Eurocopter UH-72 Lakota

https://en.wikipedia.org/wiki/Eurocopter_UH-72_Lakota

The Eurocopter (now Airbus Helicopters) UH-72 Lakota is a twin-engine helicopter
with a single, four-bladed main rotor. The UH-72 is a militarized version of the
Eurocopter EC145 and was built by American Eurocopter (now Airbus Helicopters,
Inc.), a division of Airbus Group, Inc. Initially marketed as the UH-145, the
helicopter was selected as the winner of the United States Army's Light Utility
Helicopter (LUH) program on 30 June 2006. In October 2006, American Eurocopter
was awarded a production contract for 345 aircraft to replace aging UH-1H/V and
OH-58A/C helicopters in the US Army and Army National Guard fleets. It performs
logistics and support missions within the US and the National Guard for homeland
security, disaster response missions, and medical evacuations.

The UH-72 is designed to take on a range of missions, from general support and
medical evacuation (MEDEVAC) to personnel recovery and counter-narcotics
operations. They are planned to replace the UH-1 and OH-58A/C, which are older
light utility helicopters, and supplant other types in domestic use, primarily
those in Army National Guard service. The UH-72 is being procured as a
commercial off-the-shelf (COTS) product, which simplifies logistics support of
the fleet. EADS NA has teamed with Sikorsky to provide Contractor Logistics
Support (CLS) for the UH-72, through its Helicopter Support, Inc. (HSI)/Sikorsky
Aerospace Maintenance. (SAM) subsidiaries.

The basic UH-72A is simply a commercial EC145 helicopter that has a US Army
color scheme and is fitted with an AN/ARC-231 radio. Other than utility
transport, the Lakota can be configured for medical evacuation, VIP transport,
security and support, and opposing forces training. It is described as the best
military aircraft in the inventory for domestic operations, used by the Army
National Guard for state support, disaster relief, and homeland defense and by
non-deployed active units for MEDEVAC and training. Compared to the previous
UH-1 Huey used in those roles, the twin-engine Lakota flies faster (145 kn or
269 km/h or 167 mph versus 124 kn or 230 km/h or 143 mph), has an external hoist
system, and has a fully integrated computerized cockpit. The Huey has an
advantage in the MEDEVAC role, being able to carry three patients compared to
the Lakota's two-patient load, but an average evacuation typically deals with
two or fewer patients. The Security & Support Mission Equipment Package (S&S
MEP) is a version of the UH-72A for homeland security, counter drug, and border
patrol missions. It is equipped with an electro-optical/infrared sensor and
laser pointer turret, moving map system and touch-screen displays, video
management system, digital video recorded and datalink, searchlight, and rescue
hoist from the MEDEVAC package.


Role
Light utility military helicopter

National origin
Multinational

Manufacturer
Eurocopter
Airbus Helicopters

Built by
American Eurocopter
Airbus Helicopters, Inc.

First flight
2006

Introduction
2007

Status
In service

Primary users
United States Army
United States Navy

Produced
2006–present

Number built
400

Unit cost

US$5.9 million (flyaway cost, FY2012)
US$7.8 million (ave. cost, FY2018)


Developed from
Eurocopter EC145

The first aircraft was delivered to the US Army on 11 December 2006 in Columbus,
Mississippi. On 12 December 2006, General Richard A. Cody, Vice Chief of Staff
of the Army, and Joe Red Cloud, a chief of the Oglala Sioux Tribe, Lakota
nation, accepted the first UH-72A in an official ceremony. The service estimated
that delivery of the planned 345 aircraft would continue until 2017.

The first production helicopters were sent to the National Training Center
(NTC), Fort Irwin, California for medical evacuation missions in January 2007.
On 20 June 2007, the NTC's US Army Air Ambulance Detachment (USAAAD) became the
first operational unit to field the Lakota. On 10 July 2007, the Training and
Doctrine Command (TRADOC) Flight Detachment at Fort Eustis, Virginia became the
second US Army unit fielded with the UH-72A.

On 4 September 2014, the Army issued a notice of intention to buy up to 155
EC145/UH-72s as a training platform "on an other than full and open competitive
basis". AgustaWestland launched a judicial bid to have the acquisition declared
illegal, having claimed at a hearing that the EC145 did not offer the best value
for the money and that its "restricted flight maneuver envelope" impeded its use
for training. Airbus defended the Army's position, noting their previous
selection of the EC145, claiming AgustaWestland's figures of EC145 costs were
exaggerated, and that it was already in use in training roles. Bell Helicopter
also criticized the decision, but did not take legal action. On 14 October 2014,
a Federal Claims Court issued a temporary order denying the US government's
challenge of AgustaWestland's action until the Army issues a final justification
and approval (J&A) to sole-source the procurement. The Army contended that the
UH-72A falls under the 2006 LUH contract, and so not requiring a new J&A,
effectively nullifying the court challenge. The court sided with
AugustaWestland, rejecting the Army's J&A, and halted procurement of UH-72s for
training after finding that the Army had exaggerated the costs and time required
for acquiring a training helicopter. They also found negligence in their initial
acquisition process of the UH-72 that effectively tied them to Airbus for the
airframe's serviceable life. The court ordered the Army to either conduct a
procurement for new training helicopters or stop buying UH-72 trainers. The Army
is appealing the decision.

The UH-72 has also proven controversial as a trainer due to perceived problems
with using the helicopter for an initial trainer. A study by the National
Commission on the Future of the Army, a commission established by Congress to
make recommendations on force structure of the Army to the president, concluded
that the UH-72 was cost-prohibitive as a training helicopter, and there were
cheaper options available for purchase. In addition it also showed that the
majority of instructor pilots disapprove of the use of the UH-72, deeming it
"too much aircraft for the mission", and unsuitable as an initial entry trainer.
The UH-72 has also been criticized for its inability to teach touchdown
auto-rotations, among other maneuvers. This issue has previously caused the
German Army to stop using a version of the UH-72 for their initial trainer after
Airbus advised them the helicopter was not suitable for initial training. The US
Navy also rejected the UH-72 as a suitable trainer for the same reason.

Specifications (UH-72A)

General characteristics
Crew: 1 or 2 pilots
Capacity: 9 troops or 2 stretchers and medical crew
Length: 42 ft 7 in (13.03 m)
Rotor diameter: 36 ft 1 in (11.0 m)
Height: 11 ft 9 in (3.45 m)
Disc area: 1,023 ft2 (94.98 m2)
Empty weight: 3,951 lb (1,792 kg)
Useful load: 3,953 lb (1,793 kg)
Max. takeoff weight: 7,903 lb (3,585 kg)
Powerplant: 2 × Turbomeca Arriel 1E2 turboshafts, 738 shp (551 kW) each

Performance
Maximum speed: 145 knots (167 mph, 269 km/h)
Cruise speed: 133 knots (153 mph, 246 km/h)
Range: 370 nmi (426 mi, 685 km)
Service ceiling: 13,181 ft (4,018 m)
Rate of climb: 1,600 ft/min (8.13 m/s)




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