The British Army got the attack helicopter it wanted but not enough of them.
Douglas Barrie/LONDON
AFTER FOUR years as Director Army Aviation in the UK, Maj. Gen. Simon Lytle will step down in October, having just shepherded through the most important procurement programme ever undertaken for the British Army Air Corps (AAC).
In the end, the AAC got what it wanted to meet Staff Target (Air) 428 for an attack helicopter, the Westland/McDonnell Douglas AH-64D Longbow Apache, but at a price. As well as the £2.5 billion cost, it had to accept an almost 50% cut in its original requirement.
Lytle admits to "disappointment" that the number ordered was only 67. The original AAC requirement to replace the Westland Lynx Mk7 in the anti-armour role had been for 127 aircraft.
Lytle has battled for the past two and a half years to ensure that the competition stayed on track. Right up until the last moment there was concern that a final decision might be delayed - pushed back until later in 1995, or possibly 1996.
"We're delighted to have the decision made. One great fear was that there would be further delay," Lytle says.
With what he describes as an "excellent competition with three excellent competitors" out of the way, the AAC is looking forward to bringing the AH-64D into service.
"We're confident the right choice has been made. It's now up to us to meet the challenge that the introduction of this amazing weapons system present us," says Lytle.
Although only 67 WAH-64Ds are being ordered, all are to be equipped with the Lockheed Martin Longbow millimetre-wave (MMW) radar surveillance and target acquisition system. As Lytle has made clear, this potentially offers the option, if it is deemed necessary and affordable, to purchase second-hand AH-64As at a later date (Flight International, 9-15 August).
The MMW Longbow is at the heart of what Lytle describes as an "awesome weapons platform". With a detection range thought to be around 15km (8nm), compared to the present 4km, it presents the AAC with a substantial increase in its capability to detect and engage targets on the battlefield. It also presents both the AAC and the Royal Air Force with the dilemma of how to deal with the issue of close air support.
Another surprise, along with the low number ordered was the decision to opt for the Rolls-Royce/Turbomeca RTM322 engine for the whole order. The RTM322 was chosen in preference to the General Electric T700, although industry insiders had expected the RTM engine to be introduced, perhaps after a dozen or so aircraft.
Lytle does not underestimate the task of introducing the RTM engine into the Apache airframe: "There will be some bedding down problems in marrying the engine up to the dynamics train, but we do not see any technology show-stoppers," he says.
Another area, which has yet to be finalised, is the choice of air-to-air missile (AAM) for the WAH-64D. The competition for the AAM boiled down to two: the Shorts Starstreak and the Matra Mistral.
The Starstreak is the UK Ministry of Defence's preferred solution, although a final decision may not be made for a further 18 months. The missile is now being considered by the US Army as its primary AAM for the Apache, with a test programme about to get under way.
Lytle is well aware that some questions need to be addressed if the Starstreak is to be converted successfully from a surface-to-air to an air-to air weapon.
One of the concerns is whether launch debris could cause either blade-impact damage or engine damage through ingestion. Lytle appears confident that "...Shorts can overcome these issues".
The Matra Mistral could provide a fall back position if any problems with the Starstreak prove intractable. Matra is understood to have overcome the issue of infra red (IR)-seeker distraction by background "hot spots" on the battlefield. This is one of the issues, which is believed to have troubled the IR-guided Hughes Stinger in the air-to-air role.
Lytle expects the first 14 or so WAH-64Ds to be delivered by the end of 1999. Initial training at a squadron level will be carried out at the AAC headquarters at Middle Wallop in southern England. Collective squadron training, however, given environmental issues, is likely to be carried out overseas.
Following the completion of deliveries, 48 of the AH-64Ds will be deployed to the field army in either three or four major units, says Lytle.
The entry of the WAH-64D on to the AAC's inventory frees the Lynx Mk7 from the anti-armour role. Lytle is keen to retain as many of these helicopters as possible.
"We are negotiating with the Ministry of Defence and the Land Directorate at the moment over the number of Lynx Mk7s to be retained. We are effectively looking at a two-type fleet with an attack helicopter and a light battlefield helicopter/light utility helicopter."
The AAC had been considering converting the Lynx Mk7 to the armed-reconnaissance role, by fitting the aircraft with a mast-mounted sight.
This option has now fallen out of favour. The Mk7s, however, may still be upgraded in some form, perhaps by equipping the aircraft with an air-launched weapon for the air-to-air and air-to-surface role.
If the Starstreak tests are successful on the AH-64D, then it is conceivable that the missile could also be chosen for the Lynx.
Source: Flight International