The Leonardo AW101 & NH Industries NH90 - AirVectors

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* As aerospace development programs have become more complicated and expensive over the last decades, countries have increasing pooled their resources to share program costs. Helicopters have been part of this trend, resulting in international programs to develop the Leonardo (originally AgustaWestland) "AW101" and the NH Industries "NH90". These are state-of-the-art rotorcraft, intended for transport, maritime warfare, and search and rescue roles. This document provides a history and description of the AW101 and NH90. A list of illustration credits is provided at the end.

[1] AW101 ORIGINS [2] BRITISH MERLIN HM.1, HM.2, & HC.3 [3] ITALIAN NAVY AW101 / AMI HH-101 CAESAR / CANADIAN CH-149 CORMORANT [4] COMMERCIAL AW101 VARIANTS / AW101 SALES ACTIVITY [5] NH90 ORIGINS [6] NH90 IN SERVICE / HTH [7] COMMENTS, SOURCES, & REVISION HISTORY

[1] AW101 ORIGINS

* In the late 1970s, confronted with hundreds of Soviet attack submarines that threatened the sea lanes connecting Europe to America in time of war, the British Royal Navy (RN) and the Marina Militaire Italiane (MMI / Italian Navy) formulated a requirement for an advanced antisubmarine warfare (ASW) helicopter, to replace the Sikorsky-Agusta-Westland Sea King then in service for this role.

Westland of Britain's initial studies for a "Sea King Replacement (SKR)" were given the designation "WG.34". Basic requirements were for a helicopter that was more compact than the Sea King, but had a greater lift capability, and of course general improvements in operational performance and maintainability. Discussions between Westland and Agusta of Italy on the SKR quickly resulted in the formation in June 1980 of a joint company named "European Helicopter (EH) Industries", with its headquarters in London, to develop the new helicopter. Work was apportioned between the two parent companies to give them roughly equal shares without duplication. The machine was originally designated "EH101", but redesignated "AW101" in 2007; the newer designation is used here for the sake of simplicity.

As design studies progressed, it was decided that transport versions should be developed as well. Ultimately, a number of different AW101 variants were proposed:

• Series 100: Basic naval version.
• Series 200: Naval utility version, without rear loading ramp.
• Series 300: The "Heliliner", a commercial passenger version, equipped with airline avionics for all-weather operations to oil platforms.
• Series 400: Army transport version
• Series 500: Civil utility variant with rear loading ramp, plus avionics and equipment to fit customer requirements.

A full-scale mockup of the AW101 was displayed at the Paris Air Show in 1985. A single ground test airframe called the "Iron Bird" and a total of nine flying pre-production prototypes ("PP"s) were built:

• The initial prototype, designated "PP1", first flew in Britain on 9 October 1987. By the way, the nonflying "Iron Bird" was designated "PP0".
• "PP2" was built in Italy, flying a month after PP1, and was used for deck trials on Italian Navy ships. Unfortunately, this machine crashed in early 1993, resulting in the grounding of all AW101 prototypes for five months.
• "PP3" was a civil variant prototype, and first flew on 30 September 1988. It was used for icing trials in Canada, and also used for weapons carriage tests.
• "PP4", "PP5", "PP6", and "PP7" all flew in 1989. PP4 was a general naval AW101, and crashed due to a control-rod failure in 1995. PP5 was the development prototype for the Royal Navy ASW variant. PP6 was built by Agusta and was the development prototype for Italian Navy variants. PP7 was the development prototype for the military utility variant, with a rear loading ramp. It was badly damaged after an emergency landing in Italy in 1996, but apparently repaired and returned to service.
• "PP8" flew in 1990, and "PP9" flew in 1991. Both of these were civil variant prototypes.

Initial production orders for the AW101 took place in 1991, with civil certification for the UK, Italy, and US following in 1994.

* The AW101 emerged as an attractive, sleek helicopter of generally conventional main / tail rotor configuration. It featured a five-blade main rotor with paddles on the end of the blades, a four-blade tail rotor, and retractable undercarriage. It was powered by three turboshaft engines, with the engine type depending on the variant, with an auxiliary power unit (APU) for ground power and engine starting. The rotors were made of composite materials, while the fuselage was made of honeycomb lithium-aluminum alloy, with composite paneling. The tail boom folded forward, except in variants with a rear loading ramp.

The AW101 had an emergency flotation system using helium-inflated polyethylene-kevlar floats, as well as anti-icing features such as sideways-facing turbine inlets, provided because icing had been a severe problem with the Sea King. The machine had a single-point pressure refueling system that allowed it to be topped off in a few minutes.

* Development of the AW101 was protracted, for a number of reasons:

• Changes in defense requirements due to the end of the Cold War.
• Technical difficulties, particularly in the development of the complex avionics systems for the ASW variants.
• The bankruptcy of Westland in 1986, with the company rescued by the US United Technologies Corporation, parent of Sikorsky, and Fiat of Italy.
• Accidents that badly damaged or wrecked several of the prototypes.

In July 2000, EH Industries was replaced by a full merger of Agusta and Westland, known simply as "AgustaWestland", and that is why the EH101 designation was, eventually, changed to AW101. In 2016, after another set of changes, the firm became "Leonardo Helicopters". For now, the "AW101" designation is being retained.

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[2] BRITISH MERLIN HM.1, HM.2, & HC.3

* Originally, the two British AW101 variants were the Royal Navy's "Merlin HM.1" ASW helicopter and the Royal Air Force's (RAF) "Merlin HC.3" combat transport. Both were powered by three Rolls-Royce Turbomeca RTM322-01/8 or RTM332-02/8 turboshaft engines with 1,575 kW (2,100 SHP) for take-off.

The Merlin HM.1 was an impressive rotorcraft, but its development wasn't smooth. The procurement plan ran well over budget, and was more than five years behind schedule. However, aircrews were enthusiastic when they received the new helicopter, praising it as "simple to handle, extremely capable, and agile." They were very impressed with its avionics and particularly its autopilot system. The Merlin's "Joint Tactical Information Display System (JTIDS)" data link capability was a particular plus, allowing operators to access "floods of data", and the helicopter was highly maintainable.

_______________________________________________________________ AGUSTA-WESTLAND MERLIN HM.1: _______________________________________________________________ fuselage length: 19.5 meters (64 feet) length (with rotor): 22.8 meters (74 feet 9 inches) height (with rotor): 6.65 meters (21 feet 10 inches) main rotor diameter: 18.6 meters (61 feet) empty weight: 10,500 kilograms (23,150 pounds) maximum speed: 309 KPH (192 MPH / 167 KT) cruise speed: 278 KPH (173 MPH / 150 KT) service ceiling: 4,575 meters (15,000 feet) _______________________________________________________________

The Merlin HM.1 carried a pilot, copilot-observer, and two electronics systems operators. The helicopter's electronics suite, integrated by Lockheed Martin UK, provided formidable combat capabilities. The suite included an active Thomson Marconi dipping sonar that was so powerful that two HM.1s could effectively monitor the entire English Channel for submarine activity. The HM.1 also carried a suite of various types of sonobuoys, packed in two rotary stores stations in the rear of the cabin.

The Merlin carried a Blue Kestrel 5000 radar on the underside of the fuselage that provides 360-degree coverage and guidance capability for antiship missiles. An Orange Reaper (Racal Kestrel) electronic support measures (ESM) system used six antennas to detect, locate, and identify about 2,000 different types of emitters. At least some of the Merlin HM.1 fleet were later fitted with the Wescam MX-15 electro-optic imager turret.

Sensor data was processed, fused, and displayed by the Common Control Unit processor, which interfaced to the pilot, co-pilot, and to electronic systems operators in the cabin. The data was displayed overlaid on digital maps of the seabed. The HM.1 carried a set of radios fitted for encrypted communications. The only armament qualified was the Marconi Stingray torpedo, with the helicopter carrying up to four. AW101 mockups were displayed with Exocet antiship missiles, but the Royal Navy didn't use the Merlin to carry antiship missiles, that mission being performed by other platforms.

The Royal Navy obtained 44 Merlin HM.1s, for operations off frigates and other RN combat vessels. The first production aircraft flew on 6 December 1995, and the first fitted with operational avionics flew on 14 January 1997. A flight trials unit was formed as Number 700M Squadron on 1 December 1998. Number 824 Naval Air Squadron was formed for training in June 2000. The first frontline Merlin squadron, Number 814, was commissioned in late 2001, to be followed by Number 820 and Number 829 Squadron. The last of the 44 Merlin HM.1s was delivered in late 2002.

In 2006, a "Capability Sustainment Plus (CSP)" upgrade program was initiated for the Royal Navy's Merlin HM.1s, with the contract awarded to Lockheed Martin. The upgrade featured:

• Replacement of four rotor system control hydraulic actuators -- three for the main rotor, one for the tail rotor -- with low-maintenance electromechanical actuators.
• Two BAE Systems fly-by-wire flight control computers and the Lockheed Martin Vigilance multi-mission system.
• Fiber-optic links plus two new electrical power generators.

The "HM.2" upgrade reduced weight by 40 kilograms (88 pounds), improved serviceability, and widened the AW101's flight envelope. 30 of the 44 rotorcraft purchased were upgraded, the first being re-delivered in late 2012, the last in late 2016. All 30 of the HM.2s are, as of 2024, to be updated with a new search radar, to keep them in service until at least 2040.

In addition, under the "Crowsnest" program, the Royal Navy decided to use the Merlin HM.2 as a shipboard airborne early warning (AEW) radar platform, replacing retired Westland Sea King AEW helicopters in that role. Thales UK won the contract for the update program in 2015. Although Lockheed Martin had performed trials of an AW101 with a podded "active array" radar system, -- developed by Lockheed Martin and Northrop Grumman, derived from the radar for the F-35 strike fighter -- the UK MOD chose the Thales solution.

The Thales system was based on the Searchwater 2000 radar and Cerebus mission system. This system had been previously used on the Sea King AEW, but modernized, with:

• An inverse synthetic-aperture radar mode, in which the movement of the target helped build up a clearer image.
• An electronic support measures -- signals emitter location and characterization -- capability.
• Advanced software for target recognition and autonomous target tracking.
• Touchscreen-based workstations.

The radar system was designed as a "roll-on / roll-off" solution, with all the HM.2 helicopters modified to permit its quick installation, or removal, as need arose -- though only ten radar kits were to be acquired. Initial flight of an HM.2 with the radar was in March 2019; introduction to service was delayed to 2021, as the first of the UK's two new aircraft carriers came online. Crowsnest, however, will only be an interim solution, with the Royal Navy seeking a next-generation system beyond it.

* The RAF Merlin HC.3 transport could accommodate 30 troops, sixteen stretchers, or other loads of comparable weight. The first HC.3 flew on 24 December 1998. Initial operating capability was achieved in the summer of 2000, with the type going into service with RAF Number 28 and Number 72 Squadrons. The last of 22 Merlin HC.3s ordered was delivered in late 2002.

In response to urgent operational requirements in Afghanistan and Iraq, in 2007 six more HC.3s were bought from the Danish Air Force -- see below -- only months after they had been delivered, with these machines designated "HC.3A". They were later production than the HC.3s, and had a number of differences, including five fuel tanks instead of four; a different window arrangement; and a distinctively different nose, intended to accommodate a lidar terrain warning & avoidance system, along with weather radar and an imager system.

The Merlin HC.3 was less sophisticated than the HM.1, and did not suffer as much from development problems. The HC.3 differed from the HM.1 in having a rear-fuselage loading ramp, and of course did not have the elaborate ASW avionics fit of the HM.1.

However, the HC.3 was well-fitted for combat operations, with kit that made it suitable for combat search and rescue (CSAR) or special operations missions along with general transport and utility use. The HC.3 had:

• A comprehensive electronics countermeasures (ECM) suite, including a new directed infrared countermeasures (DIRCM) system, with two turrets under the fuselage
• A cockpit designed to be compatible with night-vision goggles (NVGs).
• An optional forward-looking infrared (FLIR) imager under the nose.
• A fixed, removeable mid-air refueling probe.
• Pintles for mounting two light machine guns, with considerations of adding a third pintle, and support of Gatling Miniguns.

The type's first operational service was in deployment to Bosnia in 2003, leading to service in Iraq and Afghanistan. Operational availability was outstanding, even given the tough environments. The British, and other AW101 users, did report tail rotor hub cracking problems, but this problem was not generally regarded as a show-stopper, simply something maintenance crews needed to keep an eye on; a replacement tail rotor was subsequently developed.

The RAF abandoned the HC.3, the service preferring to focus on the Boeing CH-47 Chinook as its heavy helicopter asset. 25 of the 27 HC.3/3As -- 19 HC.3s and 6 HC.3As -- were transferred to the Royal Navy for use with the Commando Helicopter Force in 2015, with these machines to be upgraded to "HC.4/4A" standard -- with folding tailboom and main rotor system, modified undercarriage for flight deck operations, plus associated tie-down connections, the updated cockpit of the HM.2, enhanced defensive countermeasures, and a fast-roping beam.

Seven of the HC.3s were updated on a fast-track interim basis for shipboard operations as "iHC.3s", to be later run through the HC.4 upgrade. First flight of an upgraded HC.4 machine was in October 2016, with initial return to service of HC.4s in 2017, ; the upgrade was completed in 2023. The HC.4s replaced RN Sea Kings.

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[3] ITALIAN NAVY AW101 / AMI HH-101 CAESAR / CANADIAN CH-149 CORMORANT

* The three MMI variants of the AW101 were powered by three General Electric (GE) T700-GE-T6A engines with 1,530 kW (2,040 SHP) for take-off. Italy ordered 16 AW101s, with the first flying on 6 December 1999, initial delivery in 2000, and final delivery in 2004. The Italian Navy obtained three batches, with each batch to a different configuration:

• Ten for ASW operations, with a configuration similar to that of the British Merlin HM.1. However, the avionics suite used a number of Italian-made systems, such as the Eliradar AN/APS-784 radar, the Alenia AN/AYK-204 processor, and an Alenia ECM suite, while the dipping sonar was a Honeywell HELRAS Mod 2. Offensive armament included Whitehead Moto Fides A244/S torpedoes, as well as Marte Mark 2 antiship missiles.
• Four for the airborne early warning (AEW) role. These aircraft carried the Eliradar HEW-784, which was similar to the AN/APS-784 but has a larger antenna. The first of the four went into service in 2012.
• Four Series-400 troop transports and four utility machines.

Along with the naval requirement, the Italian Air Force (AMI) is obtaining 12 AW101s, with an option for 3 more for use in the special operations / CSAR role, these machines being given the designation of "HH-101A CAESAR". Initial flight was on 19 March 2014, with introduction to operational service in early 2016. The CAESAR featured:

• Armor protection, and a countermeasures system.
• A T200 Gabbiano radar with imaging capabilities, a day-night imaging turret, and enhanced combat avionics.
• Mounts for three Gatling miniguns, one on each side and one on the rear ramp.
• A mid-air refueling kit, and a capability for handling patients in bio-containment.

The CAESAR could carry five crew and twenty fully-equipped troops.

* The Canadians were the next major buyer for the AW101, in the form of the "CH-149 Cormorant" AKA "AgustaWestland 520" search and rescue (SAR) variant. The original Canadian request, issued in 1993, was for 43 machines, including an ASW variant and a SAR variant, but this was canceled when the Canadian Liberal Party came to power in 1993. However, the need for SAR helicopters for North Atlantic rescue operations remained outstanding, and 15 Cormorants were ordered in 1998 for the SAR role.

The Cormorant was based on the civil version of the AW101 as a cost-saving measure. It featured mostly commercial off-the-shelf avionics, and had a rear loading ramp and a rescue winch. The first Cormorant took to the air on 31 May 2000 at the Agusta plant in Italy, and was flown across the Atlantic in early 2001 for service with the 442 Transport & Rescue Squadron at Comox in British Columbia. Five of the CH-149s were sent there in total, initially for operational training, while the other ten were split up between 413 Squadron at Greenwood, Nova Scotia, and 103 Squadron at Gander, Newfoundland.

The AW101 was also a contender for replacement of decrepit Canadian shipborne Sea King helicopters, with a potential order for 28 new aircraft. However, in the summer of 2004, Sikorsky won the contract with their comparable H-92 helicopter.

In 2018, the Canadian government awarded a contract to Leonardo to perform a mid-life update program for the Cormorant, featuring uprated digitally-controlled engines, plus updated radar, imaging turret, rescue hoist, cockpit avionics, wireless in-cabin communications, and LED lighting. The 13 Cormorants in Canadian service will be updated, with three new AW101s obtained. The upgrade program is slated to be completed before 2025, with the rotorcraft to stay in service to 2040 or longer.

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[4] COMMERCIAL AW101 VARIANTS / AW101 SALES ACTIVITY

* Civilian models of the AW101 were powered by GE CT7-6 engines, the CT7 being the commercial equivalent of the military T700 series, with 1,440 kW (1,920 SHP) for take-off. There have been no sales of the Heliliner, which like the Merlin HC.3 could accommodate 30 passengers, but a single Series 510 was sold to the Tokyo Metropolitan Police Agency, with service entry in March 1999. A VIP transport variant was introduced in 2008 and there has been some interest in it.

Foreign sales interest in the AW101 was low at the outset, but then picked up with a number of orders:

• In September 2001, AgustaWestland won a contract from the Danish Air Force for 14 AW101s, which were delivered from 2004 to 2006. As mentioned earlier, 6 of the later deliveries were immediately bought up by the British Army, with AgustaWestland then producing 6 replacement AW101s for the Danes.
• In December 2001, Portugal ordered 12 AW101s for SAR and fisheries patrol. Deliveries were from 2005.
• In 2002, the company won another order, this one from the Japanese Maritime Self-Defense Force (JMSDF). The Japanese ended up obtaining ten "MCH-101" helicopters for minesweeping to replace Sikorsky MH-53s, and three "CH-101" helicopters for Antarctic support, replacing Sikorsky S-61s. The minesweepers included kit for towing a minesweeping sled, and had large rear-view mirrors to keep an eye on the sled. All but one of the machines were assembled in Japan by Kawasaki Heavy Industries, and were fitted with Japanese-built turboshaft engines. Initial deliveries were in 2006. In 2012, the Japanese also obtained four Northrop Grumman "Airborne Laser Mine Detection Systems (ALMDS)" for the MCH101 fleet, the ALMDS using a laser scanning system to hunt for mines near or on the surface of the water. In 2023, an agreement was signed with Leonardo for more production of MCH-101s by Kawasaki, these machines to have updated avionics, with the older MCH-101s updated to the same spec.
• In 2007, Algeria ordered six AW101s as part of a big package order including other AgustaWestland helicopters. The AW101s were intended for SAR use.
• In 2008, two VIP machines were obtained by a Saudi Arabian customer.
• In 2010, two VIP machines were obtained by the government of Turkmenistan.
• The Norwegian Air Force ordered 16 for all-weather SAR in late 2013, with deliveries from 2017 to 2020. These machines replaced Westland Sea Kings, and had an advanced active-array search radar from Selex EX.
• One AW101 tactical transport was ordered by Indonesia in late 2016.
• In 2019, Poland ordered four AW101s for SAR and ASW, with four more likely to be obtained later.

A sale was made to the Irish Air Corps, but it fell through. India ordered 12 as VIP transports, but the deal imploded in accusations of corruption and bribery. Defense procurement tends to be troublesome everywhere, but it is particularly so in India. The AW101 was also an entrant in the "VXX" competition for the next US presidential helicopter, which sought a machine with better range, speed, and payload than the current Sikorsky S-70 "Presidential Hawk" machines. AgustaWestland joined forces with Lockheed Martin, already a partner in the Merlin HM.1 program, to offer the patriotically-named "US101" variant of the AW101.

Sikorsky countered with the "VH-92" variant of their S-92 helicopter. Sikorsky was favored to win because the company had been a traditional supplier of US presidential helicopters, but somewhat to everyone's surprise, the US101 won the award in early 2005, apparently because the H-92 was still in development while the US101 was more or less "off the shelf". It was assigned the designation of "VH-71 Kestrel".

Unfortunately, the program struggled with cost and schedule creep, and when Barack Obama entered the White House in 2009, one of his first actions was to kill off the VH-71 after five flying airframes had been built, with the plan then being changed to refurbishing the existing presidential machines. The program was revived in 2013, with AgustaWestland re-entering a bid -- but Sikorsky got the award instead. The nine completed VH-71As were obtained by Canada, for use as spares hulks.

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[5] NH90 ORIGINS

* The NH90 began life in the early 1980s as a European multinational development program for a new multi-purpose transport and naval helicopter, intended to replace the Bell UH-1 Huey, Aerospatiale Puma, Westland Lynx, and Sikorsky Sea King. The program was formally initiated in August 1992, with the participation of France, Germany, Italy, and the Netherlands.

The NH Industries consortium is headquartered in Aix-en-Provence in France, with the work done by Leonardo Helicopter, Airbus Helicopter, and GKN Technologies -- though at that time they were Agusta, Aerospatiale / MBB, and Fokker Aerospace respectively, with Fokker having a minority share of only about 5%, Norway became a "risk-sharing partner" in 1994; Portugal joined the group in June 2001, and has a 1.5% workshare.

The NH90, as it emerged, was of conventional appearance, with a main / tail rotor configuration and tricycle retractable landing gear. The default powerplants were two Rolls-Royce / Turbomeca RTM 322-01/9 turboshafts with a maximum rating of 1,575 kW (2,100 SHP) each, although the Italians specified General Electric T700-T6E turboshafts with 1,530 kW (2,040 SHP) each. Both types of engines had full authority digital engine control (FADEC). The power transmission system had a maximum rating of 2,560 kW (3,413 HP), so the engines would not be run at maximum power unless one fails.

The NH90 was also fitted with an APU for self-starting and ground operation. The main rotor system used four composite blades with flared tips and a titanium hub. The tail rotor was of similar configuration. The machine's crashworthy airframe was built mostly of composite materials. There was a large sliding door on both sides of the machine, and crew exit doors on both sides of the cockpit.

The NH90 was designed for survivability, reliability, and ease of maintenance. It had an automatic fire detection and extinguisher system; crash resistant, self-sealing fuel tanks; a dual redundant hydraulic system; and dual redundant MIL-STD 1553B data buses. It has built-in monitoring and diagnostic systems. The NH90's glass cockpit had five 20 x 20 centimeter (8 x 8 inch) color flat panel displays. The NH90 could be optionally fitted with a FLIR turret in the nose, as well as defensive countermeasures aids.

The NH90 was offered in two different forms, the "NATO Frigate Helicopter (NFH)" and the "Tactical Transport Helicopter (TTH)".

The NFH -- known to the Germans as the "Sea Tiger", and designated "SH-90A" by the Italians -- was intended for ASW and maritime surface warfare, though it could be used for SAR and transport roles in a pinch. It had an automatic rotor and tail folding system, plus a combat avionics suite, including a 360-degree search radar in a drum under the fuselage, magnetic anomaly detector, dipping sonar or sonobuoys, electronic support measures system, and a "Link 11" datalink system. The NFH could carry up to 700 kilograms (1,545 pounds) of stores, including antiship missiles, homing torpedoes, and air-to-air missiles. Standard crew is pilot, copilot, and one or two systems operators. The pilot wore a Thales TopOwl helmet-mounted sight system.

The TTH -- designated "UH-90A" and "MH-90A" by the Italians, for utility and CSAR / special operations respectively -- lacked the offensive avionics systems of the NFH, though it was fitted with weather radar. It had infrared exhaust suppressors; armored crew seats; a cable cutter; an NVG-compatible cockpit; and an optional rear loading ramp. Standard crew was pilot and copilot, with a payload capacity of 20 troops, 12 stretchers, a light tactical vehicle, or 2,500 kilograms (5,500 pounds) of cargo. The TTH could be fitted with defensive armament. It appears there were minor differences in kit between NFH and TTH versions delivered to different users.

___________________________________________________________________ NH INDUSTRIES NH90 NFH: ___________________________________________________________________ main rotor diameter: 16.3 meters (53 feet 6 inches) tail rotor diameter: 3.2 meters (10 feet 6 inches) fuselage length: 15.88 meters (52 feet 1 inch) footprint length: 19.56 meters (64 feet 2 inches) height (tail rotor): 5.44 meters (17 feet 10 inches) empty weight: 6,800 kilograms (14,995 pounds) empty weight (TTH): 5,400 kilograms (11,900 pounds) max loaded weight: 10,000 kilograms (22,000 pounds) max cruise speed: 260 KPH (160 MPH / 140 KT) max cruise speed (TTH): 290 KPH (180 MPH / 155 KT). service ceiling: 6,000 meters (19,700 feet) range: 880 kilometers (550 MI / 475 NMI) ___________________________________________________________________

Five NH90 prototypes were built:

• PT1: Initial flight 18 December 1995.
• PT2: Initial flight 18 March 1997. First prototype to have a fly-by-wire (FBW) system.
• PT3: Initial flight 27 November 1998.
• PT4: Initial flight 31 May 1999. First TTH machine.
• PT5: Initial flight late 1999. First NFH machine.

Initial production delivery, of a TTH machine to Germany, was in May 2004, followed by a delivery of a TTH to Italy in September. AgustaWestland's participation in the NH90 program meant the company was competing with itself to a degree with the AW101, but the AW101 was a larger machine and fit into a somewhat different niche.

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[6] NH90 IN SERVICE / HTH

* The four original partner nations have obtained hundreds of NH90s:

• The German Army has ordered 82 TTH machines; the last German TTH was delivered in 2021. They have been fitted with a Hensoldt defensive countermeasures system. In 2020, the German Navy 31 Sea Lion NFH machines to replace Sikorsky Sea Kings and Westland Lynx helicopters.
• Italy ordered 60 TTH for the army, plus 10 TTH and 46 NFH for the Navy. As noted earlier, they are designated "UH-90A", "MH-90A", and "SH-90A" respectively.
• France has obtained 63 TTH NH90s, with 18 more on order -- these new machines being to "Standard 2", discussed later -- and 27 NFH NH90s. The French named the NH90 the "Caiman".
• The Netherlands has ordered 20 NH90s, including 12 NFH for the navy, and 8 TNFH (Tactical NFH) for the air force -- the TNFH having some maritime gear, like sonar, removed, and being fitted with a missile warning system.

Portugal originally ordered 10 NH90s, but then canceled the order as a cost-cutting measure; as noted earlier, Portugal obtained the AW101. Initial production deliveries of NH90s were in 2006, though these machines were not up to operational fit, which took about another six years to obtain. NFH introduction lagged behind that of the TTH, with a lot of teething problems, and as noted later some users ended up unhappy with the NH90.

The NH90 won its first substantial order from outside the production group in 2000. Sweden, Finland, Norway, and Denmark issued a joint request for a new "Nordic Standard Helicopter" and evaluated machines from most of the major helicopter manufacturers. The Danes dropped out of the group and, as mentioned earlier, selected the AW101 since they didn't feel the NH90 was a good fit for their SAR requirements, but the other three nations went with the NH90:

• Sweden ordered 13 transport / SAR machines similar to the TTH, and five ASW machines similar to the NFH. Deliveries of the SAR machines began in 2005 and were completed in 2009, with the first ASW machine delivered in 2015; five of the SAR machines were converted into ASW machines, giving nine of each. The Swedish variants were given the designation of "Hkp 14", where "Hkp" of course stands for "helicopter". They featured a countermeasures suite, built around "Multi-Sensor Warning Suite" with radar, missile, and laser-warning systems, each with four sensors, and had four chaff-flare dispensers. Unfortunately, the NH90 did not prove satisfactory and is being retired from 2024, with the last to go out of service no earlier than 2030. They will be replaced by Sikorsky MH-60M Black Hawks.
• Finland ordered 20 "Tactical Troop Transport" / SAR machines similar to the TTH, with initial delivery in September 2006. The first machine was built by NH Industries, but the rest were assembled by Patria in Finland, with Patria delivering the machines from 2008; the last was delivered in 2015.
• The Norwegians ordered six ASW and eight coast guard machines similar to the NFH, with deliveries from 2011. As mentioned earlier, as with the Danes the Norwegians opted for the AW101 as their SAR solution in 2013. However, the Norwegians decided to get rid of their NH90s, saying they couldn't meet spec, and in fact asked for their money back.

Further orders followed:

• In late 2003, the Greek Army ordered 20 NH90s, with 14 additional options. The original order was to be 42 machines with 18 options, but the money wasn't there for the larger quantity. Most Greek machines are configured as TTHs, with a small number kitted out for special operations. Four removeable medevac kits were provided with the order. Hellenic Aerospace Industries (HAI) was involved with production, with deliveries from 2005 to 2010.
• In the spring of 2005, Spain announced an order for 21 TTH helicopters, including 15 transports for the army and 6 SAR machines for the air force. A second order for 23 NH90s, including 16 TTHs and 7 NFHs, was placed in 2018, with deliveries from 2024.
• All these sales were to NATO nations, but in the summer of 2004 it was announced that the Sultanate of Oman had agreed to buy 20 NH90s in basic transport configuration for tactical transport, SAR, and other duties, with deliveries from 2010. This sale was felt to be significant, since it opened the door to sales to other countries outside Europe.
• In fact, Australia ordered 12 NH90s a month later, suggesting this faith had some basis in fact. The Australian machines were TTHs with RTM322 engines, and were designated "MRH90"; they were named "Taipan", after a deadly Australian snake. Deliveries began in 2007. Australia ordered 34 more MRH90s in 2006, with these machines consisting of NFHs and going into service in 2010. However, the NH90s ended up being ongoing trouble, and in 2021 the Australian government announced they would be retired, to be replaced by the Sikorsky UH-60M Black Hawk.
• New Zealand followed Australia through the door in the spring of 2005, initiating an order of what ended up being eight NH90 TTH machines. First deliveries were in late 2012; the first four were delivered in a preliminary configuration, and then updated in service.
• In late 2005, Belgium announced the purchase of what would end up being eight NH90s, split between NFH and TTH machines. The first, an NFH, was delivered in 2013, with a TTH machine following before the end of the year. The Belgians named the TTH the "Multi-Role Helicopter (MRH)"; they found the TTH too hard to maintain, and decided to withdraw them in 2020.
• Saudi Arabia ordered a batch in 2006, but the deal fell through. Qatar ordered 16 TTH and 12 NFH machines in 2018, following four years of wrangling, with deliveries in 2021:2025. The NFH machines were armed with the MBDA Marte antiship missile.

* The NH90 has been updated in service, with minor changes in the course of production, plus ongoing software updates. The French Army is moving towards an improved special operations version of the TTH, designated "TFRA Standard 2". The updates will include:

• Safran's EuroFLIR electro-optical/infrared imaging system, with displays and controls available for the entire crew.
• Wiring and hardware to eventually support Safran's Eurofl'Eye infrared-based distributed aperture system (DAS), linked to a new digital version of the Thales TopOwl helmet-mounted display. The DAS will improve vision in dusty or other degraded environments.
• Removable "leaf" doors, and a beam to allow fast-roping from the rear ramp, plus additional ceiling-mounted rope anchor points.
• Larger door to allow troops to get in or out more easily, and larger rear sliding windows for mounting machine guns.

The French would like to retrofit their entire TTH fleet to the TFRA 2 standard. Some sources also mention that the "Hellas", and later "Hellas 3D", laser-radar obstacle-avoidance system has been qualified for the NH90, but it's hard to find evidence it's been adopted.

As noted, a number of NH90 users have given up on it, finding it a maintenance headache, but there are still plenty in service. There's motion towards a mid-life update (MLU) to the NH90, primarily to update avionics systems based on obsolete and unmaintainable gear. The Dutch committed to the MLU in 2022, though schedule is not clear yet; other users are likely to follow.

Airbus considered development of a "Heavy Transport Helicopter (HTH)" as a follow-on to the NH90. Airbus Helicopter collaborated with Boeing from 2010 on the HTH, coming up with a design that looks like an enlarged Boeing CH-47 Chinook helicopter. However, it seems like the Chinook is has become something of a NATO standard, and the HTH never went anywhere.

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[7] COMMENTS, SOURCES, & REVISION HISTORY

* Sources include:

• JANE'S ALL THE WORLD'S AIRCRAFT, 1998:1999 edition
• "EH Industries EH101" by Robert Hewson, WORLD AIR POWER JOURNAL, volume 21, summer 1995
• "First AgustaWestland EH101s Operational" by Karl Schwarz, FLUG REVUE, October 2000
• "NH90 Partners Prepare To Ramp Up Production" by Pierre Sparaco, AVIATION WEEK, 22 April 2002
• "Greece Buys NH90" by Michael A. Taverna, AVIATION WEEK, 8 September 2003
• "Partners Wanted [HTH]" by Jens Flottau & Michael A. Taverna, AVIATION WEEK, 24 May 2004
• "Looking Ahead" by Robert Wall, AVIATION WEEK, 24:31 December 2007

The AW101 and NH90 files in the FLUG-REVUE database were used as well.

* Illustrations credits:

• Canadian CH-149 Cormorants / RCAF
• Merlin HM.1s on HMS ILLUSTRIOUS / 2012 / PO(Photo) Ray Jones, Royal Navy
• RAF Merlin HC.3 with Lynx Wildcat / 2016 / Sam Wise / Creative Commons Share Alike License
• Canadian CH-149 Cormorant / Cape Cod MA USA / 2015 / New York National Guard
• Norwegian SAR AW101 / Stavanger NO / 2017 / Alan Wilson / Creative Commons Share Alike License
• Dutch NH90 NFH / Den Helder NL / 2017 / Gerard Van Der Schaaf / Creative Commons Share Alike License
• Belgian NF90 TTH / Beavechain BE / 2015 / Steve Lynes / Creative Commons Share Alike License
• NF90 TTH / Queensland AU / 2015 / New Zealand Defense Forces
• Airbus Helicopter Heavy Transport Helicopter

* Revision history:

v1.0 / 01 nov 00 v1.0.1 / 01 nov 01 / Review & polish. v2.0.0 / 01 jun 02 / Added NH90 materials. v2.0.1 / 01 jan 03 / Portugal AW101 order, Greek NH90 order. v2.0.2 / 01 jul 04 / Review & polish. v2.0.3 / 01 mar 05 / Update to mention VH101 award. v2.0.4 / 01 mar 07 / Review & polish. v2.0.5 / 01 jun 07 / Review & polish. v2.0.6 / 01 apr 09 / Review & polish. v2.0.7 / 01 mar 11 / Changed references to EH101 to AW101. v2.0.8 / 01 feb 13 / Merlin HC.3 to RN, Crowsnest program. v2.1.0 / 01 jan 15 / Qatar NH90 order, general updates. v2.1.1 / 01 dec 16 / Review & polish. v2.2.0 / 01 nov 18 / Name change of AW to Leonardo, other updates. v3.0.0 / 01 oct 20 / Review, update, illustrations update. v3.1.0 / 01 aug 22 / Review, update, & polish. v3.2.0 / 01 aug 24 / Review, update, & polish. BACK_TO_TOP INDEX | SITEMAP | GOOGLE | UPDATES | BLOG | CONTACT | $Donate? | HOME