Yes, you have arrived at the right article on the correct platform.  The breaking news that the Royal Australian Navy (RAN) has selected the Japanese Mogami class vessel as its next General Purpose (GP) Frigate has sent shockwaves through Global Naval circles.  With a demand for an 'Off The Shelf' design, and a need to replace the aging ANZAC class frigates rapidly in view of some febrile international relations, the decision to buy up to 11 of the 6000 plus ton warships (the first three to be built in Japan, the remainder in Australia) has stimulated vigorous debate.  The RAN's future 'Tier 1 Combatant' is the Hunter Class, itself an adapted version of the UK's new T26 Frigate, a ship that at over 8000 tons is the same weight, if not heavier, than many Second World War Light Cruisers.  However, the program is late and over budget, likely due to the design needing an amount of reconfiguring to employ the US Navy's 'Aegis' Command and Control System and different weapons and sensors.  A cheaper, more plentiful and readily available Tier 2 GP Frigate is needed and with the UK T31 GP Frigate not yet in service, and perhaps wary of another European design after issues with both the T26 and Barracuda submarines, the Mogami stood out as being in service and in-build, with the chance of taking a ship early by taking a build slot from the Japanese Navy. 

So, the RAN is buying a new Frigate from Japan.  What has that got to do with military helicopters?

As I was taught during my time serving in Capability Development, always look at the second and third order implications. 

The Japanese Navy operate the SH-60K/L helicopter from its fleet of escort ships.  The 'Kilo' is produced in Japan by Mitsubishi Heavy Industries, developed from the SH-60B Seahawk, and can be viewed as a multi-mission helicopter, covering off both Anti-Submarine Warfare (ASW) and Anti Surface Warfare (ASuW) roles.  It is capable of carrying ASW torpedoes, AGM-114 Hellfire missiles, and a Crew Served Weapon (CSW) in the cabin door, usually the Type 74 7.62mm machine gun.  The 'Lima' is the current production version, with improved avionics and new multi-mode dipping sonar, as well as a surface search radar under the nose.   In time it is expected that the Kilo will be replaced by a combination of 'Limas' and Uncrewed Air Vehicles (UAVs), to both reduce costs and enhance availability enabling embarked UAVs to do the 'donkey work' of Force protection and screen, launching the more expensive 'Lima' only when deemed necessary.

The RAN already operates the MH-60R Seahawk in large numbers.  It is also abundantly clear that they are thoroughly happy with the aircraft.   If you attend a conference and exhibition and the RAN are delivering a capability brief on the 'Romeo', it will be overwhelmingly positive, especially in terms of reliability, availability and capability.  The RAN are operating very closely with the USN, often sharing in the developmental and Test & Evaluation roles with funding, aircraft and crews.  Considering the relatively modest size of the RAN (well, at least until the Hunters and Mogamis arrive) of three amphibious warfare ships (2x Canberra Class and 1x Choules class) and 10 escorts (three Hobart destroyers and 7 remaining ANZAC frigates) the current fleet of over 20 MH-60Rs seems plenty, but with the new ships arriving, and with the RAN having such a clear, ahem, love affair with 'Romeo', an additional 12 airframes have been ordered (to also replace the outgoing MRH90), putting the fleet at the 36 by the end of the decade. 

It's the combination of ANZAC, Mogami and MH-60 that, in my opinion, has a 'so what' attached.

So What?

Across the Tasman Sea, the Royal New Zealand Navy (RNZN) also operates a pair of ANZAC class frigates which date from the late 1990s and, which despite relatively recent refits, will need replacing sometime in the next decade.  The choice to align with the RAN over the ANZACs was deliberate.  Being part of a larger program reduces up front Non Recurring Expenditure (NRE) on design and Through Life Support (TLS) costs in terms of operations.  Alongside the frigates, New Zealand also elected to follow Australia's lead in terms of shipboard helicopter. Nn, not the SH-70B or MH-60, but the Kaman SH-2G Sea Sprite - in an updated SH-2G(A) (for Australia) 'Super Sea Sprite' version.

As the RAN was buying a batch of SH-2Gs to equip its ANZACs, it made perfect sense for New Zealand to do the same, applying the same economies of scale as with the ships.  Therefore, the RNZN added five aircraft to the RAN order.  Whilst the RAN tried to save some money by using refurbished ex-USN SH-2Gs, the RNZN elected to purchase new build airframes.  The ex-USN aircraft, on paper, seemed a good idea; they were relatively lightly used as their service life was tied to the drawdown of those USN Escorts with flight decks that were considered too small to operate the SH-60 (the Knox and Flight I 'short hull' Perry classes).  The last Knox retired in 1994, while the last USN Flight I Perry, left service in 2003 (although the RAN retained their Perrys as the Adelaide Class until the 2010s).  However, the program was beset with issues; the requirements stated the need to carry a heavy ASuW missile (eg the Penguin) and stipulated a 2-person crew, leading to the need for a complex and highly integrated mission system.   After many delays, cost over-runs and concerns over the airworthiness certification of the autopilot, the program was eventually abandoned in 2008, with the aircraft going back to Kaman and the RAN instead seeking funding for the 60R.

New Zealand, however, were happy for a less complex design featuring a 3-person crew on their SH-2G(NZ) version, which served faithfully until 2015.  They were replaced by a batch of ten SH-2G(I) aircraft, ironically ex-RAN SH-2G(A) airframes remanufactured (again) by Kaman, and which came as a package with a Flight Simulator, spares, Penguin ASMs, CSWs and torpedoes (the ubiquitous Mk46).  The legacy SH-2G(NZs) were sold on, and in a foreshadowing of the situation with the NH-90 / MRH-90 Taipan, the RNZN continue to happily operate their Sea Sprites (flown by RNZN pilots, but maintained by the RNZAF) in a number of military and civil support roles until the present day. 

However, aging helicopters start to become harder to support.  Kaman have stopped making manned helicopters all together, and there's only a finite number of New Old Stock (NOS) spares to support the already small global fleet.  Only 67 SH-2Gs were manufactured, of which over 40 were remanufactured SH-2Fs so there's not even a healthy supply of airframes to be picked clean in the 'Boneyard'.  Poland, Egypt and Peru are still operating the Sea Sprite so scarce spares are in demand for all four users.

The RNZN has recently confirmed in its 2025 Defence Capability Plan that it is time to look for a replacement shipboard helicopter. 

There are probably only three realistic contenders 

As the RNZAF has seemingly bucked the trend and made a success out of the NH-90 Tactical Transport Helicopter (TTH), a modest buy of the NATO Frigate Helicopter (NFH) would seem logical.  However, logic ends when comparing the relatively small flight deck and hangar space available on the ANZAC class and it looks like, if the RNZN follows the RAN and orders a small batch of Mogamis, they will not enter service until well into the 2030s which is too long to wait.  Additionally, the added complexity of the NFH compared to the TTH may place additional and unwelcome strain on the extended ILS chain especially if only four to six airframes are acquired.  If nothing else, and due to timing rather than reputation, the NH-90 is likely not the right 'fit' for the RNZN.

The second choice mirrors the one made when the Sea Sprite was first acquired.  Given the restricted deck size available, the Lynx was proposed by AgustaWestland (as was), now Leonardo, to be equipped with the heavy Sea Skua ASM.  Ultimately, the Lynx lost out to the Sea Sprite, but Leonardo is actively (some may suggest desperately...) seeking fresh customers for their evolved Lynx, the AW159 Wildcat.  In service with the Royal Navy in appreciable numbers as a complementary ASuW platform to the ASW optimised Merlin, the Wildcat has also found favour with South Korea and The Philippines as a shipboard ASW helicopter, and it is in the process of building three aircraft for the Algerian Navy. 

Beyond that, however, the order book looks empty.  Leonardo needs a 'win' for the AW159, especially, for the Yeovil facility.  Wildcat is the only airframe unique to the site, so an ending of Wildcat production could prove painful especially if the UK's New Medium Helicopter (NMH) program continues to stall or is cancelled altogether.  The RNZN has stated that it sees the SH-2G replacement capability as a blend of crewed and uncrewed systems and this plays strongly for Leonardo UK as they are accruing significant experience in this area. Wildcat has performed number of Manned Unmanned Teaming (MUM-T) capability demonstrations in recent years, and the company is continuing to develop a family of Capability Concept Demonstrators (CCDs), with the latest being the soon to fly Project PROTEUS - a maritime RW UAS developed from the Leonardo (formerly Kopter) AW09 light helicopter. Therefore, Leonardo can offer a 'one stop shop' for the crewed and uncrewed elements of the package. 

Wildcat has also been sharpening its claws with the capability to carry up to 20 Martlet lightweight multi-role missiles for use against small surface and air targets, and the Sea Venom missile for use against targets up to Corvette size.  Leonardo have signed a Memorandum of Understanding (MoU) with the New Zealand Defence Force (NZDF) to permit the passing of sensitive information regarding the Wildcat.  The MoU also promises to work closely with NZ-based SMEs and to build a Wildcat Support Centre in-country if the Wildcat is chosen.  There have also been rumours swirling that the UK Government has offered NZ an effectively gratis lease of Wildcats from MoD stocks, and it is surely no coincidence that NZ's Prime Minister, Christopher Luxon, was flown with his UK counterpart, Sir Kier Starmer, in a AW159 earlier this year while on a visit to the UK to inspect NZ troops engaged with training Ukrainian forces.

Leonardo, and by extension, the UK is pushing hard for Wildcat.

Will it be enough to overcome what must start as the favourite?  The MH-60R.

The attraction of the MH-60R is patent.  The opportunity for combined training and logistic support, effectively operating as a 'virtual fleet' with the RAN 'just' across the Tasman Sea.  Integration into the ANZACs could be shared, as would any NRE if the NZDF opts to purchase Mogamis in the next decade.  While the experience of partnering with the RAN on the Sea Sprite was hardly a tearaway success, at least the RAN aircrew knew they were being sold something of a pup, and were not subtle about telling people about it.  That is manifestly not the case of the Romeo, with almost feral loyalty to the aircraft on display - I mean, I love the (mighty) Chinook but RAN Romeo drivers and 'lookers' /TACCOs are next level besotted.

Is it enough, however?  Capability does not always, pun intended, trump politics.  Relations between the US and NZ have not always been strong, especially over matters of nuclear policy and politics.  However, the increasingly aggressive Foreign Policy being exhibited by China is a pacing threat for NZ and a point of commonality with the US and Australia.  On a recent visit to the US, NZ's Foreign Minister, Winston Peters, claimed that the NZ-US relationship was on a 'strong footing', and for the current US Administration that requires deeds, not words, to prove.  Buying a batch of Romeos via Foreign Military Sales (FMS) would be a significant capability and policy statement for NZ to make, driving it into closer alignment with the US and Australia. 

Therefore, with the RAN ordering Mogamis, the third order impact could be that the NZDF opts for the MH-60R to replace its Sea Sprites.  It could help cement closer ties with the US, offer attractive TLS cost reduction opportunities by aligning closely with the RAN, and deliver an aircraft with a large global fleet and concomitant support network. 

The Wildcat is a capable airframe, and no doubt any deal done would be sweetened by the UK government.  However, the consequences of being in a sub-100 sized global fleet half a world away from the OEM may not be an experience the RNZN wishes to repeat, in which case the Romeo is the pragmatic choice.