The following story was filed by Cpl Brian Hartigan and published in ARMY Magazine in June 1998 under the title:

WHEN a young Townsville girl announced in 'show and tell' that a helicopter had crashed in her backyard the previous night her teacher admonished her for telling a bad joke. Such is the feeling towards air safety in the north-Queensland community in the wake of the Black Hawk accident.

The sad thing is, the little girl was not joking, for a helicopter had indeed crashed and was destroyed in the subsequent inferno.

It was an undignified end to a successful visit by the multimillion-dollar aircraft but the charred remains of the Eurocopter Tiger, which crashed in Townsville on February 17, served to prove the makers claims that the helicopter was crash survivable. Eurocopter test pilot Jacques Lara and 162 Recce Sqn flying instructor Capt Brendan Dwyer walked away from the burning wreckage with minor injuries.

Obviously the maker's did not intend to test their prototype to destruction but were none-the-less keen to make the most of the situation.

The previous week I had been impressed by the maker's statistics on the subject of crash survivability, not knowing they would be tested so dramatically. The main landing gear is reputedly capable of absorbing a 1500ft/sec impact without damage to the airframe. The underbelly is designed with crumple zones to further absorb impact forces and the crew seats can reduce a 51G impact to deliver a 15G load to the pilot.

Before it met its end, Tiger toured east-coast centers dramatically displaying its impressive flying capabilities. The tour, while obviously hoping to impress the decision makers, was primarily designed to collect data and validate aspects of the aircraft's design which could only be achieved in the environment where it may be required to operate.

Opening with flying displays in Canberra and Sydney, mainly aimed at the media, Tiger demonstrated the claim it is the only helicopter in the world which can complete a loop and repeat the manoeuvre with impunity. Later, hosted by 162 Recce Sqn, Tiger was put through its paces with live-fire demonstrations as well as day and night reconnaissance missions conducted by many of the pilots who may be required to fly it in operations next century.

Unlike the Bell 206B-1, Kiowa, which will be replaced under the AIR87 Project (along with the equally aged UH-1H, Huey gunship), Tiger is an advanced, hi-tech, 'skinney' aircraft (meaning the pilot and gunner sit in tandem with the pilot up front) designed specifically for the modern battlefield.

Chief test pilot on the Tiger project Andy Warner says the aircraft, although complex and advanced, presents a simple environment to the crew. "For example, when the pilot jumps in he pushes two buttons to start and while he is strapping in, the engines run up, the computers check all the systems and when the warning lights go out he goes flying," Mr Warner says. "As far as possible everything has been automated."

While the original AIR87 Project parameters were to replace the Kiowa, it has since evolved to also incorporate the gunships, giving the army a potent new aerial platform, filling both roles.

Tiger offers a wide range of weapon systems, from the nose-mounted 30mm cannon through numerous rocket and missile options, though the full range of systems is not currently on the Australian shopping list.

Either crew member can direct the cannon onto a target up to 90 degrees off axis simply by looking at it and with one trigger pressure, aided by massive computing power, deliver ten rounds with a 50 per cent kill probability at 1000m. The roof sighting system is slaved to the pilot's helmet and as soon as a target is identified the fire-resolution computers calculate the future position of the target and aim the cannon at that future position. Positive identification of a target is confirmed, using friend-or-foe identification systems, before firing is allowed by the computers.

It will take a quantum leap for aircrew and ground crew alike to upgrade from the very basic Vietnam veterans to an aircraft designed and built with technology at least 30 years ahead of current systems.

Mr Warner says simulator training programs are being developed concurrently with the flying prototypes and will be fully functional before the first production deliveries to the German Army in 2001--2002. "During development we simulated thousands of hours in order to get the computer menus and switching right and so we already have the experience in mission simulation. I would envisage one flying-type simulator here in Australia with one non-flying mission simulator in each squadron with some Australian courses being run in the Franco-German training facility in the south of France."

Currently Tiger is lacking the level of power that would be required to operate tactically in Australia's hot and humid northern environment but Mr Warner says this problem is already being addressed by the engine manufacturer with 20 per cent more power promised next year. "The Turkish mission requirement pans out about the same weight as Australia's and they have a requirement to operate at 5000ft and 30 degrees, which is hot and high," Mr Warner says. "All other limiting factors are well within the green range, only the hot end of the engine has a problem and that's why we have an engine upgrade on the way."

ARDU test pilot Maj Dave Fawcett was among those who flew Tiger during its visit and, although his evaluation was informal, provided valuable feedback for both parties. "More extensive desktop and flight evaluations will be conducted on all project contenders when tenders are called for," Maj Fawcett says. "However, this example is an impressive aircraft with good handling qualities and system integration, with systems that make it at least as complex as a Hornet."

AIR87 Project director Lt-Col Leo O'Reilly says that with the parameters of the project not yet ratified it is too early to give serious consideration to a specific aircraft type. "Tiger definitely falls within the parameters of Option 3 of Air 87 ('skinny' aircraft, purpose built, as opposed to Black Hawk or similar with weapons added) but we haven't even decided on the final level of capability that will best suit our needs and our budget," Lt-Col O'Reilly says. "If we do settle on Option 3 then Tiger will be evaluated alongside the other contenders with a view to acquiring the best level of capability we can afford."

He says many factors need to be taken into account before the very lucrative tender is awarded. These factors include performance, capability and cost, not only in the initial purchase but also lifecycle and maintenance costs. Other factors to be considered are the level of manufacturer support after delivery, the size and scope of training packages available and the option to buy extra airframes if needed.

TIGER statistics

PROJECT AIR87, one of the largest capital outlays in the Australian Army's history, will see the introduction of about 24 armed reconnaissance helicopters for two squadrons in Australia's north. 161 Recce Sqn in Darwin and 162 Recce Sqn in Townsville will benefit from the outlay of more than AUS$1 billion, with the new choppers expected to be operational in 2005.

The need to replace the Vietnam-vintage Kiowa and Iroquois-gunship fleets has long been recognised. Both airframes are nearing the end of their service lives.

Six contestants initially responded to the Australian Army’s Request for Proposal. These were -- Agusta with Aussie partner Tenix and the A129 Scorpion – Bell and Helitech with the AH1-Z Viper – Boeing and Boeing Australia with the AH64D Apache – Denel Aviation and BAeA (now BAE Systems) and the RedHawk – Eurocopter and ADI Ltd with the Aussie Tiger – and Sikorski with an armed Black Hawk.

The list has since been reduced to four – Scorpion, Viper, Apache and Aussie Tiger.