Rotary wings for a new millennium: new-generation helicopters will feature varying degrees of low observable technology while the latest structural materials make possible significant advances in weight, aircrew workload reduction and fatigue life. This article is aimed at highlighting the latest inputs in today's helicopter technology and providing a foretaste of things to come. (Technology).

Starting this review with international projects, the AgustaWestland Lynx family is produced in both land- and ship-based forms. Over 400 Lynxes have been sold to 14 operators around the world. The latest naval variant is the Super Lynx Series 300 with LHTEC CTS800-4N engines, a full glass cockpit and digital core avionics. The Super Lynx Series 300 has recently been ordered by Oman (16 aircraft), Malaysia (6) and Thailand (2). At time of writing a contract for up to eight aircraft was being finalised with South Africa.

Future Lynx: Early this year the British Ministry of Defence announced that the Future Lynx would form the basis for the British Battlefield Light Utility Helicopter (Bluh). This is expected to use a rebuilt Lynx AH7/9 airframe (probably with wheels rather than skids), LHTEC CTS800-4N engines and a modern avionics suite developed by AgustaWestland in co-operation with Thales, Smiths Industries and BAE Systems. LHTEC is a 50:50 partnership between Rolls-Royce and Honeywell. The Army Air Corps (AAC) will need 60 to 70 aircraft, and the Royal Navy (RN) may take 60 similar airframes to fulfil its Surface Combatant Maritime Rotorcraft requirement to replace its Lynx HAS3/HMA8 fleet around 2015.

Bell/Agusta AB139: This utility machine is being developed by an international team of risk-sharing partners, including Pratt & Whitney Canada, Honeywell, GKN Westland, PZL-Swidnik, Liebherr and Kawasaki. The military AB139 is a six-tonne aircraft designed to carry up to 15 troops. Noteworthy features include a hexagonal-section fuselage for reduced radar signature, infrared suppression, an unobstructed cabin with two large `plug-in' sliding doors, an internally mounted machine gun for lateral cover and a Honeywell glass cockpit. Two P&WC PT6C-67C engines with Fadec (Full Authority Digital Engine Control) provide the best power reserve in that class. The first flight took place in February 2001.

EH-101: From EH Industries (EHI), this is a much heavier (14.6 tonne) three-engined helicopter developed by AgustaWestland for civil and military applications, in the latter case to replace the Sea King series. First flight took place in 1987 and deliveries began in 1998. Britain's RAF has ordered 22 under the designation Merlin HC3, and the RN has ordered 44 as Merlin HM1s. The RAF may well also adopt the Merlin as its combat search and rescue (Csar) helicopter. The EH-101 is also expected to compete with the NH90 for a British order for up to 100 Support Amphibious and Battlefield Rotorcraft (Sabr) to replace the Sea King HAR3/3A and HC4, and the Puma HC1. The Italian Navy has ordered 20: for ASW/ASV (8), utility (4),AEW (4) and amphibious support (4) duties, with an option on a further four. The British Merlins have RTM322 engines and the Italian EH-101s are powered by General Electric T700/T6As, jointly manufactured with Alfa Romeo Avio and FiatAvio. The Merlin HC3 has an in-flight refuelling probe, a flir sensor, a defensive aids suite and electronic flight instrumentation.

Canada has ordered 15 T700-engined EH-101s under the designation CH-149 Cormorant for the Sar role. Portugal has ordered 14 for Sar duties, with an option on two more. In late 2001, Denmark indicated the intention to order 14 EH-101s for the Sar and tactical troop transport roles. EHI is teamed with Bell Canada and Boeing Canada in proposing the EH-101 (in competition with the Eurocopter Cougar, NH90 and Sikorsky S-92) in the Canadian Forces' Maritime Helicopter Programme (MHP) to replace the CH-124 Sea King. The EH-101 is competing with the Sikorsky S-92 for an order from the Japan Maritime Self-Defense Force (JMSDF) for a mine-countermeasures and Antarctic support helicopter.

Tiger: Produced by Eurocopter, the Tiger is a two-seat, six-tonne, multi-role combat helicopter. First flight took place in 1991. In June 1999, an initial production contract was signed for 160 Tigers to be equally divided between France and Germany, which have estimated long-term needs for 215 and 212 respectively. The German Army UHT version, which (like the French Army anti-tank Hac) has a mast-mounted sight and is due to enter service at the end of 2002, with the French Army combat support Hap version to follow in 2003. The French Army is now changing its procurement planning from two versions (the Hap and Hac) to a single Had multi-role version. This will be based on the Hap, with a roof-mounted sighting system and chin-mounted 30 mm Giat gun turret, but with provisions for Hot (and possibly the Trigat-LR) anti-tank missiles. The Tiger is powered by two MTU/Turbomeca/Rolls-Royce MTR390 engines. Its equipment includes the Thales Avionics Topowl monocular helmet-mounted sight.

The Tiger won the Air 87 contest in Australia against the AH-64 and the Bell AH-1Z. The contract for 22 ARH (armed reconnaissance helicopter) Tigers was signed late in 2001 and deliveries are due to begin in late 2004, with local assembly by Australian Aerospace, an Eads subsidiary. The ARH Tiger is based on the French Hap, but its sighting system will include a laser-designator to allow use of the AGM-114K/M Hellfire missile. Eurocopter is now promoting a multi-role HCE version in Spain with more powerful engines and a passive automatic target acquisition system (Patas), which may also be fitted to the French Tiger Had.

The European Union (EU) is now jointly funding with industry six Critical Technology Projects (CTP) aimed at providing the basis for a European tilt-rotor/wing design that would be simpler in systems and handling characteristics than the Bell Boeing V-22 and the Bell/Agusta BA609. Eurocopter is leading three of these CTPs with assistance from AgustaWestland.

NH90: Eurocopter owns 65.3 per cent of NH Industries (NHI), the prime contractor for the NH90 programme. AgustaWestland owns 28.2 per cent and Stork-Fokker the remaining 6.5. The NH90 is a ten-tonne class twin-engined helicopter that is being produced in two principal forms: the NFH (Nato Frigate Helicopter) and the TTH (Tactical Transport Helicopter). Development funding has been provided by France, Germany, Italy and the Netherlands via Nahema (Nato Helicopter Management Agency). The four nations plan to buy an eventual total of 595 NH90s, consisting of 219 for Germany, 196 for Italy, 160 for France and 20 for the Netherlands. They were joined by Portugal in 2001 with an order for ten units.

The first flight of the NH90 took place in December 1995. In June 2000, a production investment and series production contract was signed, covering 243 NH90s with options on a further 55 units. France ordered 27 NFH, Germany 80 TTH with options on 54 more, Italy 70 TTH and 46 NFH, with an option on one more TTH to serve as an Italian Csar prototype, and the Netherlands ordered its full complement of 20 NFH. The first TTH (for Germany) will be handed over in 2004, followed by the first NFH (for Italy) in 2005. The Dutch, French, and German NH90s will have RTM322 engines, while Italian aircraft will have the GE T700/T6E1.

The NH90 features include a hexagonal-section fuselage for reduced radar signature, NBC protection and (in the case of the NFH) a harpoon-type deck-lock. The Csar version (of which Germany plans to acquire 23 and Italy 50) is a derivative of the TTH, with emergency flotation gear, an in-flight refuelling boom, external auxiliary fuel tanks, a side-mounted machine gun, Stinger air-to-air missiles and armour plating for the crew.

In September 2001 the NH90 was declared to be the winner of the three-nation Nordic Standard Helicopter Project (NSHP), with the result that Finland ordered 20, Norway 14 (eight for ASW duties and six for the coastguard role) with an option on ten more and Sweden ordered 18 with an option on a further seven. Some 13 are intended for TTT/Sar duties, equipped with the Telephonics APS-143B radar, and five are for the ASW mission using a Saab tactical mission system.

Euromil: Eurocopter is also an equal partner with Mil and Kazan Helicopters in Euromil, a company incorporated under Russian law in 1994. The partners signed an agreement to construct a feasibility demonstrator for the Mi-38 in 1999, a 15-tonne class twin-engined aircraft in the same size category as the EH-101. Power for the demonstrator, which is due to fly shortly, is supplied by two P&WC PW127 engines. Mil is responsible for the overall design, Kazan for the manufacture of the airframe and rotor blades and Eurocopter for the cockpit

design, avionics and other equipment.

America

Osprey: The first development V-22 had its maiden flight in 1989. The Osprey programme was aimed at providing 360 MV-22s for the US Marine Corps, 50 CV-22 for the US Air Force and 48 HV-22s for the US Navy, although there are doubts whether the Navy will now proceed with procurement. Following two accidents in the early 1990s, in 2000 there were two fatal crashes in which a total of 23 Marines were killed, the aircraft was then grounded pending a series of reviews.

It was decided that, following modifications, flight trials would restart at NAS Patuxent River from late April, using two of the development aircraft and (later) three low-rate initial production (Lrip) MV-22s. In July the US Air Force will resume tests at Edwards AFB using two development aircraft fitted with Special Operations equipment. The principal modifications consist of a clean up of cockpit warnings and caution lights, checks on electrical wiring and hydraulic lines to minimise any chance of chafing and the introduction of new flight control software. One aircraft will be dedicated to investigations into vortex ring state, with a view to developing a satisfactory pilot warning system (which may involve stick- or seat-shaking), and possibly an automatic recovery mode.

The US Marine Corps training squadron (VMMT-204) is scheduled to restart operations in November 2003, using Block A standard MV-22s with hydraulic lines and electrical cables better separated. Initial operational capability with twelve aircraft is scheduled for late 2004. Demonstrating the service's faith in the aircraft, eleven MV-22s have been requested in the FY2003 budget, which includes long-lead funding for US Air Force CV-22s. From 2005, Lrip aircraft will be built to Block B standard, with modifications to give easier servicing and maintenance. A decision on full-rate production is scheduled for 2006 or 2007, around which time the Block C MV-22 will be introduced with a chin turret, telescopic in-flight refuelling probe, improved cabin conditioning system and possibly variable-twist blades using piezo-electric technology to improve payload capability and maximum speed.

US Army

Comanche: The Boeing Sikorsky RAH-66 Comanche stealth helicopter is another brand-new concept, aimed at combining effectiveness and survivability in the armed reconnaissance, light attack and air combat missions. It will not be cheap, however, and the US Army has therefore retired most of its 377 obsolete AH-1 HueyCobras to provide extra funding. The service's remaining 286 UH-1 Hueys and 387 OH-58A/C Kiowas are to be phased out by 2004, reducing its helicopter fleet from around 4500 to 3500. Approximately 400 will be taken from active units and 600 from the reserves, while a further 240 are to be transferred from the operational fleet to reserves.

Considerable effort has been devoted to minimising the radar, infrared, acoustic and visual signatures of the five-tonne class RAH-66. An important feature in minimising radar signature in the armed reconnaissance mission is its pair of internal weapon bays, the doors of which can carry six Hellfire anti-tank missiles or Hydra-70 rocket pods. One alternative load would be four Hellfires and two Stinger air-to-air missiles. The chin turret is designed to allow the 20 mm Gatling gun to be turned aft and covered with doors. When stealth is not required, wings with two tip-mounted pylons can be attached to the fuselage sides to increase the Hellfire total from 6 to 14 rounds. Other RAH-66 features include a fantail buried tail rotor, and a sealed, pressurised cockpit to protect the crew from NBC contaminants. Facilitating overseas deployments, four RAH-66s can be accommodated in a C-17 and eight in a C-5.

The RAH-66 is also intended to provide a dramatic advance in the ability to acquire battlefront target information and disseminate it to other Army assets. Its sensors will include a modified Longbow radar and two second generation thermal imagers, and an advanced means of sensor-fusion. A vital element is the TRW integrated CNI (Communication, Navigation and Identification) avionics system, which will allow the RAH-66 to communicate with both ground and airborne stations.

In 1991, the Boeing Sikorsky team was selected and awarded the contract for the RAH-66 demonstration/validation/prototype phase. The first of two RAH-66 prototypes flew in January 1996 and was joined by the second in 1998. In June 2000 a $3.1 billion EMD (Engineering and Manufacturing Development) contract was signed, which included the manufacture and testing of 13 aircraft. The first five of these were assigned to flight development, while the remaining eight were for use by the Army in initial operational testing and evaluation (IOT&E) and training.

To eliminate vibration associated with downwash from the main rotor, the first prototype was later given a shorter vertical tail and compensating end-plates on its horizontal tail. It was also tested with uprated LHTEC T800-LHT-801 engines, providing 17 per cent more power than the original -800s. This first aircraft was retired at the end of January 2002. The second prototype is now being flown with the uprated engines and modified tail, plus a redesigned main rotor pylon, main rotor blades with drooped tips and an extended chord, and a modified main rotor hub. It also has the mission equipment package (Mep) and a small mast-mounted conical radome for the Longbow antenna, replacing the massive `doughnut' of the AH-64D.

Following a series of programme reviews addressing delays and cost overruns, it has recently been proposed that the EMD RAH-66s should be reduced to eleven, with the result that the Army would receive only six for IOT&E and training at the end of 2006. These aircraft will not have the Longbow radar, and their armament will be limited to the 20 mm turret. It is anticipated that there will be three Lrip batches: 18 in FY2006, 24 in FY2007 and 36 in FY2008. The manufacturers have suggested that the Army should fund an interim batch of twelve RAH-66s in FY2005 to bridge the gap between the final EMD and first Lrip aircraft.

The Block 1 RAH-66 is scheduled to achieve battalion-level IOC in 2008 with a fully operational internal weapons system and TRW's integrated CNI avionics. However, the Longbow radar will enter service only in 2010 with the Block 2, It is anticipated that the full-scale production rate of 62 RAH-66s per year will be achieved around 2010, which will result in the last of 1213 aircraft being delivered in FY2026. However, it has been proposed that the rate should be increased to 96 units per year, which would complete the programme by FY2018 and reduce production costs.

Black Hawk Up!

Black Hawk M: The US Army UH-60 Black Hawk is an eight-tonne member of a Sikorsky family that includes the naval Seahawk and the S-70, a designation used for international sales. In total, this family serves with 25 export customers. The first UH-60 was delivered in 1978, and Sikorsky has now built over 2500.

The Army has approximately 1000 UH-60As with T700-GE-700 engines and 500 UH-60Ls with the 20 per cent more powerful -701Cs. The UH-60L can take off at an elevation of 4000 ft and an ambient temperature of 35[degrees]C, carrying a squad of eleven fully-armed troops or a 105 mm howitzer, its crew of six men and 30 rounds of ammunition. On current plans the UH-60L will remain in production until FY2005. In order to achieve the necessary fatigue life and simultaneously reduce operating costs, it is planned to refurbish around 1217 Black Hawks in what is termed a recapitalisation and upgrade programme, taking the UH-60A and--60L to UH-60M standard.

The UH-60M programme will produce a zero-time airframe capable of 8000 flight hours and around 20 years of service. It will have wide-chord graphite-spar rotor blades derived from those of the S-92, a 1553B data-bus, a glass cockpit and crashworthy external tanks. The -701C engines of the UH-60L are to be retained, but the gearbox is to be improved. Early UH-60As will be given the external stores support system (ESSM) of later models. Unit conversion cost is expected to be around $8.3 million. Relative to the UH-60L, the UH-60M will provide a 900 kg increase in payload, a 28 km/hr increase in speed and a 25 per cent reduction in maintenance costs.

The first UH-60M (a converted UH- 60A) is due to fly in 2003. The first delivery is scheduled for 2006. The first twelve Lrip aircraft are to be funded in FY2004. Full-rate production of the UH-60M will start in FY2007, and is expected to produce 60 upgrades per year. Among a variety of special variants of the Black Hawk, the US Army is to have 357 UH-60As converted to UH-60Q `Dustoff' medevac aircraft.

Beyond the UH-60M, the US Army sees a requirement for a limited number (around 225) of more capable utility aircraft in the ten-tonne class (this figure referring to a hot and high takeoff). The operational requirement document calls for a 4070 kg load to be carried over a 135 km radius, or eleven troops for 275 km. Sikorsky hopes to fulfil this demand with the projected UH-60X, based on 3000 kW Common Engine Program (Cep) powerplants. The Cep will give a 60 per cent power increase over the T700-GE-701C, and will also be applied to the AH-64 family. Other changes planned for the UH-60X include the longer-span blades of the S-92, structural plugs to stretch the forward cabin and tail boom and increased fuel volume. The US Army plans to field the improved aircraft around 2017.

In late 2001, General Electric signed an R&D agreement with the US Army Aviation Applied Technology Directorate (AATD) for the design and testing of a new power turbine for the Cep. This Advanced Power Turbine Program is to be funded on a 50:50 basis, and is aimed at a 30 per cent increase in the power extracted, a 25 per cent reduction in specific fuel consumption, a 60 per cent increase in power/weight ratio and reduced production and support costs. The overall aim is to have a Cep powerplant in flight test by the end of 2010 and to start series production somewhere in 2013 or 2014.

Chinook F: The 22-tonne Boeing CH-47 Chinook is in a much larger category than the UH-60 series, and may well exceed it in longevity. The CH-47 first flew in 1959 and entered US Army service in 1962. The service currently operates around 430 CH-47Ds, all of which were produced by converting earlier models and were later modernised in a programme that was completed in 1994. Boeing was awarded an EMD contract in 1998 for the CH-47F Improved Cargo Helicopter (ICH), an upgrade programme that will apply to 281 (or more) CH-47Ds. This is intended to keep the Chinook in service until at least 2020, when the projected Joint Transport Rotorcraft (JTR) is due to enter US Army and USMC service. If the JTR is delayed, the CH-47F programme could be extended to as many as 400 aircraft.

The Improved Cargo Helicopter upgrade includes fuselage `tuning' to reduce vibration, the installation of a 1553B databus to allow digital integration of the flight controls and cockpit management systems, a partial glass cockpit by Rockwell Collins and any necessary refurbishing of the airframe and systems. Under a separate contract, Honeywell will manufacture kits to enable the current T55-L-712 engines to be modified to -714A standard with Fadec, 30 per cent more power and reduced fuel consumption. There will also be provisions for three auxiliary fuel tanks to be installed in the cabin. The first of two ICH prototypes flew in June 2001 and deliveries are due to begin in 2002. The US Army intends to modify 26 CH-47Ds per year until FY2013.

US Navy

The US Navy plans to replace several existing helicopter types (possibly including the CH-53E) with the Sikorsky MH-60R and the MH-60S, both derived from the SH-60 Seahawk. The first Seahawk flew in 1979 and the last was produced in 1996.

Seahawk R: Until 2001, it had been planned to produce the new MH-60R (formerly SH-60R) Naval Hawk by converting old SH-60B/Fs and HH-60Hs, but the policy is now to build 243 new aircraft. Sikorsky was initially given a contract to modify nine SH-60Bs to MH-60Rs, and the first of these had its maiden flight in July 2001. However, it was then decided to start building new aircraft in FY2002. It is hoped to have an Lrip batch of six MH-60Rs in FY2004 and to start full-rate production with twelve in FY2005. The first SH-60B will be retired in 2008. The MH-60R will have T700-GE-401C engines and new dynamic components and undercarriage. It will also have a new mission system integrated by Lockheed Martin Federal Systems--Owego, including a Telephonics APS-147 radar.

Knighthawk: The MH-60S Knighthawk (formerly CH-60S) fleet combat support helicopter is intended primarily to replace the CH-46D, but also the older SH-3 and H-1N. Some 237 are planned for a variety of roles, including amphibious Sar, Csar and vertical replenishment. The MH-60S is basically a Black Hawk (for its larger cabin volume) with Seahawk marinised engines, rotor system and dynamics, including the automatic rotor blade-folding system, folding tail boom, improved durability gearbox, rotor brake and automatic flight control computer. It has the same glass cockpit as the MH-60R, but it also has provisions for four external stores, i.e., fuel tanks, laser-homing Hellfire anti-ship missiles or forward-firing guns, such as the M60, M240, GAU-17 and GAU-19. Some 185 of these aircraft will have provisions for mine-countermeasures duties. Equipment for the Csar role includes a flir and armoured floor panels.

The first production aircraft (then designated CH-60S) had its maiden flight in January 2000. Three MH-60S aircraft (out of three Lrip batches totalling 35) are now with Helicopter Combat Support Squadron HC-3 at NAS North Island, California, for operational evaluation and the training of aircrew and servicing personnel. The MH-60S will see initial fleet service with HC-5 at Guam this year. Production orders are expected to grow from 13 aircraft in FY2002 to a peak of 27 per year, leading to a planned total of 237.

S-92: Before leaving the Sikorsky series, it may be noted that the twelve-tonne S-92/H-92 is being developed for both commercial and military operations. However, some observers feel that it is biased toward the civil field, being designed without regard (unlike the Black Hawk series) for carriage in transport aircraft or (unlike the Seahawk) for stowage in the hangar of a ship. Its potential domestic market is therefore limited.

USMC

Whereas the US Army and Navy will use variants of the Sikorsky H-60 to fulfil their utility transport needs, the US Marine Corps will retain the Bell Huey series, but in a considerably upgraded form. Planned is the remanufacture of 100 UH-1Ns as UH-1Ys with four-blade composite hingeless and bearingless rotors, more powerful T700-GE-401 engines and Litton cockpit systems.

Huey Yankee and Zulu: Minimising development costs, these same upgrades will be applied to 180 Bell AH-1W SuperCobras, turning them into AH-1Zs. The AH-1Z will also have a Lockheed Martin Target Sight System (TSS) and a laser designator for use with the Hellfire missile. The airframes will be refurbished to zero-time standard in both cases. Maximum gross weight is increased to 8390 kg for either type.

The first AH-1Z flew in December 2000, followed by the first UH-1Y in December 2001. The flight test programme will include two Zulus and three Yankees in a status that will be fully representative of the production items. It is anticipated that low-rate initial production will begin with five AH-1Zs and four UH-1Ys in FY2004, leading to initial operational capability in September 2007. Deliveries will be completed within the 2012 to 2013 timeframe. In 2000, Turkey selected the King-Cobra, a wheeled version of the AH-1Z, with an initial purchase of 50 aircraft, which (if negotiations are successfully concluded) is expected to lead to later batches of 50 and 45. Assuming contract signature in June 2002, Turkish deliveries will run from 2005 to 2009.

For international sales, the Longbow radar from the AH-64D is to be made available in podded form for wingtip mounting, where it merely takes the place of a weapons store (except on the Z). The project was initiated when Bell approached Longbow International with a view to giving an adverse weather capability to the Cobras. Basically a repackaged version of the Apache's mast-mounted radar, it would be offered for the Z, F, S, W and Y versions of the UH-1.

Russia

The Mil Mi-24 assault helicopter first flew in 1969 (four years after the AH-1G HueyCobra prototype), and represented a different approach, with (initially) side-by-side crew seating and the ability to carry eight armed troops in addition to a heavy armament. It is believed that around 200 Russian Army Aviation Mi-24s are to be upgraded to Mi-24VK1/2s by Rostvertol in a programme that combines weight-reduction (through shortened wings and a fixed undercarriage) with modernised avionics, day/night sensors and (possibly) more powerful engines; Klimov VK-2500s. The Indian Air Force is reported to have around 60 Mi-24/35s being upgraded, with equipment supplied by the Tamam Division of Israel Aircraft Industries. Algeria has had 33 Mi-24s upgraded to Mk III standard by South Africa's ATE (Advanced Technologies & Engineering), using systems developed for the Denel Rooivalk and introducing the 20mm Denel Vektor Gl2 cannon turret and the Kentron Ingwe anti-tank missiles.

Mi-28: This was Mil's original 10.5-tonne class proposal for a new generation combat helicopter. The first of four prototypes flew in 1982 and a prototype of the day/night all-weather Mi-28N Night Hunter flew in 1997. Military evaluation trials of the Mi-28N are due to start in 2003. It is understood that an intermediate version designated Mi-28D was presented for evaluation by the Russian Army in 2001.

Black Shark: The Kamov project competing with the Mi-28 was the single-seat coaxial-rotor Ka-50 Black Shark, which first flew in 1982. Reports indicate that the Ka-50 was chosen, and that small-scale deliveries to the Russian Army have begun. The Ka-50 was the first helicopter with jettisonable blades and an ejection seat. It was followed by the Ka-52 Alligator with side-by-side seating and all-weather equipment. In the form of a converted Ka-50 this first flew in 1997. The projected tandem-seat Ka-50-2 would have Western avionics supplied by IAI/Lahav, and was the second choice of the Turkish Army (after the AH-1Z).

India

ALH: The Hindustan Aeronautics (Hal) Advanced Light Helicopter (ALH) was designed and developed with the help of Eurocopter Deutschland, aimed at multi-role capability in both civil and military applications. This five-tonne aircraft first flew in civil form in 1992, followed by a naval version in 1995 and an army version in 2000. The Indian Army has a requirement for 180 helicopters in this class, and the Indian Navy needs a further 120. However, US sanctions in 1998 prohibited the supply of LHTEC CTS800 engines, and the Turbomeca TM333 substitute (although more powerful than the Arrius used in initial tests) is reported to be inadequate for hot/high performance demands. Turbomeca is collaborating with Hal on the development of an uprated derivative, designated Shakti, but this will not be available until 2005. In addition, the ALH is reported to experience unacceptable vibration levels.

South Africa

Given its experience of military operations, South Africa's expertise in defence equipment is widely respected, but (like India) it is largely dependent on foreign suppliers in regard to powerplants.

Rooivalk: Named after a South African bird (Red Kestrel) this attack helicopter from Denel first flew in 1990 with Turbomeca Makila engines, and production deliveries to the South African Air Force began in 1999. It was anticipated that Malaysia would order up to 40, but the Asian economy downturn in the last decade is believed to have halted the sale. Denel has also proposed a maritime version with a search radar in place of the chin turret, shorter stub-wings, flotation gear, the tailwheel moved forward by two metres and manually-folded rotor blades. Given the current low value of the South African Rand, the Rooivalk may well be marketed at a significantly lower price than its competitors.

Fly-by-Wire

Eurocopter, which is now an Eads subsidiary, is one of the world leaders in the application of new technologies to helicopters. Recent innovations include an EC 135 that is being tested (in a joint programme with Germany's DLR research institute) with fly-by-light controls using fibre-optic cables. Compared to fly-by-wire systems, fly-by-light provides immunity from electromagnetic pulses, an increased bandwidth and substantial weight saving. The EC 135 is the civil version of the new 2.9-tonne EC 635 military helicopter. Innovative features include a Fenestron buried tail rotor, with unevenly spaced blades to reduce noise signature.