2013 I ISSUE 1
( THINK SPECIAL OPERATIONS )
Armed with cutting edge defense helicopter technology.
All weather capable, unrivalled in harshest environment, combat proven.
Ready for special operations from most remote areas or warships.
EC725 - Deploy the best.
Thinking without limits
COVER PHOTO NED DAWSON
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AIRMAN RECEIVES DISTINGUISHED FLYING CROSS WITH VALOR
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COVER FEATURE
KEPT IN AFTER SCHOOL
AUSTRALIAN NAVY’S 723 SQN. DEFLATES THE
TRAINING BUBBLE
With newly qualified pilots, Aviation Warfare Officers and
Sensor Operators/Aircrewman waiting to join operational
squadrons, the Royal Australian Navy’s 723 Squadron
fills in the gap with a special program designed to
maintain and enhance young aircrew skills.
PROGHS FINISH FINAL FLIGHT
CH-46E Sea Knight helicopters with Marine Medium
Tiltrotor Squadron 262 made their final flight from
Marine Corps Air Station Futenma Sept. 30 to await
final disposition at Camp Kinser.
NZ DEFENCE FORCE WRAPS UP PHASE ONE OF MINE RE-ENTRY
HINDS STILL IN DEMAND
ALEXANDER MLADENOV reports on
the current developments around the
Mi-24/35 derivatives and the latest customers
of the type.
PHOTO FEATURE: PHILLIPPINES
CHINOOK MISSION IN AFGHANISTAN COMPLETE
MARINES PERFECT REFUELLING DURING FLIGHTS
PARARESCUE TEAM RECEIVES PRESTIGIOUS HONOR
VMX V22 2ND MSOB TEST OSPREY SOFTWARE UPDATE
ISSUE 1 I 2 013
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THE TEAM
EDITOR
Mark Ogden
DEPUTY EDITOR
Alan Norris
SUB EDITOR
Leigh Neil
EUROPEAN EDITOR
Alexander Mladenov
PROOFREADER
Barbara McIntosh
GRAPHIC DESIGN
Dot Design
Kia Kaha Media Group
PO Box 37 978, Parnell,
Auckland 1001, New Zealand
T +64 9 281 2020
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EMAIL
info@heliopsmag.com
NEWS DESK
news@heliopsmag.com
COVER PHOTO BY
NED DAWSON
www.heliopsforum.com
www.heliopsmag.com
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The Problem With
Military Programs
H
eliOps has for many years set the standard in photography
and stories about the civilian helicopter industry from across
the world. After a lot of consideration and discussion with
our many readers, we have decided to launch, this our first
edition of, HeliOps Frontline. Frontline is dedicated to the
pilots, engineers and mechanics, operators, designers, and
manufacturers of military helicopters. In keeping with the HeliOps ethos,
Frontline will also be bringing stories from around the world.
The military has taken the helicopter and through many years of research
and development, turned it into an effective and essential fighting machine.
No military can afford to not have the mobility and agility that the helicopter
provides. It has been the military or the military requirement that has pushed
helicopter technology that has also flowed into the civilian sector. It was the
military that developed the concept of helicopter search and rescue, medical
evacuation and many other techniques and equipment now found as standard
in the civilian industry.
In this first issue, we bring stories from almost opposite ends of the world,
from Russia to Australia and to the Philippines. In our cover story, we tell you
a story about the Bell 429 fulfilling a role probably not envisioned at first by
the people at Bell. The Royal Australian Navy has been using the Bell 429 as
the stepping stone for young pilots into the large and much more expensive
S-70B-2 and MRH-90. This is a good news story that exemplifies a military/
civilian commercial relationship that is achieving all that its designers set out
to do. The Royal Australian Navy is about to introduce the Sikorsky SH-60R
Seahawk into service to replace its 25+ year-old cousin the S-70B-2, and
the Bell 429 is helping ensure the young crews have all the basic experience,
knowledge and properly developed decision making capabilities they need
that can be quickly developed so that they may effectively operate the
complex and powerful ‘Romeo’.
From Russia, another powerful and iconic helicopter, the Hind, is being
given another life by the people at Rostervertol. Built from day one over 40
years ago to be a battlefield fighting helicopter, the Hind has been a continuing
work in progress – a testament to the Russian designers and builders who
are renown for putting together some tough machines that can work almost
anywhere in almost any condition.
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FROM THE EDITOR
Then there is the photo essay of the US forces helping in the recovery and
cleanup from Typhoon Haiyan’s assault on the Philippines. It is the military that
has the know-how and logistical ability to quickly move into disaster areas and use
machinery that can lift, recover, and rescue.
Military aviation is a fascinating story and the helicopter chapters, though
relatively new have quickly grown to occupy much of that story.
HeliOps Frontline intends bringing to our reader those chapters as they develop.
Enjoy the read and we would love to have your feedback.
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INDUSTRY NEWS
AW109 POWERS FOR PHILIPPINE
AIR FORCE
VMR-1 RECOGNIZED FOR OPERATIONAL
EXCELLENCE
The Marines of Marine Transport Squadron 1 has earned
the 2012 Chief of Naval Operations Safety Award, in addition
to Search and Rescue Excellence awards including the
2012 Aviation Rescue Swimmer of the Year and the 2012
Aviation Rescue Crew of the Year. The Roadrunners’ mission
is to provide search and rescue support to Marine Corps
Air Station Cherry Point flight crews and short to medium
range rapid response for distressed residents in the local
community. VMR-1 pilots and crew fly the HH-46E Sea
Knight, known as Pedro, to conduct local search and rescue.
The Philippine Air Force has signed a contract
for eight AW109 Powers to be used to perform
a range of duties including homeland security,
armed reconnaissance and close support.
Deliveries will start in 2014. The contract also
includes initial logistics support and training for
aircrew and maintenance personnel.
BRUNEI ACCEPTS FOUR SIKORSKY S-70IS
ROCKWELL COLLINS HF-9000
RADIO SYSTEM FOR KOREAN
MARINE HELICOPTER
The Rockwell Collins HF-9000 high-frequency
radio system has been selected by Korea
Aerospace Industries for the Republic of Korea
Marine Helicopter program. The system will be
used for voice communication, primarily during
Navy amphibious missions. The HF-9000 highfrequency radio system is designed for both
fixed- and rotary-wing aircraft and the system
can store 50 manually tuned frequencies and
can learn and store tuning data for 99 preset
channels. The initial contract is comprised of
two hardware ship sets, on-site training, and
documentation.
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The Brunei Ministry of Defence has accepted two Sikorsky
S-70i BLACK HAWKs into the Royal Brunei Air Force. Two
more Sikorsky S-70is are currently undergoing the process
of acceptance at the Royal Brunei Air Force. The Brunei
Ministry of Defence ordered 12 S-70i, all of which are set
to arrive by the end of 2014. The contract includes ground
support equipment, spares and technical training. The
Ministry of Defence has an option to order an additional 10
aircraft as part of the same contract.
INDUSTRY NEWS
SUPPORT AWARD FOR U.S. ARMY’S APACHE HELICOPTER
LONGBOW LLC, a joint venture between Lockheed Martin and Northrop Grumman has received a $92.8 million
contract from the U. S. Army to provide Life Cycle Contractor Support (LCCS) for LONGBOW programs on the AH-64D
and AH-64E helicopters. The LCCS contract provides integrated logistics support for LONGBOW Fire Control Radar
systems equipping AH-64D and AH-64E Apache helicopters.
ITALIAN NAVY RECEIVES FIRST
NH90 NFH
The Italian Navy has taken delivery of its first
NH90 NFH in Full Operational Capability (or Step
B) configuration. The helicopter will be assigned
to the 5th Helicopter Squadron of the Italian Navy
based at the Sarzana-Luni base. The Italian Navy
has ordered 56 NH90s, 46 of which in the NFH
variant, part of its modernization plan in order to
bring its capabilities to the latest technological
standards.
COLOMBIA TAKES DELIVERY OF FIRST
S-70I HELICOPTERS
Sikorsky Aircraft has delivered two S-70i™ BLACK HAWK
helicopters incorporating a Helicopter Terrain Awareness
and Warning System (HTAWS) as standard equipment to
the Colombian Army. Colombia is the first country to field
S-70i helicopters equipped with HTAWS, which Sikorsky
has customized for the unique requirements of the combat
assault and utility missions.
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INDUSTRY NEWS
LIFEPORT AWARDED CONTRACT TO EQUIP U.S. NAVY CH-53 HELICOPTERS
LifePort, Inc. has received a contract to equip U.S. Navy Sikorsky CH-53E helicopters with its Critical Systems Armor
(CSA) to reduce aircraft systems damage from hostile small arms fire and other threats during combat operations. 40
CSA kits are currently under production with deliveries beginning in the fourth quarter of this year.
ADDITIONAL MQ-8C FIRE SCOUT
TO THE U.S. NAVY
Northrop Grumman Corporation has
delivered the second MQ-8C Fire Scout
unmanned helicopter to the U.S. Navy after
completing final assembly at the company’s
unmanned systems center in Moss Point,
Miss. The aircraft is joining the first one
delivered to Naval Base Ventura County,
Point Mugu, Calif., to conduct flight testing
before using the system for operational
missions in 2014. The MQ-8C Fire Scout
is the Navy’s newest unmanned helicopter
that can fly twice as long and carry three
times more intelligence, surveillance and
reconnaissance payloads than the existing
variant. Including the two test aircraft, 14
new Fire Scouts are currently under contract
to be built. The Navy’s current plan is to
purchase 30 MQ-8C Fire Scouts.
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INDUSTRY NEWS
ROYAL NETHERLANDS AIR FORCE
BEGINS TRAINING ON UPGRADED
CHINOOK SIMULATOR
ELBIT SYSTEMS TO SUPPLY ADVANCED
HELMET MOUNT
Following a major upgrade to one of the Chinook
dynamic mission simulators located at CAE’s
Medium Support Helicopter Aircrew Training Facility
the Royal Netherlands Air Force (RNLAF) is now
training its Chinook aircrews to both the CH-47D
and CH-47F standards. The upgrade was carried out
over the past two years to support RNLAF Chinook
training. The RNLAF have recently fielded six newbuild CH-47F Chinook helicopters to reinforce its
existing fleet of 11 CH-47D Chinooks.
Elbit Systems has been awarded a follow-on contract
to supply advanced Helmet Mounted Display (HMD)
systems for the Republic of Korea Army’s SURION
helicopter. Elbit Systems will supply the HMD systems
to Korea Aerospace Industries Ltd. (KAI), the original
manufacture of the SURION helicopter. This contract
award follows an initial contract that was signed with
KAI in 2009 as part of the Korean Helicopter Program.
FIRST MH-60 SEAHAWK HELICOPTERS
FOR ROYAL AUSTRALIAN NAVY
The Royal Australian Navy has formally accepted
the first two MH-60R Seahawk helicopters from the
U.S. Navy. The Commonwealth of Australia chose the
MH-60R Seahawk through foreign military sales (FMS)
to replace the Royal Australian Navy’s 16 existing
S-70B-2 Seahawk helicopters. The entire fleet will be
delivered incrementally by the end of 2016.
SIKORSKY TESTS MAIN
ROTOR BLADES FOR CH-53K
HELICOPTER
Sikorsky Aircraft has completed
the initial tests of main rotor blades
for the CH-53K helicopter, designed
specifically for the US Marine Corps,
the rotor blades feature 35ft span
length, chord width of 3ft and have
12% extra surface area compared to
the CH-53E blade. The rotor blades
will assist the US Marine Corps criteria
to handle the aircraft’s maximum
gross weight of 88,000lbs. The 10ft
long CH-53K tail rotor blades have
15% more surface area than the same
blades on the CH-53E helicopter.
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INDUSTRY NEWS
ROLLS-ROYCE AWARDED SERVICES CONTRACT FOR US MARINE CORPS AND AIR FORCE
V-22 AIRCRAFT
Rolls-Royce has been awarded a $57.1 million contract to support AE 1107C engines for V-22 aircraft operated by the
US Marine Corps and Air Force. The award, the final option year of a five-year MissionCare contract, includes repair
and support services, with work carried out at Rolls-Royce facilities in Indianapolis, Indiana, and Oakland, California,
as well as fleet support at customer bases. Rolls-Royce has developed engine modifications to deliver 17 percent
additional power to the AE 1107. These enhancements are being implemented under the MissionCare support contract
and have increased “hot and high” performance while significantly increasing time on wing.
SWISS AIR FORCE HELICOPTER SIMULATOR
RECEIVES NEW CERTIFICATION
The EC635 helicopter Full Flight Mission Simulator
in service with the Swiss Air Force has achieved JAR
FSTD-H Level D certification issued by Switzerland’s
Federal Office of Civil Aviation. The simulator is located
at Emmen Air Base, Switzerland. The Thales simulator is
used to train EC635 helicopter aircrews and the simulator
meets the Swiss Air Force’s specific pilot instruction and
training requirements to improve operational effectiveness,
raise levels of crew and operator safety and reduce
environmental impacts.
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INDUSTRY NEWS
END OF BRITISH MILITARY FLYING IN GERMANY
The last 1 Regiment Army Air Corps Lynx helicopter has left
Gütersloh in Germany, marking the end of British military flying in
the country. The last flight brought an end to a long association with
Germany stretching back to 1975 when the regiment first formed up in
Lower Saxony. During their time at Gütersloh elements of the regiment
have deployed on operations 17 different times, with the regiment
rebasing in the UK next year, where they will convert to the new
Wildcat helicopter.
OSPREY LANDS ON JMSDF SHIP FOR FIRST TIME
An MV-22B Osprey landed on a Japan Maritime Self-Defense Force ship for the first time in the Asia-Pacific region.
Marines with III Marine Expeditionary Force conducted the MV-22 Osprey landing with the Japan Self-Defense Force
aboard the Ise, a JMSDF ship, to improve interoperability, enhance bilateral training and illustrate the capability of the
Osprey to speedily transport cargo and passengers to and from ships from both nations.
CV-22 OSPREY ARRIVES AT NATIONAL
MUSEUM OF THE U.S. AIR FORCE
SAAB SKELDAR UAS DEPLOYED BY THE
SPANISH NAVY
One of the U.S. Air Force’s more unique aircraft has
landed at the National Museum of the U.S. Air Force.
This aircraft (serial number 99-0021) is the Air Force’s
oldest CV-22. It was originally built as a preproduction
aircraft for the U.S. Navy. In 2005, it was modified into
a CV-22B and designated an Additional Test Asset
(ATA). At Edwards Air Force Base, Calif., it flew more
than 200 developmental test missions. Transferred
to the U.S. Air Force in 2007, it was assigned to the
413th Flight Test Squadron at Hurlburt Field, Fla.,
where it completed over 400 additional test missions.
Defence and security company Saab’s Unmanned
Aerial System (UAS) Skeldar is now operationally
deployed on-board the offshore patrol vessel BAM
Meteoro. Skedlar is supporting the Spanish Navy with
surveillance capabilities while taking part in the EU
Atalanta operation in the Gulf of Aden. Earlier this year
Saab announced a contract to deploy the Skeldar
Unmanned Aerial System (UAS) for maritime operations.
Skeldar is now operationally deployed on-board the
Spanish Navy’s offshore patrol vessel BAM Meteoro.
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14 HELIOPS FRONTLINE
AUSTRALIAN NAVY’S
723 SQN. DEFLATES THE
TRAINING BUBBLE
With newly qualified pilots,
Aviation Warfare Officers and
Sensor Operators/Aircrewman
waiting to join operational
squadrons, the Royal Australian
Navy’s 723 Squadron fills in
the gap with a special program
designed to maintain and enhance
young aircrew skills.
ARTICLE BY LEIGH NEIL
PHOTOGRAPHY BY NED DAWSON
HELIOPS FRONTLINE 15
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BELLS AND SQUIRRELS
HMAS Albatross is the Royal
Australian Navy’s (RAN) only air
station and is home to three naval
air squadrons. 723 Sqn is where
the navy’s helicopter conversion
training is conducted. The squadron
operates thirteen AS350BA Squirrels
for rotary conversion training and
three Bell 429s for the Retention
and Motivation Initiative (RMI). LCDR
Steven (Steve) Hancock, the Bell
429 Flight Commander, came to 723
Sqn after three years as the Fleet Air
Arm’s Chief Aviation Warfare Officer
(AvWO) Examiner at the Fleet Air Arm
Headquarters, HMAS ALBATROSS.
In this position he was responsible
for the regular instructional
standards checks of all the RAN
AvWO instructors. He outlined the
background to the navy’s current
Retention and Motivation Initiative
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(RMI-2), which utilizes the 429s and for
which he was involved in the stand-up
(implementation) of the capability.
HOW IT CAME TO BE
In 2006 Raytheon was contracted
to provide three light twin-engine
helicopters (A109s) for the original
RMI. RMI provided 1,500 flight hours
a year to improve and maintain
the skills of junior aircrew who had
completed rotary conversion training
on the Squirrel but were awaiting
an operational squadron slot. The
aim of RMI was to ensure their basic
aviation skills and competencies
were sustained whilst awaiting
Operational Flying Training (OFT). The
subsequent (current) four-year RMI-2
contract provides three new Bell 429
helicopters to continue the important
task. LCDR Hancock explained that
the replacement of the A109 with the
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The Bells are operated
as military aircraft and
are not on the civilian
register. Yet because
the 429s have an
entirely civilian
specification, and
are not deployed to
sea, a team of civilian
engineering staff from
Raytheon maintain
the aircraft under
CASA requirements,
although with military
oversight.
more modern Bell 429 also provided
an upgrade in the capacity of the RMI
program to provide better integrated
systems capabilities over that which
was available in the A109. Both the
Squirrel and B429 will be eventually
replaced by the future Helicopter
Aircrew Training System program
(HATS). HATS will introduce a newgeneration ab-initio and advanced-type
lead-in trainer.
The RMI-2 Bells arrived in April 2012
and were upgraded when the waiver
to FAR27 was approved at the end of
2012. The waiver permitted operations
at an internal gross weight of 7,500lbs
that provided an increase (500lbs) in
both endurance and lift capability.
The weight increase was an important
upgrade because there were a number
of mission profiles the aircraft struggled
to fulfil such as four people on board,
floats (140lb) and winch (180lb) for
a 1.5hr instructional sortie. When
questioned about his thoughts when
the 429 was proposed, LCDR Hancock
admitted to some trepidation. “Old dog
and new tricks,” he quipped. “I didn’t
know anything about it really, it was
such a new aircraft. I’d flown mainly
older, large aircraft, Sea Kings, and the
prospect of operating in a brand new
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smaller type with a glass cockpit; well,
that was a bit daunting. When the first
five of us got to the United States for
our type conversion, though, we were
pretty impressed with the beast right
from the get-go.”
THE BEAST
The Bells are operated as military
aircraft and are not on the civilian
register. Yet because the 429s have
an entirely civilian specification, and
are not deployed to sea, a team of
civilian engineering staff from Raytheon
maintain the aircraft under CASA
requirements, although with military
oversight. 723’s RMI Training Officer
LCDR Gavin Johnston acknowledges
the reduced overhead inherent in
having the machines maintained by the
civilian contractors and reports there
have been no problems at all with the
serviceability state of the 429s.
Ex-Royal Navy, LCDR Johnston
has operational experience on Sea
Kings and instructing at the UK
Defense Helicopter Flying School
(DFHS) in Shawbury. When he married
an Australian girl (herself a highly
competent helicopter pilot, instructor
and Naval officer!), he resigned from
the RN and moved to Australia, flying
HELIOPS FRONTLINE 23
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HELIOPS FRONTLINE 25
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723 Sqn. Squirrels before joining the
RMI-2 program. He already had 1300
hours on type before commencing
training at 723. He then moved onto the
RMI 429 as Training Officer. As Training
Officer, he has oversight of the whole
RMI-2 instruction program, including
the conversion courses for the more
senior pilots, as well as managing the
RMI’s currency training requirements.
Regarding the 429’s suitability
for the role, he commented, “As a
helicopter, the 429 is a pretty good
platform. For point to point flying,
navigation and instrument training,
teaching systems management
and tasks like that it is an excellent
machine. In the utility role in which we
employ it, it does suffer from being a
compromise in some areas though.
For winching and heavy load lifting
there are limitations imposed by the
relatively small size and weight of the
machine, including center of gravity
considerations and the like.”
“Operationally it wouldn’t be as
26 HELIOPS FRONTLINE
much of an issue, but in training we
have the extra weight of an instructor
sitting with the student in the doorway,
plus up to two people on the end of
the winch cable in what is essentially
a small helicopter.” “Arguably,
however, Bell never optimized the
429 for those tasks or with the
military customer in mind. Weight
saving in that size of helicopter is
a far more important consideration
than building in robustness for full-on
military demands.” “Despite those
compromises though, we’re achieving
what we need to achieve with it; it
just requires some management.” He
points out that with his background on
Sea Kings and Squirrels, he had not
flown any new-generation types other
than the 429. “I do really enjoy flying
it. The cockpit layout and ergonomics
are fantastic. The assistance it gives
the pilot and the extra capacity it gives
the crew are undeniably a generation
ahead of what I’m used to.”
When asked what, if any, changes
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he would like to see implemented in
the program, there was very little that
he felt necessary except an adoption
of early NVG experience. He believes
it would be a practical and useful
addition. As he told HeliOps, “That
would be a good thing to get going as
early as possible, as it’s one of those
skills which all pilots will need and use,
and only time spent doing it will gain
the required competence level. NVG
training would be nice to have, but the
syllabus we have is already giving an
excellent result, with the operational
squadrons, our customers, getting well
trained and competent pilots, aviation
warfare officers and sensor operators,
which is our product.”
LCDR Hancock concurred
with Johnston, commenting “Yes,
there would be a benefit but also a
substantial instructional load. Could
we do it with our current resources?
Probably not.”
Class sizes at 723 are small and at
the time HeliOps visited there were only
two student pilots on the conversion
course, each getting a flight almost
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every day. As a result, qualified pilots
undergoing the RMI were each getting
around 50 hours per month, two
to three times the navy’s minimum
currency requirements of 20hrs per
month. The 429s glass cockpit has also
provided a vastly superior platform for
AvWO training. LCDR Hancock notes
that the Squirrels have absolutely
nothing on the left hand side. “Glovebox open or glove-box closed; those
are your choices!” The 429, however,
provides an environment in which the
AvWOs can effectively learn modern
systems management, radar and Crew
Resource Management (CRM), all
skills necessary in the frontline tactical
aircraft to which they will eventually
be assigned. In fact, once the Navy’s
largely analogue-display 70-Bravos
have been retired, the fleet of
60-Romeos and MRHs will be entirely
glass cockpit. Interestingly, the Navy’s
S-70B-2 Seahawks, now over 25 years
old, were among the first all-digital
tactical naval helicopter utilising a MilSTD-1553 data bus system.
POST GRADUATES
Johnston compares the RMI to a
post-graduate course, a course added
to the initial training provided by the
squadron. After training on Squirrels
and conversion to the 429, the RMI
provides students with exposure to
a variety of mission tasks, including
fulfilling navy logistical requirements
and carrying out training to enhance
their own skill-set. Although flights
assigned to RMI students have seen
them tasked to locations around
Australia, including flights as far afield
as Townsville, Cairns, Melbourne
and Adelaide, day-to-day operations
are generally conducted within the
23-mile radius covered by Albatross’s
controlled airspace. Obviously, being
naval, those tasks include major overwater content with such missions
as tactical operations overwater,
personnel transfers to and from
vessels, or winching people from the
water being commonplace.
LCDR Johnston, while satisfied that
the program is already providing great
results, is also quick to stress that
feedback from all sources will enable
continuous evolution and improvement
to the RMI. He is convinced that not
just students, but also instructors
and the operational squadrons have
their part to play in providing that
constructive feedback. An additional
benefit of the RMI is that it provides a
pool of qualified crews and available
aircraft to give an additional logistical
capability to the Navy when needed.
This is particularly evident when an IFR
capability is required. The squadron’s
Squirrels are very limited when it
comes to IFR but the 429s are certified
fully single-pilot IFR although the
RAN’s crewing policy means they do
not operate single-pilot and the person
in the other cockpit seat may be an
AvWO.
With only a small number of staff,
723’s handful of instructors are from
diverse backgrounds and are highly
experienced. Mark Lynch, the other
429 pilot-instructor, was, surprisingly,
a submariner (engineer) before seeing
the light and changing to aviation. He
gained his operational experience on
posting with the United States Coast
Guard. Chris Mitchell is the most
experienced AvWI (AvW instructor), with
a traditional Australian naval aviation
background that included Seahawk
operational experience in the Middle
East, while chief air-crewman instructor
Phil Crick is another ‘import’ with Royal
Navy commando Sea-King and SAR
experience.
When asked if he thought an
increase in size or hours for the RMI
was likely, LCDR Hancock advised that
“there are options for us to buy more
hours and aircraft if we need them.”
That need is yet to be determined,
HELIOPS FRONTLINE 31
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noting that the overall duration and level
of the program is commensurate with
the size of the number of personnel
awaiting operational conversion,
capacity levels within the overall 723
Squadron training system and the
ramp-up of the MH-60R and MRH90
capabilities.
In LCDR Hancock’s opinion, one
of the greatest benefits of RMI-2 is
that it gives experience that builds the
skills, confidence, responsibility and
leadership of the participants. Those
enhancements are somewhat intangible
and not necessarily reflected in
logbook entries, but are of the utmost
benefit to an operational squadron. A
case of developing what has been done
in the hours flown rather than just how
many hours flown. As he pointed out,
“Where else in the navy does a group
of three 24yr old trainees get to go
off on a mission or task, taking a $4½
million dollar machine that is entirely
their responsibility?”
STUDENTS’ PERSPECTIVE
If that is the administration’s view of
RMI-2, how does it compare with the
experience of the participants? HeliOps
spoke with LEUT’s Mick Cairncross
& Alexander (Sash) Zorin to gain their
perspective on the program. LEUT
Cairncross described the program as
an excellent response to and way of
managing the training pipeline ‘bubble’
that resulted from the cancellation
of the Seasprite program. He then
re-iterated the benefits to an AvWO of
having a more sophisticated, systemsequipped machine in which to learn
and practice some tactical procedures.
As he explained, “For example, the
429 has a standard weather radar
but we’ve found we can still use it to
‘paint’ the ships, so we can carry out
32 HELIOPS FRONTLINE
tactical exercises using that radar to
track seaborne targets.” He then made
the point that he felt the program’s
greatest focus was on developing and
reinforcing the navy’s predominant
crewing model one pilot and an AvWO
at all times.
With tactical frontline aircraft having
three or four crew on board, the RMI
flying in the 429s introduced the
practical aspects of the all-important
captaincy development, leadership and
CRM in the multi-crew environment.
Cairncross was among the first to
be selected for RMI-2 and has been
on the 429 ever since, completing
the conversion course and then
continuing with line flying and SCT
(Staff Continuation Training). Zorin
commenced his RMI stint shortly after
Cairncross, in October last year and
appreciates the opportunities that the
RMI flying gives him to fly substantial
distances, gaining experience outside
the local area.
Typical of most helicopter aviators,
Zorin chose the rotary route to stay
with ‘hands and feet’ flying, finding
the prospect of what he described as
‘cruising at the flight-levels and drinking
coffee’ less than inviting. Endorsing
Zorin’s comments, Cairncross added
that the opportunity for international
postings was a big draw-card for him
to naval rotary aviation. When it comes
to the 429’s specific benefits, Zorin is
enthusiastic about the glass cockpit
and twin-engine experience that would
otherwise be unavailable prior to
operational training. Cairncross gave
an anecdotal example of a colleague
who had been posted to MRH90s
telling him that he regretted not having
the opportunity to develop twinengine experience prior to operational
training. He felt it would have made the
HELIOPS FRONTLINE 33
33
Class sizes at 723
are small and at the
time HeliOps visited
there were only two
student pilots on the
conversion course,
each getting a flight
almost every day. As a
result, qualified pilots
undergoing the RMI
were each getting
around 50 hours per
month, two to three
times the navy’s
minimum currency
requirements of 20hrs
per month.
transition much simpler. “Having the
winch on the right hand (pilot’s) side
is really good for us too,” stated Zorin.
“It means as a pilot we have a greater
appreciation of where it’s going to be,
not having to calculate or guess to the
same extent.”
Cairncross added that the much
faster variable-speed 600lb winch and
longer cable were big improvements
he’d noticed over the Squirrel. That
did, however, lead to him describing an
issue that he sees as one of the weaker
areas of the 429. “The center of gravity
has the opportunity to go outside
the envelope when double-winching,
mainly due to the need to have the
winch cable well outboard to clear the
skid, particularly with floats on,” he
explained. “It’s not too bad with one
person on the cable, but with two it’s a
situation we definitely need to manage.”
He said they can manage it by having
an extra person seated on the left hand
side and running lower fuel levels, “but
it’s something we’ve always got to
consider and balance with the winching
capability of this aircraft.”
34 HELIOPS FRONTLINE
THUMBS UP
The two lieutenants’ general view of
the 429 as a training platform for what
they are doing is extremely positive.
Cairncross described it as ‘fantastic’
and praised its handling characteristics,
while Zorin echoed his opinion, saying
“Utility, navigation, tactical; it does well
in all areas.”
It is interesting, and perhaps
unusual, that both management/
instruction personnel and the program
participants are in such complete
agreement. They see the benefits of
both the program and the aircraft in the
same light, which tends to indicate that
RMI-2 is admirably fulfilling its intended
role and functions in an effective
manner. It seems that 723 Squadron
has an extremely sound training model
and extension program to take it
through to the eventual arrival of the
HATS program and aircraft. There is
also the significant cost benefit to the
Navy in using a civilian aircraft to grow
experience rather than using expensive
and valuable time in a Seahawk or
MRH-90. v
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36 HELIOPS FRONTLINE
Airman receives
Distinguished Flying
Cross with Valor
BY NATELA CUTTER
A
Defense Language Institute Foreign Language Center student was
recognised with the Distinguished Flying Cross for his heroic actions
in Afghanistan in December 2012.
Capt. Charles C. Napier is credited for saving the lives of three criticallywounded Soldiers in an Afghan village west of Kandahar by skillfully
maneuvering his rescue helicopter and placing it between enemy and friendly
forces thereby blocking close-range, intense small-arms fire.
“It was an honor to award Captain Napier the Distinguished Flying Cross
with Valor during our Air Force Wingman Day,” said Col. Ginger Wallace, the
commander of the Air Force 517th Training Group and assistant commandant of
DLIFLC, referring to the afternoon long event that promotes peer support, team
building and resiliency.
“It was very fitting to begin the event by recognizing an Airman who
demonstrated tremendous courage to protect his aircraft and successfully
rescue coalition Soldiers while facing enemy fire,” she explained, to the
applause of hundreds of Airmen.
Aside from the Distinguished Flying Cross with valor, Napier received the Air
Force Combat Action Medal, and his 16th Air Medal.
Napier graciously accepted his awards, but insisted he was only doing
his job.
“This was a total surprise. I would not have expected this (recognition) in my
wildest dreams. I am really humbled,” Napier said, adding that “the success of
the mission is a result of team work. I couldn’t have done it without my crew
members.”
In an interview, Napier divulged some of the details about the complexity
of the mission and the real danger that faced the two HH-60G Pave Hawk Air
Force rescue helicopters and two Army OH-58 Kiowa scout helicopters that
came under a rocket-propelled grenade attack.
“We were able to identify the enemy position after the RPGs were fired
at the lead HH-60 aircraft,” Napier explained. “We made several weapons
patterns and the final one was used to mark the enemy with our rounds in order
for the Kiowas to identify the enemy position.”
A lull in fighting ensued after the Kiowas aggressively engaged the enemy
with machine guns and rockets, allowing the first aircraft to land and offload
three pararescuemen.
“My aircraft went first and we took some fire while on the ground. As I
lifted, my gunner fired back. Next, (another rescue helicopter) landed and we
protected them with suppressive fire while they were loading,” he explained.
Napier’s repeatedly skillful maneuvering of his aircraft into firing position
just 60 feet away from the enemy, shielding friendly forces from enemy fire,
essentially saved the lives of the men on the ground that day.
“Once the (pararescuemen) packaged up the wounded and all were on
board, we returned to base,” he said.
“It was just like any other day,” he said. “That is what we are trained to do.
We help people who are in harm’s way
Napier is currently attending an intensive French course at DLIFLC, which
is the Department of Defense’s premier foreign language provider. After
graduation he expects to be stationed in the French region of Bordeaux
as an exchange pilot to fly search and rescue helicopters with his French
HELIOPS FRONTLINE 37
37
counterparts. v
38 HELIOPS FRONTLINE
BY LANCE CPL. NATALIE M. ROSTRAN
HELIOPS FRONTLINE 39
39
C
H-46E Sea Knight helicopters
with Marine Medium Tiltrotor
Squadron 262 made their
final flight from Marine Corps Air
Station Futenma Sept. 30 to await final
disposition at Camp Kinser.
The CH-46Es, affectionately
nicknamed “Phrogs,” were retired to
make way for the MV-22B Osprey as
part of a one-for-one replacement.
The Phrog has been a part of the
Marine Corps’ aviation arsenal since
the Vietnam War. “What you’re seeing
here today is the last (U.S. Marine
Corps) CH-46E flight in Okinawa and
in the Pacific,” said Brig. Gen. Steven
R. Rudder, commanding general of
the 1st Marine Aircraft Wing, III Marine
Expeditionary Force. “The historic flight
marks the finalization of the transition
to the MV-22B for VMM-262.”
The VMM-262 “Flying Tigers” have
employed the CH-46E throughout
much of the world, including in
support of Operation Iraqi Freedom,
Operation Unified Assistance and
Operation Tomodachi in response to
the Great East Japan Earthquake and
subsequent tsunami of March 2011.
40 HELIOPS FRONTLINE
“The CH-46E has been all over our
area of operations,” said Capt. Luke
A. Williamson, a CH-46E pilot with
VMM-262, Marine Aircraft Group 36,
1st MAW. “It is a very capable aircraft,
very maneuverable. It can get into small
landing zones and tight spaces, and
it has the ability to do a quick sideflare to stop on a dime – it was a great
machine.”
This end of an era for Marine Corps
aviation was a nostalgic event for the
Marines who operated and maintained
the CH-46Es. “As we come to the
close, Marines from all over Okinawa
are coming to say their last goodbyes,”
said Lance Cpl. Ranieri A. Rotelli, a
CH-46E aircrew chief with VMM-262.
“The former CH-46E guys have been
coming out to get one last touch on it
before it’s laid to rest.”
From the pilots to the aircrew, the
Marines were feeling sentimental.
“It is a privilege to fly the last of
the Phrogs and a great honor,” said
Williamson. “The CH-46E has a long,
proud history, and I’m grateful to be
a part of that history and that legacy,
especially here on Okinawa. I love the
HELIOPS FRONTLINE 41
41
Phrog, and I hate to leave it behind.
She’s had a good run, but her time is
up. We’re on to a newer, faster and
higher-flying aircraft.”
The Osprey can fly twice as fast,
carry three times the weight, and travel
four times the distance of the CH-46E.
These capabilities strengthen the
Marine Corps’ ability to support various
missions in the Asia-Pacific region to
include supporting partner nations
during training, humanitarian assistance
and disaster relief operations, and
contingencies. While the squadron
replaces its aircraft, the most valuable
asset will remain, according to
Williamson.
“I’ve been flying (the CH-46E)
for a few years now and loving it, but
it is a piece of machinery and it’s
really about the people and the
42 HELIOPS FRONTLINE
Marines, not the machines they work
on,” said Williamson. “You have to
keep that in perspective; even though
the Phrog is going away, the Marines
don’t change.”
The Marines of VMM-262 stand
ready for the Osprey to assume the
responsibilities that the CH-46E will
leave behind.
“It’s a significant point in aviation
history for those who have flown
this faithful aircraft, (the CH-46E), in
Vietnam, Iraq and all over the world,”
said Rudder. “The CH-46E has saved
a lot of lives, and it has made a big
difference for Marine Corps aviation.
Like all of our squadrons, VMM-262
has done a great job of capturing
its heritage, ensuring that the memories
of the CH-46E remain for years to
come.” v
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HELIOPS FRONTLINE 43
43
44 HELIOPS FRONTLINE
T
he NZ Defence Force today completed phase one of Solid
Energy’s programme to re-enter Pike River mine.
The five-day operation at Pike River on the South Island’s
West Coast saw a combined Defence Force team of 21 Royal New
Zealand Air Force (RNZAF) personnel and 12 specialist NZ Army
personnel deploy in support of the mission.
Using one of the RNZAF’s new NH90s, the team removed 18 loads
involving 35 tonnes of debris from the mine’s ventilation shaft.
Squadron Leader Anna Shaw, acting commanding officer of the
Helicopter Transition Unit says that aside from one day of rain, the
complex operation went without a hitch.
“We were unable to fly operations on Tuesday because of the
weather in the area, but this allowed our crews to break from their hard
work and conduct a debrief of the operation with Solid Energy.
“The NH90 performed exceptionally well during its first operational
tasking and the flexibility and skills of the Army crews at both ends
certainly allowed the operation to go as well as it did.”
One of the NZ Army Movement Operators at the ventilation shaft
rigging the loads, LCPL Zeke Lytollis says that the operation was an
excellent test of skills.
“Some of the loads we were removing were far from conventional
and at the upper end of our weight limits. When we’re rigging the loads
we have to look at the complete method of flight and make sure that
what we put under the helicopter doesn’t move or put too much stress
on the key elements.”
“It’s one thing doing this kind of work from flat ground during
training, but when you’re on top of a hill in the middle of nowhere, it
really puts our skills to the test,” he says.
Some of the individual loads that were removed were up to three
tonnes - twice the weight that civilian helicopters available to Solid
Energy were able to remove. v
HELIOPS FRONTLINE
45
The Mi-24P Hind-F is still an important asset of Russia’s
Army Aviation branch but the type is set to be
replaced
in foreseeable
46 HELIOPS
FRONTLINEfuture by the Mi-35M, Mi-28N
and Ka-52. (Andrey Zinchuk via author)
ALEXANDER MLADENOV
reports on the current developments
around the Mi-24/35 derivatives and
the latest customers of the type.
HELIOPS FRONTLINE 47
47
The main weapon of the enhanced
night-capable Hind is the 9M120
Ataka-V radio-command guided
anti-tank missile. (author)
NEW LEASE OF LIFE
The period between 2010 and 2012 proved to
be a great one for the Mi-24/35P/35M production
at Rostvertol, in Russia’s southern city of Rostov
on Don. With significant orders for domestic
customers and export, the current backlog
guarantees that the production of the Mi-35P/M
family will continue until at least 2015. In 2013,
no fewer than 30 Mi-24/35P/35Ms are to roll out
of the plant.
Key to the renewed interest in the Hind is
the availability and attractive price of the classic
versions (the so-called second generation Hinds),
represented by the Mi-35P as well as the maturing
digital mission avionics package of the enhanced
Mi-35M, known as the ultimate third-generation
Hind. The latter is an advanced attack and assault
transport derivative of the Mi-24 being offered
is considerably more affordable than the newgeneration Russian-made attack helicopters such
as the Mil Mi-28N Night Hunter and Kamov Ka-52
Alligator. Operated by four export customers, the
Russian Army Aviation service is also replacing its
huge fleet of worn-out Mi-24V/Ps.
NEW GENERATION MI-35M HIND
The Mi-35M boasts a host of airframe
alterations including a new rotor system (Mi-28N’s
48 HELIOPS FRONTLINE
main rotor hub with composite blades) and an
X-shaped low-noise tail rotor. It is powered by
the up-rated Klimov VK-2500 turboshaft rated
at between 2,000shp and 2,400shp for take-off
and 2,700shp in One Engine Inoperative (OEI)
mode. These advancements provide important
performance gains in ‘hot-and-high’ operating
conditions.
The most notable airframe alterations
introduced in the Mi-35M include shortened stubwings and non-retractable landing gear, somewhat
spoiling the well-known ‘aesthetic’ silhouette of
the Hind, which is widely perceived as a speedy
and winged machine with its undercarriage
retracted in flight.
The Mil designers report that the nonretractable landing gear was introduced to
improve crash-landing survivability during low
altitude conditions although it has theoretically
caused a 6kt (11km/h) reduction in maximum
level speed. There were also some measures
to improve the combat survivability of the newgeneration Hinds by the addition of better armour
protection and some redundancy in the oil system
and flight controls.
The total weight reduction, thanks to the
various fuselage/systems alterations and
refinements, resulted in a weight reduction of
almost 1,320lb (600kg) that together with the
A typical weapon outfit of the Mi-24/Mi-35:
a UPK-23-250 gun pod under the inner
pylon, UB-32 32-round 57mm rocket pack in
the middle and two 9M114 Shturm-V antitank guided missiles in launch canisters on
the wingtips. (author)
An armament technician pre-flights a GSh-23L
gun housed in the UPK-23-250 gun pod. (author)
new rotor system and engines, has resulted in
service ceiling increase by 985ft (300m) to 10,170ft
(3,100m) and rate of climb to 2,440fpm (12.4m/s) in
standard conditions.
The main element of the weapons suite
enhancements is the introduction of the 9M120
Ataka-V (NATO AT-9 Spiral-2), capable of carrying
up to sixteen missiles on two eight-round
launchers, although usually no more than eight
missiles are carried. This is an affordable tubelaunched anti-tank guided missile (ATGM) with a
line-of-sight radio guidance and maximum range
of 3.13nm (5.8km). Its tandem warhead, optimised
for penetrating explosive armour protection of
modern MBTs, boasts an armour penetration
capability of up to 850mm. There are also Ataka-V
versions outfitted with thermobaric/high explosive
and blast-fragmentation warheads; the latter also
supposedly suitable for use against air targets.
In addition, for self-defence, anti-UAV and antihelicopter operations, the Mi-35M can also employ
the 9M39 Igla-V (SA-18 ‘Grouse’) missile with
range is of up to 3.2nm (5.8km), carried in twin
launcher packs. The helicopter also comes armed
with a GSh-23L twin-barrel cannon mounted in the
NPPU-23 turret and its 470 rounds.
The BVK-24 weapons control digital
computer greatly enhances the precision of
HELIOPS FRONTLINE
49
Sudan was among the latest customers for
refurbished Mi-35Ps. (Rostvertol via author)2
A pair of Russian Mi-24Ps seen ready for
taking to the air at Privoljskiy airfield in
Russia during the large-scale Shield of
Union exercise, held in September 2011,
next to a pair of Belorussian MiG-29
fighters. (Andrey Zinchuk via author)
A newly-delivered Mi-35M of the Russian
Army Aviation wearing the latest-style overall
gunship grey camouflage, introduced in late
2011. (Andrey Zinchuk via author)
50 HELIOPS FRONTLINE
The Brazilian Air Force was the second customer for the latest Mi-35M,
with 12 on order. Nine were delivered by late 2012, and the last three
Hinds are going to be handed over in late 2013 or early 2014. (author)
A brand-new Mi-35M
with four additional
tanks under the
wing is ready for its
ferry flight from the
production plant in
Rostov on Don to
its final destination
– the Russian Army
Aviation base
at Korennovsk.
(Rostvertol via
author)
The Mi-35M‘s cockpit features the KNEI-24 fight/
navigation system with two color displays for displaying
flight, navigation and targeting data. (author)
The first batch of the Mi-35M for the Azerbaijani Border Guard, delivered in 2011,
wore an unusual overall white color scheme. The newly-delivered
machines
HELIOPS FRONTLINE
51
51 are
inspected by the country’s President, Ilham Aliev (to the left). (via author)
A rare demonstration of the
assault transport capability
of the Mi-35M seen here
delivering an anti-terrorist
team. (via author)
unguided weapons. The laser rangefinder unit
also contributes to the improved precision of
employment of the unguided arsenal such as the
S-8 family of 80mm rockets and the large S-13
122mm rockets, carried in 20- and five-round
pods respectively. It is also equipped with the new
DB3-UV weapons pylons equipped with hoists
and can carry up to four 575-litre underwing fuel
tanks borrowed from the Mi-28N. The Mi-35M in
its current guise, however, cannot use bombs,
KMGU-2 bomblet/mine dispensers or the older
57mm and 240mm rockets.
Day/night operations are possible thanks to
the NVG-friendly cockpit illumination, the KNEI-24
electronic flight instrumentation system, all-new
precise navigation system (with digital map as an
option), and the OPS-24 observation/targeting
payload. The Mi-35M cockpit is compatible with
the Russian-made OVN-1 or GEO ONV-1-01 Gen
III night-vision goggles, which have a field of view
of 40 degrees and target-detection range (tanks or
trucks) of up to 3,300ft (1,000m), permitting lowlevel flight at night down to 160ft (50m).
The Mi-35M’s expanded navigation/flight
and targeting capabilities are centred on the
Russkaya Avionica KNEI-24 affordable digital
avionics package and the OPS-24 observation/
targeting package. The main feature of the latter
is the UOMZ GOES-342 payload under the
52 HELIOPS FRONTLINE
nose, integrating a FLIR, Sony TV-camera, laserrangefinder and IR goniometer.
The FLIR has two fields of view – narrow and
wide ones, and is claimed to be able to detect
tank-sized targets at night at up to 3.23nm (6km)
and during the day the TV sensor (also provided
with two fields of view) provides useful detection
ranges of up to 5.4nm (10km).
Navigation accurateness of the Mi-35M is
greatly increased thanks to the introduction of
an A-737-00 highly precise satellite navigation
receiver unit, working with both GPS and
GLONASS systems and integrated with the
existing DISS-15D Doppler sensor. To keep
costs down, an inertial navigation unit was
not introduced.
The helicopter retains a defensive aids suite
largely inherited from its predecessor Mi-24V/P,
comprising ‘federated’ systems, such as the
1970s-vintage SPO-15 Radar Warning Receiver
(RWR), UV-26 countermeasures dispensers for
ejecting 26mm PPI-series of flares and chaff
cartridges, EVU exhaust-mixer boxes over exhaust
ducts (used to reduce the acquisition range of
heat-seeking missiles) as well as the standalone
L166V11E Lipa (also known as SOEP-V1A) omnidirectional IR jammer. The later is considered
useful against older-generation shoulder-launched
SAMs (such as the Strela-2M) but definitely not
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53
suited to counter newer-generations missiles such
as Stinger and Igla.
CUSTOMER BASE
The Mi-35M is very much focussed on, and
successful in, the market for newly-built attack
helicopters. No upgrade packages for existing
Mi-24/35 customers have been sold due to a
variety of reasons; undoubtedly the chief one being
related to the hefty price and the low life-extension
reserves of the export Hinds-E/Fs, most of which
were manufactured in the 1980s.
In July 2006, Servicio Aéreo del Ejército
Venezolano (Venezuelan Army Aviation Service)
became the newest Hind operator and was in
fact the launch customer for the new Hind. Ten
units were ordered and all of these were taken
on strength during 2006-2007. The Mi-35M
configuration delivered to Venezuela includes allRussian navigation and communication equipment
and this derivative is known at Mil and Rostverol
under its internal designation Izdeliye (article) 558.
The 10-strong batch of Mi-35Ms is serving with the
Batallón de Helicópteros at San Felipe under the
local name Caribe.
A Russian Army Aviation Mi-35M seen during
high-altitude landing practice in the Caucasus
mountains. (Andrey Zinchuk via author)
54 HELIOPS FRONTLINE
The first six machines for Força Aérea
Brasileira (Brazilian Air Force) followed in 2010,
with six more remaining to be delivered by 2012.
All of the machines frm the second batch had
been produced and flight-tested by the end of
2011 but their delivery was reportedly postponed
by the Brazilian MoD financial problems. The
helicopters remain stored at Rostvertol in Russia.
The third-generation Hind in Brazilian service
received the local designation AH-2 Sabre and
this specific sub-version of the Mi-35M comes
equipped with Western-supplied navigation and
communication equipment, and is designated at
Rostvertol and Mil as Izdeliye 658.
The delivered Hinds were assigned to
the Força Aérea Brasileira 8th Group’s 2nd
squadron at Porto Velho air base replacing
the locally assembled Eurocopter AS350BAs
and formally inducted in service in April 2010. The
Sabres are tasked to support counter-narcotics
operations across the Amazon region, mainly by
intercepting light aircraft suspected to carry
drugs. According to Força Aérea Brasileira
sources, the Mi-35M had a successful introduction
into service and demonstrated around 70 per
An interesting piece of information found in
Rostvertol’s 2012 report refers to the mean time
between failure (MTBF): this is the predicted
elapsed time between inherent failures of the
helicopters operated under warranty, which is
usually a period of two years (starting from the
hand-over date) or 200 to 300 hours (depending
on the specific contract), whichever is reached
first. In 2012, the Russian Army Aviation Mi-35M
fleet showed an MTBF of 29.5 hours as 22 aircraft
notched up a total of 2,388 flight hours, while
the export Mi-35Ms had an MTBF of 26.6 hours,
as 21 aircraft completed 1,172 flight hours. The
MTBF for the Russian Mi-35M fleet operated
under warranty proved to be well above the
Russian defense ministry’s minimum contractual
requirements, set at eight hours respectively.
The classic ‘Hind’ derivatives, delivered to Peru
and Myanmar (six aircraft under warranty in 2012),
flew 365 hours and demonstrated an MTBF of
73 hours, a significant improvement compared to
2011, when the figure was only 28.5 hours
This Mi-24P belongs
to the Klin-based
experimental squadron
of the Russian Army
Aviation Training Centre
at Torzhok. (via author
The Mi-35M serves with two Russian Army Aviation
bases in composite combat helicopter transport,
together with the Mi-28N and Ka-52. (via author)
A newly-built Mi-35P for the Peruvian Air Force
wearing a mean-looking shark mouth artwork.
Two such machines were built by Rostvertol in
2011. (Rostvertol via author)
HELIOPS FRONTLINE
55
cent availability during the first year of operations.
Voenno-vozdushnye sily Rossii (Russian Air
Force) became the third Mi-35M customer, with
some 26 units ordered in May 2010. The first two
of these Mi-35Ms were delivered in December
2011, and three more were to follow by early
2012. The new Hind has been introduced with
the 387th Air Base of the Army Aviation (AB AA)
at Budyonnovsk, where the Mi-35M is serving
in a composite attack squadron alongside the
Mi-28N and its predecessor Mi-24V/P. Designated
as Izdeliye 758, the Russian machines differ from
their Venezuelan brethrens by the IFF system
and the introduction of the KSS-28N-1 advanced
communication system, capable of providing
secure information exchange (data linking
capability) with ground command and control
centres as well as with other aircraft.
Azərbaycan hərbi hava qüvvələri (Azerbaijani
Air and Air Defence Force) is the fourth known
customer for the third-generation Hind; an order
for 24 examples in the Izdeliye 558 configuration
was placed in September 2010 and it has been
reported as priced at around US $360 million.
The first batch of four Mi-35Ms was delivered in
December 2011 and these are serving with the
attack helicopter squadron of the 843th Composite
Aviation Regiment stationed at Baku Kala air base.
In August 2013, it was announced that the
Iraqi Air Force had become the latest customer
for the type, with at least 12 machines ordered,
56 HELIOPS FRONTLINE
the first four of which were delivered in early
November 2013.
Mi-24PN – the poor man’s NV upgrade
The Russian Air Force proceeded in the early
2000s to field an interim and quite austere upgrade
for the cannon-armed Mi-24P Hind-F, with an
eventual procurement order covering between 18
and 24 aircraft. These were re-delivered to the
service between 2004 and 2007. Designated as the
Mi-24PN, it was solely intended to meet an urgent
night operating capability requirement, mainly for
use in homeland defence missions in the troubled
republic of Chechnya. As such, the Mi-24PN
utilised what off-the-shelf affordable technologies
were accessible at the time in Russia, some of
which were the new digital avionics package and
night vision technologie originally developed for
the Mi-28N.
The Mi-24PN introduced NVG-compatible
cockpits and a BREO-24 flight/navigation avionics
suite, integrating one LCD colour display in
each cockpit as well as an enhanced navigation
system with the A-737-00 satellite navigation
receiver. A number of powerplant, airframe and
rotor refinements were also introduced, including
the shortened stub-wings and non-retractable
undercarriage.
The night operating capability was possible
thanks to the introduction of the rather basic and
heavy 9S47N Zarevo III gyro-stabilised night-vision
(NV) sighting system, a follow-on development
The Mi-24PN is the poor man’s
night operations upgrade, with
18 of the type delivered to the
Russian Army Aviation (via author)
of the Nokturn NV device used in Russian main
battle tanks. The Zarevo III was initially intended to
be housed in a pod carried under the wing but in
the ultimately the bulky and heavy NV system was
installed onto a protruding ‘chin’ mount in the nose.
The Zarevo III is made by a long-wave IR-sensor
(using line-scan technology) coupled with laser
rangefinder and IR goniometer, a device for angular
measurements used for ATGM guidance, integrated
with the standard Raduga-Sh guidance system in
a bid to provide radio beam-riding guidance for
the Shturm-V and Ataka-V missiles at a maximum
distance of 2.15nm (4km) at night.
Low-level flying at night became possible
thanks for the cockpit lighting adaptation for use
with the Russian-made OVN-1 or GEO ONV-1
Night Vision Goggles (NVGs).
Real-world results from this interim upgrade
have been described as “ambiguous” owing to the
somewhat reduced performance caused by the
increased aircraft empty weight due to the added
equipment and the fuselage modifications, such as
the landing gear, stub-wings and the added ballast
plates in rear fuselage.
The only unguided weapons available for the
Hind-F upgrade are the S-8 80-mm and S-13 130mm rockets and the helicopter can also employ
the UPK-23-250 23-mm forward-firing gun pods.
The outer pylons can carry up to 16 ATGMs in
eight-round launcher units.
Mi-24PN pilots noted that the new sighting
system has at last introduced automatic range
correction using a laser rangefinder, a notable
omission on the earlier Mi-24 versions; as a result,
the S-8 rockets can be fired precisely at a distance
of up to 9,840ft (3,000m).
The first group of five Mi-24PNs entered service
with the RuAF’s 334th Aircrew Conversion and
Combat Training Centre of the Army Aviation in
Torzhok to train the instructors and front-line unit
pilots in night vision combat operations in early
2004. In the same year a four-ship Mi-24PN flight
was also introduced by the then 487th Independent
Helicopter Regiment (now 387th AB AA) stationed
near the city of Budyonnovsk in the southern
region of Russia’s European territory. In 2005 the
Mi-24PN was used in anger for the first time in the
counter-insurgency operation in Chechnya; these
helicopters also took part in the five-day conflict
with Georgia in August 2008. These Mi-24PNs were
later transferred to the attack squadron of the 549th
AB AA at Pribilovo (Glebichevo). The type is also
operated by one squadron of the Torzhok combat
training centre based at the main airfield as well as
by another squadron with the centre based at the
satellite airfield at Klin.
There is only one foreign customer for the
type – Uganda, which had expressed an interest
in obtaining up to six Mi-24PNs in 2004. Only
one Mi-24PN is known to have been delivered to
Uganda in 2005 or 2006 and this single sale was
also confirmed by Rostvertol sources. v
HELIOPS FRONTLINE
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The ‘Hind’ family has clearly come a long way
since the first production machines, designated
Mi-24A, entered service with the Soviet Air
Force’s 4th Combat Training and Aircrew
Conversion Centre at Voronezh in 1970. These
machines were utilised for the development and
refinement of combat employment methods as
well as for the conversion training of instructor
pilots and aircrews for front-line units.
A total of 240 examples of this initial
production variant and its Mi-24U training
derivative were completed at Arsenyev and small
numbers were even exported (all sold secondhand after a brief stint in Soviet service) to a
number of friendly states such as Afghanistan,
Vietnam, Libya and Ethiopia. In fact, the Mi-24A
was regarded as nothing more than an interim
variant, and as such was never formally accepted
into Soviet service due to its disappointing
combat effectiveness.
The Mi-24 is the most
widely used attack
helicopter in the
world (author)
The Mi-24B follow-on was another interim
variant, which retained the Mi-24A’s enclosed
‘glasshouse’ flight deck but introduced the
USPU-24 turret with the YakB-12.7 fourbarrel
machine gun, together with the much improved
9M17P Falanga-PV (AT -2 ‘Swatter’) anti-tank
guided missile (AT GM) system with semi-
automatic command line-of-sight (SACLOS)
guidance. The Mi-24B saw very limited
production, being rapidly replaced on the
assembly line by a more modern derivative with
an all-new ‘gunship-style’ forward fuselage.
The second generation derivative, designated
Mi-24D (NATO codename ‘Hind-D’), was
also considered an interim version, since it
retained the Mi-24B’s weapons system. The
Mi-24D introduced the definitive stepped
tandem cockpits, with the pilot at the rear and
the weapons systems operator in the front;
each cockpit was provided with a bullet-proof
windscreen and ‘bubble’ canopy. The first two
Mi-24Ds were converted from early production
Mi-24As in 1972 and the new version underwent
state testing between February and November
1974, after already entering production at
Arsenyev in 1973. This derivative also started to
be built at Rostov-on-Don (the plant now known
as Rostvertol) for export customers. Warsaw
Pact member states received helicopters
almost identical to those built for Soviet use,
though Third World client states were supplied
with a Mi-24D derivative, designated Mi-25,
with a somewhat inferior standard of equipment
and avionics.
The Mi-24D was formally accepted into
Soviet service on 29 March 1976 and remained
in production at Arsenyev until 1977, while
in Rostov production for export customers
continued until the mid-1980s. As many as 350
examples were made at Arsenyev and no fewer
than 300 additional Mi-24D/25s rolled off the line
at Rostov.
The Mi-24V (‘Hind-E’) was the most popular
version, and was exported worldwide under
the Mi-35 designation. Its fuselage is externally
58 HELIOPS FRONTLINE
similar to that of the Mi-24D, though this model
finally introduced the new 9M114 Shturm-V
(AT -6 ‘Spiral’) ATGM system and improved
equipment and mission avionics. Another
major enhancement was the integration of the
TV3-117V engine designed for ‘hot and high’
operations; the powerplant was also installed on
a small number of Mi-24Ds and Mi-25s built for
export customers in the 1980s.
The Mi-24V can employ a considerably wider
array of unguided weapons than the Mi-24D and
introduced the more modern ASP-17V automatic
gunsight for the pilot. Externally, the Mi-24V can
be distinguished from its predecessor thanks to
its modified wingtip launchers and the enlarged
under-nose pod on the port side used for the
Shturm-V guidance antenna.
Late-production Mi-24Vs also feature the
SPO-15 radar warning receiver system, with
its large forward-facing antennae installed as
distinctive ‘horns’ aft of the rear cockpit or
between the two cockpits.
The Mi-24V was formally introduced into
the Soviet inventory, together with the Mi-24D,
in March 1976. No fewer than 1,000 Mi-24Vs
were produced at Arsenyev between 1976
and 1986 for the Soviet armed forces and the
Federal Border Service, while another 400-plus
examples originated from Rostov, destined for
export customers. The Mi-24P (NAT O ‘Hind-F’)
derivative retained the fuselage and systems of
the Mi-24V but replaced the flexible YaKB-12.7
gun with the powerful GSh-2-30 30mm cannon
The arsenal that
can be used by
the Mi-24V and its
export derivative,
designated as the
Mi-35 (author)
containing 470 rounds. As many as 620 Mi-24Ps
were built at Arsenyev between 1981 and 1989
and the type was also exported to Third World
customers as the Mi-35P. The Mi-24VP is another
Mi-24V derivate that comes armed with 23mm
cannon instead of the YaKB-12.7; the twin-barrel
GSh-23L cannon is mounted in an NPPU-24
turret in the nose. A prototype was first flown in
1985 but testing proved a protracted undertaking
due to problems associated with the gun turret
integration. As a result, Mi-24VP production was
not launched before 1989 and only 25 examples
were completed.
Two special mission derivatives were
produced in substantial numbers in the 1980s.
Both were stripped of guided weapons capability,
although they retained the nose machine gun
and rockets under the stub wings. The first is the
Mi-24R (‘Hind-G1’) used for nuclear, biological
and chemical warfare reconnaissance. The
Mi-24K (‘Hind-G2’) is a dedicated artillery fire
correction derivative, a total of 163 production
examples being built between 1983 and 1989.
HELIOPS FRONTLINE
59
PHOTO BY MC3 PETER BURGHART
60 HELIOPS FRONTLINE
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61
No sooner had the Typhoon devastated
the Philippines than the worlds armed
forces were on their way to help.
The following images are a snapshot
of the men and women who f lew day
in and day out on the relief efforts.
PHOTO BY MC3 PAOLO BAYAS
PHOTO BY MC3 RICARDO R. GUZMAN
Naval Aircrewman (Tactical Helicopter) 2nd Class Jason Rimando,
from Torrance, Calif., foreground, waves goodbye to Filipino civilians
from an MH-60R Seahawk from the “Saberhawks” of Helicopter
Maritime Strike Squadron (HSM) 77 after delivering food and water in
support of Operation Damayan. The George Washington Strike Group
supports the 3rd Marine Expeditionary Brigade to assist the Philippine
government in Operation Damayan in response to the aftermath of
the Super Typhoon Haiyan in the Republic of the Philippines.
62 HELIOPS FRONTLINE
PHOTO BY MC3 RICARDO R. GUZMAN
HELIOPS FRONTLINE 63
63
PHOTO BY MC3 PAOLO BAYAS
MV-22 Ospreys from
Marine Tiltrotor Squadron 262
and Marine Tiltrotor Squadron 265
wait to refuel during
Operation Damayan.
PHOTO BY CAPT. CALEB EAMES
64 HELIOPS FRONTLINE
PHOTO BY MC3 PAOLO BAYAS
s 2nd Class Jason Rimando, from Torrance, Calif.,
holds water containers to be delivered ashore inside an
MH-60R Seahawk from the “Saberhawks” of Helicopter
Maritime Strike Squadron (HSM) 77.
t Sailors aboard the U.S. Navy’s forward-deployed aircraft
carrier USS George Washington (CVN 73) prepare to load
containers of fresh water onto an MH-60R Seahawk from the
“Saberhawks” of Helicopter Maritime Strike Squadron (HSM)
77 as it returns from airlifting supplies ashore in support of
Operation Damayan.
PHOTO BY MC2 JACOB ALLISON
PHOTO BY MC2 JACOB ALLISON
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65
66 HELIOPS FRONTLINE
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67
PHOTO BY MC3 PAOLO BAYAS
PHOTO BY MCSN LIAM KENNEDY
PHOTO BY MC3 RICARDO R. GUZMAN
A Guiuan woman stands outside of her makeshift shack in the
aftermath of Super Typhoon Haiyan. The George Washington Strike
Group supports the 3d Marine Expeditionary Brigade to assist the
Philippines government in response to the aftermath of the Super
Typhoon Haiyan/Yolanda.
68 HELIOPS FRONTLINE
PHOTO BY MCSN LIAM KENNEDY
s A Filipino marine stands guard at the village of Guiuan
in the aftermath of Super Typhoon Haiyan. The George
Washington Strike Group supports the 3d Marine Expeditionary
Brigade to assist the Philippines government in response to the
aftermath of the Super Typhoon Haiyan/Yolanda.
PHOTO BY MC3 PAOLO BAYAS
t Naval Aircrewman (Tactical Helicopter) 2nd Class Jason
Rimando, from Torrance, Calif., searches for a clear landing zone for
an MH-60R Seahawk.
HELIOPS FRONTLINE 69
69
PHOTO BY MC3 PAOLO BAYAS
A Filipino family watches Sailors from the U.S. Navy’s forward-deployed aircraft carrier USS George Washington (CVN
70 use
HELIOPS
FRONTLINE
73)
aircraft
to allocate relief supplies
s A U.S. Marine Corps MV-22 Osprey from Marine Medium
Tiltroter Squadron (VMM) 262 takes off from the flight deck of
the aircraft carrier USS George Washington (CVN 73) to airlift
PHOTO BY MCSN LIAM KENNEDY
PHOTO BY MC3 PAOLO BAYAS
supplies ashore.
t Naval Aircrewman (Tactical Helicopter) 2nd Class Jason
Rimando, from Torrance, Calif., left, hands over relief supplies to
Filipino Army members for distribution ashore.
HELIOPS FRONTLINE 71
71
An MH-60R Sea Hawk helicopter from the
PHOTO BY MC3 MACKENZIE P. ADAMS
Warlords of Helicopter Maritime Strike Squadron
(HSM) 51, embarked aboard the Arleigh Burkeclass guided-missile destroyer USS Mustin (DDG
89), transports international aid supplies
Naval Aircrewman (Tactical Helicopter) 1st Class Logan
Robertson, left, from Marianna Fla., speaks with Philippine
civilians after airlifting supplies to their village
72 HELIOPS FRONTLINE
PHOTO BY MCSN CHRIS CAVAGNARO
PHOTO BY MC3 PETER BURGHART
s An MH-60S Seahawk from the “Golden Falcons”
of Helicopter Sea Combat Squadron (HSC) 12,
carrying fresh water and support personnel to be
transported ashore.
t Naval Aircrewman (Tactical Helicopter) 3rd Class William
Casson, from Ft. Lauderdale, Fla., center, is greeted by
children after dropping supplies from an SH-60B Sea Hawk
from the “Scorpions” of Helicopter Anti-Submarine Squadron
Light (HSL) 49, Detachment 6, assigned to the Ticonderoga
class guided-missile cruiser USS Cowpens (CG 63).
PHOTO BY MC3 PETER BURGHART
PHOTO BY MC3 RICARDO R. GUZMAN
HELIOPS FRONTLINE 73
73
PHOTO BY MC3 RICARDO R. GUZMAN
PHOTO BY MC3 RICARDO R. GUZMAN
Naval Aircrewman (Tactical Helicopter) 3rd Class Peter Olson, from
Howell, N.J., is thanked by Philippine citizens after delivering supplies
from an SH-60B Sea Hawk helicopter assigned to the Scorpions of
Helicopter Anti-Submarine Squadron Light (HSL) 49, Det. 6, embarked
aboard the Ticonderoga class guided-missile cruiser USS Cowpens
(CG 63) during Operation Damayan.
74 HELIOPS FRONTLINE
s Naval Aircrewman 2nd Class Justin Peach, from Riverside,
Calif., prepares to drop supplies from an MH-60S Seahawk from
the “Golden Falcons” of Helicopter Sea Combat Squadron
(HSC) 12, assigned to the U.S. Navy’s forward-deployed aircraft
carrier USS George Washington (CVN 73), at Tacloban Air Base.
PHOTO BY MC3 RICARDO R. GUZMAN
t MV-22 Ospreys assigned to the Marine Medium Tiltrotor Squadron
261, 1st Marine Aircraft Wing, take on supplies to provide aid
PHOTO BY MC3 RICARDO R. GUZMAN
HELIOPS FRONTLINE 75
75
PHOTO BY MC3 RICARDO R. GUZMAN
PHOTO BY PAOLO BAYAS
PHOTO BY MCSN CHRIS CAVAGNARO
Airman Jose Ramos, from Harrison, Mich., signals the pilot of an MH-60S
Sea Hawk helicopter from the Golden Falcons of Helicopter Sea Combat
Naval Aircrewman 2nd Class Justin Peach,
Squadron (HSC) 12 as it prepares to drop off relief supplies aboard the
from Riverside, Calif., right, prepares to
aircraft carrier USS George Washington (CVN 73) to be airlifted ashore
drop supplies from an MH-60S Seahawk
76 HELIOPS FRONTLINE
PHOTO BY MC3 RICARDO R. GUZMAN
An MH-60S Seahawk from the “Island Knights” of Helicopter Sea
Combat Squadron (HSC) 25 drops supplies onto Tacloban Air Base.
PHOTO BY MC3 RICARDO R. GUZMAN
Philippine citizens take supplies from an SH-60B
Sea Hawk helicopter from the Scorpions of Helicopter
Anti-Submarine Squadron Light (HSL) 49.
HELIOPS FRONTLINE 77
77
PHOTO BY MCSN LIAM KENNEDY
78 HELIOPS FRONTLINE
HELIOPS FRONTLINE
79
PHOTO BY LANCE CPL. ANNE HENRY
PHOTO BY MC3 RICARDO R. GUZMAN
Civilians displaced by Typhoon Haiyan board a U.S. Marine
Corps KC-130J Super Hercules at Tacloban Air Base, Nov. 13,
before being transported to Manila. U.S. service members are
assisting the Armed Forces of the Philippines as they preform
recovery efforts for the people affected in the aftermath of
Typhoon Haiyan. The role of U.S. military forces during any foreign
humanitarian assistance event is to rapidly respond with support
to help mitigate human suffering and prevent further loss of life.
80 HELIOPS FRONTLINE
PHOTO BY MCSN LIAM KENNEDY
s A Guiuan resident sits in a rickshaw outside of his
ruined home in the aftermath of Super Typhoon Haiyan.
t A Guiuan resident sits in a makeshift shelter in the
aftermath of Super Typhoon Haiyan.
HELIOPS FRONTLINE 81
81
PHOTO BY MCSN LIAM KENNEDY
PHOTO BY MC3 PAOLO BAYAS
PHOTO BY MC3 RICARDO R. GUZMAN
PHOTO BY MC2 TREVOR WELSH
PHOTO BY MC3 RICARDO R. GUZMAN
PHOTO BY MC3 BRIAN H. ABEL
82 HELIOPS FRONTLINE
PHOTO BY MC3 RICARDO R. GUZMAN
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HELIOPS FRONTLINE 83
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85
R
otary Wing Group – Eight (RWG-8), the
Australian Army Aviation Detachment,
has completed its mission in Afghanistan.
RWG-8 marked the End of Mission during a
ceremony at Kandahar Airfield (KAF) on Saturday
(14 September 2013).
The KAF-based RWG consisted of two CH-47D
Chinook Medium Lift Helicopters operating
throughout the Afghan summer months as part
of the American-led Regional Command South
Aviation Task Force.
Australian Army Aviation Task Groups have
completed 11 tours in Afghanistan starting in 2006
as the Aviation Support Element. It was renamed
Rotary Wing Group in 2008 and went on to
complete eight rotations between 2008 and 2013.
Lieutenant Colonel James Brown,
Commanding Officer RWG-8, said the RWG’s
contribution was substantial.
“The men and women of RWG-8 achieved 780
flying hours over 90 missions from 2 April to 4
September 2013,” Lieutenant Colonel Brown said.
“We carried more than 3400 passengers
and approximately 373,000kg of cargo to
86 HELIOPS FRONTLINE
dozens of Forward Operating Bases in Southern
Afghanistan.
“Australian RWG detachments have made a
significant contribution to the International Security
Assistance Force (ISAF) every year since 2006.
“It has been a privilege to support NATO and
Afghan troops on the ground as they work to get
Afghanistan on the path to stability.”
Australia’s Middle East Area of Operations
Commander, Major General Michael Crane said
the RWG operated steadfastly alongside their
American allies.
“The Army Aviation’s detachment, assigned
under Operational Control to American Combat
Aviation Brigades over the past eight years has
provided a meaningful enhancement to Australia’s
strategic US alliance,” Major General Crane said.
Over the 11 rotations of Army Combat Aviation
(three by Aviation Support Element and eight by
Rotary Wing Group) Army Chinook helicopters
flew in excess of 6000 combat flying hours,
carried almost 40,000 personnel and transported
in excess of 3600 tonnes of military cargo.
Numerous decorations have been awarded to
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88 HELIOPS FRONTLINE
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89
90 HELIOPS FRONTLINE
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91
Australian aircrew over the various deployments
including the Medal for Gallantry, Distinguished
Service Medal, the Meritorious Unit Citation for the
5th Aviation Regiment, several US Bronze Stars
and multiple US Air Medals.
RWG personnel were drawn from across the
Army Aviation community, though the majority
deployed from the 5th Aviation Regiment in
Townsville, home of Army’s Chinook capability.
The aircraft will return home to Australia by
92 HELIOPS FRONTLINE
Royal Australian Air Force C-17 Globemaster
Aircraft in the coming month.
The Chinook, a tandem rotor cargo helicopter
with a maximum all-up weight of 22727kg provides
significant lift capability in high density-altitude
conditions, making it well suited to operations
in Afghanistan’s harsh environment. Soon to
be upgraded to a newer model, the Chinook
will continue to provide the Army with a critical
capability. v
MAKES A DIFFERENCE.
ALL THE DIFFERENCE.
C O M B AT · H U M A N I TA R I A N · L O G I S T I C S · R E S C U E · S P E C I A L O P S
Every day, V-22 Ospreys are making a critical difference around the globe—executing combat, search and
rescue, humanitarian, MEDEVAC and special operations missions in a fraction of the time of conventional
rotorcraft. The tiltrotor’s unique blend of helicopter and turboprop performance is making it the
platform of choice where speed, long range and survivability make all the difference.
BY LANCE CPL. ANNE K. HENRY
94 HELIOPS FRONTLINE
HELIOPS FRONTLINE
95
T
he pilot of the MV-22B Osprey tiltrotor
aircraft focuses on guiding the aircraft
toward a KC-130J Super Hercules
refueling aircraft for aerial refueling. With surgical
precision, he captures the basket attached to
a hose on the KC-130J, signaling a successful
in-flight refueling mission.
Marines with Marine Medium Tiltrotor Squadron
265 (Reinforced) executed two aerial refueling
missions Oct. 30 and Nov. 7 off the southeast
coast of Okinawa approximately 80 miles east of
Marine Corps Air Station Futenma.
One mission was completed during the day
while the other occurred at night to ensure the
Marines are prepared to refuel no matter the time
of day.
“We do this for both initial and proficiency
training,” said Capt. Christopher M. Demars,
the aviation safety officer with VMM-265
(REIN), currently assigned to the 31st Marine
96 HELIOPS FRONTLINE
Expeditionary Unit, III Marine Expeditionary Force.
“(Aerial) refueling helps us out when we have long
missions where we don’t necessarily have the
ability to carry the extra fuel with us.”
Aerial refueling missions using the Osprey
add to the increased capabilities of the aircraft,
allowing it to remain airborne for longer periods of
time.
“This is a skill that is somewhat perishable
because we don’t do it that often,” said Demars.
“It is a skill that we must stay focused on to
support the Marines on the ground with whatever
they need, and stay on station longer.
“The more we can use the aircraft, the more
support we can give to those Marines on the
ground,” added Demars.
The unit executed dry refueling exercises
leading up to the day and night flights.
“Prior to doing this, we will meet up with the
KC-130 and do practice evolutions where we do
not refuel, but take all the proper steps leading up
to it,” said Demars. “It is good training for us and
a very dynamic environment when you put two
aircraft that close together. We mitigate any of the
risk factors in it by doing this type of training and
having all the practice we can.”
Pilots and crew chiefs faced new challenges
as they trained for nighttime refueling flights,
according to Maj. Brian Psolka, the operations
officer with VMM-265 (REIN).
“During these operations, you are ultimately
flying in close proximity to another aircraft,” said
Psolka. “We must be able to have good crew
resource management and communication due to
the lowlight that we are flying in.”
Not only was the training beneficial for the
pilots flying the aircraft, it also gave the crew
chiefs a broad perspective on flying in different
scenarios, according to Lance Cpl. Steven
Martinez, a crew chief with VMM-265 (REIN).
“This was some really great training we got to
do,” said Martinez. “It is very important to stay on
top of these types of tasks. I would feel confident
with my skills in a real-life scenario.”
Due to the Ospreys ability to refuel in air, many
new capabilities are available for the squadron as
a whole.
“We use aerial refueling quite often,” said
Psolka. “Every time we transit to other (locations)
whether that is (the Kingdom of) Thailand,
Australia, or Guam. With this aircraft, we are able
to travel much longer distances. The Osprey
already has many capabilities, aerial refueling adds
to these.”
The day and nighttime refueling left both the
pilots and crew chiefs confident in their abilities
and the capabilities of the Osprey, according to
Demars.
“I really enjoy doing this type of training,” said
Demars. “The Osprey has increased not only our
own abilities, but also increases what we can do
for the Marines on the ground.” v
HELIOPS FRONTLINE
97
BY BY STAFF SGT. CARLIN LESLIE
T
he two helicopter crews arrived at
the mountainous location where U.S.
and Afghan forces were pinned down
and taking heavy fire from the cliffs above. An
Afghan troop was severely injured and in need of
immediate care if he was to live.
This was the scene the night of Jan. 9, 2012
in the high mountains near Mazar-e-Sharif,
Afghanistan.
When the call came in for help, the Special
Operations Task Force requested Pedro 83 Flight
by-name to respond.
It was this response that was celebrated
where the crew was honored with the prestigious
Mackay Trophy during a ceremony in Arlington,
Va., Nov. 12, 2013.
THE RESPONSE
A team of U.S. Special Forces and Afghan
National Army commandos were in day two of an
operation to clear a village of enemy forces when
the Afghan troop was injured.
Comprised of two HH-60G Pavehawk
helicopters and their crews from the 41st Rescue
Squadron, Moody Air Force Base, Ga., Pedro
Flight 83 arrived at the scene.
One helicopter crew hovered, firing upon the
enemy and providing reconnaissance while the
second crew, called Chalk 2, descended into the
riverbed below.
“One thing different about this mission was
since we were at the bottom of a river valley all
the engagements were going on above us,” said
98 HELIOPS FRONTLINE
Capt. Brian Stroud, the co-pilot of Chalk 2. “It is
a different feeling looking up through the rotor
disc, realizing that if we were engaged we were
completely helpless.”
Chalk 2 identified a small, open area in the
riverbed where they could land and provide a
quick evacuation of the patient.
Now on the ground, pararescuemen sped to
the wounded Afghan and used their expert skills to
stabilize the patient and move him quickly back to
the waiting Pavehawk.
The crew evacuated under the protection of
the helicopter above, transported the wounded
troop to a medical team within the “golden hour,”
and he survived.
The golden hour refers to a standard that gets
troops to advanced-level treatment facilities within
the first critical 60 minutes of being wounded.
THE TROPHY
In honor of these heroic acts, Lt. Gen. Stephen
Hoog, the Air Force assistant vice chief of
staff, presented the Mackay Trophy to Pedro
83 Flight on behalf of the National Aeronautic
Association.
The trophy is awarded for the “most meritorious
flight of the year,” according to the NAA, by an Air
Force person, persons, or organization.
“I never imagined I would be associated
with winning the Mackay trophy, an award of
this caliber,” said Tech. Sgt. John Ballard, an
aerial gunner onboard chalk 2. “This team of
professionals really carries forth the mentality to
Members of Pedro 83 Flight, from left, Capt. Vincent Powell, Capt. Brion Stroud, Chief Master Sgt. Norman Callahan
and Tech. Sgt. John Ballard, accept the Mackay Trophy on behalf of Pedro 83 Flight during a ceremony, in Arlington, Va.,
Nov. 12, 2013. The trophy is awarded for the “most meritorious flight of the year” by an Air Force person, persons or
organization. (U.S. Air Force photo/Staff Sgt. Carlin Leslie)
ensure these men and women make it home.”
First presented by Clarence Mackay in
1912 and later deeded to the NAA, the trophy has
been awarded to individuals, including 2nd Lt.
Henry H. ’Hap’ Arnold in 1912 and Capt. Chuck
Yeager in 1947.
“I am honored to be a part of this ceremony
that honors the men and women who bravely
display airpower strength,” Hoog said. “I have
no doubt that the pioneers (who came) before
us are honored these Airmen are receiving the
Mackay Trophy.”
“The men and women of Pedro 83 Flight are
just ordinary men and women, but are doing
extraordinary things in the service of our nation,”
said Hoog. “To them this type of heroic mission is
just another day on the job. Their slogan says it all,
‘So Others May Live.’” v
HELIOPS FRONTLINE
99
T
he RAF has begun training on the Puma
Mk2 helicopter following a £260 million
upgrade programme.
Crews from 33 and 230 Squadrons have
started carrying out training flights of the
upgraded aircraft from their base at RAF Benson
in Oxford.
The multi million pound upgrade means that
the helicopters benefit from new engines which
give them 35 per cent more power and improved
fuel efficiency to allow them to fly faster and twice
as far as the Puma Mk1. They also have state of
the art digitised glass cockpits and upgraded LCD
instruments.
The Puma Mk2 can fit into a C-17 which means
that it can be transported anywhere in the world
and, crucially, can be ready to deploy in support
of both combat and humanitarian missions in
just 4 hours. The aircraft, with improved ballistic
protection, is capable of carrying up to 16 fully
equipped troops. Twin cargo doors and low rotor
downwash make it ideal for transporting personnel
and equipment in and out of confined urban
environments.
Minister for Defence, Equipment, Support and
Technology, Philip Dunne said:
“With its greater range, endurance and payload
the Puma Mk2 helicopter will give the Royal Air
Force significantly enhanced, agile capability in
100 HELIOPS FRONTLINE
support of combat and humanitarian operations in
even the most austere conditions.
“In 2012 we committed to spending £12.1 billion
to ensure our helicopter capability remains up to
date. The delivery of the Puma Mk2 will further
strengthen our world class helicopter fleet which
recently saw the introduction of the upgraded
Merlin Mk2 and upgraded Chinook Mk4s.”
Puma Force Commander Group Captain Nigel
Colman said:
“The Puma is a remarkable aircraft and its
ability to operate in urban and harsh conditions will
see it play a key role in any future deployments.
Needless to say the Puma Force are really
enjoying getting to grips with the aircraft and are
reporting that it is outperforming expectations.”
Seven of the RAF’s fleet of 24 Puma Mk2s
have so far been delivered to RAF Benson and the
remainder will be handed over during the next two
years ahead of the helicopters entering service in
2015.
Almost a third - around £78m - of the upgrade
carried out by Eurocopter (UK) has taken place
in the UK with companies in Oxford, Oldham,
Redditch, Gloucester, Boscombe Down, Basildon,
Surrey, Marlow, Cheltenham and Reading
contributing to the work. The remainder has taken
place Eurocopter (UK)’s plants in France and
Romania. v
HELIOPS FRONTLINE 101
102 HELIOPS FRONTLINE
HELIOPS FRONTLINE 103
M
ore than 160 Marines from across the
4th Marine Aircraft Wing gathered
in the hot sands of Yuma, Ariz., to
participate in one of the largest MAW training
schools in the Marine Corps: the Weapons, Tactics
and Instructors’ Course.
WTI is a biannual, seven-week training
evolution that trains pilots from every corner of
Marine aviation to become experts in tactics and
effective situational employment of their aircraft
and weapons systems. The intent is to make those
who complete the course fully capable of passing
their knowledge on to newer pilots.
“This is more advanced tactical training
than anything that happens normally in the fleet,”
said Maj. Andrew Paynter, aircraft maintenance
officer, Marine Aviation Weapons and Tactics
Squadron One.
WTI involves more than 200 instructors, 91
aircraft and more than 3,000 personnel, including
a small number of troops from Britain, Australia
and Canada. The school utilizes all aspects of
aviation and includes every type of aircraft used by
the Marine Corps.
“This is a higher level of learning… The
[operational] tempo is three times higher than a
normal squadron; the [number] of aircraft is much
higher than a normal squadron would ever see…
this is the most action any squadron will see
outside of combat,” said Paynter.
This course is broken into two parts. First,
students spend three and a half weeks in the
classroom receiving instruction on their respective
military occupational specialties, basic weapon
systems and tactics. After the classes, the action
begins as the students embark on a rigorous
three-and-a-half-week flight curriculum designed
to build their Marine Air-Ground Task Force
execution skills by subjecting them through a
variety of simulated real-world missions, such as
transporting troops, providing close-air support,
evacuating non-combatants and various combat
action operations.
“It’s an all-out brawl,” said Maj. Robert
Peterson, Operations Officer, Marine Fighter
Training Squadron (VMFT) 401. “This training
integrates both components, active and Reserve,
to effectively execute all MAGTF capabilities.”
VMFT-401 is a Reserve fighter squadron
known as the “Snipers.” This squadron’s mission
is to provide instruction to active and Reserve
fleet Marine forces and fleet squadrons through
dissimilar air combat training. The majority
of VMFT-401’s workload is their work-up and
participation in WTI. They provide adversary work
in offensive anti-air warfare and anti-air warfare
exercises or “Red Air” support during each training
evolution. They are the only adversary squadron in
the Marine Corps.
“We replicate tactics and pilots of threat
countries…we start with the basics and then move
to larger operations. We start with [fewer] aircraft
and then we move to more and more intense
operations,” said Peterson. “We even surprise
them during their set missions.”
In addition to direct aerial support and
participation in the exercise, the Reserve played
a key role in the logistical support of the training
as well.
“The Reserve provides an extreme impact on
the training: providing aircraft, active refueling,
maintenance and administration,” said Maj. Clint
Weber, operations officer, Marine Aircraft Group
(MAG)-41.
“This is a higher level of learning…
The [operational] tempo is three times higher
than a normal squadron; the [number] of aircraft is
much higher than a normal squadron would ever see…
this is the most action any squadron will see outside of combat,”
ANDREW PAYNTER
104 HELIOPS FRONTLINE
HELIOPS FRONTLINE 105
More than 160 Marines from multiple Reserve
squadrons such as VMFT-401, Marine Aerial
Refueler Transport Squadron (VMGR) 452, Marine
Unmanned Aerial Vehicle Squadron (VMU) 4,
Marine Air Support Squadron (MASS) 6, MAG-49,
Marine Air Control Group (MACG) 48 and MAG
41, Marine Aviation Logistics Squadron (MALS) 41
and 49, provided vital equipment and support from
aerial refueling, flight line ground support, aircraft
maintenance and aircraft itself to the exercise.
This support made many aspects of this training,
that otherwise would not have been feasible,
possible, he said.
“The Reserve force is integrated into every
major evolution at WTI,” said Peterson.
According to Master Gunnery Sgt. William
Lloyd, maintenance chief with WTI, the benefits
from this training evolution were mutual between
the participants and the support, specifically for
the Reserve.
“The training is very good for those who
participate in better preparing them for combat
operations from a frontline and rear support
perspective…in addition, the Reserve has the
opportunity to get that added flight time and
utilize some new equipment that their units
haven’t gotten yet but will receive very soon,”
said Lloyd.
Peterson agreed on the mutual benefit of
the training; however, he saw it from a more
intangible viewpoint.
“We are a unique Reserve entity. Because
of that, we have a number of very experienced
guys who can bring a lot to the table on all levels,
specifically teaching younger, learning pilots,” he
said. “But, also by participating we are always
learning from each other. Every time we come, we
learn something new, which better prepares us to
teach our units in the future.”
As the seven-week marker passes, another
evolution of WTI comes to an end. When the
aircraft land, the missions are completed and
the dust settles, a force of more than 3,000
active and Reserve Marines return to their home
stations better, stronger and more capable to
act as a combined force to complete any mission
set before them and teach their Marines to do
the same. v
BY LANCE CPL. RYAN G. COLEMAN
108 HELIOPS FRONTLINE
HELIOPS FRONTLINE 109
M
arine Operational Test and Evaluation
Squadron (VMX) 22 conducted Tactical
Recovery of Aircraft and Personnel
(TRAP) missions in Colorado Springs, Colo., to
test the biannual software update of the MV-22B
Osprey, Sept. 20-25.
VMX-22 went with 2nd Marine Special
Operations Battalion (MSOB) to the higher altitude
in Colorado to push the Osprey to its limits.
“VMX-22 executed all planned testing and
collected a great amount of data at the higherdensity altitude,” said Maj. Sam Clark, VMX-22
projects officer.
Three MV-22B Ospreys took off early Friday
morning and completed a 1,350-nautical mile
TRAP mission, followed by shorter TRAP
exercises.
“We focused on the TRAP mission starting
with the long-range mission from New River to
110 HELIOPS FRONTLINE
Pinion Canyon; the other missions conducted were
shorter range TRAP missions to Pinion Canyon
and Leadville, Colo.,” said Clark. “The longer TRAP
mission provided the needed mission profile for
our test to give us a broad range of test data that
could be collected.”
MV-22B Osprey software update helped the
pilots of VMX-22 have more control over the cyclic,
commonly referred to as the “stick” while hovering
20-30 feet above the ground; the update also
cleared up some other glitches within the system.
The Marines of the unit worked from sunrise to
sundown to get as much testing as possible done
in the time spent in Colorado.
“The exercise was a success; the test
ensured that the new software in the MV-22B
that will go to the fleet later this fall is acceptable
for the missions the fleet users will be executing,”
Clark said. v
HELIOPS FRONTLINE 111
The Royal Air Force has deployed its Support
Helicopter Force to the North East to provide
Military Aid to the Environment Agency in support
of the repair and flood relief effort after the storms
of Thursday 5 and Friday 6 December caused wide
scale flooding and damage to coastal defences.
A
ccompanied by a team of helicopter
handling specialists from RAF Odiham’s
Joint Helicopter Support Squadron,
a Chinook from 18 Squadron departed RAF
Odiham just after 2pm, bound for Seal Sands in
Middlesbrough.
On arrival, the crew of the aircraft were briefed
by the Environment Agency on the task that
faced them. They needed to lift multiple tonnes
of sandbags into a 30 metre long breach in a
defensive wall before the arrival of the high tide.
Squadron Leader Steven Bell, Assistant Chief
of Staff at RAF Odiham took the initial call. He
explains: “We received the initial request for
support at around 12.30pm, and we were able
to react to it immediately. We knew we needed
to get the aircraft off the ground by 2pm, so
instantly everyone’s focus turned to ensuring that
the aircraft was prepared and that all crew and
support personnel were briefed and at readiness.
As the afternoon progressed it was clear that
additional reinforcements were required and a
Merlin helicopter from RAF Benson, arrived at
RAF Odiham to collect a further team from the
Joint Helicopter Support Squadron. The Merlin
immediately deployed to Boston in Lincolnshire
to ensure the necessary specialists were on the
ground quickly to support the Environment Agency
in their flood defence plans before returning to
Oxfordshire, where they remained on standby.
Squadron Leader Chris Royston-Airey, a Merlin
Flight Commander and the Duty Flying Supervisor
at the time of the incident, explained, “The RAF
Support Helicopters have spent many years being
112 HELIOPS FRONTLINE
prepared to move at short notice and this was
no exception. The Merlin returned from combat
operations in Afghanistan earlier this year and
now holds a permanent commitment to be ready
to deploy at very short notice to assist in any
potential military operation, from non-combatant
evacuations in hostile locations to flood and
disaster relief in the UK and beyond.
After lowering the defences into place
the Chinook remained on site to support
any additional requirements that were raised
before returning to a local military airfield. They
mobilised again from the airfield on the morning
of 7 December, and remained on site to provide
additional support to the wider relief task and the
area throughout the day.
Group Captain Richard Maddison, Station
Commander RAF Odiham and head of the
Chinook Force said: “This is a fantastic example
of the adaptability and capability of the Support
Helicopter force and its personnel. The Chinook
Force has continuously supported national
resilience and military aid operations since it
was introduced into the RAF in 1981. It is a truly
adaptable aircraft, capable of operating day
and night in adverse weather and environment.
The aircraft, however, would not be able to
reach its true versatility without the support of
the thousands of service and civilian personnel
stationed at RAF Odiham. Everyone, be it aircrew
or engineers, administrators or caterers, pull
together to achieve one aim, and that is to enable
the Chinook force to be able to provide this level of
support 24 hours a day, 7 days a week.” v
YO U R F O R C E M U LT I P L I E R .
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