex tail-folding systems for navalapplications, blade folding becoming theonly requirement. Should the AVX designsucceed in the FLV bid the company willmaintain the prime position and will puttogether a teamof vendors that will providethe sub-assemblies while one of them willcreate the assembly facility (the companybelieves that this solution ss the most cost-effective one). AVX is proposing a CCHsolution also for the upgrade of existinghelicopters, such as theOH-58D.

Last but not least, Karem Aircraft,proposes a tilt-rotor configuration, thecompanyhavingdeveloped concepts such asthe Joint Heavy Lift and the regionalAerotrain aircraft, both based on tilt-rotortechnology. Tilt Rotor 36 TechnologyDemonstrator,TR36TDin short, is thenameof the Karem Aircraft proposal, where 36 isthe rotor diameter in feet. The aircraftarchitecture resembles that of the othercompany projects, such as the JointHeavy Lift, with the nacelles located atabout two thirds of the wing. The nacelle,

rotor/propeller and outer wing section allrotate when shifting from vertical tohorizontal flight.A small vertical tail ensuresflight stability.Thekey element in theKaremproposal, however, is the Optimum-SpeedTiltRotor (OSTR) concept, which was firstusedon theA160Hummingbirdunmannedhelicopter that has now become a Boeingproduct. The initiator of that concept wasAbeKarem,nowCEOofKaremAircraft, thesystembeingbasedonahingeless rigid rotorwith variable rotational speed, which istrimmed according to the flight situation. Inthe OSTR blades are rigidly attached to thehub, which is itself attached rigidly to themast, blades being controlled electronicallyand individually, thus there is no swashplate.This reduces complexity as well asmaintenance costs. Moreover the Karemdesignpromises to offer higher speeds,withestimates quoting 360 knots. No furtherdetails havebeenprovided, but the companyholdsnumerousotherpatented technologiesthat might become part of the TR36TD. Incase of success in the following FVLprogramme it is highly probable that forproduction Karem will maintain primecontractorship and outsource most of themanufacturing andassemblywork.

The Sikorsky-Bell team unveiled themodelof its SB>1 Defiant, which adoptsthe X-2 configuration, a technology thatSikorsky has proven in the last few years.(Armada/P. Valpolini)

flight trialswithSolovievD-30KPengines (ason the Il-76), although it is later to haveChinese WS-118s. The earliest possibleservice date is 2017.

Aviastar is refurbishingandupgrading ten402-tonneAn-124Ruslans toAn-124-100Mstandard for Russia’s Military TransportAviation (VTA). Russia’s armamentprogramme for 2011-2020 includes 25 suchupgrades, with plans for 15 new-buildaircraft beyond2020.

Russia and the Ukraine have had multi-yeardiscussions about launchingproductionof the modernised An-124-200 at Aviastar,which assembled the final two An-124-100s(for civil use) in 2004. However, in theabsence of a Russian Air Force order, thesetalks have been fruitless. Volga-Dnepr hasbeen studying assembling modernised An-124s with Western engines and avionics atLeipzig/Halle airport inGermany,where theAn-124s of Nato’s Strategic Airlift InterimSolutionoperation are based.

The US Air Force is meanwhileproceedingwithmodernisationof its fleet of381-tonne Lockheed Martin C-5s. ByFY2017 this will consist of 52 C-5M SuperGalaxieswithGEAviationF138 (CF6-80C2)

engines and only 29 C-5As. Some 46 C-5Asare being retired, but will be kept in flyablestorageuntilCongress decides their future.

Oneof thegreat success stories ofmilitaryairlift hasbeen theBoeingC-17GlobemasterIII, of which the US Air Force received its223rd and last on September 12, 2013. Theproduction line is currently being kept openby international sales. Australia has so farordered six, Canada four, India ten (withoptions on a further six), Kuwait one, Qatarfour, the United Arab Emirates six andBritain eight. In addition, the twelve-nationStrategic Airlift Capability consortium ofNato and Partnership for Peace nations

operates threeC-17s, ofwhichone is suppliedby the US Air Force. An unspecifiedcustomer has ordered two, bringing firmexport orders to 43.

Boeing indicates thatAlgeria is interestedinbuying four to sixC-17s.NewZealandhasan agreement with Australia to obtain flighthours on RAAF C-17s in exchange for timeonRNZAFC-130Hs andBoeing757s.

In anticipation of repeat orders fromAustralia and India, and to facilitatenewsalesto Algeria, Saudi Arabia and Singapore,Boeing is to build 13 ‘white tail’ C-17s. Theplanned production total is now 279 units,with the linedue to close in 2015.

This US Air Force Boeing C-17Globemaster III is demonstrating itsability to use unpaved forwardairstrips. (Boeing).


T he United States maintains the largestand most capable amphibious force inthe world, and the recent strategicshift towards the Asia-Pacific and

Middle East areas highlights the requirementfor new LHA-type amphibious assault ship.

I LANDING HELICOPTER DOCKSGAINMOMENTUMA key element of the Seapower 21 pillars ofSea Strike and Sea Basing, and a cornerstoneof the Amphibious Readiness Group(ARG)/Expeditionary Strike Group (ESG),the “Big Deck Amphib” LHA/LHD/LHA(R)family represents the largest amphibiousships built for US Navy. Under the Tarawa-

class LHA replacement program, in June2007, the former Tarawa and Wasp-classesIngalls Northrop Grumman Ship Systemsshipbuilder, today Huntington IngallsIndustries (HII), was contracted for theconstruction and delivery of the new LHAfirst-of-class, which is an aviation-centricmodified version of the Wasp-class MakinIsland LHD, featuring the same propulsion

The Sea to Land LinkJoint expeditionary andmultinationalmissionsworldwide have developed a need formaritime forces that are versatile, flexible andmobile, capable of operating inconflicts, security enforcement and humanitarian relief operations, and able to sustainoperations for extended periods. Translating thesemissions into equipment capabilityrequire both first-rank and less-sophisticated naval forces.Multipurpose amphibiousship are required tomatch available budgets, themultiple attributes of amulti-spotaviation capability, protected load/offload and accommodation forwatercraft, extendedC3 capabilities, organicmedical/primary care facilities, and a large internal volume forpersonnel, vehicles and othermateriel transportation.

The Italian Navy’s Fincantieri-built Cavour hasparticipated in the Haiti humanitarian operations,putting to test its multifunction hangar with rear ramp,that can accommodate armoured andwheeledvehicles for expeditionary and humanitarianoperations. (BrazilianNavy)

Luca Peruzzi

14 Compendium Air, Sea and Land Mobility 2013

plant based on gas (and auxiliary electricmotors for low speed propulsion) turbinesinstead of older LHD/LHA steam turbines,both offering a 20+ knots maximum speed.

Key differences between the new LHA 6and the LHD class ships include the deletion ofthe well deck, an enlarged hangar deck withenhanced aviation maintenance facilities,cargo stowage and increased aviation fuel.I accommodates both Bell/Boeing MV-22Osprey tilt-rotor and the Lockheed MartinF-35B Lightning II aircraft, in additionto an electronically configurable C4ISR(Command, Control, Communication,Computer, Intelligence, Surveillance andReconnaissance) suite. With a 44,971-tonnefull load displacement, length and beam ofrespectively 257.3 and 32.3 metres, the LHA6 America can carry the same 1,687-strongMarine Expeditionary Unit force alreadyembarked on Tarawa and Wasp-class assaultships, supported by a more powerful fixed-and rotary-wing group including six BoeingAV-8B Harrier II Plus or F-35Bs, 12 MV-22Ospreys, four Sikorsky CH-53E/K Super SeaStallions, four Bell AH-1W/Z Super Cobrasand three UH-1N/Y Hueys in addition to twoMH-60S Seahawk transport/SAR helicopters.

The LHA 6 America is today scheduledfor delivery to the US Navy in the firstquarter of 2014, followed by the LHA 7, arepeat design configuration of the first-of-class with fact of life updates for equipment

obsolescence. Beginning with LHA 8, whichis planned for procurement in Fiscal Year2017, the Navy will reintegrate the well deckinto the large deck amphibious assault shipsto provide necessary surface lift capacity,together with a reduced island.

The British forces participation in theBalkans operations in 1993, and the

unavailability of a purpose-built platform,paved the way to the construction andcommissioning of landing platformhelicopter (LPH) Ocean in September 1998.With a 21,500-tonne displacement, lengthand beam of respectively 203,4 and 35metres and a diesel-based propulsionoffering a max speed of 18 knots, the LPHOcean has been built to commercialstandards and is capable to transport andtransfer ashore up to 830 Royal Marines,matèriel and cargo with four LCVPpersonnel and landing craft and up to 18helicopters, including 12 AgustaWestlandSea King HC4 Commandos and 7 LynxAH7s, but also Merlin AW101 and BoeingChinooks in addition to British Army’sApache AH.1 combat helicopters. Shecontributed to Operation Telic in 2003during the Second Gulf War and morerecently took part in Libyan operations withan embarked detachment of 4-5 Apachecombat helicopters. Babcock recentlycompleted a massive LPH upkeep andupgrade programme, including the new BAESystems Artisan 3D 997 Medium RangeRadar, four 30 mm MSI Defence SystemsAutomated Small Calibre Gun (ASCG) toreplace existing 20 mm guns, the DefenceInformation Infrastructure (Future) (DII(F))enabling information sharing andcollaborative working across the ArmedForces and MoD and BAE SystemsDNA(2) command system for weapons

15

The future of fixed-wing airoperations fromUSNavy’s

amphibious vessels is represented byLockheedMartin F-35B Lightning II

STOVL (Short Take-Off VerticalLanding), here depicted onWasp(LHD 1) ship during the second at-sea aircraft development test event

this summer. (US Navy)

The higher end of US Navy’s amphibious fleet is represented byWasp-class LandingHelicopter Docks (LHD), which latest iteration, theMakin Island (LHD 8) features a propulsionplant based on gas turbines and auxiliary electric motors for low speed propulsion,instead of the older LHD/LHA steam turbines. (US Navy)


management, in addition to platformsystems enhancements or replacements.

Built by DCNS and STX France, withDCNS acting as combat system supplier andintegrator, the Bâtiment de Projection etCommandement (BPC) platformrepresents the successful output of FrenchNavy’s joint expeditionary capabilitiesplans. With a full load displacement of21,500 tonnes, a length of 199 metres and abeam of 32 metres, together with an all-electric propulsion system based on twopodded motors providing a maximumspeed of 19 knots, the Mistral class/BPC cantransport a battle group of 450 troops inaddition to 60 armoured vehicles, including13 Leclerc main battle tanks. The design alsooffer ample capacity for hospital facilitiesand extensive joint command operationsmodular facilities.

The third-of-class Dixmude (the fourthhas been cancelled) introducedenhancements based on the previous vesselsin-service experiences, including better viewfrom island modified bridge area andintegration of DCNS Senit 9 combatmanagement system (CMS) with ThalesMRR3D-NG multirole radar, radio andatcoms suite, and SIC 21 command supportsystem. A sensor suite upgrade for all FrenchNavy’s amphibious fleet is introducing theSagem Eoms-NG to provide both 360°surveillance and 360° weapon system control.Self-protection is assured by two MBDASimbad twin-Mistral missile launchers andtwo 20mm guns. Troops, matériel andvehicles can be delivered ashore by up to 16embarked rotary-wing platforms, includingNHIndustries NH90 TTH/NFH andEurocopter AS532AL/EC725 Cougarmedium tactical transport, being supportedby EC665 Tigre HAP/HAD combathelicopters, in addition to four CTM(Chaland de Transport de Matériel) landingcraft type or two L-CAT/EDA-R (Engin deDébarquement Amphibie-Rapide) high-speed landing craft.

The first of two BPC-type vessels (LHD -Landing Helicopter Dock), christenedVladivostock and on order from DCNS for theRussian Federation was floated out of itsbuilding dock at STX France’s Saint-Nazaireshipyard on 15 October 2013. Theprogramme has proceeded as planned sincethe contract came into force in late 2011, withthe vessels on schedule for delivery in late2014 and late 2015 respectively, providing ahuge enhancement to Russian Navy’s

16

The higher end of UK RoyalNavy’s amphibious fleet is

represented by Ocean landingplatform helicopter (LPH),

which has recently completedan extensive overhaul and

upgrade program. (UKMoD/Crown Copyright)

Together with first-of-class USS America (LHA 6), which is to be delivered by 2014 beginning,the following LHA 7will be an aviation-centric modified version of theWasp-class, without thewell deck, designed for operations with F-35Bs andMV-22Bs. (US Navy)

The French Navy has in service threeplatforms belonging to the Bâtiment deProjection ed Commandement (BPC)

Mistral class, which can carry a battle groupof 450 troops plusmain battle tanks,vehicles and support. (French Navy)


17

capabilities in power projection sector. Noofficial Russian confirmation was howeverprovided about the following two shipsconstruction. STX France is building thevessel platforms as a subcontractor to DCNS,while OSK is contributing to the constructionof both vessels as a subcontractor to STX.These platforms will differ from French Navy-standard built BPC for specific requirements,including higher hangar for the Kamov Ka-52K Alligator attack and Ka-29 armedtransport helicopters, the well dock doorcomplete closing, and onboard systemsadapted to Russian standards and coldtemperatures, in addition to a modified islandand slightly reinforced hull.

According to the latest reports, anexportable version of DCNS Senit combatmanagement system is to be installed,together with a communications suite allegedto include both Russian and Frenchequipment, based on Thales Aquilon fullyintegrated system. The vessels are to be armedwith two AK630 30mm gatling guns and twoSA-N-10/Gibkha 3M-47 quad-launchers self-defence weapon systems. The RussianFederation Navy also ordered four LCMs,represented by French New Generation CTM,which will be built by STX France underDCNS design and delivered with the ships.

With the retirement of the 16,700-tonnePrincipe de Asturias Matador aircraft carrier

in February 2013, the Buque de ProyecciónEstratégica (BPE) or strategic projectionship Juan Carlos I will be the Spanish Navy’sprime aviation carrier platform. Built byNavantia with a view to leading amultinational task group with a brigade-sizelift of amphibious forces and commissionedin service in September 2010, the JuanCarlos I is a multirole vessel that canaccomplish amphibious, disaster relief andaircraft carrier operations, thanks to a 12°ski-jump and aviation facilities for BoeingAV-8B Harrier II Plus. With a 27,050-tonnedisplacement and length and beam ofrespectively 230.8 and 32 metres, togetherwith a combined diesel-electric and gasturbine propulsion system with two pod-type propellers offering a max speed of 21knots, the Juan Carlos I can transport anamphibious force of 910 troops, to 12 mainbattle tanks, 65 wheeled an 27 amphibiousarmoured vehicles. 18 to 25 helicopters mayinclude a mix of NH90 TTH/NFHs, SeaKing SH-3Ds, AB-212s, CH-47 Chinooksand soon EC665 Tigre HAD combathelicopters, in addition to four Navantia-build LCM1E type landing craft or one air-cushioned landing craft.

Built under the Amphibious Deploymentand Sustainment JP2048 phase 4A/Bprogramme assigned in 2007 by Australia to

With the retirement of Principe de Asturias onFebruary 2013, the Buque de ProyeccionEstrategica (BPE) Juan Carlos I provides anaviation carrier platform in addition toamphibious capabilities (Spanish Navy)

Computer-generated image of the Russianversion of theMistral, the first-of-class

Vladivostock. She was launched on 15Octoberand is to be delivered in October 2014. Together

with her twin, the Vladivostock BPCwill beassigned to the Russian Pacific Fleet. (DCNS)


BAE Systems Australia Defence-ledindustrial team including Navantia andcombat system suppliers, the contract coversthe delivery of two 27,800-tonne Canberra-class LHDs based on the Spanish BPEproject, in addition to combat directionsystem integration centre, simulated trainingand integrated support. These LHDs differfrom the Juan Carlos I mainly in theirequipment suite that includes a derivative ofthe Saab 9VL Mk3E combat managementsystem, a Sagem Vampir-NG EO/IR, a SaabGiraffe AMB multifunction radar, an L-3Communications integrated communicationsystems, a Sperry and Kevin Hughesintegrated navigation and a helicoptercontrol radar suite, a self-defence packagebased on ITT Exelis ES-3701 ESM, BAESystems Australia Nulka missile decoys plusRafael Typhoon 25 mm remote weaponsystems. In addition to an air component

which can include Eurocopter Tiger ArmedReconnaissance Helicopters (ARH), NH90TTHs, Sikorsky Blackhawks/Seahawks andBoeing CH-47 Chinooks, the contingent ofaround 1,050 troops, 110 vehicles andmatériel can be delivered with the sameNavantia-built LCM1E type landing craftacquired in 12 examples under a separatecontract and capable of 13,5 knots with mainbattle tank payload. The Canberra classLHDs will be delivered respectively inFebruary 2014 and August 2015, providing aquantum leap in amphibious and disasterrelief operations in the Asia-Pacific regioncompared to current Australian DefenceForces dedicated capabilities.

The new BDSL (Bâtiment deDébarquement et de Soutien Logistique)platform being built for Algeria under a€400 million contract assigned in July 2011to Orizzonte Sistemi Navali (a joint-venture

18

With a 27,800 tonne displacement, theCanberra-class can carry around 1,050

troops withmain battle tanks, vehicle andmateriel, in addition to a large aviation

detachment including both transport andcombat helicopters. (Saab)

The first-of-class Canberra LHD, based on SpanishNavantia BPE project, is planned to enter in servicewith Royal Australian Navy in the first quarter of2014while the second-of-class will follow in the

quarter of 2015. (BAE Systems Australia)

The new amphibious and logistic supportvessel (BDSL) being built for the AlgerianNavy by Fincantieri as part of OrizzonteSistemi Navali (OSN) joint-venture with SelexES, is an evolution of the Italian Navy’s LPDsandwill be launched in December 2013.(Armada/Luca Peruzzi)

The new amphibious and logistic supportvessel being built for Algerian Navy byFincantieri, presents an advanced combatsystem provided by Selex ES withmultifunctionactive phased-array antenna-equipped radarandMBDA Aster 15 surface-to-air missilesystem. (Armada/Luca Peruzzi)

RMKMarine in Turkey has developed its ownthrough-deckmultipurpose design to bid forthe national programme related to theprocurement of a large 25,000-toneamphibious vessel and landing craft.(Armada/Luca Peruzzi)


19

between Fincantieri and Selex ES) is to belaunched in December 2013 according toplans. With a slightly longer (142,9 m) andbeamier (21.5 m) hull, an increased 8,800tonne displacement and a diesel-basedtwin-shaft propulsion system providing a 20knots max speed, it boasts two helicoptersspots and an below-deck aviation hangar.The combat system includes a Selex ES CMSand an MFRA (multifunction functionradar active) radar with an MBDA vertical-launch Aster surface-to-air missile, SelexES/GEM Elettronica integrated bridge andnavigation, Elettronica ESM with OtoMelara decoy launchers, 76/62 mm SuperRapid and 25 mm guns. The BDSL canaccommodate around 440 troops andtransport three personnel-carrying LCVPsand three vehicle-transporting LCMs, thelater in the stern dock.

Based on the internationally marketedMultifunctional ship LHD-based design,Fincantieri received from Italian Navy afeasibility study contract for a 20,000-tonneLHD project with a length and beam ofrespectively around 190 and 33 metres, astill-to be selected propulsion systemoffering a 20-knot max speed and thecapacity to transport up to 750 troops withample of space for wheeled, armouredvehicles and cargo. Featuring aFinmeccanica-provided, but reducedcombat management and weapon package,the stern dock is to accommodate up to fourLCMs or two LCACs, while the aviationhangar will have space for six AW101helicopters which can operate from six aspot-configured flight deck. Funding could

become available in 2014, with a forecastdelivery around decade-end.

To win the Turkish tender for a more-than 25,000-tonne through-deck LHD-type,which is unlikely to be awarded before 2014,Sedef of Turkey teamed with Navantia to bida variant of the Juan Carlos I. Desan’s offer, onthe other hand is based on ChinaShipbuilding & Offshore International Co(CSOC) 20000T Landing Patrol Dock (seebelow). RKM Marine developed its own

through-deck multipurpose design, andpresented it at the IDEF 2011 exhibition.With a 25,000-tonne displacement, a lengthand beam of respectively 216 and 34 metres,a flight deck with four landing spots forheavy helicopters and a well dock capable toaccommodate two LCACs or four LCM, theLHD is powered by four diesels generating amaximum speed of 22 knots. The RKMdesign can accommodates 1,068 personnelincluding the landing force, and can carry90+ vehicles including 13 main battle tanks,around 80 armoured/transport vehicles, sixSeahawks or four AW101s in the hangarplus smaller ones on the vehicle deck. TheTurkish Havelsan combat system includes aself-defence gun suite.

I ASIA PACIFICWith the recent economical strategic shifttowards Asia-Pacific region, the powerprojection and disaster relief capabilityrequirements of the higher rank navies ofthe area were significantly boosted.

China Shipbuilding &Offshore Internationalcompany (CSOC) is offering on theinternational market a 211-metre designcalled 20000T Landing PlatformDock with afull-hull length flight deck and hangar forhelicopters and awell-deck for amphibiousoperations. (Armada/Luca Peruzzi)

Singapore TechnologiesMarine (STMarine) is offering a 14,500-tonne version of its Endurancefamily of amphibious vessel, which features a continuous flight deck with hangar for helicopters,and awell as a landing craft deck. (Armada/Luca Peruzzi)



Unveiled at Defense & Security 2012exhibition in Bangkok in model form, theChina Shipbuilding & Offshore InternationalCo (CSOC), ship is known as the 20000TLanding Patrol Dock. The 20,000-22,000-tonne, 211-metre long and 32,6-metre wideLHD is powered by four diesels, has a 7,000nm range at 16 knots plus a 30-dayendurance. Besides a well-deck, a flight deckwith four helicopter spots and a hangar forfour helicopters, the new LHD features aChinese-based combat system with two FL-3000N missile launchers and two 40 mmguns. It could accommodate up to 1,068personnel, including 700 troops, over 50armoured vehicles and eight helicopters. It isaimed at the export market exclusively, asduring a Chinese TV interview in November2012, a People’s Liberation Army AviationNavy admiral indicated that a national designwould be much larger, similar in size toAmerican LHDs, approaching 40,000 tonnes.

Drawing heavily on Singapore Navy’sexperience with its four 141-meter longEndurance-class tank landing ships (LST),which was also built for Thai Navy, SingaporeTechnologies Marine (ST Marine) unveiledthe Endurance 160 design variant of thefamily in late 2010. With a 14,500-tonnedisplacement and 163.7-metre length, acontinuous flight deck with five landing spots

with hangar accommodating up to sevenhelicopters, the Endurance 160 has 290-strong crew and air wing personnel and canembark 400 troops in addition to 27armoured vehicles, with a speed of 22 knotsand endurance of 7,000 nm (15 knots), andup to four Fast Craft Utility landing vesselsin the well-dock.

In the 1998-2003 period, Japancommissioned three Osumi-class LPDs,which were built by Mitsui and Universalshipbuilders. The 14,000-ton ships resembleItaly’s San Giorgio-class but with a largerflight deck and a stern dock. Officiallyintended as helicopter platforms, they caneach carry 330 troops, 10 main battle tanks

The recent years sovereignty incidentswith neighbouring countries have pushedthe Japanese Government to enhance itsamphibious capabilities, todayrepresented by the three Osumi-classamphibious transport dock operatingLCACs. (US Navy)

Currently operating only one 19,000-tonne classLPH, the South Korean government is planningto fill the gap until a light aircraft carrier istentatively set for service in 2036, with a secondDokdo-class LPH reported to be capable tooperate STOVL aircraft (US Navy)

21Compendium Air, Sea and Land Mobility 2013

or 1,400-tons of cargo. Built by IHI MarineUnited and commissioned into service on18 March 2009, the 19,0000-tonne and 179metre Hyūga (DDH-181) has participatedto exercise Dawn Blitz in San Diego,California on last June, carrying JapanGround Self-Defence Forces troops, combatand transport helicopters. On the sameoccasion, the Hyūga became the firstJapanese ship to have an American MV-22Osprey land aboard, emphasising theJapanese MoD’s intention to protect thenational border islands.

South Korea commissioned Dokdo LPHin July 2007. Built by Hanjin HeavyIndustries under a contract awarded inOctober 2002, the today-single 19,000-tonLPH can lift 720 troops and 10 tanks,operate two LCAC from a stern dock andhas a 10 UH-60 helicopters-capable hangar.Last October, South Korean Parliamentrepresentative unveils the national interestin deploying two light aircraft carrier by2036, looking to different intermediatesolutions to fill the gap, including equippingthe second-of-class Dokdo LPH with a skyjump to operate short-take off and verticallanding (STOVL) aircraft to be deployedafter 2019.

Through-deck LHD-type designs ofdifferent size and displacement attracted theinterest of other nations including Malaysia,Philippines and South Africa, althoughtheir requirements may also be met byNavantia’s Athlas 13,000-26,000-tonnefamily or ThyssenKrupp Marine Systems’15,000 to 20,000-tonne Multirole HelicopterDock equipped with a through-flight deckand stern dock. The MHD150 (15,000tonne) can lift 750 troops, vehicles andcargo, landing crafts or LCAC and aneleven-NH90 detachment.

I LPD, LST AND JOINT SUPPORT SHIPSThe San Antonio-class amphibious transportdock - LPDs represent a quantum leap overprevious amphibious ship projects, as itfunctionally replaces four different type ofclasses’ platforms for a total of over 41 ships.The 208-meter long and 25,300-tonnedisplacement LPD-17s feature a well deck forLCACs, LCU and Amphibious AssaultVehicles, and a stern flight deck to launch andrecover as well as hangar facilities toaccommodate two CH-53E Super SeaStallions. Built by Huntington IngallsIndustries (HII) Avondale facility, LPD-17saccommodate 360 crew and 699 personnellanding force with their tanks, vehicles andmateriel. The diesel-based propulsion system

yields over 22 knots of speed. The combatmanagement system is based on theRaytheon Ship Self-Defence System (SSDS)Mk2, with fully integrated data networksystem and sensors suite including ExelisAN/APS-48E long range air, NorthropGrumman AN/SPQ-9B horizon search andAN/SPS-73 navigation radars together withRaytheon AN/SLQ-32B(V)2 ESM/ECM-based EW suite. The armament includes twoMk46 30mm guns, two Raytheon RollingAirframe Missile launchers and ten 12.7 mmmachine guns. Plagued by several technicalproblems which have been progressivelycorrected but not yet completely tested andverified, the LPD-17 class has seen thecommissioning of nine vessels, while two

The Netherlands’ Damen Scheldeshipbuilder successful Enforcer LPD family

has been adopted by three nations,including UK, Spain and Netherlands. (The

NetherlandsMoD)

ThyssenKruppMarine Systems is offering its MultiroleHelicopter Dock (MDH) vessel family for customers interestedin improving amphibious capabilities. (TKMS)

22

more are under construction. To fill the gap inamphibious shipbuilding programmes, HIIis already proposing a scaled-down LPD,known as LPD Flight II for LX(R) to replaceLanding Dock Ship class (LSD41/49), withthe same big hull but dispenses with many ofthe 17’s more expensive features and largersuperstructure. Currently the Navy isconducting an analysis of alternatives forthe new class.

In Europe, the Dutch Damen Scheldeshipbuilder has produced three generationsof the highly successful Enforcer series forRoyal Netherlands Navy, followed by fourRoyal Navy’s Bay class landing ship docksbuilt in Britain by BAE Systems, and Spain’stwo Galicia class LPDs. Damen Schelde’slatest iteration is the Joint Logistic SupportShip (JSS) for the Royal Netherlands Navy .The ship’s final outfitting and armamentinstallation is underway and entry intoservice scheduled for 2015. With a 27,800-tonne displacement the 204.7 metre KarlDoorman, as it has been christened, will havereplenishment-at-sea facilities and stowage,a well deck for accommodating cargo transfer

via landing craft, a helicopter deck for twoChinooks operating simultaneously and ahangar for up to six NH90 and AH-64D-sized helicopters, together with hospital andC4I facilities. Able to accommodate up to 300personnel including a 159 crew members, theship combat system includes a ThalesNederland Integrated Mast with SeaMaster400 Smile air surveillance andSeaWatcher 100 SeaStar surface detectionradars, and Gatekeeper electro-opticalsurveillance system. Armament will includetwo Goalkeeper CIWS, Oto Melara’s two30 mm Marlin and four Hitrole NT 12.7 mmremotely controlled guns.

In the Asia-Pacific area, countries suchas China and Indonesia have developed orbought new LPDs, while others such asIndia have acquired second-hand vesselsand are planning to develop an amphibiousships fleet.

Built by Shanghai-based Hudong-Zhonghua shipyard, the Chinese Yuzhao-class Type 071 LPDs started being deliveredin late-2007. Currently three are in servicewhile at least a fourth under construction.

Like the US Navy’s San Antonios, they boasta stern well-deck capable to accommodatefour Type 726 Yuyi class LCACs and a sternflight deck with two spots for French SuperFrelon-derived Z-8 medium transporthelicopters, four of which can beaccommodated in the hangar facilities. The28,000-tonne and 210-metre long platformsfeature a 47,200 hp diesel-based propulsionplant, providing a 22 knots max speed and6,000 nm (11 knots) endurance. Thesevessels are reported to have a 120 crewcomplement and accommodation for 500-to-800 landing force personnel as well asspace for materiel, equipment and 15-20amphibious armoured vehicles. Ship self-protection capabilities include one AK-17676 mm gun and four AK-630 30 mm CIWS.Type 071 LPDs may operate as task forceflagship, or conduct humanitarianmissions. It is being marketed abroad, asrecently seen in Malaysia.

Daesun Shipbuilding & Engineering Co.of South Korea have however designed thefour 11,300-tonne and 125-metre Makassarclass LPDs built by local PT PAL shipyards.

Indonesian Navy is one of the amphibious platformcustomer which has elected to put into service aship built nationally but developed by a foreign

company. Here depicted one of theMakassar classlanding transport dock. (US Navy)


23

The same family’s project was selected in2012 by the Peruvian Navy for the BuqueMultipropósito programme. The first waslaid down in Sima Callao shipyard on July2013, while a second unit is planned.

I SEA BASING & SHIP-TO-SHORECONNECTORSAs part of the US Navy and Marine Corpsplan to allow a greater level of sea-basedoperations, reducing pressure on theservices’ Amphibious Ready Groups andMarine Expeditionary Units, the US Navyawarded a contract to General Dynamics-Nassco in August 2010 for three MobileLanding Platform (MLP), which arebecoming the centrepiece of the Sea Basingconcept, in concert with the Joint HighSpeed Vessel (JHSV) fast intra-theatretransportation.

The first-of-class Montford Point (MLP1) and its current sister vessel underconstruction, are designed as open oceanstaging platforms, providing the corecapabilities to transfer personnel, vehiclesand equipment from Military SealiftCommand’s (MSC) cargo ships to US Navy’scurrent and future air-cushion landing craftand new JHSVs, and deliver them ashore.Derived from the commercial Alaska-class

oil tanker, the 83,000-tonne, 239-metreplatform will boat float-on/float-offtechnology, allowing MLPs to partiallysubmerge, facilitating easy of movement ofcargo and craft and transfer of it from MSClarge, medium speed, roll-on/roll-off ships(LMSRs) in up to Sea State 3 conditions,operating up to 25 nm from shore with 1.25-metre waves. With a crew of 34 and a 15-knot top speed, the platform standard fitincludes add-on modules that support a

vehicle and equipment staging area of25,000 square feet and 380,000 gallons of JP-5 fuel storage, side-port ramp, largemooring fenders and up to three landingcraft air-cushioned vessel lanes to supportits core requirements. Potential futureplatform upgrades as well as additionalcapabilities can be incorporated, to conducta range of operations includinghumanitarian assistance/disaster response(HA/DR), theatre security operations andcombat operations. Following delivery atMSC in May 2013, equipment is installed inorder to conduct a Navy and Marine CorpsOperational Test and Evaluation in 2014and become operational in fiscal year 2015.Two more are under construction or beingoutfitted, the third-of-class being plannedto be the next-generation Afloat ForwardStaging Base (AFSB) to replace the USSPonce in US Central Command. Unlike theMLPs, the AFSB will likely feature a fulldeck and be used as a sea base for minecountermeasures helicopters and specialoperations forces.

Conceived to procure high-speed vesselsfor fast intra-theatre transportation of troops,military vehicles, and equipment for both USArmy and US Navy, the Spearhead class JointHigh Speed Vessel (JHSV), is a commercial-design, non-combatant transport vesselcurrently in production by Austal USA inMobile, Alabama, under a November 2008contract award. The JHSV program

In addition to the future large amphibious platform, the Turkish Navy decided to put into service anew class of LST built by ADIK shipyard in addition to new landing craft. (Armada/Luca Peruzzi)

The first-of-classMobile Landing Platform(MLP) was delivered toMilitary Sealift

Command last May introducing an oceanstaging platform for across-ship transfer of

material and vehicles. (US Navy)


originally was structured to deliver fiveeach tothe Army and Military Sealift Command(MSC), but it was restructured in 2011 withthe latter to operate all 10 ships. In additionto intra-theatre transportation, the JHSV isconsidered for a wide range of missions,from mine countermeasures to trafficinterdiction, from special operations tohumanitarian aids.

Propelled by four Wärtsila waterjetsdriven by four 12,800 shp MTU 20V8000M71L diesel engines, the 103-metre longaluminium catamaran JHSV can move 600short tonnes (including personnel, vehicles,materiel and helicopter) over 1,200 nauticalmiles at a speed of 35 knots (unloaded max

speed is over 40 knots). With a crew of 22civilian sailors, of which four are on watchwhen underway, the JHSV has a 20,000square foot cargo bay able to accommodateany US inventory military vehicle, includingAbrams. Designed and equipped for shorthauls, the passenger space has airline styleseating for 312 embarked forces and fixedberthing for 104. The JHSV includes a flightdeck for day/night helicopter operations(excluding CH-47 Chinooks and MV-22Ospreys) and an 105-tonne capacity off-load ramp for vehicles to quickly drive offthe ship. Thanks to its under four-meterdraft, the ship can operate in shallow portsand waterways. Delivered in December

2012, the first-of-class Spearhead JHSV hassuccessfully completed operational testing.The second was delivered on June 2013,while the remaining eight will be handed-over at six-months intervals to the tune of a$1.6 billion contract.

The other key-end elements tosuccessfully sustain expeditionary forces arethe ship-to-shore connectors. In 2009, theFrench Direction Générale de l’Armementinformed Cnim of its intention to acquirefour EDA-R (Engin de DébarquementAmphibie – Rapide, or AmphibiousLanding Craft— Fast) based onthe L-CAT(Landing Catamaran) concept. Built byFrench Socarenam shipyard they enteredservice between November 2011 andNovember 2012.

Patented by CNIM and developed usingits own funds, the L-CAT is a catamaran thatlowers its central deck to directly load orunload on any beach in the absence of portfacilities. With a length of 30 metres and awidth of 12, the EDA-R has aluminium alloyhulls with a 126 square metre mobile centralplatform with an 80-tonne payload capacity.Once the platform is raised, the propulsionsystem composed by four MTU 12V 2000M93 diesel engine driving four MJP 650waterjets can come into full song to providea maximum speed of 25-30 knots empty, or18 knots with the 80-tonne payload (thoughan endurance of 400 nm is given at 12

Illustration of theMLP platform,which is becoming a centralelement of US Navy’s sea basingconcept. (US Navy)

The Joint High Speed Vessel is beingdelivered in ten ships which are being

operated byMilitary Sea LiftCommand. Newmissions are

envisaged for the new platform otherthan transportation. (US Navy)

knots). Crewed by four to eight men, theEDA-R is employed by Mistral class BPCsand Sirocco class TCDs and, during BoldAlligator 2012 , has even operated from theLPD-17 San Antonio well deck.

The US Navy is involved in a service lifeextension program (SLEP) of its fleet ofLanding Craft Air Cushion (LCAC) in orderto extend the operations until the Ship-to-Shore Connector (SSC) deliveries start in2020. Currently there are 81 LCACs in USNavy’s inventory, of which 72 are planned togo through the SLEP programme to stretchtheir lives by 10 years. The SSC is anevolutionary replacement of the LCAC.Under a contract awarded in June 2012, theindustrial team lead by Textron Marine &Land Systems, which includes Alcoa and L-3Communications, is detailing design andconstruction of an SSC test and trainingcraft, which is to be delivered in February2017. The contract has also options for eightproduction craft. Strongly resembling theLCAC (it retains the same basicconfiguration), the SSC is now designatedLCAC 100. It includes enhancements driven

French Navy’s EDA-R landing catamaran has beensuccessful operating fromWasp LHD platforms duringBold Alligator 2012 exercise. The initial eight class was

limited to four due to reduced funding. (US Navy)

Cnim’s EDA-R landing catamaran offers higher payloadcapacities and transfer speeds at lower costs compared toclassic air-cushioned landing craft. (Cnim)


by design service life extended to 30 years(without SLEP), an increased payloadcapacity thanks to two new more powerfulRolls-Royce MT7 turbines (instead of fourengines). The SSC will be able to carryashore, in Sea State 3 and at more than 40knots, a 74-tonne load (equal to an M1A2)from a distance of 25 nm. Comparatively,the LCAC was developed for a 60-tonne (M-60 tank) load or 75 tonnes in overloadconditions. However US Navy is to launch aprogramme for a new class of conventionallanding craft mechanized (LCM) to replacethe ageing in-service family.

The other country with experience in air-cushion landing craft is China. A naturaldevelopment of the smaller Type 722 series,the first Nato code-named Yuyi class Type726 was launched in December 2009 andentered service soon after. Designed byAviation Industry Corporation of China andconstructed by Jiangnan Shipyard, the Type726 craft is similar in size to the AmericanLCAC, but has inferior payload and rangeperformances due to its less capable andbigger engines. It nonetheless has a 60-tonnepayload capacity, enough for a Type 99 tank.With its 150-160 tonnes of displacement and30 meters of length it can reach over 60 knotsdepending on cargo payloads. Four Type726s are usually carried in a Type 071amphibious transport dock well deck.

China is also the latest customer of theUkrainian Zubr (Project 1232.2) air-cushion landing craft. Built by Feodosiashipbuilding company, the first of fourvehicles was handed-over to the Chinesenavy on April 2013 under a reported $315

million value contract. Adapted to Chinesenavy’s needs, and while the second in underconstruction, the second pair will be built inChina with Ukrainian support. With anoverall displacement of 550 tonnes, a lengthand beam of respectively 57.3 and 25.6metres, the Zubr’s propulsion is based ontwo air-cushion lift gas-turbines enginesyielding 7,360 kW and three similar enginesdriving three large air propellers to provide amaximum speed of 60 knots. With a crew of

27 and able to transport three main battletanks for a total 150 tonnes, the Zubr canalternatively carry 500 soldiers. In additionto navigation radars and communicationequipment, the armament includes two 30mm AK-360 type guns and two 140 mmMS-227 non-guided rocket launchers.

British and Canadian hovercraftindustries are more than active, with GriffonHoverwork having built, for example thefirst prototype of the Partial Air CushionSupported Catamaran (Pacscat) for theRoyal Navy in 2010. Designed QinetiQ it isintended for the fast deployment of heavypayloads onto a beach from an amphibiousassault ship that has limited space for alanding craft.

Singapore TechnologiesMarine is proposingits new Brave family of landing craft. Industriesaround the world are working on improvedversion of conventional landing craft.(Armada/Luca Peruzzi)

The Ship-to-Shore Connector (SSC), which first test and training craft will be delivered inFebruary 2017, is an evolutionary replacement of LCAC, offering enhanced performances atlower life cycle costs. (TextronMarine & Land Systems)


W ith the withdrawal from Iraqcompleted and that fromAfghanistan well underwaywhatwill comenext?Will next

operations take place in an Iraqi-like desertor in anAfghan-likemountainous terrain?

The most recent military operation hasbeen “Opération Serval”, carried out byFrench forces in Mali in January 2013. Pastoperations in that continentwere carriedoutwith unprotected vehicles, mostly high-mobility trucks used both as personnel

carriers and weapon platforms. “Serval” hasbeenawhollydifferent story, as agoodpartofthe French contingent was equipped witharmoured assets, ranging from the VBCIinfantry combat vehicle to VAB armouredpersonnel carriers, VBL light armouredvehicles and Xerax armoured-cabin trucks,while logistics still heavily relied onunprotected vehicles.

Although most areas in Africa offer achoice of routes - mostly off-road – thatmake the chance of encountering a buriedbomb less likely compared to some Afghanvalleys with no alternative routes, now evenmoving in Africa with light equipment has

become a dangerous challenge. This beingsaid, according to French sources prioritiesin Mali came in this order: intelligence,firepower andprotection.

In terms of mobility, the capacity ofAfrican bridges (floating bridges being acommonoccurrence), and thedimensionsofroads inside villages put serious limits to theweight and size of usable vehicles.

Establishing weight limits is an oddquestion, but it is clear that this as well asvehicleswidthcanhavean impactonmilitaryoperations as they have a direct impact ondeployability: air strategic transport remainslimited, but even more critical is the

What on Earth is Next?Thismay appear awfullyweirdwhen you think of it, but in spite of the fact that humansare born on earth rather than in the sea or in the air, land remains themost complexenvironment as far their mobility is concerned. This is even truerwithmilitarymobility,where the capacity tomove from one point to another is influenced not only by terrainbut also by enemy presence. Mines and roadside bombs in Iraq and Afghanistandisruptedmobility to a great extent, giving birth to a new category of vehicles calledMine Resistant Ambush Protected orMraps, that ensured their crews ballistic aswell asanti-mine and anti-IED protection,with the latter having to be increased as the enemyhoned its skills in that deadly art.

French Army VBLs inMali during OpérationServal; the French Army considerably

increased the armoured component of itscontingent compared to previous

interventions. (RTD/P. Robert)

Paolo Valpolini


28

availability of adequate infrastructures aspoint of entry: it is useless to have a fleet ofhigh-performanceair transport aircraft if thelocal tarmac is unable to host and process adecent number of aircraft at the same time.And the bigger the vehicles, the higher thenumber of rotations to deploy them if no seaportof entry is available.

Reducing the logistic footprint thusremains a priority, especially for entryparties. Another challenging area is the FarEastwheremanyareas aredominatedby softgrounds for which light tracked vehiclesremain thebestoption in termsofmobility.Asfor new missions in the Middle East area –read Syria – high threat and urban terrainshouldbe thedominant scenario.

Towhat extent the forces involved in Iraqand Afghanistan in recent years might beinvolved inmultinationalmissions in one ofthoseother areas is amatter of politics.Whatis sure though, is that if governments call onthe military to manage some contingenciesin those areas, these will need to havemaximum flexibility. While the Americanmilitary involvement inAfrica is increasing, itis for the time being mostly restricted tomilitary assistance missions. European

A VABMk III equippedwith a BAESystems TRT turret; Renault TrucksDéfense proposes this version to

those armies that need an effectiveand affordable APC/IFV. (RTD)

Not all theMraps used in Iraq and Afghanistan are compatible with other terrains dueto their weight and dimensions. (US Army)


nations adopt very much the same stance,though the only active non-African countryin that part of Africa is France. Other majornations involvedon theAfricancontinent arealso avoiding directmilitary actions. On theother hand African nations expressed theirintent to autonomously deal with thecontinent local contingencies, although invariousoccasions themilitary forces involvedfailed toprovide sufficient reliability.

The major military force in Africadefinitely is SouthAfrica, which finally filedan order for 264 Badger 8x8 wheeledinfantry combat vehicles in variousconfigurations. These are gradually going toreplace the Ratel 6x6 currently in service aswell as other vehicles such as theCasspir andthe Mamba. Based on the Patria AMV andequipped in its majority with the Denel30 mm turret, it adopts the LMT FlatFloor Technology to increase anti-mineprotection, thus interrupting the “V” shapeseries of vehicles that served formany yearsin the South African Army. With a grossweight of 27 tonnes, it sharply contrastswith the Ratel’s 19.

I HELPINGOUT TO BETTER CONTROLThe other African nation that is acquiringnew armoured vehicles – armouredpersonnel carriers in its case – is Algeria,which turned to Germany to acquire 52Fuchs, with the intention of getting manymore. At 19 tonnes and a width of threemetres, this 6x6 should provide a soundmeans ofmobility on theNorthAfrican soil.

When smaller vehicles are needed theAlgerian forces will be equipped with Nimrvehicles, developed and produced in theUnitedArabEmiratesbya companycarryingthat same name and which is part of theTawazun group. With a width of only 2.2metres and a gross weight of around 10tonnes in the armoured 4x4 configuration,the type is likely to spread smoothly acrossthe North African map from a productionand maintenance facility located inKhenchela, 400kmsouth- east ofAlger.

In fact one of the first customers of theNimr light vehicle was Libya. Over 150vehicles are believed to have been delivered,mostly in the armoured configuration withupgraded protection at Level 3. The last 49unitsweredelivered inearly2013,donatedbytheUAEto thenewLibyangovernment. Italy,for itspart, donated20Puma4x4.TheLybianArmy is also equipped with the BRDM 4x4lightwheeledvehicle, inherited fromtheCold

Although a legacy vehicle from the ColdWar era, Rheinmetall’s Fuchs has adapted well to newscenarios and it is being actively marketed worldwide. (Rheinmetall)

An OshkoshM-ATV in Afghanistan; thisvehicle is born from lessons learned andfeatures reduced size andweightcompared to earlier behemoths, as well asindependent suspensions. (Oshkosh)

30

War,andmoreof that typeaswell as upgradesfor those still in service seems to have beencontractedwithYugoimportof Serbia.

Kenya too started to update is armouredassets, acquiring eight BRDM-3s. Althoughthe acronym indicates a reconnaissancevehicle, it is not to be confused with theBRDM and BRDM-2 which are 4x4 lightvehicles. This is a true 8x8 pretty similar tothe BTR-80A that carries a crew of threeplus six dismounts, for a GVW of some 15

tonnes. The Kenyan Army also got hold ofover 60 M26-15 Mrap-type vehiclesproduced by South African OTTTechnologies, which saw action against Al-Shabab Somali fighters.

I AFRICAN PRODUCTIONAfrican vehicles production is mostlyconcentrated in South Africa. BAE Systemsis definitely the dominating producer, withits RG Family. The company provided some

RG-32 to the nations that employ them intheirUnitedNationsmilitarymissions in thecontinent, the RG-32 being not surprisinglyoneof the smaller and lowerweightmembersof the family with a mere 2.2 metres widthand less than 10-tonne gross weight.Numerous legacyCasspirsandMambasare inservice with many African armies, BAESystems having developed the 15-tonne RGProtector straight from that design tooffer itin both4x4 and6x6guises.

Very advanced and thusmade tobeat obsolescence, Nexter’s brand-new and nevertheless cost-trimmedTitus combines over-proven obstacle-gobbler chassis from Tatra with state-of-the-art a la carte armoured bodyandmuscle from Cummins. SeeArmada International 4/2013 for fulldetails. (Armada/Eric H. Biass)

The Protector series byMobile ArmouredVehicles is one of themany families that canprovide protectedmobility in variousscenarios. (MAV)

A Nimr 6x6, here in ambulance version; this Emirati company is activelypromoting its family of vehicles and is becoming a new player in the light armouredvehicles scenario. (Armada/P. Valpolini)


31

For the African market BAE systems isproposing the RG-31, the Mk5 iteration ofwhich stands at 18.6 tonnes, and the RG-32,which also comes in scaled-down versionswith lower levels of protection to cope withmaximum weights imposed by thecontinent’s lines of communication.

Talking of Casspir, Mechem Vehicles ofSouth Africa, a subsidiary of Denel, is nowproducing theCasspir 2000. Its cataloguealsocontains the Casspir MkII and theMkIV. In2013 Denel Mechem announced a contractfor ten Casspir 2000s for the Benin Armywhile other 15 were being produced for theUnitedNations.

AnotherSouthAfricancompany involvedin armoured vehicles production is ICP,whose Reva III, IV and V 4x4 ranging fromnine to and13 tonnes, are servingnot only inSouth Africa but also in Somalia, EquitorialGuineaandSouthSudan.Paramount is alsoamajorplayer, itsMbombe6x6APCprovidingall-round situational awareness while its 4x4MarauderandMatadorare typicalMrap-typevehicles grossingat 18 tonnes.

Chadmade a European choice, acquiring22AcmatBastion Patsas fromRenaultTrucksDefense inFrance, all ofwhichweredeliveredin 2013. Non-armoured Acmats are a

common sight in Africa. Another goodRenault customer inNorthAfrica isMorocco,whoseArmyruns6x6VABs that might soonbe inneedofupgradesor replacement.

These are only a few examples of thevehicles currently being used in one of thecontinents that feature numerous potential

hot spots. Although not many Africancountries might be able to acquire largenumbers of vehicles, providing low-cost orzero-cost defence equipment always remainsa way to influence an area. Surplus Mrapsgenerated by the withdrawal fromAfghanistanmight thereforebecomean issue

BAE Systems is ready to produce itsRG31, here in theMk5E configuration,with the protection level required by

customers. (BAE Systems)

Paramount is one of themost innovative South African players in the armoured vehicles field,theMatador being one of its latest products. (Paramount)


onsomemarkets, althoughnotall areapt tobeused in someareas.

It has recently been alleged that the USArmy might retain some 6,000 Mraps inservice, evenly subdividedbetweenM-ATVsand MaxxPros, although specialistequipment such as route-clearance Mrapsmightwell remainalso in service.HowmanysuchMrapswill be repatriated remains to beseen. According to some sources the USshould not leave the most advanced (readbetter protected) versions to the Afghansecurity forces.This isquiteunderstandable inthe likely event that some ofmight end up inthe hands of the insurgents, they might beused as real targets to refine their roadsidebomb performance, with dire consequencesas thiswouldmean spreading theknowledgethroughout the terrorist community. Thesame sources also talk about repatriatingeven those vehicles that are beyondredemption to deny any useful informationto the opponent. It is however clear thatMraps surplus will have an impact on thearmoured vehicles market in the comingyears, particularly in areasnot too concernedwith roadworthiness standards.

In theMiddleEast anumberof armouredvehicles players are gaining momentum.

Besides the afore-mentionedNimr, the StreitGroup,with productionplants in theUnitedArab Emirates, Canada, the United States,Russia, India andPakistan, is developingnewvehicles ranging from the Varan 6x6APC/IFV (prototype now running), to themodular Scorpion and the Typhoon family

(available in 4x4 and 6x6 versions and withindependent suspensions). Anothercompany with a production facility in theEmirates,Canadaand theUS is theArmoredGroup whose Batts (Ballistic ArmoredTacticalTransport)havebeen sold toAngola,Algeria,Chad,Ethiopia,Nigeria,Uganda,but

32

Chad Army equipped some unitswith Renault Trucks DefenceBastion Patsas, a semi-protectedvehiclemostly used by specialforces (RTD/ P. Robert)

The United States acquired over 20,000Mraps ofvarious types and the US Army is planning to keep only6,000 of them. Howmany of the remainder will end up

on themarket is an open question. (US Army)


also to other countries such as Saudi Arabiaand Oman in theMiddle East, and EcuadorandMexico inCentralAmerica.

I SOUTH AMERICA AND FAR EASTSouth America and the Far East representalso huge markets as many armies areupdating their equipment. In LatinAmericathe biggest contract by large is that filed bythe Brazilian Army with Iveco do Brasil for2,044VBTP-MRGuarani 6x6APCs.Besidesproviding protected mobility and firepowerfor the Army this vehicle is also consideredoptimal for Brazilian engagements in UNmissions: in lateOctober theBrazilianArmyended the first operational trials in urbanterrain, and it comesasno surprise that itwilldeploy it in Haiti in view of the electionsscheduled for early 2014.

While not many local producers are stillactive in the military armoured vehiclesbusiness, and defence budgets seem tomaintain a constant trend, manyinternational producers are eyeing thisregion of the world to compensatereductions in acquisitions in the nationaland Western markets. The same applies toother areas, such as the Far East, where Indiais by far the main market, China being still

The Typhoon is the 12.5-tonnesMrap-type 4x4proposed by the Streit Group, a rising company in the

armoured vehicles world. (Armada/E.H. Biass)

With production plants in the Emirates, Canada, United States, Russia, India and Pakistan the StreitGroup is extending its production fromMRAP-type vehicles to APCs and IFVs. (Armada/P. Valpolini)


ARMADAWEBSITE C2AR MODULAR 7

AFRICAN AIRSHOW C3MTU C4

I INDEX TO ADVERTISERS

Air, Sea and LandMobilitySupplement to Issue 6/2013Volume 37, IssueNo. 6, December 2013/January 2014

INTERNATIONALis published bi-monthly by Media Transasia Ltd.Copyright 2012 by Media Transasia Ltd.Publishing Office:Media Transasia Ltd,1205, Hollywood Centre 233, Hollywood Road,Sheung Wan, Hong Kong.Tel: (852) 2815 9111, Fax: (852) 2815 1933Editor-in-Chief: Eric H. BiassRegular Contributors: Roy Braybrook,Paolo Valpolini, Thomas WithingtonChairman: J.S. UberoiPresident: Xavier CollacoSr. Manager International Marketing: Vishal MehtaManager International Marketing: Yusuf AzimManager Marketing: Jakhongir DjalmetovDeputyManager Marketing: Tarun MalviyaSales &Marketing Coordinator: Atul BaliCreative Director: Bipin KumarDeputy Art Director: Sachin JainAsstt. Art Directors :Mukesh Kumar, Ajay KumarVisualiser: Sujit SinghProductionManager: Kanda ThanakornwongskulGroup CirculationManager: Porames ChinwongsChief Financial Officer: Gaurav Kumar

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INTERNATIONAL: The trusted source for defence technology infor

mation since 1976M for Mobility?

byCompendium

airsealand

MOBILITY

ON THE COVER: Although deliveries have recentlystarted, some nations (particularly France) are bitterlyregretting the immediate unavailability of the Atlas inthe field, a delay that was largely caused by initialpolitical and budgetary skirmishes about theprogramme. Lesson learned for once? Probably not.

AABBCC

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banned from the list of potential customersfor all Western companies.

The Far East sees however a number ofcompetitive companies. Some are capable offull autonomous developments, while othersare in a sufficiently advanced learning phaseto give them access to co-developmentprogrammes with confirmed manufacturers.It is the case of Malaysia where Deftech is nowproducing its AV-8 8x8 APC/IFV based onthe Turkish FNSS PARS 8x8. Singapore’s

STK ofr its part developed the Terrex 8x8 on its own and South Korean companies such asDoosan DST and Hyundai Rotem have beenproposing for years their wheeled APCs in 6x6and 8x8 configurations to their national army.

China of course remains a giant producer,albeit for the time being its major – if not only– customer remains the People’s LiberationArmy, at least in terms of vehicles.

Japan has always strictly respected a self-imposed ban on weapons export. Howeverthis might change soon as Tokyo voices a needto play a more active role in peacekeepingoperations, which would obviously lead to apartial lift of the ban adopted at the end ofWorld War II. America is now focusing effortson the Pacific region, where the nature ofterrain can vary more dramatically than thoseso far experienced. Soft grounds cover wideareas, and command light tracked vehicles. Inthis respect one of the latest developmentsoriginates from FNSS with the Kaplan, which in terms of specific ground pressureapproaches the Alvis CVR(T). The Kaplanmight be one of the winning vehicles in thoseareas. How much the armies will deploy fornext contingencies with the right vehiclesremains to be seen.

Over 1,500 Komatsu LightArmoured Vehicles are

service in the Japanese SelfDefence Forces; Japan mightreview its non-export policy,becoming a new actor in theprotected mobility market.

(Armada/P. Valpolini)

The Kaplan is a light tracked vehicle unveiledby FNSS in 2013. It has a low ground pressurethat provides it good mobility in soft terrains,such as those that can be encountered in South-East Asia. (Armada/P. Valpolini)


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