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Nothing I can spot.I would love to see some Ukrainian national markings on these Apaches.
I took these in 04 in Iraq. Anybody notice something odd about it?
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It's interesting also to read this piece, linked in the Article:Ukrainian Crews Set A Complex Missile Trap For Russia’s Best Radar Plane
Exactly how the Ukrainians shot down the four-engine A-50 is unclear, but analyst Tom Cooper has a theory. Ukrainian missile crews lured the Russian crew into a trap.www.forbes.com
If helicopters aren't obsolete, as decried by some YouTube experts, Ukraine needs replacement choppers, yesterday. Whatever airframe we got that's available, send it. I hope that the necessary supply chains have already been anticipated.
Nothing I can spot.
Can we throw in a few Hueys? If only to add operations within the Warsaw Pact to its resume before retirement. I'd settle for gate guards.
Is that a bucket of KFC behind the rotors?I'll wait to see if anyone else gets it before answering.
Is that a bucket of KFC behind the rotors?
Isn't there something missing from the top of the rotors?
The tail rotor looks like two off centre blade sets instead of a single four blade prop - like below.I took these in 04 in Iraq. Anybody notice something odd about it?
New Zealand's stuck with the NH-90, so would likely be able to provide training and support - one of the reasons we went that route was for commonality with Aus.To supply the aircraft to Ukraine means training, support and parts supply, which the Australians are probably unwilling to provide because a) the manpower and expertise to do so has been dispersed/wound down, and b) the cost and inconvenience of regenerating all that. It probably works out cheaper to scrap and bury, as the govt wants to do.
Airbus (NHI) also will want input into maintaining serviceability and therefore agreements with Ukraine will need to be made. Passing on modern combat aircraft to a foreign power that doesn't operate that type is not an easy process, particularly if the nation disposing the stuff doesn't hold design authority.
The entire MRH-90 programme was poorly run from the outset and blame, if any is to be directed at the Australian govt for bungling it from the outset. Obviously Airbus supply issues are responsible for part supply, but much of the criticism of the programme failing has been levelled at the govt procurement process and the ADF requirement and sustainability side of things, i.e. home-made problems. The ADF didn't want the MRH-90 to begin with, but the govt of the day ordered it over the ADF's preferred aircraft. Bearing in mind the muddled history of the programme and how many hoops Ukraine might have to jump through to get the helicopters, Ukraine might not actually want them...
The tail rotor looks like two off centre blade sets instead of a single four blade prop - like below.
View attachment 758231
At least to my civie, non-pilot/forces eyes.
New Zealand's stuck with the NH-90, so would likely be able to provide training and support - one of the reasons we went that route was for commonality with Aus.
A fair amount of that blame for the failure of the program should also be directed to the ADF. They were hell-bent on keeping with what they had that I wouldn't be surprised if they were less than vigilant with how they ran they MRH-90 program.
I worked for a company that was consulting to the ADF and was trying desperately to p[rove that they could adequately sustain the AH-1 and UH-1's. They spent huge sums trying to do this.The RNZAF's experiences with the NH-90 have been entirely different to those of Australia, No.3 Sqn having been able to maintain a good state of airworthiness. In fact, the highest houred NH-90s serve with the RNZAF. The first in-service NH-90 to achieve 2,000 flying hours was NZ3302.
Yes, in auditing reports released on the subject, the ADF's management of the technical aspects of the project have been criticised, but given that the ADF is a government department, the Australian government is definitely to blame collectively.
I worked for a company that was consulting to the ADF and was trying desperately to p[rove that they could adequately sustain the AH-1 and UH-1's. They spent huge sums trying to do this.
The RNZAF's experiences with the NH-90 have been entirely different to those of Australia, No.3 Sqn having been able to maintain a good state of airworthiness. In fact, the highest houred NH-90s serve with the RNZAF. The first in-service NH-90 to achieve 2,000 flying hours was NZ3302.
Yes, in auditing reports released on the subject, the ADF's management of the technical aspects of the project have been criticised, but given that the ADF is a government department, the Australian government is definitely to blame collectively.
Dang! And here I thought it had something to do with the palm tree kill marking on the engine.Nope, that is how an Apache's blades are.
Hint: US Army helicopter colors…
Dang! And here I thought it had something to do with the palm tree kill marking on the engine.
Is that a navy low vis grey?