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STORY & PHOTOS BY MARK OGDEN

Australias new MRH90 battleeld and maritime support helicopter

has taken helicopter technology to the latest available but with it has come the commensurate teething

problems that any new type of helicopter type encounters. The

team at the Royal Australian Navys 808 Squadron however is showing

the way on how to get a new system up and running in an international

and multi-service environment.

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elicopter mobility and lethality are vital to providing close support to troops in the field and ships at sea. The helicopter

has become an essential element in any modern warfare capability and Australia has recently been making some big investments in achieving a modern military helicopter force. Although Australia is a large country (similar in size to continental USA), its population is less than 24 million, 12 million less than Canada and a whopping 290 million fewer than the USA.

In the 1980s, the Australian Defence Force (ADF) proposed and developed Project AIR 9000 to address the overall Australian military helicopter requirement and set the blueprint for future helicopter acquisitions for the ADF. The project was divided into various phases reflecting the various land and maritime capability requirements of the ADF as a whole.

If ever there was a country that needed the helicopter, it was Australia. It is a country where the military has to cover large distances, much of it over remote areas that have little or no infrastructure. It is also a country that accepts it has a role to play in the worlds affairs and had been actively involved over the past 20 years in operations from East Timor to Afghanistan and Iraq.

After Vietnam, the ADF introduced helicopters such as the Sea King, CH-47C and D Chinook, S-70B-2 Seahawk and the S-70A-9 Black Hawk.

Currently, in the Australian Army, the Bell 206 is making way for the Tiger Armed Reconnaissance Helicopter (ARH), the Black Hawk is being replaced by the MRH (Multi Role Helicopter) 90. The MRH90 also replaced the Royal Australian Navys (RAN) Sea King fleet. The EC135 is

H replacing the AS350 Squirrel in the training role.One of the objectives of AIR 9000 was to seek a common airframe to conduct multiple missions for both the Army and Navy. AIR 9000 intended that the Chinook (Phase 5) and training helicopters (Phase 7) were to be each unique types while a common type was to be chosen for the remaining Defence missions. Ultimately the MRH90 will fill Phases 2, 4 and 6 of AIR 9000 i.e. the Air Mobile and Maritime Support Helicopter requirements. Phase 8 was the S-70B-2 replacement.

Following a competitive bidding process and despite the move to a common airframe under the Air 9000 concept, the ADF elected to upgrade its 16-strong 1980s S-70B-2 fleet with the 24 current MH-60R helicopters to address the needs of the Air Warfare Destroyers (AWD) and ANZAC Frigates. One of the limitations encountered with the MRH90 was that these ships hangars would have to small to comfortably house the helicopter and major expensive modifications to the ships would have been required. The MH-60R provided the Navy with an off-the-shelf, low-risk, current-technology (including mission systems as well as the flight vehicle) transition from the previous Seahawk capability.

PROBLEMSNew technology invariably brings with it

teething problems. The question has to be asked though, is the capability worth the delays that inevitably come?

In 2008, the Government established the Projects of Concern process; a process that is intended to focus the attention of the highest levels of Government, Defence and Industry on remediating problem defence projects. The

If ever there was a country that needed the helicopter, it was Australia. It is a country where the military has to cover large distances, much of it over remote areas that have little or no infrastructure. It is also a country that accepts it has a role to play in the worlds affairs and had been actively involved over the past

20 years in operations from East Timor to Afghanistan and Iraq.

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The Navys MRH90 is primarily to move personnel and cargo for the eet.

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Tiger ARH (12 ordered in 1991, the last helicopter delivered in 2011 and at the time of writing, yet to be achieve full operational capability) and MRH90 (46 ordered in 2005 and 2006, and yet to achieve full operational capability) are presenting the ADF with some significant challenges with both programs having been, or still are, on the Governments Projects of Concern list. Although the MRH90 is presenting challenges in its introduction to operational service, Navy has

been at the forefront of bringing the helicopter into service and is already supporting fleet operations.

According to the Defence Materiel Organisation the plan over 2014 and 2015 is to accept a further aircraft in the mature configuration and continue upgrading early configuration aircraft to the latest production standard. Acceptance of the second full-flight and mission simulator and achieving Initial Operational Capability for Army and the Final Operational Capability for the Navy are intended.

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On paper, the NH90 was almost the perfect helicopter to meet the AIR 9000 concept with its cabin room, speed, and advanced technologies. The helicopters cutting edge technology however has also proven to be its Achilles Heel to a smooth introduction into service. The MRH90 technology is presenting challenges and considerations that are proving quite unique to the type.

The Australian MRH90 Taipan is a derivative of the NH-90 TTH. Featuring a true full glass

cockpit, fly-by-wire, advanced electronics and diagnostics, and a largely composite airframe this helicopter represents the latest available technology in conventional helicopters. It would be fair to say that all nations operating the NH90 as well as the NH Industries (a subsidiary of Airbus Helicopters) are learning the nuances of this helicopter as it is introduced into service. As noted before, this is the challenge when any new technology is introduced and to expect a

Conned area training includes precision hovering and landing.

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The cabin is extremely spacious with two cabin doors allowing the crew to better manage personnel and cargo. 33

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smooth transition into service of a new type is considerably overly optimistic.

In addressing the challenges, Australia is part of an international collaborative effort to mature the aircraft into service. Commander Adrian Capner, Commanding Officer of 808 Squadron explained that 808 Squadron was part of an international user group and where all the

members were talking to each other and to the manufacturer with lessons being learned and solutions being proposed. We have an excellent relationship with other users, noted Commander Capner. At the Joint User Group in Buckeburg, Germany earlier this year, we were able to discuss a multitude of issues as well as make some important friendships. We also heard

The cabin is extremely spacious with two cabin doors allowing the crew to better manage personnel and cargo.

ABOVE LEFT: Sunset shows the MRH90s silhouette.

ABOVE RIGHT: The rear ramp door adds to the utility of the helicopter for moving equipment and personnel for the eet.

The Navy MRH90s are rotated from a pool of helicopters and therefore the camouage remains very Army.

2 0 1 5 I I S S U E 5

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The advanced cockpit of the MRH 90 is presently augmented with Night Vision Goggles. Top Owl is to be introduced.

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a lot of positive stories including the Germans and Italian deployments to Afghanistan with their TTH variants.

A good example of the RANs contribution to the collaborative effort is the main rotor blade fold gear. Helicopters have to be folded to fit into the confined spaces of ships. The MRH90 is a manual- rather than power-fold system (a power fold system is under development by NH Industries). In the early days, each folded blade was held in position by a pole inserted into a coupling located on the underside of the blade. The Australians considered this to be too cumbersome and recommended a redesign that developed into the current blade fold gear system that uses clamps that fold around each blade. The original Norco style gear was considered to have too much play, which posed a question as to whether that they were sufficient for securing the blades safely in heavy sea states. The clamp style provides a more appropriate securing method for maritime operations in both long-term

stowage and the physical act of blade transition during the fold sequence. The proposal and change originated from 808/AMAFTU (Aircraft Maintenance and Flight Trials Unit) trials during LPA (Landing Platform Amphibious) FOCFT (First of Class Flight trials) in 2008.

Interestingly despite the latest technologies, the redesigned manual fold gear harks back to those previously used on Wessex, Sea Kings and Seahawks.

With a maximum speed of 162 knots and a range on internal fuel of up to 982km (530nm), the MRH90 boasts a cabin that is 4.1m long, 2.0m wide and 1.58m high representing a cubic capacity of nearly 13m3. It has a large sliding door on each side of the cabin as well as a ramp at the rear. It can carry up to 20 armed troops in individual crash-worthy seats. The cabin alone provides the navy with a unique cargo and passenger load capability that was not previously enjoyed even on the venerable Sea King. In the past, the Sea King fulfilled the utility role even

TOP: The MRH90 can carry up to 20 armed troops in crash worthy seating.

ABOVE LEFT: computer-based maintenance in a very clean hangar.

ABOVE RIGHT: The safety equipment section readies and stores all the equipment needed by the crew.

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while it was an anti-submarine hunter, and the S-70B-2 Seahawk provided a good lift capability although its smaller cabin and sensor fit limited its ability to move troops and internal cargo. The new MH-60R (Romeo) is a seriously effective weapons system and has been crammed with mission equipment; there isnt a lot room left in the cabin that could be used for utility operations. As a result, the fleet requires something like the MRH90 to move people and gear in maritime and amphibious operations. Although the aircraft is presently equipped with the 7.62 GPMG (General Purpose Machine Gun), which meets the Navys current requirement, there is an expectation that a .50 caliber option will become available in the near future. There has been some thought to installing a mini-gun option, but that the chances are that would not happen for some time due to the number of higher priority requirements.

The MRH90 itself is cleared for the pilots to use TOPOWL Helmet Mounted Sight Display but the formal training has not yet been provided. The crews presently use ANVIS 9 goggles but they will transition to TOPOWL when configuration 3 of the system is released along with the associated training package.

Originally a Royal Navy fighter unit, 808 first commissioned in 1940 and disbanded at the end of World War Two. It re-commissioned in 1950 as a RAN squadron, participated in the Korean War and last decommissioned in 1958. Re-commissioning in July 2013, 808 Squadron personnel have the task of bringing the MRH90 into naval service. Based at the RAN Air Station at Nowra in New South Wales, 808 has six aircraft that rotate through the Armys maintenance system with all heavy maintenance done in Brisbane, Queensland. This represents the first time the Army and Navy in Australia have worked so closely together on an aviation program. This also explains why the aircraft on the squadron may have NAVY or ARMY lettering. The aircraft are configured similarly.

808s MRH90 primary role is to provide

enhanced maritime support based primarily on the CANBERRA Class LHD Amphibious Assault Ships (LHD Landing Helicopter Dock) and other support ships. It will provide the personnel and cargo transport service that was as previously noted, provided by the Sea King and the Seahawk. The Sea King has now been decommissioned and the MH-60R is a weapon system. As a fleet support helicopter, the MRH90 is likely to be very successful due to its cavernous cabin and high-speed, all-weather capabilities. The Squadrons secondary role is to provide Search and Rescue and logistic support to amphibious operations.

The Australian Army manages the MRH90 program with the RAN being a customer unit. The Armys Land Forces Commander, is the Operational Airworthiness Authority for the MRH90 program. Commander Fleet Air Arm (COMFAA) has been delegated the OAA Representative (OAAR) for all naval aviation Systems and has been designated the OAAR for the Navys MRH90. This provides the maritime expertise and requirement development input necessary to ensure the MRH90 meets the maritime mission. The two full-motion, full-mission flight simulators are based at the Army bases at Oakey and Townsville, both in Queensland. Heavy maintenance is conducted in Brisbane, also in Queensland and aircrew and maintenance training conducted at Oakey. Operational capability acceptance is very much tied to the Armys requirements although the Navy has already demonstrated its confidence in the helicopter by deploying it in December 2013 on the LSH (Landing Ship Heavy) HMAS Tobruk to support the Armys 3rd Brigade in Operation Philippines Assist (after the Leyte region was devastated by Hurricane Haiyan).

The aircraft configuration will remain the same as the Army models. For example the paint scheme will remain the same. This allows us to maintain economies of scale in that all of the training received by our people at Oakey remains valid and appropriate, Commander Capner highlighted. Clearly, Navy operates in a unique

Based at the RAN Air Station at Nowra in New South Wales, 808 has six aircraft that rotate through the Armys maintenance system with all heavy maintenance done in Brisbane, Queensland. This represents the first time the Army and Navy in Australia have worked so closely together on an aviation program.

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role and environment, and here is where some divergence will occur. A good example of this is Fast Roping, which is a Special Operations role for the Army but is a more routine operation for Navy. We do it slightly differently but with the same Fast Roping attachment and associated equipment. Maritime SAR is another area in which Navy will place greater emphasis than Army and we have our own Maritime Operations training package that we give to aircrew on their return from completing their MRH90 conversion.

While the helicopter will remain the same regardless of which service is using them, an example of how Navy adopting its own concepts is the crewing philosophy. Presently, in keeping with the Army approach, the crew has two pilots and two aircrewmen. By comparison and historically, the S-70B-2 was crewed by a pilot, a Tactical Coordinator and an Aircrewman Sensor Operator but even that crewing would change depending on the role. So the S-70B-2 may dispatch without an aircrewman, or almost any combination of pilots, TACCOs and Aircrewmen (provided the

pilot was in the right seat). The Sea King had two pilots and an aircrewman in the cabin (but again, the number of aircrewmen borne would depend on the mission). Yet another crewing model is one that the Royal Navy uses. Aircrewmen who were on secondment to the Royal Navy Sea King Mk IV Commando squadrons in the UK were trained to occupy the left seat acting as an assistant to the pilot including being the navigator. The Armys MRH90 crew concept follows that of the Black Hawk in having two pilots and two aircrewmen for all flights. Much like the original Huey operations, the pilots in the MRH90 handle the tactical mission requirements including navigation and radio operations, so the aircrewmen role is very much confined to handling the utility tasks including providing clearances, winching, managing the loads in the cabin and the use of any cabin mounted weapons. In the near future as they get more experience with the aircraft, the Navy team will likely review the crew structure to introduce the Navys traditionally more flexible approach to crewing in the composition and number of

The MRH90 can dash at 162kts.

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crewmembers depending on the mission itself. So to retain skills that may be needed in any

future crew configuration, the Navy aircrewmen are retaining certain naval skills. For example, despite the pilots having electronic systems such as the moving map displays, 808 aircrewmen train and maintain basic navigation skills such dead reckoning, especially when operating over water. Dead reckoning has in the past proven to be a handy backup to the electronic systems.

Although the program began with the Navy adopting the Armys procedures, the working environments of the two Services are significantly different and as such there will be a development of type specific procedures and philosophies that will align with existing training tactics and procedures for the maritime environment. Some common procedures will need to be retained though to ensure interoperability. As we continue to understand each others environment more we expect that some of the requirements optimized for the land environment will need to be adjusted for maritime operations and aircrewmen utilisation

will be but one aspect. Navy, traditionally, doesnt mandate the rigid requirement for aircrewmen to the level that Army does; for instance we would not mandate for airfield operations, or necessarily for Flight Deck operations and this is part of our continuing discussion with Army.

On the whole though, Navy (and the tax payer) benefits from this arrangement as it removes some significant duplication. Without it, we would probably need double the workforce to support this program in Navy.

The philosophies and procedures also need to acknowledge the difference in resources. 808 has the personnel to support six helicopters with no heavy maintenance whether they be at the Squadron or on individual flights at sea. The problem is of course that a relatively small and cohesive team such as that on 808 Squadron will be pushing progress and as a result, the bureaucracy is inevitably perceived as slowing things down. For example, the aircrewmen are frustrated that they cant use the Air Warrior vest as designed. The Air Warrior system is a

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lightweight, modular survival vest with a built in extraction harness and is intended to eliminate the need for redundant items. Although the vest has an integrated lift harness, the aircrewmen are still required to don an additional harness to conduct double lift operations. Although it will likely be adopted in time, it is natural for small teams to want to move quickly.

Many of the maintenance and aircrew are quite young. Some are new to operations whereas others have had experience elsewhere, usually on Sea Kings. The crews are well aware that they are dealing with a new type of helicopter and that they are on the cutting edge of many technologies in bringing the MRH90 into service. The Squadron managed to ramp up to its full compliment of approximately 170 personnel (30 aircrew/140 maintainers) fairly quickly using the complement from the decommissioned 817 Squadron (Sea Kings).

808 SQN is charged with supporting three concurrent Flights at sea. They will deploy on the LHDs (Canberra and Adelaide), HMAS Choules, HMAS Tobruk and HMAS Success. If two ships replace Success however, as the Government recently announced then that will mean that the Squadron may be supporting 4 ships with three flights. This is achievable, said the CO, but will require us to be more dynamic with our Flight Management than the traditional method of assigning a Flight to a ship for an indefinite period.

For maintenance personnel, they are dealing with new concepts and ideas. One of the challenges is that the maintenance documentation was originally drafted in French and then translated into English with the commensurate grammar transitions. Also, in the early days some of the European suppliers were reluctant to provide information about the components and so information flow was not as expected. When asked about damage or wear limitations, the responses from the manufacturers were invariably, remove and replace. This approach appears to be reducing as operators gain experience and AGAP (Airbus Group Australia Pacific the contractor) itself takes a firmer hand with the program.

The MRH90 is a step change from the analogue Sea King where many of the experienced maintenance personnel come from. Yet despite the helicopter being so electronic, it is still the airframe/engines that provide the greatest workload. The aircraft is monitoring itself all the time and will signal a problem early, commented Leading Seaman Mark Struber, an ATA with 808 and who has been on the MRH90 for four years. Interestingly, this continuous self-monitoring is a headache for the pilots. As Lieutenant Colin McLeod commented, the system almost tells the pilots too much with various warnings and cautions going off all the time such as slight pump pressure drops and the like. Things that as pilots, we really dont need to know about. So we are forever cancelling the cautions and something that

808 Squadron line operations at night.

Winching in the rugged gorges of the training area ensures the crew can manage almost any situation.

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we are very aware of is the tendency to become desensitized to them. This is nothing unique in high technology aircraft where system monitoring has become the norm. You really dont fly this aircraft as in pure control manipulation, Lieutenant McLeod continued, you are more flying and monitoring the systems. With a variety of displays and system controls, the cockpit looks more like the flight deck of an Airbus than a helicopter.

For the maintenance crews, the manuals have been a challenge. They were written in French then literally transcribed into English, but the contractor, Army and Navy are working through this to ensure the manuals make sense. Mark explained that on the avionics side of things, often the manuals recommend box replacement when experience is showing that sensors or other areas not highlighted in the manuals are more likely to be the culprits. Everyone associated with the MRH90 is on a learning curve. Although it has its challenges, when asked whether he would rather work on the Sea King or the MRH90, MRH90 for sure. They are not just designed for their roles and capabilities, they are also designed for maintenance. Most items are accessible and can be changed out reasonably easily.

The Navys MRH90 has already proved itself in operations. Commander Capner explained that during Philippines Assist the aircraft performed well in the Maritime Environment. There was some minor maintenance required but this was normal considering the nature of the taskings. Our main role included surveying and movement of personnel and equipment from HMAS Tobruk to shore. The aircraft that deployed was A40-017, which is now officially, the first Australian MRH90 to see active duty.

Other challenges presently experienced by 808 include logistics support , which is an issue for all users of the NH-90 variants and this has been acknowledged by the industry. As can be expected of a new aircraft, we occasionally have some low serviceability periods due to un-forecast maintenance, explained Commander Capner.

That said, the situation is improving all of the time and we have recently hit some fleet records for hours flown and aircraft availability. We are almost at the point of having more aircraft available than we have crews to fly them (a great problem to have) and I believe that this is testament to the hard work and perseverance of the excellent personnel we have maintaining the aircraft.

Commander Capner also explained that there were problems due to corrosion, a problem common to most naval aircraft. We did find some areas where corrosion was a concern and as one of the early nations to deploy the TTH (Army) variant to sea, we were able to feed a lot of valuable data to other users in Europe and beyond.

All aircraft corrode in the demanding maritime environment and we have taken the proactive approach of identifying problem areas, developing preventative maintenance regimes and ensuring that the areas are inspected routinely. Again, industry has recognised this issue and looking at ways of either removing, preventing or effectively repairing any corrosion areas.

Serviceability and availability is improving all the time. Again the CO was praising his maintenance team saying, I am constantly impressed with the diligence and professionalism of our maintenance personnel. It is no surprise to me that we have safely been leading the Fleet for some time now.

When asked about the future challenges, Commander Capner remarked that there was no one big item. We constantly look for small victories as items are released to service. This year we have seen a number of small improvements come together to represent a significant capability increase. We have seen items such as the fast roping, cabin gunning, Vertical Replenishment and the Crew Survival Pack (personal life raft) released for use, he said. None of these items in of themselves represent a significant increase but collectively they supply a significant capability to Navy. None of this happened overnight and it

The MRH90 is a step change from the analogue Sea King where

many of the experienced maintenance personnel come from. Yet despite the helicopter being so electronic, it is still the airframe/

engines that provide the greatest workload.

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is testament to the work of our Army friends and our colleagues at the DMO (Defence Material Organisation) that these items are now in operational use. We look forward to the Bambi Bucket being released soon in time for the traditional Australian Christmas bushfire season.

The Squadrons primary focus, and biggest challenge for the next year is to safely embark in, and complete First of Class Flight Trials (FOCFT) in HMAS Canberra one of Australias new LHDs.

This is very exciting for us as you could imagine and we are relishing the challenge. No doubt though, there is a significant workload ahead of us in achieving this objective and I expect that there are a number of unknown unknowns.

With regards to deck handling, because the aircraft is mainly for use on the larger ships, there is no haul down device unlike the Seahawk. Deck handling is conducted using a device the Mantis. Controlled remotely, it lifts the aircraft up by the

Sunset on the way home to the RAN Air Station at Nowra in New South Wales.

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nose wheel and drives the helicopter around. The LHDs will also have tow motors available.

THOSE SPECIAL MOMENTSThere is no doubt that the team at 808

Squadron is determined to make the MRH90 work. The MRH90 will certainly become fully mission-capable and meet the Navys utility helicopter role requirements to well serve the fleet and maritime environment. It is certainly capable and the young crews who fly and maintain this aircraft are readily developing and adapting new ways of doing things that this hi-tech aircraft demands. With the mix of MRH90 and MH-60R, the Royal Australian Navy is assembling a formidable maritime helicopter combat capability.

When asked what moments stand out as special in his time at 808, the Commanding Officer replied, There really is no one big moment that leaps to mind but that said, carrying the Duke and

Duchess of Cambridge was an honor and a great opportunity to showcase what the aircraft and the Squadron can do.

However, what I enjoy most about being a CO, is not necessarily accomplishing anything myself, but by witnessing the great work achieved by the men and women working on the Squadron. When I reflect on the achievements this year such as the achievement of our cabin gunning or fast roping capabilities, or the extensive planning and effort that has gone into our various embarkations; I really cant think of anything I directly did to achieve those outcomes other than providing the team with the resources and freedom to get on with it. But I believe that that is an important tenet of Command. Whenever I need a boost, I extract myself from the computer in the Ivory Tower and walk the floor and milk the positive enthusiasm from the fantastic people maintaining and operating the aircraft. Y

Evening line operations - startup.

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