Overview – Army Aviation Into the Future

The Black Hawks in particular are widely recognised as the best airlift helicopters of their type available, allowing all weather day and night operations over long ranges in the hostile conditions of Australia’s north.

Army Aviation has however identified specific areas of concern needing to be addressed. Foremost of these is Army’s airborne reconnaissance capabilities while other areas receiving attention include fire support, additional trooplift capabilities, and medium airlift.

Surveillance, Reconnaissance and Fire Support

In a country as large and sparsely populated as Australia, the use of airborne surveillance and reconnaissance is of critical importance. Currently Australia’s Army Aviation Corps’ primary assets in this area are the Nomad and Kiowa, both of which are ill equipped for anything other than daylight visual reconnaissance, while the RAAF is able to supplement this with its modest fleet of four recce configured RF-111Cs. In reconnaissance and surveillance roles both the Kiowa and Nomad are restricted to the skills of the human eye. Both aircraft are also of only modest performance, while the Kiowa in particular is showing its age in that the first examples of its type first flew in the early 1960s. Given the roles in which it operates, the Kiowa is also very vulnerable to enemy fire, its only means of self defence being avoiding detection and evasion.

For some time now the Army has recognised its need for dedicated sensor equipped surveillance and reconnaissance platforms, plus the need for a fire support helo to replace the Iroquois gunship. In addressing these needs Army has initi- ated project Air 87, which is currently scheduled for a year of decision in 1996/97.

In broad terms Air 87 seeks to meet the Army’s surveillance, reconnaissance and fire support requirements through the upgrading and fitment of sensors to the Nomad; the acquisition of an armed sensor equipped reconnaissance helicopter; and a new fire support helicopter in place of the Iroquois gunships. The Army also plans to acquire unmanned aerial vehicles (UAV) for local area reconnaissance but this is being handled by a separate programme, Project Ninox. The largest component of these requirements is the reconnaissance helicopter (Kiowa) replacement which, given the complementary nature of an armed recce helo and a fire support helo, has been combined into one platform. The replacement Kiowa programme is envisioned to cost around $700m, involving 36 to 40 helicopters with an entry into service date of 2000.

In meeting this requirement Bell Helicopter’s Australian representative Helitech had proposed using upgraded surplus US Army AH-1 Cobras. On the surface the offer was highly attractive given that the basic airframes were to be available for just $250,000. Helitech had proposed significantly updated and overhauled versions of the US Army’s AH-IP & E models fitted with a comprehensive sensor system, while the airframes would be zero timed at overhaul. Helitech believed that a helicopter capable of 80% of the Army’s requirements could cost as little as a quarter of what comparable new machines would, while offering far sooner availability.

Army is no longer considering the Helitech proposal given that the only models available would be the old AH-IS which would mean, by the time all cost factors were taken into consideration, the actual price of the refurbished aircraft would approach that of a new build sensor equipped platform. Specific areas of concern were the AH-IS model’s lack of Night Vision Goggle compatible cockpits, the old nose mounted gun turret and logistical support. Having said that though Cobras have not been ruled out of consideration for Air 87 with interest primarily in the twin engined AH-1W as operated by the US Marines, and the US Army’s latest model the AH-IF.

With the prospect of an early used Cobra purchase out of contention, Air 87’s project definition stage has continued. Emphasis for the recce helicopter is on the systems it will carry, and not on the actual platform itself, given that there are no purpose designed aircraft available that currently meet all of Army’s requirements. In broad terms the sensor suite needs to allow flying and reconnaissance during both day and night and in all weather conditions. How this is to be achieved is not set in concrete, but possible sensors include thermal imaging and low light television. In terms of armament for self defence and the fire support mission, the is likely to be fitted with cannon and rockets, guided anti armour weaponry not being a priority at the moment.

Aircraft performance is another area of importance. In the escort fire support role the aircraft will need to be able to fly with Black Hawks (implying similar or better range and cruise speed).

The need to have a comprehensive sensor system in a helicopter of relatively high performance does not necessarily favour a twin seat helo against a “wide body” type. The Army at this stage has no preference in terms of helicopter type, nor does it have a particular model in mind. The empha- sis at this stage is on the integrated package of airframe, sensors and weapons systems.

While the aircraft platform to a large degree is the least important part of the equation, it is the one that generates the most interest, and a number of options are available.

The most expensive option, and the most capable helicopter in meeting all the Army’s requirements is the Boeing/ Sikorsky RAH-66 Comanche. Cost is almost certainly going to rule out the Comanche (with a unit price as high as $US21m). The Comanche will be first delivered to the US Army in the next century and will take advantage of late technology sensors and weapons systems plus stealth. Also unlikely to be given serious consideration due to cost restraints is the McDonnell Douglas AH-64 Apache. The Apache is however a good example of matched sensors and pilotage systems (systems integration is likely to be one of the programme’s highest costs).

Perhaps more realistic though as far as two seat aircraft go is a scout version of the Agusta A 129 Mangusta. The Mangusta is currently being delivered to the Italian army and features four hardpoints for a variety of weaponry optimised for anti tank missions, while its main sensor is a nose mounted FLIR pod, with a rotor mounted sight an option. The Mangusta, like other two seat options, benefits from the fact that it was designed for a combat environment and as such is twin engined, it features a strengthened fuselage in the event of crashing, and is fitted with an electronic warfare countermeasures suite.

Although ruled out as an immediate solution, the purchase of AH-1 Cobras is still very much an option. Current prefer ences though are for the more up to date AH-IF and AH-1W models. The Whiskey model (developed for the US Marine Corp) is likely to be the pick of the Cobra models because of its enhanced survivability due to its two engines.

One option is the Augusta A 109 which has been developed into scout versions for the Belgium and Italian armies. This ibility with a number of armament options, crashworthy fuel tanks, radar warning receiver and infrared jammers.

aircraft features a roof mounted observation sight, Bell also has an optimised reconnaissance helicopter in the current version of the Kiowa, the OH-58D. The OH-58D is a comprehensive update of the OH-58A (which is essentially identical to AAAVN’s Kiowas) of which large numbers are currently in US Army service. The main feature of the OH-58D is the distinctive McDonnell Douglas/Northrop mast mounted sight which features TV and infrared optics, plus a laser designator/range finder. All US Army OH-58Ds will ultimately be updated to the armed Kiowa Warrior status which can be fitted with Stinger or Hellfire missiles, rocket pods or gun packs. Being a military helicopter the OH-58D is also fitted with jammers and radar warning receivers.

Other options to be studied include the Eurocopter AS 565 Panther (the military version of the Dauphin), BO 105 and BK 117, the Westland Lynx, Sikorsky S-76, and McDonnell Doug las’s Defender and Explorer. Less likely propositions are the South African Atlas CSH-2 Rooivalk and various Russian helicopters such as the Havoc and Hokum.

Options for providing wide area surveillance are largely based on a fixed wing aircraft currently in ADF service fitted with sensors. In real terms this most likely means equipping the Army’s large Nomad fleet (other options do include the F-111 and HS. 748, although the F-111 is realistically not an option given the priorities likely to be allocated to its current roles) with Synthetic Aperture Radar (SAR). SAR is the most appropriate wide area surveillance sensor in that it can scan large tracts of territory up to 100km wide in a relatively short space of time.

Australia’s Defence Science and Technology Organisation (DSTO) has developed a SAR system (known as Ingara) which can detect objects as small as 1. 5m wide (such as vehicles). While Ingara will not necessarily be selected as it has not been designed to a specific Army requirement, it will allow the Army to evaluate the concept and provide a benchmark against which other SAR systems can be compared.

D Model Chinooks

Since the RAAF’s CH-47C Chinooks were retired from service and placed into storage in 1989, Army has been endeavouring to return a small number of these aircraft to service to provide at least a modest medium lift capability. To achieve this capability at as low a cost as possible a price neutral exchange was to have seen the 11 surviving CH-47s four or five of these aircraft to be returned. After numerous sent to Boeing in the US to be upgraded to D standard with delays and a $21m cost blowout, four aircraft will now return to Australian military service. (The remaining former Australian Chinooks are slated to go to the Hawaii National Guard. ) All of the ‘Chooks’ have now been returned to the USA, where the first of the aircraft was due to be inducted into the Boeing D model upgrade line last December or January of this year. The upgrade takes 50 weeks, which following acceptance and test flights, will see the first CH-47Ds returned to Australia from early 1995. The aircraft will enter the upgrade line at one month intervals, which should see the third and fourth aircraft return to Australia in mid 1995. Depending on timing the aircraft may make a limited appearance at K95. Townsville) the Chinooks’ main tasks will be prepositioning When they become operational (with 5 Aviation Regiment at fuel supplies for the Black Hawks and deployment of RAAF forward radar units.

Additional Troop Lift Capability

A requirement for additional troop lift capability was first identified in the 1987 Defence White Paper, and again was mentioned in the 1991 Force Structure Review. The FSR recognised the need for an additional 10 Black Hawks to provide a further company lift capability while Army would ideally like 23 extra Black Hawks to provide a company group lift capability. However, a unit price of at least $18m means obtaining funding will be highly difficult, and if there were to be any additional Black Hawks purchased it is unlikely that they would be funded before 2000.

One option to free up funds for more Black Hawks could see the Iroquois retired. However it may be that the Iroquois themselves, in an upgraded form, solve the additional airlift capability question. Army currently operates 20 UH-IH Iroquois as operational support utility transports, plus a further five as gunships. In their current form these aircraft have poor hot and high performance, making them less than ideal for operations in Australia’s north, nor can it carry large numbers of troops over long distances. Upgrading the Iroquois to address these issues may well prove to be a very cost effective means of providing additional airlift abilities. Army intends to study Iroquois upgrade options in the near future, but no timetable has yet been set.

Upgrades, Mods & Movements

Although Air 87, the Chinooks’ return to service, and addi- tional airlift capabilities are the largest and most glamorous projects that Army Aviation will be working through to the end of the decade, a number of other smaller though nonetheless important projects are underway.

While the Army’s Squirrel training helicopters have proven to be very useful in their roles, small deficiencies in performance will be addressed as the fleet is progressively updated to AS 350BA standard. Other modifications include installing both a jump seat to allow two student flying and an additional VHF radio.

Funding approval is being sought in the FY94/95 budget submission for a full motion based high fidelity Black Hawk flight simulator. The cost associated with the simulator programme is estimated at $45m.

Meanwhile Army has received funding to make its fleet of Kiowas and Iroquois compatible with the Army’s ANVIS Night Vision Goggles (NVG), with the equipment to be purchased by the end of this financial year.

As part of a joint Defence programme with the RAAF, all ADF tactical transports should in the future be fitted with protective Electronic Warfare (EW) equipment. Currently the Army’s aircraft are not fitted with any kind of protective EW, and equipment had to be leased for the six Black Hawks which were deployed to Cambodia last year (this equipment has subsequently been purchased). The joint programme with the RAAF should address this very glaring omission, although the RAAF’s Hercules fleet has been accorded a higher priority than Army (it was only recently announced late last year that four RAAF C-130s are to be fitted with protective EW).

In keeping with the Department of Defence’s policy of focussing Australia’s defence assets in the north, No 161 Recce Squadron, currently based at Holsworthy in Sydney and equipped with Kiowas, is to be transferred to RAAF Darwin from late in the year. The other proposed relocation of Army Aviation assets is that of the Squirrels and the ADF Helicopter School currently at Fairbairn to Oakey. This move has now been postponed indefinitely due to cost reasons despite considerable long term economic and other more intangible benefits.

Conclusion

Army Aviation’s current capabilities are unsurpassed in the region and provide Army with two of the most important ingredients in land warfare: mobility and reconnaissance. When the requirement for an armed reconnaissance and fire support helicopter is fulfilled, the CH-47Ds redelivered and more troop lift capacity acquired, Army Aviation looks set to play an even more pivotal role in Australia’s defence.