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Shephard MediaProviding intelligence to the aerospace and defence communities since 1981.

Media Planner 2016/17

Strong online presenceTrusted business intelligence

International contact databaseNine industry-specific magazines

Twelve definitive data source handbooks

www.shephardmedia.com

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Civil HelicoptersLaunched as Helicopter World over 30 years ago, RotorHub is the definitive publication for the civil and parapublic helicopter market.

Maritime SecurityWhether it’s ports or security from the littoral to the edge of the EEZ, our International Maritime & Port Security portfolio delivers to a comprehensive global readership.

We’ve got you covered

Unmanned Ground VehiclesFrom micro to massive, if it’s a ground vehicle remotely or autonomously operated, military or civil application, the Unmanned Vehicles portfolio has it covered.

C4ISR & Electronic WarfareCovering leading-edge micro-electronics through the most complex systems, our Digital Battlespace portfolio is read by first responders, decision-makers and military personnel worldwide.

Unmanned Aerial VehiclesOver 20 years reporting on this growth industry. No other media has the depth of industry knowledge of Unmanned Vehicles.

No matter the audience, no matter the platform, Shephard Media has you covered.

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Military HelicoptersEmerging from Shephard’s original core business, the international standing of Defence Helicopter is unrivalled.

Print and webE-campaignsSocial mediaDigital editionsMobile/TabletEvent targeting

Military LogisticsAll aspects of materiel supply by land, sea or air and in support of military operations in any theatre – from movies to munitions, you’ll find it in the Military Logistics International portfolio.

Unmanned Maritime VehiclesDefinitive news and information for all aspects of surface and subsea unmanned systems technology and operations.

Land WarfareGlobal coverage of all aspects of frontline ground combat operations through the Land Warfare International portfolio.

Night Vision and OpticsFrom special magazine features to the dedicated Night Vision and Optics Handbook, Shephard has a wide range of advertising options available.

Military Training and SimulationCovering land, sea and air, Military Training & Simulation News is one of industry’s leading guides on this vital sector.

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Print publications Sometimes the old ways can still be the best: book a print advert and you will also appear in the digital version for free. See pp6-25

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Desktop PCsSee your advert appear on Flash-based desktop editions, which feature rich media and increased audience interaction. See pp26-27

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Mobile devicesWe have an App for that. Every magazine we publish has a dedicated App. See pp28-29

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Website targetingWant to get your message across to our online news-based readership? See p26-27

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No matter where you want your adverts to appear, we have you covered.

Communicate your message to your target audience

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Shephard Media offers a comprehensive range of message delivery options for the discerning advertiser, from brand awareness campaigns across a combination of print and digital mediums, through targeted e-mail campaigns or event show dailies, to comprehensive App opportunities for tablets and mobiles.

To find out what’s best for your message, see below.

Event targetingWant to get your message across at a particular event? We have a number of options. See pp6-26

• Official media partner at over 30 events• Extensive distribution at the largest events in the industry

Emails to industryAccess our large and powerful database of contacts through an e-campaign. See pp26-27

• Reach over 43,000 contacts• Databases spanning defence, aerospace and security domains• Get your message directly into the inboxes of industry decision-makers

Show dailiesShephard Media provides exclusive show dailies for a number of industry leading events. See p24

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Issue/key dates* Features Bonus distributionJan/Feb 2016 Publication: 15 January 2016Reservation: 24 December 2016Material: 6 January 2016

Earth observation GEOINTAir defence radarDisplays/handheldNaval BMS

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DefExpo (South Goa, India) AUSA Global Force (Huntsville, Alabama) EW & Radar Turkey (Ankara, Turkey) DIMDEX (Doha, Qatar)

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SOFIC (Tampa, FL, USA) CANSEC (Ottawa, Canada) ILA Berlin (Berlin, Germany) Eurosatory (Paris, France)MilSatCom USA (Arlington, VA, USA)

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Soldier modernisationTactical air networks SATCOM Part 2Ruggedised computing Part 1

Farnborough International Airshow (UK)

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Naval C2Ruggedised computing Part 2SIGINTGEOINT

MSPO (Kielce, Poland) AAD (Centurion, South Africa) ADAS (Metro Manila, Philippines)AUSA Annual (Washington) EW GCC (Abu Dhabi, UAE)Modern Day Marine (Quantico, VA, USA)

Milcom (Baltimore, MD, USA) Euronaval (Paris, France)EW Asia (Kuala Lumpur, Malaysia)Indo Defence (Jakarta, Indonesia)Radar (Riyadh, Saudi Arabia)Global Milsatcom (London, UK)

Nov/Dec 2016Publication: 4 November 2016Reservation: 21 October 2016Material: 26 October 2016

EW – jammingArmy battle managementMissile seeker technologySub surface comms

AOC Annual (Washington, DC, USA)I/ITSEC (Orlando, FL, USA)

Jan/Feb 2017 Publication: January 2017Reservation: 16 December 2016Material: 21 December 2016

Asia-Pacific aircraft BMSMiddle-East military commsNaval fire control systemsUS Army NIE update

AFCEA West (San Diego, USA)IDEX (Abu Dhabi, UAE)Aero India (Bengaluru, India)Avalon (Geelong, Victoria, Australia)

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∆2015 Readership Survey

The definitive magazine and handbooks for the global C4ISR community.

C4ISR Portfolio

Digital Battlespace

Decoy forward Electronic protection for the fleet

Volume 7 Number 1

January/February 2015

CATCHING THE WAVESoftware-defined radios

EMULATION STATIONSLive-fire ISR training

www.digital-battlespace.com

CHARGED ENVIRONMENTSPortable power supplies

SATCOMexpansion

Volume 7 Number 2March/April 2015

GETTING POWERED UPRadar technologies

DIGITISING VEHICLESFuture-proofing capability


BORDER WATCHING Surveillance on the edge

Navy networking rockets ahead

Europe North America Africa & Middle East Asia-Pacific Central & South America

Circulation by geographic profile:

36%

6% 6% 1%

Circulation by sector:

Military Industry Government Other

37%

36%

26%

1%

51%

Magazine publishing schedule *Dates subject to change

All print adverts are replicated in our

Flash desktop and App editions.See pp26-29 for details

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Issue/key dates* Bonus distributionNight Vision & Optics Handbook Issue 15Publication: 20 May 2016Reservation: 6 May 2016Material: 11 May 2016

AUSA Annual (Washington) Eurosatory (Paris, France)

C4I Systems Handbook Issue 10Publication: 13 May 2016Reservation: 29 April 2016Material: 4 May 2016

Eurosatory (Paris, France) Milcom (Baltimore, MD, USA)

Electronic Warfare Handbook Issue 20Publication: 7 October 2016Reservation: 23 September 2016Material: 28 September 2016

AOC Annual (Washington, DC, USA)EW Europe 2017 (TBC)

Digital Battlespace magazine plus the C4I Systems Handbook, the Electronic Warfare Handbook and the Night Vision & Optics Handbook provide comprehensive coverage across the full spectrum of command, control, communications, computers and intelligence, surveillance and reconnaissance and cyber. If your business attends events like AFCEA West, MILCOM, AOC Annual and targeted events for the EW, radar and communications industries, then Digital Battlespace and its data source handbooks are ideal advertising partners.

For full specifications and advertising options, see p30

Contact usEditorialTim Fish, EditorTel: +44 (0)20 3179 2593 Email: [email protected]

Advertising and sponsorshipKevin Bethell, Commercial Manager Tel: +44 (0)20 3179 2587 Email: [email protected]

Handbook publishing schedule *Dates subject to change

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www.digital-battlespace.com Volume 7 Number 4 | July/August 2015 | DIGITAL BATTLESPACEDIGITAL BATTLESPACE | July/August 2015 | Volume 7 Number 4 www.digital-battlespace.com

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A new MQ-9 Reaper aircraft, as operated by the USAF (pictured) and RAF, have provided a stalwart EO/IR capability. (Photo: USAF)

perspectiveperspectiveA new perspectiveA new perspectiveperspective

P rogrammes charged with designing and developing sensor technology in the defence market can take anywhere

between three and eight years to come to fruition, finally providing some kind of effect on the battlefield.

According to DARPA – an organisation at the cutting edge of such developmental efforts, especially in the realm of EO/IR sensors – it is these delayed timelines that prevent such technology keeping pace with rapidly evolving mission requirements.

This remains a significant and particularly relevant issue at a time when NATO and US armed forces are shifting focus away from Iraq and Afghanistan towards the Asia-Pacific region, Eastern Europe and Africa.

EO/IR technology has played a critical role in the past decade of operations in the Middle East and South Central Asia, with NATO and US force elements relying upon these payloads to ‘find and fix’ high-value targets and other suspects, in collaboration with an ever-evolving inventory of complementary payloads including synthetic aperture radar (SAR) and ground moving target indication systems.

QUICK CONFIGURATIONDiscussing these concerns with Digital Battlespace, a spokesperson for DARPA explained how the agency was looking to combat the relatively slow evolution of EO/IR sensors into the military domain: ‘Commercial systems of similar complexity, forced by competitive pressures, are routinely developed in one to two years. The primary goal of our programmes is to deliver common hardware and software that can be quickly configured to perform a variety of mission-specific ISR applications.

‘The US military has become accustomed to collecting large quantities of ISR data in the permissive airborne environments of Afghanistan, and in processing and exploiting this information with ground-based exploitation and C2 centres. However, in contested environments such as Libya and more recently Ukraine’s eastern border with Russia , new approaches are needed to provide survivable, stand-off sensing that is difficult for adversaries to detect, exploit and counter.’

To this end, the agency has launched a programme aimed at creating the next generation of EO/IR technology, capable of finding hard-to-spot targets in cluttered battlefield environments. These can include surface-to-air missile launchers like the SA-6, as witnessed in Russia and Ukraine, which are proving hard to track due to the topography of the region, bad weather and inventive standard operating procedures on the part of those employing them.

But what has yet to be confirmed is whether technology exists or is currently in development to extend the capability of EO/IR payloads, with some scientists at DARPA conceding that any improvements in capability could just require their integration on board other legacy sensors and payloads, although new developments could comprise innovative types of sensor modalities and in-sensor automatic target recognition algorithms.

‘As other nations develop and acquire increasingly sophisticated ISR and counter-ISR capabilities, new approaches and technology will be required to protect and preserve [our] ISR capability in all strategic environments,’

the spokesperson continued. ‘DARPA is interested in innovative technology and approaches that can potentially provide US warfighters with superior ISR and situational awareness while denying the same capability to our adversaries.’

THROUGH THE MISTOne example of this effort to increase the capability of EO/IR technology was DARPA’s Military Imaging and Surveillance Technology (MIST) programme, which over the past few years encompassed a strategy to develop an optical ISR capability providing 3D high-resolution images to locate and identify targets at ‘much longer ranges’ than current in-service EO payloads.

Having now been concluded, the MIST project saw the demonstration of prototypes which proved recognition and identification of targets at undisclosed distances, allowing host platforms (airborne, maritime and ground-based) to stand off at a tactical distance. This has evolved into a substantial requirement for NATO and US armed forces moving forward, with increased demand for extended range.

Other requirements emerging out of considerations to improve EO/IR systems include resistance to atmospheric turbulence, which currently limits a lot of in-service high-resolution optical payloads (this is particularly relevant as EO/IR payloads increase in size for carriage on board larger and larger platforms for increased range), and improved confidence in target identification to reduce ‘blue-on-blue’ incidents and collateral damage to civilians and infrastructure.

Meanwhile, the USAF continues to consider various EO/IR upgrade options as part of its National Capital Region-Integrated Air Defense System (NCR-IADS), designed to provide enhanced regional situation awareness over Washington, DC.

This effort, according to an air force source, will see the integration of EO/IR technology into both military and civilian agencies, including data fusion centres, radars, data links and communications networks and visual

warning systems, in order to better protect the capital city.

The IADS is connected to North American Aerospace Defense Command to assist in the identification and tracking of targets. However, stringent requirements have been placed on the capability of the EO/IR sensors, so they must be high resolution enough to positively identify specific aircraft types and parts as well as tail numbers. Furthermore, the USAF requires EO/IR sensors to assess airborne threats and conduct a triage process in order to pass targets onto other, more suitable sensors in the IADS network for further coverage. Such a capability has yet to be seen on the battlefield and will require far more intelligent EO/IR payloads moving forward.

INTELLIGENCE TESTSAnother US agency that has identified future growth potential in the market is the Naval Research Laboratory (NRL), which is looking at the development of intelligent EO/IR sensors for use in protection against: surface-to-air missiles with next-generation imaging IR seekers, multi-mode radar and EO/IR guided terminal homing devices; high-power directed energy weapons; and other ‘unconventional threats’ which remain undisclosed.

‘Advanced threats to our naval forces are being fielded at a rapid pace and today’s modern battlespace requires an ever-increasing capability for EO/IR self-protection, IR countermeasures [IRCM], electronic information gathering and processing, ISR and other EO/IR/RF sensor systems,’ explained an NRL source to DB.

‘Protecting our warfighters from these new threats and providing them with the intelligence and situation awareness they need to succeed requires the development of advanced technology sensors and sensor suites, as well as the optimisation and fusion of data with other onboard sensor information.’

In March, the NRL launched a solicitation calling for industry to provide expertise in the development and evaluation of complex, high-resolution EO/IR sensor systems for IRCM and ISR applications, including laser-based

Advances in military EO/IR technology have been relatively slow in relation to actual operational requirements. Andrew White examines how government agencies and industry are looking to tackle this through new products and approaches.

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www.digital-battlespace.com Volume 7 Number 4 | July/August 2015 | DIGITAL BATTLESPACEDIGITAL BATTLESPACE | July/August 2015 | Volume 7 Number 4 www.digital-battlespace.com

some cases naval vessels; direct the interception of these aircraft; and manage an air campaign, both in terms of air-to-air and air-to-ground operations.

The ability of an AEW radar to monitor the airspace within a radius of several hundred nautical miles allows it to coordinate and manage air operations. It is, therefore, little surprise that the versatility of the AEW platform is continuing to prove attractive, with a number of acquisition programmes ongoing around the world.

ASIAN COMPETITION HEATS UPInvestment into AEW technology is growing in the Asia-Pacific region. Both India and China are expanding their fleets, with the former’s MoD approving plans in March for the Indian Air Force (IAF) to procure two AEW radar-equipped systems based on the Airbus A330 turbofan transport platform.

According to figures released by India’s Defence Research and Development Organisation (DRDO), the acquisition of the

The global demand for airborne early warning (AEW) aircraft is growing. New platforms are entering service and an

increasing number of countries are procuring this capability, leading to the ‘democratisation’ of the international club.

Today, over 260 aircraft configured for AEW remain in service with 25 air forces and navies around the world. The attraction of such platforms is clear – successive conflicts have illustrated they retain the ability to: detect hostile and friendly aircraft, and in

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Controlling two aircraft and their accompanying radars is expected to cost $840 million.

In the longer term, the country could procure up to ten of these aircraft/radar combinations, with a purchase of four examples possibly worth up to $1.6 billion – the entire programme could cost $4.2 billion if all options were to be exercised.

In recent years, the IAF has performed a wholesale renewal of its AEW fleet, no doubt mindful of investments in ‘4.5’ and fifth-generation multirole combat aircraft (MRCA), which the People’s Liberation Army Air Force (PLAAF) and the Pakistan Air Force (PAF) are making.

For example, the PAF is operating the new Pakistan Aeronautical Complex/Chengdu Aircraft Corporation (CAC) JF-17 Thunder Block-I jet, while the CAC J-10 Vigorous Dragon in service with the PLAAF, with the Shenyang J-31 air superiority fighter under development for the force. This new A330-based AEW aircraft is expected to enter service with the IAF in the 2020 time frame.

ISRAELI RADARThe IAF currently operates the Beriev A-50EI Phalcon AEW platform equipped with the IAI Elta ELW-2090 L-band radar, which is housed in a mushroom-shaped radome mounted on top of the aircraft. The service is thought to operate three of these.

In addition to the A-50EI, the IAF is receiving a domestically developed AEW platform based on the Embraer ERJ-145 regional jet airframe. for which the DRDO has developed an S-band active electronically scanned array (AESA) radar that has a range of 300km.

In keeping with existing design trends for AEW aircraft, which sees the radar sited atop the fuselage either in a mushroom-shaped radome or a long rectangular box-like construction, the DRDO has adopted the latter for the system equipping the ERJ-145. The first of these three aircraft is to enter service by the end of 2015.

That the AEW club is widening is in little doubt. In late March, the PLAAF offered a tantalising glimpse of its plans for the immediate future. As usual, China is

somewhat opaque when it comes to divulging technical details.

CHINESE CAPABILITIESThat said, the service’s new AEW platform is a Shaanxi Y-9 turboprop freighter equipped with an AESA radar believed to have been developed by the Nanjing Research Institute of Electronic Technology (NRIET), based in eastern China. The radar itself is housed in a characteristic mushroom dorsal fairing, providing 360° coverage.

According to Chinese websites, the KJ-500 is thought to have entered service at the beginning of 2015 and will replace the PLAAF’s KJ-200 AEW platform, of which it is thought to operate seven. In addition, the PLAAF flies five KJ-2000 AEW aircraft, which use an Ilyushin Il-76 airframe.

Like the KJ-500, the KJ-200 is based on a Shaanxi Y-9 airframe, although it employs an AESA radar mounted in a box-type fairing above the aircraft’s fuselage in a not dissimilar fashion to Saab’s Erieye.

However, beyond the general design of the KJ-200’s radar, little is known regarding performance – for example, its detection ranges or the frequency bands in which it operates. This is also the case for the KJ-2000, which the KJ-500 is expected to eventually replace.

Open published sources state that the AESA radar employed on the KJ-2000 was developed by NRIET. Reports claim that it does not rotate despite the circular design of the aircraft’s radome. Instead, the transmit/receive modules are housed in a triangular pattern inside the radome to provide 360° coverage.

Despite the dearth of information regarding the new KJ-500 radar, it is known that the KJ-2000 transmits across the L-band frequency range. Moreover, it is thought that the system has a range of 470km. The

KJ-2000 has been in service with the PLAAF since circa 2004.

IMPROVED VERSIONReports have circulated over the past four years that an improved version of the KJ-2000 is in development, known as the KJ-3000. There is considerable debate regarding its exact nature, with some speculation that the aircraft/radar combination may in fact be designed to provide ground surveillance in a similar fashion to the RAF’s Raytheon Sentinel R1 Airborne Stand-Off Radar or the USAF’s Boeing/Northrop Grumman E-8C Joint Surveillance Target Attack Radar System aircraft. For now, the exact nature of the KJ-3000 can only remain a matter of speculation.

With one eye cast towards the PRC’s increasingly muscular presence in the East and South China Seas – plus the disputes over the sovereignty of the Senkaku/Diaoyu islands in the Pacific Ocean that are controlled by Japan but claimed by Beijing, and disagreements between the two countries regarding Japan’s exclusive economic zone – Tokyo is enhancing its air power.

Upgrading the Japan Air Self Defense Force’s (JASDF’s) AEW capabilities is key to this, given the ability of such platforms to detect hostile aircraft and then coordinate interceptions. To this end, in November 2014 Japan announced that it plans to procure Northrop Grumman E-2D AEW aircraft, pending approval from the US Congress.

A greater number of nations are now equipping themselves with airborne early warning capabilities to ensure air, ground and naval superiority. Tom Withington examines some of the platforms and subsystems being procured around the world.

Airbus has joined forces with IAI Elta to develop an AEW radar which can equip the C295 transport. (Photo: Airbus DS)

NATO is one of the world’s largest Boeing E-3 Sentry operators, with 17 aircraft in service. (Photo: NATO)Controlling

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51%


• Circulation over 8,850†

• 30% receive print copies of the magazine; 48% receive digital copies; 22% receive both∆


†December 2014 BPA Audit ∆2015 Readership Survey

The leading publications for the unmanned systems industry.

C4ISR Portfolio

Unmanned Vehicles

What lies beneath

The future of AUV technology

Volume 20 Number 2April/May 2015

RISING IN THE EASTAsia-Pacific focus

TRADING GAINSEO/IR payloads

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DIGGING IN THE DIRTUGV mine clearance

Combat ready? The UCAV’s long journey

Volume 20 Number 3June/July 2015

DEEP ANDMEANINGFULUUV payloads

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BETTERVISUALSEO/IR sensors

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Issue/key dates* Features Bonus distributionFeb/Mar 2016Publication: 29 January 2016Reservation: 15 January 2016Material: 20 January 2016

Latin American UASRotary-wing UASUGV base securityData storage

Singapore Airshow (Singapore)UMEX (Abu Dhabi, UAE)Defexpo 2016 (South Goa, India)DIMDEX (Doha, Qatar)FIDAE (Santiago, Chile) AUSA Global Force (Huntsville, Alabama)

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UAS trainingLaunch and recoverySmall commercial UASUUV/USV hydrography

AUVSI’s Xponential (New Orleans, LA, USA)SOFEX (Jordan) Sea Air Space (National Harbor, MD, USA)SOFIC (Tampa, FL, USA)

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Commercial UAS insuranceUGV bomb disposalComposite materialsPowerpacks

UDT Europe (Rotterdam, The Netherlands)ILA Berlin (Berlin, Germany)Eurosatory (Paris, France)Farnborough International Airshow (UK)

Aug/Sep 2016Publication: 29 July 2016Reservation: 15 July 2016Material: 20 July 2016

Maritime UASNavigation systemsTactical UASPayloads

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34%

13%

6% 2% All print adverts are replicated in our


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SpecificationsUAVs – USA

Unmanned Vehicles Handbook Issue 23Unmanned Vehicles Handbook Issue 23164 165

SpecificationsUAVs – USA

VTOL UAV designed for surveillance, photography and research. Length: 1.5m Wingspan: 0.51m Height: 0.69m Rotor diameter: 2.05m MTOW: 18kg Payload weight: up to 2.5kg with max fuel load, up to 10kg with standard fuel Powerplant: 4.5hp fuel Max speed: 22kt Data link: 802.11-based 1km LOS range, long-range systems available to 50km+ Endurance: 30min, up to 5hr with optional fuel tanks Launch: automatic VTOL Payload: various Recovery: automatic VTOL Structure material: aluminium, stainless steel Status: in production

USA » Rotomotion » SR100 Fuel

VTOL UAV designed for surveillance, photography and research. Applications: surveillance, photography, research Length: 1.47m Wingspan: 0.51m Height: 0.68m Rotor diameter: 2m MTOW: 18kg Powerplant: 3.2kW electric Max speed: 22kt Data link: 802.11-based 1km LOS range, long-range systems available to 50+km Endurance: 40min, up to 80min with additional batteries Launch: automatic VTOL Payload: various up to 2.75kg with max battery load, up to 9kg with standard battery load Recovery: automatic VTOL Structure material: aluminium and stainless steel Status: in production

USA » Rotomotion » SR100 Electric

VTOL UAV used for surveillance, photography and research. Applications: surveillance, photography, research Length: 1.64m Wingspan: 0.355m Height: 0.62m Rotor diameter: 1.98m MTOW: 13kg Empty weight: 7kg Powerplant: 2.4hp, 2-stroke gasoline Max speed: 22kt Data link: 802.11-based 1km LOS range, long-range options available to 20km Endurance: 1.5hr Launch: automatic VTOL Payload: various up to 7kg Recovery: automatic VTOL Structure material: composite Status: in production

USA » Rotomotion » SR30

VTOL UAV designed for surveillance, photography and research. Applications: surveillance, photography, research Length: 1.54m Wingspan: 0.35m Height: 0.57m Rotor diameter: 1.9m MTOW: 13kg Empty weight: 7.5kg Payload weight: 6kg Powerplant: 1,800W electric motor Max speed: 22kt Data link: 802.11-based 1km LOS range, long-range option available to 20km Endurance: 35min with 1x battery set, 65min with 2x battery sets Launch: automatic VTOL Payload: various up to 2kg with two battery sets, 4kg with one battery set Recovery: automatic VTOL Structure material: composite Status: in production


Applications: surveillance, photography, research Length: 0.82m Wingspan: 0.16m Height: 0.4m Rotor diameter: 0.9m MTOW: 3.3kg Empty weight: 2.2kg Powerplant: 1,600W electric motor Max speed: 22kt Data link: 802.11-based 1km LOS range, long-range option available to 5km Endurance: 30min Launch: automatic VTOL Payload: 1.1kg Recovery: automatic VTOL Structure material: composite Status: in production


Rotary-wing UAV used for surveillance, photography and research. Applications: surveillance, photography, research Length: 0.66m Wingspan: 0.11m Height: 0.25m Rotor diameter: 0.79m MTOW: 2.25kg Empty weight: 1.8kg Payload weight: 0.75kg Electrical power: 440W electric motor Max speed: 22kt Data link: 802.11-based 1km LOS range, long-range option available to 4km Endurance: 20min Launch: automatic VTOL Recovery: automatic VTOL Structure material: composite

USA » Rotomotion » SR5 Parvus

The definitive magazine and handbook combination for airborne, ground, surface marine and sub-sea unmanned systems. Publishing over 20 years and still considered the ‘go-to’ publication for all things unmanned. The annual datasource handbook publishes in time for distribution at the annual industry and client gathering, AUVSI’s Xponential. BPA audited circulation.


Contact usEditorialRichard Thomas, Editor Tel: +44 (0)20 3179 2591 Email: [email protected]

Advertising and sponsorshipChristian Letessier, Commercial Manager Tel: +44 (0)20 3179 2577 Email: [email protected]

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Volume 20 Number 4 | August/September 2015 | UNMANNED Vehicleswww.UVonline.comUNMANNED Vehicles | August/September 2015 | Volume 20 Number 4 www.UVonline.com

Katana grew out of IAI’s early work in naval weapon testing. In its first generation, it was a simple system fitted with navigation systems and 360° cameras, used to determine the accuracy of missile strikes in marine weapon test ranges.

Today, the platform is more sophisticated, with: autonomous navigation (via pre-determined mission waypoints, with the ability to handle engine and steering malfunction and communication obscuration); a collision avoidance system; sailing control system; and line-of-sight and satellite communications.

It can carry: EO payloads, such as the IAI Mini-POP (a day/night observation system with video tracker capabilities and target geo-location, and a 360° video panorama with motion detection); the ROSY pyrotechnic payload; a surveillance, target acquisition and navigation system radar; a remote-controlled searchlight that can be slaved to the EO payload or to a target on the map; a public address system; and video recording systems.

However, payloads can be added and/or customised according to customer requirements. The system’s C2 station is also trailer-based for increased mobility, and it can be deployed on board a mother ship.

nn SWITCHING IT UPKatana has been designed to be interchangeably manned or unmanned. In unmanned mode, the vessel can operate autonomously at ranges of around 100m, controlled via a C2 station. In manned mode it can operate as a five-crew combat vessel, with quick transitions between configurations possible.

‘Navies and coast guards are conservative customers, and they can be reluctant to make changes when it comes to moving to unmanned technology,’ Eyal Sharabani, naval USV director at IAI, told UV. ‘As a result, there is no market for USVs really. We are having to build it as we go along – go to the customer, show them what advantages unmanned vessels have over manned. We are really writing the book as we go.’

Unmanned cargo vessels could ply the trade routes in future. (Image: Rolls-Royce)

Recognising that USVs are potentially valuable assets across a wide range of applications, civil and military

organisations are set to start investing more in the technology.

One key sector is mine hunting, with a number of navies carrying out development programmes that will see unmanned systems conduct the most dangerous aspects of mine

Into themainstream

Interchangeable manned/unmanned capability is one of the things that Sharabani believes is an important piece of the puzzle when it comes to encouraging USV uptake by potential customers.

‘The dual-mode manned/unmanned is a huge advantage to the customer because it allows the customer to gain two new vessels in one vessel type,’ he said. ‘When it comes to bringing new vessels into the fleet with different operational and maintenance requirements, it can be a barrier to uptake, but if the customer can keep the same boat and change its configuration to suit the mission, it’s a big benefit.’

IAI has demonstrated Katana to a number of potential customers and is now seeing better defined requirements from the market for specific capabilities, including anti-mine and submarine hunting.

‘As the technology matures, autonomy increases and we are able to give the benefit of many systems in one vessel – we are able to show that using USVs offers reduced risk to the customer, which will lead to a growth in demand for unmanned technologies overall,’ Sharabani concluded. ‘Within two to three years we will start to see big changes.’

nn USV BRAINSKatana’s electronic cabinet, which contains the navigation and payload controls, can be integrated on any kind of vessel, further increasing its flexibility. A similar approach has been taken by Saab with its Bonefish system, where the platform’s crux – a flexible mission system – is adaptable across a range of hulls.

With certain hulls suited to various operational contexts – from MCM, surveillance, interdiction and resupply to anti-submarine warfare or search and rescue – having the capacity to easily adapt to different sensors, communications links and hulls to suit the mission allows navies to become familiar with how to use and integrate USVs into their operations.

‘Navies are working through the operational concepts of unmanned systems, and whilst there is experience with underwater

USVs are starting to get noticed by civil and military agencies, as OEMs begin developing platforms that are multi-mission, have greater autonomy and can accommodate more advanced payloads. Claire Apthorp considers their potential utility.

countermeasures (MCM) work in order to protect manned vessels and their crews.

At the same time, although with significantly less fanfare, manufacturers are maturing technologies that will see USVs bring a much wider toolset to naval forces looking to increase the surveillance capabilities of their fleets, while reducing costs and manpower in line with reduced defence budgets, smaller or more

streamlined surface fleets and the ever-present requirement to ‘do more with less’.

nn MARKET REQUIREMENTSModular USVs enable customers to either gain multiple capabilities from a single platform with interchangeable payloads, or operate mixed fleets of USVs that share a common vehicle base, operator control systems and logistic footprints.

In order to meet multi-mission requirements, ECA has provided a variety of platform configurations within its USV portfolio. For example, its Inspector Mk 2 system can be set up for fire-fighting operations, offshore platform and coastal surveillance or harbour surveillance and protection, while also forming the basis for its MCM and mine identification and neutralisation solutions.

‘From our point of view, the growing missions for USVs include MCM, hydrography and homeland security,’ an ECA spokesperson told Unmanned Vehicles. ‘Our customers are looking for multi-mission solutions, and we offer cost-effective solutions that are easily deployable with the possibility to be integrated into existing systems, and can accomplish mixed manned/unmanned operations.’

As the market develops, there are a number of challenges to overcome to boost customer confidence in unmanned technology.

‘Customers are still not ready to let a fully autonomous USV sail in the traffic during peacetime operations, however a man in the loop – or even on board – will give confidence to naval users,’ the spokesperson continued. ‘The challenge [as the market develops] will not be to design the USV, but the intelligence and onboard payloads – the more “brain” and tasks a USV is given, the more importance it will gain among users.’

nn MANNED/UNMANNEDIn early 2014, Israel Aerospace Industries (IAI) unveiled the Katana, a new USV designed for homeland security applications, including the protection of exclusive economic zones, harbour security, patrol of shallow coastal and territorial waters, surface and electronic warfare and offshore platform protection.

The vessel can be equipped with EO payloads, communications systems (line of sight or non-line of sight), radar and weapons systems, providing the user with an early warning situation picture for the classification, identification and tracking of targets, as well as their interception if required.

34

USVs


Issue/key dates* Bonus distributionUnmanned Vehicles Handbook Issue 24Publication: 25 April 2016Reservation: 11 April 2016Material: 13 April 2016

AUVSI’s Xponential (Atlanta, Georgia, USA)Farnborough International Airshow (UK)

46

INFRASTRUCTURE MONITORING INFRASTRUCTURE MONITORING

47

Volume 20 Number 4 | August/September 2015 | UNMANNED Vehicleswww.UVonline.comUNMANNED Vehicles | August/September 2015 | Volume 20 Number 4 www.UVonline.com

‘They are mainly involved in standard tasks such as monitoring radiation levels, waste management, inspection of the facilities and emergency response. They can perform these tasks without the worry of dosing a worker.’

nn FUKUSHIMA ASSISTANCEThe PackBot 510 was used to assist engineers investigating the structural and environmental conditions of the Fukushima nuclear power plant in Japan. Using hardened electronics to protect against radiation, operators were able to stay outside of the contaminated zones while obtaining valuable information and performing system checks.

The plant’s meltdown in 2011 proved again that commercial products can be adapted for use in highly specialised and extreme environments, while suffering no degradation.

The units also did not have to be consigned to the radioactive pile after use, as they were environmentally sealed and could follow the same decontamination process as other equipment from the facility, noted Phelps.

‘We will look to develop the existing product line and collaborate with industry leaders to find a better solution,’ he continued. ‘In the future, we will want more autonomy and to integrate new sensors such as inspection capability for fire or smoke.’

Unmanned subsurface monitoring has also grown significantly in recent times, with AUVs and UUVs being able to offer enhanced capabilities in terms of endurance and detection.

Officials from Lockheed Martin, which introduced the Marlin AUV to market, highlighted the safety benefits of such systems in this area.

‘There are many benefits in using unmanned vehicles, like Marlin, for infrastructure monitoring… it eliminates the hazards associated with putting divers in the water; its advanced autonomy requires fewer people at sea to perform inspections; and it reduces risk to operators,’ said Rich Holmberg, VP of mission and unmanned systems.

‘Fully autonomous operations allow for safer vehicle launch and recovery without the risk of

tether entanglement, and provide longer vessel stand-off from production assets than other methods,’ he added.

nn CAPACITY BUILDINGIn the monitoring of pipelines, oil and gas installations or other infrastructure, payloads are as important as the platforms they are mounted on – as is a client’s understanding of how to best utilise them.

Micro Aerial Projects uses quadcopter UAS to obtain high-resolution aerial images that can then be used to create accurate 3D models of the surrounding geography, enabling customers to inspect their facility, infrastructure or potential sites.

However, despite the clear benefits, some companies still prefer assigning manned capabilities to such duties, according to Walter Volkmann, president of the company.

‘Some clients feel that a helicopter is a better solution, but unless imagery is being captured this will just give you a one-off subjective visual inspection – there is no permanent record of the inspection and no means to make any geometric measurements or radiometric analysis,’ he said. ‘The problem, too, is that folks are generally not equipped to consume or use high-resolution imaging products.

‘There is inertia. This new type of sensing and the big data produced can intimidate clients who are used to dealing only with conventional geospatial data, such as low-resolution mapping and vectorised features. You have to be able to extract the essentials from the data, such as soil stability, ground recovery or thermal imaging, and often the end user lacks the capacity to deduce the essentials from such data.’

Progress towards discovering new commercial applications would also be driven by the client, added Volkmann. ‘Applications of UAS [in infrastructure monitoring] will be discovered by the clients responsible for the safe operation of the assets. With relevant infrastructure, they could have small platforms continuously monitoring their assets.

‘The provision of video and visualisation of high-resolution models are very informative

In a global unmanned vehicles industry, the dominance of military applications is now being challenged by a growing commercial

market that is becoming increasingly aware of the benefits of such platforms, particularly at remote sites – on land or at sea – as well as for infrastructure monitoring and inspection.

Established OEMs are being joined by a host of smaller companies in developing platforms, payloads and data dissemination techniques for the commercial sector.

Aside from the potential financial and efficiency savings, persistence and endurance that unmanned systems can provide for a company, they help reduce the need for employees to undertake ‘dull, dirty and dangerous’ tasks. Whether having to scale heights, swim depths or navigate the terra firma in between, there has always been human risk in industry.

nn TOWERS CLOSE-UPOne of the best publicised UAS applications in this sector has been telephone mast inspections. With the significant rise of mobile communications over the past decade and hundreds of thousands of towers and antennas installed across the US and Europe, the workload for construction, maintenance and inspection firms has similarly spiked.

Figures from the Occupational Safety and Health Administration (OSHA) at the US Department of Labor show a total of 91 deaths between 2003 and 2013 from tower-related accidents, with a further 17 people injured.

While the majority of accidents occurred during maintenance, rather than inspections, any time an employee needs to ascend high structures, an element of risk is present.

Responding to Unmanned Vehicles’ request for a comment on the use of unmanned vehicles for monitoring, the OSHA said it recognises ‘the potential of this technology’ and was evaluating its use ‘to assess safety and health hazards without exposing our staff to hazards that may be present’.

In April, the US government’s Federal Register published an OSHA RfI on injuries and fatalities occurring on communication towers,

either as employer or employee, in a bid to increase safety levels and reduce the number of accidents.

Most of the fatalities (79) were due to falls, while structural collapses killed an additional eight people. A total of three fatalities involved electrocutions, and one was due to an employee being struck by a load while working on the tower.

Falls were also the leading cause of injuries among communications tower workers, with 13 of 17 attributed to that cause.

nn UNMANNED SOLUTIONSDavid Phillips, VP of small and medium-endurance UAS at Textron Systems, told UV that the appeal for unmanned platforms was in their ability to remove the operator from dangerous environments.

No stranger to the unmanned industry, Textron Systems has been able to leverage its experience and lessons learned in the military sector into the commercial realm. Potential civil and commercial applications are enormous, according to Phillips.

‘These three [dull, dirty, dangerous] mission sets are what drove the need for unmanned systems from a military standpoint, and are also drivers for commercial use of UAS,’ he said. ‘[In addition to infrastructure monitoring], an array of civil applications such as border protection, counter-terrorism and disaster response are feasible for these systems.’

Also well versed in hazardous environments is ground robotics firm iRobot, whose range of UGVs have been extensively used in the nuclear industry to monitor radiation levels and perform tasks previously carried out by human workers.

Officials from the OEM said they were working to increase the range of roles its platforms can perform.

‘One market that we’ve seen most interest from and use from an inspection point of view has been in US and Canadian nuclear power stations,’ said Tom Phelps, director of robotics products, North America, at iRobot. ‘We have the 110 [PackBot], the 510 and the 710 in with 15 different power stations.

Risky business

The Marlin AUV has recently been used for commercial inspections in the Gulf of Mexico. (Photo: Lockheed Martin)

The growing realisation that unmanned systems can provide a cost-effective and safe method of conducting

infrastructure inspections could result in a market boom. Richard Thomas examines where progress is being made.

Advertising rates


Unmanned Vehicles Handbook Issue 23Unmanned Vehicles Handbook Issue 23284 285

Equipment Payloads and subsystems – Communications

EquipmentPayloads and subsystems – Communications

HRN-1Airborne data link directional antenna pedestal for UAVs. Customers/users: UAV manufacturers in Israel and worldwide Velocity: 30°/s Positioning range: 360°xN. Positioning accuracy: 0.7° (1 sigma) Applications: directional antenna pedestal Platforms: UAVs Weight: 2.3kg (including C-band antenna) Power: input voltage ±15V, 0.4A; +5V, 0.5A; +28V, 1A (for -54°C option only) Frequency: 4.4-5.1GHz

HRN-2Airborne dual-directional antenna pedestal for UAVs. Velocity: lower antenna 20°/s, upper antenna 30°/s Positioning range: 360°xN Positioning accuracy: 0.7° (1 sigma). Applications: airborne dual-directional antenna pedestal Platforms: UAVs Weight: 4kg (including C-Band antennas) Power: input voltage ±15V, 0.8A; +5V, 0.5A; +28V, 1.7A (for -54°C option only) Frequency: 4.4-5.1GHz

ELBIT SYSTEMS EW & SIGINT – ELISRAADLS-2The Advanced Data Link System (ADLS-2) is a new-generation wireless communications system for MALE UAVs that can process and transmit data from five different payloads and 24 IP sources. As an open-architecture hardware/software composite, the ADLS-2 can be configured to meet specific customer needs, UAV types and payload capabilities. The ADLS-2 consists of an airborne segment – the Air Data Terminal – and a ground segment – the Ground Data Terminal. The V-IP X/dX Data Packeting Interface Adapter subsystem forms the platform core of the ADLS-2 system. The V-IP X/dX is designed to combine multiple streams of analogue data, gathered by a variety of UAV sensor payloads, into a unified stream of IP data packets. This is converted to digital format, which can then be channelled over a fraction of the downlink bandwidth that would be required to send each

of the sources by separate channels. The V-IP X/dX DPIA enables delivery of up to five standard analogue broadcast-quality live video sources, along with as many as 24 digital IP channels, including SAR, ELINT, COMINT, EO/IR, modem, audio, interface to the UAV host, SATCOM interface and other sensor payloads. Video type: analogue or digital Modulation methods: BPSK, QPSK, GMSK, π/4 DaQPSK. Applications: data link Platforms: MALE UAVs Data rates: up to 80Mb/s or 80M chips/s Frequency: L, S, C, X, Ku LOS range: 200km, 350km with airborne or ground relay

StarLinkStarLink is a point-to-point, full-duplex, digital data link system designed for use with medium-sized and mini-UAVs. It provides simultaneous transmission of C2 signals and reception of video and telemetry data between the UAV and a GCS. Resistant to jamming and interference and with provision for encryption, StarLink securely delivers real-time video imagery captured by the UAV payload straight to end users in the field and provides an inner-link solution for interference, multipath and co-existence. StarLink’s low power consumption allows extended mission range and endurance. The system also employs a time division duplexing (TDD) method that can operate in single-frequency or frequency-hopping mode, to achieve high spectral efficiency (4MHz per channel); uplink and downlink traffic can share the same frequency while using only the part of the bandwidth required by each type of traffic. StarLink’s easily transportable ground data terminal is mounted on a tracking system, which affords it single- or dual-axis tracking capability. Using the RVT link, combined with Elbit Systems’ tactical video dissemination systems, the StarLink digital data link system enables field commanders and dismounted troops to receive real-time data for target tracking, situation awareness, damage assessment, over-the-hill reconnaissance and surveillance and all-round support for battlefield management. Multiplexing method: TDD Modes of operation:

frequency-hopping/single-frequency Modulation methods: DQPSK, FSK. Platforms: medium-sized and mini-UAVs Data rates: 1.4-3Mb/s video; 4.8/9.6/19.2kb/s telemetry and command data Frequency: L, S, C, UHF (for backup uplink) LOS range: 0-100km

TDDLThe Tactical Digital Data Link (TDDL) is a latest-generation Ku-Band wireless communications system implemented in a flexible architecture configuration and featuring software-defined radio technology, which enables vast waveforms and frequency allocation, as well as the ability to comply with a variety of different military standards, including provision for interoperability with TCDL and STANAG 7085. Options for simultaneous transmission of data from multiple low- and high-rate sensors and payloads, provision for encryption. Control interfaces: MIL-STD-1553B, RS-422, 10/100 Base-T, remote operation via F/O interface available. Modes of operation: analogue/digital video, digital data, telemetry. Immunity: clear or jam-resistant, LPD/LPI, using DS/Sp techniques. Applications: data link Weight: <6kg Power: <200W Data rates: uplink 9.6-200kb/s, downlink 1.6-10.71Mb/s, upgrade to 45Mb/s Frequency: UHF, L, S, C, X and Ku LOS range: >200km without relay

EXELISN-100-6 GPS AntennaThe N100-6 GPS antenna offers a polarimetric solution for multiple-e lement outputs and has been designed to provide a significantly reduced size aperture for anti-jam GPS reception over the full military GPS M-Code bandwidth for applications such as the AV-8B, helicopters and numerous classes of UAS platforms. The N100-6 footprint is 7x7in and provides a four-element antenna aperture, with seven outputs similar to larger arrays. It is designed to receive RHCP radiated signals from NAVSTAR GPS satellites and couples the RF signal to the antenna electronics (not supplied by Exelis) via seven co-axial cables. When used in conjunction with AE equipment such as GAS-1 or ADAP null steering electronics, the four-element array is used to adaptively steer nulls in the presence of interfering jamming signals. A one-piece composite radome and an aluminium baseplate provide a robust combination for severe vibration, acoustic noise and rain erosion requirements, says the company. The antenna assembly contains the antenna elements, radome, housing and TNC female bulkhead connectors. Applications: GPS antenna Platforms: UAVs

SE-131 Series AntennaThe SE-131 series has been designed to meet the requirements of today’s manned and unmanned military platforms. SE-131 antennas provide a high degree AOA accuracy for today’s receivers. The SE-131 Interferometer array panel utilises Q189 spiral antennas in individual RHCP and LHCP sub arrays. An integrated RF module provides pre-amplification, filtering and switching for direct interface to a receiver. The switches allow operation of either the RHCP or LHCP sub-arrays or a calibration path. The RF modules are operated by an RS-422 controller, which also stores calibration data.

GILAT SATELLITE NETWORKSBlackRay 1000 The BlackRay 1000 is a ruggedised two-way SATCOM terminal for the UAV market with built-in modem and ACU. Customisable to meet most UAS SWaP constraints. The terminal transmits up to 1Mbps for IP-based voice, video or data BLOS applications. Applications: SATCOM terminal Length: 300mm Width: 300mm Height: 250mm Weight: 11.79kg Power: 22-33V DC, power consumption 350W (antenna and ACU) Frequency: 10.95-12.75GHz receive; 14-14.5GHz transmit

IAI ELTA SYSTEMSELK-1850 IDL NetworkThe ELK-1850 Integrated Data Link (IDL) Network is a wideband integrated microwave communication network designed for a variety of ground-to-

ground, ground-to-air, ship-to-air and air-to-air applications. The EL/K1850 can be tailored from a variety of data terminals, including ground data terminals, air data terminals and video receiving assemblies, enabling the user at each terminal to receive and/or transmit analogue data, video and/or digital data. Applications: C2 of UAVs, transfer of data from remote imaging sensor, ESM sensor or CSM sensor, back-up to communication links, beyond horizon communications by relay, data Tx/Rx for special mission aircraft, C2 communication network

ELK-1865 ADTThe ELK-1865 Air Data Teminal (ADT) is a lightweight air terminal for IAI Elta’s microwave communication data link network. It is designed to be installed on UAVs or special mission aircraft in single or dual configuration. The ADT has a modular architecture employing a set of standard modules used also in the Ground Data Terminal. The configuration can be customised to a wide range of applications and fitted to user requirements. The ADT is a full-duplex communication terminal comprising an uplink and a downlink for C2, video analogue and/or digital data transmission. The standard ADT basic configuration includes: omni-directional antenna; transceiver with synthesised local oscillator; solid-state power amplifier; front end filter and pre-amplifier; and DC power supply module.

L-3 INTERSTATE ELECTRONICSVideoScout 130VideoScout is an integrated, portable COTS system designed to enable field-deployed personnel to capture, analyse, enhance, annotate and relay video intelligence via existing communications infrastructure. Features: operating system Windows XP Pro; laptop CPU Intel Pentium M processor 1.4GHz; memory 1GB; HDD removable 40GB; display 12in high-contrast touchscreen; waterproof keyboard and touchpad; PCMCIA Card 1 Type II. Environmental standard: MIL-STD-810F. Video/image processing: video capture I/O S-Video, NTSC, PAL, RS-170, RS-232, RGB (SVGA), TV-out, Ethernet, audio. Compression/decompression: MPEG-2. Applications: video intelligence Length: 270mm Width: 240mm Height: 70m Weight: 4.3kg

VideoScout 770VideoScout is an integrated, portable COTS system designed to enable field-deployed personnel to capture, analyse, enhance, annotate and relay video intelligence via existing communications infrastructure. Features: operating system Windows XP Pro; laptop CPU Intel Pentium M processor 1.6GHz; memory 1GB (Bay 1 modules DVD-RW); HDD removable 80GB; display 12in touchscreen (sunlight-readable LCD); waterproof keyboard and touchpad; PCMCIA Card Type III x1 or Type ll x2; Li-ion primary smart battery for 5hr. Video/image processing: video capture I/O S-Video, NTSC, PAL, RS-170, RS-232, RGB (SVGA), TV out, Ethernet, audio. Compression/decompression: MPEG-2. Applications: video intelligence Length: 310mm Width: 250mm Height: 70m Weight: 6.5kg

L-3 TELEMETRY-WESTATX-2740(V)A lightweight exportable data link system. Ruggedised COTS, meeting NATO STANAG 7085 for digital, point-to-point data links. It provides real-time, full-duplex sensor data and voice communications and consists of three units: AMA; one or more fixed or steerable antennas; and RFE. Solid-state or TWTA transmitter. Integral multiplexing and demultiplexing. Optional ATM sensor interface (NIU) Applications: data link Frequency: X- or Ku-Band LOS range: LOS microwave range to 50,000ft altitude

VCS700The VCS700 is L-3’s latest offering in flight-proven video compression equipment. The VCS700 uses Wavelet compression, which provides high compression ratios and image quality. Wavelet is better suited than JPEG

The USN’s MQ-8B Fire Scout platform can carry a range of payloads, including EO/IR camera, maritime radar, AIS, LRF and comms relay. (Photo: US DoD)

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19Volume 6 Number 2 | April/May 2015 | LAND WARFARE INTERNATIONAL

SPECIAL REPORT

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The jungle environment is one of the most challenging in which to conduct

military operations. Soldiers are put under a constant physical and mental strain, and the electronic systems that are commonly used in most theatres of operations cannot be guaranteed to work in the jungle or will prove of little assistance. A high standard of basic soldiering is also paramount, with core skills and a good level of fitness essential to operate with any effectiveness.

What makes the jungle so difficult to work in is the lack of support from vehicles and from the air. With so few accessible roads and limited visibility from above, soldiers must carry everything they need for the duration of an operation.

In the jungle, it is a more austere form of soldiering. Reconnaissance patrols operating in an open temperate or desert environment can often observe the enemy from hundreds of metres or even a couple of kilometres away using optical systems. The jungle, however, reduces observation ranges to tens of metres, negating the utility of viewing systems.

Soldiers use iron sights on their weapons instead of optics, which steam up – NVGs are little help because they encourage tunnel vision, and while thermal imagery has some utility, it is limited in range because of the trees.

SHIFTING PRIORITIESThe British Army, like other Western forces, has been focused on Afghanistan for more than a decade and has little time and few resources to spend on jungle training. However, as large-scale desert operations come to a close, and terrorist and extremist groups move into more tropical environments, the ability to take the fight into remote areas is rising up the list of priorities.

Developing and expanding the skills base and finding the right equipment for jungle operations is a vital prerequisite. In order to meet these, the British Army completed a pilot project in December 2014 called the Long Range Reconnaissance Patrol Course (LRRPC) in the jungles of Brunei.

The approximately 2,000-strong British garrison in Brunei, known as British Forces Brunei (BFB), includes the Training Team Brunei (TTB) and a ‘resident infantry battalion’ from the Royal Gurkha Rifles, which is available to support the Sultan, when needed, who pays some of the cost. On 17 February, during a visit to the UK, the Sultan of Brunei and Prime Minister David Cameron renewed the agreement to maintain the BFB for another five years.

The TTB runs a series of jungle warfare courses throughout the year, including the two week-long Ground Sign Awareness Instructors Course, five week-long Operational Tracking Instructors Course, and the flagship seven week-long Jungle Warfare Instructors Course.

These allow British soldiers and marines to gain the skills to survive and operate in the jungle. However, the LRRPC is different. Because an enemy can hide in this environment with such ease, the only way to accurately locate their whereabouts is to use reconnaissance patrols that move on foot, employing jungle-specific tactics, techniques, and procedures (TTPs) to find enemy locations and then guide in a larger assault force.

The LRRPC was thus designed to enable members of the reconnaissance platoons from light infantry battalions to gain experience working as a team in a close-country tropical environment.

HONING SKILLSMaj Pete Houlton-Hart, the TTB commander, told Land Warfare International that the LRRPC is about honing skills and developing the specialist TTPs for the jungle environment. He said part of the Army 2020 re-balancing towards contingency operations means ‘deploying at short notice to places we are not as familiar with’.

Brunei was chosen because it has primary jungle protected from logging by the Sultan, with taller trees and a higher canopy. Beneath the canopy it is darker with less

foliage growth on the ground due to less sunlight.

Houlton-Hart said: ‘[The LRRPC is about] using the environment to hone reconnaissance skills. A lot of the skills are focused on living and operating in the jungle environment. Visibility is significantly shorter because of the trees and it is very hot and humid. This has different effects on people – some find it claustrophobic; others struggle with the heat.’

He explained that the last LRRPC was run in Brunei prior to 2004 and that the TTB spent a year putting the pilot project together.

‘In 2013, as the last troops were being put through pre-deployment training for Operation Herrick [the UK mission in Afghanistan], the Infantry Battle School at Brecon, [Wales], was already changing its focus from Operation Entirety [to prepare the army for Afghanistan] and back towards a wider spectrum of potential deployments.

‘We looked at the idea and the [BFB commander] was keen to try and develop it. In December 2013, we put pen to paper and pulled out old exercise instructions from

RETURN TO THE JUNGLE

The British Army is putting greater emphasis on jungle training as part of its preparation for a broader range of contingency operations. Tim Fish reports from the recent pilot Long Range Reconnaissance Patrol Course held in Brunei.

SPECIAL REPORT

A Royal Marines reconnaissance unit grapples with the steep terrain in Brunei. (All photos: author)

A unit from the Royal Gurkha Rifles traverses a river. Operating in the jungle means soldiers are constantly wet.

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utilisation of ISR feeds for over-the-hill reconnaissance; sharing of GPS information with friendly forces; and recording and storing FMV from the soldier’s point of view for after-action review.

This ISS functionality has been incorporated into the Harris Tactical Mobility NVG (TM-NVG) and TM-NVG Fusion products, with the integration of AR software capable of being delivered shortly.

SHIPPING OUTThe company has already shipped 6,000 TM-NVGs abroad, with 5,000 units going to Italy on behalf of Selex ES, prime contractor for the Italian Army’s Soldato Futuro programme. The additional thousand units have been supplied to an undisclosed customer.

The i-Aware TM-NVG is an I2-based solution that is capable of providing: tactical C2; real-time access to live soldier video feeds; viewing of GPS, mapping, text messages and targeting information as well as ‘shoot around corner’ gunsights; capture and export of live video which can be used for pre-mission planning; operational mission updates on the ground; and after-action reviews.

Chris Johnson, international business development manager at Harris, told LWI: ‘The configuration delivers the same night vision capability as the AN/PVS-14 in a monocular with no increase in weight, or in a lightweight binocular with advanced technical features to improve soldier mobility,’ adding that the module operated on two AA batteries, providing up to 15 hours of usage.

Weighing 1kg and offering a similar field of view (greater than 40°) to legacy NV devices, the TM-NVG can display up to 960x680 pixels at ten frames per second. It has also accepted FMV data from AH-64 Apache attack helicopters, Stryker IFVs, small UAVs, UGVs and canine-mounted cameras in trials.

Johnson said the i-Aware TM-NVG Fusion model has also been delivered in ‘small quantities’ to the Italian Army, again as part of its Soldato Futuro effort. This particular

IN THE DARK

Night vision and thermal imaging technology for ground forces could be about to take a major step forward in terms of capability provided to the user, discovers Andrew White.

For decades now, warfighters have enjoyed ever-increasing levels of image-intensified

(I2) night vision (NV) and thermal imaging (TI) in the form of head-mounted systems, weapon sights and handheld sensors, providing a significant uplift when facing adversaries during night operations.

However, a lack of accountability for deployed NV equipment during operations in Afghanistan resulted in the Taliban being equipped with mature night-fighting capabilities, putting the lives of NATO’s ISAF fighters at risk.

In 2012, for example, ‘hundreds’ of pieces of such equipment (including 75 NVGs), were reported missing, according to a US Government Accountability Office report.

These items comprised not only ‘lost’ coalition equipment but over 7,000 devices supplied to the Afghan National Security Forces (ANSF) and private contractors countrywide.

Such ‘shrinkage’ gave the Taliban the ability to fight ISAF and the ANSF on a relatively equal footing by night, thereby forcing industry to further develop NV capabilities to once again extend the advantage of coalition warfighters in the local operating environment.

HORSES FOR COURSESTraditional usage of I2 and TI has witnessed a split utility, with the former technology used in the form of helmet- or head-mounted displays (HMDs), handheld systems and optical gunsights to replace or operate in tandem with day sights.

General requirements call for an ability for the I2 device to: positively identify enemy combatants and civilians at close quarters and at reach; minimal latency (the time delay

between simulation and response) of the goggles; the ability to detect friendly-force laser designators and rangefinders; and optimised size, weight and power (SWaP).

TI systems, however, have until recently comprised handheld or weapon-mounted devices generally much larger in size than their I2 counterparts, and have only been used in exceptional circumstances such as surveillance/reconnaissance missions or counter-terrorism operations.

However, recent trends have seen both technologies blended together to form a fusion product capable of displaying variable ratios of TI and I2 feeds. Such a capability is critical to frontline military units, particularly special operations forces (SOF) whose operators had previously been forced to choose between I2 or TI HMDs and weapon sights.

Indeed, an undisclosed NATO SOF unit operating in Afghanistan suffered multiple casualties because enemy combatants had covered apertures with materials capable of reflecting the images of IR sensors, thereby rendering observation by covering snipers and assault teams useless.

The combination of TI and I2, however, is ready to create a significant step-change with the additional integration of network capability and augmented reality (AR) technology on board fusion-based products.

PUSHING AHEADOne company at the forefront of this push is Exelis, which is now part of Harris following the takeover of the C4ISR specialist firm on 29 May. To date, Exelis has supplied the US Army with approximately 9,000 legacy AN/PSQ-20A Spiral Enhanced Night Vision Goggle (SENVG) monoculars which provide a fused I2 and TI image via optical overlay.

The system is in service with conventional forces and comprises an I2 and IR microbolometer, similar in size to legacy NVG systems. The unit can be handheld or helmet-mounted with flip-up, tilt, fore/aft and vertical

adjustment, allowing an operator to tailor-fit the device to their own particular head and face shape.

SENVG was designed to provide a soldier with greater situation awareness (SA) due to threat detection of enemy force elements in most battlefield environments and give an expanded viewing capability across ‘highlight conditions to total darkness’ through battlefield obscurants.

However, the company’s Individual Soldier System (ISS) concept is set to extend this capability further with networking and AR.

According to Harris, the ISS is intended to provide ‘shared intelligence on and off the battlefield with real-time, two-way video and voice communications’.

A spokesperson explained to Land Warfare International how the nature of warfare is changing: ‘Intelligence, surveillance and reconnaissance [ISR] plays a prominent role in today’s military operations. Equally critical is the mission-specific SA information that supports effective command and control, improves tactical execution, increases soldier safety and the likelihood of mission success.’

The ISS suite, which comprises a Jagwire ISS laptop or end-user device (EUD), SpearNet-EVO radio with USB 2.0 connection and i-Aware NVG module (ready for production in 2016), allows a soldier to share data and voice communications with fellow team members as well as tactical operations centres or HQ elements.

Essentially, the Jagwire EUD is capable of combining full-motion video (FMV) and data feeds from ISR platforms in a searchable format and is networked to the SpearNet radio which in turn is connected to the i-Aware module.

Harris states that this allows information to be shared simultaneously while maintaining voice communications, even while located in buildings and tunnels or on board vessels, thanks to the net-centric capability of the ISS.

Specific applications could include: accessing photo libraries for positive identification of high-value targets in the field;

A LEAP

In the future, image intensification and thermal imaging could be more seamlessly fused together to offer new capabilities for operating at night. (Photo: USAF)

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DEFENSE LOGISTICS AGENCY

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mAnAging the supply chAin tAkes hArd work And A good educAtionAl foundAtion.

Basic supply chain management has been in practice for centuries, millennia even. To build the Egyptian pyramids, a specific group of laborers quarried massive stones from one location so that another troop could transport the rocks across the desert via wooden contraptions to the thou-sands of workers at the actual construction site, who then used the delivered materials to complete the overall project. That’s fun-damental supply chain management.

As Gary Gittings, Ph.D. and director of the Master of Professional Studies in Supply

Chain Management program at Penn State, explained, “Where the rubber meets the road, the big issue is getting the right goods to the right location in the right quantities for the right people.”

Fortunately, things have progressed quite a bit since ancient Egypt, and as technology continues to advance, 21st-century logisticians can be more efficient than ever when it comes to managing their supply lines. Computers, of course, are only part of the equation. Service men and women who are tasked with moving

critical equipment from a base in America to a depot in the field to the soldiers on the front lines have to understand supply and demand strategy, be able to analyze situational circumstances, and act with a certain degree of flexibility.

These are learned skills, and as supply chain management has permeated every nook and niche of the commercial sector (recent estimates put logistics at about a $1 trillion industry in the United States), more and more educational opportunities have come about. A host of universities

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Army aviation assets, especially rotor-craft, have done hard duty in the last decade, and they must stay fit to fight for decades to come. That means plenty of maintenance, resets, modifications and always the pos-sibility of field support in harsh environ-ments. However, money is very tight, and all this must be accomplished as efficiently as possible.

There is no end of challenges in sustain-ing Army aviation assets. Government and industry are looking for new methods at every support level.

The Corpus Christi Army Depot (CCAD) handles maintenance on the UH-60 Black Hawk, AH-64 Apache, CH-47 Chinook, HH-60 Pave Hawk and OH-58 Kiowa War-rior.

The depot plans, coordinates and exe-cutes recapitalization, reset or repair of these major helicopter platforms for the Army, Defense Department and other U.S. and foreign customers. This work on rotor-craft platforms accounts for 30 percent of the depot revenue.

The majority of depot revenue, 63 per-cent, comes from repair of components. Here again, Corpus Christi plans, coor-dinates and executes the work. Repaired components include hydraulic, mechanical, electrical, avionics, instruments, bearings, rotor systems, rotary wings, rotor heads and rotor controls.

Partnerships with private industry and original equipment manufacturers are important; partners include Boeing Aero-space Support, General Electric Aircraft Engines, Honeywell International Corpo-ration and Sikorsky Aircraft Corporation. The depot works under four Technical,

Engineering and Logistical Services and Supplies (TELSS) OEM contracts to ensure quality support to its customers. The private partners rely on the depot for unique capa-bilities and shared efficiencies.

The largest change now on the horizon for the depot is deployment of the Complex Assembly Manufacturing Solution (CAMS), the next step in its Logistics Management Program (LMP). In fiscal year 2014, the depot continued to implement LMP, a robust business software suite designed by SAP for the Army and first deployed at the depot in May 2009. Since then, LMP has integrated planning, manufacturing, supply chain management, inventory management, finance and human resources.

During 2014, the depot prepared for LMP Increment 2, an expansion of the currently deployed system, to address the latest needs of Army Materiel Command. For the depot, this second increment of LMP includes deployment of CAMS, which will provide an automated shop floor solution so employees can exploit LMP to its full potential.

CAMS deployment will significantly reduce the number of production systems used on the depot’s shop floor. All shop floor staff will work in one system, which will be

integrated with the current LMP and provide visibility over the entire life cycle of an asset. Among many benefits, CAMS will stream-line processes and eliminate many manual processes, greatly reducing inaccuracies in paperwork due to human errors.

Exploiting public-private partnerships is one example of how the depot makes the best use of limited resources in the organic and defense industrial base. The depot benefits from its TELSS partnerships with private-sector partners. It can tap the resources of OEMs to quickly solve com-plex problems. Implementing CAMS on the shop floor is one very good example of syn-ergy between government and industry. The future success of the depot and the Army’s organic support will require both existing and additional partnerships.

Private companies have also been very active.

Sikorsky supports Black Hawks with overhaul and repair services, working with Corpus Christi since 2003, noted David Zack, vice president for government/defense systems and services. “We have partnered to execute upgrades that deliver significant savings, updating older models rather than purchasing new aircraft.”

BY HENRY CANADAY, MLF CORRESPONDENT

WORK AT ARMY DEPOTS IS ESSENTIAL TO COST CONTROL AND OPERATIONAL READINESS.

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Military Logistics Handbook Issue 4Military Logistics Handbook Issue 478 79

SpecificationsLoad handling – Construction vehicles


The Cat 963D aids in the construction of airfields, roads, landing zones, defensive berms, anti-tank ditches and other military infrastructure. The 963D is also designed for transportability, incorporating MIL-STD-209K lift and tie-down provisions. The machine can be transported via C-5 or C-17 aircraft. Electro-hydraulic controls (EHC) on the 963D allow the operator to set machine operation through an onboard messenger display, such as loader or bucket speed. The multipurpose bucket combines the functions of a standard bucket, dozer blade and clamp. The bucket can be used for a range of applications, such as loading, stripping topsoil, clearing, bulldozing, picking up debris and grading. The D-series main frame and loader tower provide durability, resistance to twisting and a solid base for components. The Z-bar linkage offers high breakout force and fast dump speed. A closed-loop hydrostatic drive system with electronic control provides modulation for operation and manoeuvrability. Applications: loader Weight: 20,220kg Powerplant: Cat C6.6 ACERT Flywheel power: 189hp Bucket capacity: 1.9m³

Caterpillar » 963D Track Loader

Equipped with auxiliary hydraulics, the ‘Third Function’ enables operation of a 1.91m2 multipurpose bucket. The Cat 924H can also lift barriers for installation, stockpile material such as gravel and perform demolition functions. The articulation point is located near the midpoint of the machine, contributing to balance and durability, and allowing manoeuvrability in tight operating conditions. The 924H is a self-transportable unit. Standard front axle diff-lock allows traction in poor underfoot conditions. Heavy-duty axles feature hardened gears and bearings. Rear axle oscillates up to 12° to maintain four-wheel ground contact for traction and stability. The operator can select manual shift and two autoshift modes: ‘performance’ or ‘economy’. Performance mode provides acceleration, while economy mode increases fuel economy and improves operator comfort. The Caterpillar VersaLink design provides tool carrier controllability and parallel lift. Visibility is maximised throughout the entire process due to the linkage geometry. Equipped with an integral coupler system, the linkage also allows for work tool changes. Applications: light loader aiding construction of airfields, roads, landing zones, defensive berms, anti-tank ditches and loading trucks Weight: 12,465kg Powerplant: Cat C6.6 ACERT Power output: SAE J1349 – 128hp (net) Top speed: 38km/h Bucket capacity: 1.9m³

Caterpillar » 924H Light Wheel Loader

The Cat 815F Series 2 Soil Compactor is equipped with a Cat C9 engine with ACERT technology combined with a planetary powershift transmission. The machine can be used for the construction of airfields, roads, landing zones, defensive berms, anti-tank ditches and other military infrastructure. The 815F Series 2 is designed to be transportable, incorporating MIL-STD-209K lift and tiedown modifications as well as C-5/C-17 air transport capability in a drive-on, drive-off configuration. The 815F Series 2 pilot-operated blade controls allow for precise movement. The four-wheel compaction design gives the machine full width coverage in two passes with front and rear wheel tracking to eliminates gaps and overlaps. The tamping wheels, with a modified chevron pattern for the tips, offer traction, penetration and compaction for high production. The cast bases are designed to make cleaning the wheels easier when moving the 815F Series 2 to a new work site. Compaction is achieved from the bottom of the lift to the top. The tapered pads walk out of the lift. The top of the lift is compacted and the surface is relatively smooth and sealed so hauling units are able to maintain speed when travelling over the fill. The 815F Series 2 travel speed allows for pressure, manipulation, impact and vibration compression. Since it can also spread fill, the number of spreader tractors may be able to be reduced. Applications: heavy-duty compaction, general dozing, road grading, spreading and clean-up work Weight: 20,775kg (operating); 29,345kg (shipping) Powerplant: Cat C9 ACERT Power output: 253hp (gross); 232hp (net)

Caterpillar » 815F Series 2 Soil Compactor

The Cat 770 Off-Highway Truck is equipped with a 25.15m2 body that is capable of hauling loads up to 36.3t. It is designed to be transportable, incorporating tailored MIL-STD-209K lift and tie-down provisions as well as being self-transportable, with a top speed of 75km/h. The reinforced body is made from thick high-yield, heat-treated hardened steel. The Cat 770 frame uses a box-section design, incorporating two forgings and 13 castings in high-stress areas with deep penetrating and continuous wraparound welds to resist damage from twisting loads without adding extra weight. The dual-slope and flat floor body systems use fabricated steel structures, offering a strong and weldable underbody structure. Interior body surfaces that come in contact with material are fabricated from hardened steel to provide resistance to impact and wear. The box-section ribs provide durability and impact support in the floor, front-wall, sidewall and top rail areas. Applications: hauling for construction of airfields, roads, landing zones, defensive berms, anti-tank ditches, and other military infrastructure Weight: 35,380kg (empty); 71,215kg (target gross machine operating) Powerplant: Cat C15 ACERT Power output: SAE J1995 511hp (gross); SAE J1349 476hp (net) Top speed: 75km/h Nominal payload class: 36.3t Body capacity: SAE 2:1 25.1m³

Caterpillar » 770 Off-Highway Truck

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The Cat 963D aids in the construction of airfields, roads, landing zones, defensive berms, anti-tank ditches and other military infrastructure. The 963D is also designed for transportability, incorporating MIL-STD-209K lift and tie-down provisions. The machine can be transported via C-5 or C-17 aircraft. Electro-hydraulic controls (EHC) on the 963D allow the operator to set machine operation through an onboard messenger display, such as loader or bucket speed. The multipurpose bucket combines the functions of a standard bucket, dozer blade and clamp. The bucket can be used for a range of applications, such as loading, stripping topsoil, clearing, bulldozing, picking up debris and grading. The D-series main frame and loader tower provide durability, resistance to twisting and a solid base for components. The Z-bar linkage offers high breakout force and fast dump speed. A closed-loop hydrostatic drive system with electronic control provides modulation for operation and manoeuvrability. Applications: loader Weight: 20,220kg Powerplant: Cat C6.6 ACERT Flywheel power: 189hp Bucket capacity: 1.9m³

Caterpillar » 963D Track Loader

Equipped with auxiliary hydraulics, the ‘Third Function’ enables operation of a 1.91m2 multipurpose bucket. The Cat 924H can also lift barriers for installation, stockpile material such as gravel and perform demolition functions. The articulation point is located near the midpoint of the machine, contributing to balance and durability, and allowing manoeuvrability in tight operating conditions. The 924H is a self-transportable unit. Standard front axle diff-lock allows traction in poor underfoot conditions. Heavy-duty axles feature hardened gears and bearings. Rear axle oscillates up to 12° to maintain four-wheel ground contact for traction and stability. The operator can select manual shift and two autoshift modes: ‘performance’ or ‘economy’. Performance mode provides acceleration, while economy mode increases fuel economy and improves operator comfort. The Caterpillar VersaLink design provides tool carrier controllability and parallel lift. Visibility is maximised throughout the entire process due to the linkage geometry. Equipped with an integral coupler system, the linkage also allows for work tool changes. Applications: light loader aiding construction of airfields, roads, landing zones, defensive berms, anti-tank ditches and loading trucks Weight: 12,465kg Powerplant: Cat C6.6 ACERT Power output: SAE J1349 – 128hp (net) Top speed: 38km/h Bucket capacity: 1.9m³

Caterpillar » 924H Light Wheel Loader

The Cat 815F Series 2 Soil Compactor is equipped with a Cat C9 engine with ACERT technology combined with a planetary powershift transmission. The machine can be used for the construction of airfields, roads, landing zones, defensive berms, anti-tank ditches and other military infrastructure. The 815F Series 2 is designed to be transportable, incorporating MIL-STD-209K lift and tiedown modifications as well as C-5/C-17 air transport capability in a drive-on, drive-off configuration. The 815F Series 2 pilot-operated blade controls allow for precise movement. The four-wheel compaction design gives the machine full width coverage in two passes with front and rear wheel tracking to eliminates gaps and overlaps. The tamping wheels, with a modified chevron pattern for the tips, offer traction, penetration and compaction for high production. The cast bases are designed to make cleaning the wheels easier when moving the 815F Series 2 to a new work site. Compaction is achieved from the bottom of the lift to the top. The tapered pads walk out of the lift. The top of the lift is compacted and the surface is relatively smooth and sealed so hauling units are able to maintain speed when travelling over the fill. The 815F Series 2 travel speed allows for pressure, manipulation, impact and vibration compression. Since it can also spread fill, the number of spreader tractors may be able to be reduced. Applications: heavy-duty compaction, general dozing, road grading, spreading and clean-up work Weight: 20,775kg (operating); 29,345kg (shipping) Powerplant: Cat C9 ACERT Power output: 253hp (gross); 232hp (net)

Caterpillar » 815F Series 2 Soil Compactor

The Cat 770 Off-Highway Truck is equipped with a 25.15m2 body that is capable of hauling loads up to 36.3t. It is designed to be transportable, incorporating tailored MIL-STD-209K lift and tie-down provisions as well as being self-transportable, with a top speed of 75km/h. The reinforced body is made from thick high-yield, heat-treated hardened steel. The Cat 770 frame uses a box-section design, incorporating two forgings and 13 castings in high-stress areas with deep penetrating and continuous wraparound welds to resist damage from twisting loads without adding extra weight. The dual-slope and flat floor body systems use fabricated steel structures, offering a strong and weldable underbody structure. Interior body surfaces that come in contact with material are fabricated from hardened steel to provide resistance to impact and wear. The box-section ribs provide durability and impact support in the floor, front-wall, sidewall and top rail areas. Applications: hauling for construction of airfields, roads, landing zones, defensive berms, anti-tank ditches, and other military infrastructure Weight: 35,380kg (empty); 71,215kg (target gross machine operating) Powerplant: Cat C15 ACERT Power output: SAE J1995 511hp (gross); SAE J1349 476hp (net) Top speed: 75km/h Nominal payload class: 36.3t Body capacity: SAE 2:1 25.1m³

Caterpillar » 770 Off-Highway Truck

9Volume 10 Number 3 | Autumn 2015 | MILITARY LOGISTICS INTERNATIONALwww.mil-log.com

Landing craft are an essential component of amphibious operations, delivering troops, armoured vehicles and the full spectrum of equipment from ship to shore during military and humanitarian operations. Ian Kemp examines major projects now under way.

requirements of the Spanish Navy, which eventually received 12 craft.

BATCH DELIVERIESIn September 2011, Navantia received an Australian contract to supply 12 LCM-1Es for the two new LHDs that it is was building for the RAN – the first batch of four was delivered in May 2014 and the second in February 2015. Following launch of the final craft on 27 April 2015, the last batch was recently delivered.

They are designated LHD Landing Craft (LLC) in Australian service. A total of six are assigned to

each of the Canberra-class ships, with four embarked and two assigned to shore facilities for training and rotation with the embarked craft when they require maintenance.

Following Spain and Australia, the Turkish Navy is set to become the third LCM-1E operator. In December 2013, the country’s Undersecretariat for Defense Industries selected local shipbuilder Sedef, teamed with Navantia, to build an LPD based on the Juan Carlos I LHD. The project includes the new delivery of LCM-1Es.

The 23.3m-long LCM-1E/LLC has the ability to carry an MBT or two 8x8 ASLAVS, or 170

LANDING CRAFT

F rom August to October, HMAS Canberra, the first of two Royal Australian Navy (RAN)

landing helicopter dock (LHD) vessels, will conduct amphibious operations in a series of exercises off the Queensland coast.

Maj Mathew Singers, Canberra’s amphibious operations officer, told Military Logistics International: ‘These exercises will progressively work the ship and 2RAR [2nd Battalion Royal Australian Regiment] up to be able to deploy amphibious forces by sea and air in a tactical, high-threat environment.’

The Canberra-class design is based on the ESPS Juan Carlos I built by Navantia for the Spanish Navy, and like the Spanish LHD will embark four LCM-1E Landing Craft, Mechanized (LCM) to transport troops, vehicles and equipment from ship to shore. The LCM-1E was developed by Navantia from 1999 to meet the

LCU-1631 departs the well deck of the forward-deployed amphibious transport dock ship USS Green Bay during

training in the East China Sea. The Surface Connector Replacement will be an improved LCU design. (Photo: USN)


HADR

8 MILITARY LOGISTICS INTERNATIONAL | Summer 2015 | Volume 10 Number 2 www.mil-log.com 9Volume 10 Number 2 | Summer 2015 | MILITARY LOGISTICS INTERNATIONALwww.mil-log.com

Tore Aksér of BAE Systems Hägglunds agreed: ‘Around the globe we have had catastrophes where the army or defence forces have been tasked to help. Why are they asked? Because when these disasters strike, invariably nothing can move around – it is a logistical problem that needs to be overcome and it is the armies that have the capability, the equipment and the training to get everything moving,’ he told Military Logistics International.

It is not just the first response, he noted: ‘It would be difficult to build a dedicated HADR force at this stage for each country to be used if a situation occurs, so if armies have the equipment that is why they are tasked to take this part on board as well.’

It is hardly surprising then that when it comes to military procurement the ability for a platform to be dual-purpose – whether by deliberate design or happenstance – holds more significance than in previous decades.

Speaking to MLI, Raúl Tena, Airbus Defence and Space’s A400M marketing manager, agreed: ‘HADR is growing in importance and I think this is directly impacting requirements.

‘The public perception of the role the military plays in HADR has grown over the last 10-15 years, and this and the very real increase in use of the military as first responder in many disaster zones is something that needs to be taken into account when our customers review their fleets and capabilities in the future.’

HADR WORKHORSEAirbus is actively marketing its A400M as a long-range strategic/tactical military transport plane that due to its 37t maximum payload, large cargo hold – which can accommodate a CH-47 Chinook – as well as its ability to land on and take-off from unpaved airstrips makes it suitable for use as an HADR workhorse.

Tena said the A400M was designed to take HADR missions into account. ‘There is no specific version of the A400M for HADR, rather HADR has been incorporated as a specification of design.’

As of March 2015 there were only 12 A400Ms in use worldwide, and the type has yet to be

deployed on an HADR mission. The French Air Force has extensively tested the aircraft and found that one A400M with a load of HADR pallets and personnel took 16 hours to complete a representative mission, compared to the C-130 Hercules which required up to 72 hours and three aircraft to complete the same task.

‘Now with one aircraft you can do the same thing that would have taken two or even three – that is a strong message,’ said Tena.

The crash of A400M production aircraft MSN023 on 9 May, destined for service into the Turkish Air Force, has put a dent in the aircraft’s delivery schedule while the type remain grounded, but it is expected that operations will resume once the investigation is completed.

UNDER CONSIDERATIONThe Royal Malaysian Air Force (RMAF) considered HADR operations when it ordered four A400Ms in 2005. On delivery of the first earlier this year, Chief of the RMAF, Gen Dato’ Sri Roslan Saad, said: ‘It will enable us to undertake an extraordinary range of military and humanitarian operations within the country and regionally.’

An A400M departing Kuala Lumpur would be able to carry 37t of cargo to the Philippines, southern China or most of Indonesia, and if the payload were cut to just 20t the aircraft could fly as far west as the Horn of Africa, reach most of Japan or even the coast of Australia. When the platform arrives at a location, it also only needs 1,000-1,500m of runway to land and its turning circle is under 27m.

The UK MoD also cited the HADR attributes of its new fleet of 22 A400Ms costing £2.8 billion ($4.3 billion). ‘[The platform] is expected to develop the RAF’s ability to move people and equipment rapidly around the globe for military and humanitarian operations – combining the

HADR

IN THEAFTERMATH

global range of the C-17 with the rough landing ability of the C-130 Hercules.’

The same attributes look to have sparked interest from the Swedish Air Force as it seeks a replacement for its fleet of Lockheed C-130Hs post-2021.

Boeing’s C-17 Globemaster III is also plugging its HADR credentials, with the Kuwait Air Force, the Indian Air Force and the Royal Australian Air Force (RAAF) citing the scope of the aircraft’s abilities in this field when announcing purchases.

When Australia bought two new C-17As for A$1 billion ($777 million) this year to add to the six it already has, HADR was stressed as one of the capability requirements.

RAAF C-17s have recently been deployed on HADR missions both to Vanuatu, which was devastated by Hurricane Pam in March, and Nepal in April to assist in relief efforts.

New Zealand has also been providing HADR services in both these disasters and is thought to be considering the purchase of C-17s following the launch of its Future Air Mobility Capability programme in June last year to replace the Royal New Zealand Air Force’s five C-130H Hercules and two Boeing 757-200 transports between 2018 and 2025.

KUWAITI COLOURSThe delivery of the first C-17 to the Kuwait Air Force last year saw the country pin its HADR colours to the post – quite literally. A custom paint design distinguishes the Kuwaiti C-17 from the 259 others that have been delivered to customers around the world.

For Col Abdullah Al Foudari, Deputy Commander of the Kuwait Air Force, this was quite deliberate: ‘When this C-17 arrives to deliver humanitarian aid or disaster relief anywhere in the world, people in need will know that the aid came from Kuwait.’

Humanitarian aid and disaster relief are important considerations for militaries when planning large-scale aircraft, vehicle and logistics equipment procurement, Liza Helps reports.

The military is the ‘go-to’ when a humanitarian or natural disaster strikes,

but how is this affecting the procurement of equipment and military platforms?

It took just six hours before Indian armed forces were on the ground in Kathmandu delivering humanitarian aid and disaster relief (HADR) following the devastating 7.8 magnitude earthquake striking Nepal on 25 April 2015.

Within days, 4,500 military personnel, aid workers and search and rescue teams from 34

countries had descended on the land-locked mountain kingdom with thousands of tonnes of aid – the vast majority being flown in on military aircraft such as C-17s, C-130s and Il-76s.

While not all the personnel on the ground were military, almost all the countries responding to the disaster sent at least one such team. HADR is now firmly a part of the political arsenal that a nation can deploy as it seeks influence on the world stage by the exercise of soft power.

Indeed, in the White House publication ‘Sustaining US Global Leadership: Priorities for 21st Century Defense’ from 2012, HADR was identified by the US Secretary of Defense as one of the Pentagon’s top ten primary missions. Many other countries have followed suit.

DELIVERY TIMESThe fastest way to deliver HADR in the first instance is via the military and use of its equipment.

‘No other organisation, whether locally or globally, can respond with the speed and effectiveness that militaries do in the immediate aftermath of any disaster,’ said Singaporean Defence Minister Ng Eng Hen.

US aid is delivered to Nepal, proving the flexibility of logistics assets in HADR scenarios.

Military platforms can get to remote areas faster than most civilian ones. (Photo: USAF)

Malaysia’s first A400M – the aircraft has been designed with multirole tasking in mind and can be used for HADR efforts with the ability to land on unprepared airfields. (Photo: Airbus)

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SpecificationsTransport and tanker aircraft


SpecificationsTransport and tanker aircraft

tactical transport, medevac, SAR Length: 22.7m Wingspan: 28.7m Height at tail: 9.64m MTOW: 31.8t Powerplant: 2x 4,640hp Rolls-Royce AE2100-D2A turboprops Max speed: 325kt Cruise speed: 315kt Range: 1,852km with 10t payload Passenger seating: 68 troops, 46 paratroops or 36 litters with 6 medical personnel Ferry range: 5,926km Payload: 11,500kg max Service ceiling: 30,000ft Flight crew: pilot, co-pilot and 1 or 2 loadmasters when required

1 jumpmaster Payload: 5,950kg (basic) Max operating altitude: 25,000ft

A twin-engine turboprop tactical transport with new-generation technology in avionics, propulsion and systems. Alenia Aeronautica and Lockheed Martin began developing an improved version of Alenia Aeronautica’s G.222 in 1996. The C-27J incorporates the Rolls-Royce AE2100 engines, six-blade propellers and glass cockpit of Lockheed’s C-130J. The C-27J is capable of performing missions such as cargo and troop transport, medevac, parachute operations and SAR. The C-27J Spartan team, comprising L-3 Communications Integrated Systems, Alenia North America and Global Military Aircraft Systems (a joint venture between L-3 and Alenia), was selected by the US DoD in 2007 as the winner of the Joint Cargo Aircraft competition. In January 2012, the US DoD cancelled the project as a cost-saving measure and announced the 38 aircraft already delivered or ordered would be disposed of. In May 2012, Australia announced the purchase of ten C-27Js through the US FMS programme and seven aircraft have been transferred to the US Forest Service for fire-fighting duties. In early 2014, the DoD announced that seven aircraft would be transferred to US Army Special Operations Command and 14 to the USCG. In December 2013, Peru ordered two aircraft from Alenia and another two in May 2014. Other customers include Bulgaria (five), Greece (12, plus three options), Italy (12), Lithuania (three), Morocco (four), Mexico (four) and Romania (seven). Slovakia ordered two C-27Js in November 2014. In May 2013, Alenia Aermacchi, General Dynamics Canada, and DRS Technologies Canada formed Team Spartan to compete for the Royal Canadian Air Force’s Fixed-Wing Search and Rescue Replacement programme. Applications:

Alenia Aermacchi » C-27J Spartan

The 6t payload-class CN235 is the middle member of Airbus’s family of medium airlift and surveillance aircraft. It has been used for deployment and logistic support of peacekeeping forces and on civil missions such as disaster relief. It is also used for maritime surveillance and homeland security applications. By August 2013, 273 CN235s had been delivered of the 282 ordered worldwide. The CN235 is designed to operate in austere environments for extended periods of time without the need for ground support equipment. Its STOL characteristics and robust landing gear with tandem low-pressure tyres permit the use of short, semi-prepared runways with soft surfaces. The CN235 features a cargo handling system and a reinforced heavy-duty floor for 463L standard military pallets. The internal configuration of the cabin can be changed with minimum tools and manpower from a cargo carrier to a personnel transporter or medevac aircraft. In the passenger version, it can carry up to 51 troops with a central seat row installed or 36 paratroopers plus one jumpmaster. The unobstructed, constant cabin section and full-width rear ramp allow loading/offloading of bulky items such as light vehicles or up to three fighter engines. The CN235 avionics system supports present and future requirements to operate in both civil and military environments. Applications: medium airlift and surveillance Cargo hold length: 9.65m (ramp length 3.04m) Cargo hold width: 2.7m Cargo hold volume: 48.5m³ MTOW: 16.5t Max landing weight: 16.5t Powerplant: 2x 1,750shp General Electric CT7-9C3 turboprops Cruise speed: 245kt Passenger seating: up to 51 troops with central seat row installed or 36 paratroops plus

Airbus Defence and Space » CN235

D-27 propfans Cruise speed: 405kt Range: 6,600km with 20t payload; 5,100km with 35t; 3,000km with 47t Passenger seating: 110 paratroopers, 300 troops or 206 patients STOL distance: 3,000km with 20t Ferry range: 8,000km Flight crew: 3-5

Cruise speed: 270kt Range: 800km with 6,700kg load (An-32B); 1,000km with 7,500kg load (An-32B-200) Passenger seating: 42 paratroopers, 50 soldiers or 24 casualties on stretchers with 3 medical personnel Ferry range: 2,250km Payload: 6,700kg (An-32B); 7,500kg (An-32B-200) Mission crew: 3 (An-32B); 2 (An-32B-200)

Four-engined, wide-body, medium military STOL transport being developed to replace obsolete aircraft such as the An-12 in service with Russian and Ukrainian forces. It was the first large aircraft to be powered by propfan engines. In the early stages of the project, Russia intended to order 160 aircraft, while Ukraine planned to order 60. In June 2010, the Russian MoD said that it planned to buy 60 An-70s as part of its 2011-2020 procurement plan. A joint venture between Antonov and Russia’s UAC would build the aircraft. The first prototype made its initial flight on 16 December 1994, but the programme was delayed by two and a half years when this aircraft was destroyed in a 1995 mid-air collision with a chase plane, with the second prototype suffering damage in a 2001 emergency landing during cold-weather testing. When operating from 600-800m unpaved runways, the An-70 is able to carry 20t of cargo to a range of 3,000km. Antonov is building an initial three aircraft for the Ukrainian Air Force, one of which was displayed at the Paris Air Show in June 2013. Two months later at MAKS 2013, UAC president Mikhail Pogosyan said the Russian MoD was monitoring the joint test programme, expected to comprise 82 flights, before making a procurement decision. Antonov announced on 11 April 2014 that the An-70 had passed Ukrainian state acceptance trials and was ready to enter series production. The deterioration of relations between Russia and Ukraine in 2014 has undermined Moscow’s involvement in the project. Applications: medium STOL transport Length: 40.7m Wingspan: 44m Height at tail: 16.4m MTOW: 145t Useful load: max cargo capacity 35t (47t when overloaded) Powerplant: 4x Ivchenko-Progress

Antonov » An-70

Light military transport aircraft that can be operated in various climatic conditions, including hot (up to 50°C) and from mountain airfields up to 14,700ft in altitude. More than 240 An-32s are operated by military forces in 19 countries, including the Indian Air Force (IAF), which has more than 100 in service. More than 360 have been built. The An-32, which made its first flight in July 1976, is essentially an improved An-26 fitted with AI-20 turboprop engines mounted above the wing, producing almost twice the power of the An-26’s AI-24 powerplants. The modernised An-32B was followed by the An-32B-100 modification which increased MTOW to 28.5t and payload to 7.5t and introduced a modified engine control system and AI-20D5M engines, with service life increased to 20,000 hours and longer time between overhauls. Further improvements on the An-32B-200 variant include a digital cockpit, more airdropping/transport possibilities and additional removable tanks bringing total fuel capacity up to 3,000l, increasing the flight range to up to 3,200km (with maximum fuel margin and 2.8t of cargo). Under a 2009 contract, the IAF is upgrading 104 An-32s to An-32RE standard, with the assistance of Antonov. The first four upgraded aircraft were delivered in June 2011 and the last of the 40 aircraft being upgraded in Ukraine were scheduled to be delivered in 2014. The remaining aircraft will be upgraded at an IAF depot. The upgrade is expected to extend aircraft life by 15-20 years. Applications: light tactical transport Length: 23.7m Wingspan: 29.2m Height at tail: 8.75m MTOW: 27t (An-32B); 28.5t (An-32B-200) Powerplant: 2x Ivchenko-Progress AI-20D5 or AI-20D5M turboprops Max speed: 286kt

Antonov » An-32

Also distributed to key companies involved in military logistics, and organizations which have expressed an interest with this growing industry.

**

Issue/key dates* Bonus distribution**


Aero India 2017 (India)AUSA Global Force (Huntsville, Alabama, USA) DSEI 2017 (London, UK)

Military LogisticsThe concise global industry guide

shephardmedia.com

ANNUAL HANDBOOK

ISSUE 5 PUBLISHED DECEMBER 2015

Milita

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K – ISSU

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16

• Print and digital circulation over 10,200†

• Readership of 30,600+∆



†June 2015 BPA Audit ∆2015 Readership Survey

The only international publication dedicated to the global military rotorcraft industry.

Rotorcraft Portfolio

Defence Helicopter




51% Spreading the wordSpecial forces aviation proliferates across NATO

Volume 34 Number 3May/June 2015

DESERT GUNSHIPSMDHI’s light attack offering

RISING DEMANDRussian aircrew training

www.rotorhub.com

KEEPING AN EYE OUTHelmet-mounted displays

Life after the Mi-24Eastern Europe looks west for rotorcraft replacements

Volume 34 Number 4July/August 2015

PARALLEL THINKINGUSSOCOM update

COMPLETE PACKAGESelf-protection systems

www.rotorhub.com

CAN WE TALK?Helicopter comms

Issue/key dates* Features Bonus distributionJan/Feb 2016 Publication: 22 January 2016Reservation: 8 January 2016Material: 13 January 2016

ASEAN helicopter procurementNaval helicoptersEO/IRRockets and missiles

Singapore Airshow (Singapore)AUSA Global Force (Huntsville, Alabama) Defexpo 2016 (South Goa, India)

Mar/Apr 2016Publication: 11 April 2016Reservation: 16 March 2016Material: 18 March 2016

Helicopter upgradesHelicopter trainingScout helicopter procurementDVE

DSA (Kuala Lumpur, Malaysia)Quad A MSS (Atlanta, GA, USA)

May/Jun 2016Publication: 29 April 2016Reservation: 15 April 2016Material: 20 April 2016

GunsSpecial operationsCommunicationsEngines

SOFEX (Jordan) Sea Air Space (National Harbor, MD, USA) SOFIC (Tampa, FL, USA) ILA Berlin (Berlin, Germany)Eurosatory (Paris, France)Helicopter Technology Eastern Europe (Budapest, Hungary)

Jul/Aug 2016Publication: 17 June 2016Reservation: 3 June 2016Material: 8 June 2016

BladesTrainingAvionicsMRO



Night visionSelf-protectionUtility helicoptersCockpit upgrades

MSPO (Kielce, Poland)AAD (Centurion, South Africa) ADAS (Metro Manila, Philippines)Naval Warfare Asia (Kuala Lumpur, Malaysia)Modern Day Marine (Quantico, VA, USA) AUSA Annual (Washington, DC, USA)

Nov/Dec 2016Publication: 21 October 2016Reservation: 7 October 2016Material: 12 October 2016

Sensor systemsMedevacHMDsOptionally piloted helicopters

I/ITSEC (Orlando, FL, US) Indo Defence (Jakarta, Indonesia)


Naval helicoptersRadarsScout/light attack helicoptersGuided rockets

IDEX (Abu Dhabi, UAE)Avalon (Geelong, Victoria, Australia) LIMA (Langkawi, Malaysia)

Industry Military Parapublic Government

50% 34%

7% 9%

38%

15%

6% 3%

38%



17

The definitive and leading magazine for the global military attack and support helicopter market. With over 30 years’ publishing experience Defence Helicopter is a truly international audience-delivering publication. The Military Helicopter Handbook provides the annual comprehensive data source for all platforms and supply services relating to military rotorcraft.


Contact usEditorialTony Skinner, Editor Tel: +44 (0)20 3179 2594 Email: [email protected]

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Military Helicopter Handbook Issue 28Military Helicopter Handbook Issue 2818 19

SpecificationsRotorcraft – International


The AgustaWestland/PZL-Swidnik W-3 Sokol twin-engine utility and combat support helicopter is designed and built in Poland. Depending on equipment and armament, the W-3 may be used for the evacuation of casualties on stretchers, transportation of up to ten fully equipped troops, fire support on the battlefield and engaging point targets on land and water. The modernised W-3 is the latest variant to enter service with the Polish Army. The helicopter is equipped with FADEC, a four-axis AFCS, an instrument panel with MFD and integrated avionics including onboard mission planning, inertial/satellite navigation and a new communication system. The interior and exterior lighting are NVG-compatible and the aircraft is equipped with a roof-mounted sight, and protection systems. Applications: utility, combat support, casevac Weapons: 12.7mm machine gun/23mm cannon pods; 57/80mm S-8 and S-5 rockets; 9M32M IR-guided AA missiles; HOT anti-tank missiles; PLATAN airborne minefield sowing Powerplant: 2x 900hp (take-off power) PZL-10W turboshafts Rotor diameter: 15.7m Overall length: 15.29m Height: 5.14m (tail rotor turning) Empty weight: 4,322kg MTOW: 6,400kg Payload: 2,078kg HIGE: 9,900ft HOGE: 6,230ft Seating: up to 10 Service ceiling: 16,100ft Max speed/VNE: 140kt Range: 761km Rate of climb: 1,830ft/min, 450ft/min vertical

International » AgustaWestland » W-3 Sokol

The AgustaWestland/PZL-Swidnik SW-4 is a light, single-engine helicopter designed and built in Poland. EASA-certified, it seats up to five people including one or two pilots. The conventional structure is made of aluminium alloy using glass-epoxy composite for non-structural fuselage elements. The helicopter has fully articulated rotor systems. All blades are made of glass-epoxy composite. It has a passenger/cargo interior with additional luggage compartment, and is used in utility, liaison, training, patrol and light attack/escort roles. A military training version is dedicated to basic and advanced training. Training options include VFR, day and night flying, IFR compatibility, FDR, NVG and an emergency simulation unit. The Polish Air Force Military Training School operates 24 SW-4s. In July 2014, AgustaWestland announced completion of a demonstration of its SW-4 Rotorcraft Unmanned Aerial System/Optionally Piloted Helicopter to the Italian MoD. Applications: utility, liaison, training, patrol, light attack/escort Weapons: guns, rockets, other Powerplant: 450hp Rolls-Royce 250 C20-R/2 turboshaft Rotor diameter: 9m Overall length: 10.57m Fuselage length: 9.08m Height: 3.14m (tail rotor turning) Empty weight: 1,010kg MTOW: 1,800kg Payload: 790kg HIGE: 7,050ft HOGE: 2,980ft Seating: up to 5 including 1 or 2 pilots Service ceiling: 13,900ft Cruise speed: 114kt Max speed/VNE: 140kt Max range: 797km

International » AgustaWestland » SW-4

The AS532 ALe is the most recent addition to the Cougar family. It is a medium-weight twin helicopter (9t-class), combining the AS532’s dynamic and basic assemblies with the avionics and AFCS of the H225M. The Super Puma/Cougar family (about 800 helicopters delivered) has logged more than 4.8 million flight hours. Fully de-iced, the AS532 ALe is capable of a range of missions such as troop transport, load carrying, SAR/CSAR, casualty evacuation and fire support. Applications: troop carrying, load carrying, SAR and CSAR, casevac, fire support Weapons: machine guns, cannon and rockets Powerplant: 2x 1,820hp Turbomeca Makila 1A1 turboshafts Rotor diameter: 15.6m Overall length: 18.7m Height: 4.95m Empty weight: 4,610kg MTOW: 9,000kg gross, 9,350kg with external payload Max load on sling: 4,500kg Cruise speed: 139kt

International » Airbus Helicopters » AS532 ALe

The AS532 UE is the basic version with a long fuselage, marketed for tactical transport and logistical support missions. UC is the short utility version for tactical transport and external load carrying. AC and AL are armed versions which can be equipped with pod-mounted cannon, rocket launchers and side-firing cannon. UL is the medium tonnage tactical transport. The first of 12 AS532 AL Cougars was handed over to the Bulgarian Air Force in August 2006, as part of a deal worth $360 million. The AL version has been selected by the Albanian Air Force, to meet NATO requirements, and Georgia. A new version is now available, the AS532 ALe (see separate entry). Applications: UE – tactical transport and logistical support missions; UC – tactical transport and external load-carrying; AC/AL – armed; UL – tactical transport Weapons: machine guns, cannon and rockets, torpedoes Powerplant: 2x 1,819shp (take-off power) Turbomeca Makila 1A1 turboshafts Rotor diameter: 15.6m Overall length: 15.53m (short versions), 16.29m (long versions) Height: 4.95m Empty weight: 4,365kg (UC) to MTOW: 9,000kg gross Max load on sling: 4,500kg Cruise speed: 139kt (UC/AC/UL/AL)

International » Airbus Helicopters » AS532 AC/AL/UC/UE/UL Cougar

COUNTRY FOCUSCOUNTRY FOCUS

Defence Helicopter | March/April 2015 | Volume 34 Number 2 www.rotorhub.com34 www.rotorhub.com Volume 34 Number 2 | March/April 2015 | Defence Helicopter 35

Budget cuts following the war further eroded the readiness of the surviving Sea Kings, and from the early 1990s the IHSRC was forced to cannibalise older ASH-3Ds to use their parts for the late-production aircraft equipped with LN-66 radars. During relief efforts in the aftermath of the 2003 Bam earthquake one of the LN-66-equipped ASH-3Ds (8-2314) that had been overhauled by IHSRC in 2003 crashed due to a technical problem with its tail rotor.

In 2004, IHSRC began work on three more helicopters, including the two AS-61A-4s originally

bought for the air force. However, it was impossible to obtain new engines from Italy, Malaysia, Singapore or the US after the UN Security Council introduced new sanctions due to the controversial nuclear programme of the Islamic regime, with the overhauls coming to a halt.

RESTORATION BEGINSIn 2007, after realising how budget cuts had limited the navy’s capabilities, the government increased investment in the service. Only six ASH-3Ds were now operational: three early models (8-2310, 8-2312 and 8-2313) categorised as SAR aircraft; and three later versions (8-2315, 8-2316 and 8-2317) equipped with LN-66 radars and classed as ASW platforms, although only one had an active LN-66 radar installed.

IRINA signed an agreement with IHSRC to refurbish four ASH-3Ds, which had been in storage since the early 1990s and used as a source of spare parts, to operational condition. Aircraft 8-2303, which was the first ASH-3D to be overhauled by IHSRC in 1987, was returned to the organisation’s facility for overhaul. It received a new gearbox, rotor blades and General Electric T58-GE-100 engines to replace the original T58-GE-10s. The helicopter also received a new U/VHF radio, VOR, GPS and a removable multi-function display (MFD) for moving maps.

The Islamic Republic of Iran Navy Aviation (IRINA) branch now operates a total of

36 helicopters and four fixed-wing aircraft assigned to its four squadrons stationed at three naval air stations (NAS) and a heliport. Some 15 ASH-3D ASW and two AS-61A-4 transport helicopters are the backbone of the fleet.

They are used by the 12th Squadron and 2nd ASW Squadron at Bandar Abbas NAS for SAR, ASW, casevac, anti-shipping, transport and amphibious assault missions.

IMPERIAL PHASEThe Imperial Iranian Navy Aviation branch was formed in 1967 and received its first helicopters from Agusta – two AB 205A-1s and four AB 206Bs – two years later, as flight and ground crews completed their initial training courses in Iran and Italy.

Iran’s ambition was to extend its naval reach into the Indian Ocean and the navy’s aviation branch was one of the first to be formed in the Persian Gulf region.

Following consideration of the Sikorsky SH-3D Sea King and Aérospatiale SA 321 Super Frélon to meet the navy’s requirement for an ASW helicopter, the former design was chosen and a contract awarded to Agusta for the licence production of 13 ASH-3D Sea Kings which were delivered from 1971-79. At the time, the fielding of the platform represented a significant regional capability. All of the newly delivered helicopters were stationed at Bandar Abbas.

Before the 1979 Iranian revolution, which overthrew the pro-Western Pahlavi dynasty, five more helicopters equipped with the LN-66 short-range navigation radar and the ability to launch Sistel Marte Mk 2 long-range anti-ship missiles (ASM) were ordered from Agusta. Although initially confiscated by the Italian government after the revolution, the aircraft were eventually delivered to Iran in mid-1981 without their weapons.

The navy also received two Agusta AS-61A-4s originally ordered for the Imperial Iranian Air Force in VIP configuration and equipped with an

Return of the king

auxiliary propulsion unit, but changed to a transport configuration for naval service.

WAR RECORD During the 1980-88 Iran-Iraq War, the 20 Sea Kings of IRINA were stationed at Bushehr, on the Persian Gulf, which was also the home of the service’s 18 AB 212 ASWs and six RH-53Ds. During the war, the Sea Kings were used for a variety of roles, including CSAR, transport, medevac and battlefield reconnaissance.

Although Iran received its final batch of five ASH-3Ds from Italy in 1981, Rome refused to allow the delivery of the Marte Mk 2 missiles. Iran’s solution was to adapt air-to-surface missiles delivered prior to 1979, such as the AGM-65A Maverick originally used on F-4E Phantoms and AH-1J SeaCobra attack helicopters.

The Islamic Republic of Iran Air Force’s self-sufficiency group helped IRINA to modify two ASH-3Ds (8-2301 and 8-2310) to launch the Maverick. Work was undertaken in 1985 and the newly armed Sea Kings entered the war against

Iraq in 1986. However, the project was cancelled due to the detrimental effect of the missile launch on the helicopter as well as the minimal damage the Maverick warhead was able to inflict on giant oil tankers.

As an alternative, towards the end of the war, IRINA began examining the feasibility of adapting its Sea Killer Mk 1 missiles – the ship-launched version of the Marte – for mounting on the Sea King. Naval technicians installed the TV seeker from the AGM-65A on the Sea Killer. Sea King 8-2317, used as the testbed for the project, was one of five platforms equipped with LN-66 radars and hardpoints for the undelivered Marte Mk 2s. The project was cancelled due to poor results.

Highlights of Sea King capabilities during the war included their use during Operation Morvarid (‘Pearl’) to transport IRIN commandos to Iraq’s al-Bakr and al-Umaya oil rigs on 28 November 1980, as well as evacuating civilians from the city of Abadan during its November 1980 to September 1981 siege by the Iraqi Army.

During the war, two Sea Kings were lost, one to Iraqi anti-aircraft guns and another due to a mid-air collision with another helicopter. The surviving 18 Sea Kings of the 12th Squadron returned to Bandar Abbas.

SANCTIONS BITE Prior to the revolution, Iran shipped its ASH-3Ds to Agusta’s facilities for overhaul in Italy. However, the Iran Helicopter Support and Renewal Company (IHSRC) was formed with the intention of being able to repair and overhaul all rotorcraft in Iranian military service. The government planned for an overhaul line for the ASH-3D to be established by 1980.

However, with the imposition of sanctions by the US and other nations on Iran in 1979, the IHSRC was forced to overhaul Sea Kings and other helicopters without assistance from their OEMs and sub-contractors. After several years of effort, the first ASH-3D helicopter – serial 8-2303 – was overhauled and returned to the navy by the late 1980s.

Deprived of OEM support for more than 35 years, the Islamic Republic of Iran Navy has struggled to keep its SH-3 fleet flying. Babak Taghvaee describes the ongoing challenges.

An ASH-3D during a graduation ceremony of Iranian Navy cadets

on 17 September 2012. The Sea Killer missile launcher of the

helicopter is visible just behind its main landing gear bay.

(Photo: author)


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RUSSIA

loyaltyRussia’s stated ambition in 2007 to secure 10% of the world’s helicopter market has

long since been met, and it now enjoys an expanded share of 15% thanks to significant sales of heavy-class military rotorcraft.

This was achieved between 2011 and 2014 through increased deliveries of tactical transport and attack helicopters to both domestic and export customers.

Russian Helicopters, the umbrella company of the country’s rotorcraft industry, controls two design and development companies and five large manufacturing plants, and has reported considerable growth in production and export sales, especially for the long-lasting Mi-8/17/171 family, while the Mi-35M attack helicopter also continues to sell well.

Meanwhile, the new Mi-28NE attack helicopter has been ordered by two export customers, with first deliveries to Iraq taking

place in August 2014. The heavyweight Mi-26 also continues to be successful, with the first export deliveries of the latest version slated to begin this year. All military helicopter sales are carried out through Rosoboronexport.

DOMESTIC SUCCESSThere are, however, only domestic orders for all the other new military helicopters types currently in production or the final development phase in Russia, such as the Ansat-U, Mi-38, Ka-52 and Ka-226 – despite promotional activities by Russian Helicopters and

Rosoboronexport, their export prospects remain unclear, at least in the near to mid-term.

All attempts by Russian rotorcraft manufacturers made in the mid/late-2000s to cooperate with Western partners on upgrades of existing military rotorcraft and development of new export versions have reportedly failed. As a result, there are no examples of commercially successful large rotorcraft programmes carried out together with Western or Israeli partners, and all such joint undertakings completed in the mid/late-2000s and early 2010s have only resulted in small volume deliveries.

The significant growth in exports since 2010 involved a handful of long-standing customers such as Azerbaijan, China, Egypt, India, Peru plus the US, which ordered rotorcraft for the Afghan military.

All of these countries opted to purchase large numbers of the improved versions of classic helicopter types, fitted mostly with Russian avionics and mission equipment (only the Mi-17V-5s for Afghanistan have civil-standard Westernised flight/navigation suites), while Algeria and Iraq have taken the risk of ordering new-generation attack helicopters featuring all-Russian mission suites and weapons. In 2013, Rosoboronexport delivered 140 rotorcraft for export and expected a similar figure for 2014, according to Vladislav Kuzmichev, its head of helicopter sales.

BEST SELLERSRussia’s best-selling helicopter of all time, the Mi-17/171 (NATO reporting name Hip), continues to be the stalwart of the country’s helicopter export market, with 90 to 140 examples delivered to foreign customers each year since 2011. New derivatives continue to be aggressively offered as a low-cost, yet highly capable, alternative to Western medium utility and armed transport rotorcraft to new export markets, mainly in developing countries.

The type is widely regarded as a legacy machine featuring a balanced mix of qualities – proven performance, rugged design,

reasonably low acquisition/operating costs and good upgrade potential – making it an attractive proposition for military and paramilitary customers around the world.

Currently, both plants manufacturing the type in Russia – Ulan-Ude Aviation Plant (U-UAP) and Kazan Helicopters – continue to offer Hip derivatives featuring either the updated or originally styled airframes, powered by legacy or uprated engines, while the rotor system remains the same. Most recent sales have included machines with the full set of ‘facelift features’, such as a ‘dolphin-style’ nose,

hydraulically actuated single-piece rear ramp, enlarged starboard door, increased fuel capacity and four-axis autopilot.

However, some customers have preferred to order Hips with the old-style nose and/or clamshell rear doors. The former, for instance, was selected by China for its batches of Mi-171Es, ordered between 2006 and 2009, as well as Peru for versions built in 2014 and 2015. The main reason for this more conservative choice is due to better sideways and downwards vision granted by this configuration and extensive glazing. Other military customers, such as

Azerbaijan, have also required weight and price reductions and opted for clamshell doors instead of a rear ramp.

Such considerations, as Sergey Solomin, U-UAP’s chief engineer, maintains, are also valid for the more effective Pall sand filters, which are considerably more expensive than the original particle separators. As a result, Pall filters have been chosen only by customers that routinely operate in desert environments, such as Algeria and Egypt.

The Mi-24/35 gunship (NATO reporting name Hind), is in a class of its own as a fearsome and well-armed battlefield machine, still soldiering on in 55 air arms and paramilitary forces around the world. The classic type has a flexible, lethal and affordable

www.rotorhub.com Volume 34 Number 4 | July/August 2015 | Defence Helicopter 33Defence Helicopter | July/August 2015 | Volume 34 Number 4

Brand

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Russia’s military rotorcraft exports have significantly grown in recent years. Alexander Mladenov reviews the progress made and who the largest customers have been.

Kazan Helicopters has delivered a total of 63 Mi-17V-5s to Afghan forces at a total price of $1.33 billion, with the last three handed over in October 2014. (Photo: author)

AFGHANISTAN WAS THE SECOND-LARGEST CUSTOMER for Kazan-built Mi-17V-5s between 2011 and 2014, which were ordered by the US DoD within the framework of three separate FMS contracts.

The first of these was signed in May 2011 and covered delivery of 21 helicopters for the Afghan National Security Forces’ Special Mission Wing. As usual, the helicopter’s seller was Rosoboronexport, while the buyer was US Army Forces Command. The last of these Mi-17V-5s with Westernised flight/navigation avionics and NVG-compatible cockpits was handed over in mid-2012, with the second contract following the same year, this time calling for delivery of 12 additional Mi-17V-5s and an option for 30 more.

In June 2013, the option was converted into a firm order worth $572.8 million, including spares, test equipment and engineering support services for the newly acquired helicopters. The completion of deliveries under the last contact was reported in October 2014.

Kazan Helicopters built and delivered 63 Mi-17V-5s to the Afghan forces at a total price of $1.33 billion. In April 2014, Russian news agencies hinted that Afghanistan has also expressed interest in procuring Mi-35M attack helicopters, but negotiations have not yet taken place.

Utility workhorses paid for by US DoD

RUSSIA

Peru has an order for 24 Mi-171Sh-Ps, and the first four

were taken on strength in November 2014. (Photo:

Russian Helicopters)

EquipmentCommunications

EquipmentCommunications

Military Helicopter Handbook Issue 28Military Helicopter Handbook Issue 2878 79

AIRBUS DEFENCE & SPACECryptographic ComputersThe secure part of an IFF system is based on miniaturised crypto computers such as transponders, interrogators and combined transponder/interrogator. The IFF system also includes the key and time loader (DTCH) which is adaptable to specific interfaces, has a high capacity (1,000 keys) and also includes a GPS receiver. Airbus offers a range of cryptographic computers including the QRTK3A and QRTK3B, which are intended for use aboard helicopters. The main features of such cryptos are Mode 4, Mode 5 and Secure Mode and compliance with STANAG 4193. The products are certified by SECAN and AIMS and are ITAR-free. Applications: cryptos Secure modes: Mode 4, Mode 5 Certifications/mil standards: compliance with STANAG 4193; certified by SECAN and AIMS; ITAR-free

LTR 400 The LTR 400 is claimed to be the smallest and lightest Mode S/IFF transponder available worldwide. It is used for civilian ATC and military applications in order to recognise friendly units. The LTR 400 equipment set includes the transponder and the remote control and display unit. The set provides the capability of Mode S enhanced surveillance and extended squitter as defined in ED-73C and DO-260B and Mode 5 level 2 as defined in STANAG 4193. The LTR 400 transponder incorporates a built-in test designated for the detection and isolation of any module failures. Applications: blue force recognition Length: 221mm Width: 130mm Height: 24mm Weight: 2.8kg Secure modes: Mode S enhanced surveillance and extended squitter and Mode 5 level 2 Certifications/mil standards: ED-73C, DO-260B, STANAG 4193

ASELSANSDNRDesigned to provide high-speed data and voice communications to support land, marine and air platform applications on the digital battlefield. The family consists of handheld, manpack, vehicular and base station radios that are able to provide seamless communications among tactical users through secure voice, data and video. Software Defined Networking Radio (SDNR) ensures increased survivability against the EW threat by providing alternative communication means over bands ranging from 2-30MHz HF to 30-512MHz V/UHF. Software configurable architecture supports various tactical radio waveforms and advanced EPM techniques on the same platform. The SDNR provides multiband and multimode secure voice and data communications and supports advanced ECCM techniques. The radios can be customised by using the built-in programmable encryption module that has the capability to support many different crypto algorithms required by different waveforms. V/UHF SDNR provides all NATO-defined tactical radio functionalities such as: combat net radio, broadband packet radio, narrowband packet radio and single-channel radio access. The V/UHF SDNR radio is claimed to be the only available radio that supports all the tactical communication functions defined by the NATO TACOMS post-2000 and to provide a wideband, high-speed data service. It is also claimed to be the only radio today that supports simultaneous voice and data using the wideband networking radio waveform (WBNR) mode; and supports advanced data communication services. IP packet data is available up to 112kbits/s net throughout in the WBNR. The radio supports standard V.24 and Ethernet data interfaces for easy access. The V/UHF SDNR features full-duplex voice communications in the WBNR mode with tactical area communication system (TASMUS) subscribers. It can be automatically integrated with strategic and PSTN networks through TASMUS. Air platform radio operates in 30-512MHz 15W V/UHF and 2-30MHz 100W HF. When longer ranges are required for V/UHF band, a power amplifier is available to provide 50W o/p in FM mode and 30W PEP o/p in AM mode. Wideband hopping collocation filter is integrated to the power amplifier to provide co-site performance. Applications: high-speed data and voice communications Operating range frequency: 2-30MHz HF to 30-512MHz V/UHF Secure modes: multiband and multimode secure voice and data communications Data rate: IP packet data is available up to 112kb/s net throughout in the WBNR Ports and interfaces: standard V.24 and Ethernet data interfaces

AXNES AVIATIONPNG Wireless SystemWireless ICS extension for rotary- and fixed-wing aircraft. The PNG system consists of a base station, and a number of transceivers. Supports intercom group configurations, incorporates GPS and separate VHF band radios for outside communication to rescue teams/lifeboats and ships. MP50 transceiver can be used with HEMS, SAR, CSAR and special mission operations. The ruggedised device is waterproof, and is submersible to 3m for 24 hours. It is equipped with a maritime AIS SART distress beacon and ‘Voice Tagging’, so changes on the transceivers will be announced via aural messages in the users’ headset/helmet. CP50 PNG control panel is designed to a DZUS 146m technical format, and can be installed on a flight deck/cabin/mission station. A NVG class B compliant PNG control panel is also available. BST50 PNG base station is installed in the aircraft, and connected to the aircraft wired ICS. Features include analogue and digital audio interfaces, is capable of delivering PTT signal to radios installed in the aircraft, an external configuration memory module, dual antenna, various serial Interfaces (ARINC429, RS232, Ethernet, CAN), full duplex, 390-470MHz (custom specified) and channel separation 12,5/25/50KHz (selectable). Axnes offers two different charger types. One table charger for off-aircraft use, the other for airborne use.

BAE SYSTEMSAN/VRC-99AThe AN/VRC-99A is a programmable, wideband, secure, open-architecture tactical communications system providing virtual circuit and datagram service that ensures reliable, simultaneous, multichannel voice, data, imagery and video transmission. This terminal can be configured for ground, shipboard and airborne platforms. Digital signal processing provides flexibility in end-to-end communication connectivity, packet formatting and packet switching protocols. Use of spread spectrum modulation (LPI/AJ), growth for transmit power controls (LPD) and embedded encryption provides for required security and integrity. The basic system provides coverage from 1,300-1,500MHz. Features include: user-selectable burst rate of 156kb/s-10Mb/s with an option for fully adaptive operation; forward error correction; RAKE processing for multipath; embedded COTS IP router; frequency-hopping mode; extra RF bands available; programmability supports multiple heterogeneous networks via gateways and internet protocols; user-friendly front panel; automatic initialisation/network entry at power-on, no user setup required; TEMPEST-tested COMSEC module with networking efficiency design; interoperable with MSE voice circuit and packet data switches. Operating range frequency: 1,300-1,500MHz Certifications/mil standards: Complies with army technical architecture/joint technical architecture Data rate: user-selectable burst rate of 156kb/s-10Mb/s Ports and interfaces: include RS232, RS422 with X.25 LAPB link layer and Ethernet 802.3

CUBIC DEFENSE APPLICATIONSAN/ARS-6(V) PLSThe AN/ARS-6(V) Personnel Locator System (PLS) covertly and precisely locates downed or missing pilots – in a single pass under harsh operational conditions – while concealing their location from the enemy. This allows SAR aircraft to make tactical approaches to the downed pilot, rather than flying search patterns in enemy territory. Applications: SAR Operating platforms: PLS is the standard CSAR system for the US Army, USN, USAF and NATO and is installed in every military helicopter that is dedicated to combat personnel recovery missions

AN/ARS-6(V12) PLS CSARCubic’s AN/ARS-6(V12) personnel locator system (PLS) is an operationally proven CSAR asset. The airborne guidance system is the latest evolution of Cubic’s AN/ARS-6 PLS/LARS, used by US and NATO forces for two decades. The V12 is smaller, lighter and more powerful than its predecessor. PLS provides secure, encrypted communications between rescue forces and

downed aviators during combat and civil rescue missions. It is primarily installed on rotary-wing aircraft, but also selected fixed-wing aircraft and UAVs that support the modern recovery missions. Retains all the functions and backward compatibility of the original ARS-6 (V); is interoperable with all US-deployed combat survival radios; has extended, high-quality, two-way voice communications; is a 360° wideband DF antenna, and interoperable with all standard civil emergency distress beacons and Cubic’s Tactical ELT. Applications: CSAR

AN/ARS-6(V12) PLS R/TThe new AN/ARS-6 (V12) Personnel Locator System (PLS) Receiver/Transmitter (R/T) is a functional replacement for the old AN/ARS-6. Retaining all the functions and backward compatibility of the original, the V12 adds several capabilities: extended and improved, high-quality two-way voice now covers entire 225-400MHz UHF band; a 360°, wideband DF antenna from Chelton Electrostatics provides accurate azimuth measurements at all angles from 110-407MHz, simultaneously monitors four channels and decodes the 406MHz Cospas-Sarsat embedded GPS position; interoperable with all US-deployed combat survival radios including the PRC-112 and CSEL PRQ-7. Interoperable with all standard emergency distress beacons and Cubic’s URX-3000 Tactical ELT and GPS-based survival radios. Additional data I/O includes MIL-STD-1553B, ARINC-429 and RS422 ports. Interfaces with existing aircraft PLS installations and wiring including original hardware (CDU, RDU and ASU LRUs) and software. The lighter weight and smaller size V12 can be configured as a data bus controlled system, taking full advantage of integrated/bused cockpits. Applications: personnel locator Operating range frequency: entire 225-400MHz UHF band Certifications/mil standards: MIL-STD-1553B Ports and interfaces: ARINC-429 and RS422 ports

ELBIT SYSTEMSADL The software-defined Advanced Data Link (ADL) is designed for air-to-air, air-to-ground and ground-to-ground applications. The system allows for standard and HD video streaming through standard advanced compression algorithms. The system allows for point-to-point connections, relay scenarios and video broadcasting to multiple users. The lightweight, compact system interfaces standard IP connections, is flexible due to its SDR architecture and has inherent secure connectivity. The wideband transceiver allows for multiple channels in large-scale scenario operations. The solution has adaptive capabilities that allow for short- and long-distance operations. Applications: data link Ports and interfaces: standard IP connections

MIPRThe Military IP Radio (MIPR) delivers high-speed broadband data communication to the battlefield. The MIPR provides connectivity for dozens of members per network, supports a variety of configurations, including point-to-point, point-to-multipoint and mobile ad-hoc networks. Data, full-duplex voice and real-time video streaming are delivered in accordance with a configuration QoS scheme. The radio is suitable for rotary-wing aircraft, overcoming possible blade and platform blockage by l coding schemes and MIMO capabilities. Applications: broadband data communication Secure modes: encryption technology provided

Tadiran CNR-9000/9000HDRThe Tadiran CNR-9000/9000HDR is a multi-mode VHF/FM COMSEC/ECCM radio system for voice and data communications. This mature, third-generation, frequency-hopping radio was developed by Tadiran Communications and incorporates lessons learned from combat experience. The third-generation ECCM facility includes an automatic synchronisation technique that eliminates

Axnes Aviation’s PNG Wireless System supports intercom group configurations and incorporates GPS and separate VHF band radios. (Photo: Axnes Aviation)

18

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51% Reflecting on achievementErickson’s break with tradition

Volume 9 Number 2April/May 2015

ON THE FRONTIERPatrolling Europe’s borders

BALKAN BUCKETSFire-fighting in Croatia

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WHEN THE SUN GOES DOWNNight vision equipment

Approaching maturity?China’s civil helicopter market evolves


HEARINGBACKCommunications systems

QUALITY TIMEVIP interior market

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LEARNINGBY DOINGEuropean training

Industry Civil operators ParapublicMilitary

Issue/key dates* Features Bonus distributionFeb/Mar 2016 Publication: 19 February 2016Reservation: 5 February 2016Material: 10 February 2016

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Shephard’s rotorcraft portfolio is completed by RotorHub magazine and the Civil and Parapublic Handbook. Originally published as Helicopter World, RotorHub has been the leading international magazine and website for all non-military helicopter manufacturers and support services for over 30 years.


Contact usEditorialTony Skinner, Editor Tel: +44 (0)20 3179 2594 Email: [email protected]

Civil and Parapublic Helicopter Handbook Issue 13Civil and Parapublic Helicopter Handbook Issue 1318 19



Airbus Helicopters designed the AS350 B2 as a multipurpose variant of the Ecureuil family. It is used for a range of missions, including aerial work, law enforcement and passenger transport. The AS350 B2 is in widespread service with commercial and law enforcement operators, which the company says is due to its open cabin (no partition), low vibration levels, versatility and range of optional equipment. The construction of the aircraft uses composites for the rotor blades, main rotor hub, cowlings and airframe. As well as reducing aircraft weight, this has the knock-on effect of lowering operating and maintenance costs, says Airbus. Recent upgrades include high-back energy-absorbing front seats, Garmin GNS 430W, VEMD, an optional enhanced engine air particle separator, optional heavy-duty blade pins, an optional Russian certification kit for VFR and a night package. The AS350 series is among the most widely employed helicopters by US law enforcement operators. More than 220 are used by 44 different agencies, 75 of them delivered in the last five years. Applications: general, firefighting, law enforcement, corporate Powerplant: 1x 733hp Turbomeca Arriel 1D1 turboshaft Rotor diameter: 10.69m Overall length: 12.94m Fuselage length: 10.93m Cabin length: 2.42m at floor Cabin width: 1.65m Cabin height: 1.3m Empty weight: 1,220kg MTOW: 2,250kg; 2,500kg with external load Payload: 1,030kg useful load HIGE: 9,843ft HOGE: 7,545ft Seating: 7 Cruise speed: 122kt (recommended); 133kt (fast cruise at MTOW) Range: 666km without reserve at recommended cruise at MTOW

International » Airbus Helicopters » AS350 B2

The AS332 L1e was designed as the long-fuselage variant of the Super Puma twin-turbine medium-lift helicopter family. The helicopter is equipped with an airliner-style interior, intended to make the design more appealing for offshore oil exploration and civilian passenger services. It can carry up to 20 passengers in ‘comfort configuration’. According to Airbus, the type’s operational characteristics and large cabin are its main selling points – 70% of the Super Puma fleet is operated for offshore transport. Various luxury equipment and layouts for VVIP transport are available. Recent upgrade options include firefighting kit installation (up to 3,000l), additional fuel tanks or luggage in a pod and a double hoist installation, as wells as new avionics and AFCS, the same as on the EC225/725. Applications: general, air crane, public transport, SAR Powerplant: 2x 1,877hp Turbomeca Makila 1A1 turboshafts Rotor diameter: 15.6m Overall length: 18.7m Fuselage length: 16.29m Cabin length: 5.44m at floor Cabin width: 1.8m Cabin height: 1.55m MTOW: 8,600-9,350kg with external load Payload: 4,500kg (useful load) HIGE: 10,660ft HOGE: 7,545ft Seating: 20 in comfort seats/12 in VIP configuration Cruise speed: 141kt Range: 1,943km with external, central and five ferry tanks

International » Airbus Helicopters » AS332 L1e Super Puma

The AS355 NP is known in the US as the TwinStar and is the current AS355 model in production. Many of technologies developed for the AS355 F2 were incorporated into the N, such as the aircraft’s dynamic components, along with the undercarriage and airframe. The helicopter is fitted with a FADEC, which allows it to operate in hot-and-high conditions when only using one of its Turbomeca Arrius 1A1 turboshafts. The FADEC automatically selects maximum power on the surviving engine if one of the helicopter’s powerplants becomes inoperable. Recent upgrades include VEMD, lengthened rails for energy-absorbing front seats, Garmin GNS 430W, and options including heavy-duty blade pins, a Russian certification kit for VFR and night flying, a Russian certification kit for SPIFR avionics and a Russian certification kit for DPIFR avionics. A total of 67% of spare parts are common between the AS350 and the AS355. The AS355 NP is the cheapest twin-engine helicopter on the market, claims the manufacturer. In December 2014, the first of four AS355 NP Ecureuils ordered by the Spanish Road Transport Authority was delivered. Applications: general, law enforcement, corporate Powerplant: 2x 460hp Turbomeca Arrius 1A1 turboshafts Rotor diameter: 10.69m Overall length: 12.94m Fuselage length: 10.93m Cabin length: 2.42m Cabin width: 1.65m Cabin height: 1.3m Empty weight: 1,503kg MTOW: 2,600kg Payload: 1,097kg (useful load) HIGE: 8,448ft at MTOW HOGE: 7,037ft at MTOW Seating: 7 Cruise speed: 120kt (fast cruise at MCP and MTOW); 118kt (recommended cruise at MCP and MTOW) Range: 731km (without reserve, at recommended cruise, at MTOW)

International » Airbus Helicopters » AS355 NP Ecureuil

1,237kg MTOW: 2,250kg; 2,370kg with optional equipment kit to increase internal gross weight; 2,800kg with external load Payload: 1,013kg (useful load) HIGE: 11,600ft at take-off power and MTOW HOGE: 9,450ft at take-off power and MTOW Seating: 7 Cruise speed: 127kt (recommended at MTOW); 137kt (fast cruise at MCP and MTOW) Range: 650km without reserve, at recommended cruise, at MTOW

Design work on the AS350 began in the early 1970s when Aérospatiale, which merged with MBB to form Eurocopter in 1992, began to search for a successor to the company’s Alouette design. The first AS350 prototype flew in June 1974, and the type entered production in 1978. Production lines for the aircraft were located in both France and Brazil, and several different variants were produced, including the standard B model with a Turbomeca Arriel 1 engine. This was followed in 1987 by the B1, which had improved performance, along with the later B2 (see separate entry) which featured new rotor blades. The B3 model features the Arriel 2 powerplant and accompanying FADEC. The first example was delivered in December 1997 and the type is mainly used for aerial work missions in hot-and-high conditions and LE. On 14 May 2005, an AS350 B3 landed on Mount Everest (29,000ft), establishing a world record. More than 1,200 AS350 B3s have been delivered worldwide. The latest model is the ‘e’ (enhanced) version that offers a new engine (Arriel 2D) with increased TBO and a new FADEC, lower direct maintenance and operating costs, a new interior design, tail rotor improvements and optimised optional equipment. By the end of 2011, 5,117 Ecureuil/AStar models had been delivered to 1,667 operators in 117 countries. At that point, the Ecureuil fleet had accumulated more than 23.5 million flight hours. Applications: general, law enforcement, firefighting, corporate Powerplant: 1x 848hp Turbomeca Arriel 2D turboshaft Rotor diameter: 10.69m Overall length: 12.94m Fuselage length: 10.93m Cabin length: 2.42m at floor Cabin width: 1.65m Cabin height: 1.3m Empty weight:

International » Airbus Helicopters » AS350 B3e

Feature | Fire-fighting

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flag warnings, lightning and general pre-suppression needs. In addition to a primary base at Ellensburg, other deployment locations in the past have included Colville, The Dalles, Deer Park, Goldendale, Olympia, Omak, Pomeroy and Wenatchee.

According to Hedrick, DNR helicopters are dispatched from these locations using the following wildfire threat criteria: threat to human life; threat to natural resources; and threat to developed property.

Although the top priority is initial attack on the wildfires – with the goal of keeping a blaze to less than ten acres in size – DNR helicopters can be used for extended attack or large wildfire incident support, provided that they can immediately be reassigned to initial attack duties when the need arises.

An analysis of 2014 response statistics reveals a total of 1,090 hours flown by the DNR fleet, with the delivery of 7,996 water buckets totalling 7.1 million litres of water. In addition to water drops, the aircraft also transported 16 cargo loads.

‘Last year was a very busy fire summer for us, if not the busiest to date,’ Hedrick said. ‘And we are anticipating something similar to that this year.’

He explained that the current DNR fleet of eight aircraft was actually produced from the resources of ‘15-18 military-surplus Hueys’.

‘As you can imagine, some of the fuselages had been basically cannibalised and were obviously not going to be used, just due to either the time life on it or due to the deterioration of that fuselage,’ he said.

‘But we went through and picked the extreme of the best parts. Then we basically tore them down to the ground and started from scratch. We strip it to bare aluminium and then take it all the way up and even paint it in the DNR colours, blue, green and white. We just built our eighth Huey over this last winter.’

CUSTOM MODSAsked to clarify the ‘H’-model designations of the current aircraft, he chuckled: ‘I hate to say this, but they are probably better described as a “DNR Fire-fighting Model”, since we do so many mods. What changes ours are things like the fact that we have upgraded the engines in them. And we’ve upgraded the main rotor gearboxes. We also have put the [BLR Aerospace] FastFin and Strake on the tail boom of the aircraft.’

Another modification can be seen in a ‘step’ on each side of the aircraft. This is actually a foam tank.

Dryseason

Feature | Fire-fighting 34

Across much of North America, the summer of 2015 will be remembered for its climatic

extremes. In the Pacific Northwest, for example, these have ranged from a fourth year of drought across northern California to a so-called ‘wet drought’ across Oregon and Washington, in which winter storms delivered rain rather than snow during the warmest winter on record for the former and second warmest for the latter state.

One result of these conditions has been an early and damaging start to the traditional wildfire season. In fact, a recent projection from the Northwest Interagency Coordination Center identified overall forest fire conditions as ‘at least one month ahead of schedule, if not two months’.

EARLY START‘We had a very dry winter, so that allowed our fuels to start drying out early,’ offered Bob Hedrick, fire aviation programme manager for the Washington State Department of Natural Resources (DNR). ‘As a result, our pilots came on April 15th this year, which was the first time for that in our history. Normally our pilots come on in the middle of May and we start ramping up for fires around the middle of June. But we’ve actually pushed most of that up by a month or two months this year.’

The DNR is a state agency primarily tasked with managing natural resources, including timber, streams and lands that comprise some of the state parks.

Hedrick’s section, the Wildfire Division, focuses on the fire-fighting side of that management mission, providing direct aviation support for initial attack and wildfire suppression operations on DNR-protected lands. If there is a need for extended attack and large fire support, additional assignments are made on a case-by-case basis.

Hedrick came to the ‘Evergreen State’ following 23 years with the Fresno Police Department in California, from which he retired in 2013 as chief pilot. His new organisation fields an elite fire-fighting team consisting of pilots, managers, support truck drivers and fire-fighters.

Given his background, it is understandable that he should point to similarities between his current employer and California’s Cal Fire (see RotorHub April/May 2010, p23).

For example, while Cal Fire aviation assets include a fleet of 11 UH-1H ‘Super Huey’ fire-fighting helicopters, Hedrick currently manages a fleet of eight UH-1Hs that deploy state-wide throughout the fire season, with five to six of those staffed on a daily basis for initial attack on wildfires.

WIDE DEPLOYMENTHelicopter crews are detailed to staging locations throughout the state based on fire danger, red

The summer of 2015 has proven a particularly challenging one for the aerial fire-fighters in Washington State’s Department of Natural Resources. Scott R Gourley visited the Wildfire Division’s HQ in Olympia to find out more.

RotorHub | August/September 2015 | Volume 9 | Number 4 www.rotorhub.com

The Chiwaukum Creek Fire, started by lightning, burned more than 14,000 acres in July 2014. (All photos: Washington State Department of Natural Resources)

Feature | Specialist operations

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The past 12 months have seen significant developments in the global heavylift industry,

with several operators bolstering fleet numbers and OEMs unveiling plans for next-generation aircraft that could address future demands.

This activity could reflect an increasing confidence in the long-term prospects of the market following several years of weak growth resulting from the global economic downturn.

While a niche capability in the civil rotorcraft market, heavylift helicopters can be used for a number of applications, including fire-fighting, construction, pylon and telecommunications mast assembly, oil rig moves, logging and disaster relief.

Ray Touzeau, chief pilot at heavylift specialist Erickson, told RotorHub that the use of an aerial crane can bring time, cost and efficiency benefits to a project.

‘We can go into remote locations lacking in traditional transportation infrastructure, such as roads, runways, railways or rivers, to quickly move or build by air,’ he explained. ‘In environmentally sensitive areas, building a road may not be possible and temporary roadway matting takes time and money. And, in dense urban environments, land cranes may not have the capability to serve skyscrapers and unique special projects that require the third dimension of flight.’

AIRCRANE ATTRIBUTESOregon-based Erickson operates 20 heavylift S-64 Aircranes, out of a fleet of around 80 aircraft overall. The company bought the type certificate (TC) and production rights for the helicopter, which was originally developed for the

UK-based HeliRig acts as a heavylift project coordinator. (Photo: HeliRig)

The heavylift helicopter market is looking prosperous, with operators acquiring additional or upgraded machines and brand-new rotorcraft designs on the horizon. Grant Turnbull examines recent developments.

liftersPower

US Army in the 1960s, from Sikorsky in 1992. The twin-engine Aircrane is capable of hauling nearly 9,000kg and has been described as the ‘Swiss Army Knife’ of heavylift operations, owing to its flexibility.

‘We feel that infrastructure power and construction work will increase as we demonstrate the effectiveness and time-efficiency of the Aircrane,’ said Touzeau.

Around 70% of Erickson’s external load operations are heavy lift, with the rest divided up

between the company’s small and medium aircraft. Erickson, which currently employs 102 pilots for heavylift operations, told RH that it will continue to focus on construction, fire-fighting and oil and gas to help round out the seasonal nature of some of the work.

In 2013, the company took the decision to diversify its revenue streams and become less reliant on S-64 heavylift work through the acquisition of Evergreen Helicopters and Air Amazonia. This bolstered the company’s fleet from around 20 up to the current 80, which also includes a number of fixed-wing aircraft.

One effect of the Evergreen acquisition was a significant increase in the amount of

US Department of Defense (DoD) work. The company has provided rotary- and fixed-wing aircraft to Special Operations Command Africa for missions in central Africa.

Last year, the DoD chose to extend an existing contract to provide ship-based rotary-wing aircraft to support vertical replenishment for the US Navy in the Mediterranean Sea and Pacific Ocean using SA 330J Pumas.

The company told RH: ‘The heavylift industry has a long and prosperous future as long as

Feature | Specialist operations46

RotorHub | August/September 2015 | Volume 9 | Number 4 www.rotorhub.com

Columbia Helicopters operates a fleet of Boeing-Vertol Model 234 and 107-II (pictured) helicopters. (Photo: Columbia Helicopters)


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Having launched in late 2013, IMPS as International Maritime & Port Security is affectionately known, has filled a gap in the market covering all aspects of port and coastal maritime security. Whether its surveillance of the EEZ, oil and gas platform security, search and rescue or anti piracy, IMPS covers all aspects of keeping the littoral safe and secure. A concerted targeting effort has secured a large global circulation throughout all the major agencies with interests.


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SpecificationsVessels – Corvettes, OPVs and patrol boats

Maritime Security Handbook Issue 2Maritime Security Handbook Issue 214 15

SpecificationsVessels – Corvettes, OPVs and patrol boats

The Marine Protector class of coastal patrol boats was ordered in 1999 to replace the USCG’s Point-class vessels. Some 50 boats were originally ordered and this was later increased to 73, while Malta and Yemen also have two of the boats each, which are based on the Damen Stan Patrol 2600 design. The first was commissioned in 1998 and the last in September 2009. The boats have a stern launching ramp which allows for deployment of an RHIB while in motion. The launching of the RHIB can be performed by a single crew member from the deck. While they were originally designed for coastal operations, the boats have been widely deployed in port waterways and homeland security roles. Applications: coastal patrol boat Displacement full load: 91t Length: 27m Beam: 6m Draft: 2m Main engines: 2x MTU 8V 396TE94 diesels Max speed: 25kt Range: 1,700km Crew: 10 Small arms: 2x M2 .50cal MGs Radar: AN/SPS-73 surface search

Bollinger Shipyards » Marine Protector

The first of the USCG’s Bollinger-built Island-class patrol boats entered service in early 1986 and the last of 49 entered service in mid-1992. Each carries a small RIB with a Yamaha 90hp outboard engine. Eight of the class entered an upgrade plan in 2002 which included lengthening the stern to provide for a launching ramp and providing more room for the accommodation of mixed-gender crews. The changes added about 15t to each vessel and reduced speed by about 1kt. These modifications created structural flaws which eventually resulted in the upgrade programme being stopped and the eight hulls scrapped. The Island class is planned to be replaced by Sentinel-class patrol boats. Applications: patrol boat Displacement full load: 168t (boats 01-16), 154t (boats 17-37), 134t (boats 38-49) Length: 34m Beam: 6m Draft: 2m Main engines: 2x Paxman Valenta or Caterpillar diesels Max speed: 29kt Range: 5,300km Crew: 16 Main armament: Boeing MK38 25mm chain gun Secondary armament: 2x M2 .50cal HMGs Radar: Boeing/Furuno AN/SPS-73 radar

Bollinger Shipyards » Island

The first two of the German Navy’s five Braunschweig-class (K130) corvettes entered service in 2008 and the final three in Q1 2013. The K130 is designed with stealth features, low draught and automated weapon and defence systems to support littoral warfare, particularly for operations in a multinational crisis reaction force. An automated and integrated bridge allows the corvette to be operated by a crew of 50. Introduction into service was delayed because of gearing problems. The ships have landing space for a medium helicopter or a VTOL UAV such as the Schiebel Camcopter. The vessels have been fitted with two Multi Ammunition Softkill System decoy launchers, MIRADOR EO sensors, a MSSR 2000 IFF system and a UL 5000 K ECM suite. It was announced in May 2015 that Indra will provide five TNX-100 terminals for installation on the corvettes. Applications: corvette Displacement full load: 1,810t Length: 89m Beam: 13m Draft: 5m Main engines: 2x MTU 20V 1163 TB 93 diesels Max speed: 25kt Range: 7,400km at 15kt Crew: 65 Main

armament: OTO Melara 76mm gun, 2x MLG 27mm autocannon, 4x RBS-15 Mk 3 anti-ship missiles, 2x 21-cell RAM CIWS missile launchers Radar: Airbus DS TRS-3D multifunction

Blohm+Voss and others » Braunschweig (K130)

The French Navy’s Flamant class of OPVs consists of PSP Flamant, PSP Cormoran and PSP Pluvier, all of which entered service in late 1997. They are fitted with a stern door and each vessel carries an EDL 700 RIB. The hulls were strengthened in 2004 following leaking caused by cracking and it is expected the Cherbourg-based vessels will remain in service until 2022. Applications: OPV Displacement full load: 390t Length: 54m Beam: 10m Draft: 3m Main engines: 2x Deutz-MWM TBD 620 V16 diesels Max speed: 23kt Range: 8,330 km at 15kt Crew: 21 Main armament: 2x 12.7mm MGs Radar: Racal-Decca 250, Racal-Decca 1-20V90

CMN » Flamant

Two Pattani-class OVPs are in service with the Royal Thai Navy, the first having been commissioned in 2005 and the second in 2006. The ships are fitted with a helicopter landing deck and hangar. The principal role is EEZ patrol and maritime border protection but HTMS Pattani was deployed to the Gulf of Aden as part of an anti-piracy group in late 2010 and in March 2014 took part in the search for Malaysia Airlines Flight MH370. Applications: OPV Displacement full load: 1,440t Length: 96m Beam: 12m Draft: 3m Main engines: 2x Ruston diesels Max speed: 25kt Range: 6,500km at 15kt Crew: 80 Main armament: OTO Melara 76mm/62 Super Rapid; 2x Denel Land Systems GI-2 20mm autocannon Secondary armament: 2x US Ordnance M2HB .50cal MGs Radar: Selex RAN-30X/I multimode surveillance with IFF; 3x Raytheon Anschutz NSC-25 SeaScout navigational Combat management system: Atlas Elektronik COSYS

China State Shipbuilding Corporation » Pattani

The Sentinel class of OPVs operated by the USCG is based on the Damen Stan 4708 design, a version of which is also in service in South Africa. Bollinger Shipyards was contracted in 2008 to build a prototype and in 2013 it was announced that 30 Sentinels would be built, but there may eventually be as many as 58. The first of class was commissioned in April 2012 and an eighth ship entered service in March 2014. The 14th was launched in April 2015. The first 18 will be based in Miami, Key West and Puerto Rico with six at each base. Applications: OPV Displacement full load: 353t Length: 47m Beam: 8m Draft: 3m Main engines: 2x diesel engines Max speed: 28kt Range: 4,600km Crew: 22 Main armament: 1x MK38 Mod 2 25mm autogun Secondary armament: 4x crew-served M2 MGs

Bollinger Shipyards » Sentinel

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SURVEILLANCE SERVICESSURVEILLANCE SERVICES

Fäst continued: ‘Typically we buy the sensor systems for the equipment from the market, but the workstation on board the aircraft and the software that presents the data to the operator and delivers the data from the aircraft to the ground station is developed in-house, as well as the database for tagging and saving all the data to be used as evidence after a mission.

‘The databases that support the operator in the mission are fixed install – that’s something that we install when we build the system and configure the software to make it easy to use. However, the data that is delivered out of the system is really intended for use with standard computer equipment, and standard Google maps. This is so you can benefit from what is produced in the aircraft easily – it is designed to fit into the geographic information system that you already have.’

On the MSS 6000 console, information from the aircraft’s sensors is integrated with a tactical map and displayed in real time. The map display also incorporates a range of operator-selectable overlays for mission-critical background information. All mission data is saved and can be compiled in reports and sent via satellite data link to the command centre and any other cooperating units.

‘In terms of communication equipment, data communication with the ground control station has always been of great importance, but nowadays it is possible to do it in a good way as well,’ Fäst added.

According to S&T, the map gives an up-to-date situation overview by providing the operator with time-stamped information including plot of the flight track, continuously updated AIS tracks, observation and target notes, notes on the location of captured images from cameras as well as geo-corrected overlays from the SLAR and IR/UV.

The MSS 6000 systems have been installed on three new Airbus DS C212-400 aircraft. S&T conducted installation and testing of the systems in the platform, set up the ground station and a mission command centre, and conducted operational and technical training of VCG personnel.

‘Our systems are very simple to use, so teaching somebody how to run the system is very quick, we can do that in a few weeks,’ said Fäst. ‘We can add a few more months with an expert on site in order to help develop an operating procedure.

In increasingly unstable times, the maritime domain continues to dominate

national security agendas and factor into the economic interest of the international community.

The ability to conduct environmental surveillance, execute access-and-denial procedures and protect ports and borders, coastlines, shipping lanes and offshore assets, has become critically important.

South and Southeast Asian nations including Indonesia, Malaysia, Singapore, Vietnam and others are seeing an increase in non-traditional threats including drug and human trafficking, foreign fighters transiting through the region and devastating natural disasters.

EYES AND EARSWhile larger countries have traditionally relied on naval forces and coast guards to act as their

eyes and ears at sea, small private companies are offering increasingly sophisticated and comprehensive aerial surveillance services at a fraction of the cost of doing this in-house.

Speaking to IMPS, Olov Fäst, head of global sales for Sweden-based S&T Airborne Systems, said Asian countries were becoming much more focused on developing maritime awareness as they struggled to deal with the rise in illegal trade and activity in their waters.

‘There is major growth in Asia, [driven by] piracy, fisheries, environmental considerations, search and rescue and keeping track of territories,’ he said. ‘Also, the Chinese stance in the South China Sea is making the neighbouring nations nervous, and this is guiding their requirements.

‘It’s not only territorial conflict, like the area between Malaysia and the Philippines where there are sustained terrorist activities,’ Fäst continued. ‘It’s a part of Southeast Asia where the respective governments don’t quite have full control of what goes on in every corner.

‘That’s certainly a driver for getting more resources for gaining control of their territory, especially the territory on the border, or in peripheral waters that belong to them but where they don’t have sustained surveillance.’

S&T has a presence in Vietnam, where the company has equipped the Vietnam Coast Guard (VCG) with three MSS 6000 maritime surveillance systems, coordinated from one mission command centre.

‘We are trying to address the international market; we have equipped aircraft in Vietnam, Malaysia and India, and we are hoping to do some more in Southeast Asia in the next decade,’ said Fäst.

‘In order to conduct aerial surveillance, an operator would require a side-looking airborne radar [SLAR] and/or search radar, plus an [AIS] receiver, [FLIR EO/IR] and a radio direction finder is the typical sensor outfit. Then you can add cameras and [IR/UV] scanners and so on if you want to specialise. We integrate these components on board the aircraft.’

INTEGRATED SYSTEMThe VCG’s MSS 6000 set-up is a fully integrated system comprised of SLAR, a combination of still and daytime video cameras, AIS, IR/UV and FLIR scanners, and communicates via high-speed satellite data link and HF radio.

The Asia-Pacific region in particular has undergone a period of significant change in the past decade, which has created an increasingly complicated maritime security environment.

Massive economic growth in China, coupled with the nation’s rapid military modernisation and subsequent sabre-rattling in the East and South China Seas is making its immediate neighbours in the region very nervous.

Add to this a less-than-transparent defence budget, a penchant for cyber terrorism and general belligerence, and you have the makings of a problem.

Not far away you also have the non-rational actor North Korea investing heavily in ballistic missiles, nuclear weapons, asymmetric warfare tactics and defence infrastructure, while it also pursues enhanced ISR capabilities.

Aerial surveillance of territorial waters can support a broad array of maritime security tasks. Jonathan Tringham looks at some of the approaches taken to providing this service on a contract basis around the world.

RVL Group flies a range of Cessnas and a Britten-Norman Islander equipped

with a variety of surveillance equipment. (Photo: RVL Group)


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Saab is among the many integrators of surveillance systems, offering

C2 equipment that processes radar data. (Photo: Saab)

Coastal radar technology has developed significantly in recent years but there is no sign of suppliers involved in this market taking their foot off the R&D pedal, finds Mike Bryant.

The technologies associated with coastal surveillance radars have changed a lot

over the past couple of decades, especially in two particular areas: the move towards full digitisation of systems and the emergence of solid-state radars that offer significant advantages over what might be termed legacy magnetron-based models.

Digitisation has played a key role in improving the effectiveness of today’s radar systems. Alongside that, data links and bandwidth have become both wider and cheaper, offering more opportunity for centralised data processing and target tracking to take what Huub van Roosmalen, head of communication at Saab Technologies,

Plotting the future

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COASTAL RADAR

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COASTAL RADAR

describes as ‘a more holistic view of what goes on in the surveillance area’. Overall, the effect has been pronounced.

DIGITAL DOMAINJens Christian Pedersen, director of product management for C2 and sensors at Terma, the Lystrup, Denmark-based manufacturer and supplier of defence and aerospace systems, says that development has always focused on pushing technological boundaries, but a particular industry breakthrough was the transition to full system digitisation, a process that began around the turn of the millennium. And, he notes: ‘Every other year, we double our processing power in the digital arena.’

Terma has concentrated on the market that exists between very large military and smaller navigational radars, and it offers a range of systems for coastal surveillance and vessel traffic service (VTS) purposes. Like its main competitors, it has been active in pursuing solid-state radar technologies.

Solid-state systems offer a number of advantages over their magnetron/vacuum tube equivalents. Characteristically, they

emit a more intricate signal at a lower power rate and with a longer duration than traditional pulsed radars. They offer something approaching a one-size-fits-all capability, explained international maritime surveillance specialist Peter Roelofs of Gatecrown Consulting.

While magnetron radars need to be physically set for short, medium or long range by changing the pulse length in order to emit a signal for the required coverage area, solid-state radars work at all ranges without the need for an operator to adjust settings – particularly useful in regard to coastal surveillance, which usually requires monitoring for both near and distant potential targets.

Solid-state radars also benefit from coherence. By transmitting and receiving on a single specific frequency (unlike magnetron systems which are less precise and must receive across a small bandwidth range), there is less clutter returned, so more signal is generated and less power is required to get the same results, Roelofs pointed out.

They can also ‘chirp’ – frequency modulating the carrier with trains of pulses. These pulses transmit along a range of frequencies, each limited to discrete ‘blocks’ and readily identifiable by their own signature to the receiver – thus clutter, or noise, continues to be limited.

SOLID GROUNDThe benefits of solid-state technology for coastal surveillance quickly became apparent. Terma, for example, has more than 2,000 radar systems in operation around the world, only about 10% of which were sold as solid-state, but the ratio is growing fast. Indeed, in 2014, it received more orders for solid-state systems than vacuum tube products for the first time.

The company’s Scanter 5000 is typical of the new technology, Pedersen said. It is easy to operate, has a high dynamic range, is able to differentiate between large and small targets in close proximity and is capable of creating tracks for small objects, including swimmers. This latter capability has been particularly sought by customers in the Middle East, he noted.

Solid-state radar is characterised by a high level of system resolution, Pedersen continued. Readings can be discriminated from cell to cell, offering a clear image to the operator. The system is also highly capable in terms of clutter discrimination (including raindrops) while being ‘robust against interference’.

The technology has needed to improve, because customer demands are becoming ever more onerous, with operators wanting to track ever smaller objects in all weathers. The industry is also looking to make use of higher transmitter frequencies, as the mobile phone sector takes up more and more bandwidth at the lower end. Higher frequencies are better for tracking metallic targets than lower ones. Purchasers are also looking for systems that require minimal maintenance, balancing lifetime cost against the initial cost of purchase.

‘We are very confident in this technology,’ Pedersen insisted. ‘We are heavily investing in new technology including solid state.’ He noted that the transistors now available make the high power levels required for sophisticated solid state easier to achieve, while the prices associated with it are coming down.

In time, all of Terma’s radars will rely on solid-state technology, he continued. The process of transitioning the various products in the range is already under way. The Scanter 1000, 5000 and 6000-series systems are already solid state, while the 2000 series, originally employing vacuum tube technology, is moving across.

Uptake for solid-state VTS radar has been less apparent. ‘Demand is growing, but this is a lower-priced market and the increase in demand has been slower,’ Pedersen said.

COST BENEFITSolid-state radar technology prices have up to now been an impediment to its widespread use, but they are becoming less and less of an issue. Moreover: ‘The pricing on a cost of ownership basis compared to magnetron systems and those systems requiring expensive infrastructure to site and maintain is considerably cheaper – so the [initial] cost of a solid-state system in itself is misleading,’ said Mark Bown, group marketing manager at Kelvin Hughes, a company that has been active in pioneering this technology.

Certainly, solid-state radars generally have lower maintenance costs, as the magnetrons on which pulsed radars rely have to be replaced fairly regularly. This can be a challenge, especially when radars are located at remote sites.

At the heart of Kelvin Hughes’ coastal surveillance offering is its SharpEye radar technology, available in S-band, X-band and dual S/X-band variants. The SharpEye SBS-800 and 900 systems employ fully coherent

SharpEye solid-state technology, but Kelvin Hughes offers a non-coherent magnetron option called the SBS-700 series. The SBS range is designed to meet the requirements of a coastal surveillance or VTS system.

Kelvin Hughes provides support to integrators involved on a given project from initial specifications through to acceptance testing and commissioning, said Bown. The open-architecture nature of SharpEye enables it to be readily integrated into vessel traffic management systems, as the VTS supplier typically provides software to manage the traffic and integrate the other components of the system. Kelvin Hughes then focuses on the radar and antenna aspect to provide a fully functional solution for integration.

SharpEye can also be used for applications that are not based on a VTS solution – such as surveillance of isolated areas of a port or smaller harbour facilities that do not require an expensive fully integrated VTS.

FILTER TIPSA core requirement for coastal radar is the need to filter out clutter, the unwanted noise that can otherwise fill the screen and make the operator’s job an interpretative nightmare. Terma’s Pedersen explained: ‘Transmitter technology processing capability is moving ahead quickly, while tracking and target classification is another area of rapid change. Software will be able to discriminate between types of track and target features – has the boat being tracked got a keel, for example?

SharpEye radar technology can be easily integrated into coastal surveillance or VTS systems. (Photo: Kelvin Hughes)

22


With a team of global correspondents, the magazine brings the reader high-quality analysis, news and in-depth features. MTSN is the only magazine dedicated to military training and simulation with a publishing frequency of six issues per year.

MTSN has a total readership of 40,000, approximately 56% of which is in the US, 28% in Europe, 9% in Asia-Pacific, 4% in the Middle East and 3% rest of world. Readership profiles are military officers/SNCOs, procurement officials, operational requirements staff, relevant government organisations, academia and industry personnel.

WWW.MTSN.COM

Enhancing maintenance training

The growing adoption of blended learning

MTSNVOLUME 17 NUMBER 6 2015

MILITARY TRAINING & SIMULATION NEWS

RPAS AT HOLLOMANIncreasing instructor numbers

TRAINING SERVICESA growing trend UCATT INTERVIEWArmin Thinnes speaks

WWW.MILTRAINSIM.COM

MT&SN-15-06_OFC.indd 1

11/11/2015 15:42:57

Military Training and Simulation Portfolio

Military Training & Simulation News

Issue/key dates* Features Bonus distributionJan/Feb 2016 Publication: 27 January 2016Reservation: 13 January 2016Material: 15 January 2016

Games for trainingHelmet-mounted displaysIntegrated live, virtual and constructive trainingMotion capture and eye tracking

Singapore Airshow (Singapore)UMEX (Abu Dhabi, UAE)AUSA Global Force (Huntsville, Alabama) Defexpo (South Goa, India)

Mar/Apr 2016Publication: 9 March 2016Reservation: 24 February 2016Material: 26 February 2016

Counter-IED/EOD trainingNaval trainingDevelopments in projection technologyMaintenance training

Military Flight Training (London, UK)DIMDEX (Doha, Qatar) Fidae (Santiago, Chile) DSA (Kuala Lumpur, Malaysia) AUVSI’s Xponential (New Orleans, LA, USA)

May/Jun 2016Publication: 11 May 2016Reservation: 27 April 2016Material: 29 April 2016

The UK T&S industryUAS trainingCreating the visual databaseDevelopments in live training

ITEC (London, UK) Eurosatory (Paris, France)

Jul/Aug 2016Publication: 15 June 2016Reservation: 1 June 2016Material: 3 June 2016

Trainer aircraftAerial target systemsContractor service provisionRange target and instrumentation systems



Orlando – simulation epicentre plus I/ITSEC previewVirtual small arms trainersConstructive training systemsTraining for mechanised forces

MSPO (Kielce, Poland) AAD (Centurion, South Africa)Modern Day Marine (Quantico, VA, USA) ADAS (Metro Manila, Philippines)SimTecT (Adelaide, Australia)Euronaval (Paris, France) AUSA Annual (Washington, DC, USA) FSEMC Annual (Hong Kong)

Nov/Dec 2016Publication: 19 October 2016Reservation: 5 October 2016Material: 7 October 2016

The US T&S industryEW trainingEnabling integrated virtual training Simulator upgrade market

Indo Defence (Jakarta, Indonesia) RAeS Flight Sim Conference (London, UK) I/ITSEC (Orlando, FL, USA)


US S&T programmesVirtual small arms trainersJTAC trainingMotion capture/eye tracking

AUSA Global Force (Huntsville, Alabama) IDEX (Abu Dhabi, UAE)Aero India (Bangalore, India)

23

Military Training & Simulation News (MTSN) was first published in monthly newsletter format in 1995, and in 1999 it became a bi-monthly magazine. In 2015, MTSN became part of the Shephard Media portfolio. With a readership of over 40,000, MTSN is requested, read and respected in over 70 countries by professional military, government, academic and industry personnel.


Contact usEditorialTrevor Nash, EditorEmail: [email protected]

Advertising and sponsorshipMike Wild, Head of Advertising Sales Tel: +44 (0)20 3179 2589 Email: [email protected]

EquipmentTraining services

EquipmentTraining services

Military Simulation and Training Handbook Issue 10Military Simulation and Training Handbook Issue 10146 147

training for Stryker brigade combat teams (SBCTs). SAIC operates the mission support training facility and the Stryker centre for lessons learned for the army and provides LVC simulation-based battle command training to I Corps SBCTs. SAIC also assists in identification and distribution of critical lessons learned from units in the field and returning from overseas. Three major components distinguish the BCTC training experience: integrated LVC training exercises for SBCTs from first-person simulators and live simulation to constructive simulation, tying it together to simulate battlefield operations; connectivity to deployed warfighters through secure voice and video-teleconferencing technology for rapid identification and dissemination of critical lessons learned from units in the field and returning from overseas; and experienced commanders with recent global war on terror service to help ensure that training delivered is relevant and applicable on the battlefield.

MEGGITT TRAINING SYSTEMSInstructor and Operator TrainingMeggitt provides a range of training courses, including: basic training to provide students instruction in the operation and basic maintenance of the SAT, FATSL7 and FATS M100 series of training simulators; advanced training directed by Meggitt’s staff of trainers builds on the basic/new installation training; and refresher training, including operator/instructor and video authoring.

NGRAINSoftware SolutionsNGRAIN is the provider of award-winning software solutions that enable complex systems such as jet engines, air brakes or the anatomy of the foot to be represented in an interactive 3D simulation. Easy to produce, integrate and update, they provide the power to transform training and performance support. NGRAIN offers a true-to-life virtual hands-on experience. Offering COTS solutions, independent studies have found that NGRAIN accelerates learning by 60%, expedites maintenance task completion by 25% and enables apprentice technicians to perform at the same level as experts. NGRAIN is currently used to support the training

and maintenance of hundreds of equipment systems, including vehicles, weapons, aircraft, communications devices and more.

OSHKOSH DEFENSETraining ServicesOshkosh Defense provides military forces with expert-level training for vehicle operators and mechanics on all Oshkosh vehicles and technologies. Training can be conducted at the Oshkosh Product Training Center, at global regional service centres or in-theatre. Oshkosh’s wide-ranging training services are offered to troops of all experience levels and cover vehicle familiarisation, vehicle operation in any environment, and maintenance and repairs of vehicle systems and components. The company has ten full-time, certified training specialists instructing both defence and commercial operators and mechanics. Oshkosh offers training services for military forces around the world and to date has provided services to Canada, Egypt, Germany, Indonesia, Iraq, Japan, Korea, Mexico, Turkey, Saudi Arabia, South Africa, the US and others. The types of training solutions offered by Oshkosh Defense include e-learning, instructor-led, distance or blended learning solutions.

RAYDONSimulation as a ServiceRaydon provides training services for any of its relevant products. In addition to customers being able to train on products provided by the company, the services model includes placing any of Raydon’s training devices into a semi-trailer(s) depending on the customer’s needs. For example, training with Raydon’s helicopter door gunner system can be intermixed with its convoy trainer. There are no overhead costs and the service will come to the user’s location. The training services will be set up within hours of arrival and have the ability to move quickly depending on where the user wants training conducted. Each system is self-sufficient and trained instructors will guide the user through the training process. This service will take all the risk out of having to purchase a training device that will soon be out-dated and all the maintenance that is associated with keeping it operational. Platforms covered: air, land and sea training delivered to site Participants: multiple

RUAG training services can also encompass system maintenance for buildings as well as body equipment, weapons and vehicles. (Photo: RUAG Defence)

T-44C training devices to ensure concurrency with the digital, glass cockpit avionics suite in the T-44C aircraft.

CHI SYSTEMSGAMETECHI Systems is currently developing a training technology referred to as the Game-based Architecture for Mentor-Enhanced Training Environments (GAMETE) for the US Army. The wide use of serious games for military training has been accompanied by a growing concern that too little attention is paid to the underlying instructional design or pedagogical theory. CHI Systems has addressed this by embedding a tutoring system with similar functionality into the virtual environment. The technology developed under this programme will provide soldiers with a tool for enriching their training with guided simulation focused on critical skills. The technology will enable automated tutors to provide anytime, on-demand training, performance assessment and remediation. Results from this work will help guide subsequent research and investment in the use of tutors and mentors in real-time dynamic, simulation-based training.

CUBIC DEFENSE APPLICATIONSVirtual Immersive Training SystemsCubic provides a full range of virtual training devices to military, public safety and commercial customers worldwide. Cubic focuses on the development and systems integration of simulation-based training systems for vehicles, missiles, small arms and aircraft. Cubic’s devices include EST 2000 – a US Army programme of record – along with operations and maintenance trainers, and tabletop simulators for classroom, shipboard and field use. In addition to EST 2000, the company offers a wide variety of immersive small arms training systems, including EST Plus, the Warrior Skills Trainer (WST), EST Dismounted Solution (DS), COMBATREDI portable ‘virtual reality’ training system and the new Immersive Training Environment (ITE), portable domes that can be linked together for 360° squad-level training realistically replicating any terrain. The simulated weapons used in conjunction with the immersive training products are high-fidelity surrogates of tactical weapons. Each weapon contains sensors to measure the performance of the trainee and the weapon. The external appearance of the weapons is kept as identical to real weapons as possible.

DRAKEN INTERNATIONALCommercial Air Services Draken International, based at Lakeland Linder Regional Airport in Lakeland, Florida, maintains what is claimed to be the largest fleet of privately owned tactical aircraft in the world. It comprises over 50 ex-military aircraft, including Douglas A-4K Skyhawks, Aermacchi MB-339CBs, Mikoyan MiG-21UM and 25 MiG-21bis fighters acquired from Poland in 2013. The MiG-21bis fighters complement Draken’s existing operation by adding a reliable, supersonic asset with radar capabilities.The company can provide airborne adversary support, flight training, threat simulation, EWsupport, aerial refuelling, research, testing, as well as other missions suited to its fleet of aircraft. Customers include the US DoD. In July 2014, Draken signed a contract with the Czech Republic MoD for the purchase and regeneration of up to 28 surplus AERO Vodochody L-159E ALCA fighter aircraft.

DYNAMICS RESEARCHOpSTARTo meet the challenges of delivering web-based training to a nationally dispersed, military-structure training audience, DRC custom-built OpSTAR for the National Air Training Center (NATC) of the US Department of Homeland Security Customs and Border Protection (CBP) Office of Air and Marine (OAM). OpSTAR is a learning management system and learning/content management system that provides 24/7 access to mission-critical training, policy, regulations and scheduling. OpSTAR is the standard delivery method for training, testing and tracking student records within OAM and is administered by NATC. Additionally, DRC provided curriculum

review and development, subject matter experts, classroom instructors, role player support for scenario-based training and administrative support for a variety of law enforcement and aviation related topics. These topics include tactical training, defensive tactics, firearms and sensor equipment operation among others. DRC has been recognised for significantly reducing training costs over its 12-year relationship with the CBP.

ELBIT SYSTEMSSimulator Support ServicesElbit Systems provides simulator support services such as contractor logistics support, training, manuals and spare parts. The latest integrated data environment is employed for visibility into assets in transit, repair, inventory and simulator downtime. Elbit maintains a flexible closed-loop ‘failure reporting and corrective action system’ process that provides a framework for identifying and tracking causes of failures and determining and verifying corrective actions. Examples of the company’s recent simulator support services programmes include: F-5 and ALX Super Tucano maintenance for the Brazilian Air Force; F-16A, F-15 and F-16I maintenance for the Indian Air Force (IAF); Beechcraft King Air 200 ‘Tzofit’ training centre for the IAF; Beechcraft T-6 maintenance for the IDF; and Mission Training Centre maintenance for the IAF.

HPTAFMISTo achieve consistency in training processes, the UK MoD has been working with HP for more than 15 years. HP Defence’s Training Administration and Financial Management Information System (TAFMIS) equips defence organisations with the tools needed to plan and manage training resources. Providing tools for course design and the planning and management of training delivery, TAFMIS is currently in use at more than 70 schools across the individual training organisations of all three services. TAFMIS has been designed to integrate seamlessly with an organisation’s existing legacy systems. The system is web-enabled and built using Microsoft.NET technologies with a SQL Server backend. As a fully functional and deployable system adaptable to defence or public safety environments, the system incorporates three key elements – design and planning, training management and reporting capabilities. Its suite of applications allows training organisations to: develop courses; conduct internal validation; schedule courses; evaluate courses; manage assets and resources; conduct external validation of training effectiveness; manage instructors; manage students; and extract management information. In addition to the technical solution, HP also offers governance consulting and planning, system implementation and integration, and operational support services. There is also a large partner network for specialised products and services. Platforms covered: web, PC

L-3 LINK SIMULATION & TRAININGTotal Training SystemsL-3 Link develops, operates and maintains total training systems that prepare military crews for missions. L-3’s approach combines front-end training task analysis, instructional systems design technology and systems engineering. Training system solutions can range from classroom instruction to self-paced computer-based training to a full spectrum of medium- and high-fidelity simulators. To ensure training systems solutions remain on-track and are developing mission-ready crews, the company operates training management systems that enable it to schedule, manage and revise all training system components. The training management systems solution also enables L-3 Link to generate, compile and maintain data to facilitate student progress and course evaluation.

LEIDOSBCTC Operations and ManagementThe Battle Command Training Center (BCTC) at Fort Lewis, Washington, is the US Army’s centre of excellence for Army Battle Command Systems

NEWS

RDE hands over A400M cargo hold trainer to Luftwaffe

Rheinmetall Defence Electronics (RDE) has officially handed over a Cargo Hold Trainer – Enhanced (CHT-E) simulator for the A400M Atlas tactical transport aircraft to the German Air Force’s 62nd Air Transport Wing (LTG 62) at Wunstorf. The device became ready for training in June and was used to train instructors prior to the official handover.

Col Ludger Bette, commander of LTG 62, stated that ‘the CHT-E is the most sophisticated system of its kind, and will support our training operations in excellent fashion. Its commissioning represents a major achievement for us, and will help us set new standards’.

The CHT-E is has been designed to provide a high-fidelity replica of the A400M

for rear aircrew, ground crew and support personnel. The device features a full-sized cargo hold which is equipped with role equipment and cargo handling systems as well as actual aircraft control panels, some simulated components and a fully functioning, hydraulically operated ramp. Exercises are controlled from the CHT-E’s on-board instructor operating station.

Although Airbus Military contracted with RDE on 21 December 2012 to supply the customer with this device, RDE built and installed the first CHT-E at the former company’s International Training Centre (ITC) in Seville, Spain. This device has been operational since September 2013. In the UK, the RAF will receive the third CHT-E at Brize Norton in early 2016.

In addition to developing and installing the CHT-E, RDE has also built

and installed three A400M Loadmaster Work Station Trainers. The first, installed at the ITC in Seville, has been in full operation since November 2012. Subsequent devices have been installed at the French Air Force A400M training centre in Orleans in 2013 and the UK’s A400M training school at Brize Norton in 2014.By Trevor Nash, London

www.rheinmetall-defence.com/simulation

Rheinmetall provides live, virtual and

constructive training solutions for:Air. LAnd. SeA. One PArtner fOr SimuLAtiOn And trAining.

Air force

Army

Navy

Civil applications

Make sure to visit us at I/ITSEC 2015

A0146e1115_Simulation_MH_420x100.indd 1 09.07.15 10:13

RDE has officially handed over a CHT-E simulator for the A400M aircraft to the Luftwaffe at Wunstorf. (Photo: RDE)

MT&SN-15-06_p04-13_News.indd 4 11/11/2015 15:46:20


Issue/key dates* Bonus distributionMilitary Training and Simulation Handbook Issue 12 Publication: 28 October 2016Reservation: 14 October 2016Material: 19 October 2016

I/ITSEC (Orlando, FL, USA)ITEC 2017 (TBC)

WWW.MILTRAINSIM.COM VOLUME 17 NUMBER 6 2015 MILITARY TRAINING & SIMULATION NEWS 3

EDITORIAL COMMENT

Welcome to Issue 6 of Military Training & Simulation News. As we prepare to attend the training and simulation industry’s flagship conference and exhibition in Orlando, it is time to take stock and reflect on the past 12 months as well as to look forward to the coming year.

As ever, 2015 has been a busy time for the magazine with numerous overseas trips to cover the world’s top T&S stories. As well as a large number of trips to the US, MTSN journalists have visited countries such as Brazil, Colombia, France, Germany, the Czech Republic, Switzerland, Abu Dhabi, Austria and Kenya to name but a few. For a small company, we have always been proud that we punch above our weight to bring our readers the most accurate and comprehensive coverage of our dynamic sector.

Serving the T&S community has always been our passion and we will continue to undertake that mission, even though there have been a number of changes to our company; a fact that is probably evident by our exciting new layout and design. In November, The Write Partnership Ltd, owners of MTSN, sold the title to Shephard Media. The major benefits of this sale can be summarised in that the magazine will benefit from Shephard Media’s global footprint and reach, as well as its associated international network of journalists.

Joining a stable of seven magazines and 12 handbooks – including the concise

global industry guide, Military Training & Simulation Handbook – MTSN will be present throughout the world at all shows that Shephard Media attends; in 2015 for example, the company attended over 50 exhibitions. The result will be an even greater market penetration and profile for MTSN than hitherto.

Another key transformation for MT&SN will centre on improved website coverage and venturing into social media for the first time. The clamour for digital information has been well documented and Shephard Media will bring its expertise in this area to enhance the profile of the magazine at all levels.

I will be remaining at the helm as the Editor and look forward to working with my colleagues at Shephard Media to bring you the most insightful news and features covering training and simulation that is available anywhere in the world, both in printed and electronic formats. We will not shy away from MTSN’s strapline of being ‘requested, read and respected’ and intend to build upon the foundations of the past 21 years to the benefit of all of our readers and advertisers.

As to this issue, we have some excellent features for you including reports from Brazil, the US and the Levels of Fidelity live training conference and demonstrations in Switzerland. One of the key themes of the latter was realism in live training. In his opening address, Brig Gen René Wellinger,

the Commandant of the Swiss Army’s Armour and Artillery Training School, encapsulated the gap between live training and real operations by showing a video of urban conflict in Syria.

Featuring T-55 and BMP armoured vehicles fighting in a large city, buildings were being destroyed and fields of fire were altering as a result; rubble was strewn across the roads making them impassable for wheeled vehicles and slowing the movement of infantry; brick dust and smoke were masking objectives and preventing the engagement of targets.

The afternoon saw delegates visit the Swiss MOUT training facility. Buildings were pristine, roads were rubble-free and although pyrotechnics were used to create weapon effects, they did not replicate those seen in the video footage of Syria. The dichotomy between the two highlighted the yawning gap between training and reality. Industry and the military need to do more to identify training gaps and then close them as best they can. ▪

• US S&T industry

• Virtual small arms trainers

• Visual database creation

• Developments in live training

In the next issue

Trevor Nash, Editor

Looking ahead – plus ça change

The events you don’t want to miss!

SWORD19LIFE949SYNERGY9demonstrationsConference959December93rd9599:30am

Cocktail959December92nd9594:00pmComplimentary9massages

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WWW.MILTRAINSIM.COMMILITARY TRAINING & SIMULATION NEWS VOLUME 17 NUMBER 6 2015

COUNTRY FOCUS

36

Brazil’s Tank Town

See us at I/ITSEC Booth #1249

www.metavr.com

Real-time screen captures are from MetaVR’s visualization system rendering 3D virtual terrain of Kismayo, Somalia, and are unedited except as required for printing. The real-time renderings of the 3D virtual world are generated by MetaVR Virtual Reality Scene Generator™ (VRSG™). 3D models are from MetaVR’s 3D content libraries. © 2015 MetaVR, Inc. All rights reserved. MetaVR, Virtual Reality Scene Generator, VRSG, the phrase “Geospecifi c simulation with game quality graphics,” and the MetaVR logo are trademarks of MetaVR, Inc.

Accredited for JTAC training by the Joint Fire Support Executive Steering Committee and the NATO Standardization Agreement (STANAG) when coupled with Battlespace Simulations’ MACE

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Use MetaVR powered devices for virtual training when you need more than a Very Basic Simulator

As the largest military garrison outside Rio de Janeiro, Santa Maria in Rio Sul province is the focus of the Brazilian Army’s training transformation process, with much work centering on the integration of LVC systems. Trevor Nash reports from the base on the latest developments.

L ocated in Santa Maria in south-east Brazil, the 3rd Army Division comprises two armoured cavalry

brigades, one mechanised infantry brigade, a divisional artillery support group and a range of supporting arms, notably communications, engineering and logistical support units. In all, this epicentre for the country’s armoured forces has earned the local community the sobriquet of ‘Tank Town’.

With such a high complement of armoured vehicles – 881 plus 2,354 soft-

constructive (LVC) training. The philosophy behind this approach is one of training integration, a central tenet of the country’s transformation doctrine.

As part of the Brazilian Army’s transformation plans, the service is calling for four CTCs in total. As well as Rio Sul, other sites include an Amazon CTC, a Light Troops CTC and a Central Region CTC.

‘We are looking to enhance all of our training covering live, virtual and constructive domains,’ CAA-Sul’s Colonel Carrião told MTSN. ‘Although we have a small six by eight square kilometre live training area here in Santa Maria we have linked it to a larger area 140 kilometres to the south at Rosario do Sul and expect to exploit this capability further in the coming months.

‘As far as virtual training is concerned, we have a new artillery fire support

skinned vehicles – and a manpower bill of 19,508 personnel, it is hardly surprising that Santa Maria also houses significant training resources. These include the General Walter Pires Armour Training Centre and the Combat Training Centre – South (CAA-Sul).

Multiple domainsUnlike most forces that consider their CTC as purely a resource for live training, the Brazilian Army views it as a multi-domain training centre that includes live, virtual and

A Leopard 1A5 belonging to the 1st Armoured Regiment in Santa Maria. The regiment has four squadrons, each with

13 main battle tanks. (Photo: author)

MT&SN-15-06_p36-40_Brazil.indd 36 11/11/2015 15:51:27

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All print magazine adverts are replicated

in our Flash desktop and App editions.See pp26-29 for details

24

Maximum event exposure through Shephard’s exclusive show dailies.

Official Show Publications

As a successful international publisher, Shephard Media has been selected by a number of leading conference and event organisers to deliver their print Show Dailies and official Online Show News microsites to enhance the news coverage from the events. An integral part of these events and distributed to attendees, the Show Dailies are an excellent message delivery service for any exhibitor or event sponsor.

Shephard Media has been appointed as the Official Online Show News publisher at MilSim Asia 2016, providing online coverage directly from Singapore. Comprehensive show coverage across website, video and emails.

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Following Shephard Media’s success with the ADAS 2014 Show Daily, we will once again be the official provider for the 2016 event. Opportunities include sponsoring our Official Online Show News microsite and videos and print opportunities in the Official Show Daily.

ADAS 2016Publication: 28-29 September 2016Reservation: 23 September 2016

Shephard Media is once again providing the Show Daily at Europe’s largest 100% dedicated helicopter exhibition, Helitech International. Opportunities include sponsoring our Official Online Show News microsite and videos and print opportunities in the Official Show Daily.

Helitech International 2016Publication: 11-13 October 2016Reservation: 5 October 2016

Shephard Media will be providing the Official Show Daily at Asia-Pacific’s brand new helicopter event, Rotorcraft Asia 2016. Opportunities include sponsoring our Official Online Show News microsite and videos and print opportunities in the Official Show Daily

Rotorcraft Asia 2017Publication: 18-20 April 2017Reservation: 14 April 2017

Unique show news feeds allow an exclusive sponsor the opportunity to brand the dedicated landing page delivering the up-to-date news from the event. Regularly followed and

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IMDEX Asia 2015 | Daily News | DAY ONE

RSN chief stresses need for regional security cooperation

DAY 1 19 May 2015

HIGHLIGHTS

www.shephardmedia.com/imdex

As various navies gather in Singapore for IMDEX Asia 2015, Asia-Pacifi c’s premier international maritime defence show, Singapore’s naval chief is taking a pragmatic view about the need to use the event as a conduit for greater regional collaboration.

Rear Admiral Lai Chung Han asserted that the Republic of Singapore Navy (RSN) faces multiple challenges, such as maritime terrorism and piracy, but argued that such threats are ‘transnational in nature and cannot be effectively tackled by a single agency or country’.

‘The RSN sees a need to engage navies in the region and beyond to build trust and forge practical cooperation in view of

tackling transnational security challenges,’ he said.

Lai noted that this approach had been enshrined since at least 1990 when Singapore’s founding Prime Minister, the late Lee Kuan Yew, signed a memorandum of understanding with Washington granting US military aircraft and naval vessels the use of facilities in Singapore.

This year also marks the tenth anniversary of the signing of a strategic framework agreement between the two countries, recognising Singapore as a ‘major security cooperation partner’ of the US.

The Singapore Armed Forces has strengthened its capacity to deal with a wider range of maritime security threats through the establishment of the

Maritime Security Task Force in 2009, while the Singapore Maritime Crisis Centre was fully established by 2013.

Lai emphasised that China could also play a constructive role in enhancing regional security, with ties between the RSN and the People’s Liberation Army Navy (PLAN) growing steadily over the years.

‘Beyond port calls and passage exercises and cross-exchanges in courses, last September, the RSN had also conducted an inaugural bilateral naval exercise with the PLAN, comprising naval helicopter cross-deck landings, manoeuvring drills and gunnery fi rings,’ he stated.

‘The personal and professional exchanges that

take place during such exercises help to build mutual trust and foster ties between countries and navies.’

Lai noted that the RSN would be hosting a series of conferences and exercises, in conjunction with IMDEX Asia 2015.

‘We hope to see many fruitful conversations taking place at these conferences and exercises, such as the International Maritime Security Conference, the Asia Pacifi c Submarine Conference and the Western Pacifi c Multilateral Sea Exercise.

‘As trust is built, an inclusive and stable regional security architecture will gradually take shape,’ he concluded.By Tony Skinner

EXHIBITION12:00 noon - 5:30pmThere are more than

180 participating companies from all

over the world, including eight country groups!

Photo: RSN

TECHNOLOGY SEMINARS

Complimentary seminar sessions for

all attendees at:2:00pm - 2:30pm3:00pm - 3:30pm4:00pm - 4:30pm

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19-21 May | Changi Exhibition Centre, Singapore

YOU ARE STILL IN

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Distributed to all attendees, our Official Show Dailies provide a wide range of print advertising opportunities, as well as digital edition enhancements.For full print specs see pp30-31.

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25

Concise industry guides for the aerospace, defence and maritime security sectors.

Handbook Portfolio

12 dedicated data source books, each one unique to its selected field of expertise. An unrivalled source of what’s what in the selected subject area, each handbook is a highly sought after library of information. With a prestigious readership, the handbooks are many companies’ first choice for advertising. For full specifications and advertising options, see p30

Contact usEditorialTony Skinner, Editor-in-ChiefTel: +44 (0)20 3179 2594Email: [email protected]

Advertising and sponsorshipMike Wild, Head of Advertising SalesTel: +44 (0)20 3179 2589 Email: [email protected]

Issue/key dates* Bonus distributionCivil and Parapublic Helicopter Handbook Issue 14Publication: 19 February 2016Reservation: 5 February 2016Material: 10 February 2016

Heli-Expo (Louisville, KY, USA)Helitech International (Amsterdam, the Netherlands)

Military Helicopter Handbook Issue 29Publication: 18 March 2016Reservation: 4 March 2016Material: 9 March 2016

Quad A MSS (Atlanta, GA, USA)Farnborough International Airshow (UK)

Night Vision & Optics Handbook Issue 15Publication: 20 May 2016Reservation: 6 May 2016Material: 11 May 2016

AUSA Annual (Washington) Eurosatory (Paris, France)

Unmanned Vehicles Handbook Issue 24Publication: 25 April 2016Reservation: 11 April 2016Material: 13 April 2016

AUVSI’s Xponential (Atlanta, Georgia, USA)Farnborough International Airshow (UK)

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SATCOMexpansion

Volume 7 Number 2March/April 2015

GETTING POWERED UPRadar technologies

DIGITISING VEHICLESFuture-proofing capability


BORDER WATCHING Surveillance on the edge

Navy networking rockets ahead

IMDEX Asia 2015 | Daily News | DAY ONE

RSN chief stresses need for regional security cooperation

DAY 1 19 May 2015

HIGHLIGHTS

www.shephardmedia.com/imdex

As various navies gather in Singapore for IMDEX Asia 2015, Asia-Pacifi c’s premier international maritime defence show, Singapore’s naval chief is taking a pragmatic view about the need to use the event as a conduit for greater regional collaboration.

Rear Admiral Lai Chung Han asserted that the Republic of Singapore Navy (RSN) faces multiple challenges, such as maritime terrorism and piracy, but argued that such threats are ‘transnational in nature and cannot be effectively tackled by a single agency or country’.

‘The RSN sees a need to engage navies in the region and beyond to build trust and forge practical cooperation in view of

tackling transnational security challenges,’ he said.

Lai noted that this approach had been enshrined since at least 1990 when Singapore’s founding Prime Minister, the late Lee Kuan Yew, signed a memorandum of understanding with Washington granting US military aircraft and naval vessels the use of facilities in Singapore.

This year also marks the tenth anniversary of the signing of a strategic framework agreement between the two countries, recognising Singapore as a ‘major security cooperation partner’ of the US.

The Singapore Armed Forces has strengthened its capacity to deal with a wider range of maritime security threats through the establishment of the

Maritime Security Task Force in 2009, while the Singapore Maritime Crisis Centre was fully established by 2013.

Lai emphasised that China could also play a constructive role in enhancing regional security, with ties between the RSN and the People’s Liberation Army Navy (PLAN) growing steadily over the years.

‘Beyond port calls and passage exercises and cross-exchanges in courses, last September, the RSN had also conducted an inaugural bilateral naval exercise with the PLAN, comprising naval helicopter cross-deck landings, manoeuvring drills and gunnery fi rings,’ he stated.

‘The personal and professional exchanges that

take place during such exercises help to build mutual trust and foster ties between countries and navies.’

Lai noted that the RSN would be hosting a series of conferences and exercises, in conjunction with IMDEX Asia 2015.

‘We hope to see many fruitful conversations taking place at these conferences and exercises, such as the International Maritime Security Conference, the Asia Pacifi c Submarine Conference and the Western Pacifi c Multilateral Sea Exercise.

‘As trust is built, an inclusive and stable regional security architecture will gradually take shape,’ he concluded.By Tony Skinner

EXHIBITION12:00 noon - 5:30pmThere are more than

180 participating companies from all

over the world, including eight country groups!

Photo: RSN

TECHNOLOGY SEMINARS

Complimentary seminar sessions for

all attendees at:2:00pm - 2:30pm3:00pm - 3:30pm4:00pm - 4:30pm

Check out www.imdexasia.com/

tech-seminars for more details!

19-21 May | Changi Exhibition Centre, Singapore

YOU ARE STILL IN

TIME!INEC@IMDEX Asia 2015 registration is

ongoing. If you are in the naval engineering industry, you will not

want to miss this conference! Approach

our conference registration counter

for more details.

* All titles except MLI and MLF. Please see p31 for specifications.

31

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