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Compendium
by
MOBILITY
air
sea
land
M for Mobility?
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Symbolising the withdrawal of Coalition
forces from south-west Asia, these US troops
wait for the Boeing C-17 Globemaster III to
take them home from Joint Base Balad,
which was handed back to the Iraqi Air Force
in December 2011. (US Air Force)
Change of Air
A massive logistic operation is now ramping up, as
most elements of the 49-nation International Security
Assistance Force (ISAF) are to be withdrawn from
remote, landlocked Afghanistan by the end of 2014.
The US Army alone is estimated to have $ 27 billion of
hardware in the country, including 25,000 vehicles
and 100,000 shipping containers.
Roy Braybrook
O
n the assumption that Afghanistan’s
southern border would remain
open, around 70 per cent of US
military equipment was originally
to be moved out by truck through Pakistan to
the port of Karachi. However, continuing
tensions with Pakistan may well result in
more now being sent (expensively) through
the Northern Distribution Network (NDN).
In this they are trucked via the Salang Tunnel
through the Hindu Kush, and subsequently
moved by train across the former Soviet
Union to ports in Latvia and Lithuania. Most
goes via Termez in Uzbekistan at a cost of $
40,000 per container. However, the Northern
Distribution Network is closed to weapon
systems and combat vehicles.
The original plan was that only personnel
(US troops peaked at 125,000, but are now
The largest helicopter in service, the
56-tonne Mil Mi-26 first flew in 1977, but is
still marketed in updated Mi-26T2 form.
(Russian Helicopters).
down to less than 60,000) and high-value
assets such as helicopters, drones and
electronic equipment would be flown out.
However, problems have recently arisen at
Afghan border posts, with customs authorities
claiming that much of the equipment
imported since 2010 has no proper
documentation. Consequent delays to ground
Compendium Air, Sea and Land Mobility 2013
03
convoys are leading to more supplies being
flown out, despite far higher costs.
Using “multimodal transport”, such
loads are first flown to another country and
then placed on ships for the remainder of
the journey. Germany, for example, is flying
loads from the Bundeswehr’s main base at
Mazar-i-Sharif to the Turkish port of
Trabzon on the Black Sea, and then shipping
them to Emden.
I INTRA-THEATRE
One factor increasing demands on intratheatre airlift, both in Afghanistan and
Iraq, has been the insurgents’ use of
improvised explosive devices (IEDs) against
road convoys.
The resulting airlift demand is beyond
military assets such as Beech C-12s and
Shorts C-23 Sherpas, resulting in US
Transportation Command (Transcom)
outsourcing to civilian contractors. In the
early years Supreme Site Services provided 70
per cent of the US Defense Department’s
cargo lift within Afghanistan.
In 2011 the Supreme contract was
replaced by the $ 4.7 billion Transcom Mega
programme, which included the use of 18
medium/heavy rotary-wing aircraft.
Transcom contractors included Presidential
Airways, which was an affiliate of Blackwater
USA, but in 2010 sold its fixed-wing
operation to the AAR Airlift Group in
Florida. Other contracts went to Berry
Aviation in Texas, Evergreen Helicopters in
Alaska, and FlightWorks in Georgia.
Turning to evolving logistic needs, Berry
Aviation was recently awarded a Transcom
contract to transport commandos of the Joint
Special Taskforce Trans-Sahara in high-risk
operations in 31 African countries.
I HELICOPTERS
One of the principal companies involved in
Afghanistan since 2009 has been Russia’s
UTair Aviation (UTA). Aside from 240 fixedwing aircraft, UTA now has over 340
helicopters, including 25 Mi-26Ts (20-tonne
payload), five Mi-10K (eleven tonnes), and 55
Mi-171/Mi-8AMTs, 67 Mi-8MTVs and 166
Mi-8Ts (all in the four-tonne payload class).
The 56-tonne Mi-26 first flew in 1977, and
remains the heaviest rotary-wing aircraft in
use. Over 300 have already been built, and it is
in service with eleven military operators.
The Russian armed forces and Emercom
(Ministry of Emergency Situations) together
operate around 60 Mi-26s, and the Defence
Ministry plans to launch a modernisation and
04
A US Army sergeant attaches a container to the sling of an Afghan-registered Mil Mi-8AMT
(YA-KME) at Forward Operating Base Salerno in Khost Province, Afghanistan. (US Army).
The Indian Air Force is believed to have ordered 80 Mil Mi-17V-5s in 2008 and 71 more in 2012.
The Mi-17V-5 (illustrated by serial ZP-5166) entered service in February 2012 and is replacing
older Mi-8s in Indian service. (Russian Helicopters).
life-extension programme in 2015. The Mi26 is still being produced for the Russian Air
Force, with deliveries continuing until 2025.
The latest variant is the M-26T2, with a
glass cockpit, modern avionics and a crew of
three. It lost the recent Indian Air Force
Iraqi Army soldiers deploy from an Iraqi Air
Force Mil Mi-17 during an exercise in Mayson
Province in 2008. (US DoD).
contest to the much smaller (22.68-tonne)
Boeing CH-47F, which is less expensive, has a
40 per cent lower disc loading (and
consequently weaker downwash), and
reportedly twice the centre of gravity range.
However, the Indian Air Force should
perhaps keep its two remaining Mi-26s, as
this type has been used in Afghanistan as the
only means to recover damaged or
unserviceable CH-47s from sites up to an
altitude of 8500 ft. The Indian Air Force Mi26s were used in the 1999 conflict with
Pakistan, to airlift heavy artillery pieces to the
Kargil Heights. They were recently key assets
in Operation Rahat, providing relief in the
flood-ravaged Uttarakhand state, delivering
bulldozers for road reconstruction.
Mil’s greatest success has been the Mi-8/17
family, of which over 12,000 have been built
Exploiting all of Russian Helicopters’
technological resources in developing a
replacement for the Mi-8/17 series, the Rachel
(Russian Advanced Commercial Helicopter) is
expected to enter service around 2020.
(Russian Helicopters).
for more than 60 nations. It has been the
subject of a series of procurements by the
United States on behalf of the Afghanistan
National Security Forces (ANSF). This began
with pre-used aircraft from Russia, the Czech
Republic and Slovakia, but more recently
America has bought new-build Mi-17V-5s
via Rosoboronexport for Afghanistan’s
Special Missions Wing. A contract for 33
aircraft in May 2011 was followed by one for
30 more in June 2013.
Russian Helicopters is developing the Mi171A2, with 2000-kW Klimov VK-2500s
replacing
1565-kW
TV3-117VMs,
composite blades, an X-configuration tail
rotor, and a crew of two. The VK-2500 is
already in service on the Mi-171E, of which
China ordered 32 in 2009 and 52 in 2012.
Russian
Helicopters’
long-term
replacement for the 13-tonne Mi-8/17 is the
Seen landing at a forward
operating base in Afghanistan,
this US Army Boeing CH-47F
Chinook serial 07-08728 bears
the dolphin badge of B Company
‘Flippers’ from Fort Bragg, North
Carolina. (US DoD).
Rachel (Russian Advanced Commercial
Helicopter) project. It appears that the Mil
proposal (initially V-37) has been selected,
although ideas from the Kamov concept
may later be incorporated. Rachel will enter
service around 2020.
The 15.6-tonne Mi-38 fills the gap
between Rachel and the Mi-26. Series
production is planned for 2015, with either
Klimov TV7-117V or P&WC PW127/TS
engines. In 2012 the Mi-38 set a new altitude
record for helicopters in the 10-20 tonne
category, climbing to 8600 meters (28,215 ft).
America’s big medium-lift success is the
Boeing CH-47 Chinook, which in
Afghanistan benefited from being designed
to meet US Army hot/high requirements.
The latest version is the CH-47F, which
entered service in 2007. The US Army
Modernisation Program calls for 464 CH47Fs, plus 61 existing CH-47Ds to be rebuilt
as MH-47Gs for Socom (Special Operations
Command).
Following orders totalling 59 new-build
CH-47Fs, in 2008 the US Army placed the
first five-year contract, for 109 new-build and
72 remanufactured aircraft, with options on
24 more. In June 2013 a second five-year
contract called for 177 more, with options on
a further 38 new-built. The 177 included 22
for export to Turkey and the United Arab
Emirates. Of the US Army’s share, 31 are to
be new-build and 124 remanufactured.
The CH-47F has also been ordered by
Australia, Canada, Great Britain, Italy (where
the ICH-47F is assembled and fitted out by
AgustaWestland), and the Netherlands.
Looking beyond 2020, Boeing plans the CH47F Block Two with Advanced Chinook
Rotor Blades (ACRB) and Honeywell T55715 engines, providing 20% more power than
the current -714A. This aims to fulfil a US
Army requirement to carry a ten-tonne load,
such as the new JLTV (Joint Light Tactical
Vehicle, the Humvee replacement), for a
radius of 93 km from a take-off at 4000 ft
(later 6000 ft) and 35 deg C.
The heaviest serving US helicopter is the
33.3-tonne Sikorsky CH-53E Super Stallion,
used by the Marine Corps. Beginning in
2018, the CH-53E is due to be replaced by the
39.9-tonne CH-53K, powered by three
General Electric GE38-1Bs, and designed to
carry 12.25-tonnes over 205 km under hot,
high conditions, tripling the corresponding
load of the CH-53E.
The first of four CH-53K prototypes is to
fly in late 2014. In June 2013 Sikorsky
received a $ 435 million US Navy contract to
build four production-representative aircraft,
designated System Demonstration Test
Vehicles (SDTA). The Marine Corps is to
begin operational evaluation in 2017, aiming
for initial operational capability in 2019.
Current plans call for 196 CH-53Ks for
delivery by 2028, to equip eight operational
squadrons and one training unit.
The Marine Corps complements the CH53E with the 23.86-tonne (25.86 tonne from
sto) Bell Boeing MV-22B Osprey tilt-rotor
aircraft, of which the service is authorised to
receive 360. At least 50 CV-22Bs are to be
produced for Afsoc (US Air Force Special
Operations Command). The US Navy can
acquire 48 V-22s, but is still considering how
to use Osprey, one possibility being as a
replacement for the Northrop Grumman C-2
cargo aircraft.
In 2008 Navair (US Naval Air Systems
Command) signed a five-year $ 10.3 billion
contract with Bell Boeing for 141 MV-22Bs
and 26 CV-22Bs, later increased to a
total of 174. In June 2013 a $ 6.4 billion fiveyear contract was signed, for 92 MV-22Bs
and seven CV-22Bs (with options on
a further 23).
05
Landing a Humvee on the aft deck of the USNS Sacagawea (T-AKE-2) dry cargo ship,
this Bell Boeing MV-22B Osprey is from Marine Medium Tiltrotor Squadron
VMM-265 ‘Dragons’. (US Marine Corps).
This Royal Air Force AgustaWestland
Merlin HC.3A, serial ZJ990/AA, of No 78
Sqn, RAF Benson in Oxfordshire,
England, was one of six AW101 Mk 512s
purchased from the Royal Danish Air
Force. (AgustaWestland).
The V-22 has been slow to sell abroad, but
in April 2013 a US-Israeli agreement was
signed on an arms package that includes the V22. Japan is interested in the V-22 as a means to
reinforce disputed islands. The V-22 can
accommodate 24 combat troops, or carry ten
tonnes internally or 6.8 tonnes externally.
Western Europe’s largest helicopter is the
15.6-tonne AgustaWestland AW101, of
which over 180 are on order for ten countries.
Lower down the scale, 529 NH Industries
NH90s have been ordered for 14 countries.
I TWIN TURBOPROPS
Turning to fixed-wing aircraft, in late-2012
the last 8.1-tonne Airbus Military C212 to be
assembled in Spain was delivered to Vietnam.
This was the 477th ordered, ending 42 years of
continuous C212 production at Seville.
06
However, the new upgraded version NC212
will be assembled by Indonesian Aerospace
at Bandung. There are currently around 290
C212s in service in 40 countries.
The next in the Airbus Military series is
the 16.5-tonne CN235, of which 279 have
been ordered by more than 40 operators. The
US Coast Guard currently has so far ordered
18 of the HC-144A Ocean Sentry maritime
patrol version, half of its planned total.
Recent customers for the CN235 include the
Cameroun Air Force.
The 23.2-tonne Airbus Military C295 is
basically a stretched CN235 with more
powerful P&WC PW127Gs replacing GE
CT7s, and the longest unobstructed cabin
in its class. Some 121 have so far been
ordered. The latest orders have come from
Egypt (six), Indonesia (nine), Oman (eight)
and Poland (five).
The company is now marketing the
improved C295W, with winglets giving over
One of 59 ordered for the Italian Army, this NH90 serial
MM81531/EI 214 was photographed in Afghanistan. Barely visible
in this image is the Minigun fitted at the side door. (NHI).
This Airbus Military C212-400, serial 1541, is one of
two flown by Thailand’s KASET, the Bureau of Royal
Rainmaking and Agricultural Aviation. By
developing a light transport suitable for both military
and civil use, the manufacturer has won orders for
almost 500 C212s. (Airbus Military).
300 km extra range, and more powerful PW127s for better
hot/high performance. The C295W appears to be aimed at an
Indian Air Force RFP issued in May 2013, for 56 aircraft to
replace its Avro 748Ms.
This programme entails the formation of a new private
company, the Indian Production Agency (IPA), with no more
than 26% foreign investment. The first 16 aircraft are to be
delivered within two years of contract, followed by 16 in kit form
for local assembly. The final 32 aircraft are to be manufactured in
India by IPA, and the last completed within ten years. Reports
link the Tata group with IPA.
The Russian Air Force is believed still to operate around 75
examples of the 24-tonne Antonov An-26, last produced in 1985.
The Defence Ministry is considering two possible replacements:
the 20.5-tonne Ilyushin Il-112V (development of which was
suspended in 2010) to be built in Voronezh (Vaso) and a
derivative of the Ukraine’s 21-tonne Antonov An-140, built by
Aviakor in Samara. Aviakor has a licence to manufacture,
maintain, modify and further develop the An-140.
An initial seven An-140-100s have been bought by the
Russian Air Force and Naval Aviation, which will need up to
120. If satisfied with the basic passenger version, they may
order the projected An-140S with large freight door, or An140T with a rear loading ramp. (However, an unconfirmed
report states that Russia plans to buy 62 Il-112Vs). The baseline
An-140-100 is also being built by Hesa in Iran as the IrAn-140.
An agreement exists for An-140 assembly in Kazakhstan.
China copied the An-26 as the Xian Y-7, with Dongan WJ5A engines. This led to the commercial MA60 with P&WC
PW127Js, the improved MA600 and the all-new MA700 with
T-tail and fuselage-mounted undercarriage. The MA700 is
due to fly in 2016, and is clearly aimed at both civil and
military applications. However, military sales will be
hamstrung until China can develop its own engines.
Antonov developed the 27-tonne An-32 specifically for
hot/high operations in India, using powerful, high-mounted
engines. Over 240 are in worldwide service, and India is having
its remaining 105 An-32s modernised with help from the
Ukraine. For less extreme conditions, Antonov offers the 28.5tonne An-32B-100 with derated engines, better economics and
longer range. The An-32 is a contender for a forthcoming order
from the Peruvian Air Force.
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The second of two Airbus Military
C295s ordered by the Kazakh Air and
Air Defence Forces is pictured at
Seville, prior to ferrying to Kazakhstan.
The service has an option to buy six
more. (Airbus Military).
Compared to the C295, the 32-tonne
Alenia Aermacchi C-27J Spartan is a larger,
more expensive, wide-body aircraft. It has
two Rolls-Royce AE2100s, as used on the
four-engined Lockheed Martin C-130J. In
2007 the C-27J was selected as the US
Army/Air Force Joint Cargo Aircraft (JCA),
with L-3 Communications Integrated
Systems as prime.
However, in 2009 the US Air Force gained
control of JCA, and in 2012 halted orders,
claiming that the C-27J was too expensive to
operate. The service has quoted an hourly
operating cost of $ 9000 for the C-27J,
compared to $ 10,400 for the C-130J,
although the corresponding Ohio ANG
figures are $2100 and $ 7000 respectively.
America’s 21 existing C-27Js are shortly
due to go into open storage at DavisMonthan AFB, Arizona. However, in May
2013 the US Air Force announced a search to
identify potential sources to manufacture
further C-27Js, with deliveries starting in
2016. This evidently responds to
Congressional instructions that “The
Secretary of the Air Force shall obligate and
expend funds previously appropriated for
the procurement of C-27J Spartan aircraft
for the purposes for which such funds were
originally appropriated.”
There is also a proposal that US Air Force
C-27Js, which cost the Pentagon $ 1.6 billion,
should become a contractor-operated fleet
under a Multi-Agency Airlift Capability
(MAAC) programme, serving the needs of
the Army National Guard (ARNG), Special
Operations Command (Socom) and various
US Government agencies, such as Homeland
Defense, the Coast Guard and the Forest
Service. It may be recalled that the original
purpose of the JCA programme was to
replace the US Army’s 42 Shorts C-23s, which
are still due to retire in 2016.
The C-27J has also been ordered by
Australia (ten via FMS), Bulgaria (three),
Chad (two), Greece (twelve), Italy (twelve),
Lithuania (three), Mexico, (four), Morocco
(four), and Romania (seven). Both the
C-27J and C295 are contenders for Canada’s
FWSAR (Fixed-Wing Search And Rescue)
The US Air Force has done its best to kill the Alenia Aermacchi C-27J Spartan, seen here in
demonstrator form during a visit to South Africa. Congress is now forcing the service to buy
more, using previously allocated funds. (Armada/RB).
08
programme to replace the de Havilland
CC-115 Buffalo and legacy Lockheed
Martin CC-130.
I TWIN TURBOFANS
The availability of high-bypass turbofans is
encouraging the development of twin-jet
medium tactical transports, a category so far
dominated by turboprops.
One such project is the 81-tonne Embraer
KC-390, a multi-national, dual-role
(transport/tanker) aircraft, designed to carry
80 troops or a 23-tonne payload, and powered
by International Aero Engines (IAE) V2500E5s. Embraer is working under a $1.5 billion
Brazilian government contract to produce
two prototypes. First flight is scheduled for
late 2014, and service entry for 2016.
In 2010 the Brazilian Air Force announced
plans to buy 28 KC-390s. Embraer has letters
of intent for twelve for Colombia, six each for
Argentina, Chile and Portugal, and two for
the Czech Republic. All of these countries will
participate in the manufacture of the
airframe. If the Dassault Rafale or Saab
Gripen wins Brazil’s F-X2 contest, France or
Sweden will be expected to buy KC-390s.
Embraer has an agreement with Boeing
on possible technical and marketing
cooperation, and in 2011 announced a
stretched commercial version of the KC-390,
aimed at the cargo market. Brazil’s Correios
postal service has stated the intention to buy
15 KC-390s to airlift mail.
In developing a new tactical transport,
Antonov has the advantage of already
producing a high-wing twin-jet regional
passenger airliner, the An-148 and stretched 158 series. Powered by Progress D-436
engines, the family has already grown from a
maximum weight of 38.55 to 43.7 tonnes. The
An-178 is a further development, retaining
the wing and tail of the An-158, but with a
larger fuselage and a rear loading ramp. The
This artist’s impression of the earlier Antonov
An-148T-100 project gives some indication of the
form of the new An-178 derivative of the
commercial An-158 regional transport. (Antonov).
prototype may fly before the end of 2014.
Antonov regards the An-178 as filling the
gap between the 32-tonne C-27J and the 74.4tonne C-130J, but it may be on the light side. In
contrast, the Indo-Russian Multirole
Transport Aircraft (MTA) is expected to gross
around 68 tonnes, with a 20-tonne payload.
The Bangalore-based Multirole Transport
Aircraft Ltd (MTAL) was formed in 2010 by
Hindustan Aeronautics Ltd (HAL),
Rosoberonexport, and Russia’s United
Aircraft Corporation – Transport Aircraft
(UAC-TA), which had been created in 2008
to deal with the MTA, the Il-112V, and the Il76 and An-124 families.
The preliminary design contract for MTA
was signed in October 2012, and a binational team began work two months later in
Moscow. Aviadvigatel PS-90A-76 engines
have been selected. The MTA is scheduled to
fly in 2017, leading to deliveries in 2019. It is
planned that 100 MTAs will be built for the
Russian Air Force, 45 for the Indian Air
Force, and 60 for other operators.
Japan’s 141-tonne Kawasaki C-2, powered
by GE Aviation CF6-80C2K1Fs, is a much
larger aircraft. If exports are allowed, the C-2
will pose a threat to the Airbus Military
A400M and Antonov An-70. The first of two
prototypes flew in 2010, and two more
were funded in FY2012. The JASDF
is expected to buy 40 C-2s to replace its
C-130s and Kawasaki C-1s.
I QUAD PROPS
The Lockheed Martin C-130 Hercules has
been in continuous production longer than
any other military aircraft. The first
generation C-130A/B/E/H entered service
The An-158, here photographed at the
recent Dubai air show, clearly shows where
the DNA of the new An-178 comes from.
(Armada/Eric H. Biass)
with the US Air Force in 1957, and 2154
examples were built. The new-generation 70tonne C-130J Super Hercules with RollsRoyce AE2100D engines, six-blade propellers
and a modernised flight deck and avionics
followed in 1999. Orders currently stand at
337 units, of which 303 will be delivered by
the end of 2013.
The C-130J is in service with the US Air
Force (which plans to buy 168), Marine Corps
and Coast Guard. International customers
include: Australia twelve, Canada 17,
Denmark four, India six (of twelve planned),
Iraq six, Israel four (of nine planned), Italy 21,
South Korea four, Kuwait three, Mexico two,
Norway four, Oman three, Qatar four, Tunisia
two, the UAE twelve and UK 25. Mongolia is
planning to buy three C-130Js, and Congress
has been notified of a possible sale of two to
the Free Libyan Air Force.
As more nations are cutting defence
funds, Lockheed Martin has proposed the
simpler-equipped C-130XJ, which would
offer a 15 per cent cost saving.
China’s 61-tonne Shaanxi Y-8 is a
reverse-engineered An-12. It is believed that
over 100 have been built. Venezuela is
currently receiving eight Y-8F-200s. Aside
from the basic transport, the Y-8 serves as a
platform for various radars. The PLA Navy’s
maritime patrol Y-8J has recently been in
the news, monitoring shipping close to
disputed islands in the South China Sea.
The projected 77-tonne Y-9 derivative
appears to be on ice due to lacking of
government funding.
Major logistic operations invariably
involve outsize loads, requiring the use of
wide-body aircraft such as the Boeing C-17,
Lockheed Martin C-5 or Antonov An-124.
The latest available wide-body is the midsize, less expensive 141-tonne Airbus
Military A400M Atlas. Powered by Europrop
International TP400s turning eight-blade
propellers, the A400M will be able to carry
payloads up to 37 tonnes, accommodate
Mrap vehicles and helicopters, and deliver
them at near-jet speed over intercontinental
ranges into short airstrips.
It has been claimed that when France
intervened in Mali in early 2013, A400Ms (if
then available) could have flown heavy
equipment direct to the operations area,
rather than to an airfield 900 km (and five
days) away at Bamako, where the C-17s and
An-124s landed.
The first of five ‘Grizzly’ A400M
development aircraft flew at the end of 2009.
The seven launch nations represent a
domestic market for 170 units (Belgium
09
The Airbus Military A400M Atlas is
designed to transfer and accept fuel in
flight. British A400Ms will not be delivered
with this capability, but will have
provisions for retrofits. (Airbus Military).
seven, France 50, Germany 53, Luxemburg
one, Spain 27, Turkey ten and UK 22). The
only export customer to date is Malaysia,
buying four, but Kazakhstan is considering
buying two.
The first production A400M (MSN7) was
handed over on August 1, 2013 to the French
Air Force, which will base its fleet at BA123
Orleans-Bricy. The first for Turkey (MSN9)
will also to be delivered in 2013, followed in
2014 by deliveries to Germany (starting with
MSN18), Malaysia (MSN22), and Britain
(MSN16). Spain will receive its first (MSN46)
in 2017, followed by Belgium (MSN136) and
Luxemburg (MSN133) in 2018.
The A400M is currently certified to a
maximum gross weight of 132 tonnes, a
maximum payload of 32 tonnes, a
maximum speed of Mach 0.72, and a
maximum altitude of 31,000 ft. There are
some national differences in equipment
standards. For example, British A400Ms
(which will replace Royal Air Force C-130Js
from 2022) will not be equipped for in-flight
refuelling, but will have provisions for
retrofitting at a later stage.
Germany and Spain are each planning to
release 13 of their A400Ms for sale, which
could make aircraft available for early
delivery, should (for example) the US Air
Force develop a need for short-field, widebody transports for special operations in
Africa. France is looking at some reduction
JMR: a first step towards Future Vertical Lift
On 3 October 2013 the US Army Aviation and Missile Research, Development and
Engineering Center announced the four teams that were to be awarded the
Technology Investment Agreements for the Joint Multi Role Technology Demonstrator
Phase 1, each team receiving a $6.5 million contract to start with the initial work.
Paolo Valpolini
T
he programme states that at least 50%
of the development costs will be
sustained by the companies. Better
known as JMR-TD, the programme
aims at reducing risks for the Future Vertical
Lift programme, which aims at finding a
replacement for both the Blackhawk utility
helicopter and the Apache combat helicopter
around the mid-2030s. The four teams that
received the TD contract are evenly divided
between major helicopter manufacturers,
namely Bell Helicopters and Sikorsky (the
latter teamed with Boeing), and high-tech
design companies, such as Texas-based AVX
Aircraft Company and California-based
Karem Aircraft.
10
The AVX Aircraft proposal is based on the Compound Coaxial Helicopter configuration and is
the only one that features a rear ramp. (AVX Aircraft)
One of the unique features of the Atlas A400M
is clearly visible here: its mirror-spinning set of
eight-bladed propellers on each one of its
sides. With deliveries now underway and
market confidence building up, the curiosity
hitherto displayed for the Atlas (here in fact
“Grizzly 5” captured at the recent Dubai Air
Show) by potential customers is now turning
into more than just “keen interest”.
(Armada/Eric H. Biass)
This immaculate US Air Force C-130J serial 07-3170 is shown on delivery to Air Mobility
Command’s 317th Airlift Group at Dyess AFB, Texas. Since 2003 the 317th AG has been
continuously employed in supporting Operations Enduring and Iraqi Freedom. (Lockheed Martin).
The purpose of the JMR-TD is to
investigate designs and new technologies, the
end of Phase 1 being planned for June 2014.
The companies have nine months to refine
their design and prepare to build a flight test
demonstrator. This will not be a 1:1 scale of
the final product, the requirement only
calling for a flying system that
aerodynamically represents a full-scale
system. Summer 2014 should see the
selection of two competitors that will then
produce the two demonstrators that are
expected to take to the air in 2017, with
subsequent testing planned for late 2018early 2019. The JMR-TD, it is noteworthy, is
totally decoupled from the choice the Army
will make for the Future Vertical Lift.
Although a joint programme, the JMR is
deeply influenced by the Army as numbers
forecast for potential future acquisitions
hovers over four-digit figures rather than
three for the other services.
At AUSA 2013 Bell unveiled the mock-up
of its V-280 Valor. It features a relatively
conventional fuselage, which reminds that of
the BlackHawk, with two wings tipped by the
engines. These are fixed, while the rotors
nacelle tilt a la V-22 Osprey, but with reduced
complexity and increased maintainability
due to the fixed engines. The fly-by-wire
flight control system, which is tripleredundant, allowed for various solutions,
such as T- and H-shaped tails, though Bell
officials state that the V solution was chosen
for its optimal performance balance, its
good adaptation to antenna requirements,
and its adaptability to folding solutions
needed for the Navy and US Marine Corps.
Bell states that at 6,000 feet height and 35°C
the Valor will be able to hover out of ground
effect, as per Army requirements. The utility
variant being the curren priority, not much
has been developed in terms of weaponry
The model of the Bell Helicopters proposal for
the Future Vertical Lift programme. The
engines are located at the tip of the wings, but
do not rotate when flight is transitioned from
horizontal to vertical. (Armada/P. Valpolini)
Newly painted in military grey and pictured in
the Ukrainian winter, the Antonov An-70 has
been modified visibly, with 50% greater
separation between the propfan discs and a
sensor turret under the nose. (Antonov).
in its planned A400M fleet, but Turkey is
considering doubling its order.
Older physically than the A400M, having
first flown in 1994, but arguably more
advanced technologically, having propfans
rather than turboprops, the Antonov An-70
is a long-running on-again, off-again saga
that might (if launched earlier) have become
one of the aerospace success stories of the
Soviet Union.
Powered by Progress D-27 engines, each
turning 14-blade contra-rotating propfans,
the 145-tonne An-70 is claimed to offer
better load capacity and performance than
the A400M at less than half the price ($ 67
million, compared to $ 180 million). At
time of writing the sole prototype, with
for the Apache replacement, the current
weapon being the same ATK M230LF. The
major focus is on cost reduction and
increased performance. The V-280
promises a 280 knots (hence the name) with
a combat range of between 500 and 800
nautical miles and a strategic selfdeployability range of over 2,100 nautical
miles(twice those of current helicopters).
Combat load of over 5.4 tonnes include four
crewmembers and 11 soldiers in the utility
version, which features two 1.8-metre high
side doors to allow rapid ingress-egress.
At the same exhibition, Sikorsky exhibited
a model of its SB>1 Defiant which adopts the
X2 technology of coaxial contra-rotating
rotors and rear pusher propeller already
thoroughly test-flied by the company. “Going
faster is not the only purpose of the story,”
Steve Engebretson, Director advanced
military programmes at Sikorsky told
Armada International, “we want to improve
helicopter’s manoeuvrability and properties,
and our coaxial rotor configuration and
pusher propeller is perfect for this purpose.”
According to Engebretson the coaxial rotor
improves lift and lowers drag. The tail
propeller pushes the aircraft to the maximum
speed allowed by the drag and allows rotor
11
This Indian Air Force Ilyushin Il-76MD is
pictured at Joint Base Peral Harbor –
Hickam, with US Air Force Boeing C-17s in
the background. (US Air Force).
improvements to the engines, propfans,
high-lift devices, avionics, flight deck and
auxiliary power unit, is waiting to undergo
joint Russo-Ukrainian state flight trials.
Two preseries An-70s funded by the
Ukraine are being completed at the Antonov
Serial Plant, and may be purchased by Russia,
if the latter goes ahead with the 2010 plan to
acquire at least 60 by 2020. Any further An70s would be built by the Kazan Aircraft
Production Association (Kapo), as would the
commercial An-70T with Motor Sich D-727
high-bypass turbofans.
However, in early 2013 Russian Defence
Ministry officials complained of production
delays (Kapo was to build 21 An-70s by
2015), and indicated that it might withdraw
blade pitch to be decreased to further reduce
drag. Low-speed manoeuvrability is the other
key element, the configuration allowing both
nose-up or nose-down hovering according
to the needs. “We are quite ahead of
development as following filing our proposal
in March, we started working since April,
well ahead of selection,” concludes
Engebretson. In the JMR-TD programme
Sikorsky is teamed with Boeing, the Defiant
team promising a 100-knot improvement in
speed (the latest BlackHawks have a 150-knot
maximum cruise speed), a 60% greater
combat radius and a 50% better hot-and-high
hover performance. The Defiant features
four-blade coaxial counter-rotating rotors
and a seven-blade pushing propeller, with an
H-tail which also hosts the elevator-rudder
system, and one wide sliding door on each
side to allow quick operations on the ground.
At its AUSA booth Sikorsky also exhibited
the S-97 Raider mock-up, which adopts
a similar configuration although with
reduced dimensions, and assembly of
which started in September 2013.
The two design companies involved in the
JMR-TD phase, AVX Aircraft Company and
Karem Aircraft were not exhibiting at AUSA,
but their proposals have been well advertised.
12
from the programme by the end of the year.
One report indicates that Russia would still
expect Kapo to deliver 17 An-70s by 2020. In
April Antonov announced that it had
suspended development trials because the
Russian Defence Ministry had suspended its
participation in the programme. The
Ukrainian prime minister then stated that his
country would continue with the project,
even if Russia withdraws, but there are doubts
whether this is financially possible.
I QUAD JETS
One sure thing for the Russian Air Force is
the 210-tonne Ilyushin Il-76MD-90A (aka Il476), with modern avionics, a glass cockpit,
stronger wing and undercarriage, and
At AUSA Sikorsky exhibited the mock-up
of its S92 Raider, a smaller aircraft compared
to the JMR-TD proposal, assembly of
which started last September at the
company’s facilities. (Armada/P. Valpolini)
In recent years AVX Aircraft developed and
patented the Compound Coaxial Helicopter
(CCH) configuration that fully responds to
the JMR-TD requirements. According to
AVX the CCH provides huge advantages in
power requirements thanks to the lack of a
Aviadvigatel PS-90A-76 turbofans. It first
flew in September 2012, and a Russian
Defence Ministry order for 39 to be delivered
by 2018 was increased to 48.
Production will take place at Aviastar at
Ulyanovsk, and is expected to be followed by
at least 20 more for Russia (which has over
100 Il-76MDs in service) and around 30 Il76s and Il-78 tankers for China. In June 2013
Rosoberonexport announced that China had
purchased ten pre-used Il-76MDs as a
stopgap measure, and that existing Chinese
Il-76MDs were being refurbished in Russia.
China’s Avic/Xian Y-20, which first flew
on January 26, 2013, might be regarded as a
wide-body Il-76 derivative. It is believed to
gross slightly over 200 tonnes, and began
tail rotor and to rotor-on-rotor wake
interactions, the overall reduction being
estimated at 15-18%. Fan propulsive
efficiency being higher than that of
conventional helicopter configuration, at
cruise speed induced power is 20% less, while
AVX also states that ducted fans are more
efficient than tilt rotors. Combining greater
speed and fuel efficiency, AVX estimates a
60% increase in productivity over
conventional helicopters. The configuration
currently proposed sees a tail-less fuselage
This US Air Force Boeing C-17
Globemaster III is demonstrating its
ability to use unpaved forward
airstrips. (Boeing).
flight trials with Soloviev D-30KP engines (as
on the Il-76), although it is later to have
Chinese WS-118s. The earliest possible
service date is 2017.
Aviastar is refurbishing and upgrading ten
402-tonne An-124 Ruslans to An-124-100M
standard for Russia’s Military Transport
Aviation (VTA). Russia’s armament
programme for 2011-2020 includes 25 such
upgrades, with plans for 15 new-build
aircraft beyond 2020.
Russia and the Ukraine have had multiyear discussions about launching production
of the modernised An-124-200 at Aviastar,
which assembled the final two An-124-100s
(for civil use) in 2004. However, in the
absence of a Russian Air Force order, these
talks have been fruitless. Volga-Dnepr has
been studying assembling modernised An124s with Western engines and avionics at
Leipzig/Halle airport in Germany, where the
An-124s of Nato’s Strategic Airlift Interim
Solution operation are based.
The US Air Force is meanwhile
proceeding with modernisation of its fleet of
381-tonne Lockheed Martin C-5s. By
FY2017 this will consist of 52 C-5M Super
Galaxies with GE Aviation F138 (CF6-80C2)
with two short wings located over the front
doors, and two ducted fans on the rear sides,
clearing the tail for a ramp.
According to illustrations AVX helicopter
should carry up to 14 soldiers plus a crew of
four. The capability to land both nose-up or
nose-down allows to considerably reduce the
risks of brown out when landing in sand or
dusty areas, as nose down attitude downwash
tends to thrust dust backwards.
Should the Army opt for a single
configuration for both the utility and attack
roles, AVX proposes to use the internal
volume in the attack version for internal
weapon carriage with a view to reducing
drag, while the ramp would allow rapid
reloading. The tail-less solution also reduces
complex tail-folding systems for naval
applications, blade folding becoming the
only requirement. Should the AVX design
succeed in the FLV bid the company will
maintain the prime position and will put
together a team of vendors that will provide
the sub-assemblies while one of them will
create the assembly facility (the company
believes that this solution ss the most costeffective one). AVX is proposing a CCH
solution also for the upgrade of existing
helicopters, such as the OH-58D.
engines and only 29 C-5As. Some 46 C-5As
are being retired, but will be kept in flyable
storage until Congress decides their future.
One of the great success stories of military
airlift has been the Boeing C-17 Globemaster
III, of which the US Air Force received its
223rd and last on September 12, 2013. The
production line is currently being kept open
by international sales. Australia has so far
ordered six, Canada four, India ten (with
options on a further six), Kuwait one, Qatar
four, the United Arab Emirates six and
Britain eight. In addition, the twelve-nation
Strategic Airlift Capability consortium of
Nato and Partnership for Peace nations
The Sikorsky-Bell team unveiled the model
of its SB>1 Defiant, which adopts
the X-2 configuration, a technology that
Sikorsky has proven in the last few years.
(Armada/P. Valpolini)
Last but not least, Karem Aircraft,
proposes a tilt-rotor configuration, the
company having developed concepts such as
the Joint Heavy Lift and the regional
Aerotrain aircraft, both based on tilt-rotor
technology. Tilt Rotor 36 Technology
Demonstrator, TR36TD in short, is the name
of the Karem Aircraft proposal, where 36 is
the rotor diameter in feet. The aircraft
architecture resembles that of the other
company projects, such as the Joint
Heavy Lift, with the nacelles located at
about two thirds of the wing. The nacelle,
operates three C-17s, of which one is supplied
by the US Air Force. An unspecified
customer has ordered two, bringing firm
export orders to 43.
Boeing indicates that Algeria is interested
in buying four to six C-17s. New Zealand has
an agreement with Australia to obtain flight
hours on RAAF C-17s in exchange for time
on RNZAF C-130Hs and Boeing 757s.
In anticipation of repeat orders from
Australia and India, and to facilitate new sales
to Algeria, Saudi Arabia and Singapore,
Boeing is to build 13 ‘white tail’ C-17s. The
planned production total is now 279 units,
with the line due to close in 2015.
rotor/propeller and outer wing section all
rotate when shifting from vertical to
horizontal flight. A small vertical tail ensures
flight stability. The key element in the Karem
proposal, however, is the Optimum-Speed
TiltRotor (OSTR) concept, which was first
used on the A160 Hummingbird unmanned
helicopter that has now become a Boeing
product. The initiator of that concept was
Abe Karem, now CEO of Karem Aircraft, the
system being based on a hingeless rigid rotor
with variable rotational speed, which is
trimmed according to the flight situation. In
the OSTR blades are rigidly attached to the
hub, which is itself attached rigidly to the
mast, blades being controlled electronically
and individually, thus there is no swashplate.
This reduces complexity as well as
maintenance costs. Moreover the Karem
design promises to offer higher speeds, with
estimates quoting 360 knots. No further
details have been provided, but the company
holds numerous other patented technologies
that might become part of the TR36TD. In
case of success in the following FVL
programme it is highly probable that for
production Karem will maintain prime
contractorship and outsource most of the
manufacturing and assembly work.
13
The Italian Navy’s Fincantieri-built Cavour has
participated in the Haiti humanitarian operations,
putting to test its multifunction hangar with rear ramp,
that can accommodate armoured and wheeled
vehicles for expeditionary and humanitarian
operations. (BrazilianNavy)
The Sea to Land Link
Joint expeditionary and multinational missions worldwide have developed a need for
maritime forces that are versatile, flexible and mobile, capable of operating in
conflicts, security enforcement and humanitarian relief operations, and able to sustain
operations for extended periods. Translating these missions into equipment capability
require both first-rank and less-sophisticated naval forces. Multipurpose amphibious
ship are required to match available budgets, the multiple attributes of a multi-spot
aviation capability, protected load/offload and accommodation for watercraft, extended
C3 capabilities, organic medical/primary care facilities, and a large internal volume for
personnel, vehicles and other materiel transportation.
Luca Peruzzi
T
he United States maintains the largest
and most capable amphibious force in
the world, and the recent strategic
shift towards the Asia-Pacific and
Middle East areas highlights the requirement
for new LHA-type amphibious assault ship.
14
I LANDING HELICOPTER DOCKS
GAIN MOMENTUM
A key element of the Seapower 21 pillars of
Sea Strike and Sea Basing, and a cornerstone
of the Amphibious Readiness Group
(ARG)/Expeditionary Strike Group (ESG),
the “Big Deck Amphib” LHA/LHD/LHA(R)
family represents the largest amphibious
ships built for US Navy. Under the Tarawa-
class LHA replacement program, in June
2007, the former Tarawa and Wasp-classes
Ingalls Northrop Grumman Ship Systems
shipbuilder, today Huntington Ingalls
Industries (HII), was contracted for the
construction and delivery of the new LHA
first-of-class, which is an aviation-centric
modified version of the Wasp-class Makin
Island LHD, featuring the same propulsion
The future of fixed-wing air
operations from US Navy’s
amphibious vessels is represented by
Lockheed Martin F-35B Lightning II
STOVL (Short Take-Off Vertical
Landing), here depicted on Wasp
(LHD 1) ship during the second atsea aircraft development test event
this summer. (US Navy)
plant based on gas (and auxiliary electric
motors for low speed propulsion) turbines
instead of older LHD/LHA steam turbines,
both offering a 20+ knots maximum speed.
Key differences between the new LHA 6
and the LHD class ships include the deletion of
the well deck, an enlarged hangar deck with
enhanced aviation maintenance facilities,
cargo stowage and increased aviation fuel.
I accommodates both Bell/Boeing MV-22
Osprey tilt-rotor and the Lockheed Martin
F-35B Lightning II aircraft, in addition
to an electronically configurable C4ISR
(Command, Control, Communication,
Computer, Intelligence, Surveillance and
Reconnaissance) suite. With a 44,971-tonne
full load displacement, length and beam of
respectively 257.3 and 32.3 metres, the LHA
6 America can carry the same 1,687-strong
Marine Expeditionary Unit force already
embarked on Tarawa and Wasp-class assault
ships, supported by a more powerful fixedand rotary-wing group including six Boeing
AV-8B Harrier II Plus or F-35Bs, 12 MV-22
Ospreys, four Sikorsky CH-53E/K Super Sea
Stallions, four Bell AH-1W/Z Super Cobras
and three UH-1N/Y Hueys in addition to two
MH-60S Seahawk transport/SAR helicopters.
The LHA 6 America is today scheduled
for delivery to the US Navy in the first
quarter of 2014, followed by the LHA 7, a
repeat design configuration of the first-ofclass with fact of life updates for equipment
obsolescence. Beginning with LHA 8, which
is planned for procurement in Fiscal Year
2017, the Navy will reintegrate the well deck
into the large deck amphibious assault ships
to provide necessary surface lift capacity,
together with a reduced island.
The British forces participation in the
Balkans operations in 1993, and the
unavailability of a purpose-built platform,
paved the way to the construction and
commissioning of landing platform
helicopter (LPH) Ocean in September 1998.
With a 21,500-tonne displacement, length
and beam of respectively 203,4 and 35
metres and a diesel-based propulsion
offering a max speed of 18 knots, the LPH
Ocean has been built to commercial
standards and is capable to transport and
transfer ashore up to 830 Royal Marines,
matèriel and cargo with four LCVP
personnel and landing craft and up to 18
helicopters, including 12 AgustaWestland
Sea King HC4 Commandos and 7 Lynx
AH7s, but also Merlin AW101 and Boeing
Chinooks in addition to British Army’s
Apache AH.1 combat helicopters. She
contributed to Operation Telic in 2003
during the Second Gulf War and more
recently took part in Libyan operations with
an embarked detachment of 4-5 Apache
combat helicopters. Babcock recently
completed a massive LPH upkeep and
upgrade programme, including the new BAE
Systems Artisan 3D 997 Medium Range
Radar, four 30 mm MSI Defence Systems
Automated Small Calibre Gun (ASCG) to
replace existing 20 mm guns, the Defence
Information Infrastructure (Future) (DII(F))
enabling information sharing and
collaborative working across the Armed
Forces and MoD and BAE Systems
DNA(2) command system for weapons
The higher end of US Navy’s amphibious fleet is represented by Wasp-class Landing
Helicopter Docks (LHD), which latest iteration, the Makin Island (LHD 8) features a propulsion
plant based on gas turbines and auxiliary electric motors for low speed propulsion,
instead of the older LHD/LHA steam turbines. (US Navy)
15
Together with first-of-class USS America (LHA 6), which is to be delivered by 2014 beginning,
the following LHA 7 will be an aviation-centric modified version of the Wasp-class, without the
well deck, designed for operations with F-35Bs and MV-22Bs. (US Navy)
The higher end of UK Royal
Navy’s amphibious fleet is
represented by Ocean landing
platform helicopter (LPH),
which has recently completed
an extensive overhaul and
upgrade program. (UK
MoD/Crown Copyright)
management, in addition to platform
systems enhancements or replacements.
Built by DCNS and STX France, with
DCNS acting as combat system supplier and
integrator, the Bâtiment de Projection et
Commandement
(BPC)
platform
represents the successful output of French
Navy’s joint expeditionary capabilities
plans. With a full load displacement of
21,500 tonnes, a length of 199 metres and a
beam of 32 metres, together with an allelectric propulsion system based on two
podded motors providing a maximum
speed of 19 knots, the Mistral class/BPC can
transport a battle group of 450 troops in
addition to 60 armoured vehicles, including
13 Leclerc main battle tanks. The design also
offer ample capacity for hospital facilities
and extensive joint command operations
modular facilities.
16
The third-of-class Dixmude (the fourth
has
been
cancelled)
introduced
enhancements based on the previous vessels
in-service experiences, including better view
from island modified bridge area and
integration of DCNS Senit 9 combat
management system (CMS) with Thales
MRR3D-NG multirole radar, radio and
atcoms suite, and SIC 21 command support
system. A sensor suite upgrade for all French
Navy’s amphibious fleet is introducing the
Sagem Eoms-NG to provide both 360°
surveillance and 360° weapon system control.
Self-protection is assured by two MBDA
Simbad twin-Mistral missile launchers and
two 20mm guns. Troops, matériel and
vehicles can be delivered ashore by up to 16
embarked rotary-wing platforms, including
NHIndustries NH90 TTH/NFH and
Eurocopter AS532AL/EC725 Cougar
medium tactical transport, being supported
by EC665 Tigre HAP/HAD combat
helicopters, in addition to four CTM
(Chaland de Transport de Matériel) landing
craft type or two L-CAT/EDA-R (Engin de
Débarquement Amphibie-Rapide) highspeed landing craft.
The first of two BPC-type vessels (LHD Landing Helicopter Dock), christened
Vladivostock and on order from DCNS for the
Russian Federation was floated out of its
building dock at STX France’s Saint-Nazaire
shipyard on 15 October 2013. The
programme has proceeded as planned since
the contract came into force in late 2011, with
the vessels on schedule for delivery in late
2014 and late 2015 respectively, providing a
huge enhancement to Russian Navy’s
The French Navy has in service three
platforms belonging to the Bâtiment de
Projection ed Commandement (BPC)
Mistral class, which can carry a battle group
of 450 troops plus main battle tanks,
vehicles and support. (French Navy)
Computer-generated image of the Russian
version of the Mistral, the first-of-class
Vladivostock. She was launched on 15 October
and is to be delivered in October 2014. Together
with her twin, the Vladivostock BPC will be
assigned to the Russian Pacific Fleet. (DCNS)
capabilities in power projection sector. No
official Russian confirmation was however
provided about the following two ships
construction. STX France is building the
vessel platforms as a subcontractor to DCNS,
while OSK is contributing to the construction
of both vessels as a subcontractor to STX.
These platforms will differ from French Navystandard built BPC for specific requirements,
including higher hangar for the Kamov Ka52K Alligator attack and Ka-29 armed
transport helicopters, the well dock door
complete closing, and onboard systems
adapted to Russian standards and cold
temperatures, in addition to a modified island
and slightly reinforced hull.
According to the latest reports, an
exportable version of DCNS Senit combat
management system is to be installed,
together with a communications suite alleged
to include both Russian and French
equipment, based on Thales Aquilon fully
integrated system. The vessels are to be armed
with two AK630 30mm gatling guns and two
SA-N-10/Gibkha 3M-47 quad-launchers selfdefence weapon systems. The Russian
Federation Navy also ordered four LCMs,
represented by French New Generation CTM,
which will be built by STX France under
DCNS design and delivered with the ships.
With the retirement of the 16,700-tonne
Principe de Asturias Matador aircraft carrier
in February 2013, the Buque de Proyección
Estratégica (BPE) or strategic projection
ship Juan Carlos I will be the Spanish Navy’s
prime aviation carrier platform. Built by
Navantia with a view to leading a
multinational task group with a brigade-size
lift of amphibious forces and commissioned
in service in September 2010, the Juan
Carlos I is a multirole vessel that can
accomplish amphibious, disaster relief and
aircraft carrier operations, thanks to a 12°
ski-jump and aviation facilities for Boeing
AV-8B Harrier II Plus. With a 27,050-tonne
displacement and length and beam of
respectively 230.8 and 32 metres, together
with a combined diesel-electric and gas
turbine propulsion system with two podtype propellers offering a max speed of 21
knots, the Juan Carlos I can transport an
amphibious force of 910 troops, to 12 main
battle tanks, 65 wheeled an 27 amphibious
armoured vehicles. 18 to 25 helicopters may
include a mix of NH90 TTH/NFHs, Sea
King SH-3Ds, AB-212s, CH-47 Chinooks
and soon EC665 Tigre HAD combat
helicopters, in addition to four Navantiabuild LCM1E type landing craft or one aircushioned landing craft.
Built under the Amphibious Deployment
and Sustainment JP2048 phase 4A/B
programme assigned in 2007 by Australia to
With the retirement of Principe de Asturias on
February 2013, the Buque de Proyeccion
Estrategica (BPE) Juan Carlos I provides an
aviation carrier platform in addition to
amphibious capabilities (Spanish Navy)
17
The first-of-class Canberra LHD, based on Spanish
Navantia BPE project, is planned to enter in service
with Royal Australian Navy in the first quarter of
2014 while the second-of-class will follow in the
quarter of 2015. (BAE Systems Australia)
The new amphibious and logistic support
vessel (BDSL) being built for the Algerian
Navy by Fincantieri as part of Orizzonte
Sistemi Navali (OSN) joint-venture with Selex
ES, is an evolution of the Italian Navy’s LPDs
and will be launched in December 2013.
(Armada/Luca Peruzzi)
BAE Systems Australia Defence-led
industrial team including Navantia and
combat system suppliers, the contract covers
the delivery of two 27,800-tonne Canberraclass LHDs based on the Spanish BPE
project, in addition to combat direction
system integration centre, simulated training
and integrated support. These LHDs differ
from the Juan Carlos I mainly in their
equipment suite that includes a derivative of
the Saab 9VL Mk3E combat management
system, a Sagem Vampir-NG EO/IR, a Saab
Giraffe AMB multifunction radar, an L-3
Communications integrated communication
systems, a Sperry and Kevin Hughes
integrated navigation and a helicopter
control radar suite, a self-defence package
based on ITT Exelis ES-3701 ESM, BAE
Systems Australia Nulka missile decoys plus
Rafael Typhoon 25 mm remote weapon
systems. In addition to an air component
which can include Eurocopter Tiger Armed
Reconnaissance Helicopters (ARH), NH90
TTHs, Sikorsky Blackhawks/Seahawks and
Boeing CH-47 Chinooks, the contingent of
around 1,050 troops, 110 vehicles and
matériel can be delivered with the same
Navantia-built LCM1E type landing craft
acquired in 12 examples under a separate
contract and capable of 13,5 knots with main
battle tank payload. The Canberra class
LHDs will be delivered respectively in
February 2014 and August 2015, providing a
quantum leap in amphibious and disaster
relief operations in the Asia-Pacific region
compared to current Australian Defence
Forces dedicated capabilities.
The new BDSL (Bâtiment de
Débarquement et de Soutien Logistique)
platform being built for Algeria under a
€400 million contract assigned in July 2011
to Orizzonte Sistemi Navali (a joint-venture
The new amphibious and logistic support
vessel being built for Algerian Navy by
Fincantieri, presents an advanced combat
system provided by Selex ES with multifunction
active phased-array antenna-equipped radar
and MBDA Aster 15 surface-to-air missile
system. (Armada/Luca Peruzzi)
With a 27,800 tonne displacement, the
Canberra-class can carry around 1,050
troops with main battle tanks, vehicle and
materiel, in addition to a large aviation
detachment including both transport and
combat helicopters. (Saab)
RMK Marine in Turkey has developed its own
through-deck multipurpose design to bid for
the national programme related to the
procurement of a large 25,000-tone
amphibious vessel and landing craft.
18
China Shipbuilding & Offshore International
company (CSOC) is offering on the
international market a 211-metre design
called 20000T Landing Platform Dock with a
full-hull length flight deck and hangar for
helicopters and a well-deck for amphibious
operations. (Armada/Luca Peruzzi)
between Fincantieri and Selex ES) is to be
launched in December 2013 according to
plans. With a slightly longer (142,9 m) and
beamier (21.5 m) hull, an increased 8,800
tonne displacement and a diesel-based
twin-shaft propulsion system providing a 20
knots max speed, it boasts two helicopters
spots and an below-deck aviation hangar.
The combat system includes a Selex ES CMS
and an MFRA (multifunction function
radar active) radar with an MBDA verticallaunch Aster surface-to-air missile, Selex
ES/GEM Elettronica integrated bridge and
navigation, Elettronica ESM with Oto
Melara decoy launchers, 76/62 mm Super
Rapid and 25 mm guns. The BDSL can
accommodate around 440 troops and
transport three personnel-carrying LCVPs
and three vehicle-transporting LCMs, the
later in the stern dock.
Based on the internationally marketed
Multifunctional ship LHD-based design,
Fincantieri received from Italian Navy a
feasibility study contract for a 20,000-tonne
LHD project with a length and beam of
respectively around 190 and 33 metres, a
still-to be selected propulsion system
offering a 20-knot max speed and the
capacity to transport up to 750 troops with
ample of space for wheeled, armoured
vehicles and cargo. Featuring a
Finmeccanica-provided, but reduced
combat management and weapon package,
the stern dock is to accommodate up to four
LCMs or two LCACs, while the aviation
hangar will have space for six AW101
helicopters which can operate from six a
spot-configured flight deck. Funding could
become available in 2014, with a forecast
delivery around decade-end.
To win the Turkish tender for a morethan 25,000-tonne through-deck LHD-type,
which is unlikely to be awarded before 2014,
Sedef of Turkey teamed with Navantia to bid
a variant of the Juan Carlos I. Desan’s offer, on
the other hand is based on China
Shipbuilding & Offshore International Co
(CSOC) 20000T Landing Patrol Dock (see
below). RKM Marine developed its own
through-deck multipurpose design, and
presented it at the IDEF 2011 exhibition.
With a 25,000-tonne displacement, a length
and beam of respectively 216 and 34 metres,
a flight deck with four landing spots for
heavy helicopters and a well dock capable to
accommodate two LCACs or four LCM, the
LHD is powered by four diesels generating a
maximum speed of 22 knots. The RKM
design can accommodates 1,068 personnel
including the landing force, and can carry
90+ vehicles including 13 main battle tanks,
around 80 armoured/transport vehicles, six
Seahawks or four AW101s in the hangar
plus smaller ones on the vehicle deck. The
Turkish Havelsan combat system includes a
self-defence gun suite.
I ASIA PACIFIC
With the recent economical strategic shift
towards Asia-Pacific region, the power
projection and disaster relief capability
requirements of the higher rank navies of
the area were significantly boosted.
Singapore Technologies Marine (ST Marine) is offering a 14,500-tonne version of its Endurance
family of amphibious vessel, which features a continuous flight deck with hangar for helicopters,
and a well as a landing craft deck. (Armada/Luca Peruzzi)
19
The recent years sovereignty incidents
with neighbouring countries have pushed
the Japanese Government to enhance its
amphibious capabilities, today
represented by the three Osumi-class
amphibious transport dock operating
LCACs. (US Navy)
Unveiled at Defense & Security 2012
exhibition in Bangkok in model form, the
China Shipbuilding & Offshore International
Co (CSOC), ship is known as the 20000T
Landing Patrol Dock. The 20,000-22,000tonne, 211-metre long and 32,6-metre wide
LHD is powered by four diesels, has a 7,000
nm range at 16 knots plus a 30-day
endurance. Besides a well-deck, a flight deck
with four helicopter spots and a hangar for
four helicopters, the new LHD features a
Chinese-based combat system with two FL3000N missile launchers and two 40 mm
guns. It could accommodate up to 1,068
personnel, including 700 troops, over 50
armoured vehicles and eight helicopters. It is
aimed at the export market exclusively, as
during a Chinese TV interview in November
2012, a People’s Liberation Army Aviation
Navy admiral indicated that a national design
would be much larger, similar in size to
American LHDs, approaching 40,000 tonnes.
Drawing heavily on Singapore Navy’s
experience with its four 141-meter long
Endurance-class tank landing ships (LST),
which was also built for Thai Navy, Singapore
Technologies Marine (ST Marine) unveiled
the Endurance 160 design variant of the
family in late 2010. With a 14,500-tonne
displacement and 163.7-metre length, a
continuous flight deck with five landing spots
20
with hangar accommodating up to seven
helicopters, the Endurance 160 has 290strong crew and air wing personnel and can
embark 400 troops in addition to 27
armoured vehicles, with a speed of 22 knots
and endurance of 7,000 nm (15 knots), and
up to four Fast Craft Utility landing vessels
in the well-dock.
In the 1998-2003 period, Japan
commissioned three Osumi-class LPDs,
which were built by Mitsui and Universal
shipbuilders. The 14,000-ton ships resemble
Italy’s San Giorgio-class but with a larger
flight deck and a stern dock. Officially
intended as helicopter platforms, they can
each carry 330 troops, 10 main battle tanks
Currently operating only one 19,000-tonne class
LPH, the South Korean government is planning
to fill the gap until a light aircraft carrier is
tentatively set for service in 2036, with a second
Dokdo-class LPH reported to be capable to
operate STOVL aircraft (US Navy)
or 1,400-tons of cargo. Built by IHI Marine
United and commissioned into service on
18 March 2009, the 19,0000-tonne and 179
metre Hyūga (DDH-181) has participated
to exercise Dawn Blitz in San Diego,
California on last June, carrying Japan
Ground Self-Defence Forces troops, combat
and transport helicopters. On the same
occasion, the Hyūga became the first
Japanese ship to have an American MV-22
Osprey land aboard, emphasising the
Japanese MoD’s intention to protect the
national border islands.
South Korea commissioned Dokdo LPH
in July 2007. Built by Hanjin Heavy
Industries under a contract awarded in
October 2002, the today-single 19,000-ton
LPH can lift 720 troops and 10 tanks,
operate two LCAC from a stern dock and
has a 10 UH-60 helicopters-capable hangar.
Last October, South Korean Parliament
representative unveils the national interest
in deploying two light aircraft carrier by
2036, looking to different intermediate
solutions to fill the gap, including equipping
the second-of-class Dokdo LPH with a sky
jump to operate short-take off and vertical
landing (STOVL) aircraft to be deployed
after 2019.
Through-deck LHD-type designs of
different size and displacement attracted the
interest of other nations including Malaysia,
Philippines and South Africa, although
their requirements may also be met by
Navantia’s Athlas 13,000-26,000-tonne
family or ThyssenKrupp Marine Systems’
15,000 to 20,000-tonne Multirole Helicopter
Dock equipped with a through-flight deck
and stern dock. The MHD150 (15,000
tonne) can lift 750 troops, vehicles and
cargo, landing crafts or LCAC and an
eleven-NH90 detachment.
The Netherlands’ Damen Schelde
shipbuilder successful Enforcer LPD family
has been adopted by three nations,
including UK, Spain and Netherlands. (The
Netherlands MoD)
I LPD, LST AND JOINT SUPPORT SHIPS
The San Antonio-class amphibious transport
dock - LPDs represent a quantum leap over
previous amphibious ship projects, as it
functionally replaces four different type of
classes’ platforms for a total of over 41 ships.
The 208-meter long and 25,300-tonne
displacement LPD-17s feature a well deck for
LCACs, LCU and Amphibious Assault
Vehicles, and a stern flight deck to launch and
recover as well as hangar facilities to
accommodate two CH-53E Super Sea
Stallions. Built by Huntington Ingalls
Industries (HII) Avondale facility, LPD-17s
accommodate 360 crew and 699 personnel
landing force with their tanks, vehicles and
materiel. The diesel-based propulsion system
yields over 22 knots of speed. The combat
management system is based on the
Raytheon Ship Self-Defence System (SSDS)
Mk2, with fully integrated data network
system and sensors suite including Exelis
AN/APS-48E long range air, Northrop
Grumman AN/SPQ-9B horizon search and
AN/SPS-73 navigation radars together with
Raytheon AN/SLQ-32B(V)2 ESM/ECMbased EW suite. The armament includes two
Mk46 30mm guns, two Raytheon Rolling
Airframe Missile launchers and ten 12.7 mm
machine guns. Plagued by several technical
problems which have been progressively
corrected but not yet completely tested and
verified, the LPD-17 class has seen the
commissioning of nine vessels, while two
ThyssenKrupp Marine Systems is offering its Multirole
Helicopter Dock (MDH) vessel family for customers interested
in improving amphibious capabilities. (TKMS)
21
Indonesian Navy is one of the amphibious platform
customer which has elected to put into service a
ship built nationally but developed by a foreign
company. Here depicted one of the Makassar class
landing transport dock. (US Navy)
more are under construction. To fill the gap in
amphibious shipbuilding programmes, HII
is already proposing a scaled-down LPD,
known as LPD Flight II for LX(R) to replace
Landing Dock Ship class (LSD41/49), with
the same big hull but dispenses with many of
the 17’s more expensive features and larger
superstructure. Currently the Navy is
conducting an analysis of alternatives for
the new class.
In Europe, the Dutch Damen Schelde
shipbuilder has produced three generations
of the highly successful Enforcer series for
Royal Netherlands Navy, followed by four
Royal Navy’s Bay class landing ship docks
built in Britain by BAE Systems, and Spain’s
two Galicia class LPDs. Damen Schelde’s
latest iteration is the Joint Logistic Support
Ship (JSS) for the Royal Netherlands Navy .
The ship’s final outfitting and armament
installation is underway and entry into
service scheduled for 2015. With a 27,800tonne displacement the 204.7 metre Karl
Doorman, as it has been christened, will have
replenishment-at-sea facilities and stowage,
a well deck for accommodating cargo transfer
22
via landing craft, a helicopter deck for two
Chinooks operating simultaneously and a
hangar for up to six NH90 and AH-64Dsized helicopters, together with hospital and
C4I facilities. Able to accommodate up to 300
personnel including a 159 crew members, the
ship combat system includes a Thales
Nederland Integrated Mast with SeaMaster
400 Smile air surveillance and
SeaWatcher 100 SeaStar surface detection
radars, and Gatekeeper electro-optical
surveillance system. Armament will include
two Goalkeeper CIWS, Oto Melara’s two
30 mm Marlin and four Hitrole NT 12.7 mm
remotely controlled guns.
In the Asia-Pacific area, countries such
as China and Indonesia have developed or
bought new LPDs, while others such as
India have acquired second-hand vessels
and are planning to develop an amphibious
ships fleet.
Built by Shanghai-based HudongZhonghua shipyard, the Chinese Yuzhaoclass Type 071 LPDs started being delivered
in late-2007. Currently three are in service
while at least a fourth under construction.
Like the US Navy’s San Antonios, they boast
a stern well-deck capable to accommodate
four Type 726 Yuyi class LCACs and a stern
flight deck with two spots for French Super
Frelon-derived Z-8 medium transport
helicopters, four of which can be
accommodated in the hangar facilities. The
28,000-tonne and 210-metre long platforms
feature a 47,200 hp diesel-based propulsion
plant, providing a 22 knots max speed and
6,000 nm (11 knots) endurance. These
vessels are reported to have a 120 crew
complement and accommodation for 500to-800 landing force personnel as well as
space for materiel, equipment and 15-20
amphibious armoured vehicles. Ship selfprotection capabilities include one AK-176
76 mm gun and four AK-630 30 mm CIWS.
Type 071 LPDs may operate as task force
flagship, or conduct humanitarian
missions. It is being marketed abroad, as
recently seen in Malaysia.
Daesun Shipbuilding & Engineering Co.
of South Korea have however designed the
four 11,300-tonne and 125-metre Makassar
class LPDs built by local PT PAL shipyards.
In addition to the future large amphibious platform, the Turkish Navy decided to put into service a
new class of LST built by ADIK shipyard in addition to new landing craft. (Armada/Luca Peruzzi)
The same family’s project was selected in
2012 by the Peruvian Navy for the Buque
Multipropósito programme. The first was
laid down in Sima Callao shipyard on July
2013, while a second unit is planned.
I SEA BASING & SHIP-TO-SHORE
CONNECTORS
As part of the US Navy and Marine Corps
plan to allow a greater level of sea-based
operations, reducing pressure on the
services’ Amphibious Ready Groups and
Marine Expeditionary Units, the US Navy
awarded a contract to General DynamicsNassco in August 2010 for three Mobile
Landing Platform (MLP), which are
becoming the centrepiece of the Sea Basing
concept, in concert with the Joint High
Speed Vessel (JHSV) fast intra-theatre
transportation.
The first-of-class Montford Point (MLP
1) and its current sister vessel under
construction, are designed as open ocean
staging platforms, providing the core
capabilities to transfer personnel, vehicles
and equipment from Military Sealift
Command’s (MSC) cargo ships to US Navy’s
current and future air-cushion landing craft
and new JHSVs, and deliver them ashore.
Derived from the commercial Alaska-class
oil tanker, the 83,000-tonne, 239-metre
platform will boat float-on/float-off
technology, allowing MLPs to partially
submerge, facilitating easy of movement of
cargo and craft and transfer of it from MSC
large, medium speed, roll-on/roll-off ships
(LMSRs) in up to Sea State 3 conditions,
operating up to 25 nm from shore with 1.25metre waves. With a crew of 34 and a 15knot top speed, the platform standard fit
includes add-on modules that support a
vehicle and equipment staging area of
25,000 square feet and 380,000 gallons of JP5 fuel storage, side-port ramp, large
mooring fenders and up to three landing
craft air-cushioned vessel lanes to support
its core requirements. Potential future
platform upgrades as well as additional
capabilities can be incorporated, to conduct
a range of operations including
humanitarian assistance/disaster response
(HA/DR), theatre security operations and
combat operations. Following delivery at
MSC in May 2013, equipment is installed in
order to conduct a Navy and Marine Corps
Operational Test and Evaluation in 2014
and become operational in fiscal year 2015.
Two more are under construction or being
outfitted, the third-of-class being planned
to be the next-generation Afloat Forward
Staging Base (AFSB) to replace the USS
Ponce in US Central Command. Unlike the
MLPs, the AFSB will likely feature a full
deck and be used as a sea base for mine
countermeasures helicopters and special
operations forces.
Conceived to procure high-speed vessels
for fast intra-theatre transportation of troops,
military vehicles, and equipment for both US
Army and US Navy, the Spearhead class Joint
High Speed Vessel (JHSV), is a commercialdesign, non-combatant transport vessel
currently in production by Austal USA in
Mobile, Alabama, under a November 2008
contract award. The JHSV program
The first-of-class Mobile Landing Platform
(MLP) was delivered to Military Sealift
Command last May introducing an ocean
staging platform for across-ship transfer of
material and vehicles. (US Navy)
23
Illustration of the MLP platform,
which is becoming a central
element of US Navy’s sea basing
concept. (US Navy)
originally was structured to deliver fiveeach to
the Army and Military Sealift Command
(MSC), but it was restructured in 2011 with
the latter to operate all 10 ships. In addition
to intra-theatre transportation, the JHSV is
considered for a wide range of missions,
from mine countermeasures to traffic
interdiction, from special operations to
humanitarian aids.
Propelled by four Wärtsila waterjets
driven by four 12,800 shp MTU 20V8000
M71L diesel engines, the 103-metre long
aluminium catamaran JHSV can move 600
short tonnes (including personnel, vehicles,
materiel and helicopter) over 1,200 nautical
miles at a speed of 35 knots (unloaded max
speed is over 40 knots). With a crew of 22
civilian sailors, of which four are on watch
when underway, the JHSV has a 20,000
square foot cargo bay able to accommodate
any US inventory military vehicle, including
Abrams. Designed and equipped for short
hauls, the passenger space has airline style
seating for 312 embarked forces and fixed
berthing for 104. The JHSV includes a flight
deck for day/night helicopter operations
(excluding CH-47 Chinooks and MV-22
Ospreys) and an 105-tonne capacity offload ramp for vehicles to quickly drive off
the ship. Thanks to its under four-meter
draft, the ship can operate in shallow ports
and waterways. Delivered in December
2012, the first-of-class Spearhead JHSV has
successfully completed operational testing.
The second was delivered on June 2013,
while the remaining eight will be handedover at six-months intervals to the tune of a
$1.6 billion contract.
The other key-end elements to
successfully sustain expeditionary forces are
the ship-to-shore connectors. In 2009, the
French Direction Générale de l’Armement
informed Cnim of its intention to acquire
four EDA-R (Engin de Débarquement
Amphibie – Rapide, or Amphibious
Landing Craft— Fast) based onthe L-CAT
(Landing Catamaran) concept. Built by
French Socarenam shipyard they entered
service between November 2011 and
November 2012.
Patented by CNIM and developed using
its own funds, the L-CAT is a catamaran that
lowers its central deck to directly load or
unload on any beach in the absence of port
facilities. With a length of 30 metres and a
width of 12, the EDA-R has aluminium alloy
hulls with a 126 square metre mobile central
platform with an 80-tonne payload capacity.
Once the platform is raised, the propulsion
system composed by four MTU 12V 2000
M93 diesel engine driving four MJP 650
waterjets can come into full song to provide
a maximum speed of 25-30 knots empty, or
18 knots with the 80-tonne payload (though
an endurance of 400 nm is given at 12
The Joint High Speed Vessel is being
delivered in ten ships which are being
operated by Military Sea Lift
Command. New missions are
envisaged for the new platform other
than transportation. (US Navy)
French Navy’s EDA-R landing catamaran has been
successful operating from Wasp LHD platforms during
Bold Alligator 2012 exercise. The initial eight class was
limited to four due to reduced funding. (US Navy)
knots). Crewed by four to eight men, the
EDA-R is employed by Mistral class BPCs
and Sirocco class TCDs and, during Bold
Alligator 2012 , has even operated from the
LPD-17 San Antonio well deck.
The US Navy is involved in a service life
extension program (SLEP) of its fleet of
Landing Craft Air Cushion (LCAC) in order
to extend the operations until the Ship-toShore Connector (SSC) deliveries start in
2020. Currently there are 81 LCACs in US
Navy’s inventory, of which 72 are planned to
go through the SLEP programme to stretch
their lives by 10 years. The SSC is an
evolutionary replacement of the LCAC.
Under a contract awarded in June 2012, the
industrial team lead by Textron Marine &
Land Systems, which includes Alcoa and L-3
Communications, is detailing design and
construction of an SSC test and training
craft, which is to be delivered in February
2017. The contract has also options for eight
production craft. Strongly resembling the
LCAC (it retains the same basic
configuration), the SSC is now designated
LCAC 100. It includes enhancements driven
Cnim’s EDA-R landing catamaran offers higher payload
capacities and transfer speeds at lower costs compared to
classic air-cushioned landing craft. (Cnim)
25
The Ship-to-Shore Connector (SSC), which first test and training craft will be delivered in
February 2017, is an evolutionary replacement of LCAC, offering enhanced performances at
lower life cycle costs. (Textron Marine & Land Systems)
by design service life extended to 30 years
(without SLEP), an increased payload
capacity thanks to two new more powerful
Rolls-Royce MT7 turbines (instead of four
engines). The SSC will be able to carry
ashore, in Sea State 3 and at more than 40
knots, a 74-tonne load (equal to an M1A2)
from a distance of 25 nm. Comparatively,
the LCAC was developed for a 60-tonne (M60 tank) load or 75 tonnes in overload
conditions. However US Navy is to launch a
programme for a new class of conventional
landing craft mechanized (LCM) to replace
the ageing in-service family.
The other country with experience in aircushion landing craft is China. A natural
development of the smaller Type 722 series,
the first Nato code-named Yuyi class Type
726 was launched in December 2009 and
entered service soon after. Designed by
Aviation Industry Corporation of China and
constructed by Jiangnan Shipyard, the Type
726 craft is similar in size to the American
LCAC, but has inferior payload and range
performances due to its less capable and
bigger engines. It nonetheless has a 60-tonne
payload capacity, enough for a Type 99 tank.
With its 150-160 tonnes of displacement and
30 meters of length it can reach over 60 knots
depending on cargo payloads. Four Type
726s are usually carried in a Type 071
amphibious transport dock well deck.
China is also the latest customer of the
Ukrainian Zubr (Project 1232.2) aircushion landing craft. Built by Feodosia
shipbuilding company, the first of four
vehicles was handed-over to the Chinese
navy on April 2013 under a reported $315
26
Singapore Technologies Marine is proposing
its new Brave family of landing craft. Industries
around the world are working on improved
version of conventional landing craft.
million value contract. Adapted to Chinese
navy’s needs, and while the second in under
construction, the second pair will be built in
China with Ukrainian support. With an
overall displacement of 550 tonnes, a length
and beam of respectively 57.3 and 25.6
metres, the Zubr’s propulsion is based on
two air-cushion lift gas-turbines engines
yielding 7,360 kW and three similar engines
driving three large air propellers to provide a
maximum speed of 60 knots. With a crew of
27 and able to transport three main battle
tanks for a total 150 tonnes, the Zubr can
alternatively carry 500 soldiers. In addition
to navigation radars and communication
equipment, the armament includes two 30
mm AK-360 type guns and two 140 mm
MS-227 non-guided rocket launchers.
British and Canadian hovercraft
industries are more than active, with Griffon
Hoverwork having built, for example the
first prototype of the Partial Air Cushion
Supported Catamaran (Pacscat) for the
Royal Navy in 2010. Designed QinetiQ it is
intended for the fast deployment of heavy
payloads onto a beach from an amphibious
assault ship that has limited space for a
landing craft.
French Army VBLs in Mali during Opération
Serval; the French Army considerably
increased the armoured component of its
contingent compared to previous
interventions. (RTD/P. Robert)
What on Earth is Next?
This may appear awfully weird when you think of it, but in spite of the fact that humans
are born on earth rather than in the sea or in the air, land remains the most complex
environment as far their mobility is concerned. This is even truer with military mobility,
where the capacity to move from one point to another is influenced not only by terrain
but also by enemy presence. Mines and roadside bombs in Iraq and Afghanistan
disrupted mobility to a great extent, giving birth to a new category of vehicles called
Mine Resistant Ambush Protected or Mraps, that ensured their crews ballistic as well as
anti-mine and anti-IED protection, with the latter having to be increased as the enemy
honed its skills in that deadly art.
Paolo Valpolini
W
ith the withdrawal from Iraq
completed and that from
Afghanistan well underway
what will come next? Will next
operations take place in an Iraqi-like desert
or in an Afghan-like mountainous terrain?
The most recent military operation has
been “Opération Serval”, carried out by
French forces in Mali in January 2013. Past
operations in that continent were carried out
with unprotected vehicles, mostly highmobility trucks used both as personnel
carriers and weapon platforms. “Serval” has
been a wholly different story, as a good part of
the French contingent was equipped with
armoured assets, ranging from the VBCI
infantry combat vehicle to VAB armoured
personnel carriers, VBL light armoured
vehicles and Xerax armoured-cabin trucks,
while logistics still heavily relied on
unprotected vehicles.
Although most areas in Africa offer a
choice of routes - mostly off-road – that
make the chance of encountering a buried
bomb less likely compared to some Afghan
valleys with no alternative routes, now even
moving in Africa with light equipment has
become a dangerous challenge. This being
said, according to French sources priorities
in Mali came in this order: intelligence,
firepower and protection.
In terms of mobility, the capacity of
African bridges (floating bridges being a
common occurrence), and the dimensions of
roads inside villages put serious limits to the
weight and size of usable vehicles.
Establishing weight limits is an odd
question, but it is clear that this as well as
vehicles width can have an impact on military
operations as they have a direct impact on
deployability: air strategic transport remains
limited, but even more critical is the
27
A VAB Mk III equipped with a BAE
Systems TRT turret; Renault Trucks
Défense proposes this version to
those armies that need an effective
and affordable APC/IFV. (RTD)
availability of adequate infrastructures as
point of entry: it is useless to have a fleet of
high-performance air transport aircraft if the
local tarmac is unable to host and process a
decent number of aircraft at the same time.
And the bigger the vehicles, the higher the
number of rotations to deploy them if no sea
port of entry is available.
Reducing the logistic footprint thus
remains a priority, especially for entry
parties. Another challenging area is the Far
East where many areas are dominated by soft
grounds for which light tracked vehicles
remain the best option in terms of mobility. As
for new missions in the Middle East area –
read Syria – high threat and urban terrain
should be the dominant scenario.
To what extent the forces involved in Iraq
and Afghanistan in recent years might be
involved in multinational missions in one of
those other areas is a matter of politics. What
is sure though, is that if governments call on
the military to manage some contingencies
in those areas, these will need to have
maximum flexibility. While the American
military involvement in Africa is increasing, it
is for the time being mostly restricted to
military assistance missions. European
28
Not all the Mraps used in Iraq and Afghanistan are compatible with other terrains due
to their weight and dimensions. (US Army)
Although a legacy vehicle from the Cold War era, Rheinmetall’s Fuchs has adapted well to new
scenarios and it is being actively marketed worldwide. (Rheinmetall)
nations adopt very much the same stance,
though the only active non-African country
in that part of Africa is France. Other major
nations involved on the African continent are
also avoiding direct military actions. On the
other hand African nations expressed their
intent to autonomously deal with the
continent local contingencies, although in
various occasions the military forces involved
failed to provide sufficient reliability.
The major military force in Africa
definitely is South Africa, which finally filed
an order for 264 Badger 8x8 wheeled
infantry combat vehicles in various
configurations. These are gradually going to
replace the Ratel 6x6 currently in service as
well as other vehicles such as the Casspir and
the Mamba. Based on the Patria AMV and
equipped in its majority with the Denel
30 mm turret, it adopts the LMT Flat
Floor Technology to increase anti-mine
protection, thus interrupting the “V” shape
series of vehicles that served for many years
in the South African Army. With a gross
weight of 27 tonnes, it sharply contrasts
with the Ratel’s 19.
I HELPING OUT TO BETTER CONTROL
The other African nation that is acquiring
new armoured vehicles – armoured
personnel carriers in its case – is Algeria,
which turned to Germany to acquire 52
Fuchs, with the intention of getting many
more. At 19 tonnes and a width of three
metres, this 6x6 should provide a sound
means of mobility on the North African soil.
An Oshkosh M-ATV in Afghanistan; this
vehicle is born from lessons learned and
features reduced size and weight
compared to earlier behemoths, as well as
independent suspensions. (Oshkosh)
When smaller vehicles are needed the
Algerian forces will be equipped with Nimr
vehicles, developed and produced in the
United Arab Emirates by a company carrying
that same name and which is part of the
Tawazun group. With a width of only 2.2
metres and a gross weight of around 10
tonnes in the armoured 4x4 configuration,
the type is likely to spread smoothly across
the North African map from a production
and maintenance facility located in
Khenchela, 400 km south- east of Alger.
In fact one of the first customers of the
Nimr light vehicle was Libya. Over 150
vehicles are believed to have been delivered,
mostly in the armoured configuration with
upgraded protection at Level 3. The last 49
units were delivered in early 2013, donated by
the UAE to the new Libyan government. Italy,
for its part, donated 20 Puma 4x4. The Lybian
Army is also equipped with the BRDM 4x4
light wheeled vehicle, inherited from the Cold
Very advanced and thus made to
beat obsolescence, Nexter’s brandnew and nevertheless cost-trimmed
Titus combines over-proven obstaclegobbler chassis from Tatra with stateof-the-art a la carte armoured body
and muscle from Cummins. See
Armada International 4/2013 for full
details. (Armada/Eric H. Biass)
War, and more of that type as well as upgrades
for those still in service seems to have been
contracted with Yugoimport of Serbia.
Kenya too started to update is armoured
assets, acquiring eight BRDM-3s. Although
the acronym indicates a reconnaissance
vehicle, it is not to be confused with the
BRDM and BRDM-2 which are 4x4 light
vehicles. This is a true 8x8 pretty similar to
the BTR-80A that carries a crew of three
plus six dismounts, for a GVW of some 15
tonnes. The Kenyan Army also got hold of
over 60 M26-15 Mrap-type vehicles
produced by South African OTT
Technologies, which saw action against AlShabab Somali fighters.
I AFRICAN PRODUCTION
African vehicles production is mostly
concentrated in South Africa. BAE Systems
is definitely the dominating producer, with
its RG Family. The company provided some
A Nimr 6x6, here in ambulance version; this Emirati company is actively
promoting its family of vehicles and is becoming a new player in the light armoured
vehicles scenario. (Armada/P. Valpolini)
30
RG-32 to the nations that employ them in
their United Nations military missions in the
continent, the RG-32 being not surprisingly
one of the smaller and lower weight members
of the family with a mere 2.2 metres width
and less than 10-tonne gross weight.
Numerous legacy Casspirs and Mambas are in
service with many African armies, BAE
Systems having developed the 15-tonne RG
Protector straight from that design to offer it
in both 4x4 and 6x6 guises.
The Protector series by Mobile Armoured
Vehicles is one of the many families that can
provide protected mobility in various
scenarios. (MAV)
BAE Systems is ready to produce its
RG31, here in the Mk5E configuration,
with the protection level required by
customers. (BAE Systems)
For the African market BAE systems is
proposing the RG-31, the Mk5 iteration of
which stands at 18.6 tonnes, and the RG-32,
which also comes in scaled-down versions
with lower levels of protection to cope with
maximum weights imposed by the
continent’s lines of communication.
Talking of Casspir, Mechem Vehicles of
South Africa, a subsidiary of Denel, is now
producing the Casspir 2000. Its catalogue also
contains the Casspir MkII and the MkIV. In
2013 Denel Mechem announced a contract
for ten Casspir 2000s for the Benin Army
while other 15 were being produced for the
United Nations.
Another South African company involved
in armoured vehicles production is ICP,
whose Reva III, IV and V 4x4 ranging from
nine to and 13 tonnes, are serving not only in
South Africa but also in Somalia, Equitorial
Guinea and South Sudan. Paramount is also a
major player, its Mbombe 6x6 APC providing
all-round situational awareness while its 4x4
Marauder and Matador are typical Mrap-type
vehicles grossing at 18 tonnes.
Chad made a European choice, acquiring
22 Acmat Bastion Patsas from Renault Trucks
Defense in France, all of which were delivered
in 2013. Non-armoured Acmats are a
common sight in Africa. Another good
Renault customer in North Africa is Morocco,
whose Army runs 6x6 VABs that might soon
be in need of upgrades or replacement.
These are only a few examples of the
vehicles currently being used in one of the
continents that feature numerous potential
hot spots. Although not many African
countries might be able to acquire large
numbers of vehicles, providing low-cost or
zero-cost defence equipment always remains
a way to influence an area. Surplus Mraps
generated by the withdrawal from
Afghanistan might therefore become an issue
Paramount is one of the most innovative South African players in the armoured vehicles field,
the Matador being one of its latest products. (Paramount)
31
Chad Army equipped some units
with Renault Trucks Defence
Bastion Patsas, a semi-protected
vehicle mostly used by special
forces (RTD/ P. Robert)
on some markets, although not all are apt to be
used in some areas.
It has recently been alleged that the US
Army might retain some 6,000 Mraps in
service, evenly subdivided between M-ATVs
and MaxxPros, although specialist
equipment such as route-clearance Mraps
might well remain also in service. How many
such Mraps will be repatriated remains to be
seen. According to some sources the US
should not leave the most advanced (read
better protected) versions to the Afghan
security forces. This is quite understandable in
the likely event that some of might end up in
the hands of the insurgents, they might be
used as real targets to refine their roadside
bomb performance, with dire consequences
as this would mean spreading the knowledge
throughout the terrorist community. The
same sources also talk about repatriating
even those vehicles that are beyond
redemption to deny any useful information
to the opponent. It is however clear that
Mraps surplus will have an impact on the
armoured vehicles market in the coming
years, particularly in areas not too concerned
with roadworthiness standards.
In the Middle East a number of armoured
vehicles players are gaining momentum.
32
Besides the afore-mentioned Nimr, the Streit
Group, with production plants in the United
Arab Emirates, Canada, the United States,
Russia, India and Pakistan, is developing new
vehicles ranging from the Varan 6x6
APC/IFV (prototype now running), to the
modular Scorpion and the Typhoon family
(available in 4x4 and 6x6 versions and with
independent
suspensions).
Another
company with a production facility in the
Emirates, Canada and the US is the Armored
Group whose Batts (Ballistic Armored
Tactical Transport) have been sold to Angola,
Algeria, Chad, Ethiopia, Nigeria, Uganda, but
The United States acquired over 20,000 Mraps of
various types and the US Army is planning to keep only
6,000 of them. How many of the remainder will end up
on the market is an open question. (US Army)
The Typhoon is the 12.5-tonnes Mrap-type 4x4
proposed by the Streit Group, a rising company in the
armoured vehicles world. (Armada/E.H. Biass)
also to other countries such as Saudi Arabia
and Oman in the Middle East, and Ecuador
and Mexico in Central America.
I SOUTH AMERICA AND FAR EAST
South America and the Far East represent
also huge markets as many armies are
updating their equipment. In Latin America
the biggest contract by large is that filed by
the Brazilian Army with Iveco do Brasil for
2,044 VBTP-MR Guarani 6x6 APCs. Besides
providing protected mobility and firepower
for the Army this vehicle is also considered
optimal for Brazilian engagements in UN
missions: in late October the Brazilian Army
ended the first operational trials in urban
terrain, and it comes as no surprise that it will
deploy it in Haiti in view of the elections
scheduled for early 2014.
While not many local producers are still
active in the military armoured vehicles
business, and defence budgets seem to
maintain a constant trend, many
international producers are eyeing this
region of the world to compensate
reductions in acquisitions in the national
and Western markets. The same applies to
other areas, such as the Far East, where India
is by far the main market, China being still
With production plants in the Emirates, Canada, United States, Russia, India and Pakistan the Streit
Group is extending its production from MRAP-type vehicles to APCs and IFVs. (Armada/P. Valpolini)
33
Compendium
by
MOBILITY
air
sea
land
ty?
M for Mobili
The trusted source
INTERNATIONAL:
for defence
technology information
since 1976
ON THE COVER: Although deliveries have recently
started, some nations (particularly France) are bitterly
regretting the immediate unavailability of the Atlas in
the field, a delay that was largely caused by initial
political and budgetary skirmishes about the
programme. Lesson learned for once? Probably not.
Air, Sea and Land Mobility
Supplement to
Issue 6/2013
Volume 37, Issue No. 6, December 2013/January 2014
INTERNATIONAL
Over 1,500 Komatsu Light
Armoured Vehicles are
service in the Japanese Self
Defence Forces; Japan might
review its non-export policy,
becoming a new actor in the
protected mobility market.
(Armada/P. Valpolini)
banned from the list of potential customers
for all Western companies.
The Far East sees however a number of
competitive companies. Some are capable of
full autonomous developments, while others
are in a sufficiently advanced learning phase
to give them access to co-development
programmes with confirmed manufacturers.
It is the case of Malaysia where Deftech is now
producing its AV-8 8x8 APC/IFV based on
the Turkish FNSS PARS 8x8. Singapore’s
The Kaplan is a light tracked vehicle unveiled
by FNSS in 2013. It has a low ground pressure
that provides it good mobility in soft terrains,
such as those that can be encountered
in South-East Asia. (Armada/P. Valpolini)
STK ofr its part developed the Terrex 8x8 on
its own and South Korean companies such as
Doosan DST and Hyundai Rotem have been
proposing for years their wheeled APCs in 6x6
and 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 Liberation
Army, at least in terms of vehicles.
Japan has always strictly respected a selfimposed ban on weapons export. However
this might change soon as Tokyo voices a need
to play a more active role in peacekeeping
operations, which would obviously lead to a
partial lift of the ban adopted at the end of
World War II. America is now focusing efforts
on the Pacific region, where the nature of
terrain can vary more dramatically than those
so far experienced. Soft grounds cover wide
areas, and command light tracked vehicles. In
this respect one of the latest developments
originates from FNSS with the Kaplan,
which in terms of specific ground pressure
approaches the Alvis CVR(T). The Kaplan
might be one of the winning vehicles in those
areas. How much the armies will deploy for
next contingencies with the right vehicles
remains to be seen.
I INDEX TO ADVERTISERS
ARMADA WEBSITE
AR MODULAR
34
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