With an estimated helicopter-to-force ratio of 1:4,000, China's army aviation force is too small to support the nation's huge army. But, as our two-part investigation reveals, an expansion and modernisation drive is under way
Extensive use of helicopters in operations in Afghanistan and Iraq has not gone unnoticed by the Chinese army, which is actively developing a significant air mobile capability for its elite fighting forces. But despite an often impressive show of force in combined arms and anti-terrorism exercises, many Chinese army aviation operations seem to serve propaganda purposes, rather than display true capabilities.
In 1985 China's Central Military Commission (CMC) decided to set up a separate army aviation force to support the army. Unlike Western militaries, the new organisation did not become an extension of the ground forces. Instead, the Army Aviation Bureau (AAB) was formally established in October 1986 as a new service arm of the General Staff Department (GSD). Headquartered at Tongxian airbase, east of Beijing, operations were initiated with helicopters and personnel transferred from the army air force. Since then, army aviation has gradually been built from an organisation with a focus on troop transport, border patrol, disaster relief, firefighting, and VIP transport, to a frontline combat force designed to support Chinese special-forces operations with a range of tactical capabilities. Comparatively little is understood of China's army aviation organisation, but it is known that the GSD is responsible for helicopter deployment, academic instruction and doctrinal development, and the administration and training of new personnel. Depending upon their specific military region (MR) assignment, regional or group army commanders retain either operational or organic control of helicopters. For example, the 6th Army Aviation Regiment, stationed in Guangzhou military region, may be called on to support ground forces across the region, while the 8th Army Aviation regiment in the Beijing MR is organic to the 38th Group Army. The GSD also retains direct control of some helicopters, for example the 3rd Army Aviation regiment in Lanzhou MR.
TrainingThere are at least nine army aviation combat and five training regiments deployed in seven MRs, along with flight and weapons testing units and ranges. AAB regiments are organised according to their assigned tactical missions in the specific MR. The 2nd Army Aviation regiment in Chengdu MR, for instance, operates aircraft that are suited to the high-altitude resupply mission over the dangerous Duoxiongla mountain pass of the Qinghai-Tibetan plateau and the Himalayas, including Sikorsky S-70C-2s, Mil Mi-171s, and Kazan _Mi-17V-5s. By contrast, army aviation regiments in the Nanjing MR, opposite the Taiwan Strait, are equipped with Hafei Z-9s, WZ-9s and _Mi-171s for utility, attack and transport missions, respectively. Whether there are specific AAB units with an exclusive attack mission is unclear, but they may be under active consideration, given the role's growing emphasis. The expected reduction of MRs from seven to six in the near term is likely to result in further changes in the deployment of army aviation helicopters to optimise frontline and reserve capabilities. Over the long term, these changes may also be accompanied by a significant increase in the number of active army aviation regiments.
For many years, AAB pilot, flight engineer, and maintenance training was carried out in close co-operation with the Nanjing Aviation School under the former Aviation Industries of China (AVIC), which maintains a significant helicopter training programme, and the army's Zhuozhou joint aviation training centre. In July 1999 a dedicated army aviation academy was established at Beijing. The general pilot curriculum covers a four-year programme, but it is probable there is little emphasis on actual flight operations, due to the high costs involved. Intensive pilot training and combat specialisation is likely to be undertaken following graduation and assignment to the specific helicopter regiment. The current annual requirement is estimated at about 300 new trained pilots but is rapidly growing, along with appropriate numbers of skilled maintenance technicians.
Most training missions and those conducted as part of combined arms exercises and joint operations are probably flown by regiment commanders, instructor pilots, and special grade pilots who have the most experience and are in high demand, but are probably few in numbers, dispersed in their assignments, and may be shifted to different units to satisfy local requirements and to share their expertise. A minimum of two years of regular flying operations is generally required to become a proficient helicopter pilot. For most army aviation students aspiring to become pilots, but lacking sustained flight experience, the learning curve is probably longer. In comparison, pilots employed by Chinese civil and commercial entities log higher annual flying hours than their military counterparts.
Test pilot shortageThe lack of a substantial pool of qualified test pilots probably has had some impact on certain AAB programmes involving the indigenous Z-9 and Z-11 helicopters. In a move that may reflect the need to develop an experienced cadre of test pilots, the GSD established a dedicated army aviation test flight regiment in February 2001 in Jingdezhen (co-located with Changhe Aircraft Industries), which is tasked with the test and evaluation of new types and models. This organisation may also have some responsibility for operational conversion unit training, considering the Changhe Z-8A tactical transport helicopter (TTH) is a new type entering into army aviation service. Despite the shortage of expertise, the small test pilot community probably has significant input in defining the tactical and technical criteria of new helicopter designs and models for the AAB.
The precise AAB order of battle is the subject of debate, but a recent estimate cites an approximate total of 400 helicopters in the current inventory. Among the small number of Western types in service are 19 remaining S-70C-2 Black Hawks, only seven or eight of which are believed to be airworthy. Next to the eight Aerospatiale SA342L1 Gazelle light attack helicopters, there are also a similar number of SA316B Alouette IIIs and seven AS350B2 Ecureuils. Most pilot training, however, is conducted with the Z-11, of which there are estimated to be 59, including some armed models. The two major types in army aviation service are the Z-9/Z-9A Haitun and the Mi-8T Hip C and Mi-17/171 Hip H helicopters. According to the estimate, there are 61 Z-9/Z-9A utility and 31 WZ-9 Combat Haitun attack helicopters. For transport and fire support tasks, around 47 Mi-17s and 45 Mi-171s, along with 30 older Mi-8Ts, are available. Army aviation is also acquiring significant numbers of new Mi-17V-5s, of which it accepted 69 between 2001 and 2002. Supplementing the fleet are around seven Z-8As and three Mi-6A Hook A heavylift helicopters. It is unclear whether the latter remain in active service, since the type is nearing the end of its useful life cycle.
Today, China's army aviation force is largely the product of decisions made between 1985 and 1993 by a handful of army leaders who recognised that China's military was ill-equipped to fight a modern war. Establishing a dedicated helicopter force was an important step in meeting that challenge, yet it will require a new generation of leaders to act with similar boldness and foresight to complete the future transformation of the AAB into a credible fighting force.
Source: Flight International
