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Symbolising the withdrawal of Coalition forces from south-west Asia, these US troops wait for the Boeing C-17 Globemaster III to take them home from Joint Base Balad, which was handed back to the Iraqi Air Force in December 2011. (US Air Force)

Change of Air A massive logistic operation is now ramping up, as most elements of the 49-nation International Security Assistance Force (ISAF) are to be withdrawn from remote, landlocked Afghanistan by the end of 2014.

The US Army alone is estimated to have $ 27 billion of hardware in the country, including 25,000 vehicles and 100,000 shipping containers.

Roy Braybrook

O

n the assumption that Afghanistan’s southern border would remain open, around 70 per cent of US military equipment was originally to be moved out by truck through Pakistan to the port of Karachi. However, continuing tensions with Pakistan may well result in more now being sent (expensively) through

the Northern Distribution Network (NDN).

In this they are trucked via the Salang Tunnel through the Hindu Kush, and subsequently moved by train across the former Soviet Union to ports in Latvia and Lithuania. Most goes via Termez in Uzbekistan at a cost of $ 40,000 per container. However, the Northern Distribution Network is closed to weapon systems and combat vehicles.

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

The largest helicopter in service, the 56-tonne Mil Mi-26 first flew in 1977, but is still marketed in updated Mi-26T2 form.

(Russian Helicopters).

down to less than 60,000) and high-value assets such as helicopters, drones and electronic equipment would be flown out.

However, problems have recently arisen at Afghan border posts, with customs authorities claiming that much of the equipment imported since 2010 has no proper documentation. Consequent delays to ground

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convoys are leading to more supplies being flown out, despite far higher costs.

Using “multimodal transport”, such loads are first flown to another country and then placed on ships for the remainder of the journey. Germany, for example, is flying loads from the Bundeswehr’s main base at Mazar-i-Sharif to the Turkish port of Trabzon on the Black Sea, and then shipping them to Emden.

I INTRA-THEATRE

One factor increasing demands on intratheatre airlift, both in Afghanistan and Iraq, has been the insurgents’ use of improvised explosive devices (IEDs) against road convoys.

The resulting airlift demand is beyond military assets such as Beech C-12s and Shorts C-23 Sherpas, resulting in US Transportation Command (Transcom) outsourcing to civilian contractors. In the early years Supreme Site Services provided 70 per cent of the US Defense Department’s cargo lift within Afghanistan.

In 2011 the Supreme contract was replaced by the $ 4.7 billion Transcom Mega programme, which included the use of 18 medium/heavy rotary-wing aircraft.

Transcom contractors included Presidential Airways, which was an affiliate of Blackwater USA, but in 2010 sold its fixed-wing operation to the AAR Airlift Group in Florida. Other contracts went to Berry Aviation in Texas, Evergreen Helicopters in Alaska, and FlightWorks in Georgia.

Turning to evolving logistic needs, Berry Aviation was recently awarded a Transcom contract to transport commandos of the Joint Special Taskforce Trans-Sahara in high-risk operations in 31 African countries.

I HELICOPTERS

One of the principal companies involved in Afghanistan since 2009 has been Russia’s UTair Aviation (UTA). Aside from 240 fixedwing aircraft, UTA now has over 340 helicopters, including 25 Mi-26Ts (20-tonne payload), five Mi-10K (eleven tonnes), and 55 Mi-171/Mi-8AMTs, 67 Mi-8MTVs and 166 Mi-8Ts (all in the four-tonne payload class).

The 56-tonne Mi-26 first flew in 1977, and remains the heaviest rotary-wing aircraft in use. Over 300 have already been built, and it is in service with eleven military operators.

The Russian armed forces and Emercom (Ministry of Emergency Situations) together operate around 60 Mi-26s, and the Defence Ministry plans to launch a modernisation and

04

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

The Indian Air Force is believed to have ordered 80 Mil Mi-17V-5s in 2008 and 71 more in 2012.

The Mi-17V-5 (illustrated by serial ZP-5166) entered service in February 2012 and is replacing older Mi-8s in Indian service. (Russian Helicopters).

life-extension programme in 2015. The Mi26 is still being produced for the Russian Air Force, with deliveries continuing until 2025.

The latest variant is the M-26T2, with a glass cockpit, modern avionics and a crew of three. It lost the recent Indian Air Force

Iraqi Army soldiers deploy from an Iraqi Air Force Mil Mi-17 during an exercise in Mayson Province in 2008. (US DoD).

Compendium Air, Sea and Land Mobility 2013

contest to the much smaller (22.68-tonne) Boeing CH-47F, which is less expensive, has a 40 per cent lower disc loading (and consequently weaker downwash), and reportedly twice the centre of gravity range.

However, the Indian Air Force should perhaps keep its two remaining Mi-26s, as this type has been used in Afghanistan as the only means to recover damaged or unserviceable CH-47s from sites up to an altitude of 8500 ft. The Indian Air Force Mi26s were used in the 1999 conflict with Pakistan, to airlift heavy artillery pieces to the Kargil Heights. They were recently key assets in Operation Rahat, providing relief in the flood-ravaged Uttarakhand state, delivering bulldozers for road reconstruction.

Mil’s greatest success has been the Mi-8/17 family, of which over 12,000 have been built

Exploiting all of Russian Helicopters’ technological resources in developing a replacement for the Mi-8/17 series, the Rachel (Russian Advanced Commercial Helicopter) is expected to enter service around 2020.

(Russian Helicopters).

for more than 60 nations. It has been the subject of a series of procurements by the United States on behalf of the Afghanistan National Security Forces (ANSF). This began with pre-used aircraft from Russia, the Czech Republic and Slovakia, but more recently America has bought new-build Mi-17V-5s via Rosoboronexport for Afghanistan’s Special Missions Wing. A contract for 33 aircraft in May 2011 was followed by one for 30 more in June 2013.

Russian Helicopters is developing the Mi171A2, with 2000-kW Klimov VK-2500s replacing 1565-kW TV3-117VMs, composite blades, an X-configuration tail rotor, and a crew of two. The VK-2500 is already in service on the Mi-171E, of which China ordered 32 in 2009 and 52 in 2012.

Russian Helicopters’ long-term replacement for the 13-tonne Mi-8/17 is the

Seen landing at a forward operating base in Afghanistan, this US Army Boeing CH-47F Chinook serial 07-08728 bears the dolphin badge of B Company ‘Flippers’ from Fort Bragg, North Carolina. (US DoD).

Rachel (Russian Advanced Commercial Helicopter) project. It appears that the Mil proposal (initially V-37) has been selected, although ideas from the Kamov concept may later be incorporated. Rachel will enter service around 2020.

The 15.6-tonne Mi-38 fills the gap between Rachel and the Mi-26. Series production is planned for 2015, with either Klimov TV7-117V or P&WC PW127/TS engines. In 2012 the Mi-38 set a new altitude record for helicopters in the 10-20 tonne category, climbing to 8600 meters (28,215 ft).

America’s big medium-lift success is the Boeing CH-47 Chinook, which in Afghanistan benefited from being designed to meet US Army hot/high requirements.

The latest version is the CH-47F, which entered service in 2007. The US Army Modernisation Program calls for 464 CH47Fs, plus 61 existing CH-47Ds to be rebuilt as MH-47Gs for Socom (Special Operations Command).

Following orders totalling 59 new-build CH-47Fs, in 2008 the US Army placed the first five-year contract, for 109 new-build and 72 remanufactured aircraft, with options on

24 more. In June 2013 a second five-year contract called for 177 more, with options on a further 38 new-built. The 177 included 22 for export to Turkey and the United Arab Emirates. Of the US Army’s share, 31 are to be new-build and 124 remanufactured.

The CH-47F has also been ordered by Australia, Canada, Great Britain, Italy (where the ICH-47F is assembled and fitted out by AgustaWestland), and the Netherlands.

Looking beyond 2020, Boeing plans the CH47F Block Two with Advanced Chinook Rotor Blades (ACRB) and Honeywell T55715 engines, providing 20% more power than the current -714A. This aims to fulfil a US Army requirement to carry a ten-tonne load, such as the new JLTV (Joint Light Tactical Vehicle, the Humvee replacement), for a radius of 93 km from a take-off at 4000 ft (later 6000 ft) and 35 deg C. The heaviest serving US helicopter is the 33.3-tonne Sikorsky CH-53E Super Stallion, used by the Marine Corps. Beginning in 2018, the CH-53E is due to be replaced by the 39.9-tonne CH-53K, powered by three General Electric GE38-1Bs, and designed to carry 12.25-tonnes over 205 km under hot, high conditions, tripling the corresponding load of the CH-53E. The first of four CH-53K prototypes is to fly in late 2014. In June 2013 Sikorsky received a $ 435 million US Navy contract to build four production-representative aircraft, designated System Demonstration Test Vehicles (SDTA). The Marine Corps is to begin operational evaluation in 2017, aiming for initial operational capability in 2019.

Current plans call for 196 CH-53Ks for delivery by 2028, to equip eight operational squadrons and one training unit.

The Marine Corps complements the CH53E with the 23.86-tonne (25.86 tonne from sto) Bell Boeing MV-22B Osprey tilt-rotor aircraft, of which the service is authorised to receive 360. At least 50 CV-22Bs are to be produced for Afsoc (US Air Force Special Operations Command). The US Navy can acquire 48 V-22s, but is still considering how to use Osprey, one possibility being as a replacement for the Northrop Grumman C-2 cargo aircraft.

In 2008 Navair (US Naval Air Systems Command) signed a five-year $ 10.3 billion contract with Bell Boeing for 141 MV-22Bs and 26 CV-22Bs, later increased to a total of 174. In June 2013 a $ 6.4 billion fiveyear contract was signed, for 92 MV-22Bs and seven CV-22Bs (with options on a further 23).

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Landing a Humvee on the aft deck of the USNS Sacagawea (T-AKE-2) dry cargo ship, this Bell Boeing MV-22B Osprey is from Marine Medium Tiltrotor Squadron VMM-265 ‘Dragons’. (US Marine Corps).

This Royal Air Force AgustaWestland Merlin HC.3A, serial ZJ990/AA, of No 78 Sqn, RAF Benson in Oxfordshire, England, was one of six AW101 Mk 512s purchased from the Royal Danish Air Force. (AgustaWestland).

The V-22 has been slow to sell abroad, but in April 2013 a US-Israeli agreement was signed on an arms package that includes the V22. Japan is interested in the V-22 as a means to reinforce disputed islands. The V-22 can accommodate 24 combat troops, or carry ten tonnes internally or 6.8 tonnes externally.

Western Europe’s largest helicopter is the 15.6-tonne AgustaWestland AW101, of which over 180 are on order for ten countries.

Lower down the scale, 529 NH Industries NH90s have been ordered for 14 countries.

I TWIN TURBOPROPS

Turning to fixed-wing aircraft, in late-2012 the last 8.1-tonne Airbus Military C212 to be assembled in Spain was delivered to Vietnam.

This was the 477th ordered, ending 42 years of continuous C212 production at Seville.

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Compendium Air, Sea and Land Mobility 2013

However, the new upgraded version NC212 will be assembled by Indonesian Aerospace at Bandung. There are currently around 290 C212s in service in 40 countries.

The next in the Airbus Military series is the 16.5-tonne CN235, of which 279 have been ordered by more than 40 operators. The US Coast Guard currently has so far ordered 18 of the HC-144A Ocean Sentry maritime patrol version, half of its planned total.

Recent customers for the CN235 include the Cameroun Air Force.

The 23.2-tonne Airbus Military C295 is basically a stretched CN235 with more powerful P&WC PW127Gs replacing GE CT7s, and the longest unobstructed cabin in its class. Some 121 have so far been ordered. The latest orders have come from Egypt (six), Indonesia (nine), Oman (eight) and Poland (five).

The company is now marketing the improved C295W, with winglets giving over

One of 59 ordered for the Italian Army, this NH90 serial MM81531/EI 214 was photographed in Afghanistan. Barely visible in this image is the Minigun fitted at the side door. (NHI).

This Airbus Military C212-400, serial 1541, is one of two flown by Thailand’s KASET, the Bureau of Royal Rainmaking and Agricultural Aviation. By developing a light transport suitable for both military and civil use, the manufacturer has won orders for almost 500 C212s. (Airbus Military).

300 km extra range, and more powerful PW127s for better hot/high performance. The C295W appears to be aimed at an Indian Air Force RFP issued in May 2013, for 56 aircraft to replace its Avro 748Ms. This programme entails the formation of a new private company, the Indian Production Agency (IPA), with no more than 26% foreign investment. The first 16 aircraft are to be delivered within two years of contract, followed by 16 in kit form for local assembly. The final 32 aircraft are to be manufactured in India by IPA, and the last completed within ten years. Reports link the Tata group with IPA. The Russian Air Force is believed still to operate around 75 examples of the 24-tonne Antonov An-26, last produced in 1985.

The Defence Ministry is considering two possible replacements: the 20.5-tonne Ilyushin Il-112V (development of which was suspended in 2010) to be built in Voronezh (Vaso) and a derivative of the Ukraine’s 21-tonne Antonov An-140, built by Aviakor in Samara. Aviakor has a licence to manufacture, maintain, modify and further develop the An-140.

An initial seven An-140-100s have been bought by the Russian Air Force and Naval Aviation, which will need up to 120. If satisfied with the basic passenger version, they may order the projected An-140S with large freight door, or An140T with a rear loading ramp. (However, an unconfirmed report states that Russia plans to buy 62 Il-112Vs). The baseline An-140-100 is also being built by Hesa in Iran as the IrAn-140.

An agreement exists for An-140 assembly in Kazakhstan.

China copied the An-26 as the Xian Y-7, with Dongan WJ5A engines. This led to the commercial MA60 with P&WC PW127Js, the improved MA600 and the all-new MA700 with T-tail and fuselage-mounted undercarriage. The MA700 is due to fly in 2016, and is clearly aimed at both civil and military applications. However, military sales will be hamstrung until China can develop its own engines.

Antonov developed the 27-tonne An-32 specifically for hot/high operations in India, using powerful, high-mounted engines. Over 240 are in worldwide service, and India is having its remaining 105 An-32s modernised with help from the Ukraine. For less extreme conditions, Antonov offers the 28.5tonne An-32B-100 with derated engines, better economics and longer range. The An-32 is a contender for a forthcoming order from the Peruvian Air Force.

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The second of two Airbus Military C295s ordered by the Kazakh Air and Air Defence Forces is pictured at Seville, prior to ferrying to Kazakhstan.

The service has an option to buy six more. (Airbus Military).

Compared to the C295, the 32-tonne Alenia Aermacchi C-27J Spartan is a larger, more expensive, wide-body aircraft. It has two Rolls-Royce AE2100s, as used on the four-engined Lockheed Martin C-130J. In 2007 the C-27J was selected as the US Army/Air Force Joint Cargo Aircraft (JCA), with L-3 Communications Integrated Systems as prime.

However, in 2009 the US Air Force gained control of JCA, and in 2012 halted orders, claiming that the C-27J was too expensive to operate. The service has quoted an hourly operating cost of $ 9000 for the C-27J, compared to $ 10,400 for the C-130J, although the corresponding Ohio ANG figures are $2100 and $ 7000 respectively.

America’s 21 existing C-27Js are shortly due to go into open storage at DavisMonthan AFB, Arizona. However, in May 2013 the US Air Force announced a search to identify potential sources to manufacture further C-27Js, with deliveries starting in 2016. This evidently responds to Congressional instructions that “The

Secretary of the Air Force shall obligate and expend funds previously appropriated for the procurement of C-27J Spartan aircraft for the purposes for which such funds were originally appropriated.”

There is also a proposal that US Air Force C-27Js, which cost the Pentagon $ 1.6 billion, should become a contractor-operated fleet under a Multi-Agency Airlift Capability (MAAC) programme, serving the needs of the Army National Guard (ARNG), Special Operations Command (Socom) and various US Government agencies, such as Homeland Defense, the Coast Guard and the Forest Service. It may be recalled that the original purpose of the JCA programme was to replace the US Army’s 42 Shorts C-23s, which are still due to retire in 2016.

The C-27J has also been ordered by Australia (ten via FMS), Bulgaria (three), Chad (two), Greece (twelve), Italy (twelve), Lithuania (three), Mexico, (four), Morocco (four), and Romania (seven). Both the C-27J and C295 are contenders for Canada’s FWSAR (Fixed-Wing Search And Rescue)

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

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programme to replace the de Havilland CC-115 Buffalo and legacy Lockheed Martin CC-130.

I TWIN TURBOFANS

The availability of high-bypass turbofans is encouraging the development of twin-jet medium tactical transports, a category so far dominated by turboprops.

One such project is the 81-tonne Embraer KC-390, a multi-national, dual-role (transport/tanker) aircraft, designed to carry 80 troops or a 23-tonne payload, and powered

by International Aero Engines (IAE) V2500E5s. Embraer is working under a $1.5 billion Brazilian government contract to produce two prototypes. First flight is scheduled for late 2014, and service entry for 2016.

In 2010 the Brazilian Air Force announced plans to buy 28 KC-390s. Embraer has letters of intent for twelve for Colombia, six each for Argentina, Chile and Portugal, and two for the Czech Republic. All of these countries will participate in the manufacture of the airframe. If the Dassault Rafale or Saab Gripen wins Brazil’s F-X2 contest, France or Sweden will be expected to buy KC-390s.

Embraer has an agreement with Boeing on possible technical and marketing cooperation, and in 2011 announced a stretched commercial version of the KC-390, aimed at the cargo market. Brazil’s Correios postal service has stated the intention to buy 15 KC-390s to airlift mail.

In developing a new tactical transport, Antonov has the advantage of already producing a high-wing twin-jet regional passenger airliner, the An-148 and stretched 158 series. Powered by Progress D-436 engines, the family has already grown from a maximum weight of 38.55 to 43.7 tonnes. The An-178 is a further development, retaining the wing and tail of the An-158, but with a larger fuselage and a rear loading ramp. The

This artist’s impression of the earlier Antonov An-148T-100 project gives some indication of the form of the new An-178 derivative of the commercial An-158 regional transport. (Antonov).

prototype may fly before the end of 2014.

Antonov regards the An-178 as filling the gap between the 32-tonne C-27J and the 74.4tonne C-130J, but it may be on the light side. In contrast, the Indo-Russian Multirole Transport Aircraft (MTA) is expected to gross around 68 tonnes, with a 20-tonne payload.

The Bangalore-based Multirole Transport Aircraft Ltd (MTAL) was formed in 2010 by Hindustan Aeronautics Ltd (HAL), Rosoberonexport, and Russia’s United Aircraft Corporation – Transport Aircraft (UAC-TA), which had been created in 2008 to deal with the MTA, the Il-112V, and the Il76 and An-124 families.

The preliminary design contract for MTA was signed in October 2012, and a binational team began work two months later in Moscow. Aviadvigatel PS-90A-76 engines have been selected. The MTA is scheduled to fly in 2017, leading to deliveries in 2019. It is planned that 100 MTAs will be built for the Russian Air Force, 45 for the Indian Air Force, and 60 for other operators.

Japan’s 141-tonne Kawasaki C-2, powered

by GE Aviation CF6-80C2K1Fs, is a much larger aircraft. If exports are allowed, the C-2 will pose a threat to the Airbus Military A400M and Antonov An-70. The first of two prototypes flew in 2010, and two more were funded in FY2012. The JASDF is expected to buy 40 C-2s to replace its C-130s and Kawasaki C-1s.

I QUAD PROPS

The Lockheed Martin C-130 Hercules has been in continuous production longer than any other military aircraft. The first generation C-130A/B/E/H entered service

The An-158, here photographed at the recent Dubai air show, clearly shows where the DNA of the new An-178 comes from.

(Armada/Eric H. Biass)

with the US Air Force in 1957, and 2154 examples were built. The new-generation 70tonne C-130J Super Hercules with RollsRoyce AE2100D engines, six-blade propellers and a modernised flight deck and avionics followed in 1999. Orders currently stand at 337 units, of which 303 will be delivered by the end of 2013.

The C-130J is in service with the US Air Force (which plans to buy 168), Marine Corps and Coast Guard. International customers include: Australia twelve, Canada 17, Denmark four, India six (of twelve planned), Iraq six, Israel four (of nine planned), Italy 21, South Korea four, Kuwait three, Mexico two, Norway four, Oman three, Qatar four, Tunisia two, the UAE twelve and UK 25. Mongolia is planning to buy three C-130Js, and Congress has been notified of a possible sale of two to the Free Libyan Air Force.

As more nations are cutting defence funds, Lockheed Martin has proposed the simpler-equipped C-130XJ, which would offer a 15 per cent cost saving.

China’s 61-tonne Shaanxi Y-8 is a reverse-engineered An-12. It is believed that over 100 have been built. Venezuela is currently receiving eight Y-8F-200s. Aside from the basic transport, the Y-8 serves as a platform for various radars. The PLA Navy’s maritime patrol Y-8J has recently been in the news, monitoring shipping close to disputed islands in the South China Sea. The projected 77-tonne Y-9 derivative appears to be on ice due to lacking of government funding.

Major logistic operations invariably involve outsize loads, requiring the use of wide-body aircraft such as the Boeing C-17, Lockheed Martin C-5 or Antonov An-124.

The latest available wide-body is the midsize, less expensive 141-tonne Airbus Military A400M Atlas. Powered by Europrop International TP400s turning eight-blade propellers, the A400M will be able to carry payloads up to 37 tonnes, accommodate Mrap vehicles and helicopters, and deliver them at near-jet speed over intercontinental ranges into short airstrips.

It has been claimed that when France intervened in Mali in early 2013, A400Ms (if then available) could have flown heavy equipment direct to the operations area, rather than to an airfield 900 km (and five days) away at Bamako, where the C-17s and An-124s landed.

The first of five ‘Grizzly’ A400M development aircraft flew at the end of 2009.

The seven launch nations represent a domestic market for 170 units (Belgium

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The Airbus Military A400M Atlas is designed to transfer and accept fuel in flight. British A400Ms will not be delivered with this capability, but will have provisions for retrofits. (Airbus Military).

seven, France 50, Germany 53, Luxemburg one, Spain 27, Turkey ten and UK 22). The only export customer to date is Malaysia, buying four, but Kazakhstan is considering buying two.

The first production A400M (MSN7) was handed over on August 1, 2013 to the French Air Force, which will base its fleet at BA123 Orleans-Bricy. The first for Turkey (MSN9) will also to be delivered in 2013, followed in 2014 by deliveries to Germany (starting with

MSN18), Malaysia (MSN22), and Britain (MSN16). Spain will receive its first (MSN46) in 2017, followed by Belgium (MSN136) and Luxemburg (MSN133) in 2018.

The A400M is currently certified to a maximum gross weight of 132 tonnes, a maximum payload of 32 tonnes, a maximum speed of Mach 0.72, and a maximum altitude of 31,000 ft. There are some national differences in equipment standards. For example, British A400Ms

(which will replace Royal Air Force C-130Js from 2022) will not be equipped for in-flight refuelling, but will have provisions for retrofitting at a later stage.

Germany and Spain are each planning to release 13 of their A400Ms for sale, which could make aircraft available for early delivery, should (for example) the US Air Force develop a need for short-field, widebody transports for special operations in Africa. France is looking at some reduction

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

Paolo Valpolini

T

he programme states that at least 50% of the development costs will be sustained by the companies. Better known as JMR-TD, the programme aims at reducing risks for the Future Vertical Lift programme, which aims at finding a replacement for both the Blackhawk utility helicopter and the Apache combat helicopter around the mid-2030s. The four teams that received the TD contract are evenly divided between major helicopter manufacturers, namely Bell Helicopters and Sikorsky (the latter teamed with Boeing), and high-tech design companies, such as Texas-based AVX Aircraft Company and California-based Karem Aircraft.

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

One of the unique features of the Atlas A400M is clearly visible here: its mirror-spinning set of eight-bladed propellers on each one of its sides. With deliveries now underway and market confidence building up, the curiosity hitherto displayed for the Atlas (here in fact “Grizzly 5” captured at the recent Dubai Air Show) by potential customers is now turning into more than just “keen interest”.

(Armada/Eric H. Biass)

This immaculate US Air Force C-130J serial 07-3170 is shown on delivery to Air Mobility Command’s 317th Airlift Group at Dyess AFB, Texas. Since 2003 the 317th AG has been continuously employed in supporting Operations Enduring and Iraqi Freedom. (Lockheed Martin).

The purpose of the JMR-TD is to investigate designs and new technologies, the end of Phase 1 being planned for June 2014.

The companies have nine months to refine their design and prepare to build a flight test demonstrator. This will not be a 1:1 scale of the final product, the requirement only calling for a flying system that aerodynamically represents a full-scale system. Summer 2014 should see the selection of two competitors that will then produce the two demonstrators that are expected to take to the air in 2017, with subsequent testing planned for late 2018early 2019. The JMR-TD, it is noteworthy, is totally decoupled from the choice the Army will make for the Future Vertical Lift.

Although a joint programme, the JMR is deeply influenced by the Army as numbers forecast for potential future acquisitions hovers over four-digit figures rather than three for the other services.

At AUSA 2013 Bell unveiled the mock-up of its V-280 Valor. It features a relatively conventional fuselage, which reminds that of the BlackHawk, with two wings tipped by the engines. These are fixed, while the rotors nacelle tilt a la V-22 Osprey, but with reduced complexity and increased maintainability

due to the fixed engines. The fly-by-wire flight control system, which is tripleredundant, allowed for various solutions, such as T- and H-shaped tails, though Bell officials state that the V solution was chosen for its optimal performance balance, its good adaptation to antenna requirements, and its adaptability to folding solutions needed for the Navy and US Marine Corps.

Bell states that at 6,000 feet height and 35°C the Valor will be able to hover out of ground effect, as per Army requirements. The utility variant being the curren priority, not much has been developed in terms of weaponry

The model of the Bell Helicopters proposal for the Future Vertical Lift programme. The engines are located at the tip of the wings, but do not rotate when flight is transitioned from horizontal to vertical. (Armada/P. Valpolini)

Newly painted in military grey and pictured in the Ukrainian winter, the Antonov An-70 has been modified visibly, with 50% greater separation between the propfan discs and a sensor turret under the nose. (Antonov).

in its planned A400M fleet, but Turkey is considering doubling its order.

Older physically than the A400M, having first flown in 1994, but arguably more advanced technologically, having propfans rather than turboprops, the Antonov An-70 is a long-running on-again, off-again saga that might (if launched earlier) have become one of the aerospace success stories of the Soviet Union.

Powered by Progress D-27 engines, each turning 14-blade contra-rotating propfans, the 145-tonne An-70 is claimed to offer better load capacity and performance than the A400M at less than half the price ($ 67 million, compared to $ 180 million). At time of writing the sole prototype, with

for the Apache replacement, the current weapon being the same ATK M230LF. The major focus is on cost reduction and increased performance. The V-280 promises a 280 knots (hence the name) with a combat range of between 500 and 800 nautical miles and a strategic selfdeployability range of over 2,100 nautical miles(twice those of current helicopters).

Combat load of over 5.4 tonnes include four crewmembers and 11 soldiers in the utility version, which features two 1.8-metre high side doors to allow rapid ingress-egress.

At the same exhibition, Sikorsky exhibited a model of its SB>1 Defiant which adopts the X2 technology of coaxial contra-rotating rotors and rear pusher propeller already thoroughly test-flied by the company. “Going faster is not the only purpose of the story,” Steve Engebretson, Director advanced military programmes at Sikorsky told Armada International, “we want to improve helicopter’s manoeuvrability and properties, and our coaxial rotor configuration and pusher propeller is perfect for this purpose.”

According to Engebretson the coaxial rotor improves lift and lowers drag. The tail propeller pushes the aircraft to the maximum speed allowed by the drag and allows rotor

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This Indian Air Force Ilyushin Il-76MD is pictured at Joint Base Peral Harbor – Hickam, with US Air Force Boeing C-17s in the background. (US Air Force).

improvements to the engines, propfans, high-lift devices, avionics, flight deck and auxiliary power unit, is waiting to undergo joint Russo-Ukrainian state flight trials.

Two preseries An-70s funded by the Ukraine are being completed at the Antonov Serial Plant, and may be purchased by Russia, if the latter goes ahead with the 2010 plan to acquire at least 60 by 2020. Any further An70s would be built by the Kazan Aircraft Production Association (Kapo), as would the commercial An-70T with Motor Sich D-727 high-bypass turbofans.

However, in early 2013 Russian Defence Ministry officials complained of production delays (Kapo was to build 21 An-70s by 2015), and indicated that it might withdraw

blade pitch to be decreased to further reduce drag. Low-speed manoeuvrability is the other key element, the configuration allowing both nose-up or nose-down hovering according to the needs. “We are quite ahead of development as following filing our proposal in March, we started working since April, well ahead of selection,” concludes Engebretson. In the JMR-TD programme Sikorsky is teamed with Boeing, the Defiant team promising a 100-knot improvement in speed (the latest BlackHawks have a 150-knot maximum cruise speed), a 60% greater combat radius and a 50% better hot-and-high hover performance. The Defiant features four-blade coaxial counter-rotating rotors and a seven-blade pushing propeller, with an H-tail which also hosts the elevator-rudder system, and one wide sliding door on each side to allow quick operations on the ground.

At its AUSA booth Sikorsky also exhibited the S-97 Raider mock-up, which adopts a similar configuration although with reduced dimensions, and assembly of which started in September 2013.

The two design companies involved in the JMR-TD phase, AVX Aircraft Company and Karem Aircraft were not exhibiting at AUSA, but their proposals have been well advertised.

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from the programme by the end of the year.

One report indicates that Russia would still expect Kapo to deliver 17 An-70s by 2020. In April Antonov announced that it had suspended development trials because the Russian Defence Ministry had suspended its participation in the programme. The Ukrainian prime minister then stated that his country would continue with the project, even if Russia withdraws, but there are doubts whether this is financially possible.

I QUAD JETS

One sure thing for the Russian Air Force is the 210-tonne Ilyushin Il-76MD-90A (aka Il476), with modern avionics, a glass cockpit, stronger wing and undercarriage, and

At AUSA Sikorsky exhibited the mock-up of its S92 Raider, a smaller aircraft compared to the JMR-TD proposal, assembly of which started last September at the company’s facilities. (Armada/P. Valpolini)

In recent years AVX Aircraft developed and patented the Compound Coaxial Helicopter (CCH) configuration that fully responds to the JMR-TD requirements. According to AVX the CCH provides huge advantages in power requirements thanks to the lack of a

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Aviadvigatel PS-90A-76 turbofans. It first flew in September 2012, and a Russian Defence Ministry order for 39 to be delivered by 2018 was increased to 48.

Production will take place at Aviastar at Ulyanovsk, and is expected to be followed by at least 20 more for Russia (which has over 100 Il-76MDs in service) and around 30 Il76s and Il-78 tankers for China. In June 2013 Rosoberonexport announced that China had purchased ten pre-used Il-76MDs as a stopgap measure, and that existing Chinese Il-76MDs were being refurbished in Russia.

China’s Avic/Xian Y-20, which first flew on January 26, 2013, might be regarded as a wide-body Il-76 derivative. It is believed to gross slightly over 200 tonnes, and began

tail rotor and to rotor-on-rotor wake interactions, the overall reduction being estimated at 15-18%. Fan propulsive efficiency being higher than that of conventional helicopter configuration, at cruise speed induced power is 20% less, while AVX also states that ducted fans are more efficient than tilt rotors. Combining greater speed and fuel efficiency, AVX estimates a 60% increase in productivity over conventional helicopters. The configuration currently proposed sees a tail-less fuselage

This US Air Force Boeing C-17 Globemaster III is demonstrating its ability to use unpaved forward airstrips. (Boeing).

flight trials with Soloviev D-30KP engines (as on the Il-76), although it is later to have Chinese WS-118s. The earliest possible service date is 2017.

Aviastar is refurbishing and upgrading ten 402-tonne An-124 Ruslans to An-124-100M standard for Russia’s Military Transport Aviation (VTA). Russia’s armament programme for 2011-2020 includes 25 such upgrades, with plans for 15 new-build aircraft beyond 2020.

Russia and the Ukraine have had multiyear discussions about launching production of the modernised An-124-200 at Aviastar, which assembled the final two An-124-100s (for civil use) in 2004. However, in the absence of a Russian Air Force order, these talks have been fruitless. Volga-Dnepr has been studying assembling modernised An124s with Western engines and avionics at Leipzig/Halle airport in Germany, where the An-124s of Nato’s Strategic Airlift Interim Solution operation are based.

The US Air Force is meanwhile proceeding with modernisation of its fleet of 381-tonne Lockheed Martin C-5s. By FY2017 this will consist of 52 C-5M Super Galaxies with GE Aviation F138 (CF6-80C2)

with two short wings located over the front doors, and two ducted fans on the rear sides, clearing the tail for a ramp.

According to illustrations AVX helicopter should carry up to 14 soldiers plus a crew of four. The capability to land both nose-up or nose-down allows to considerably reduce the risks of brown out when landing in sand or dusty areas, as nose down attitude downwash tends to thrust dust backwards.

Should the Army opt for a single configuration for both the utility and attack roles, AVX proposes to use the internal volume in the attack version for internal weapon carriage with a view to reducing drag, while the ramp would allow rapid reloading. The tail-less solution also reduces complex tail-folding systems for naval applications, blade folding becoming the only requirement. Should the AVX design succeed in the FLV bid the company will maintain the prime position and will put together a team of vendors that will provide the sub-assemblies while one of them will create the assembly facility (the company believes that this solution ss the most costeffective one). AVX is proposing a CCH solution also for the upgrade of existing helicopters, such as the OH-58D.

engines and only 29 C-5As. Some 46 C-5As are being retired, but will be kept in flyable storage until Congress decides their future.

One of the great success stories of military airlift has been the Boeing C-17 Globemaster III, of which the US Air Force received its 223rd and last on September 12, 2013. The production line is currently being kept open by international sales. Australia has so far ordered six, Canada four, India ten (with options on a further six), Kuwait one, Qatar four, the United Arab Emirates six and Britain eight. In addition, the twelve-nation Strategic Airlift Capability consortium of Nato and Partnership for Peace nations

The Sikorsky-Bell team unveiled the model of its SB>1 Defiant, which adopts the X-2 configuration, a technology that Sikorsky has proven in the last few years.

(Armada/P. Valpolini)

Last but not least, Karem Aircraft, proposes a tilt-rotor configuration, the company having developed concepts such as the Joint Heavy Lift and the regional Aerotrain aircraft, both based on tilt-rotor technology. Tilt Rotor 36 Technology Demonstrator, TR36TD in short, is the name of the Karem Aircraft proposal, where 36 is the rotor diameter in feet. The aircraft architecture resembles that of the other company projects, such as the Joint Heavy Lift, with the nacelles located at about two thirds of the wing. The nacelle,

operates three C-17s, of which one is supplied by the US Air Force. An unspecified customer has ordered two, bringing firm export orders to 43.

Boeing indicates that Algeria is interested in buying four to six C-17s. New Zealand has an agreement with Australia to obtain flight hours on RAAF C-17s in exchange for time on RNZAF C-130Hs and Boeing 757s.

In anticipation of repeat orders from Australia and India, and to facilitate new sales to Algeria, Saudi Arabia and Singapore, Boeing is to build 13 ‘white tail’ C-17s. The planned production total is now 279 units, with the line due to close in 2015.

rotor/propeller and outer wing section all rotate when shifting from vertical to horizontal flight. A small vertical tail ensures flight stability. The key element in the Karem proposal, however, is the Optimum-Speed TiltRotor (OSTR) concept, which was first used on the A160 Hummingbird unmanned helicopter that has now become a Boeing product. The initiator of that concept was Abe Karem, now CEO of Karem Aircraft, the system being based on a hingeless rigid rotor with variable rotational speed, which is trimmed according to the flight situation. In the OSTR blades are rigidly attached to the hub, which is itself attached rigidly to the mast, blades being controlled electronically and individually, thus there is no swashplate.

This reduces complexity as well as maintenance costs. Moreover the Karem design promises to offer higher speeds, with estimates quoting 360 knots. No further details have been provided, but the company holds numerous other patented technologies that might become part of the TR36TD. In case of success in the following FVL programme it is highly probable that for production Karem will maintain prime contractorship and outsource most of the manufacturing and assembly work.

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

The Sea to Land Link Joint expeditionary and multinational missions worldwide have developed a need for maritime forces that are versatile, flexible and mobile, capable of operating in conflicts, security enforcement and humanitarian relief operations, and able to sustain operations for extended periods. Translating these missions into equipment capability require both first-rank and less-sophisticated naval forces. Multipurpose amphibious ship are required to match available budgets, the multiple attributes of a multi-spot aviation capability, protected load/offload and accommodation for watercraft, extended C3 capabilities, organic medical/primary care facilities, and a large internal volume for personnel, vehicles and other materiel transportation.

Luca Peruzzi

T

he United States maintains the largest and most capable amphibious force in the world, and the recent strategic shift towards the Asia-Pacific and Middle East areas highlights the requirement for new LHA-type amphibious assault ship.

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I LANDING HELICOPTER DOCKS GAIN MOMENTUM

A key element of the Seapower 21 pillars of Sea Strike and Sea Basing, and a cornerstone of the Amphibious Readiness Group (ARG)/Expeditionary Strike Group (ESG), the “Big Deck Amphib” LHA/LHD/LHA(R) family represents the largest amphibious ships built for US Navy. Under the Tarawa-

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class LHA replacement program, in June 2007, the former Tarawa and Wasp-classes Ingalls Northrop Grumman Ship Systems shipbuilder, today Huntington Ingalls Industries (HII), was contracted for the construction and delivery of the new LHA first-of-class, which is an aviation-centric modified version of the Wasp-class Makin Island LHD, featuring the same propulsion

The future of fixed-wing air operations from US Navy’s amphibious vessels is represented by Lockheed Martin F-35B Lightning II STOVL (Short Take-Off Vertical Landing), here depicted on Wasp (LHD 1) ship during the second atsea aircraft development test event this summer. (US Navy)

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

Key differences between the new LHA 6 and the LHD class ships include the deletion of the well deck, an enlarged hangar deck with enhanced aviation maintenance facilities, cargo stowage and increased aviation fuel.

I accommodates both Bell/Boeing MV-22 Osprey tilt-rotor and the Lockheed Martin F-35B Lightning II aircraft, in addition to an electronically configurable C4ISR (Command, Control, Communication, Computer, Intelligence, Surveillance and Reconnaissance) suite. With a 44,971-tonne full load displacement, length and beam of respectively 257.3 and 32.3 metres, the LHA 6 America can carry the same 1,687-strong Marine Expeditionary Unit force already embarked on Tarawa and Wasp-class assault ships, supported by a more powerful fixedand rotary-wing group including six Boeing AV-8B Harrier II Plus or F-35Bs, 12 MV-22 Ospreys, four Sikorsky CH-53E/K Super Sea Stallions, four Bell AH-1W/Z Super Cobras and three UH-1N/Y Hueys in addition to two MH-60S Seahawk transport/SAR helicopters.

The LHA 6 America is today scheduled for delivery to the US Navy in the first quarter of 2014, followed by the LHA 7, a repeat design configuration of the first-ofclass with fact of life updates for equipment

obsolescence. Beginning with LHA 8, which is planned for procurement in Fiscal Year 2017, the Navy will reintegrate the well deck into the large deck amphibious assault ships to provide necessary surface lift capacity, together with a reduced island.

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

unavailability of a purpose-built platform, paved the way to the construction and commissioning of landing platform helicopter (LPH) Ocean in September 1998.

With a 21,500-tonne displacement, length and beam of respectively 203,4 and 35 metres and a diesel-based propulsion offering a max speed of 18 knots, the LPH Ocean has been built to commercial standards and is capable to transport and transfer ashore up to 830 Royal Marines, matèriel and cargo with four LCVP personnel and landing craft and up to 18 helicopters, including 12 AgustaWestland Sea King HC4 Commandos and 7 Lynx AH7s, but also Merlin AW101 and Boeing Chinooks in addition to British Army’s Apache AH.1 combat helicopters. She contributed to Operation Telic in 2003 during the Second Gulf War and more recently took part in Libyan operations with an embarked detachment of 4-5 Apache combat helicopters. Babcock recently completed a massive LPH upkeep and upgrade programme, including the new BAE Systems Artisan 3D 997 Medium Range Radar, four 30 mm MSI Defence Systems Automated Small Calibre Gun (ASCG) to replace existing 20 mm guns, the Defence Information Infrastructure (Future) (DII(F)) enabling information sharing and collaborative working across the Armed Forces and MoD and BAE Systems DNA(2) command system for weapons

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

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

The higher end of UK Royal Navy’s amphibious fleet is represented by Ocean landing platform helicopter (LPH), which has recently completed an extensive overhaul and upgrade program. (UK MoD/Crown Copyright)

management, in addition to platform systems enhancements or replacements.

Built by DCNS and STX France, with DCNS acting as combat system supplier and integrator, the Bâtiment de Projection et Commandement (BPC) platform represents the successful output of French Navy’s joint expeditionary capabilities plans. With a full load displacement of 21,500 tonnes, a length of 199 metres and a beam of 32 metres, together with an allelectric propulsion system based on two podded motors providing a maximum speed of 19 knots, the Mistral class/BPC can transport a battle group of 450 troops in addition to 60 armoured vehicles, including 13 Leclerc main battle tanks. The design also offer ample capacity for hospital facilities and extensive joint command operations modular facilities.

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The third-of-class Dixmude (the fourth has been cancelled) introduced enhancements based on the previous vessels in-service experiences, including better view from island modified bridge area and integration of DCNS Senit 9 combat management system (CMS) with Thales MRR3D-NG multirole radar, radio and atcoms suite, and SIC 21 command support system. A sensor suite upgrade for all French Navy’s amphibious fleet is introducing the Sagem Eoms-NG to provide both 360° surveillance and 360° weapon system control.

Self-protection is assured by two MBDA Simbad twin-Mistral missile launchers and two 20mm guns. Troops, matériel and vehicles can be delivered ashore by up to 16 embarked rotary-wing platforms, including NHIndustries NH90 TTH/NFH and Eurocopter AS532AL/EC725 Cougar medium tactical transport, being supported

by EC665 Tigre HAP/HAD combat helicopters, in addition to four CTM (Chaland de Transport de Matériel) landing craft type or two L-CAT/EDA-R (Engin de Débarquement Amphibie-Rapide) highspeed landing craft.

The first of two BPC-type vessels (LHD Landing Helicopter Dock), christened Vladivostock and on order from DCNS for the Russian Federation was floated out of its building dock at STX France’s Saint-Nazaire shipyard on 15 October 2013. The programme has proceeded as planned since the contract came into force in late 2011, with the vessels on schedule for delivery in late 2014 and late 2015 respectively, providing a huge enhancement to Russian Navy’s

The French Navy has in service three platforms belonging to the Bâtiment de Projection ed Commandement (BPC) Mistral class, which can carry a battle group of 450 troops plus main battle tanks, vehicles and support. (French Navy)

Computer-generated image of the Russian version of the Mistral, the first-of-class Vladivostock. She was launched on 15 October and is to be delivered in October 2014. Together with her twin, the Vladivostock BPC will be assigned to the Russian Pacific Fleet. (DCNS)

capabilities in power projection sector. No official Russian confirmation was however provided about the following two ships construction. STX France is building the vessel platforms as a subcontractor to DCNS, while OSK is contributing to the construction of both vessels as a subcontractor to STX. These platforms will differ from French Navystandard built BPC for specific requirements, including higher hangar for the Kamov Ka52K Alligator attack and Ka-29 armed transport helicopters, the well dock door complete closing, and onboard systems adapted to Russian standards and cold temperatures, in addition to a modified island and slightly reinforced hull.

According to the latest reports, an exportable version of DCNS Senit combat management system is to be installed, together with a communications suite alleged to include both Russian and French equipment, based on Thales Aquilon fully integrated system. The vessels are to be armed with two AK630 30mm gatling guns and two SA-N-10/Gibkha 3M-47 quad-launchers selfdefence weapon systems. The Russian Federation Navy also ordered four LCMs, represented by French New Generation CTM, which will be built by STX France under DCNS design and delivered with the ships.

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

in February 2013, the Buque de Proyección Estratégica (BPE) or strategic projection ship Juan Carlos I will be the Spanish Navy’s prime aviation carrier platform. Built by Navantia with a view to leading a multinational task group with a brigade-size lift of amphibious forces and commissioned in service in September 2010, the Juan Carlos I is a multirole vessel that can accomplish amphibious, disaster relief and aircraft carrier operations, thanks to a 12° ski-jump and aviation facilities for Boeing AV-8B Harrier II Plus. With a 27,050-tonne displacement and length and beam of respectively 230.8 and 32 metres, together with a combined diesel-electric and gas turbine propulsion system with two podtype propellers offering a max speed of 21 knots, the Juan Carlos I can transport an amphibious force of 910 troops, to 12 main battle tanks, 65 wheeled an 27 amphibious armoured vehicles. 18 to 25 helicopters may include a mix of NH90 TTH/NFHs, Sea King SH-3Ds, AB-212s, CH-47 Chinooks and soon EC665 Tigre HAD combat helicopters, in addition to four Navantiabuild LCM1E type landing craft or one aircushioned landing craft.

Built under the Amphibious Deployment and Sustainment JP2048 phase 4A/B programme assigned in 2007 by Australia to With the retirement of Principe de Asturias on February 2013, the Buque de Proyeccion Estrategica (BPE) Juan Carlos I provides an aviation carrier platform in addition to amphibious capabilities (Spanish Navy)

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The first-of-class Canberra LHD, based on Spanish Navantia BPE project, is planned to enter in service with Royal Australian Navy in the first quarter of 2014 while the second-of-class will follow in the quarter of 2015. (BAE Systems Australia)

The new amphibious and logistic support vessel (BDSL) being built for the Algerian Navy by Fincantieri as part of Orizzonte Sistemi Navali (OSN) joint-venture with Selex ES, is an evolution of the Italian Navy’s LPDs and will be launched in December 2013.

(Armada/Luca Peruzzi)

BAE Systems Australia Defence-led industrial team including Navantia and combat system suppliers, the contract covers the delivery of two 27,800-tonne Canberraclass LHDs based on the Spanish BPE project, in addition to combat direction system integration centre, simulated training and integrated support. These LHDs differ from the Juan Carlos I mainly in their equipment suite that includes a derivative of the Saab 9VL Mk3E combat management system, a Sagem Vampir-NG EO/IR, a Saab Giraffe AMB multifunction radar, an L-3 Communications integrated communication systems, a Sperry and Kevin Hughes integrated navigation and a helicopter control radar suite, a self-defence package based on ITT Exelis ES-3701 ESM, BAE Systems Australia Nulka missile decoys plus Rafael Typhoon 25 mm remote weapon systems. In addition to an air component

which can include Eurocopter Tiger Armed Reconnaissance Helicopters (ARH), NH90 TTHs, Sikorsky Blackhawks/Seahawks and Boeing CH-47 Chinooks, the contingent of around 1,050 troops, 110 vehicles and matériel can be delivered with the same Navantia-built LCM1E type landing craft acquired in 12 examples under a separate contract and capable of 13,5 knots with main battle tank payload. The Canberra class LHDs will be delivered respectively in February 2014 and August 2015, providing a quantum leap in amphibious and disaster relief operations in the Asia-Pacific region compared to current Australian Defence Forces dedicated capabilities.

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

The new amphibious and logistic support vessel being built for Algerian Navy by Fincantieri, presents an advanced combat system provided by Selex ES with multifunction active phased-array antenna-equipped radar and MBDA Aster 15 surface-to-air missile system. (Armada/Luca Peruzzi)

With a 27,800 tonne displacement, the Canberra-class can carry around 1,050 troops with main battle tanks, vehicle and materiel, in addition to a large aviation detachment including both transport and combat helicopters. (Saab)

RMK Marine in Turkey has developed its own through-deck multipurpose design to bid for the national programme related to the procurement of a large 25,000-tone amphibious vessel and landing craft.

(Armada/Luca Peruzzi)

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China Shipbuilding & Offshore International company (CSOC) is offering on the international market a 211-metre design called 20000T Landing Platform Dock with a full-hull length flight deck and hangar for helicopters and a well-deck for amphibious operations. (Armada/Luca Peruzzi)

between Fincantieri and Selex ES) is to be launched in December 2013 according to plans. With a slightly longer (142,9 m) and beamier (21.5 m) hull, an increased 8,800 tonne displacement and a diesel-based twin-shaft propulsion system providing a 20 knots max speed, it boasts two helicopters spots and an below-deck aviation hangar.

The combat system includes a Selex ES CMS and an MFRA (multifunction function radar active) radar with an MBDA verticallaunch Aster surface-to-air missile, Selex ES/GEM Elettronica integrated bridge and navigation, Elettronica ESM with Oto Melara decoy launchers, 76/62 mm Super Rapid and 25 mm guns. The BDSL can accommodate around 440 troops and transport three personnel-carrying LCVPs and three vehicle-transporting LCMs, the later in the stern dock.

Based on the internationally marketed Multifunctional ship LHD-based design, Fincantieri received from Italian Navy a feasibility study contract for a 20,000-tonne LHD project with a length and beam of respectively around 190 and 33 metres, a still-to be selected propulsion system offering a 20-knot max speed and the capacity to transport up to 750 troops with ample of space for wheeled, armoured vehicles and cargo. Featuring a Finmeccanica-provided, but reduced combat management and weapon package, the stern dock is to accommodate up to four LCMs or two LCACs, while the aviation hangar will have space for six AW101 helicopters which can operate from six a spot-configured flight deck. Funding could

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

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

through-deck multipurpose design, and presented it at the IDEF 2011 exhibition.

With a 25,000-tonne displacement, a length and beam of respectively 216 and 34 metres, a flight deck with four landing spots for heavy helicopters and a well dock capable to accommodate two LCACs or four LCM, the LHD is powered by four diesels generating a maximum speed of 22 knots. The RKM design can accommodates 1,068 personnel including the landing force, and can carry 90+ vehicles including 13 main battle tanks, around 80 armoured/transport vehicles, six Seahawks or four AW101s in the hangar plus smaller ones on the vehicle deck. The Turkish Havelsan combat system includes a self-defence gun suite.

I ASIA PACIFIC

With the recent economical strategic shift towards Asia-Pacific region, the power projection and disaster relief capability requirements of the higher rank navies of the area were significantly boosted.

Singapore Technologies Marine (ST Marine) is offering a 14,500-tonne version of its Endurance family of amphibious vessel, which features a continuous flight deck with hangar for helicopters, and a well as a landing craft deck. (Armada/Luca Peruzzi)

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The recent years sovereignty incidents with neighbouring countries have pushed the Japanese Government to enhance its amphibious capabilities, today represented by the three Osumi-class amphibious transport dock operating LCACs. (US Navy)

Unveiled at Defense & Security 2012 exhibition in Bangkok in model form, the China Shipbuilding & Offshore International Co (CSOC), ship is known as the 20000T Landing Patrol Dock. The 20,000-22,000tonne, 211-metre long and 32,6-metre wide LHD is powered by four diesels, has a 7,000 nm range at 16 knots plus a 30-day endurance. Besides a well-deck, a flight deck with four helicopter spots and a hangar for four helicopters, the new LHD features a Chinese-based combat system with two FL3000N missile launchers and two 40 mm guns. It could accommodate up to 1,068 personnel, including 700 troops, over 50 armoured vehicles and eight helicopters. It is aimed at the export market exclusively, as during a Chinese TV interview in November 2012, a People’s Liberation Army Aviation Navy admiral indicated that a national design would be much larger, similar in size to American LHDs, approaching 40,000 tonnes.

Drawing heavily on Singapore Navy’s experience with its four 141-meter long Endurance-class tank landing ships (LST), which was also built for Thai Navy, Singapore Technologies Marine (ST Marine) unveiled the Endurance 160 design variant of the family in late 2010. With a 14,500-tonne displacement and 163.7-metre length, a continuous flight deck with five landing spots

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

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In the 1998-2003 period, Japan commissioned three Osumi-class LPDs, which were built by Mitsui and Universal shipbuilders. The 14,000-ton ships resemble Italy’s San Giorgio-class but with a larger flight deck and a stern dock. Officially intended as helicopter platforms, they can each carry 330 troops, 10 main battle tanks

Currently operating only one 19,000-tonne class LPH, the South Korean government is planning to fill the gap until a light aircraft carrier is tentatively set for service in 2036, with a second Dokdo-class LPH reported to be capable to operate STOVL aircraft (US Navy)

or 1,400-tons of cargo. Built by IHI Marine United and commissioned into service on 18 March 2009, the 19,0000-tonne and 179 metre Hyūga (DDH-181) has participated to exercise Dawn Blitz in San Diego, California on last June, carrying Japan Ground Self-Defence Forces troops, combat and transport helicopters. On the same occasion, the Hyūga became the first Japanese ship to have an American MV-22 Osprey land aboard, emphasising the Japanese MoD’s intention to protect the national border islands.

South Korea commissioned Dokdo LPH in July 2007. Built by Hanjin Heavy Industries under a contract awarded in October 2002, the today-single 19,000-ton LPH can lift 720 troops and 10 tanks, operate two LCAC from a stern dock and has a 10 UH-60 helicopters-capable hangar.

Last October, South Korean Parliament representative unveils the national interest in deploying two light aircraft carrier by 2036, looking to different intermediate solutions to fill the gap, including equipping the second-of-class Dokdo LPH with a sky jump to operate short-take off and vertical landing (STOVL) aircraft to be deployed after 2019.

Through-deck LHD-type designs of different size and displacement attracted the interest of other nations including Malaysia, Philippines and South Africa, although their requirements may also be met by Navantia’s Athlas 13,000-26,000-tonne family or ThyssenKrupp Marine Systems’ 15,000 to 20,000-tonne Multirole Helicopter Dock equipped with a through-flight deck and stern dock. The MHD150 (15,000 tonne) can lift 750 troops, vehicles and cargo, landing crafts or LCAC and an eleven-NH90 detachment.

The Netherlands’ Damen Schelde shipbuilder successful Enforcer LPD family has been adopted by three nations, including UK, Spain and Netherlands. (The Netherlands MoD)

I LPD, LST AND JOINT SUPPORT SHIPS

The San Antonio-class amphibious transport dock - LPDs represent a quantum leap over previous amphibious ship projects, as it functionally replaces four different type of classes’ platforms for a total of over 41 ships.

The 208-meter long and 25,300-tonne displacement LPD-17s feature a well deck for LCACs, LCU and Amphibious Assault Vehicles, and a stern flight deck to launch and recover as well as hangar facilities to accommodate two CH-53E Super Sea Stallions. Built by Huntington Ingalls Industries (HII) Avondale facility, LPD-17s accommodate 360 crew and 699 personnel landing force with their tanks, vehicles and materiel. The diesel-based propulsion system

yields over 22 knots of speed. The combat management system is based on the Raytheon Ship Self-Defence System (SSDS) Mk2, with fully integrated data network system and sensors suite including Exelis AN/APS-48E long range air, Northrop Grumman AN/SPQ-9B horizon search and AN/SPS-73 navigation radars together with Raytheon AN/SLQ-32B(V)2 ESM/ECMbased EW suite. The armament includes two Mk46 30mm guns, two Raytheon Rolling Airframe Missile launchers and ten 12.7 mm machine guns. Plagued by several technical problems which have been progressively corrected but not yet completely tested and verified, the LPD-17 class has seen the commissioning of nine vessels, while two

ThyssenKrupp Marine Systems is offering its Multirole Helicopter Dock (MDH) vessel family for customers interested in improving amphibious capabilities. (TKMS)

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Indonesian Navy is one of the amphibious platform customer which has elected to put into service a ship built nationally but developed by a foreign company. Here depicted one of the Makassar class landing transport dock. (US Navy)

more are under construction. To fill the gap in amphibious shipbuilding programmes, HII is already proposing a scaled-down LPD, known as LPD Flight II for LX(R) to replace Landing Dock Ship class (LSD41/49), with the same big hull but dispenses with many of the 17’s more expensive features and larger superstructure. Currently the Navy is conducting an analysis of alternatives for the new class.

In Europe, the Dutch Damen Schelde shipbuilder has produced three generations of the highly successful Enforcer series for Royal Netherlands Navy, followed by four Royal Navy’s Bay class landing ship docks built in Britain by BAE Systems, and Spain’s two Galicia class LPDs. Damen Schelde’s latest iteration is the Joint Logistic Support Ship (JSS) for the Royal Netherlands Navy .

The ship’s final outfitting and armament installation is underway and entry into service scheduled for 2015. With a 27,800tonne displacement the 204.7 metre Karl Doorman, as it has been christened, will have replenishment-at-sea facilities and stowage, a well deck for accommodating cargo transfer

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via landing craft, a helicopter deck for two Chinooks operating simultaneously and a hangar for up to six NH90 and AH-64Dsized helicopters, together with hospital and C4I facilities. Able to accommodate up to 300 personnel including a 159 crew members, the ship combat system includes a Thales Nederland Integrated Mast with SeaMaster 400 Smile air surveillance and SeaWatcher 100 SeaStar surface detection radars, and Gatekeeper electro-optical surveillance system. Armament will include two Goalkeeper CIWS, Oto Melara’s two 30 mm Marlin and four Hitrole NT 12.7 mm remotely controlled guns.

In the Asia-Pacific area, countries such as China and Indonesia have developed or bought new LPDs, while others such as India have acquired second-hand vessels and are planning to develop an amphibious ships fleet.

Built by Shanghai-based HudongZhonghua shipyard, the Chinese Yuzhaoclass Type 071 LPDs started being delivered in late-2007. Currently three are in service while at least a fourth under construction.

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Like the US Navy’s San Antonios, they boast a stern well-deck capable to accommodate four Type 726 Yuyi class LCACs and a stern flight deck with two spots for French Super Frelon-derived Z-8 medium transport helicopters, four of which can be accommodated in the hangar facilities. The 28,000-tonne and 210-metre long platforms feature a 47,200 hp diesel-based propulsion plant, providing a 22 knots max speed and 6,000 nm (11 knots) endurance. These vessels are reported to have a 120 crew complement and accommodation for 500to-800 landing force personnel as well as space for materiel, equipment and 15-20 amphibious armoured vehicles. Ship selfprotection capabilities include one AK-176 76 mm gun and four AK-630 30 mm CIWS. Type 071 LPDs may operate as task force flagship, or conduct humanitarian missions. It is being marketed abroad, as recently seen in Malaysia.

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

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

The same family’s project was selected in 2012 by the Peruvian Navy for the Buque Multipropósito programme. The first was laid down in Sima Callao shipyard on July 2013, while a second unit is planned.

I SEA BASING & SHIP-TO-SHORE CONNECTORS

As part of the US Navy and Marine Corps plan to allow a greater level of sea-based operations, reducing pressure on the services’ Amphibious Ready Groups and Marine Expeditionary Units, the US Navy awarded a contract to General DynamicsNassco in August 2010 for three Mobile Landing Platform (MLP), which are becoming the centrepiece of the Sea Basing concept, in concert with the Joint High Speed Vessel (JHSV) fast intra-theatre transportation.

The first-of-class Montford Point (MLP 1) and its current sister vessel under construction, are designed as open ocean staging platforms, providing the core capabilities to transfer personnel, vehicles and equipment from Military Sealift Command’s (MSC) cargo ships to US Navy’s current and future air-cushion landing craft and new JHSVs, and deliver them ashore.

Derived from the commercial Alaska-class

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

vehicle and equipment staging area of 25,000 square feet and 380,000 gallons of JP5 fuel storage, side-port ramp, large mooring fenders and up to three landing craft air-cushioned vessel lanes to support its core requirements. Potential future platform upgrades as well as additional capabilities can be incorporated, to conduct a range of operations including humanitarian assistance/disaster response (HA/DR), theatre security operations and combat operations. Following delivery at MSC in May 2013, equipment is installed in order to conduct a Navy and Marine Corps Operational Test and Evaluation in 2014 and become operational in fiscal year 2015.

Two more are under construction or being outfitted, the third-of-class being planned to be the next-generation Afloat Forward Staging Base (AFSB) to replace the USS Ponce in US Central Command. Unlike the MLPs, the AFSB will likely feature a full deck and be used as a sea base for mine countermeasures helicopters and special operations forces.

Conceived to procure high-speed vessels for fast intra-theatre transportation of troops, military vehicles, and equipment for both US Army and US Navy, the Spearhead class Joint High Speed Vessel (JHSV), is a commercialdesign, non-combatant transport vessel currently in production by Austal USA in Mobile, Alabama, under a November 2008 contract award. The JHSV program

The first-of-class Mobile Landing Platform (MLP) was delivered to Military Sealift Command last May introducing an ocean staging platform for across-ship transfer of material and vehicles. (US Navy)

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Illustration of the MLP platform, which is becoming a central element of US Navy’s sea basing concept. (US Navy)

originally was structured to deliver fiveeach to the Army and Military Sealift Command (MSC), but it was restructured in 2011 with the latter to operate all 10 ships. In addition to intra-theatre transportation, the JHSV is considered for a wide range of missions, from mine countermeasures to traffic interdiction, from special operations to humanitarian aids.

Propelled by four Wärtsila waterjets driven by four 12,800 shp MTU 20V8000 M71L diesel engines, the 103-metre long aluminium catamaran JHSV can move 600 short tonnes (including personnel, vehicles, materiel and helicopter) over 1,200 nautical miles at a speed of 35 knots (unloaded max

speed is over 40 knots). With a crew of 22 civilian sailors, of which four are on watch when underway, the JHSV has a 20,000 square foot cargo bay able to accommodate any US inventory military vehicle, including Abrams. Designed and equipped for short hauls, the passenger space has airline style seating for 312 embarked forces and fixed berthing for 104. The JHSV includes a flight deck for day/night helicopter operations (excluding CH-47 Chinooks and MV-22 Ospreys) and an 105-tonne capacity offload ramp for vehicles to quickly drive off the ship. Thanks to its under four-meter draft, the ship can operate in shallow ports and waterways. Delivered in December

2012, the first-of-class Spearhead JHSV has successfully completed operational testing.

The second was delivered on June 2013, while the remaining eight will be handedover at six-months intervals to the tune of a $1.6 billion contract.

The other key-end elements to successfully sustain expeditionary forces are the ship-to-shore connectors. In 2009, the French Direction Générale de l’Armement informed Cnim of its intention to acquire four EDA-R (Engin de Débarquement Amphibie – Rapide, or Amphibious Landing Craft— Fast) based onthe L-CAT (Landing Catamaran) concept. Built by French Socarenam shipyard they entered service between November 2011 and November 2012.

Patented by CNIM and developed using its own funds, the L-CAT is a catamaran that lowers its central deck to directly load or unload on any beach in the absence of port facilities. With a length of 30 metres and a width of 12, the EDA-R has aluminium alloy hulls with a 126 square metre mobile central platform with an 80-tonne payload capacity.

Once the platform is raised, the propulsion system composed by four MTU 12V 2000 M93 diesel engine driving four MJP 650 waterjets can come into full song to provide a maximum speed of 25-30 knots empty, or 18 knots with the 80-tonne payload (though an endurance of 400 nm is given at 12

The Joint High Speed Vessel is being delivered in ten ships which are being operated by Military Sea Lift Command. New missions are envisaged for the new platform other than transportation. (US Navy)

French Navy’s EDA-R landing catamaran has been successful operating from Wasp LHD platforms during Bold Alligator 2012 exercise. The initial eight class was limited to four due to reduced funding. (US Navy)

knots). Crewed by four to eight men, the EDA-R is employed by Mistral class BPCs and Sirocco class TCDs and, during Bold Alligator 2012 , has even operated from the LPD-17 San Antonio well deck.

The US Navy is involved in a service life extension program (SLEP) of its fleet of Landing Craft Air Cushion (LCAC) in order to extend the operations until the Ship-toShore Connector (SSC) deliveries start in 2020. Currently there are 81 LCACs in US Navy’s inventory, of which 72 are planned to go through the SLEP programme to stretch their lives by 10 years. The SSC is an evolutionary replacement of the LCAC. Under a contract awarded in June 2012, the industrial team lead by Textron Marine & Land Systems, which includes Alcoa and L-3 Communications, is detailing design and construction of an SSC test and training craft, which is to be delivered in February 2017. The contract has also options for eight production craft. Strongly resembling the LCAC (it retains the same basic configuration), the SSC is now designated LCAC 100. It includes enhancements driven

Cnim’s EDA-R landing catamaran offers higher payload capacities and transfer speeds at lower costs compared to classic air-cushioned landing craft. (Cnim)

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

by design service life extended to 30 years (without SLEP), an increased payload capacity thanks to two new more powerful Rolls-Royce MT7 turbines (instead of four engines). The SSC will be able to carry ashore, in Sea State 3 and at more than 40 knots, a 74-tonne load (equal to an M1A2) from a distance of 25 nm. Comparatively, the LCAC was developed for a 60-tonne (M60 tank) load or 75 tonnes in overload conditions. However US Navy is to launch a programme for a new class of conventional landing craft mechanized (LCM) to replace the ageing in-service family.

The other country with experience in aircushion landing craft is China. A natural development of the smaller Type 722 series, the first Nato code-named Yuyi class Type 726 was launched in December 2009 and entered service soon after. Designed by Aviation Industry Corporation of China and constructed by Jiangnan Shipyard, the Type 726 craft is similar in size to the American LCAC, but has inferior payload and range performances due to its less capable and bigger engines. It nonetheless has a 60-tonne payload capacity, enough for a Type 99 tank.

With its 150-160 tonnes of displacement and 30 meters of length it can reach over 60 knots depending on cargo payloads. Four Type 726s are usually carried in a Type 071 amphibious transport dock well deck.

China is also the latest customer of the Ukrainian Zubr (Project 1232.2) aircushion landing craft. Built by Feodosia shipbuilding company, the first of four vehicles was handed-over to the Chinese navy on April 2013 under a reported $315

26

Singapore Technologies Marine is proposing its new Brave family of landing craft. Industries around the world are working on improved version of conventional landing craft.

(Armada/Luca Peruzzi)

million value contract. Adapted to Chinese navy’s needs, and while the second in under construction, the second pair will be built in China with Ukrainian support. With an overall displacement of 550 tonnes, a length and beam of respectively 57.3 and 25.6 metres, the Zubr’s propulsion is based on two air-cushion lift gas-turbines engines yielding 7,360 kW and three similar engines driving three large air propellers to provide a maximum speed of 60 knots. With a crew of

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27 and able to transport three main battle tanks for a total 150 tonnes, the Zubr can alternatively carry 500 soldiers. In addition to navigation radars and communication equipment, the armament includes two 30 mm AK-360 type guns and two 140 mm MS-227 non-guided rocket launchers.

British and Canadian hovercraft industries are more than active, with Griffon Hoverwork having built, for example the first prototype of the Partial Air Cushion Supported Catamaran (Pacscat) for the Royal Navy in 2010. Designed QinetiQ it is intended for the fast deployment of heavy payloads onto a beach from an amphibious assault ship that has limited space for a landing craft.

French Army VBLs in Mali during Opération Serval; the French Army considerably increased the armoured component of its contingent compared to previous interventions. (RTD/P. Robert)

What on Earth is Next?

This may appear awfully weird when you think of it, but in spite of the fact that humans are born on earth rather than in the sea or in the air, land remains the most complex environment as far their mobility is concerned. This is even truer with military mobility, where the capacity to move from one point to another is influenced not only by terrain but also by enemy presence. Mines and roadside bombs in Iraq and Afghanistan disrupted mobility to a great extent, giving birth to a new category of vehicles called Mine Resistant Ambush Protected or Mraps, that ensured their crews ballistic as well as anti-mine and anti-IED protection, with the latter having to be increased as the enemy honed its skills in that deadly art.

Paolo Valpolini

W

ith the withdrawal from Iraq completed and that from Afghanistan well underway what will come next? Will next operations take place in an Iraqi-like desert or in an Afghan-like mountainous terrain?

The most recent military operation has been “Opération Serval”, carried out by French forces in Mali in January 2013. Past operations in that continent were carried out with unprotected vehicles, mostly highmobility trucks used both as personnel

carriers and weapon platforms. “Serval” has been a wholly different story, as a good part of the French contingent was equipped with armoured assets, ranging from the VBCI infantry combat vehicle to VAB armoured personnel carriers, VBL light armoured vehicles and Xerax armoured-cabin trucks, while logistics still heavily relied on unprotected vehicles.

Although most areas in Africa offer a choice of routes - mostly off-road – that make the chance of encountering a buried bomb less likely compared to some Afghan valleys with no alternative routes, now even moving in Africa with light equipment has

become a dangerous challenge. This being said, according to French sources priorities in Mali came in this order: intelligence, firepower and protection.

In terms of mobility, the capacity of African bridges (floating bridges being a common occurrence), and the dimensions of roads inside villages put serious limits to the weight and size of usable vehicles.

Establishing weight limits is an odd question, but it is clear that this as well as vehicles width can have an impact on military operations as they have a direct impact on deployability: air strategic transport remains limited, but even more critical is the

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A VAB Mk III equipped with a BAE Systems TRT turret; Renault Trucks Défense proposes this version to those armies that need an effective and affordable APC/IFV. (RTD)

availability of adequate infrastructures as point of entry: it is useless to have a fleet of high-performance air transport aircraft if the local tarmac is unable to host and process a decent number of aircraft at the same time.

And the bigger the vehicles, the higher the number of rotations to deploy them if no sea port of entry is available.

Reducing the logistic footprint thus remains a priority, especially for entry parties. Another challenging area is the Far East where many areas are dominated by soft grounds for which light tracked vehicles remain the best option in terms of mobility. As for new missions in the Middle East area – read Syria – high threat and urban terrain should be the dominant scenario.

To what extent the forces involved in Iraq and Afghanistan in recent years might be involved in multinational missions in one of those other areas is a matter of politics. What is sure though, is that if governments call on the military to manage some contingencies in those areas, these will need to have maximum flexibility. While the American military involvement in Africa is increasing, it is for the time being mostly restricted to military assistance missions. European

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Not all the Mraps used in Iraq and Afghanistan are compatible with other terrains due to their weight and dimensions. (US Army)

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

nations adopt very much the same stance, though the only active non-African country in that part of Africa is France. Other major nations involved on the African continent are also avoiding direct military actions. On the other hand African nations expressed their intent to autonomously deal with the continent local contingencies, although in various occasions the military forces involved failed to provide sufficient reliability.

The major military force in Africa definitely is South Africa, which finally filed an order for 264 Badger 8x8 wheeled infantry combat vehicles in various configurations. These are gradually going to replace the Ratel 6x6 currently in service as well as other vehicles such as the Casspir and the Mamba. Based on the Patria AMV and equipped in its majority with the Denel 30 mm turret, it adopts the LMT Flat Floor Technology to increase anti-mine protection, thus interrupting the “V” shape series of vehicles that served for many years in the South African Army. With a gross weight of 27 tonnes, it sharply contrasts with the Ratel’s 19.

I HELPING OUT TO BETTER CONTROL

The other African nation that is acquiring new armoured vehicles – armoured personnel carriers in its case – is Algeria, which turned to Germany to acquire 52 Fuchs, with the intention of getting many more. At 19 tonnes and a width of three metres, this 6x6 should provide a sound means of mobility on the North African soil.

An Oshkosh M-ATV in Afghanistan; this vehicle is born from lessons learned and features reduced size and weight compared to earlier behemoths, as well as independent suspensions. (Oshkosh)

When smaller vehicles are needed the Algerian forces will be equipped with Nimr vehicles, developed and produced in the United Arab Emirates by a company carrying that same name and which is part of the Tawazun group. With a width of only 2.2 metres and a gross weight of around 10 tonnes in the armoured 4x4 configuration, the type is likely to spread smoothly across the North African map from a production and maintenance facility located in Khenchela, 400 km south- east of Alger.

In fact one of the first customers of the Nimr light vehicle was Libya. Over 150 vehicles are believed to have been delivered, mostly in the armoured configuration with upgraded protection at Level 3. The last 49 units were delivered in early 2013, donated by the UAE to the new Libyan government. Italy, for its part, donated 20 Puma 4x4. The Lybian Army is also equipped with the BRDM 4x4 light wheeled vehicle, inherited from the Cold

Very advanced and thus made to beat obsolescence, Nexter’s brandnew and nevertheless cost-trimmed Titus combines over-proven obstaclegobbler chassis from Tatra with stateof-the-art a la carte armoured body and muscle from Cummins. See Armada International 4/2013 for full details. (Armada/Eric H. Biass)

War, and more of that type as well as upgrades for those still in service seems to have been contracted with Yugoimport of Serbia.

Kenya too started to update is armoured assets, acquiring eight BRDM-3s. Although the acronym indicates a reconnaissance vehicle, it is not to be confused with the BRDM and BRDM-2 which are 4x4 light vehicles. This is a true 8x8 pretty similar to the BTR-80A that carries a crew of three plus six dismounts, for a GVW of some 15

tonnes. The Kenyan Army also got hold of over 60 M26-15 Mrap-type vehicles produced by South African OTT Technologies, which saw action against AlShabab Somali fighters.

I AFRICAN PRODUCTION

African vehicles production is mostly concentrated in South Africa. BAE Systems is definitely the dominating producer, with its RG Family. The company provided some

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

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RG-32 to the nations that employ them in their United Nations military missions in the continent, the RG-32 being not surprisingly one of the smaller and lower weight members of the family with a mere 2.2 metres width and less than 10-tonne gross weight.

Numerous legacy Casspirs and Mambas are in service with many African armies, BAE Systems having developed the 15-tonne RG Protector straight from that design to offer it in both 4x4 and 6x6 guises.

The Protector series by Mobile Armoured Vehicles is one of the many families that can provide protected mobility in various scenarios. (MAV)

BAE Systems is ready to produce its RG31, here in the Mk5E configuration, with the protection level required by customers. (BAE Systems)

For the African market BAE systems is proposing the RG-31, the Mk5 iteration of which stands at 18.6 tonnes, and the RG-32, which also comes in scaled-down versions with lower levels of protection to cope with maximum weights imposed by the continent’s lines of communication.

Talking of Casspir, Mechem Vehicles of South Africa, a subsidiary of Denel, is now producing the Casspir 2000. Its catalogue also contains the Casspir MkII and the MkIV. In 2013 Denel Mechem announced a contract for ten Casspir 2000s for the Benin Army while other 15 were being produced for the United Nations.

Another South African company involved in armoured vehicles production is ICP, whose Reva III, IV and V 4x4 ranging from nine to and 13 tonnes, are serving not only in South Africa but also in Somalia, Equitorial Guinea and South Sudan. Paramount is also a major player, its Mbombe 6x6 APC providing all-round situational awareness while its 4x4 Marauder and Matador are typical Mrap-type vehicles grossing at 18 tonnes.

Chad made a European choice, acquiring 22 Acmat Bastion Patsas from Renault Trucks Defense in France, all of which were delivered in 2013. Non-armoured Acmats are a

common sight in Africa. Another good Renault customer in North Africa is Morocco, whose Army runs 6x6 VABs that might soon be in need of upgrades or replacement.

These are only a few examples of the vehicles currently being used in one of the continents that feature numerous potential

hot spots. Although not many African countries might be able to acquire large numbers of vehicles, providing low-cost or zero-cost defence equipment always remains a way to influence an area. Surplus Mraps generated by the withdrawal from Afghanistan might therefore become an issue

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

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Chad Army equipped some units with Renault Trucks Defence Bastion Patsas, a semi-protected vehicle mostly used by special forces (RTD/ P. Robert)

on some markets, although not all are apt to be used in some areas.

It has recently been alleged that the US Army might retain some 6,000 Mraps in service, evenly subdivided between M-ATVs and MaxxPros, although specialist equipment such as route-clearance Mraps might well remain also in service. How many such Mraps will be repatriated remains to be seen. According to some sources the US should not leave the most advanced (read better protected) versions to the Afghan security forces. This is quite understandable in the likely event that some of might end up in the hands of the insurgents, they might be used as real targets to refine their roadside bomb performance, with dire consequences as this would mean spreading the knowledge throughout the terrorist community. The same sources also talk about repatriating even those vehicles that are beyond redemption to deny any useful information to the opponent. It is however clear that Mraps surplus will have an impact on the armoured vehicles market in the coming years, particularly in areas not too concerned with roadworthiness standards.

In the Middle East a number of armoured vehicles players are gaining momentum.

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Besides the afore-mentioned Nimr, the Streit Group, with production plants in the United Arab Emirates, Canada, the United States, Russia, India and Pakistan, is developing new vehicles ranging from the Varan 6x6 APC/IFV (prototype now running), to the modular Scorpion and the Typhoon family

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(available in 4x4 and 6x6 versions and with independent suspensions).

Another company with a production facility in the Emirates, Canada and the US is the Armored Group whose Batts (Ballistic Armored Tactical Transport) have been sold to Angola, Algeria, Chad, Ethiopia, Nigeria, Uganda, but

The United States acquired over 20,000 Mraps of various types and the US Army is planning to keep only 6,000 of them. How many of the remainder will end up on the market is an open question. (US Army)

The Typhoon is the 12.5-tonnes Mrap-type 4x4 proposed by the Streit Group, a rising company in the armoured vehicles world. (Armada/E.H. Biass)

also to other countries such as Saudi Arabia and Oman in the Middle East, and Ecuador and Mexico in Central America.

I SOUTH AMERICA AND FAR EAST

South America and the Far East represent also huge markets as many armies are updating their equipment. In Latin America the biggest contract by large is that filed by the Brazilian Army with Iveco do Brasil for 2,044 VBTP-MR Guarani 6x6 APCs. Besides providing protected mobility and firepower for the Army this vehicle is also considered optimal for Brazilian engagements in UN missions: in late October the Brazilian Army ended the first operational trials in urban terrain, and it comes as no surprise that it will deploy it in Haiti in view of the elections scheduled for early 2014.

While not many local producers are still active in the military armoured vehicles business, and defence budgets seem to maintain a constant trend, many international producers are eyeing this region of the world to compensate reductions in acquisitions in the national and Western markets. The same applies to other areas, such as the Far East, where India is by far the main market, China being still

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

Compendium Air, Sea and Land Mobility 2013

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ON THE COVER: Although deliveries have recently started, some nations (particularly France) are bitterly regretting the immediate unavailability of the Atlas in the field, a delay that was largely caused by initial political and budgetary skirmishes about the programme. Lesson learned for once? Probably not.

Air, Sea and Land Mobility Supplement to Issue 6/2013 Volume 37, Issue No. 6, December 2013/January 2014 INTERNATIONAL

Over 1,500 Komatsu Light Armoured Vehicles are service in the Japanese Self Defence Forces; Japan might review its non-export policy, becoming a new actor in the protected mobility market.

(Armada/P. Valpolini)

banned from the list of potential customers for all Western companies.

The Far East sees however a number of competitive companies. Some are capable of full autonomous developments, while others are in a sufficiently advanced learning phase to give them access to co-development programmes with confirmed manufacturers.

It is the case of Malaysia where Deftech is now producing its AV-8 8x8 APC/IFV based on the Turkish FNSS PARS 8x8. Singapore’s

The Kaplan is a light tracked vehicle unveiled

by FNSS in 2013. It has a low ground pressure that provides it good mobility in soft terrains, such as those that can be encountered in South-East Asia. (Armada/P. Valpolini)

STK ofr its part developed the Terrex 8x8 on its own and South Korean companies such as Doosan DST and Hyundai Rotem have been proposing for years their wheeled APCs in 6x6 and 8x8 configurations to their national army.

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

Japan has always strictly respected a selfimposed ban on weapons export. However this might change soon as Tokyo voices a need to play a more active role in peacekeeping operations, which would obviously lead to a partial lift of the ban adopted at the end of World War II. America is now focusing efforts on the Pacific region, where the nature of terrain can vary more dramatically than those so far experienced. Soft grounds cover wide areas, and command light tracked vehicles. In this respect one of the latest developments originates from FNSS with the Kaplan, which in terms of specific ground pressure approaches the Alvis CVR(T). The Kaplan might be one of the winning vehicles in those areas. How much the armies will deploy for next contingencies with the right vehicles remains to be seen.

I INDEX TO ADVERTISERS ARMADA WEBSITE AR MODULAR

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is published bi-monthly by Media Transasia Ltd. Copyright 2012 by Media Transasia Ltd. Publishing Office: Media Transasia Ltd, 1205, Hollywood Centre 233, Hollywood Road, Sheung Wan, Hong Kong.

Tel: (852) 2815 9111, Fax: (852) 2815 1933 Editor-in-Chief: Eric H. Biass Regular Contributors: Roy Braybrook, Paolo Valpolini, Thomas Withington Chairman: J.S. Uberoi President: Xavier Collaco Sr. Manager International Marketing: Vishal Mehta Manager International Marketing: Yusuf Azim Manager Marketing: Jakhongir Djalmetov Deputy Manager Marketing: Tarun Malviya Sales & Marketing Coordinator: Atul Bali Creative Director: Bipin Kumar Deputy Art Director: Sachin Jain Asstt. Art Directors : Mukesh Kumar, Ajay Kumar Visualiser: Sujit Singh Production Manager: Kanda Thanakornwongskul Group Circulation Manager: Porames Chinwongs Chief Financial Officer: Gaurav Kumar Advertising Sales Offices

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