Lessons from the Kiwis

Even so, when the new UH-60M was submitted, it was deemed to meet all of New Zealand’s requirements – except the one that required an in-production machine. That left only the NH90.

The new UH-60 derived H-92 Superhawk external link, a heavier aircraft that incorporates many of the NH90′s innovations and has a slightly higher cargo capacity, is an even better comparison. When New Zealand made its decision, however, the S-92 was only serving as a civilian helicopter, and its military version was on the drawing board as Canada’s “CH-148 Cyclone” anti-submarine patrol helicopter, rather than a general utility version.

RNZAF planners had considered it in early stages, and they liked its lift capacity and expected acquisition cost relative to the NH90. On the other hand, the S-92′s cabin “design caused tactical concerns”, and it was seen as too developmental, with too much risk of cost and schedule issues. They crafted their eventual RFP to avoid such submissions, and Canada’s experience with its S-92 derivative has certainly validated that judgement.

Unfortunately, so has New Zealand’s experience with the NH90.

Waiting for NH

In contrast, the first production NH90 was delivered to Italy in 2004, which made it a strong candidate for New Zealand’s 2005 decision as an “off the shelf” option. As things turned out, however, the NH90 proved itself to be a developmental machine that wasn’t quite ready. Deliveries have been very slow, and qualification with key aviation authorities in member countries has been even slower. These delays have affected New Zealand’s plans for full fielding, which have been pushed back from 2009 to 2013/14.

While New Zealand waited for the NH90s, the UH-1 Hueys were to be kept in service until at least 2009. Late NH90 deliveries ended up extending that by several more years into the 2010s, which has created its own issues. One stems from the fact that the Bell 204/205, as civilian versions of the UH-1 Iroquois are known, are so popular with industrial operators. Many ex-military machines are being recommissioned for departmental and commercial utility roles around the world, and apparently that has created some availability issues for some key components. Another involves the force’s small size, which is creating manning shortfalls as units prepare to operate the other helicopter types. Readiness for the existing UH-1 fleet has suffered accordingly.

MTA/Il-214 – It’s like the Duke Nukem Forever of the aviation world. Been hearing about this thing since the late 90s, I think. Every AeroIndia, HAL dusts off a model from its closet and shows it.
It’s just around the corner.
It’s 18 months from rollout.
etc.

The IAF shouldn’t hang its hat on that project, in the least. Better to get about 24 130Js as the mid tier transport and get about 200 of whatever wins the Avro replacement contest.

Most likely to “hide” the zig-zag doors as well as several smaller panels.

I don’t think the blur on top is covering a panel. I think it’s the spillway for the airflow from the engine inlet splitter plate, like the SH here:

Teer,
I forgot to thank you for your detailed response here.

I tend to agree with the line of thought that getting fleet wide availability numbers up, especially for the work horses like the MKI’s, Bisons, and Jags is akin to increasing numbers via new inductions. The Rafale, as good an aircraft as it is and the pedigree that it has, it will crimp IAF budget for decades to come. For that reason alone, I’m leery of getting that instead of more MKIs, if the MKIs’ availability rates can be brought up to the high 70%-80% range.

Confessions Of A US Navy P-3 Orion Maritime Patrol Pilot

The P-8A boasts five mission crew workstations, all of which feature dual reconfigurable touchscreen displays and data entry keyboards. The ability to do any job from any workstation makes load sharing possible and is indeed critical to success during a mission. For example, during an information, surveillance and reconnaissance (ISR) missions we might have extra electronic warfare operators in the seats scanning for radar emitters while another operator scans the radar and maps where those emitters are located. Conversely, during an ASW mission we can place extra acoustic operators in the seats to interpret sonar signals and track a submarine. The flexibility is extremely impressive.

MKI availibility rates are even worse than I assumed they were. I thought I was being pessimistic when I said 50% then revised to 60% availability. I was actually being optimistic.
And this is the case with a platform that is now mostly built in India with “TOT” whatever that means…

More here: Man, this guy can take pics!

I wish there was a bigger version of this one.