F R 9 - 2 0 0 2
GERMAN HEERESFLIEGER FACE MAJOR CHANGES
By Karl Schwarz
SFOR, KFOR, ISAF – wherever the Bundeswehr is deployed, army aviation is also involved. Transport is becoming ever more important, not to mention rescue missions. Thus at the present time five Bo 105M scout helicopters and four CH-53 medium-sized transport helicopters are on location with the mixed army aviation company in Bosnia (Stabilisation Force). A further six UH-1D's and four CH-53's are stationed at Toplicane combat airbase for the KFOR (Kosovo Force) mission in Kosovo. Another three CH-53GS's plus 87 men have been operating in Kabul since May, having been transported there in An-124 large-capacity freighters.All this has effectively exhausted the available capacity of the German Heeresflieger to take part in foreign missions. For, as well as ongoing foreign missions, the branch has to keep additional transport helicopters ready for immediate deployment in the event of a crisis, as well as dealing with a major reorganisation and entry into service of the new Tiger and NH90 helicopters. Due to their complexity and diversity of weaponry, these new helicopters are bringing with them completely new requirements as regards technology and crew.
For example, the Tiger combat helicopter differs by a whole order of magnitude from the present Bo 105P. Instead of being used solely for anti-tank defence using HOT guided weapons over friendly territory, the new German-French platform is to take on additional tasks such as attack of wide area targets, escort and tactical reconnaissance, and all of this over enemy territory as well. To this end it is to be armed with HOT and, in future, with PARS 3LR guided weapons, 70mm missiles, cannon and Stinger air-to-air missiles.
The advent of the Tiger begins with official handover of the first machine in mid-December. The first few units have been earmarked for aircrew training in the training facility operated jointly with the French Aviation Légère de l´Armée de Terre (ALAT) in Le Luc, southern France. There prospective Tiger pilots will undergo a one-year training programme, in which simulator training will play a major role. The first army aviation regiment in Fritzlar is expected to be fully equipped in 2009 or so.
The surplus Bo 105P's will not be retired, but instead they will be converted to liaison and observation helicopters (LOH). For this purpose, the sights and the entire weapons system are to be dismantled. A new radio set and a bench with straps are to be installed. This will leave the way free to sell the older Bo 105M (LOH), some of which have already been taken out of service. 60 of these will have been retired by the end of 2002, with a further 40 by 2004.
The Bell UH-1D will remain in service with the army aviation forces for another decade, until enough of the new "light” NH90 transport helicopter have been delivered. The first batch of these is due for delivery in 2004, and the first regiment will be fully operational in 2010.
Like the Tiger, the NH90 also signifies a quantum leap. Twin engines, 16 soldiers instead of eight in a much larger cabin, a loading ramp for the transport of vehicles, a payload of up to 2000kg (instead of 800kg) and a range of 1,200km (up from 450km) signify clearly the progress which the new type represents compared with the Huey, which was developed almost 50 years ago.
As well as being used purely to transport personnel and materiel, the NH90 is also to act as platform for a range of mission equipment packages. However, final decisions have not yet been made about their procurement and it is therefore unlikely that they will be available before the end of the decade, even though they are an indispensable element of the "air mechanisation system”.
The new Tigers and NH90's are expected to work alongside the Sikorsky CH-53G/GS for almost another 30 years. The latter can carry a payload of 5½ tonnes including up to two Wiesel light armoured carriers. Fitted with a special mission kit, it will be possible to deploy it as a large-capacity medevac helicopter.
To keep the CH-53 flying, it is essential that additional measures are taken to extend its service life. There is also an urgent requirement to fit new systems for deployment under IFR conditions. On 26 June a contract was awarded to Eurocopter to upgrade 38 of the helicopters (19 of each of the G and GS variants). Liquid crystal multi-function displays, GPS, distance measuring equipment (DME) to replace the military TACAN and a second VHS/AM radio set are to be installed at a cost of Euro 20.3 million. The upgrade programme should be complete by 2005 and will keep the military maintenance facilities in Donauwörth moderately busy.
With regard to the requirement for a replacement helicopter, the Heeresflieger need a platform with a speed of 300km/h, a range of over 1,000km with reserves and a maximum payload of ten to twelve tonnes or 70 soldiers. An aircraft that satisfies these requirements can only be developed in international collaboration, preferably with the involvement of American companies.
But at this moment in time this lies very much in the future. Right now the army aviation corps has its hands full with a major reorganisation that goes as far as disbanding some regiments. The aim here is to create units that are capable of being deployed on prolonged missions abroad. At the same time regiments must maintain their flying operations both in the home base and also in an operating field which may be a long way away, without overstretching the crew and technical specialists.
All these threads will come together on 1 October when the Air Mobile Operations Division (DLO), which is currently being set up in Veitshöchheim, becomes operational. Below this will be Air Mechanised Brigade 1 and Army Aviation Brigade 3 with their component regiments plus liaison and support squadrons.
Nominally, each of the regiments should have 48 Tigers or NH90s plus, respectively, 36 CH-53G and CH-GS. However, in most cases they will be deployed in mixed units. The DLO forces are to play an important role as a rapid reaction force, especially at the beginning of a crisis period. They will be available for deployment in any part of the mission spectrum of the Bundeswehr.
To relieve the operational units, which are expected to have a higher workload, of some of their previous tasks, a robust training organisation is needed. The Army Aviation Weapons School in Bückeburg will therefore remain independent and is to be expanded. For example, Training Centre C is to be set up in Celle for Bo 105 and UH-1D training. Mission training for command personnel in the army aviation corps could be held there at a later time. Meanwhile NH90 training is to be carried out in Bückeburg. An extra simulator centre is needed for NH90 training. This may be run by industry, with army aviation purchasing capacity under a by-the-hour agreement.
In the Schäfer barracks at Achum airfield, a stone's throw from Bückeburg, considerable resources have already been invested in recent years in a modern Simulator Centre and in the new EC-135 training helicopter. However, neither programme is running entirely smoothly.
For example, deliveries of the EC 135 have slipped by at least six months and only commenced in September 2000. Moreover, some of its flight characteristics have turned out to be not exactly optimal for use as a basic trainer. Consequently the new basic helicopter training only finally got under way on 27 August 2001, in the form of a "pilot's course”. Experience gained on this was to be used to optimise the training programme, taking account of the portion conducted on simulators.
In the meantime, as only ten EC 135's are available, the elderly Alouette II is having to be kept on in parallel. This is likely to remain in service until 2004.
Again, entry into service of the simulators supplied by CAE has slipped from the original target date of the end of 2000 due to technical problems. In the Simulator Centre, the first simulators are currently being installed for training in low-level night-time flying on the UH-1D and CH-53. The EC 135 simulators are unlikely to be available before 2004. In conjunction with computer-aided theoretical training, they are set to play a central role in preparing crew for the new Tiger and NH90 types.
To equip them for the new challenges, the crew are already practising IFR, mountain and low-level night-time flying as part of their basic training. The next stage of training on the EC 135 will be much wider and already include mission flying. One positive side-effect of this should be to shorten the overall training time by one year.
Of course some of today's crew will need Tiger and NH90 conversion training. This will entail special emphasis on "sensor flying” with night vision goggles (NVG) and FLIR. And all this must of course be mastered while flying nap-of-the-earth. Despite the advances in technology, the critical factor in air combat will continue to be the human operator. KARL SCHWARZ
From FLUG REVUE 9/2002, page 52
Three questions for the commanding officer of Germany's Heeresflieger
"Air mechanised forces expand the army's deployment options”
In mid-June Brigadier Bernhard Granz took up his post as commander of the Heeresflieger. He told FLUG REVUE about the plans for air mechanisation, inadequacies in equipment and his concerns about recruiting young blood for the troops.FLUG REVUE: What is the significance of the programme of air mechanisation that the Bundeswehr has been pursuing for some years? Can it cope with the new requirements for peace-keeping missions and operations outside of Germany?
Brigadier Bernhard Granz: Air mechanised forces will greatly expand the options available to the army throughout the entire mission spectrum of the Bundeswehr. On the battlefield they have the effect of increasing the operating range and effectiveness of land operations, especially through the capability to strike deep in enemy territory. Here, surprise strikes against high-value targets, such as mechanised follow-up forces, command posts and logistics facilities, are carried out with the aim of critically weakening the effectiveness and survivability of the enemy and hence of permanently paralysing his ability to mount operations. The aim is to minimise the risk of high losses amongst one's own mechanised forces in direct operations.
In peace-keeping missions, air mechanised forces are particularly useful as a means of supporting initial operations for the prevention and containment of conflict. Other tasks can include, for example, surveillance of protected zones, escort of convoys and airlifts and the support of rapid reaction forces in the context of crisis management.
They will also play an especially important role in the conduct of evacuation operations, working closely with troops in the Special Operations Division (DSO).
These are only some examples of the many operational possibilities. So much for the main thrust of your question. However, I would like to add that the new quality of air mobility that we are hoping to achieve in the army will not depend just on air mechanisation. Even more important to achieving the optimal effectiveness of air mobility is concerted action by all the army aviation assets working together. This will be assisted by the establishment of the Air Mobile Operations Division (DLO). Close co-operation between the DLO and DSO will significantly strengthen the air mobility of the army.
FLUG REVUE: Important major programmes like the Tiger and the NH90 appear to be secure for the time being. What else is still missing if army aviation is to be deployed really effectively?
Brigadier Granz: The entry into service of the Tiger and NH90 will by itself close many of the current capability gaps in the areas of effectiveness and endurance. However, air mobility covers the use of airspace in all areas of responsibility of the Army, i.e. for command, reconnaissance, combat, combat support and mission support. Systematic and consistent further development are needed to enable the Heeresflieger to pursue this wide-ranging approach.
Air transport with medium-sized CH-53 transport helicopters is a high priority here. Measures aimed at extending their service life and improving their defensive capability are urgently needed to ensure that they can continue to be deployed in the medium and long-term. In addition, combat vehicles used by the army air mobile forces will place significantly greater demands on air transport capacity in the future. It is therefore necessary to be thinking already today about procuring a suitable CH-53 replacement from the middle of the next decade.
The development and introduction of mission equipment packages for air mobile command, reconnaissance and SEAD/EW, which are to be installed in the NH90, is another major area of focus. All these are essential components of effective air mechanisation.
Then, thirdly, the command capability of the Heeresflieger must be adapted to reflect the capability of the new helicopters. Deployment of these helicopters presupposes the availability of a command, control and information system which supports the fast tempo, great range and special flexibility of these weapons systems. Again, interoperability is very important in multinational, combined service operations, and measures are required in this area too.
As well as equipment that is geared towards future requirements, however, it is essential to have adequate manpower resources.
FLUG REVUE: Are you satisfied with the recruitment situation, especially in the aviation area, or do you feel that additional promotional measures need to be initiated?
Brigadier Granz: The recruitment situation, especially in the aviation area, was particularly worrying in the 1990s, as a result of which, over a period of several years, there were manning shortages.
A number of measures such as internal advertising within the army aviation corps and in the army, increased publicity on the internet, big advertising campaigns in 2001 and 2002 and the raising of the age limits have all had the effect of easing the situation. But there is no hiding the fact that in the competition to attract suitable personnel from the limited supply in the population at large, the public services are at a disadvantage compared with civilian employers. The salary hikes achieved by Lufthansa pilots a year ago have not helped, for example.
I am convinced that a lot still has to be done to secure the recruitment situation in the long term.
Karl Schwarz was talking to Brigadier Granz.
Home | Update | LATEST ISSUE | Gallery | FR Inside | Datafiles | FR 9/2002
Copyright 2002 by Motor-Presse Stuttgart. All rights reserved.
Last updated 9 August 2002
FLUG REVUE, Ubierstr. 83, 53173 Bonn, Germany