Special edition EDA’s annual conference Opening addresses By Alexander Weis, Chief Executive of the European Defence Agency

Chad, 22 helicopters are deployed. DA’s Chief Executive, Alexander EWeis, pointed out that there In NATO’s operation in Afghanistan EU is no shortage of helicopters as Member States have about 80 helicop- such. “The Member States of the ters flying. European Union have 1735 helicop- Even taking into account that there are ters of 22 different types in their probably a few more flying around else- military inventories”. But, he said, where in other operations, it seems that “they are only deploying about six European countries are only deploying to seven percent of their helicopters about 6 to 7 percent of their helicopters in in crisis management operations crisis management operations elsewhere elsewhere in the world”. During in the world. his speech, he asked what could So, the first fundamental question is - be done to increase the number of what are the reasons for the lack of de- available helicopters before setting ployed helicopters? out the EDA’s short-, medium- and long-term actions in this area. He The more target-oriented subsequent called on all Conference participants question is what can be done taking into to focus on concrete next steps. account the number of 1735 existing “…The first fundamental helicopters in order to increase the num- question is - what are ber of available helicopters? the reasons for I would like to welcome all of you to this the lack of deployed Annual EDA Conference and in particular Without pre-empting our discussion today, helicopters?” the answer to the first question is - we the High Representative and Head of the Alexander Weis, Chief Executive Agency, Dr Javier Solana, and the other two are suffering from a lack of helicopters of the European Defence Agency keynote speakers: Henri Bentégeat, Chair- in ESDP operations because very often the existing helicopters and the aircrews man of the EU Military Committee and Allan mension. In that respect, I cordially wel- are not “fit for flight” in demanding op- Cook, the President of the AeroSpace and come the participation of Al Volkman, erational scenarios. Defence Industries Association of Europe. from the US Department of Defence, as This is the fourth EDA Annual Conference. Under the political impetus from the one of our panellists. Franco-British Summit in March 2008, Its topic is high on EDA’s agenda. But, let’s start with the main speakers. I the European Defence Agency has de- am very pleased that we have three dis- The lack of available helicopters for cri- veloped activities for the short-, medium- tinguished speakers this morning and I sis management operations is a burning and long-term. problem, well-known to politicians, military would like to thank all of them for their commanders and civilian operators. For the short-term, EDA’s agenda is fo- participation. cussed on training. Our objective is to I am also looking forward to the more The European Union, NATO, the United construct at European-level a Helicopter detailed contributions and discussions Nations and other organisations - they Tactics Programme, to be launched in in the two panels which will follow the all face the same problem. 2010. keynote speeches. But there is no shortage of helicopters For the medium-term, the Agency is ex- At the end of the day I hope to conclude as such. ploring the potential for upgrading heli- with some useful next steps, resulting copters by grouping those Member States Let’s look at Europe. The Member States from today’s debate. The EDA Annual operating the same type of helicopter. of the European Union have 1735 helicop- Conferences have by now a well-estab- ters of 22 different types in their military Finally, EDA’s long-term activity will be lished record of follow-up in terms of inventories. the Future Transport Helicopter, once two strategies and practical activities. Today’s Yet, today they deploy together only a Member States – France and Germany – Conference should not be an exception. very small number of these helicopters have brought this project to EDA. So, I call on all participants, including the in crisis management operations. audience, to keep very much in mind this The transatlantic aspect of the Future orientation on practical steps during their In the ESDP operations in Bosnia and Transport Helicopter is an important di- contributions.

2 EDA Special Bulletin : Helicopters - Key to Mobility | 10 March 2009 | Keynote Speech By Javier Solana, Secretary General - High Representative and Contents Head of the European Defence Agency Opening remarks : Opening adresses by Alexander Weis ...... 1 the European Union can deploy to bring avier Solana pointed out that stability to turbulent regions. Keynote speech JEDA’s work on helicopters of- by Javier Solana ...... 3 fers huge potential for European Our military and civilian missions operate co-operation, EU-NATO coordina- in sometimes inhospitable terrain: from Keynote speech our police reform mission in Afghanistan tion and for transatlantic coop- by General Henri Bentégeat ...... 5 and the monitoring mission deployed in eration. On the latter, he said EDA Georgia, to the Security Sector Reform Keynote speech has been tasked to talk directly mission in Democratic Republic of Congo, by Allan Cook ...... 10 to the United States to explore our military operation EUFOR in Chad and opportunities for co-operation, in Panel 1: in the Central African Republic, or the particular on the Future Transport Setting the Scene counter-piracy naval operation in the Gulf Operational needs, current Helicopter. Referring to the fi- of Aden, EU NAVFOR Atalanta. nancial-economic crisis, Solana situation, lessons learned ...... 13 Helicopters are thus essential to our op- concluded more generally that Questions & Aswers session ...... 17 “Defence cannot stay outside the erations because they offer tremendous European integration processes flexibility, mobility and the capability to Panel 2: anymore. It is politically desirable respond quickly. Let me give you some Potential solutions ...... 21 and economically necessary”. examples from our current missions. Questions & Aswers session ...... 27 In Chad helicopters are essential to allow This year we celebrate the European us to operate in the remote, vast and Conference summary...... 31 Security and Defence Policy’s tenth difficult terrain. The area of operations anniversary. is more than half the size of France. The seasonal rains make ground movement “Helicopters are thus Has ESDP achieved what European impossible. Helicopters allow us to survey essential to our operations leaders expected when they launched the terrain, to supply our troops with wa- because they offer it in June 1999 at the Cologne Sum- ter and ammunition, and they are vital for tremendous flexibility, mit? ESDP has indeed delivered positive medical evacuation. When refugees came mobility and the capability to respond quickly.” results. We began in the Balkans. Since into southern Chad from Central African then, the European Union has contributed Republic recently, helicopters enabled Javier Solana, Secretary General - to security in four continents. ESDP is High Representative and Head EUFOR to rapidly secure the area and of the European Defence Agency one part of a tool kit of instruments that transport UNHCR personnel to the area.

EDA Special Bulletin : Helicopters - Key to Mobility | 10 March 2009 | 3 © UK MoD EU and NATO are cooperating at the po- litical level and coordinating at the op- erational level in the field. On capability improvement the Agency and NATO work closely together to improve the Member States’ capacities. This is beneficial to both sides. Helicopters are a good example. NATO is focussing on addressing imme- diate needs for Afghanistan, while EDA is working on more structural solutions. With the arrival of the new American ad- ministration there are new opportunities for EU-US cooperation. We should use them. European and American security can only gain from closer cooperation. The regular EU-US dialogue should be used to the maximum extent. I have In the Gulf of Aden, the area of opera- sets, in particular the MI-type helicopters, tasked EDA to establish a substantial dia- tions of EU NAVFOR covers 3000 miles hundreds of which are in the inventories logue with the US to explore concrete op- of coastline. Helicopters launched from of Central and East-European countries. portunities for transatlantic partnership. our frigates give us the capability to cover European helicopter industries will have ESDP is entering its second decade. I am large areas quickly. The arrival of heli- to be closely involved to provide upgrade optimistic, despite the economic crisis. copters at attempted pirate attacks has packages at reasonable cost. Many of Defence cannot stay outside the Euro- a strong deterrent effect. them are represented here today. pean integration processes anymore. It is politically desirable and economically Despite the importance of helicopters, we For the long-term, beyond 2020, the necessary. have a significant shortfall in their avail- French-German project for the Future ability. This is a problem for NATO and Transport Helicopter offers an excellent Let me say a word on the future. Increas- the European Union alike. The European opportunity for wider participation in Eu- ingly, the distinction between civilian and Defence Agency has made a quick start rope. I hope this project comes to EDA military will become less relevant. The to improve the availability of helicopters soon. It also offers potential for transat- focus will be more on whether a mission for ESDP. lantic cooperation. The market for such is executive or not. We are currently reor- an expensive heavy transport helicop- ganising our strategic planning capability This follows the proposals launched by ter is simply too small in Europe alone. in this way. We are exploring how the de- France and the United Kingdom at their Combining forces would strengthen the velopment of our capabilities can be used bilateral summit in March last year. We helicopter industrial base, both in Europe for both civilian and military purposes. We are all aware that there is no shortage and in the United States. must continue to work dynamically and of helicopters in Europe. Inventories are creatively in this direction. high in numbers but the problem is that Today’s Conference on helicopters comes they are not deployable outside Europe in at the right moment. The EDA project of- What is EDA sufficient numbers. Third state partners fers huge potential for: doing about assist in our ESDP operations. We are the helicopter shortfall? grateful to them for their contributions, • European cooperation but we must not be dependent on them • for close EU-NATO coordination • Short-term for key capabilities such as helicopters. the EDA is developing a European- • and for transatlantic cooperation. level helicopter tactics training The Agency is producing short and longer programme, to be launched in 2010. term solutions. We need all these three elements. Why? • Medium term European defence cooperation is the In the short term, European-level training the EDA is looking into the potential answer to fragmentation and duplica- will help to adapt the skills of helicopter for upgrading helicopters by grouping tion of efforts in Europe. The scale of pilots not yet trained to fly in more chal- those Member States operating the improving the Member States’ capabili- lenging environments, such as deserts and same type of helicopter. mountains. Initial training of Czech heli- ties will exponentially grow if we do more copter crews will take place this spring. together. The costs will be lower through • Long term economies of scale. It also supports the the Future Transport Helicopter, once For the medium term, the Agency is look- realisation of a true European defence France and Germany have brought ing at options for upgrading existing as- industrial base. this project to the EDA.

4 EDA Special Bulletin : Helicopters - Key to Mobility | 10 March 2009 | Keynote Speech By General Henri Bentégeat, Chairman of the European Union Military Committee

I would like firstly to thank the European eneral Bentégeat also pointed Defence Agency and its Chief Executive “European fleet consists Gto the shortfall of helicopters, for having organised this Conference of around 1700 helicopters, which he described as “too seri- 70 % of which belong devoted to a topic which, as all of you to only one quarter ous for the smooth conduct of our know, has been a cause for concern to of the Member States.” operations”. He outlined the many the European Union Military Committee activities that helicopters can car- By General Henri Bentégeat, for several years and, unfortunately, will Chairman of the European Union ry out, including transportation, no doubt continue to be so for some Military Committee reconnaissance, protection, at- time to come. I know you have clearly tack missions and urgent evacua- pinpointed the issue, judging from the a proportion must also be used for train- tions. He pointed out that helicop- titles of your two round table discussions: ing and schooling aircrew. Finally, air- ters can be useful for the rapid a clear military need exists here, which craft that have been deployed for several movement of troops or equipment is not being fulfilled in the current state months require increasingly lengthier and without having to depend on even of affairs, and we thus need to find and more costly operational overhauls. apply solutions. the most rudimentary of airstrips. Our common problem is that all ESDP op- “The helicopter can also be the As already mentioned, the European fleet erations require helicopters to be present only effective means of moving consists of around 1700 helicopters, in the field in sufficient numbers. Every- about, because the network of 70 % of which belong to only one quarter of one will have in mind the difficulties ex- roads or tracks is impracticable, the Member States. These helicopters are perienced at the time of the EUFOR Chad/ or because of weather condi- for the most part old, with some airframes RCA force generation, which echoed tions, or even because of a too having been in service for over thirty years, roughly the problems encountered with high level of risk,” he explained. often under severe conditions of use. the NATO operation in Afghanistan. The same concerns exist regarding operation One of his key points was that Spare parts for them are in short supply, Althea in Bosnia. And it would seem to helicopters need to be flexible in and there is an increasingly urgent need me that helicopters were also a key is- terms of their usage. “The ability to maintain them. All in all, barely 50 % sue when planning the deployment of the to convert a utility or attack heli- of the aircraft are available at any one observer mission in Georgia. copter into a means for a medi- time. Of this volume of aircraft available, cal evacuation provides a force commander with essential reas- surance as to the raised morale of his troops and ensures that he has greater flexibility in the use of his airborne capabilities,” he said.

Looking to the future, he said he hoped that the Franco-German Heavy Transport Helicopter proj- ect (around 13 tonnes or 70 men with a range of 1,000 kms ac- cording to the latest figures he had) would come into being and be shared by other EU Member States. “Programmes for devel- oping heavy helicopters that can lift significant loads of freight of the order of tens of tonnes or a number of troops equivalent to two combat sections are essen- tial,” he said.

EDA Special Bulletin : Helicopters - Key to Mobility | 10 March 2009 | 5 © EDA - 1st Multinational HELO Mountain Exercice - March 2009 Those of you who, in uniform, have been more or less closely involved in opera- tions are well aware of the strong points of helicopters in any theatre. They make it possible for resources to be transferred swiftly from one place to another, sometimes co- vertly, for reconnaissance, protection or attack missions to be carried out, and, finally, for urgent evacuations to take place. The full range of capabilities of this type of aircraft was showcased, on a relatively small scale (but admittedly it was for the first time), during the French operations in Algeria at the end of the fif- ties and then, on a much grander scale, by the Americans in Vietnam. To give you an idea, at the start of operations in Algeria the French land forces had 35 helicopters; five years later, at the end of the conflict, they had a fleet of 400. In Vietnam, numbers of these aircraft were in the tens of thousands, and their sorties were numbered in millions. The helicopter used as a means of transport – or the utility helicopter – has at least two fundamental advantages. The option to use utility helicopters I personally remember the participation On the one hand, it enables rapid move- will thus be dictated by striking a bal- of 2 heavy lift South African helicopters ments of troops – small special forces ance between three requirements: the in operation ARTEMIS in 2003. Given the units, for example – or of equipment, mobility, visibility and protection of our poor state of the runway in BUNIA, this without having to depend on even the forces. But it is essential that the opera- contribution happened to be a key en- most rudimentary of airstrips and, on tion commander be able to make that abler for the deployment of EUFOR: 1200 the other hand, it reduces the visibility choice, and therefore he should have a troops in less than 15 days. of troop movements. sufficient range of means at his disposal The helicopter used in combat mode – or Besides the military value of covert and he will be ultimately alone in judging attack helicopter – has precise recon- movement, this can be genuinely im- that they are used effectively, depending naissance, attack or protection missions. portant where one of the decisive fac- on the military effect he is seeking to For this type of mission, polyvalence is tors for victory lies in winning over the achieve. an asset, whereas over-specialisation can “hearts and minds” of populations. A few This permanent need for mobility within rapidly become a handicap. The battalion helicopters at high altitude in the night a given theatre, whether for logistical of American Apache helicopters deployed skies will not have the same effect on missions or to deploy troops, is a char- in Albania in 1999 was unable to adapt minds as a convoy of armoured transport acteristic of modern operations and will to air-to-ground combat duties against vehicles, clearly armed, making its way not decrease. This is why programmes forces that were dispersed, camouflaged along a busy road. for developing heavy helicopters that and embedded in the civilian population, The helicopter can also be the only ef- can lift significant loads of freight of the whereas eight years earlier, the same air- fective means of moving about, because order of tens of tonnes or a number of craft very effectively destroyed the Iraqi the network of roads or tracks is imprac- troops equivalent to two combat sections armoured forces in actions coordinated ticable, or because of weather conditions, are essential. I genuinely hope that the with ground forces. or even more and more often because of Franco-German Heavy Transport Heli- Similarly, in a hostile environment, the too high a level of risk. copter project (13 tonnes or 70 men with a range of 1000 km) will come into protection of utility helicopters or of a This is frequently the case in asymmetric being and be shared by other Member road convoy by a few attack helicopters, operations, where there is no frontline and States. in support of ground troops, the security where there is a proliferation of improvised of an exfiltration after an engagement explosive devices and landmines. and, more generally, rendering transit

6 EDA Special Bulletin : Helicopters - Key to Mobility | 10 March 2009 | routes and drop zones secure, will be ability to convert a utility or attack heli- I have just mentioned that at this time the enhanced by aircraft armed with cannon, copter into a means for medical evacu- Israeli’s judgement was the best possible rockets or machine-guns, particularly ation provides a force commander with for their own operations. where the enemy is equipped with light essential reassurance as to the raised weapons. In attack tactics, the surprise morale of his troops and ensures that A helicopter fleet is well balanced if it can effect of a low altitude approach at least he has greater flexibility in the use of his meet all these military needs. partially offsets increased vulnerability airborne capabilities. I remember when Since the conflicts I referred to a moment due to proximity to the ground. I was a student at the French War Col- ago, the use of helicopters in operations lege, there was a Israeli student, who had has clearly remained unchallenged. I say In 2004, the only break-through that the taken part in all the Israeli-Arab wars, Ivory Coast government forces were able “clearly” since the type of operations in who was extremely critical of our bal- which we are engaged – and this trend to achieve against the rebel lines were ance between attack helicopters, trans- carried out with two MI 24. Unfortunately will certainly not change for a long while port helicopters and medical evacuation – constantly calls for great mobility in for them, their Infantry companies were helicopters. What he said to us at this not able to exploit the break-through. In order to counter such threats as action time was that in the Israeli Armed forces carried out by small enemy groups widely other terms, the effectiveness of attack in fact 70% of the helicopter fleet was dispersed over large areas, and generally helicopters relies on combined actions. devoted to medical evacuation, because They cannot act separately. benefiting from knowledge of the terrain it was extremely important to keep at the and the assistance, whether or not will- Lastly, the capability to reconfigure he- highest level the morale of the troops. I ing, of the local population. licopters is an important criterion. The would not say that this the right balance, © UK MoD Here I am naturally thinking of Afghani- stan, but the problem is the same in Chad, although the mission and objec- tives may differ. It is very good for our debates that Gen- eral Nash could join us today. An adjunct to manoeuvring on the ground which is regarded as essential, the helicopter now forms a basic part of the equipment programmes of modern armies. Although its military benefits are unchal- lenged, its disadvantages must also be considered in order to understand the current situation. Flying lower and slow- er than a fighter aircraft, the helicopter will always remain vulnerable to some degree, which has increased since the appearance of ground-to-air missiles that can be carried and used by a single man. Hence the American Stinger mis- sile caused the Soviet forces engaged in Afghanistan in the ‘80s to lose the advantage of air superiority. This is an important issue. Whatever the courage and the training of the crew, self- protection is now a prerequisite for effec- tive action for all types of helicopters. The military helicopter is by definition a sophisticated tool. It is a complex piece of machinery, control of which calls for heavy investment in terms of resources, whether human or financial. You will cer- tainly know better than I do, but I believe

EDA Special Bulletin : Helicopters - Key to Mobility | 10 March 2009 | 7 © Patrick PENNA - Eurocopter

that I am not far off the mark in putting replacement is an absolute pre-condition rise to overstretched management of the cost of the NH 90 at a little more than for flight safety. In addition to this series the fleet, twenty million euro a piece, and the cost of structural constraints, there are the • or limiting operational engagements to of one flying hour at around 7000 euro. constraints caused by operational use in aggressive weather or environmen- what is strictly essential, particularly in In other words, in the overall cost of own- tal conditions (temperatures, sand, etc.) a climate of austerity, to improve the ing the helicopter, the purchase price will which will cause the machine to age average rate of availability of the fleet, once again be reached after 15 years prematurely. which drops inexorably with the ageing of use at the rate of 200 flying hours a of the aircraft. year – which corresponds to the norm, As the level of costs does not allow fresh The latter option obviously tends to have at least in order to maintain the qualifi- overall programmes to be launched fre- the upper hand when renewal programmes cations of pilots, whose training can be quently to renew fleets, preference has are delayed. And this corresponds to the put at EUR 100.000 each. Here we are been given over the last few decades to situation we are in. well into the realm of fairly considerable reconditioning the aircraft, rather than levels of costs! This is not surprising, as purely and simply replacing them. While The human resources dedicated to using the machine is a complex one, involv- the managers of military budgets tend helicopters, whether experienced pilots or ing all the key technologies in its design rather to make do with this short-term maintenance crews, are also becoming and construction, and therefore costly strategy, the same does not always ap- rare. In parallel with the development of to develop and manufacture. All the dy- ply to the users. In fact, the older the the military helicopter, over the last few namic constraints generated by the rotors airframes become, the more quickly they decades we have witnessed the constant (vibration, centrifugal force, etc.), like the wear out and the more spare parts and growth of the civilian helicopter market. aerodynamic constraints, impact to vary- maintenance hours they require. A few years ago the civilian market was ing degrees on the whole of the machine confined to State administrations such in flight (fuselage, engine, transmission All in all, a Chief of Staff is often faced with the following dilemma: as the police, customs or civilian secu- systems, equipment, etc.). rity, but it was opened up very swiftly to As each part is thus subjected to severe • either heavy engagement in terms of commercial uses, and even today small constraints, its lifespan is limited, and its operations, which is the very reason leisure helicopters abound. for armies to exist, but which will give

8 EDA Special Bulletin : Helicopters - Key to Mobility | 10 March 2009 | All our armies know that it is very difficult In this regard, I would like to welcome Now, I am about to conclude and I realize for them to resist the constant attraction the Franco-British initiative of March that I forgot to mention the crucial role of the qualified aeronautical jobs on offer 2008, supported by a trust fund, and played by helicopters in Counter-piracy on the market. The average salaries on aimed at increasing the number of op- operations. As you can guess, our war- this market are generally higher, living erational aircraft by measures involving ships are not quick enough to catch conditions are less demanding and the modernisation, operational training for pirates riding speed boats and small equipment is not subjected to the same pilots and improving the availability rate. skiffs without their embarked armed constraints, and therefore requires less Several countries have already said that helicopters. effort. they could both contribute to this initia- tive and draw benefit from it, either by All the arrests of pirates since the begin- Availability for operations thus depends contributing to the trust fund or, like the ning of the operation were due to the on all these factors: whether the aircraft Czech Republic, Bulgaria and Hungary, involvement of our helicopters. is suited to the conditions of its use, the by supplying helicopters. I must tell you In the course of your two round table availability of spare parts, the number that I had the opportunity, last week, to discussions, you will be going over all this of qualified pilots and the size of main- visit LOM industries in the Czech Repub- in detail, and analysing the situation, cer- tenance crews. lic with the PSC, and I was impressed tainly better than I could. I should merely Quite apart from any political consider- by the importance and the quality of the like to conclude by strongly reaffirming ations that might hold Member States ongoing reconfiguration program. I am that here we are faced with a shortfall, back from supplying helicopters for glad to see the Agency effectively take which may be temporary, but is already operations, I am convinced that these over the baton, with studies launched too large, and too serious for the smooth ideas explain a good proportion of the immediately to allow crews of MI-type conduct of our operations. And everything difficulties we have in meeting the need helicopters to benefit from the best must be proposed, studied and eventually for helicopters in our force generations. tactics suited to this type of machine, done to ensure that the soldiers whom and which could lead later to a genu- we order to conduct operations can do so However, do we have to be fatalistic and ine training project: the HTP (Helicopter intelligently, with all the military effective- wait passively for fleets to be replaced Tactics Program). The training courses ness that we should expect of them. with new or newly developed aircraft in Germany and France – flight training such as the NH 90 or the Tigre? The for mountainous terrains, in particular – Thank you for devoting your best endea- answer is certainly no, as operations do for Polish and Czech crews and for the vours to this matter. not follow the same timescales as pro- associated maintenance crews, before grammes! It is therefore our duty to carry operational deployment in Afghanistan, out a stocktaking and make the best use is a very satisfactory concrete spinoff of of all the possibilities for rationalisation, this initiative. synergies and opportunities to share the heaviest investments.

(left to right) General Henri Bentégeat & Javier Solana

EDA Special Bulletin : Helicopters - Key to Mobility | 10 March 2009 | 9 Keynote Speech By Allan Cook, President of the AeroSpace and Defence Industries Association of Europe (ASD)

area that must absolutely not suffer from llan Cook expressed optimism the effects of the current crisis. Athat Europe would be able to find solutions to challenges - The following EDA Conference in 2007 such as its lack of helicopter- on the “European Defence Technological based tactical mobility and the and Industrial Base” was the prelude to development of the next genera- the eponymous strategy endorsed by tion of heavy transport helicop- the Member States. This strategy is the essential framework underlying the ters. He was concerned about development of a coherent European the lack of political willingness Defence Equipment Market. It has yet to make the required capabili- to be followed by concrete implementa- ties available to Europe and felt tion steps. Even before that, a careful that the current economic crisis detailed analysis has to clearly set out will make things even harder. which capabilities exist and which ones “Even in fair economic weather, are necessary, but don’t yet exist, and Europe’s willingness to invest in each member State has to state which industrial capability it supports at the defence is relatively low. But the national or European level. testing, uncertain environment Setting the scene is always important, but we are now living in will make These Conferences have helped us un- particularly so today, in the context of an it even harder for governments derstand that the goals of the European economic crisis which seems to prompt to maintain their level of defence Security & Defence Policy - while dif- many stakeholders to favour a short-term spending. This will be true also ficult to reach through a mere addition approach, and to neglect the long-term for those countries which today of individual contributions by Member objectives that we had set ourselves only provide the bulk of Europe’s States - can be within reach if Member yesterday. defence investments,” he said. States pool their efforts in a harmonized I am of course hinting at the re-emer- and complementary way. He suggested various initiatives, gence of protectionist tendencies, and at In keeping with that tradition, today’s such as maximising the devel- the ever stronger appeal of doing things Conference should therefore allow us to opment of dual-use products, alone rather than together. increasing the purchase of ‘off clearly identify elements of convergence the shelf’ products where ap- If we let those tendencies prevail, the for a common European strategy – this one in the specific area of helicopters, plicable, outsourcing more non- consequences for Europe - and for the considered as “Key for Mobility”. core activities from the armed rest of the world – will be disastrous. forces, optimising research and I will return to this theme, but let me first Some claim that CSFP and ESDP goals technology efforts at European underline the importance that previous are not ambitious enough for Europe to level, increasing the number of EDA Conferences have had. They have shoulder its global responsibilities. Yet collaborative projects and pro- been landmarks in their own right, lead- the ability of Europe to meet these sup- grammes and improving trans- ing up to important strategic decisions: posedly limited objectives is being under- atlantic cooperation. mined by a lack of common capabilities, - The results of the first Conference on in particular by a lack of helicopter-based Research & Technology in 2006 were tactical mobility. This situation, as well as I am delighted to address this year’s an- a significant input to the R&T strategy nual EDA Conference in my capacity as the difficulty to set in motion the devel- subsequently underwritten by EDA “par- opment of the next generation of Heavy President of the AeroSpace & Defence ticipating Member States”. Today, this Industries Association of Europe (ASD). Transport Helicopters, are the drivers for strategy is fuelling all individual initiatives today’s event. I feel particularly honoured to have been that are undertaken in this field. Over given the opportunity to deliver a “key- time, it will hopefully return Europe’s de- I should immediately say that I am very note” address, thereby contributing to fence R&T efforts to the central role that confident in Europe’s ability to find the setting the scene for the upcoming de- they should have never ceased to play. solutions to these challenges. Europe’s tailed discussions. And let me add: this is the one strategic industrial capabilities in helicopters are

10 EDA Special Bulletin : Helicopters - Key to Mobility | 10 March 2009 | world-leading and globally competitive, I on the contrary believe that the im- • Increase the outsourcing of non-core as is shown by the success stories of our pact on defence outlays could be much activities from the Armed Forces, of- two leading helicopter companies. swifter, unless we find a collective way fering opportunities for rationalization to “sanctuarize” those investments that through the offering of services by Today’s Conference will, I am sure, pro- preserve our essential capabilities. industry; vide ample opportunity to debate different ideas and solutions. It is not my role as We are already receiving the first indi- • Dramatically optimize R&T efforts at the leader of our industrial association cations that because of pressing opera- European level, thereby reducing re- to point to one direction or the other. My tional needs, here and there governments dundancies and duplication; colleagues from industry are here to sup- consider cutting their level of R&D spend- • Dramatically increase the rate of proj- port you in your quest for answers. ing - which is already insufficient today. ects & programmes done in coopera- I think we can all agree that this would Personally, I would just like to further tion, while admitting that we must be absolutely disastrous. “set the scene” as a preamble to your collectively find new, streamlined and discussions. So, what would be the best way more cost-effective ways to execute forward? them; The gap between Europe’s missing capa- bilities in this area and the extraordinary The case has been made in the past, • And, last but certainly not least, de- know-how of our helicopter industry can and indeed is already part of EDA’s rai- velop a carefully reasoned approach certainly at least partially be explained by son d’être: what we need in Europe is where we Europeans can engage at one important element, namely a lack of more coherent efforts, more cooperation eye level with our American friends political willingness to make the required and less duplication. This will allow us to in balanced, mutually-beneficial capabilities available to Europe. make wiser use of taxpayer’s money and partnerships. to increase the efficiency of our spending The present economic crisis will make it This is the context in which I place to- on defence. Things have started moving difficult for us to recover. day’s conference. Some of the tentative in the right direction, albeit timidly, and solutions that I have just outlined might we now absolutely need to move up a Even in fair economic weather, Europe’s well be applied to the questions that you gear in the face of worldwide economic willingness to invest in defence is rela- are about to try and answer. tively low. But the testing, uncertain distress. environment we are now living in will This Conference demonstrates that there This is a clear mandate for our make it even harder for governments to is a real need for industry and govern- politicians. maintain their level of defence spending. ments to prove their ingenuity to find ad- This will be true also for those countries And then there are additional initiatives hoc, short-term solutions that represent which today provide the bulk of Europe’s that should be considered: the “sweet spot” of the right technical defence investments. and financial solutions, combined with • Develop the convergence between de- a proper definition of what is in the best Some pundits reckon that defence bud- fence & security, therefore maximizing strategic interest of Europe. I have done gets will be impacted only as an after- dual-use; my best to stimulate you ahead of your shock, as a result of the major budgetary • Increase the recourse to “Commercial- discussions. I hope, and I am sure, these impact of support packages for the finan- will be fruitful and will make a lasting cial sector and others. Off-The-Shelf” where applicable, in order to reduce cost; impact on the future of the European helicopter industry.

© EDA - 1st Multinational HELO Mountain Exercice - March 2009

EDA Special Bulletin : Helicopters - Key to Mobility | 10 March 2009 | 11 Multinational HELO Mountain Exercice - March 2009 st

12 EDA Special Bulletin : Helicopters - Key to Mobility | 10 March 2009 | © EDA - 1 Panel 1: Setting the Scene Operational needs, current situation, lessons learned

The first panel to reconnaissance to close air support of the Confer- (armed helicopters have a deterrent ef- ence, chaired fect, preventing conflicts from escalating). by Michael He also explained that the EUFOR mission Codner (Royal had at times been reliant on helicopters United Servic- for logistics and that civilian helicopters es Institute), can play a useful role in logistics opera- looked at the tions – taking into account the specific problems faced conditions of such operations. on the ground “The availability of by users of helicopters. The purpose of He added that helicopters play an impor- helicopters has brought this session was to identify the operation- tant role in medical evacuation (mede- many advantages to the EUFOR mission.” al requirements, the scope and the scale vac). “The EU has a ‘two hour rule’ – that of the challenges we are facing, allowing it must provide for the evacuation of ca- Lt. Gen. Pat Nash, sualties to a medical facility within two Operations Commander of the better solutions from both national, inter- EUFOR mission in Chad/Central governmental and industry sides. hours,” he said. “This can raise dramati- cally the morale of our troops.” African Republic Lieutenant General Pat Nash, Opera- From his broad experience in Chad, • Civilian helicopters played a very use- tions Commander of the EUFOR mis- ful role in pre-planned logistics and sion in Chad/Central African Republic, Lt. Gen. Nash pointed also to lessons learned: even in pre-planned routine patrol explained the potential usefulness of operations; helicopters given the operations’ environ- • Helicopters provide a critical capabil- ment. “Conditions featuring extreme heat ity in a number of important domains: • Military helicopters are essential for and violent sandstorms but also flooding, operations, patrols and quick reaction operations such as quick reaction vast distances (just five fuel stations in forces, logistic support in extended forces, close air support and medical the whole country), dispersal of units, theatres and medical evacuation; evacuation. poor or even non-existent land routes The EUFOR Chad/RCA’s ideal solution, and security threats from other forces, • Prudent planning is required – and in his view, would be one fleet of inter- generate dramatic effects and create a planning must address alternative changeable, all weather, long-range he- challenging environment for helicopter solutions; licopters with sufficiently suitable crews, operations”. • Range as a key factor: in a theatre like which could be used for tactical troop He pointed to the usefulness of helicop- Chad, identifying the type of helicopter lift, close air support (fitted with weapons required is fundamental; ters for a range of tasks, from patrolling stations), able to do recce (reconnais-

Key words addressed Problems encountered – by Lt. Gen. Nash in this session: • Availability: in the first place, the greatest problem was to get the helicopters; • Civilian & military helicopters there was great uncertainty on the assets EUFOR could receive • Caveats • Range of helicopters: it was critical that military helicopters had a sufficient range, • Competencies, training to allow a significant degree of autonomy before refuelling and proficiency • Civilian helicopters: in the planning phase, contracting of civilian helicopters was • Aviation interoperability considered; the difficulty was to count on this sort of helicopters for operational • National and multinational type tasks (as landing in a very hostile landing zone). But for routine planned • Pooling & co-operation operations, civilian helicopters can play a very useful role • Hybrid scenarios • Aerial Medical Evacuation Teams (AMETs): this capability requires more than just and requirements an aerial platform • Range • Rotation of helicopters: would be easier if EUFOR had access to one larger fleet • Critical capabilities (instead of three small fleets)

EDA Special Bulletin : Helicopters - Key to Mobility | 10 March 2009 | 13 sance) with all-weather imagery, medical • Regulations: how do we transport evacuation (medevac) and logistics sup- heavy cargo? Do we have a standard port. “That’s not a small shopping list,” for that? Or do we maintain the rules he acknowledged. of the western world? Colonel Ron Hagemeijer, Head of • Limitations: when can we fly? With Combat Plans Division/NATO Response what kind of light levels do you fly? Force, gave a presentation on the use of helicopters for NATO’s International • Tactics: for instance, in the case of he- licopters flying at different altitudes; Security Assistance Force (ISAF) mis- “This is not a luxury. sion in Afghanistan. “And this scenario”, We are saving people’s • Procedures: do we have an agree- he said “can be projected also in other lifes – not only military ment on national guidelines for people countries”. but also locals. transport? We need to have aviation interoperability.” • Training levels: there is a difference Caveats: between “currency” and “proficiency” spectrum and description Col. Ron Hagemeijer, Head of Combat Plans Division/ in a combat zone like Afghanistan. • Different systems NATO Response Force Considering the scenario where different • Lack of interoperability On the other hand, contractors support, entities (like ground forces with their own he said, raise questions: should contrac- organic assets, national assets, Afghan • Lack of competencies tors’ helicopters be armed? Should they National Army Air Corps and civil con- • National rules – against be protected against small arms fire? Do tractors) are flying around, Hagemeijer multinational requirements they have the right security clearances? dedicated the last minutes of his pre- Can they transport dangerous cargo? sentation to command and control. “Who Col. Ron Hagemeijer presented the chal- is controlling that pool of helicopters?”, lenges ISAF faced, the lessons learned “We are really lacking he asked. and his personal opinion on how helicop- transport helicopters and medical evacuation His lessons learned included the ters community should proceed. helicopters.” following: On the challenges side, Hagemeijer ad- Col. Ron Hagemeijer, • Helicopters are crucial for military dressed first the environmental conditions Head of Combat Plans Division/ NATO Response Force operations, logistics, reconnaissance like terrain and weather. Extreme climate and medevac; conditions, enormous distances and the inappropriate road conditions determined Col. Ron Hagemeijer then challenged the • But maintainability is crucial - and in- the need for helicopter capabilities; and audience on the “national caveats”. “We spections done on the spot work much support, attack/protect, medevac and have a certain amount of assets. Does better than in the home country; personnel recovery, he said, are present it solve the problem? Well, actually no”. • Commonality of spare parts – Col. Ron at ISAF. “It is crucial to have protection “If we focus a little bit deeper, you will Hagemeijer stressed that it should not against attacks by opponents like a direct see there are caveats”. He identified the be confused with “multipurpose heli- attack with small armed fires or RPGs following tangible examples: (Rocket Propelled Grenades) or (their fa- vourite method of attacking us), impro- vised explosive devices (IEDs)”. “And we need to have protection against that”. Contractors would be continually chal- lenged by the speakers of this first ses- sion. Hagemeijer included their role in this list of challenges: “we have contrac- tors supporting our mission”, he said. The adequate outsourced intra-theatre capa- bility allows military assets to focus on manoeuvre tasks and deliberate opera- tions. So, civilian contractors are useful as they can plug the shortfall and free up military assets. © Council of the European Union

14 EDA Special Bulletin : Helicopters - Key to Mobility | 10 March 2009 | copters” and he added that the way strategic de- humanitarian relieve”. “This concept”, RC South centralized the pool of heli- fence review. he added, “helped us focus on what we copters could be used as an example; should do for future warfare, because it’s and He presented going to be everything, just as we had UK’s assets from Iraq to Afghanistan. That’s our chal- • Collaboration during early planning and the cur- lenge”. He said also that “the binary de- and execution phases (both inter- rent opera- bate on major combat operations (MCO) national and national levels; and tions the JHC or stabilization operations is over”. So between military and civilian) brings are involved in his view, it is important to combine more efficiency. in – including both types of operations, or to switch six overseas from doing major combat operations to “There are more helicopters training areas (Morocco, Norway, Brunei, humanitarian relief very quickly and “to in EU peace time Spain, Kenya and Turkey) that are utilised do both in the same afternoon” – which environments than for essential pre-deployment training. The where we need them.” means a need for speed, force protec- environmental conditions in these coun- tion, agility, reach and lethality. Col. Ron Hagemeijer, tries allow tangible environmental training Head of Combat Plans Division/ before going to theatre, he said. “Where is aviation fitting in the context NATO Response Force of the future land warfare?”, he asked. In his view, aviation provides an “instant For the future, he stressed the impor- Joint Helicopter response”, being thus the “ideal anti- tance of expanding helicopter capability, Command’s assets dote” to the hybrid warrior’s strengths. which means filling the Combined Joint • Around 280 helicopters Referring to the two previous speakers, Statement of Requirements (CJSOR), • 15,000 personnel who stressed the medical evacuation encouraging task forces (he pointed capacity in humanitarian operations, out that NATO is building-up a HIP Task • Used for the Royal Navy, the Army Rear Admiral Tony Johnstone-Burt said Force, with the Czech Republic as the and the Royal Air Force he would like to see “helicopters forces lead nation), expanding the capabilities in the future swing from a symbol of fear of the Afghan National Army Air Corps • 64-70 helicopters deployed on operations to the enemy to one of hope to civilians (which is being supported by NATO) and and friendly forces”. finally promoting collaboration between • 25-30% of command is permanently headquarters (national and international) on operations; He also pointed out that, in terms of heli- and among helicopter users on how the copter capability, people, support, aircraft • Budget of over 100m £ requirements can be filled. and training are interconnected and must • Equipment budget of over 1bn £ all come together to provide capability: • 47 crews + 500 personnel deployed “We had Dutch Apaches The integration of four lines of development, as suggested and Dutch Chinooks • Routinely: between 25% and 30% by Radm. Tony Johnstone-Burt in the area. But our forces of JHC is deployed in operations were sometimes re-supplied by British Chinooks or 1 Developing American Black Hawks He stressed that the ‘hybrid warfare’ helicopter capability – or other helicopters. concept (connected to simultaneity, con- It does not matter, as long vergence and combination of means and Integrated approach as it suits the mission. resources), featuring a very wide range Sustainable growth It’s much more effective of types of warfare, is a “strategic chal- and efficient. (…) lenge” that modern armed forces have to We have to have a pool face. While sharing theatres’ experiences and to centralize command with the other panellists, his view is that and control.” People Aircraft Support we are facing these “hybrid warriors” to- Training Col. Ron Hagemeijer, day in Afghanistan and Iraq: “The enemy Head of Combat Plans Division/ NATO Response Force can explore the cyberspace (using the latest technology) and, at the same time, he reverts to a medieval level of con- Rear Admiral Tony Johnstone-Burt, ventional warfare. It is this extraordinary “If we strengthen only one of these ele- Commander of the UK’s Joint Heli- spectrum of conflict which we are facing ments, we will have no increased heli- copter Command, explained that all copter capability”. In the particular case and we need capabilities that can cope battlefield helicopters were brought of the JHC, Johnstone-Burt emphasized with this diversity of warfare – which together under a single, joint, unified ranges from major combat operations his main priorities: command in 1999, as part of the UK’s Conflict in the 21st Century: the rise of hybrid wars. Conflict in the 21st Century: Hoffman, Given by Frank

right through stabilization operations and 1

EDA Special Bulletin : Helicopters - Key to Mobility | 10 March 2009 | 15 • Strengthen people, through equally remote environments. For this purpose, in the allocated time”. increasing personnel (air and ground the UN does not own any aircraft but crew and engineers, for instance) and relies on commercial air carriers from In order to overcome the high costs, Mar- improving sustainability and retention different countries. tou said that rationalising the use and of staff; coordination with the providers are key issues. WFP is also engaged in develop- • Strengthen aircraft by additional The- World Food Programme (WFP) ing alternatives, fitted to their mission’s atre Entry Aircraft and reducing types requirements: Unmanned Aerial Vehicles • 2008 – 4m tonnes of food and variants of aircrafts within the (UAVs) and satellites are becoming impor- distributed to over 107m of the fleet; tant sources for gathering information for poorest in the world in 79 countries assessment and intelligence, which re- • Strengthen training (or optimising and • Over 10,000 employees (3000+ in duces personnel requirements. Gradually, balancing the output) by the availabil- logistics; 95% of these in the field) he said, the WFP is incorporating these ity of Theatre Entry Aircraft for training new tools. The Programme is running a and throughout pre-deployment train- • Work with over 3,000 international project on the use of UAVs for loads (up ing/environmental training; and and local NGOs to 250 kg) transport, as well. • Strengthen support, by resilience (at • Administers all air transport services home, when training and when in for all UN agencies in human theatre), improving non-operation re- itarian operations liability (particularly reliability in depth) • Helicopter operations in 2008: and improving repair and overhaul of total of 18 helicopters, transporting spares. over 22.000 passengers and 6800 metric tons of cargo (mostly MI “We all understand our role in this com- and Puma types). plex picture – and we need to talk a lot more” – he said. He concluded facing “We do use helicopters up both governmental and industry par- Martou said that if compared to fixed a lot during emergencies ticipants with a similar challenge. He wings aircraft, helicopters have limited and nothing can currently stressed the critical need of development payload, range and speed. He added this replace them.” of joint or combined models of co-oper- is offset by the unique capabilities to go Philippe Martou, ation, an idea widely shared in this first wherever required, and quickly. However, Deputy Chief of Aviation Service – panel. On the relation between Ministries the limited capabilities are there – and OMLA - UN World Food Programme of Defence and industries, he believed it these limitations bring a high cost per Still in the scope of fitting solutions to is “time for a rethink”. “Something needs transport. He also referred the down- needs, Martou presented the “K-MAX”, to change. Ministries of Defence can do draft as a limitation, as the reposition- better, we know. What about Defence ing of the helicopters (when helicopters an example of a newly built helicopter, Industry? It’s also time for a rethink of have to be transported in cargo aircraft, based on their lessons learned; this air- how Defence industry does its business. which means additional time and mon- craft has no internal load (or passenger) When was the last time (and Allan Cook ey). Therefore, he said, “helicopters are capability – but it is a practical solution nearly got there) both collectively and used as a last resource and only when tailored to reduce the operating costs. individually Defence industries looked required”, restricted to whenever other This is why the WFP is also investing in a at themselves in the mirror? When do transport means are not possible due to long-term solution, and seeking alterna- you [Defence industries] think it is time security, accessibility or reaction time. tives to helicopters: the Programme is for a change? I think we need to do far WFP puts in place solutions to reduce looking for possibilities to use airships, more together, both in a joint and com- the limited payload, range and speed, tailored for heavy cargo, together with bined ways; we need to co-operate more. for instance, using refuelling modules (as the University of Manitoba (Canada). They We could do far more in training and far in Sumatra’s post-tsunami operations). aim at demonstrating the feasibility of more in theatre”, he concluded. “The use of sling and netting operation the use of airships for cargo for delivery Philippe Martou (Deputy Chief of Avia- is also a force multiplier, as it reduces the and maintaining aid. However, Martou tion Service – OMLA - UN World Food time required to load and offload cargo, said, the available ships do not have the Programme), offered the view of an in- increasing the rotation we can perform required airlift capability. ternational organisation that shares the experience of flying helicopters in inac- cessible areas for humanitarian purposes. He explained that helicopters were key to humanitarian relief, as a means of transport of food and non-food items in © NHIndustries

16 EDA Special Bulletin : Helicopters - Key to Mobility | 10 March 2009 | Questions & Answers Session

Do we have enough helicopters in fly. That is the optimal solution. But then, always be co-ordinated – a good example the inventory? again, it is not always possible. So you is Pakistan’s earthquake in 2005. A lot of have to balance what the real require- helicopters flew around over there and Rear Admiral Tony Johnstone-Burt: ment is and what the real necessity is for there was one service provider which was We might have them. But even if we a certain amount of helicopters. 50 years not tasked within our UN system; and do have enough, we don’t necessarily ago we had different ways of operating. they transported, with helicopters, food have enough in terms of people to fly We are so used to have our own stuff and non-food items, to accessible areas. and maintain them, training capacity and – and if we take away our gadgets, we So what is the point of having reports on support. That’s the key element of your are not able to operate anymore. And flying hours, if you could do the same question. The next is “what can we do sometimes (but this is a political signal), thing with a couple of trucks? This is to about it?”. It’s what keynote speakers if we do not have the assets, we can still say that mission requirements should be pointed out today: greater collaboration accomplish the mission by other means co-ordinated and centralized. is the answer. And the next questions – but it will have consequences. So, to are “how?”, “what more can Defence in- answer to your question: how much are Can Lieutenant General Pat Nash dustry do?” and “what more can we, as we lacking? I think at least half of it. But elaborate on his idea of having one donor nations, do?” That is where I would it is not only troop transport, and that’s larger fleet? like to take the conversation next. where the contractor world can come Lieutenant General Pat Nash: Four or Colonel Ron Hagemeijer: If you look to in – since we have a certain number of five providers of helicopters are welcome. western helicopters, you can see dif- contractors to transport our goods (so But we have to deal with four sets of ferences and complexity. What kind of we can free up our assets to transport rules at the moment. We would have training do we need for the spectrum people back and forth). And on the other more flexibility with one large fleet under of missions we have to accomplish? If hand, my last point, for Afghanistan. My one command. That was the particular two countries own training facilities, why personal opinion is that there is a tempo- context of my comment. not pool them to free-up assets? Cur- rary solution to work with the helicopters. rently there is too much focus on national If we are realising a peaceful situation in If we train people to be more compe- requirements or on a specific scenario Afghanistan (…) and if the Afghan people tent, strengthening that pillar (one of like Afghanistan, why don’t we pool our and government can stay on their own, the integrated elements referred by resources? EDA and NATO can play a how will they run their country? They will Rear Admiral Tony Johnstone-Burt), crucial role in solving the problem of a not have the enormous amount of heli- what is competent enough? What is lack of helicopters. copters we have right now in place. So, capable enough? What is proficient how will Afghanistan run its own course enough? How do we set that stan- What is happening about the HIP without this support? dard? How is proficiency in terms of Task Force? When will it operate? pilot training defined as flying hours And what is the percentage of the Philippe Martou: If I can add an example do not seem to be a good metric? shortfall of troop transportation? on practical requirements: indeed, the And this is happening now, because helicopter mission requirements should Colonel Ron Hagemeijer: There is no Task Force yet as we’re in the early stages of development. Training is in- volved. Mountain training is involved. It’s a beginning. In a Task Force like this, we should not look at how many helicopters you bring in, but we should look at the organisation and at the mechanism - how to build the Task Force, maintenance, training and other issues. So, the creation of the Task Force is very important. We should look at how to build a Task Force and see which countries will take part in maintenance and training. On your other question: it’s difficult to answer. If you go to ground forces and ask them to go from A to B, they want to © NHIndustries © Agusta Westland

EDA Special Bulletin : Helicopters - Key to Mobility | 10 March 2009 | 17 we are allowing troops to fly other ing. It should be something for EDA the Transport Helicopter Task Force – to nations’ helicopters. So, how are we to develop, standardisation of some see how we can solve that problem. So saying that the crew is sufficiently air crew training and mechanics. Re- I think it is a crucial role for EDA, maybe proficient and how do we draw a quirements are out there. in conjunction or together with NATO, to line to say “actually, in this case, it’s see how we can fix this problem. Let’s Colonel Ron Hagemeijer: We have been not”? get together. This is one of the first op- discussing those minimum requirements portunities to talk about it: how can we Rear Admiral Tony Johnstone-Burt: within the scope of the new HIP Task solve this problem; and then go to the Well, the answer is based on what we Force; the idea is that the type of mis- nations and work from both sides. So, call “military judgement”, partially based sion is determined – e.g. civilian sce- to solve this problem of the helicopter on processes and procedures we have in nario (perhaps only day time flying and community, EDA and NATO can play a documenting and managing that risk. And in good weather), military scenario and crucial role. secondly, is based on the requirements in combat scenario (e.g. using flares and theatre. In the UK, the Aircraft Operating night goggles – this can take years of What are the limits for using civilian Authority has the responsibility, delegated training) – and what kind of assets we capabilities in the theatre –should by the Secretary of State (through Com- will need. Then the equipment and train- they be “stretched” or “pushed”? manders in Chief of the Army, Navy and ing shall be determined. So, the minimum Are there any constraints? Air Force) for the safety, capability and requirements are set after the type of preparedness of all my aircrew and air- mission is identified. Rear Admiral Tony Johnstone-Burt: craft. That is a tricky job – and there is Well, Col. Ron Hagemeijer and Lt. Gen. a legal responsibility within which they Philippe Martou: We do have our stan- Pat Nash covered that issue, at least in perform. If a task goes beyond these dards; each and every air carrier on terms of disadvantages; but of course boundaries, the military commander on which we are putting passengers (fixed there are massive advantages to use civil the ground can ask for permission to go wings or helicopters) do have to pass our contractors in terms of flying in theatre. In ahead with that flight and a decision is assessments – and they have to be in terms of the ground side, and in terms of taken. That’s why we do it. But you are our shortlist. So, there is a way around maintenance, Boeing has recently taken absolutely right, as standards vary from that, by auditing or assessing the service an initiative to put maintainers in Kanda- nation to nation so there needs to be providers. har. This is welcome as it means that the UK Joint Helicopter Command can put close cooperation in theatre. Lieutenant General Pat Nash: You can more effort into other areas. So I think never be prescriptive to cover every even- But how to decide in theatre which it’s something we need to continue to tuality. But missions cannot be hamstrung helicopters are safe for them to get push. Perhaps civilian contractors flying by overregulation. on, when it’s another nation who turns combat troops in a hot zone is a bridge up with an MI or with a Cougar, hav- One important aspect is where it all too far… How would you, the contrac- ing their training system you do not starts: the Ministries of Defence. It’s tors, feel about your people doing that? get to validate (they may have taken a national thing. (…) And we are here, I think it’s very much a question for you risks that you are not comfortable in a European environment, EDA… to answer as well – not just us. with)? How do you then decide it is So, how far are we? (…) Initiating co- A question regarding the lack of safe to your people to get on those operation between nations is where helicopters? the basic problem lies. It is where the support: we have, according to the assessment (more or less) 1700 he- Rear Admiral Tony Johnstone-Burt: The task of the European organisations, but also NATO – to co-operate, to do licopters in EU military inventories truth is I do not see that. I accept that – and 22 different types. Can we because we pool our aircraft capability things together, not to be afraid to achieve already within the existing within the command of RC-South – and loose something, but overall to gain situation (…) any synergies in the I trust my commanders to make that something… area of logistic support? Or this is judgement for me. Colonel Ron Hagemeijer: Discussion just impossible? And what could be should start in different Ministries of We are talking about standardisa- Defence and nations. But on the other done in the current situation, before tion now; NATO has a 4445 STANAG hand, I think there are entities like EDA we come to the ultimate objective which defines minimum equipment and NATO, organisations which are in – to have one type of helicopter de- requirements for peace support op- place already, to start the discussion ployed in all kind of operations? Can erations and so on – so there is some of solving this problem. And if you wait we do something today to create standardisation on equipment for he- until the independent nations come up synergies? licopters. NATO has also a wide range with possible solutions, maybe we have of doctrine concerning helicopters. Colonel Ron Hagemeijer: One of the to wait too long. As I mentioned, NATO But what NATO has not achieved was things we encountered in Afghanistan is is working with different countries (and setting standards for aircrew train- that a lot of transport helicopters were the Czech Republic is in the lead) for

18 EDA Special Bulletin : Helicopters - Key to Mobility | 10 March 2009 | flying back and forth and the unit on the ground did not always know which he- licopters could be used to pick up the logistical stock. We tried to develop a system to have a standard load to avoid wasting time having to repackage sup- plies when the helicopter approaching can only take a different load. It is some- thing we could standardise. Like sea containers. It would avoid wasting time on the ground if every country kept to a standard load. This is one approach. Rear Admiral Tony Johnstone-Burt: It’s something very hard to achieve now, though I think it’s something we should not give up on. I think it would be amaz- ing; we should certainly strive to have fewer types of aircrafts. I welcome the exchange of spares between nations – and I think the logistic chain could pos- sibly be more reliable and faster – but I like Ron’s idea of a standard load; this could take the form of units, so that, for example, a Chinook could transport three units and a Puma two units. Comment, NATO official: There are two things I would like to share with you; one is the framework to think about what we are trying to achieve here. And I think one of the frameworks I found very useful is refitting aircraft, strategic appointment and then theatre co-operation. And all three have potential for multinational co- operation. We need all three together to be able to deploy. The second conclusion we came to is that both the EU and NATO, as international organisations, can put these people to- gether. But it’s really up to the nations to get together, share facilities, share some infrastructures and, of course, share their operational experience. It also means that nations cannot afford to develop individu- ally the entire refit, sustainment and de- ployment. So, the conclusion is: countries need to share costs –and they have no option than multinational co-operation. © Crown Copyright/MOD 2009 © The Council of the European Union © Lom Praha Eurocopter/photo Patrick PENNA © Crown Copyright/MOD 2009 ©

EDA Special Bulletin : Helicopters - Key to Mobility | 10 March 2009 | 19 © Lom Praha

20 EDA Special Bulletin : Helicopters - Key to Mobility | 10 March 2009 | Panel 2: Potential solutions

put simply there isn’t much that indus- coming months. “They just need to be Key words addressed tries can do if politicians won’t invest in taken”, he repeated. in this session: capabilities.’ Secondly, increasing capability through • “Bridging the gap” The first panel took the following challenges using off-the-shelf solutions: “(…) they raised in the morning session: are immediately available in order to rap- • European co-operation idly increase capability for a particular Options for providing more • Transatlantic co-operation • mission”. He said also that Eurocopter capable and available assets; • Solutions for increasing availability would be open to make slots available of Helicopters • Need for a new paradigm to support the military operations of the to strike more effectively European countries. “They just need to • Standardisation of requirements partnership between Ministries be ordered; these helicopters are avail- • Political willingness of Defence and industries able”, he recapped. “But NATO or EU (Tony Johnstone-Burt’s point); are not buying helicopters, it is still up • Governance to the nations to ensure that helicopters • As contractors move from are bought.” • Coherent strategies delivery of services to delivery of • Leading technologies and R&T operational capability - options This statement brought Bertling to the investment and constraints in furthering this third point: moving towards integrated activity. support solutions. This topic had already been discussed in the Q&A morning’s The second panel of the conference, Dr. Lutz Bertling (CEO of Eurocopter and period; “yes, we are ready to go”, he chaired by Sir Christopher Coville member of the Executive Committee of replied to the morning question. “And (Chairman of Westland Helicopters Ltd EADS) opened the panel, offering solu- yes, our people are ready to go”, he and Chairman of ASD Rotorcraft Group), tions for increasing mobility and aircraft claimed. “European manufacturers are looked at the solutions put forward by availability and for a further rationalisation able to provide customers with integrated industry to the problem of helicopter of the European helicopter industries. shortfalls. Coville opened the session vertical lift solutions (including platforms bridging it with the first panel: “Sincere Firstly, “how to bridge the gap”, how to and support) so that customers can dedi- thanks for so clearly articulating the work with the existing fleet of helicopters cate full attention and resources to their minimal operational requirements: you - or how to make helicopters available mission”. very fast. On this topic, Bertling said that want more and you want it now. So, no Giving the “pre-mission” example, mobility could be increased by bridging surprises for industry there”. Bertling said that Eurocopter is ready to the gap, between now and when future do more on training (not only on basic He added: “The first panel set the scene programs would become available, with training but also mission training), since very well: there are a lot of helicopters upgrades/retrofits of existing fleets of they have had significant investments on around, but capability is lacking for differ- military and civil operators. “There are full-flight-simulators. They are already ent reasons. Across several operational actually a lot of helicopters available”. providing this service for some nations. settings, the operational requirement is Addressing the discussion held in the not being met. And especially so in Af- morning, he referred to the “point of For “on missions”, he said “yes, we are ghanistan where, as we heard, there is political willingness. (…) So this is not ready to go and we have some people a shortfall of transport helicopters. Even only industry, it’s not only those operating who are ready and volunteered to support on the available and capable fleets, there the helicopters in theatre. In between, our helicopters there”, referring to the are issues over interoperability, common- there are some other constraints which deployed support on the field. ality and training standards. We also have we need to overcome as well, and this, I to understand that national caveats on think, needs to be said”, he concluded. The same applies for in-theatre main- deployment play an important part in tenance after having been in a theatre limiting operational availability; more- In terms of the available aircraft, Bertling like Afghanistan – it’s a heavy process. over, whatever we recommend today gave the example of Eurocopter’s heli- In Bertling’s view, the more one can use will be subject to political decisions on copters, having an outstanding track re- systems to decrease costs, to improve resourcing.’ “(…) This is not a cop out cord in operations, which are potentially safety and, in particular, to decrease from those of us here from industry; available for immediate upgrade in the lead-time for maintenance to make

EDA Special Bulletin : Helicopters - Key to Mobility | 10 March 2009 | 21 these helicopters available sooner to added. “We do not need standardisation partners with wide experience - and return back to the field, the better it will of requirements only – this is absolutely customer’s increased size and budget be. “In joint initiatives, (…) we need to important – but more standardisation would justify and pay for the development be faster reducing the time for maintain- of the certification process as well”. He of such a helicopter. He added he would ing these helicopters in industry, to make made a strong appeal for a European prefer to opt for using technologies that helicopters available.” certificate. are then latest but proven state-of-the-art, and not something that we believe that The fourth idea presented was on speed- In Bertling’s perspective, the use of EDA could be reachable ten years from now. ing military programs through simplifying and OCCAR should be promoted – instead and speeding-up qualification processes. of starting new agencies or organisations. Bertling went ahead saying that industry He challenged the audience stating that “A transatlantic partnership bears the responsibility for some causes EDA and OCCAR should “go beyond their is seen as the most of European programs’ delays. “But, as role of coordination of Member States of favourable and probable set up.” well”, he added setting the scale, “we a program to take a role of full prime con- - need to change the system in Europe. If tractor with clear delegation of authority” Lutz Bertling, CEO of Eurocopter we certify a civil helicopter, this certifica- (…) “having a well identified customer tion is valid all over Europe, it’s imme- leading party (versus unanimity rule), as Lastly, Bertling said there was a need to diately accepted by the Federal Aviation well as industrial prime (versus consen- think ahead; that is to say that innova- Administration (FAA) and by most of the sus-driven Joint Ventures), for the benefit tion has to be supported through R&T nations in the World. If we go for one of users, governments and industries”, funding. “The funding which is spent of these famous European cooperation making programs set-up easier. for innovation, for R&D and R&T, is not programs, they go for a supra or interna- sufficient to keep the leading position of tional qualification, which means a pro- On requirements and need for stan- the European helicopter industry – be- gram agency, who represents the funding dardisation, the CEO of Eurocopter came ing able to provide customers with the nations of the programme - Bertling re- back to the example of the NH90: 14 leading technologies and solutions”, he ferred the example of NATO Helicopter customers worldwide have ordered the concluded. Design and Development Production and helicopters in 23 different variants. He Logistics Management Agency (NAHEMA) called for more standardisation with the Jindrich Ploch for the NH90. Although there are agree- aim of decreasing significantly the cer- (CEO of LOM ments on the qualifications, there is a tification and qualification efforts: “The Praha) started need to go back to every single nation, to key is standardisation of requirements, his speech receive a national type certificate (accord- using the existing agencies that we have. answering di- ing to national regulations and standards I could add that even if industry is a part rectly to “what which are not always in line with what of the game, let’s get away from politi- does Industry has been internationally qualified), he cal work shares”. He suggested shifting need from from a logic where the lowest compe- governments tence gets the work share as the military to improve its programme is seen as a kind of industrial performance in supporting helicopter development, to a logic of selecting “the availability?” “In our opinion”, he said, best of the best”. “the needs of aviation industry, in gen- eral terms, are stability of planning and “We strongly support political will”. Ploch said that multiyear that this [Future Transport contracts enabling long-term planning Helicopter] should be for R&D and manufacturing are an im- entrusted with EDA “My appeal is we need portant industry requirement. Industry as a “Category B” and is looking into improving deployability more joint initiatives lighthouse project.” between the operators, and sustainability in areas such as the the procurement agencies Lutz Bertling, CEO of Eurocopter lifecycle of the helicopter, repairs, over- and the industry to find hauls, upgrades, in-theatre support and solutions, to increase the Looking to the future, Bertling referred to training. He described the MI family of availability and capability the Future Transport Helicopter, a need helicopters as being very reliable and in theatre. The offer is already expressed by several countries combat-resistant transport (e.g. in Iraq there. It might not be wanting to replace the current heavy lift- and Afghanistan), compatible with NATO perfect as we offered and ers. He strongly believed this was not a joint cooperation (…) standards and able to operate in a NATO only a European requirement and that environment. Advantages of the MI heli- can be more perfect. the programme should be one of “trans- So let’s go for it.” copters included the possibility of adding atlantic cooperation (…) minimising risks Lutz Bertling, CEO of Eurocopter add dust filters and auxiliary external fuel and maximising synergies”. There were tanks (extending their flight range).

22 EDA Special Bulletin : Helicopters - Key to Mobility | 10 March 2009 | Al Volkman (Director of International ity for the helicopters of the future. We Cooperation for the US Under Secretary NATO: need helicopters that can lift more, fly of Defense Acquisition, Technology and three paths of improvement further and faster, load and unload cargo Logistics) was asked to give his views by Al Volkman more efficiently, and that can be refu- on the perspectives and possibilities for • ISAF nations with US-origin elled safely and effectively in flight”. So, transatlantic cooperation. helicopters, the U.S. is offering in in his view, Governments and industries theatre support through Foreign need to work more together to ensure Why a transatlantic dialogue, Military Sales or Acquisition and the definition of the required capabili- Cross-Servicing Agreements. by Al Volkman ties for the helicopter of the future - so • ISAF nations with European-origin that industry can provide the war fighters • To develop the technologies on helicopters, France is leading with the military capability they need in a which this future military capability a multinational effort to formulate timely and affordable manner. will be based - cooperate to options for in-theatre support. develop lighter, stronger structures, • Nations with Mi-series helicopters, Volkman’s proposals for co-operation in more powerful engines, and more NAMSA is hosting periodic practice would mean: capable rotors “Mi Users Group” meetings to • To develop a plan to make the formulate options for in-theatre • Military leaders must agree on the ca- technological advances necessary support. pabilities required - analyse, discuss to achieve the capabilities we need and compromise; for the future need for the future if we cooperate in the • Governments and industries must agree • Because not all the industrial development, production and support of on how to share technology - identify expertise resides on one side of helicopters”. He believed that challenges the Atlantic what technology will be shared and how in developing helicopters for the 21st the most sensitive technologies will be • Because the resources available for century demanded that the United States defence are scarce on both sides of protected.- includes export control cooperate with European partners. the Atlantic - achieve the needed community; military capability at an affordable In the short term, there was a need to • Governments must agree on the role price. cooperate because we need more lift ca- their national industries will play in pacity in places like Afghanistan and other the development and production of Volkman’s answer to the question on places where the US and our European defence equipment - contracts and how do we ensure that we have the he- allies were fighting together, he said. licopters we need for the difficult tasks subcontracts must be awarded on a of the future was “cooperation”, adding In the longer term, he said “we must best value basis. that: “we will have the helicopters we cooperate to achieve greater capabil-

(left to right) Giuseppe Orsi, Miecyslaw Majewski, Sir Christopher Coville, Al Volkman, Jindrich Ploch, Dr. Lutz Berling.

EDA Special Bulletin : Helicopters - Key to Mobility | 10 March 2009 | 23 © EDA - 1st Multinational HELO Mountain Exercice - March 2009

“The European helicopter industry has proven its excellence, demonstrated by the fact that the US Department of Defense has purchased EH101 helicopters from Agusta - Westland and UH-72 Light Utility Helicopters from Miecyslaw ket figures, and considering the morning Eurocopter.” Majewski discussions, he said “(…) we, industries, Al Volkman, (CEO of PZL have the solution”. Director of International Swidnik) was Cooperation for the US Under then invited to To improve helicopter availability, industry Secretary of Defense Acquisition, would need, a clear long term planning Technology and Logistics share the so- lutions offered and government support for R&D invest- by the Polish ment. “We have to develop technology to industries, tak- allow for the development of advanced US studies to examine ing into con- technology, capable rotorcraft”, built to meet governments’ specifications and vertical lift requirements: sideration the “experiences from previous and existing military operations” which standards. “We have to project our- • Future Vertical Lift Study – are driving helicopters’ modernization. selves, together with our governments, conducted by the Pentagon in 20 years, because what we design - assessing rotor and fixed wing “Poland participates in most NATO opera- today, what we think today, will be used technologies to meet our future tions: in Afghanistan (ISAF), in Kosovo in 20 to 25 years. So, if we do not have requirements. Key products of this effort will be both a Strategic Plan (KFOR), in Iraq (training mission NTM-I), a common vision on the scenario, we do and a Science and Technology Plan in the Mediterranean Sea (Active Endea- not know what to develop. So, the most for future vertical lift. vour) and others including anti-terrorist important is to have a common strategy • Rotorcraft Survivability Study actions as well as support human help to develop together, pooling resources, - directed by the U.S. Congress actions”, he said. around agreed strategic objectives”. looking at past casualties, and examining ways to improve aircraft He gave various examples of MI helicop- As Bertling, Orsi also stated the need for and crew survivability. ters and how they could be upgraded (e.g. an increased harmonization of national • Capabilities Based Assessment, by equipping the MI24 with an infrared norms and qualification criteria, allowing examining future military needs-- jamming station, equipping the MI17 for a faster development of new models and and a Multi-role Aircraft Analysis- medevac purposes and adapting MI8 to increased availability of off-the-shelf so- US Army - looking at using search and rescue configuration). He ex- lutions. He also pointed out that secured common platform for multiple plained that there was a plan to develop through-life partnering agreements on missions. a new SW-5 helicopter, which would have fleet support should be envisaged, to a payload mass of 2,800-3,000 kgs, be- maximize both cost-effectiveness of sup- ing able to transport two plus fourteen port and availability of aircraft. He added “There is no alternative soldiers fully equipped, achieving a maxi- that the lifetime of an helicopter had to but to cooperate in the mum speed of 300 km/h and a maximum be considered in the conception phase. range of 1,000 kms. There would be a development of future At relatively short term, Orsi said helicopters. Our security transport and medevac version of it. depends on it.” “AgustaWestland has the full capacity Giuseppe Orsi (CEO of AgustaWestland) and experience to provide timely upgrade, Al Volkman pointed out that the helicopter industry delivery and introduction into service of Director of International Cooperation for the US Under was truly global today since helicopters additional helicopters, both new off-the- Secretary of Defense Acquisition, were manufactured throughout the world. shelf and/or refurbished”, in less than Technology and Logistics After presenting AgustaWestland’s mar- one year.

24 EDA Special Bulletin : Helicopters - Key to Mobility | 10 March 2009 | Why should the EU Armed Forces and Governments care of the rotorcraft industry’s health? - Giuseppe Orsi, CEO of Agusta Westland

• Vertical lift is the recognized key to mobility in the field • Military rotorcraft technology took 60 years to develop at this stage • There is a huge potential for further, multi-path development in the future • High class, competitive and diversified helicopters are made in the EU “When we talk about • EU rotorcraft industry is a key asset for security of supply developing a new helicopter • A motor of high technology in the EU at large, including the SMEs or a new concept, we have • A source of opportunities for multi-national collaboration to consider that we, as company, have to grant • An instrument in support of the international policy of the Governments our survivability; (…) • An offer multiplier towards the Governments needs, so increasing competitiveness but certainly there is and efficiency of procurement a line where, together, • A partner to Governments enhancing cost-effective support we can strategically of their fleets through innovative, integrated arrangements project the future.” Giuseppe Orsi, should endeavour to maximize collabora- solutions to the governments and to the CEO of AgustaWestland tion and minimize risk while creating the competitiveness and health of the rotor- necessary military capacity”. Sharing this craft industry. At short notice, Orsi referred to two op- view on the Future Transport Helicopter tions to meet the urgent need for heli- with the CEO of Eurocopter, he added copters – either for governments to buy that transatlantic cooperation could be “The EDA’s tactical training off the shelf or refurbished, or to increase improved: “plans (…) should build on programme is due to be operational availability where available and further grow this capacity, possibly open to all countries and (i.e. to make current helicopters work with balanced transatlantic collabora- crews. In the study harder). In both cases industry would tions, while targeting a large internal conducted with require a coherent strategy and commu- and export market in order to secure AgustaWestland, nication with users (to understand what is sustainability”. the Czech crews kindly achievable within time and budget con- agreed to act as a case study to see what learning straints) and Governments to define their Orsi ended his speech saying that sus- tainability of helicopter availability calls was possible with an policy for what is an “acceptable risk” affordable fixed-base for the right combination of collaborative, when deciding the type and standard of simulator. Therefore, aircraft to support operations. advanced development / procurement tangible training benefit programs, as well as competitive, off- was achieved, as well On training (one of the strands EDA the-shelf procurement policies and com- as the conduct is actively dealing with) the CEO of mon norms and procurement processes of a conceptual study.” AgustaWestland said this company has (both at national and EU level). These ele- Giuseppe Orsi, full training capability available both for ments are, in his opinion, equally critical CEO of AgustaWestland the routine support to the military fleets to the availability of suitable helicopter and for the fast conversion to operation of additional helicopter resources under urgent needs. He made clear also that AgustaWestland is working with EDA to provide the European military com- munity with Tactical Training, using op- erational lessons learned from current operations to maximise support to NATO operations. As the previous speakers, he argued that transatlantic cooperation would work best for the development of a new transport helicopter. Orsi said “single, high value investments, such as a new Heavy Transport Helicopter © AgustaWestland ©

EDA Special Bulletin : Helicopters - Key to Mobility | 10 March 2009 | 25 “THERE ARE SOLUTIONS AND THEY ARE AVAILABLE” 2nd panel inputs, by Sir Christopher Coville

• We need a better process for carrying forward political initiatives, perhaps by strengthening the role of EDA and OCCAR • There are helicopters available now for rapid refit and upgrade • Nations (not NATO) are buying helicopters – is there any point in industry engaging with EU or NATO? • Integrated operational support in theatre is possible and industries are up to it. Let’s make it work • Innovation is the key – and we need more funding for R&T • The point was made on the importance of stable planning and indeed funding for industries health • Transatlantic solutions are needed, inter alia for economies of scale – for short and long term • Acquisition process needs to be coordinated through all potential partners from requirements to production, and beyond to operational support • Helicopters manufacturing is global – that has implications for integrated operational support packages • Adequate lift helicopters - are enough there already, or should we consolidate what we have? • There is a need for agreed strategic objectives

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26 EDA Special Bulletin : Helicopters - Key to Mobility | 10 March 2009 | Questions & Answers Session

To what extent do you believe the Comment from an official from indus- that under the ITAR, the vast major- contractor is prepared to go forward try: None of the contractors sent by our ity of the export licences are approved and would you, for example, consid- company has gone to Afghanistan in – AgustaWestland and Eurocopter are er putting some of your workforce uniform and this was not envisaged for examples of companies working very in uniform? Or reserves? the future either. The responsibility for closely with US firms and government. them lies with industry in his view but it is And this requires cooperation that export Lutz Bertling: First of all, going for such for the military to decide if there are too licences will be approved. So, ITAR can missions for industry is not easy; you many bullets and the contractors need to be worked so that effective cooperation need to take care of a lot of things, leave, in which case the handover needs can result. I am not justifying the inef- starting with simple things as insur- to be defined. ficiencies associated with it. In addition, ance. There is an administrative ef- the licences ultimately being approved fort to be done just to take care of our (to Lutz Bertling) If you say “let’s take a long time. So, the manufactur- people in an appropriate way. Second, make it simple”, if you rationa- ers are asking and there has been some in industry, you cannot instruct people lise, if you reduce the number of work in the past years on the recognition to go to Afghanistan – you have to ask subcontractors… of the fact that we need to improve the for volunteers. They are there; it’s not a Lutz Bertling: We need to clearly distin- process - so the former Administration problem to get them. We need a bet- guish from armaments procurement pro- tasked the Department to take steps to ter planning horizon because we need grams, where forces want to get a certain improve and speed up the process of to get those issues solved. A short term capability in a certain time – they want approval - with the aim being to do this notice is much more difficult for us. On to know what they get and they want to within 60 days of submission. So, my putting people in uniform… actually it’s know if they will get it on time. Then we answer is mixed: we recognise that this the armies, air forces or navies of the can go for fixed and firmed price con- is an area that we need to improve upon nations who put people in uniform. I am tracts and so on. Or we go for an indus- and I think we are working on it. But it is not sure it makes sense to put them in trial development program which we can going to be a long term possibility. uniform. I would perhaps promote mod- do in the frame of armaments, and you els like the UK or German one, where We heard about availability. develop industry in certain nations. But in you have a mix of uniform and industry What about affordability? this case, we need to find a different set- people working in one organisation. And up, because we are taking additional risk Lutz Bertling: Helicopters have a certain in the end you might have areas which on board. My opinion is whether it is a residual value. So, whatever we offer, we are threatened that you might not want pure armaments program; we should not have to buy it from someone. The situa- to send people which are not in uniform. then make it an industrial development tion is from a buyer point of view getting There are limits. programme. We should select the best better. And then it depends on the speci- Giuseppe Orsi: Our people have been in (this is the rule of competition), the best fications and on the upgrade needs. So, theatre; they were in the first Iraq war, value for money. This we should do; we it’s very, very difficult to give a general supporting helicopters. Obviously, they should try to find work share solutions – answer. I would say that depending on have to be volunteers, but I am sure that otherwise, it needs political will to make the need for upgrade, on the age of the we can get there. it different. But then we cannot put all the helicopters, on the specific project, on risk in the shoulders of industry. the needs… Jindrich Ploch: I have no problems with volunteers to go to Afghanistan. Even Is there any movement to be expect- We have heard the end users and, today we have people there. We con- ed towards a change of International after them, the suppliers. What is tinue supporting upgrades. The key is- Traffic & Arms Regulation (ITAR) still missing is what is in the mid- sue for us is the system of planning and policy? dle… What are the funding initia- transparency. tives? How are they going to be Al Volkman: It is unlikely that ITAR will managed? By who? Rear Admiral Tony Johnstone-Burt (in be changed in the short term. The Arms the audience): I think we must be care- Export Control Act is old, it’s a reflection UK official: There is a fund of 26 million ful with what we are doing in this area. of the Cold War and it needs to be re- £ (where donating countries each choose Putting them in a uniform is absolutely vised. That’s my personal opinion. Mainly, which business case they want to use the wrong way, because if you put them it is not going to be revised because the their funds on), but this is as “a sticking in a uniform, the military command has US Congress and the Administration has plaster” for the immediate problems, it is the responsibility. And industry has the other short term issues to solve and this not a long-term solution. The long-term responsibility. So, it’s not the right way. is a thorny problem. I would also say solution is political will for nations to de-

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EDA Special Bulletin : Helicopters - Key to Mobility | 10 March 2009 | 27 ploy the helicopters and fund it from their by the Czech military air force authority; long lasting solutions for these sup- own budgets. the main point is a question of vibration plier questions? of the system. But we are fully indepen- Jindrich Ploch: Your question touches So what is the plan for the 26 mil- dent a NATO member, so procedures for the key issue of these helicopters: its lions? Is it public information in the use of MI helicopters are carried out original lifecycle is around 30 years. what way do you intend to spend according to NATO conditions and op- For spare parts, there is a governmental it? erational requirements. contract between Russia and the Czech UK official: The value is what nations An expert (audience): We are looking Republic, including direct contacts and have added to the fund. It’s up to those at the safety of the MI type. It makes no cooperation with the original suppliers nationals to decide what projects they sense to put a lot of nations’ money on of the spare parts. It’s a key point for want to support. It’s really done on a na- this without understanding the safety of the future. tion basis; it’s an ad hoc basis – it’s not those helicopters. We have commissioned Comment on operational requirements a long term solution. the UK company Qinetiq to look at the capture (in the audience): Rear Admi- safety design of MI type helicopters. The On the MI helicopters, particularly ral Tony Johnstone-Burt talked about his countries using this type of helicopters on the standards; who is defin- aims being “successful operations and could go for a common project, a Cat. B ing the standards? Are they NATO people”. I think from the industry side project, commonly funded, for training we look at operations and people very standards? Are they going to be “MI and simulators. I think we have seven or much, as well. Our operations, of course, standards”? If they are NATO stan- eight countries which are interested to are different, are on management and dards, what do equipment suppli- use it in a more effective way. ers do about talking to the Original production. But how do we bring this to- Equipment Manufacturer (OEM)? Is We have been watching this solution gether, how does the operator in the field there a route to talk to OEM? for the short term. But the question know what he can have and how do we we have been addressing here is know what he wants? And it’s here where Jindrich Ploch: The Czech Republic is for solutions for 20 to 30 years. EDA has a role to play. I am not sure what a NATO member; so all procedures are Did you find solutions to problems role it is – requirement development or based on the operational requirements probably capability development. But the concerning these designs which of the General Staff. All the systems used role is not in industry, not in the field, but would make the platform lasting? are under NATO standards – and sup- in the middle. This is about better coop- pliers are mainly from the EU. But, for Or solutions for the logistics sup- eration and comprehension by industry instance, the communications system is port for elements that must come of the operational requirements. being done by an US company. from OEM? And, lastly, we found it difficult to ensure interchangebility NATO official: At NATO we use the NATO Russia is responsible for the certification of elements simply because they Industrial Advisory Group (NIAG), in the (as the original producer of the aircraft have so many variants and differ- Heavy Lift Helicopter. We have been work- is a Russian company). This process is ing for more than 10 years on developing ent supply sources, that it’s difficult finished by the certificate, which is done requirements, working through the vari- to trace it. Did you find suitable and ous stages. We used the NIAG studies to draw industry in, and we provided them with the military requirements - and then we let industry give their advice – that’s where we want to go, how can we get there, which are the industrial solutions, the cost benefits (…) Surely on the NATO side we are working with industry. I know the EDA side is also working closely with industry. For us, they are essential part- ners. Without industry, you can come up with great ideas, but unless industry can beat that with practical reality within the cost and technical challenge, it will not work. There is always room for im- provement, but industry is there, we bring them in. I know industry always asks to be included (the earlier, the better). It’s good to start the dialogue earlier.

© EDA - 1st Multinational HELO Mountain Exercice - March 2009

28 EDA Special Bulletin : Helicopters - Key to Mobility | 10 March 2009 | © EDA - 1st Multinational HELO Mountain Exercice - March 2009 Lutz Bertling: We should be much closer to the services. Sometimes, defence ma- terial organisations are slowing down the processes – it could be faster, from my point of view, for the short term projects. For the long term projects, we should avoid specifications every three months. The development of a military aircraft is an eight to ten years exercise. Giuseppe Orsi: When we are in the design phase, that’s ok, EDA can be one of them: but when we are in the implementation phase, the best way is to go straight to the customer. And as mentioned before in the example of the NH90, if we have an organisation, but then nations go back to the national logic, it’s better for industry to go back to the customer. The implementation phase cannot be mediated by an entity. siasm and passion. So, thank you. But in a different time. And we are still work- maybe what we are doing is the right ing on systems which the basic specifi- Al Volkman: In the US, the Congress is thing. I am talking about bringing it down, cation was done before the Berlin Wall looking at the acquisition system. One of bringing bottom-up, liaising the best we was falling down. Therefore, we are still the deficiencies that has been identified is can and looking at ways and problems living in projects where capabilities have the fact that we frequently change the re- on an incremental basis… not been specified, but detailed technical quirements – which is very time consuming solutions. (…) So, this is something we and very expensive, when, if we had been Giuseppe Orsi: The acquisition strategy is need to change – we need to go through knowledgeable about what was feasible, different in each country. Each customer specification of capabilities, instead of we would have chosen something less de- has a different acquisition, strategy and detailed technical solutions. It gives us manding. So this topic will be something policy. I think we are flexible enough to more freedom(…). the US will be examining very carefully over accommodate and to tailor commercial the next years. solutions for different customers. I would In particular in European cooperation go for defining at the beginning where programmes if you try to come up with Industry has said they were ready you want to go – and leave industry particular technical solutions, you will fail. and willing today to start putting propose a project that will be suitable So, let’s go for capabilities. If you want helicopters into service. Industry for you. That is how the commercial and to go for faster programmes, and if you called for political will. What else some MoDs buy. It’s not really off-the- need 75% of the solution in months, let’s do you need from industry? shelf, but almost there. And, by the way, go for the available technology that might Rear Admiral Tony Johnstone-Burt (in with capabilities, to speed up the process, be available in few years. So, then we the audience): In the new world order, there is a possibility to customise. On the need to be a bit more realistic. other side, we are in favour of a step- we need a solution in months, not in On processes, on what is between ser- years. That’s the aim… (…) Consider- by-step unified process. So, industry is really prepared to adapt itself to what the vices and industry: the processes have ing and acknowledging the lack of re- not been adapted to a changing world. sources, the economic downturn and the customer wants. In the Strategic Partner- ship , we are trying to converge what is Therefore, even if we develop something fact that we have a mixed attitude from fully acceptable for you, if it’s not meet- our political masters, is this the time for a better for industry and what is better for the government, in order to have shorter ing the requirements you have now, we paradigm shift, a change of strategy from will never be able to sell it. So, in the the defence industries towards the MoD? Initial Operational Clearance (IOC), even less expensive, delivering exactly the interface between you, the defence ma- The answer is maybe “no”. (…) We need terial organisations, and us, industries, optimism in industry now. same equipment. So, we are ready, we are flexible, and maybe more exchange we need to work on faster processes Lutz, you said “we have the solutions and maybe more openness from both which are better taking into account and we have been telling you for a long sides is needed. today’s world. time”. Giuseppe, you said “we know the answers”. We could not be in operations Lutz Bertling: The weapons systems that and saving people’s lives if it wasn’t for are now entering into service have been your (defence industries) brains, enthu- specified and defined in a different world,

EDA Special Bulletin : Helicopters - Key to Mobility | 10 March 2009 | 29 30 EDA Special Bulletin : Helicopters - Key to Mobility | 10 March 2009 | Conference summary By Alexander Weis, Chief Executive of the European Defence Agency

assessment that we currently have to trust in our aircrews capabilities. The definition of common standards for multinational training could be the right way to be surer in our aircrews’ capabilities. Integrated support solutions I am not sure that EDA should start working in the area of integrated sup- port solutions. Why not? EDA’s general policy is we are working in areas where for the time being other organisations do not work yet. Our principle is we do not invent the wheel when it already ex- ists. NAMSA is working in this area and their work is quite advanced. Mr. Volkman referred to the US and France support models. I am not sure that this would be a promising area for EDA’s work. But I am not afraid of difficult projects if there is any Member State or at least two par- ticipating Member States who are keen airframes; and I am looking for volunteers, to see EDA working in a specific area to DA’s Chief Executive Alexander maybe MI helicopters, to start with. provide added value in another area of Weis gave an on-the-spot E Standardising simulators integrated support solutions, I am ready summary of some of the key to listen to them. points that he had noted during The second issue that comes to my mind the day. is we could standardise simulators terrain Transatlantic cooperation model databases. We all use simulators The essential of this afternoon’s discus- for training. And all these simulators are sion was that we need two things: we I am now facing the challenge of sum- using terrain model data. But do we use marizing the essentials of today’s discus- need cooperation and competition. The all the same terrain model data? I sup- second point is an assumption from my sion – and the most promising ideas. I pose in each and every simulator, we would like to emphasize that this is an side. We need cooperation and, even have at least one terrain model data for more, we need a transatlantic coopera- initial assessment – and all your excellent Afghanistan, maybe another for Chad. ideas will be considered in detail. tion. I would like to quote what has been Why do we not standardise the terrain said by Mr. Volkman: “we will have the Medevac model data in order to create a kind of helicopters we need in the future if we joint training in a virtual environment? Medevac capability was mentioned sev- cooperate with each other”. I think this I expect that we will face quite serious eral times, in particular during the morn- is exactly one of the key messages of organisational obstacles, we will also ing session. This is a difficult area, but we today’s discussions. And for me it’s very face difficulties with intellectual property are not afraid to address difficult issues. important to open the door towards a rights, but I expect to be largely sup- By the way, it’s a capability highlighted transatlantic co-operation. ported by the European defence indus- and highly prioritized in the lessons try - in particular in solving the issue of Military requirements learned work strand of the Capability intellectual property rights. Development Plan. What can we do in What do we need in order to have a this area? I think we learned today how Common standards for multina- proper and successful cooperation – not only a transatlantic one? We need a important it is to have such a capability tional training to have a positive impact, in particular on harmonized set of military requirements; The third issue identified in the morning and, again, it’s important to talk to in- the morale of our troops. The idea could session is that we could try to define com- be to develop a modular approach for dustry, to listen to the technical experts mon standards for multinational training. from industry; it is of importance to make medevac kits to be integrated into different A key issue this morning was common

EDA Special Bulletin : Helicopters - Key to Mobility | 10 March 2009 | 31 something like “requirements controlling” – to know how expensive a requirement will become to come to 75% solutions. But, however, EDA is “capability driven” and I would not allow to be driven by industrial interests. So, what we need is a set of military requirements from our participating Member States, and we will do the work to harmonize them in order to prepare a basis for cooperation. We need a harmonised set of military requirements from the Member States taking part in the EDA. It is important to have these requirements so that we know how expensive each one will be. Specialise more in R&T Spend more on R&T: I like this message very much. I think it is an illusion to ex- pect, in the current situation, an increase of defence budgets (…). What we can do cooperation, and competition in Europe, from this, we have also to work on up- already today and tomorrow is to spend in the US, sounds great. grades of existing helicopters - and I more together and, by this, spend it have to say that from all types of existing in a better way. It’s so easy to call for Upgrades helicopters. I can clearly understand the more money, and so difficult to spend This is quite likely the most difficult issue interest of the eastern European indus- the scarce resources more intelligently. and I think we have to accept that of tries (and not only the industries, but also And this is what EDA is for: to spend course we have to work on new technolo- the Ministries of Defence) to see their the scarce resources more intelligently gies – and we will do it through enhanced helicopters upgraded. I understand their through a closer cooperation. R&T cooperation. We will have to work principles and understandings that their I would like to refer to the Future Trans- also on new platforms; I am quite confi- type of helicopters should be updated. port Helicopter, because it looks like if dent that the future transport helicopter So, what we have to do is to group those we had competition in Europe and com- will become such a new platform and I Member States operating the same type petition on the US side. So, it looks very can only hope that, apart from France of helicopters and we have to propose a promising from a customer’s perspective, and Germany, there might be other Mem- cooperative approach for this upgrade. and I would like to congratulate this situa- ber States of the EU which are interested tion. Again, cooperation, also transatlantic to join this important program. But apart

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