Vertical rotary lift aircraft fulfil crucial functions including logistic support, personnel transport (including aerial assault), search and rescue (S&R), medical/casualty evacuation (medevac/casevac), installation/area surveillance and security missions. North American and European armed forces are pursuing innovative new concepts to satisfy future rotary lift needs.
Simultaneously, they are upgrading helicopter and tiltrotor fleets with improved variants of existing models to sustain and enhance capabilities until new systems become available. These measures are driven by two factors. On the one hand, enhanced offensive capabilities of potential adversaries require upgrading the fleets to ensure continued operational viability and survivability. On the other, recent advances in technology now enable development and fielding of significantly more capable aircraft, an opportunity nations ignore at their own peril.
US Military Future Vertical Lift Programme
The United States Armed Forces are currently pursuing the Future Vertical Lift (FVL) programme to develop a “family” of rotorcraft to include attack, scout and utility variants. One of these variants, the Future Long-Range Assault Aircraft (FLRAA) is intended to carry infantry squads into battle; additional tasks will include S&R, casevac and logistic support. It will primarily replace the UH-60 BLACKHAWK family, of which the US Army alone operates some 2,000.
While FLV will supply aircraft for the Army, Marine Corps and Special Operations Command (with procurement open to the Navy and Air Force as well), the programme management lies with the US Army. The FLV programme emphasizes dramatic increases in speed, range and endurance at range when compared to legacy platforms. This is largely driven by the global commitments of the US Armed Forces, which must operate in a broad range of environments. The Army is seeking an objective top cruise speed of at least 280 knots and an objective operational radius of at least 300 nautical miles; the US Marine Corps has specified even higher performance objectives. Meeting only the Army guidelines would nearly double the real-world performance capabilities of the UH-60. This emphasis on speed and range reflects the anticipation of a potentially major conflict in East Asia, which would require unprecedented mobility for the US rotorcraft fleet. Speed and agility will also enhance survivability against increasingly sophisticated air defence networks.
But while speed, endurance and survivability are important, raw power is not the only or even the decisive consideration, cautioned FLRAA programme manager Colonel David Phillips. The rotorcraft must be fully networked and interoperable with other aircraft and ground forces operating in a multi-domain battlefield. Modularity and open-systems architecture will be essential for maximising flexibility, keeping on-board systems up-to-date, and reducing operating cost. Given the large number of aircraft the Pentagon plans to procure, life-cycle affordability is also a major consideration. However, details regarding manufacturing cost estimates will not be made public for the time being, the Army announced in May.
FLRAA Development, Testing, Procurement
In March 2021, the two industry competitors – Bell and the Boeing-Sikorsky team – were awarded contracts for the FLRAA competitive demonstration and risk reduction (CDRR) phase 2. CDRR phase 1 began in March 2020 and provided risk reduction by completing requirements derivation, trade-off analysis and preliminary conceptual design, Colonel Phillips said in early April 2021. During phase 2, the Army is also working with the contractors to integrate major subsystems and weapons systems on the candidate airframes. Simultaneously, the Army has also initiated contract solicitations to other firms for open architecture avionics and mission-management systems applicable to the entire FLV programme. “Crucial to the success of FLRAA’s objectives is the deliberate integration of a Modular Open Systems Approach (MOSA) into its requirements, acquisition and sustainment strategy,” an Army statement said. “MOSA is a critical enabler for improving lifecycle affordability, directly aligning with Army Aviation objectives to achieve sustained affordability and deliver continuous capability upgrades against future threats.”
The Army provided both industry contenders with a draft Request for Proposals in December. The final RfP will be delivered this summer, an Army spokesman stated in late April. It will incorporate feedback received from the contenders as well as military stakeholders.
Brigadier General Wally Rugen, director of the FVL programme, explained the military’s approach going into the RfP. While the FLRAA is intended to be a multirole aircraft, “we really are focussed on our air assault mission configuration” and achieving “transformational reach,” Rugen said in October. Priorities will be placed on troop capacity and other requirements needed to conduct that mission. Beyond that, the RfP will provide considerable leeway to industry rather than including “a ton of mandatory attributes,” he said. What remains essential is seamless interoperability with other elements of the FLV family and other partner forces, so that the FLRAA can exploit breaches made in enemy defences.
A development contract award is expected in 2022, which will immediately initiate the engineering and manufacturing development phase of the programme. Flight testing of a production-level prototype scheduled to begin in 2026. The current objective is to enter the production and deployment phase in 2028, and field the FLRAA to the first operational unit in 2030.
NATO (Europe) Next Generation Rotorcraft Capability
European NATO partners are also seeking enhanced vertical airlift solutions. A NATO working group on future rotorcraft requirements was established in 2013, leading to formation of a Next Generation Rotorcraft Capabilities Team of Experts in 2018. In October 2020, five nations signed the (non-binding) Letter of Intent to actively pursue the Next Generation Rotorcraft Capability (NGRC). The initiative is designated as one of NATO’s High Visibility Projects, reflecting its significant contribution to joint operational effectiveness. The five initiators of this programme are France, Germany, Greece, Italy and the United Kingdom. Other nations are eligible to join the project over time, subject to approval by the current signatories.
The initiative’s goal is to develop and build the next generation of medium lift multi-role helicopters to replace current inventories, most of which include models designed between the 1960s and the 1980s. Recent NATO estimates cite a need for European members to replace circa 930 medium lift helicopters in the 2030-2045 timeframe.
By jointly pursuing research and development, the industries of the participating nations will be able to leverage one-another’s capabilities and speed achievement of the common goal. According to a 13 April NATO press statement, “through NGRC Allies will benefit of advances not only in airframe or propulsion technology, but also the digital infrastructure of the capability in order to make sure the capability will be ready to serve Allied forces for the next decades.” Adjustments to operational concepts will also be considered during the design phase.
Given its recent inception, NGRC’s timeline is behind the Pentagon’s FLV programme. The partner nations are currently working toward defining a common set of requirements for the new aircraft. The multinational requirements working group is headed by the British MoD. Once a statement of requirements can be agreed upon, the partners can proceed to signing a binding Memorandum of Understanding (MoU) which will include cost projections, funding and work share between the nations, and a formal timeline; this is not expected before 2022. Once the MoU is signed, the programme will progress through a series of concept-development, design and testing phases. The current goal is to equip forces with the next generation rotorcraft beginning in the 2035-2040+ timeframe.
NGRC Requirements
While formal requirements must still be hammered out by the multinational team of experts, the NATO working group’s original 2018 final report stressed the need for a common next-generation rotorcraft to be modular, so that individual nations could tailor their aircraft to meet their unique requirements. Modularity was also predicted to ease maintenance and result in reduced life-cycle costs. One consideration is building the aircraft on one airframe but in three configurations – basic, improved, and robust – allowing nations to assemble fleets in accordance with their operational requirements and budgets. Open architecture for all on-board systems should facilitate scalability and the ability to configure aircraft according to mission requirements.
Some insights were revealed at the January 2021 Next-Generation Military Rotorcraft Conference hosted by the Royal Aeronautical Society (RAeS), which discussed developments on both sides of the Atlantic. Royal Navy Lt. Commander Andrew White, secretary for the NGRC programme, explained that affordability and commonality rather than performance will be the focus of the requirements debate. “We don’t necessarily see that it has to be superfast,” said White. “We’ve kept the requirements relatively broad so that it could be a conventional [helicopter] or it could be a tilt or compound and we’ll let industry come back to us with what is the best way for that aircraft to be designed so it will meet our requirements.”
One thing is already clear: Europe’s military helicopter market is dominated by two firms, the Franco-German-Spanish Airbus and the Italian-British Leonardo. Any multinational development programme will require both firms to form the technology core, supported by major European avionics and engine suppliers such as Safran. This was addressed in January by Jerome Combe, Airbus Helicopter director of policy and strategy. Speaking at the Royal Aeronautical Society Next-Generation Rotorcraft Conference, Combe pointed to Airbus and Leonardo jointly sharing 80 percent of the world’s civilian helicopter market. “[With the NGRC] we think that there is a real opportunity for Europe to align and to think about what really should be a European next-generation rotorcraft, adapted to European needs, using European know-how, and [that delivers] sovereignty for European industry.”
Additional Projects
Other, more limited helicopter procurement programmes are already well advanced, both in North America and Europe. Several of these programmes display a healthy transatlantic aspect, with US forces buying European aircraft and vice-versa.
MH-139 GREY WOLF
The United States Air Force (USAF) is procuring up to 84 MH-139A helicopters to replace the UH-1 Huey. While built by Boeing, the MH-139A is based on the Leonardo HH139. A major factor in deciding the contract award was the considerably lower life-cycle cost of the MH-139 when compared to competing aircraft (estimated to be US$1Bn less over 30 years). The first operational unit was delivered to USAF in March 2020. The helicopter will be used to transport security personnel at strategic missile bases, and for S&R missions.
PUMA Replacement
The 23 medium-lift PUMA helicopters of the RAF will likely be retired in 2025, well before either the FLRAA or the NGRC will be available. One solution would be procuring an existing aircraft for the interim until the next generation systems are available. While the RAF has not yet initiated a replacement programme, firms are already vying for the contract. These include Airbus, which has proposed a solution based on the H175, while Leonardo has suggested the AW149.
Hélicoptère Interarmées Léger – HIL
The French Armed Forces’ HIL programme is geared to procuring a single joint light helicopter to replace five different types currently operated by the army, navy and air force. Airbus received the award in 2017. The selected aircraft, the new H160M, is a modular multi-role helicopter which can be configured for light attack missions, reconnaissance and surveillance, command and control, infantry or special operations transport/support, and S&R. Despite the designation as “Léger,” the aircraft’s size and performance characteristics are closer to a medium helicopter. All services together will procure 169 aircraft. First flight is scheduled for 2023. Delivery of the first production units is now expected in 2026, or one year earlier than originally planned.
Performance is considerably upgraded from the older models the HIL is replacing. This includes a digital cockpit, greater fuel efficiency from the two Safran Arrano engines, a considerable reduction in noise level through introduction of curved Blue Edge rotor blades and a shrouded Fenestron tail rotor, and reduced maintenance requirements. High availability and reduced maintenance costs were considered a major factor from the beginning of the design phase.
Heavy Lift
Both the UK and Germany are modernising their heavy-lift helicopter fleets. The former has decided to replace the oldest units of its CH-47 CHINOOK fleet (acquired in the 1980s) with a newly built CH-47ER (Extended Range) variant which displays considerable performance enhancements (CHINOOK Capability Sustainment Programme). Deliveries are expected to be complete before 2030. The German Armed Forces have identified an urgent requirement to replace their 70 outdated CH-53G heavy lift helicopters, with an objective delivery timeframe of 2023-2030. It was determined that only Boeing’s CH-47 CHINOOK or the new Sikorsky CH-53K variant could meet requirements and be delivered in time. In September 2020, the MoD abruptly cancelled the procurement programme for a replacement, citing budgetary restrictions. Replacement currently remains on hold.
Buy American?
One vital question raised at the January 2021 RAeS conference was: will European NATO partners continue with developing their own NGRC aircraft once FLRAA enters service, or will they buy into the US programme? The latter would have the benefit of potentially fielding the new rotorcraft sooner (although American production capacity will probably be stretched just to meet initial US demand), and would maximise interoperability between American and European allies.
However, much speaks against European procurement of FLV systems. This begins with the political and economic reality that a fully European NGRC will create jobs, invigorate technological innovation, and enhance European industry’s global competitiveness. Additionally, FLRAA and other FLV systems might well have higher price tags than European aircraft, especially since the US systems are designed to performance specifications which some European nations might not require.
What remains essential is full interoperability between FLV and future European rotorcraft – a goal evidently shared on both sides of the Atlantic. As Lt. Cmdr. White emphasized, NGRC is intended to be complementary to the American FVL. “With FVL, we’re working closely with the US (…) so that we can tie this to FVL as we move forward, and the US are very much involved in NGRC,” White said. Realising this partnership will be less a question of precisely matching speed and range, and more a question of seamless networking. Since the market for avionics, sensors and communications systems is already transatlantic, there should be no excuse for not ensuring full interoperability at the earliest possible stage of development.
This article originally appeared in the July issue of European Security & Defence. Click hereto download the full issue in PDF format.
