Preparing for RNZAF’s A109 Helicopters
There is an unmistakable buzz in the air at Ohakea as the Air Force prepares for the arrival of the A109 Light Utility Helicopter (LUH). Air Force News spoke to key team members working on the Introduction into Service (IIS) of the Air Force’s newest capability to learn more about what goes on behind the scenes and what the new fleet is expected to deliver.
A109 Helicopter
The A109 fleet is part of a new rotary wing capability that, together with the NH901, will eventually replace the longstanding fleet of Sioux and Iroquois. The A109 is very much a 21st century aircraft compared to its Sioux counterpart – it’s a lightweight, twin-engine helicopter with a modern glass cockpit and a retractable wheeled undercarriage.
A109’s origin
The A109 is truly a European helicopter. The airframe is made in Poland, transported to Brindisi (Southern Italy), where final assembly is done and then transported to Milan (Northern Italy) for fit out and final production. And that’s where post-production flight testing is done. Manufacturer AgustaWestland (AW) is an Anglo/Italian company, owned by Finmeccanica of Italy.
The role of the A109
Squadron Leader Peter Johnson, who is responsible for integrated logistics support of the new helicopter says the A109’s primary task will be to train rotary-wing aircrew prior to operational conversion onto the NH90 or SH2G Seasprite helicopters.
The first helicopters arrive in boxes
In addition to its training role, Peter says the A109 can also be used for light utility work when necessary. “At the end of last year, the Government announced the purchase of three additional aircraft, at some point in the future, to enhance the light utility role of the fleet,” he says. Light utility includes passenger transport, surveillance, observation and reconnaissance work.
Squadron Leader Aussie Smith who is part of the Operational Testing and Evaluation team (OT&E) charged with preparing the helicopter for operational service in New Zealand adds, “The Sioux is great for learning how to fly a helicopter with your hands and feet, but you won’t learn to operate integrated avionics systems with a high degree of automation in a glass cockpit - all features of the A109”.
Pilot and ground crew training
One of the requirements under Crown Acceptance is for the Air Force to have an observer to ensure AW is meeting specifications. One pilot has been permanently based in Italy throughout the project for this purpose, working alongside the Ministry of Defence Project Team, and three additional pilots and one helicopter crewman have been sent over at various times to be trained and qualified on the aircraft and simulator. On their return, these pilots will become A109 instructors.
Eleven aircraft mechanical and avionic engineers have completed training and certification with AW in Italy and are now qualified and certified to build and test the aircraft for first flight in New Zealand.
SQNLDR Johnson, W/O Dundass and SQNLDR Smith
“We have and continue to have other pilots, crewmen and engineers in Italy working side-by-side with AW for various amounts of time, learning about the aircraft,” says Aussie. These pilots will crew the aircraft during test and evaluation when the fleet arrives in New Zealand.
It is not just the helicopters themselves that will revolutionise the Air Force’s helicopter training, there is also Computer-based Training (CBT), Virtual Interactive Procedural Training (VIPT) and simulator training that comes as part of the overall package. The simulator has been constructed in Italy and is currently being tested before it’s dismantled and flown to New Zealand for reassembly, testing and acceptance.
This training solution will be a cost effective means of training aircrew prior to conversion to the SH2G Seasprite and NH90 helicopters.
Operational testing and evaluation
The acquisition and delivery of the aircraft to New Zealand is just the first step. The subsequent operational testing and evaluation (OT&E) takes the equipment and personnel and develops a capability for use by government.
When OT&E is in full swing, an enhanced team will be pulled together using expertise from across the squadrons.
Logistics testing starts as the aircraft begins test flying in this country.
“There are two types of testing - Baseline and Core,” says Warrant Officer Gary Dundass who is involved the logistics work on the project. “Baseline testing involves aircrew and maintenance procedures development and training on the new aircraft. Core testing is complete testing of the entire system to ensure its airworthiness.”
OT&E is broken down into four phases: light utility, aircrew training, special operations and deployed operations.
While getting the aircraft airborne in New Zealand will, in many ways, be the end of a chapter for all those that have worked on the A109 project, there is no doubt that it is also the start of a new and exciting chapter in military helicopter operations for New Zealand.
Comparing aircraft
Both the Sioux and the A109 are designed to train pilots. However, the A109 has a number of additional capabilities that puts it ahead of the Sioux.
Features of the A109 |
Features of the Sioux |
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- 2 Gas turbine engines driving a common gear box
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- Digital glass cockpit displays
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- Automatic engine controls
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- Winching (ability to carry third crewman)
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- Comprehensive communication suite
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- Maximum speed of 164 knots
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- Maximum speed of 91 knots
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1 The NH90 fleet of helicopters will eventually replace the Iroquois and will be used primarily for operational deployment missions. Both the A109 and the NH90 will complement each other in terms of technology, functionality and design.