http://www.dsti.net/Information/News/67271
西科斯基公司完成主動旋翼風洞試驗
2011-05-04

[據美國西科斯基飛機公司網站2011年5月2日報導]西科斯基公司創新部近日完成了其裝有高許可權伺服襟翼的主動旋翼的風洞試驗。這項研究由西科斯基公司和美國陸軍航空應用技術處（AATD）共同資助。

AATD/西科斯基主動旋翼小組完成了其預定目標，對使用後緣襟翼的閉環控制系統功能性進行了驗證。試驗風速達到了最高140kt。

西科斯基公司稱，他們完成了主動旋翼對雜訊和振動的控制效果的驗證，結果表明，該系統可有效地降低振動水準、旋翼槳轂及控制機構載荷以及雜訊輻射水準。

西科斯基公司稱，這項研究的試驗資料為對未來的多個項目提供借鑒，如AATD的可變構型旋翼和DARPA的任務自適應旋翼（MAR）項目。

該研究的合作夥伴包括：聯合技術公司研究中心（UTRC），負責槳葉部分；Hamilton Sundstrand Claverham，負責高許可權伺服襟翼作動器。風洞試驗在艾姆斯研究中心的國家全尺寸氣動中心（NFAC）進行。（中國航空工業發展研究中心  李昊）

http://www.sikorsky.com/About+Sikorsky/News/Press+Details?pressvcmid=6b082a5bd11bf210VgnVCM1000004f62529fRCRD
Sikorsky Aircraft Completes Active Rotor Wind Tunnel Testing

May 02, 2011
  Stratford, Connecticut - Sikorsky Innovations, the technology development organization of Sikorsky Aircraft, has completed wind tunnel testing of its active rotor system equipped with high authority flaps. The effort is jointly funded by Sikorsky and the U.S. Army Aviation Applied Technology Directorate (AATD). Sikorsky Aircraft is a subsidiary of United Technologies Corp. (NYSE: UTX).

“The AATD/Sikorsky Active Rotor Team has accomplished a lofty goal: to demonstrate the functionality of a trailing edge flap and closed loop control system,” said Chris VanBuiten, Director of Sikorsky Innovations. “The system performed extremely well over a variety of forward flight conditions up to 140 knots.”

“We have validated the concept of properly controlled, high authority flaps to favorably impact external rotor noise, and vibration,” added Jim Kagdis, program manager for Sikorsky Advanced Programs. “Our test results show reductions in vibration, rotor hub and controls loading, and a reduced acoustic emission.”

Mark Miller, Sikorsky vice president, research & engineering, added: “The completion of this wind tunnel testing provides valuable data to guide future programs such as AATD’s Reconfigurable Rotor and DARPA’s Mission Adaptable Rotor (MAR) programs. Sikorsky remains committed to the maturation of game-changing technologies such as active control features on helicopter blades to maximize aircraft performance and effectiveness.”

Development partners on the project are United Technologies Research Center (UTRC) for the blades, and Hamilton Sundstrand Claverham for the high authority flap actuators. Wind Tunnel Testing was accomplished at the National Full-Scale Aerodynamics Complex (NFAC) located at Ames Research Center at Moffett Field in California.

Sikorsky Aircraft Corp., based in Stratford, Conn., is a world leader in helicopter design, manufacture and service. United Technologies Corp., based in Hartford, Conn., provides a broad range of high technology products and support services to the aerospace and building systems industries.

http://www.dsti.net/Information/News/67270
通用電氣和霍尼韋爾/普•惠團隊研製T700直升機發動機的替換機
2011-05-04

[據美國《航空週刊與空間技術》網站2011年4月21日報導]通用電氣公司（GE）和霍尼韋爾公司/普•惠公司團隊準備試驗發動機整機驗證機，這是幾家公司準備為美國陸軍研發的3000軸馬力級別的渦輪軸發動機，以代替AH-64D攻擊直升機和UH-60M多功能直升機的動力GE T700發動機。
    在陸軍航空應用技術處的先進可承受渦輪發動機項目支持下，GE和霍尼韋爾/普•惠團隊分別在生產GE3000和HPW3000作為改進渦輪發動機項目(ITEP)的驗證機。在ITEP項目下，研發工作計畫於2013財年開始，到2019財年完成一種全新發動機。
    GE航空產品研發經理邁克爾•索薩表示：“設計工作已經完成。核心機已經生產不久將會試驗，首台發動機的試驗在其後開始，GE3000驗證機的試驗將在今年完成。”霍尼韋爾/普•惠合資的先進渦輪發動機公司(ATEC)項目副總裁傑瑞•惠勒表示：“HPW3000的初始核心機試驗已經完成，發動機整機將在今年底到2012年運轉。”兩家團隊都生產了2台驗證機進行性能和簡單的耐久性試驗。
    兩家團隊期望得到進入2012年ITEP工程與製造發展(EMD)階段的答復，而陸軍打算將2種發動機都帶入EMD階段進行初步的飛行試驗，不過兩家團隊都質疑預算是否能夠同時支援2種發動機。惠勒表示，在選定一家生產之前將兩種發動機都帶入EMD階段進行飛行試驗只是陸軍方面的願望。
    儘管ITEP最初的目標是為T700驅動的AH-64和UH-60換發，該發動機也將用作陸軍領導的聯合多工(JMR)專案平臺的動力，該項目旨在研製到2030年的新一代旋翼飛機。
    惠勒表示：“我們打算將發動機應用於JMR。最初是3000軸馬力級別，ITEP發動機需要顯著增加。在驗證指標上沒有增加的必要，不過發動機要按照T700的尺寸約束增加推力”。索薩警告稱還不明確的JMR可能走向不同方向，它可能需要與今天發動機顯著不同而且更大的發動機。（中國航空工業發展研究中心  張東寶）

http://www.aviationweek.com/aw/generic/story_channel.jsp?channel=defense&id=news/asd/2011/04/21/01.xml
Replacements For T700 Helo Engine Advance

Apr 21, 2011

 
By Graham Warwick
 
 
General Electric and a Honeywell/Pratt & Whitney team are preparing to test full-engine demonstrators as they get ready for the U.S. Army to launch development of a 3,000-shp-class turboshaft to replace the GE T700 powering its AH-64D attack and UH-60M utility helicopters.

Under the Army Aviation Applied Technology Directorate’s Advanced Affordable Turbine Engine program, GE is building the GE3000 and Honeywell/Pratt the HPW3000 as demonstrators for the Improved Turbine Engine Program (ITEP). Under ITEP, development is planned to begin in fiscal 2013 to field a new engine by fiscal 2019.

“We are done with design work. The core is built and will be on test shortly. The first engine to test will be right after that,” says Michael Sousa, GE Aviation product development manager for new and derivative turboshafts and turboprops. Tests on the GE3000 demonstrator should be completed this year, he says.

Initial core tests on the HPW3000 have been completed and the full engine will run late this year and into 2012, says Jerry Wheeler, vice president of programs for the Honeywell/Pratt joint venture Advanced Turbine Engine Co. (ATEC). Each team is building two demonstrator engines for performance and abbreviated durability testing.

The companies anticipate a request for proposals for ITEP engineering and manufacturing development (EMD) in 2012. The Army has stated its intent to carry both engines through EMD to a preliminary flight-rating test, Sousa says, but both teams doubt the service will have the budget to develop two engines.

Taking both engines through EMD to flight test before downselecting to one for production is a “desire” on the Army’s part, Wheeler says.

“We are working on the assumption this is a winner-takes-all, and will not leave anything on the table that we could put in later,” Sousa says.

Although ITEP is aimed initially at re-engining the T700-powered AH-64 and UH-60, the engine will also power whatever emerges from the Army-led Joint Multi-Role (JMR) program, which is aimed at fielding a next-generation rotorcraft by 2030.

“The intent is to put this engine on JMR,” Wheeler says. Initially rated at 3,000 shp, the ITEP engines will offer significant growth. “There is no growth requirement in the demonstrator goals, but our engine has growth [with the T700 size constraint on ITEP],” he says.

Sousa cautions the still-undefined JMR “could go many ways. It could require a dramatically different and larger engine than today’s.”

http://www.dsti.net/Information/News/67269
美國陸軍直升機發動機競爭由於預算壓力變緊張
2011-05-04

[據英國《飛行國際》網站2011年4月27日報導]工業界官員稱，由於政府的預算壓力，一項美國陸軍發動機合同同時保持兩方競標變得緊張。然而，鑒於F-35備選發動機的競爭，普•惠公司參與的一家合資企業正在遊說保持兩家投標方同時競爭陸軍的先進可承受渦輪發動機(AATE)合同。同時，正在為爭取F-35備選發動機努力的通用電氣公司，對這種3000軸馬力(2235kW)級別的陸軍用發動機表現出矛盾的心態。AATE的設想是代替波音AH-64“阿帕奇”和西科斯基UH-60“黑鷹”直升機的動力GE T700發動機，同時也作為聯合多工(JMR)專案支援的下一代直升機系列的動力基礎。
    GE產品研發經理邁克爾•索薩表示：“從目前途徑來看陸軍可能支持一家。”GE公司推出GE3000競爭AATE合同。不過普•惠/霍尼韋爾合資公司ATEC推出了HPW3000作為競爭，而且認為陸軍有途徑可以同時支持兩家。ATEC總裁克雷格•麥登表示，對這次競爭陸軍有強有力的支持。
    12月，陸軍發出了公告通知兩家競標方尋求節約成本的方法。陸軍的基本計畫是同時支持雙方進行長達6年的研發，而於首台試驗發動機在直升機上安裝之前選定一家。
    ATEC官方提出一項計畫能夠使競標雙方在較短的時間段內完成陸軍的目標。在航空分部開始研究於2030年服役的JMR的方案之時，陸軍還在研討ATEC發動機的要求。
    JMR設想巡航速度為200kt (370km/h)。為了滿足這項指標，陸軍需要一種與傳統直升機動力有很大不同的發動機。不過到目前仍不清楚是否AATE發動機需要特殊的性能，比如帶有傾轉結構具有上下“連接”的能力。索薩稱現有技術有能力超出AATE的計畫指標，不過ATEC官員不是特別肯定。ATEC副總裁傑瑞•惠勒表示做成後部“連接”會十分困難，這也是AATE比實際發動機作為JMR的基礎更好的原因。（中國航空工業發展研究中心  張東寶）

http://www.flightglobal.com/articles/2011/04/27/356036/us-army-engine-competition-strained-by-budget-pressures.html
DATE:27/04/11
SOURCE:Flight International
US Army engine competition strained by budget pressures
By Stephen Trimble

Keeping two bidders in competition for a major US Army engine contract is being strained by the government's budget pressures, industry officials say.

And, in a twist from the F-35 alternate engine competition, a joint venture including Pratt & Whitney is lobbying to keep both bidders in the running for the army's advanced affordable turbine engine (AATE) contract.

Meanwhile, General Electric, which is fighting to remain in the F-35 engine race, appears more ambivalent about competition for the 3,000shp (2,235kW)-class army engine.

The AATE is envisaged to replace the GE T700 engine on all Boeing AH-64 Apaches and Sikorsky UH-60 Black Hawks, as well as serve as the basis for the propulsion that will power a next-generation family of helicopters under the Joint Multi-Role (JMR) programme.

"The way it looks right now, [the army] has funding for one," says Michael Sousa, product development manager for new and derivative products at GE, which is proposing the GE3000 for the AATE contract.

But the P&W/Honeywell joint venture building the rival HPW3000 believes there is a way for the army to fund both. "There's strong army support for the [competition]," says Craig Madden, president of Advanced Turbine Engine (ATEC).

In December, the army issued a notice to both bidding teams asking for ways to save money. The army's baseline plans calls for funding two bidders through most of a six-year development phase, downselecting to one just before the first test engine is ready for installation in a helicopter.

ATEC officials proposed a plan that could accomplish the army's goals with two bidders in a shorter period of time, Madden says.

The army is still developing requirements for the ATEC engine even as the aviation branch starts working on concepts for the JMR fleet that is expected to enter service in 2030.

The JMR is supposed to travel at speeds above 200kt (370km/h). If this requirement is retained, the army will need an engine very different from a conventional helicopter, which is limited by the retreating blade stall of the rotor to 170kt. But it is not clear if the AATE engine will need special characteristics, such as the ability to articulate upward or downward such as in a tiltrotor configuration.

Sousa says the technology exists to enable such a capability even after the AATE engine is designed, but ATEC officials are not so certain.

"It would be difficult to build [articulation] back in," says Jerry Wheeler, ATEC vice-president. "That's why [AATE] could be a basis for JMR rather than the actual engine for JMR."

http://www.dsti.net/Information/News/67166
美國西科斯基飛機公司自籌經費開發S-97新概念旋翼機
2011-04-27

[據美國《空軍時報》網站2011年4月24日報導]西科斯基飛機公司目前正在自費研製一個全新的直升機概念方案，這種自費研製的專案在當前財政預算日趨嚴苛的情況下可能會越來越普遍。

S-97“劫掠者”將裝備一個尾部推進螺旋槳，使其能夠突破傳統構型直升機的約200英里/時（321千米/時）的前飛速度上限。此外，西科斯基公司還希望S-97能夠獲得國防部的訂貨合同。公司還打算為軍方生產一架原型機進行試驗。

西科斯基公司希望S-97能夠成為陸軍OH-58“基奧瓦勇士”的替代機型，但陸軍雖然已經完成了武裝偵察飛行器的方案研究，卻沒有對西科斯基公司的這一意願表態。除陸軍外，空軍和陸軍的特種部隊、海軍陸戰隊也是S-97的潛在用戶。

S-97的設計將基於西科斯基公司的X2技術驗證機進行，採用共軸反轉雙旋翼，尾部裝推力螺旋槳。西科斯基公司的官員稱，X2在試驗中已達到253海裏/時（469千米/時）的前飛速度，且只需要消耗最大功率的70%。在進行一些改進後（如加裝旋翼頭整流罩），X2將能夠達到280海裏/時（520千米/時）的前飛速度。

該構型具備更高的機動性，與常規構型直升機相比，其加速/減速性能更高。在懸停性能方面，該構型比機械結構和氣動特性更加複雜的V-22相比更好。

S-97的極限速度限定為220海裏/時（407千米/時），但該機將依據承擔真實任務的需求進行設計。該機將能夠搭載2名飛行員和6名士兵，且其短翼能夠掛載武器。西科斯基公司計畫於2013年開始首架S-97的建造，並希望能夠在2014年完成首飛。

西科斯基公司建造X2技術驗證機所花的費用將超過5000萬美元，而S-97建造所花的經費將更多。

公司自費進行防務產品研發專案將成為未來發展的一個趨勢，除X2外，通用電氣航空集團的F136、通用原子航空系統公司的幾個無人機型號目前均是由公司自籌經費研製的。

阿爾法夥伴資本公司（Capital Alpha Partners）的一位分析師認為，由於缺少經費投入新技術研製，美國國防部近年來對採辦預算的控制越來越嚴格，各公司必須在經營上更加激進、更加具有進攻性，才能夠贏得預算份額，而不再是坐等著客戶提出需求。

但蒂爾集團的一位分析師則認為，目前這種預算環境並不是常見的，一旦項目未按照預計進展，公司將很難為產品找到銷路。

對於一個自費研製的機型來說，如果只有國防部能夠成為其客戶的話，這個專案的風險將會非常高。

而西科斯基公司稱，其X2技術將有很好的民用市場，儘管公司還未考慮民用型的開發。

西科斯基的S-92直升機也可以看做是類似的賭博項目之一，S-92在總統直升機的競標中落敗，到目前為止，S-92仍沒有收回開發成本。（中國航空工業發展研究中心  李昊）

http://www.airforcetimes.com/news/2011/04/air-force-sikorsky-develops-agile-helo-042411w/
Sikorsky develops agile helo on its own dime

By Dave Majumdar - Staff writer
Posted : Sunday Apr 24, 2011 8:37:28 EDT
  
Sikorsky is betting its own money on a radical new helicopter design, a gambit some observers say might become more common in austere budgetary times.

The S-97 Raider will have a pusher propeller meant to send it zooming past the roughly 200-mph top speed of conventional rotorcraft — and, the company hopes, win Pentagon contracts. The Connecticut-based company intends to furnish a prototype for testing by U.S. service officials.

“It’ll be a Sikorsky product, but we’ll have our pilots in the seat and we’ll let the military evaluate it,” said Steve Engebretson, Sikorsky’s director for the Armed Aerial Scout program. “We’re picking this size because the most likely replacement aircraft next up will be the Kiowa Warrior.”

Other potential customers could include Air Force Special Operations, Army Special Operations and the Marine Corps, Engebretson said.

The Army, which has yet to complete its Armed Aerial Scout study, said it couldn’t comment on the Sikorsky effort.

The S-97 design will be based on Sikorsky’s revolutionary X-2 demonstrator, which features two counter-rotating rotors on a single axle plus a pusher-prop. Company officials said the craft has flown 253 knots in level test flights, and that was at just 70 percent power. An axle fairing and other tweaks might allow the X-2 to reach 280 knots, said Steve Weiner, the project’s chief engineer.

Its unique design makes it far more maneuverable and quicker to accelerate and decelerate than a conventional helicopter — and better at hovering than the mechanically and aerodynamically more complex Bell/Boeing V-22 Osprey tilt-rotor, Weiner said.

The Raider will be limited to 220 knots, but will be designed to fly real operations, carrying two pilots and six troops. Its wings can hold weapons. Sikorsky plans to start building the first S-97 aircraft in 2013 and hopes to have it in the air by 2014.

The company will spend $50 million on the X-2 effort and more to build the S-97s, Engebretson said.

Company-funded developmental efforts are part of a growing trend, analysts and current and former government officials said.

General Electric, for example, is pouring money into the continued development of the F136 engine for the F-35 Joint Strike Fighter — despite the Pentagon not wanting a second engine.

Another example is General Atomics, which has developed several unmanned aircraft on its own dime.

The expected tightening of acquisition budgets will accelerate the trend because the Defense Department doesn’t have the money to fund new designs or technology, said Byron Callan, an analyst at Capital Alpha Partners in Washington.

“You’ve got to be very forward-leaning, and I think, more aggressive, these days to win market share in a declining budget and not just wait for the customer to write requirements,” Callan said. “At the end of the day, in this kind of environment, that’s how you’re going to get in and win market share.”

But Richard Aboulafia, an analyst at the Teal Group of Fairfax, Va., disagreed.

“It’s pretty unusual for this budget environment. Usually when things turn down, you get real scared about finding customers for new products with bells and whistles,” he said.

Moreover, Aboulafia said, sheer velocity is not necessarily a selling point.

“We really don’t know who will pay for speed in this industry,” he said.

Others said the risks of spending company money to develop defense products would keep it from becoming common.

“I don’t see that as a broad trend across the board in the DoD because all my history has told me that there are times when it makes sense to make your own investments to advance the capability, but whenever you can, getting your partner to make that co-investment, to get that skin in the game, is very important,” said Paul Kaminski, who heads the Pentagon’s Defense Science Board.

Potential civil applications can mitigate the risk of developing military technology, Kaminski said, but he doesn’t immediately see one for Sikorsky.

“I don’t know if they have a commercial companion outlet for the product which helps them justify spending the money to demonstrate this on their own,” he said.

Former Pentagon procurement chief Jacques Gansler agreed.

“In the commercial world, there are lots of different buyers and you have multiple customers; in the case where you have to put up your own money and the only customer is the Department of Defense, that’s really a much higher-risk approach,” Gansler said.

Gansler cited the ill-fated F-20 Tigershark lightweight fighter jet. Northrop developed the plane, but could not persuade the Air Force to buy it — a failure that scared off potential export customers.

“It’s a trend you’re seeing, but not necessarily one that has the likelihood of continuing very long because people are going to lose too much money over it,” Gansler said.

Engebretson said the X-2 technology might well be desired by civil customers, but he said that the company does not yet have specific ones in mind.

Aboulafia said Sikorsky made a similar bet, on its S-92 helicopter, during the downturn of the 1990s. The S-92 lost the competition to become the White House helicopter, and the investment has yet to pay off for the company.

http://www.dsti.net/Information/News/67106
土耳其選擇西科斯基作為其通用直升機專案合作夥伴
2011-04-25

【據法國《航宇防務》網站2011年4月22日報導】週三，土耳其宣佈選擇美國西科斯基飛機公司作為其合作夥伴，主導土耳其下一代通用直升機專案（TUHP）的生產。
    這個決定是在土耳其國防工業執行委員會的一次會議上做出的。該委員會是土耳其防務採辦最高決策機關，成員包括土耳其總理、國防部長、總參謀長和採辦總長。
    土耳其國防部長Vecdi Gönül在會後告訴記者該專案包括109架直升機採購費用在內的總費用為35億美元。他強調採購數量可能會在未來達到600架。
    包括土耳其航宇工業公司（TAI）在內的數家土耳其公司將參與該型直升機平臺的聯合生產。Gönül表示這型直升機的一些重要元件，如機身、發動機、航電系統和任務軟體，將在土耳其生產，TAI將作為主合同商。
    按照這項決定，土耳其主管國防工業的副部長將與西科斯基就首批通用直升機的生產事宜展開談判。
    西科斯基和義大利/英國阿古斯塔•韋斯特蘭兩家公司參與了TUHP競爭。西科斯基投標方案是S-70“國際黑鷹”的土耳其版本——T-70，“國際黑鷹”目前正在被包括土耳其在內的眾多國家的軍方使用。TUHP最初就被認為是一項“黑鷹”採購專案，因為可用的產品中只有“黑鷹”合適。但阿古斯塔•韋斯特蘭還是用其新機型AW149的土耳其版本——TUHP149參與了競爭，其投標方案中還包括一個與土耳其工業界空前水準的合作條款，將通過技術轉讓、自主設計和製造來提升專業技術水準及獲得進入世界市場的機會。
    這項決定是在土耳其與兩家競爭公司的最後一輪談判尾聲做出的。阿古斯塔•韋斯特蘭在決定做出當天就發表了一份聲明，稱對土耳其政府的決定非常失望。一位歐盟領導表示：“很遺憾土耳其用一種老設計替代了成果豐厚的合作條款和一型先進直升機型號。因為這項決定，土耳其航宇工業將損失一次通過合作研發新一代直升機成為直升機工業主要參與者的機會。”
    首批中的多數直升機將交付給土軍方，憲兵部隊占多數，陸軍、海軍、空軍和特種部隊司令部也各將獲得一部分。剩餘的部分將交付安全理事會或員警部隊，以及消防部門。
    阿古斯塔•韋斯特蘭將繼續AW149型號發展。AW149目前的主要市場機會是未來35年內將要替換的8000架同級直升機。（中國航空工業發展研究中心  褚世永）

http://www.defense-aerospace.com/article-view/release/124861/turkey-picks-black-hawk-in-%243.5bn-deal%2C-spurns-aw149-co_development-offer.html
Turkey Chooses US Helicopters in $3.5 Billion Deal
 
(Source: Hürriyet Daily News; published April 21, 2011)

ANKARA --- Turkey on Thursday selected the U.S. firm Sikorsky as the partner company that will lead the production of its next generation of utility helicopters.

The decision was made at a meeting of the Defense Industry Executive Committee, Turkey’s highest decision-making body on defense procurement. The committee’s members include Prime Minister Recep Tayyip Erdoğan, Defense Minister Vecdi Gönül, Chief of General Staff Gen. Isık Koşaner and procurement chief Murad Bayar.

Gönül told reporters after the meeting that cost of the project, which covers the acquisition of 109 helicopters, was $3.5 billion. He added that the number of helicopters could reach 600 in the future.

Several Turkish companies, most notably Turkish Aerospace Industries, or TAI, will take part in the joint production of the platforms.

“Some important components of the helicopters, such as the body, engine, avionics systems and task software, will be produced in Turkey as TAI will be the main contractor,” Gönül said.

Following the committee’s decision, the Undersecretariat for Defense Industries and Sikorsky will launch contract negotiations for the building of a first batch of utility helicopters.

Sikorsky was competing with AgustaWestland for the contract. Sikorsky offered its T-70, the Turkish version of its S-70 Black Hawk International, which presently is being used by the militaries of dozens of countries, including Turkey. AgustaWestland was competing with its TUHP 149, the Turkish version of its newly developed A-149.

The Turkish decision comes at the end of a final round of talks with the two competing companies. Sikorsky Aircraft and AgustaWestland, a Italian-British firm, have thus far announced benefit packages worth billions of dollars each.

Most of the helicopters in the first batch will go to the military, with the Gendarmerie Forces receiving the lion’s share, and the Army, Navy, Air Force and Special Forces Command getting part of the platforms.

The remaining choppers will go to the Security Directorate, or police forces, and to the Firefighting Department. (ends)
 
 
 
 AgustaWestland Statement - Turkish Utility Helicopter Programme (TUHP)
 
 
(Source: Agusta Westland; issued April 21, 2011)
 
  
 
 With reference to the Turkish government announcement today on the Turkish Utility Helicopter Programme (TUHP), AgustaWestland is issuing the following statement:

AgustaWestland is disappointed by the Turkish decision to select the US Sikorsky company for the Turkish Utility Helicopter Programme (TUHP). The TUHP was conceived from the very beginning as a Black Hawk acquisition project as it was the only suitable model available in the category. AgustaWestland, however, offered Turkey a product partnership to co-develop a new generation helicopter, the AW149, to be co-produced and sold domestically and in the international market.

AgustaWestland's offer, which included an unprecedented level of cooperation with Turkish industry, would have allowed them to access new levels of know-how through technology transfer, design and manufacturing autonomy as well as worldwide market opportunities.

"Unfortunately Turkey’s decision was to opt for an old design of helicopter instead of leveraging on the fruitful collaboration and advantages achieved with the T129 programme. With today’s decision Turkey's aerospace industry has lost a unique opportunity to become a major player in the helicopter industry through the co-development of a new generation helicopter,” said Mr. Ugo Rossini, Vice President Head of Europe.

AgustaWestland is committed to carrying on with the development of the AW149 which has already raised worldwide interest. Significant market opportunities exist for the AW149 with over 8,000 ageing same-class helicopters expected to be replaced in the next 35 years.

-ends-

http://www.dsti.net/Information/News/67069
美陸軍繼續尋求更好的偵察直升機方案
2011-04-22

[據英國《飛行國際》2011年4月20日報導]美國陸軍目前仍在尋求能力更強的武裝偵察直升機方案，但多種跡象表明，陸軍可能再次選擇升級OH-58D的方案。

自從2008年貝爾公司ARH-70專案取消後，陸軍航空兵已經在對OH-58D升級上花費了13億美元，與其尋找換代方案所花費的經費基本相同。

陸軍進行的備選方案分析涉及到多個機型，包括啟動西科斯基公司的S-97“劫掠者”研究，採購EADS北美公司的AAS-72X或波音公司的AH-6S“鳳凰”，升級OH-58D，以及嘗試AVX公司基於OH-58開發的共軸雙旋翼、涵道風扇推進的複合式旋翼機。

分析結果已經提交給陸軍領導層，但陸軍目前還沒有就此事做出決定，也沒有確定向國防部主管採購、技術及後勤的副部長Ashton Carter報告的日期。

目前OH-58項目有三條不同的發展方向。第一，陸軍將把其庫存的39架OH-58A升級到D型標準，而其餘的40架已退役的OH-58A則繼續使用，這將填補目前陸軍在裝備量上的缺口，而陸軍還有可能考慮重啟OH-58D的生產線。

第二，陸軍將把其OH-58D升級到F型標準，換裝新的駕駛艙和感測器系統。

第三，貝爾公司已經完成了其“基奧瓦勇士”Block II的試飛，換裝了760kW功率的霍尼韋爾HTS900-2發動機，達到了“6K/95”標準（能夠在6000ft/1830m高度、95℉/35℃環境下懸停）。

陸軍已經決定開展下一代高速旋翼機研究，將於2030年投入使用，由於西科斯基公司的S-97有很大可能成為該項目的備選方案，因此被排除在了OH-58項目考慮之外。

相比之下，EADS和波音公司的方案則基於現貨的常規構型直升機開發，對OH-58專案來說吸引力可能會更大。（中國航空工業發展研究中心  李昊）

http://www.flightglobal.com/articles/2011/04/20/355781/us-army-continues-search-for-better-scout-helicopter.html
DATE:20/04/11
SOURCE:Flight International
US Army continues search for better scout helicopter
By Stephen Trimble

The US Army's search for a more capable armed scout helicopter continues, but most of the signs are pointing back to an improved version of the Bell OH-58D Kiowa Warrior.

Since the cancellation of the Bell ARH-70 Arapaho in 2008, the army aviation branch has committed to spend more than $1.3 billion to modernise the OH-58D at the same as it considers a wide range of alternatives for replacing the venerable type.

An analysis of alternatives has considered options ranging from launching the high-speed Sikorsky S-97 Raider, pursuing the conventional EADS North America AAS-72X and Boeing AH-6S Phoenix, settling for a modernised OH-58D or gambling on an AVX concept for an OH-58 cabin with a coaxial rotor and dual-ducted fan.

The analysis has been delivered to the army's leadership, but no decision has been reached. Nor has a date been set for briefing Ashton Carter, under secretary of defence for acquisition, technology and logistics, on the army's recommended course of action, says Lt Col Bob Grigsby, programme manger for the army's armed scout.

As the army leadership continues to ponder the options, the OH-58 programme is gaining momentum inside the army's budget documents, with three separate tracks to preserve and extend the Kiowa Warrior fleet until 2025 already in place.

First, the army is taking 39 OH-58As out of storage and converting their cabins to the D-model standard, with another 40 retired OH-58As still available, Grigsby says. The converted OH-58Ds will help reduce a shortfall of aircraft, while the army is also considering relaunching production.

The army is also modernising other OH-58Ds to an F-model standard under the cockpit and sensor upgrade programme, which adds a nose-mounted sensor, glass cockpit displays and improved avionics.

Finally, Bell has flown a "Block II" version of the Kiowa Warrior with a 1,020shp (760kW) Honeywell HTS900-2 engine, which provides a path to overcoming the OH-58's inability to hover at 6,000ft (1,830m) when temperatures are above 35°C (95°F) - also known as the "6K/95" standard.

Alternatives to the Kiowa Warrior could face a difficult challenge. Army aviation leaders have set an "aimpoint" for delivering a next-generation aircraft with high-speed capability for 2030, which seems to remove the S-97 from consideration from an immediate OH-58 programme.

By comparison, EADS and Boeing's proposals based on off-the-shelf, conventional helicopters may be more attractive. EADS, for example, says the mission equipment package of the twin-engined AAS-72X, a modified version of the Eurocopter EC145, can be delivered at the same price and within the same timeframe as the roughly $4.5 million price tag for the OH-58F upgrades, but with 6K/95 performance as standard with no need for a re-engining.

(Corrected: A pevious version of this article stating the AAS-72X itself could be offered for $4.5 million is incorrect.)

http://www.dsti.net/Information/News/67016
波音已為澳大利亞陸軍“基奧瓦”直升機提供超過60000飛行小時的支援
2011-04-21

【據英國《飛行國際》網站2011年4月19日報導】美國波音公司已經達到了支持澳大利亞陸軍27架美國貝爾206B-1“基奧瓦”直升機60000飛行小時的里程碑，其中包括在昆士蘭州颶風和洪水救災中的180飛行小時。
    波音防務澳大利亞分公司專案經理稱：“當今年2月颶風Yasi肆虐昆士蘭州北部地方時，澳大利亞陸軍將全部可用的訓練型和運輸型‘基奧瓦’都投入到救災行動中。波音公司的維護人員晝夜不停的同陸軍共同工作了兩周，保證這些直升機正常飛行。”
    波音及其子公司已經為“基奧瓦”直升機提供了14年的支援。2007年，波音同澳大利亞陸軍簽署了陸軍航空訓練和訓練支持（AATTS）合同。至今，波音已經培訓了超過120名“基奧瓦”飛行員，並分別在昆士蘭州Oakey陸軍航空訓練中心和新南威爾士州Holsworthy第173航空隊為19架訓練型機和8架運輸型機進行維護。
波音還在Oakey為陸軍培訓美國西科斯基公司S-70A“黑鷹”直升機飛行員、機組和技術人員，在南昆士蘭州Townsville為第5航空團培訓CH-47D“支奴幹”直升機飛行員和技術人員。
    波音將繼續履行AATTS訓練和飛行支持合同，直至澳大利亞陸軍開始部署直升機機組培訓系統（HATS）。HATS將使澳大利亞陸軍和海軍的旋翼機訓練相結合。（中國航空工業發展研究中心  褚世永）

http://www.flightglobal.com/articles/2011/04/19/355732/boeing-supports-australian-army-kiowa-fleet-through-60000-flight.html
DATE:19/04/11
SOURCE:Flight International
Boeing supports Australian Army Kiowa fleet through 60,000 flight hours
By

Boeing has reached the milestone of supporting the Australian Army's 27 Bell 206B-1 Kiowa helicopters for more than 60,000 flight hours. The total includes 180h of relief efforts conducted following the recent cyclone and flooding in Queensland.

"When Cyclone Yasi severely damaged north Queensland in February, the Australian Army supplied all available training and transport Kiowas to support Operation Yasi Assist," says Mark Brownsey, programme manager for Boeing Defence Australia.

"Boeing aircraft maintainers worked around the clock alongside the army for two weeks to keep those Kiowas flying," he adds.

Boeing, along with its heritage companies, has supported the Kiowa for 14 years.

The Army Aviation Training & Training Support (AATTS) contract began in 2007. Since then, Boeing has trained more than 120 Kiowa pilots and performed ongoing maintenance tasks for 19 Kiowa training helicopters at the Army Aviation Training Centre in Oakey, Queensland, and for the 173rd Aviation Squadron's eight transport Kiowas at Holsworthy, New South Wales.

The company also trains the army's Sikorsky S-70A Black Hawk helicopter pilots, aircrew and technicians at Oakey, and the service's Boeing CH-47D Chinook pilots and technicians at the 5th Aviation Regiment in Townsville, north Queensland.

Boeing will continue to deliver the AATTS training and flight support programme until the Australian Defence Force's Project Air 9000 Phase 7 Helicopter Aircrew Training System (HATS) comes into service. HATS will be a combination of the delivery of rotary-wing training for the Australian army and navy.

http://www.dsti.net/Information/News/66992
貝爾OH-58 Block II試飛，參與美國陸軍“武裝航空偵察”計畫競爭
2011-04-20

[據美國《航宇日報》2011年4月19日報導]4月14日，美國貝爾直升機公司在Xworx研製和發展工廠完成了OH-58 第二批次（Block II）驗證機的首次飛行，貝爾計畫使該型機滿足美國陸軍的“武裝航空偵察”（AAS）需求，從而替換“基奧瓦勇士”直升機。
    這架Block II驗證機換裝了霍尼韋爾1000軸馬力級HTS900渦軸發動機，以改善OH-58的高溫高空性能，並滿足美國陸軍關於日間95華氏度條件下無地效升限6000英尺（1800米）的要求。這架驗證機基於美國陸軍“座艙和感測器升級”專案（Casup）建造，該專案正在通過更新航電設備及將光電/紅外感測器從旋翼上方移至機鼻下方等措施將OH-58D升級為F構型。貝爾公司稱：與研製新型直升機和購買諸如美國波音公司AH-6S、歐洲航宇和防務公司（EADS）的AAS-72、義大利/英國阿古斯塔•韋斯特蘭公司AW119等現貨產品相比，Block II升級是滿足AAS需求的一個更合理途徑。在2008年貝爾ArH-70A武裝偵察直升機（ArH）研製由於費用超支和進度拖後等原因被取消後，美國陸軍被迫啟動了OH-58D升級計畫，並發佈了AAS專案。
    貝爾公司總裁兼首席執行官CEO約翰•加里森表示，Block II上的發動機、傳動和旋翼升級“提供了大量的ArH性能”，結合F構型的Casup更新，將“為美國陸軍提供一個使OH-58服役至2025年的途徑”。“基奧瓦勇士”推遲退役將為在美國陸軍的聯合多用途技術驗證機基礎上發展出一型下一代替代機提供時間。現有的“基奧瓦勇士”可以升級或改裝為Block II標準。（中國航空工業發展研究中心  褚世永）

http://www.dsti.net/Information/News/66991
愛爾蘭海岸警衛隊公佈SAR直升機解決方案
2011-04-20

[據英國SHEPHARD集團網站2011年4月中旬報導]愛爾蘭海岸警衛隊公佈了其搜索救援（SAR）直升機未來發展方向。

愛爾蘭海岸警衛隊負責人Chris Reynolds稱，他們在選擇其新的SAR直升機合同承包商時採用了一個簡略的複合規定的採購模式。而這份合同於2010年授予CHC公司。

Reynolds表示：“我們計畫繼續裝備SAR直升機，但需要引入新的技術。我們不希望採用類似英國SAR-H直升機專案的採購模式進行，這將導致採購過程的時間過長。而英國如果想簽訂一份臨時性合同，那他們可以參考我們的模式。”

愛爾蘭海岸警衛隊成立了一個“未來直升機研究團體”（FHSG），將對愛爾蘭未來的直升機需求進行研究，在項目競標進行前對項目的風險進行評估。

CHC公司最終贏得了這份價值5億歐元的10年期合同，向愛爾蘭海岸警衛隊交付5架S-92。

這5架機中，一架是西科斯基公司生產的新機，其餘4架是英國臨時SAR合同租用的，由CHC公司負責運營。愛爾蘭計畫在2013年7月使全部5架機達到完全作戰能力。

與此同時，英國的SAR直升機項目未來發展方向仍不明朗。CHC稱，他們正與英國海事及海岸警衛部（MCA）討論臨時合同的問題。

據Shephard公司獲得的情報，英國現有的“海王”直升機機隊可能會延壽使用到2018年，比其預定的退役年限拖後2年。政府則將利用這2年的時間達成一份臨時性SAR直升機合同，使交通部有足夠的時間重新考慮其SAR-H項目未來發展方向。

而任何一個決定都將提交部長級會議進行討論。英國MCA一位官員表示，其SAR-H專案的失敗對海岸警衛隊未來的現代化計畫沒有任何影響。但實際上英國海岸警衛隊已經由於空軍的“獵手”機隊的縮減而產生了能力缺口。（中國航空工業發展研究中心  李昊）

http://www.dsti.net/Information/News/66742
美國政府問責辦公室稱CH-53K專案重回正軌
2011-04-11

【據美國《航宇日報》2011年4月7日報導】美國政府問責辦公室（GAO）在最近的一份報告中稱：經歷了初期的拖延後，CH-53K“超級種馬”直升機專案重新步入正軌。
在這份本周發佈的報告中，GAO表示：通過針對在系統開發初期所暴露難點的攻堅，CH-53K專案已經取得了進展。該專案在2010年7月進行了一次成功的關鍵設計評估，並已對專案未來風險採取了規避措施。GAO強調：按照奧巴馬總統2012年財政預算草案中的描述，該專案的新變化包括延長開發進度，增加開發資金，並推遲生產決策時間。但GAO報告中還稱這次調整也使得在向國會提交的預算中將該專案2012財年的開發資金削減了3050萬美元，2010~2015財年開發總資金減少了9460萬美元。預算案所含資訊顯示，這次費用削減將導致專案進度拖延7個月，並使總開發費用估算增加6900萬美元。
即便如此，CH-53K仍是一個關鍵項目。GAO稱：美國海軍陸戰隊正在面臨重型運輸機的嚴重短缺。此外，目前武器系統較之以前更重，對海軍陸戰隊現役CH-53E重型直升機提出了進一步的挑戰。為了應對重型運輸需求，海軍陸戰隊啟動了CH-53K重型運輸替代專案，GAO指出該專案從2005年進入開發階段後出現了巨大的費用增加和進度延後。CH-53K“超級種馬”直升機任務是完成重型武器、裝備和補給的兩栖戰鬥運輸，以支持海軍陸戰隊的岸上作戰。
CH-53K是從CH-53E發展而來的一型新設計，預計將採用相同的艦上區域，並提供顯著改進的運載能力、可靠性、可維護性和使用成本。這型新直升機的主要改進包括：升級的發動機、重新設計的減速器、複合材料槳葉和改進的旋翼系統、電傳飛控、一部完全綜合的玻璃座艙、改進的機艙操作和容量，以及經過增強的生存能力和防護能力。在進度拖延和海軍陸戰隊採購數量由156架增至200架的共同作用下，從2005年12月開始進入開發階段，該專案總費用估算已經增長了約68億美元，從約188億美元增至255億美元。GAO稱：“項目總費用增加的主要原因是採購數量的增加。開發費用增加和進度拖後的原因則是：在未決定如何在項目限制內滿足需求前就開始開發、項目辦公室和主合同商間也存在關於系統工程工作上的交流失誤、兩者在安排工作方面的滯後。在一次降低費用工作中，該專案已經推遲了三項性能獲得，並暫緩了兩項維護技術性能。”目前，CH-53K計畫在2018年向部隊交付，延期了約3年。（中國航空工業發展研究中心  褚世永）