Daily Archives: November 11, 2015

UH-72A Lakota Light Utility Helicopter, USA

The UH-72A Lakota is a light utility helicopter specifically designed to meet the requirements of US Army. UH-72A Lakota helicopters were acquired to replace the UH-1H Iroquois and OH-58 A/C Kiowa helicopters.

Based on the EC 145 multirole helicopter, the UH-72A serves the army principally for logistics and support missions within the US. It is also used by the Army National Guard for homeland security and disaster-response missions and medical evacuations.



The prime contractor for the UH-72A helicopter is EADS North America (now Airbus Group). Airbus Helicopters, a subsidiary of Airbus Group, is involved in managing production, assembly, delivery and training the army.



Airbus handed over 423 UH-72A Lakota light utility helicopters to the US Army, US Navy and National Guard as of March 2018. The US Department of Defence (DoD) placed orders for more than 470 Lakotas to date.

UH-72A Lakota light utility helicopter design

Key Documentation Status

The UH-72A Lakota light utility helicopter is a military version of the Eurocopter EC145. During the competitive bid phase, EADS North America used the UH-145 designation for its light utility helicopter entry. The helicopters are being manufactured by Airbus Helicopters at the company’s production centre in Columbus, Mississippi.


Howard Mason @primeportal.net

The main and tail rotors are high set to allow fast and safe loading and unloading through the main doors and rear-fuselage clamshell doors, even while the rotors are turning.


Howard Mason @primeportal.net

The helicopter has a hingeless rotor system with composite main rotor blades which are 11m in diameter. The rotor configuration provides reduced noise and vibration characteristics. The high-set, twin-blade tail rotor has a diameter of 1.95m.


Howard Mason @primeportal.net

Safety features include a high level of redundancy with a twin-engine design, and redundant hydraulic, electrical and engine control systems. The crashworthy airframe and seats also contribute to the UH-72A’s operational safety and survivability.


EC145 – aviation-broker.com

Cockpit and avionics systems


Howard Mason @primeportal.net

The cockpit and cabin of the UH-72A Lakota light utility helicopter are fitted with a large multi piece wrap-around front windscreen, multiple side-fuselage windows on the cockpit and passenger doors, and side windows for the main cabin. The windows and windscreen, supplied by Nordam Group in Tulsa, Oklahoma, provide good visibility for the helicopter’s crew and passengers.


The cockpit accommodates a crew of two and is fitted with two Simula energy-absorbing cockpit seats supplied by BAE Systems Mobility and Protection Systems (formerly Armor Holdings Aerospace and Defense Group) in Phoenix, Arizona. The cockpit seats have ergonomic cushions, a four-point restraint system with an inertia reel and are qualified to FAA crashworthiness standards.


Howard Mason @primeportal.net

The UH-72A is fitted with a night-vision goggle-compatible glass cockpit with active matrix liquid crystal displays and a Meghas avionics suite supplied by Thales US. The cockpit displays include the Thales centralised vehicle and engine management display (VEMD).

Thales centralised vehicle and engine management display (VEMD)


Many Eurocopter models are equipped with a Vehicle Engine Multifunction Display or also known as the VEMD. This parameter display LCD unit provides a method of displaying engine and airframe information to the pilot. It has a proven track record and since the unit is very similar in various Eurocopter models it provides for transference when transitioning between the airframes. Source eurosafety.us



The cockpit displays simplify the presentation of flight and vehicle information, increasing the crew’s situational awareness and reducing the pilot’s workload.

Production of the Meghas avionics suite is being transferred from Europe to a new Thales production facility in Irvine, California.


Royal Thai Army – Su Pilot trainee


Royal Thai Army – Su Pilot trainee


Royal Thai Army – Su Pilot trainee


Royal Thai Army – Su Pilot trainee

The helicopter’s automatic flight control system is supplied by Sagem Avionics, Inc. and is partially produced at the company’s Grand Prairie, Texas, facility.

The UH-72A Lakota light utility helicopter’s automatic flight control system includes two attitude and heading reference systems (AHRS), advanced power management (APM) computers, smart electro-mechanical actuators, TRIM actuators and fibre-optic gyroscopes.

The avionics cooling system, supplied by Keith Products of Addison, Texas, ensures proper operating temperatures for the helicopter’s navigation, communications and mission equipment.

MX™-15 Electro-Optical / Infrared (EO/IR) Imaging Turrets


Howard Mason @primeportal.net cropped

Ideal for: ISR – Medium-Altitude Covert Intelligence, Surveillance & Reconnaissance, SAR missions
Installations: Fixed-wing, Rotary-wing, UAV, Aerostat

Features & Benefits

Weight-sensitive Solution

  • No external electronics unit ““ direct support of peripherals reduces aircraft wiring
  • Installed weight reduced by up to 50 lb/22 kg

Multi-Sensor Imaging/Lasing Payload Options:

  • Currently supports up to 6 sensors simultaneously
  • Superior HD imaging resolution from Electro-Optical (EO) and Infrared (IR) cameras
  • 20% improvement in range performance

Just launched: Easy-to-use state-of-the-art technologies that improve operator effectiveness

  • Color low-light, wide-angle zoom EO imager ““ Complementing the system’s existing dual-channel spotter, this technology enhances its imaging capability under a wide range of illumination conditions, including dusk and poor weather conditions
  • Zoom spotter ““ Zoom optics allow the operator to achieve the desired balance of magnification and field of view between moderately wide and ultra-narrow
  • Short wave IR (SWIR) imager ““ Useful for day and night imaging missions, the high resolution SWIR imager offers outstanding range performance at the limits of atmospheric visibility. In addition, it offers improved imaging performance under suboptimal atmospheric conditions, such as atmospheric haze and fog


Image Blending:

  • Blends EO and IR imagery
  • Spectrally-rich image yields detail that would be invisible in individual senor images

Enhanced Local Area Processing (ELAP):

  • Real-time image enhancement for EO day, EO night & IR

IR Image Processor (Local Area Processing):

  • Greatly enhances image detail and scene contract
    • Increases dynamic range, reduces noise, performs electronic zoom

High-Performance IMU & MX-GEO Software Suite:

  • IMU & MX-GEO work to create accurate target location
  • MX-GEO automatically aligns to the aircraft
  • Robust automatic image focus

Uncompromised Stabilization:

  • 4-axis gimbal with internal IMU
  • All payloads are fully-stabilized

MX-Series Commonality:

  • Common operator interfaces and Hand Controller Units (HCUs):
    • Ease and familiarity of use
    • Simplified interchangeability
    • Efficiencies in product support and technology enhancements

Source wescam.com

Navigation, communications and cabin of UH-72A


The UH-72A Lakota light utility helicopter’s navigation and communications systems are supplied by Wulfsberg Electronics based in Prescott, Arizona. The navigation and air traffic control communications include dual VHF communications transceivers, dual VHF navigation receivers with VOR, ILS and marker beacon, and a DME transceiver.

Raytheon AN/ARC-231 aircraft voice and data radio

The AN/ARC-231 Skyfire airborne software-defined radio from the Raytheon Co. Integrated Defense systems segment in Marlborough, Mass., is a line-of-sight VHF and UHF radio, as well as a satellite communications (SATCOM) terminal.


The Raytheon Skyfire aircraft radio is on military helicopters ranging from the MH-60L/M and UH-60L/M Black Hawks, MH-47E/G and CH-47G Chinooks, UH-1N Hueys, A2C2S Black Hawks, and AH-64 Apaches, as well as the UH-72A Lakotas. The radio also is on several military fixed-wing aircraft.

The ARC-231 operates on frequencies from 30 to 512 MHz, with frequency agile modes electronic counter-countermeasures (ECCM), UHF SATCOM, demand assigned multiple access (DAMA), integrated waveform (IW), and air traffic control (ATC).

Data communications that sends and receives text, still images, and video, uses an internal data controller, and sends data as fast as 56, 64, and 76.8 kilobits per second. Source militaryaerospace.com

The UH-72A’s tactical communications system includes an RT-5000 wideband transceiver operating at 29MHz to 960MHz, and dual P-2000 tactical communications transceivers. Wulfsberg Electronics also supplies navigation and communications systems for EC145 helicopters used in civilian and special mission roles.

RT-5000 wideband transceiver


P-2000 tactical communications transceivers

P-2000 front photo

The cabin accommodates eight troops or passengers. The cabin is fitted with BAE System’s Simula passenger seats which are of fold-up design and meet FAA crashworthiness standards. The cockpit and passenger seats are of high strength, lightweight composites construction and include aramid and graphite materials.

The cockpit and cabin are fitted with a heating and ventilating system supplied by Keith Products. The Keith Products heating, ventilation and cooling systems are fitted as standard equipment for all civilian EC145 versions of the Lakota UH-72A.

Mission systems

The modular design of the UH-72A Lakota light utility helicopter allows the fast and efficient installation of a range of mission modules.



For ambulance and medical evacuation missions, the cabin can accommodate two stretchers, plus one crew chief (who is qualified to operate the hoist and other aircraft equipment) and one medical attendant. The UH-72A’s Nato standard stretchers and stretcher retainer mounts are supplied by Aerolite of Washington.


Joe A. Kunzler @flicker

The UH-72A Lakota light utility helicopter has an externally mounted rescue electric hoist, series type 44301 from Goodrich Corporation. The hoist is mounted on a boom and support assembly that allows it to be positioned in an arc of up to 63° from the aircraft fuselage centreline for maximum operational flexibility. The hoist is stowed in line with the fuselage during flight.



Turbomeca Arriel 1E2 turboshaft engines and flight training


Howard Mason @primeportal.net

The helicopter is powered by two Turbomeca Arriel 1E2 turboshaft engines, each providing 550kW of take-off power and 516kW continuous power.

The engines are rated to provide a maximum power of 574kW for two and a half minutes and 404kW continuously in one-engine-inoperable-mode fight.

2 x Turbomeca Arriel 1E2 turboshaft engines


Arriel 1D1 / 1E2


Arriel 1D1 and 1E2 engines are installed on various Airbus Helicopters models. The Arriel 1D1 powers the single-engine AS350B2 Ecureuil, while the Arriel 1E2 is aboard the twin-engine EC145 and BK 117C. The two variants build on the essential characteristics of every Arriel, namely, a modular design to simplify maintenance and an efficient and robust gas generator. As part of a contract awarded in July 2006 to power the UH-72A Lakota, a variant of the EC145 assembled at Airbus Helicopters Inc. in Columbus, Mississippi, more than 800 Arriel 1E2 engines are entering service with the US Army. The Arriel 1D1 delivers a take-off power of 732 shp and a cruising power of 625 shp. The Arriel 1E2, for its part, offers a take-off power of 738 shp and a cruising power of 692 shp. Its maximum power available in the One Engine Inoperative (OEI) rating is 771 shp.


Source safran-helicopter-engines.com


Airbus – cropped

CAE USA in Tampa, Florida, was contracted to design and manufacture UH-72A cockpit procedural trainers for the US Army,  used for procedural, familiarisation, and transition training as the army begins taking delivery of the UH-72A helicopters.

Airbus Group also acquired the UH-72A cockpit procedural trainer to support pilot transition training at the Airbus Helicopters training centre in Grand Prairie, Texas.




UH-72A Lakota light utility helicopter orders and deliveries

A $43.1m contract was awarded to EADS North America in June 2006 for an initial order of eight helicopters. The army took delivery of the first UH-72A Lakota in December 2006. The first eight helicopters were delivered by July 2007. An additional order for 34 helicopters worth $170m was placed in October 2006 for delivery by late 2008.

The Lakota light utility helicopter entered service in June 2007. Full-rate production was authorised in August 2007.

The US Army’s requirement is for a total of 322 helicopters with a potential value of $2bn.

In October 2008, the US Navy placed an order for five Lakotas for training at the Naval Test Pilot School, Patuxent River, Maryland.



In December 2008, the US Army ordered a further 39 Lakotas, extending production to the end of 2010. Five more were ordered in January 2009, bringing the total confirmed order for the army to 128. The 50th and 51st UH-72s were delivered in December 2008.

The US Army received two new UH-72A helicopters in January 2009 to replace its 38-year-old UH-1H Iroquois helicopters. The South Dakota Army National Guard received the first of six UH-72A helicopters in May 2011. The 200th Lakota was delivered to the US Army in March 2012.

In January 2012, EADS North America received a $212.7m contract from the US Army to deliver 39 UH-72A Lakota helicopters.

In November 2012, EADS North America received a $181.8m contract option from the US Army to deliver 34 UH-72A Lakota helicopters, bringing the total orders to 312.

The Utah Army National Guard received two new Lakotas in September 2013.

The US Army placed a $220.5m modification contract with Airbus Helicopters for the delivery of 41 UH-72A Lakota light utility helicopters, in February 2014.

Airbus delivered the first production-line configured UH-72A training helicopter to the US Army in March 2015.

The US Army awarded a $65.8m contract to Airbus for the delivery of 12 additional UH-72A helicopters and associated mission packages in November 2015.

Airbus secured a five-year contract worth approximately $1bn from the Army to provide spare parts and material and engineering support to the UH-72A fleet in December 2016.

The US Army awarded two contracts worth totalling $389m for the delivery of 51 UH-72A Lakota helicopters in March 2018.

Contractors involved

EADS North America selected companies such as LCX Systems, Sarasota, Fla; Sierra Nevada Corporation, Sparks, Nev; Ranger Rotorcraft Group, Fort Worth, Texas; MARK IV Luminator, Plano, Texas; and L-3 Communications, New York, for the security and support mission equipment package. The package includes an electro-optical infrared sensor, a data communications suite, moving map display, cabin and cockpit screens, a digital video recorder and a searchlight.

Sikorsky has been contracted to supply the UH-72A logistic support, including maintenance contract management, supply chain management, contractor field teams, spare part and tool management, facilities management and field and depot-level maintenance.

Main material source army-technology.com

Images are from public domain unless otherwise stated

Revised Sept 22, 2019

Top Engineering Group Unveils Falcon-V Fixed Wing VTOL UAS

Top Engineering Group is showcasing its innovative Falcon-V UAS at the IMPACT centre in Bangkok, Thailand during Defense & Security 2015. (photo : Top Engineering)

Falcon V

A Thai company, Top Engineering Group was founded in 2013 according to Anton Verloop, the company’s technical director who has a background in the telecommunications industry. Speaking to MT, Verloop indicated that the Falcon-V is aimed at a requirement by the Royal Thai Navy and that for this purpose his company will work together with DTI. The production model of the new UAV first flew in October 2015 and has since been used to demonstrate its capabilities to Thailand’s irrigation department amongst others.

Taking the system from the design phase to production took about a year, Verloop said who went on to say that he expects Top Engineering Group will be allowed to demonstrate the system on board a Thai navy AOR within three to four months. The production version which has a MTOW of 22kg and features a wingspan of 3 metres was preceded by a 2 meter prototype version while a company brochure also mentions a previous 1 meter prototype. With the system having a unique fixed wing VTOL configuration, Verloop’s biggest challenge has been to “manage the air vehicle’s transition from vertical take-off to forward flight and back to vertical landing”. In order to achieve this, Falcon-V’s four rotorblades continue to run until the air vehicle’s stall speed, which is around 45 km/h, is exceeded by twenty percent. From then on the aircraft relies on a push propellor that is being driven by the air vehicle’s engine in order to stay airborne. When in forward flight, the rotor blades cause only minimal drag according to Verloop.

Falcon V_2

Basically, a quadcopter combined with a fixed wing design, the system’s rotorblades are mounted on two booms which can be detached from the wings. This allows the system to be used as a traditional fixed wing UAV that can operate from a landing strip too. In addition, the aircraft’s wingspan can be extended by integrating longer outer wing panels, hereby increasing Falcon-V’s wingspan to 4.5 metres. As a consequence, the aircraft’s tail section will have to be extended too. This extension is enabled by the vehicle’s two tailbooms which are of a telescopic design. According to Verloop, a major benefit of this fixed wing VTOL design is the fact that unlike traditional fixed wing UAS, the Falcon-V can operate at much lower speeds.

On top of this, it can take off from both runways and from confined areas in the jungle or from a ship’s deck while still offering a respectable combination of payload, endurance and speed due to its fixed wing features. The former is given as 5 kg while the air vehicle’s endurance is two hours when using Li-Ion batteries, or 3 to 4 hours when using hydrogen fuel cell technology. For this, Top Engineering Group has selected the H-Series Polymer Electrolyte Membrane (PEM) fuel cell technology from Thai company Horizon Energy Creation. When fitted with a gasoline engine, Falcon-V’s maximum flight time is five hours. Camera options include a digital still camera, a video camera or an IR camera. Controllable up to a range of 50km using the system’s datalinks, Falcon-V is also capable of flying autonomously up to a range of 200km following predetermined waypoints. Depending on the aircraft’s wingspan, the maximum altitude at which the Falcon-V can operate is either 3,000 or 5,000 metres. Maximum speed is given as 130km/h, or 110km/h for the 4.5 meter wingspan version.

Source: MilTech




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Animation of 3D terrestrial processes from aerial imagery acquired by our Falcon VTOL UAV