US-Hubschrauberprogramm "Joint Multi-Role"/"Future Vertical Lift"

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theoderich
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Re: US-Hubschrauberprogramm "Joint Multi-Role"/"Future Vertical Lift"

Beitrag von theoderich » Do 21. Mär 2019, 21:55

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Sikorsky-Boeing SB>1 DEFIANT™ Helicopter Achieves First Flight

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theoderich
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Re: US-Hubschrauberprogramm "Joint Multi-Role"/"Future Vertical Lift"

Beitrag von theoderich » Mi 24. Apr 2019, 19:35

Future Vertical Lift: Army Announces Attack Reconnaissance Aircraft Prototype Award
The U.S. Army awarded five Other Transaction Authority for Prototype Agreements for the aircraft design, build, and test of the Future Attack Reconnaissance Aircraft, April 23. The FARA shall be capable of achieving and sustaining overmatch against potential competitors and enduring asymmetric threats by closing or mitigating gaps in Army aviation attack and reconnaissance.

The five industry partners are AVX Aircraft Co. (Fort Worth Texas) partnered with L-3 Communications Integrated Systems L.P. (Waco, Texas); Bell Helicopter Textron Inc. (Fort Worth, Texas); The Boeing Company (Mesa, Arizona); Karem Aircraft, Inc. (Lake Forest, California) and Sikorsky Aircraft Corp. (Stratford, Connecticut).
AVX and L3 unveiled its design for the FARA competition at the Army Aviation Association of America’s annual summit in Nashville, Tennessee, earlier this month.
https://www.army.mil/article/220747/fut ... type_award

Robot swarms, new aircraft fleets to transform Army aviation (18. April 2019)
FARA/FLRAA

The Future Vertical Lift Cross-Functional Team has started to rapidly develop two aircraft -- the Future Attack Reconnaissance Aircraft and Future Long Range Attack Aircraft, which aim to replace some AH-64 Apache and UH-60 Black Hawk helicopters, respectively.

For the FARA program, the team expects to award two vendors next year to create competitive prototypes that will perform a government-sponsored fly-off in 2023, Brig. Gen. Walter Rugen, the team's director, said in March.

Earlier this month, a request for information, or RFI, for the joint FLRAA program was released in an effort to further refine requirements for the Army, Special Operations Command and Marine Corps.

Both programs are set to achieve initial fielding by 2028-2030, McConville said, adding no decisions have yet been made on how many will be procured.

The general, though, did say that air cavalry squadrons may receive FARA, while there would still be room for Apache helicopters.

"So for the old cavalry folks, you can dust off your Stetsons and shine up your spurs," he said. "We see the Apache helicopter remaining in the attack battalions and being incrementally improved for some time into the future."

FLRAA, he added, will likely be fielded first to units with forced- or early-entry missions like the 101st Airborne Division (Air Assault), 82nd Airborne Division, 160th Special Operations Aviation Regiment (Airborne), and some National Guard units.

"We will acquire these aircraft with competitive prototyping processes to ensure the capability is there before we buy," he said. "We want to fly, we want to try, before we actually buy and we're looking for innovation from industry as we go forward."

Under development is also a new aviation engine through the Improved Turbine Engine Program as well as a 20 mm gun, he said.

Future aircraft will also require a Modular Open System Architecture. The general envisioned it to have something similar to how smartphones can easily receive and complete updates every few weeks.

"We think this is absolutely critical because we want to be able to field new capabilities very quickly into our aircraft of the future," he said.
https://www.army.mil/article/220605/rob ... y_aviation



theoderich
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Re: US-Hubschrauberprogramm "Joint Multi-Role"/"Future Vertical Lift"

Beitrag von theoderich » Di 2. Jul 2019, 05:17

Karem, Northrop, Raytheon team for Army’s future attack recon helo competition
Karem Aircraft has forged a team with Northrop Grumman and Raytheon to compete in the Army’s Future Attack Reconnaissance Aircraft (FARA) competition, according to a July 1 company statement.

Karem was one of five companies awarded a prototyping development contract in April.
Karem is bringing its “unique active variable speed rotor technologies,” which have been developed over the last 10 years through collaboration with the Army, to the teaming effort.

The company’s experience “will be augmented with Northrop Grumman’s manned and autonomous military aircraft development, system integration, production and support expertise and Raytheon’s systems architecture, mission equipment and weapons capabilities,” the company statement adds.

While Karem competed to be one of two teams selected to build a flying aircraft for the Army’s Joint Multi-Role Technology Demonstrator (JMR TD), it was not selected. Instead, the Army awarded it a smaller technology development contract to continue to refine its unique technology.
AVX Aircraft Co. also received a smaller technology development contract similar to Karem’s award.

The Karem-Northrop-Raytheon team will compete with an AVX-L-3 Communications Integrated Systems team, Bell, Boeing and Lockheed Martin-owned Sikorsky to provide design plans to the Army for FARA. The Army will choose just two teams to advance to build a flyable prototype, much like it did for the JMR TD program — except this time, one of those aircraft will be chosen for production.
https://www.defensenews.com/land/2019/0 ... mpetition/


theoderich
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Registriert: So 29. Apr 2018, 17:13

Re: US-Hubschrauberprogramm "Joint Multi-Role"/"Future Vertical Lift"

Beitrag von theoderich » Mi 2. Okt 2019, 16:47

ANALYSIS: Bell reveals 360 Invictus proposal for US Army contest
Currently in the preliminary design phase, the 360 Invictus is scheduled to fly by the autumn of 2022, if the US Army gives Bell a green light and funding to build the first prototype, company executives told FlightGlobal on 30 September.
Bell’s 360 Invictus borrows the rotor system of the 525 Relentless, a super-medium-lift commercial helicopter designed to transport up to 19 passengers and aimed at serving the oil and gas industry. The twin-engined 525, which has a fully articulated rotor with five composite blades, is still undergoing Federal Aviation Administration (FAA) certification testing.

The 360 Invictus rotor system and airframe would be significantly smaller than the 525, however. With seating for only a pilot and gunner sitting in tandem, the single-engined aircraft would have only four blades, although Bell declines to say what they will be be made from.

Its smaller size is in part meant to meet the US Army’s requirement for an aircraft with a maximum diameter of 12.2m (40ft) – a specification meant to allow the FARA to manouevre between buildings in urban battlefields.

Bell notes that the 525’s rotor system has been tested at speeds above 200kt (371km/h), though it advertises the Invitus’s speed as more than 185kt. The US Army wants FARA to have a cruise speed of at least 180kt.
The helicopter’s wing would provide up to 50% of lift when the aircraft flies at 180kt, allowing the articulating rotor to translate more power into forward movement, he adds.

“The high flapping capability is a very efficient propulsor that it is not bearing the lift load,” says Lazzara.

Designed with a combat radius of 135nm (250km) with more than 90min of time on station, the aircraft should be able to hover out of ground effect at 4,000ft at 35°C (95°F), says Bell.

To reach high speeds, Bell has streamlined the 360 Invictus’s profile with internal weapons carriage, main rotor shroud, retractable landing gear and a ducted tail rotor, which is also canted.

“The canted tail rotor allows for additional capability in a hover,” says Lazzara. He adds that the ducted tail rotor is also more efficient, thus saving power for the main rotor, and is safer for ground operation.

The helicopter also has a patent pending “supplemental power unit,” which the company declines to discuss in detail.

“Advanced aircraft need auxiliary power capability,” Lazzara says. “So, the team found a way to get auxiliary power on the aircraft that literally bought its way onto the aircraft by being able to contribute to the main horsepower solution in forward flight.”

The helicopter would also have a horizontal stabilizer that is controlled by a fly-by-wire flight-control system.

“In forward flight, the flight-control computers would be constantly adjusting the horizontal stabilizer, keeping the aircraft in an attitude that provides the best drag configuration,” says Lazzara.

The company says the fly-by-wire flight control system ought to reduce pilot workload and provide a path to adding autonomous flight capabilities later. Bell says the helicopter would have modular and open systems, with Collins Aerospace supplying avionics hardware and software.

Bell describes the 360 Invictus’s reliance on the 525’s rotor system as a low-risk route for the US Army, claiming that it has high technology and manufacturing readiness levels. However, the commercial 525, which was due to enter service several years ago, has been delayed a number of times and is still finishing the final stages of the FAA certification process.

Bell is also critical of more complex designs, which it says come with inherent cost. This is a veiled swipe at leading competitor Sikorsky, whose S-97 Raider co-axial compound helicopter is widely viewed as the favorite in the FARA competition. The Raider first flew in 2015 and has achieved speeds above 200kt in test flights.

“The cost of operation for VTOL aircraft typically comes down to gearboxes and blades,” says Keith Flail, vice-president of advanced vertical lift systems at Bell. “Typically, the dynamic components are the primary cost drivers on aircraft.”

Of course, Bell is also pitching the V-280 Valor tiltrotor for the US Army’s other Future Vertical Lift competition: the Future Long-Range Assault Aircraft (FLRAA) programme, which is intended to replace the UH-60 Black Hawk. The V-280 relies upon a drive shaft that rotates with its two rotor blades to transition from vertical to horizontal flight.
However, because the 360 Invictus is still in the preliminary design phase and not scheduled to fly before the latter part of 2022 it would start out at least six years behind the flight testing programme of the Sikrosky S-97 Raider. Despite being behind Sikorsky’s effort, Bell believes it can rapidly catch up should it start flying three years from now.
[quoteThe Bell 360 Invictus is designed as an attack helicopter with a 20mm cannon and munitions launcher that can be integrated with air-launched effects and other future weapons.

Because the US Army does not explicitly require a utility variant for FARA, Bell is not presenting its helicopter in that configuration. However, the company says the way the helicopter is laid out means it could be reconfigured to a utility version, allowing for the two variants to share parts, similar to the UH-1Y and AH-1Z, which have 85% commonality.
][/quote]
https://www.flightglobal.com/news/artic ... us-461210/


Bell unshrouds Invictus, its answer for the US Army’s future attack recon aircraft

https://www.defensenews.com/land/2019/1 ... -aircraft/


VERSATILE. LETHAL. SUSTAINABLE. BELL ANNOUNCES 360 INVICTUS FOR U.S. ARMY FARA COMPETITION

http://news.bellflight.com/en-US/182601 ... ompetition Bild
https://www.facebook.com/BellFlight/pho ... &__tn__=-R

Bild
https://twitter.com/Helofresh/status/11 ... 6812936192

Bell 360 Invictus - Future Attack Reconnaissance Aircraft

https://www.bellflight.com/products/bell-360


BELL TEAMS WITH COLLINS AEROSPACE TO DELIVER A HIGH-PERFORMANCE SOLUTION FOR U.S. ARMY FARA

http://news.bellflight.com/en-US/182506 ... at_cache=1

theoderich
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Registriert: So 29. Apr 2018, 17:13

Re: US-Hubschrauberprogramm "Joint Multi-Role"/"Future Vertical Lift"

Beitrag von theoderich » Mo 14. Okt 2019, 23:12

AUSA 2019: Boeing sticks to FARA vow of silence
Manufacturer Boeing is continuing to shroud its US Army Future Attack Reconnaissance Aircraft (FARA) proposal in secrecy, on grounds that any other strategy would risk giving up commercially sensitive design specifications and associated technology to another competitor.

Despite all other industry participants having made their offers and designs public, Boeing has consistently taken a different approach and ahead of a downselect decision in March 2020, when the field will be cut to two for a final design and build stage, it remains unclear if the OEM will eventually unveil the aircraft in question.

Boeing's prototyping subsidiary Phantom Works is heavily involved in the campaign, on hand to support rapid prototyping and technology maturation for the FARA platform.

'We are typically involved when there's a clean sheet opportunity, a brand new requirement or a combination of requirements coming together that necessitate a new capability,' Mark Cherry, VP, general manager of Phantom Works said.
Like all other competitors, Boeing's design has already met a host of mandatory items including a minimum cruise airspeed of 180kt, maximum 40ft rotor disc criteria, max gross weight of 14,000lb (6,350kg), and is 'acutely focused' on other key items such as sustainment strartegies, data reliabilty, affordability and maintainability, according to Shane Openshaw, FARA programme manager at Boeing.

Aside from those general areas, it remains unclear exactly how Boeing is investing its FARA funding of $772 million, underwritten by an Other Transaction Authority contract and awarded by the US Army in April.

'At this point I can't [talk about how the money is being spent],' Openshaw said, though did clarify that some had been used to fund initial design review risk reduction activities.
https://www.shephardmedia.com/news/defe ... w-silence/









RAIDER X™

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Zuletzt geändert von theoderich am Mo 2. Dez 2019, 01:22, insgesamt 1-mal geändert.


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