During the Cold War regime, cost was not the major consideration in the acquisition of military hardware.

In the post-Cold War scenario, however, not only have economic factors come into play, but the very nature of modern missions has changed.

This change in approach is clearly seen in the search for new aircraft to coordinate, renew and supply its combat helicopter fleets.

The primary missions traditionally reserved for attack helicopters include reconnaissance, fire support, destruction of ground targets such as tanks, escort and air-to-air warfare.

These primary missions are performed by a basic unit known as the squadron.

Should costly and sophisticated combat helicopters such as the Tiger and NH90 be diverted for such use or is the better option to go in for a less expensive and better adapted solution?

Cost isn’t the only consideration. In the Tiger, for example, the flight commander is also the gunner, so it is practically impossible for a single individual to simultaneously act as flight commander, gunner, and squadron commander. Moreover, since the mission commander needs to remain some distance behind the front line aircraft, the fighting units would be deprived of a powerful attack helicopter.

This could prove crucial in situations where a high concentration of offensive capabilities is necessary in precise locations.

So the better option would be to include another aircraft in the squadron to coordinate the battlefield engagement of the combat helicopters.

Then there is the question of logistical support, or more precisely, the transport of mechanics and service personnel.

Such support will vary according to the combat helicopter’s specific mission and the country.

If the squadron takes off and lands at the same base, it may not be necessary for a mechanic to accompany the helicopters to the front lines.

But if the helicopter is used in “back country” regions with multiple touchdown points, having a mechanic becomes a must.

One could use ground vehicles to transport mechanics, but this would limit the speed of the deployment to that of the truck’s.

The better option is to have an aircraft to handle front-line logistical operations at the squadron

touchdown points which may located 30km to 40km (or even further) from the battle zone.

A light helicopter is ideal for transporting the 3 or 4 people necessary for logistical support.

It is also best adapted for command liaison flights, such as transporting a squadron commander to the regiment command post, or a regiment commander to the brigade HQ.

Another support function is medical evacuation for combat helicopter units.

A light or medium-heavy class helicopter could be used for such a mission, the choice depending on how the forces are organized.

At the regiment level, a medium-heavy helicopter may be justified, whereas a light helicopter would

better suit a squadron. Using a light helicopter has an added advantage.

The fourth function is combat search and rescue, when a helicopter in combat has gone down.

This operation requires extremely rapid reaction times.

It differs from rescue operations following a plane crash, for example, where the crew to be rescued is not in direct contact with the enemy but isolated deep inside hostile territory.

In the same scenario for a helicopter, the flight team of the downed aircraft will be in direct contact with the enemy forces, may be even in the midst of their operations.

Hence, rapidity of retrieval is vitally important to prevent the crew from being captured or killed.

A light and small helicopter attached to the squadron would be better adapted for this type of mission than a larger helicopter, because it would blend more easily with the surroundings.

The search and rescue combat mission range is typically around 150km, the range of a deep-penetration attack, typically around 150 km.

The helicopter used for the purpose need not be very fast, heavily armored.

But it must have excellent nap-of-the-earth flight capabilities (both over ground terrain and through obstacles) for both day and night-time flying, so that it can remain sheltered from threats — in particular enemy anti-aircraft weapons.

The ideal helicopter, which would meet as closely as possible the technical requirements, would have a maximum transport capacity of five or six places, would be rapidly configurable with a stretcher, and would have a cruising speed equal to that of a combat helicopter, around 220 to 240 km/hr.

Light aircraft can also prove to be especially useful for other operations, such as peace-keeping missions during crisis situations, or in times of peace for support missions with public services.

They can even be used for training missions or troop support.

Another factor to be considered before making a final choice of helicopter is whether to opt for a single or twin-engine helicopter.

This may not be a major concern of today’s military leaders.

Certain armies will opt for the twin-engine model, but the current tendency is to favor economical machines that offer comparable levels of safety and reliability.

Future operators will most likely choose the single-engine solution, since experience shows that engine failures are extremely rare.