http://www.dsti.net/News/53328.htm
波音公司考慮“可變”有人駕駛飛機

[據英國《飛行國際》2009年4月28日報導] 波音公司已經提出一種飛機控制系統的美國專利申請，這種飛機控制系統可以構型為兩人模式、單人模式和無人駕駛模式。無人駕駛模式是以無線信號的形式接收遠端操作者的輸入資訊，專利申請號為20090105891。

      西科斯基公司曾表示它正在完成類似的工作。西科斯基公司表示將增加電傳操縱設計，部分原因是使軍方可以使用直升機來完成非常危險的任務或飛行員易受傷的任務；為此，該公司提到了兩人模式、單人模式和無人駕駛模式。波音公司在此方面則用無人機“小鳥”為美國軍方調查相關領域，該特種部隊直升機的原型機已經作為無人機進行過多年的飛行了。

      專利的形式無論怎樣應用於民用和軍用系統，都可以降低使用費用。“與飛行機組人員培訓和取得資格相關的費用可以作為降低飛機使用費用的重要部分”。波音的系統可以幫助飛行指揮官“根據任務的重要程度、難度和風險來選擇相應的飛機控制等級”，從而增強“任務靈活性”。此外，由於減少機組成員，也可以顯著降低成本費用，波音表示該系統允許有人駕駛飛機逐步集成無人駕駛能力。（中國航空工業發展研究中心  邢晨光）

http://www.flightglobal.com/articles/2009/04/28/325781/boeing-ponders-variably-manned-aircraft.html
Boeing ponders “variably” manned aircraft
By John Croft

DATE:28/04/09
SOURCE:Flightglobal.com

Boeing has filed for a US patent on an aircraft control system that could be configured for two, one or zero pilots. The no-pilot mode would receive input from a remotely located operator by way of wireless signals, patent application 20090105891 states.

The development echoes similar work that Sikorsky has said it is performing. Sikorsky president Jeff Pino has said the company will increasingly turn to fly-by-wire designs in part to allow the military to use helicopters for missions too dangerous for pilots or for situations where pilots are injured. "We envision a switch in the cockpit of all of our helicopters with indicators for 'No pilot', 'One pilot' and 'Two pilots'," Pino stated at the February 2008 Helicopter Association International Expo.

For its part, Boeing has been investigating the area for the US military with its unmanned Little Bird. A prototype of the special forces helicopter as been flying for several years as a pseudo unmanned aircraft, in that pilots ride along to monitor the aircraft and can take over the controls if need be.
 
The more comprehensive system envisioned in the patent however would apply to civil and military systems, in part helping operators to reduce expenses.

“Costs associated providing a trained and qualified cockpit flight crew are a substantial portion of the recurring costs of aircraft operation,” the airframer says in the 23 April patent application. “Flight crew, and especially pilot, reduction in at least some portion of the flight operations may significantly reduce aircraft operating costs, either by reducing the number of aircraft personnel, or by freeing up pilots to perform other, mission related tasks.”

Boeing’s system would provide for “greater mission flexibility” by allowing the flight commander “to choose the appropriate level of aircraft manning based on mission importance, difficulty or risk.”

In addition to obvious cost advantages in supplying less crew, Boeing says the system could also allow for manned ferrying of vehicles capable of unmanned operations within airspace that would otherwise prohibit unmanned operations and provide for gradual integration of unmanned vehicles “within existing customer mission operations.”

That integration could begin with the vehicles flying as manned aircraft in initial development and deployment periods and later be shifted to unmanned operations as the “customer (military, commercial, etc) becomes comfortable in the operation of such vehicles,” says Boeing.

http://big5.xinhuanet.com/gate/big5/news.xinhuanet.com/mil/2009-04/13/content_11177017.htm
比"黑鷹"快2倍的X2直升機將成美軍新"王牌" 
2009年04月13日 10:05:10 　來源：解放軍報 

    2008年底，美國西科斯基公司推出新一代高速攻擊直升機X2。它超凡的設計、特殊的隱身性能和強大的火力，立刻吸引了世界各國的關注。一些軍事專家預言：不久的將來，“既輕又狠”的X2高速攻擊直升機將取代“阿帕奇”，成為美軍戰場上又一張新的“王牌”。

    ●係出名門設計脫俗

    提起西科斯基公司，你可能不熟悉。可提起它制造的“黑鷹”、科曼奇等直升機，你肯定如雷貫耳。

    作為美國著名的直升機制造廠家，西科斯基公司再次重拳出擊，推出新一代高速攻擊直升機X2。該公司之所以將這款直升機定名為X2，主要是通過採用現代先進技術，將主旋翼、推進尾槳和發動機進行綜合一體化設計，使這種新型共軸雙旋翼直升機的性能水平達到傳統設計的“雙倍”（2X）。

    X2型螺旋槳推進技術，是在直升機機身的水平中心軸上分別安裝一個縱向和橫向的螺旋槳旋轉係統，當兩個螺旋槳旋轉係統同時工作後，就會大大提高直升機的水平飛行速度。目前，世界各國所使用的巡航速度最快的直升機，最高時速一般在250公裏/小時至350公裏/小時的范圍內；而此次X2直升機最高時速將達到了463公裏/小時，是美國現役“黑鷹”直升機速度的2倍，“阿帕奇”直升機速度的1.5倍。

    ●智能隱身光電一體

    X2直升機運用了大量先進技術，不僅大大提高直升機零部件的使用壽命，降低結構重量，減少維修工作量和使用成本，而且可以提高X2的機動和攻擊能力。

    智能旋翼。X2直升機的雙重復合旋翼設計吸取了當今最先進的直升機旋翼工藝，是一種智能旋翼，即可在任意方向上隨飛行狀態變化而變化。這種智能變形旋翼使直升機能隨時保持最佳的氣動外形，對改善直升機的性能具有不可估量的價值。

    智能化駕駛艙。X2直升機在進行偵察時，駕駛員一旦把開關置“自動偵察”位置，智能化的作戰係統就能自動地進行全方位搜索和探測並自動顯示、記錄、報告目標位置。當有導彈來襲時，安全係統就會立即報警，同時顯示威脅的性質、方位、距離和所採取的對抗方式；故障顯示係統則可自動診斷電子係統和機械係統的故障，甚至能預報即將發生的故障，並顯示出應採取的防范措施。

    隱身設計。X2直升機無論是外形還是武器外挂點的設計，都將隱身性作為其設計的重中之重。從第四代戰鬥機開始，隱身設計已經是美軍武器設計中必不可少的一環。

    光傳操縱。X2直升機將採用新一代綜合化、數字化航空電子係統，使其飛行控制、通信導航、火力控制、電子對抗等方面的性能得以提高，從而使直升機的信息戰能力成倍提高。

    ●攻防兼備火力強大

    X2直升機在武器配置方面可謂火力強大。首先，X2在機頭下方加挂了一門新型機炮，與“阿帕奇”直升機的單管機炮不同，新型機炮採用了隱身設計，炮身被包在一個圓筒裏，共有6個炮管，炮彈的射速可達到每分鐘6000發左右。其次，在X2機身兩側，各有一個武器挂架，可挂載“海爾法”反坦克導彈和新型火箭裝置。據介紹，X2在繼承“長弓阿帕奇”的火力優勢的基礎上，還進一步加強了精確打擊能力。

    該機除了在速度和隱身上比阿帕奇有明顯優勢外，另一個優勢就是其尾翼的設計。阿帕奇的尾翼螺旋槳在機尾的左側，這就產生了一個弊端，在使用機身左側武器挂架發射“海爾法”反坦克導彈或火箭彈時，其導彈射後產生的火焰和碎片很容易對尾翼造成傷害。新型X2採用的是居中的設計布局，並在尾部推進器兩旁增加平衡翼，這個設計可有效地避免導彈發射後的碎片和火焰直接接觸到尾部螺旋槳，使得直升機在使用任何一側機載武器時都能自如地控制飛行姿態。（作者單位：總參陸航研究所）

http://www.sikorsky.com/sik/about_sikorsky/news/2008/20080827_1.asp
Sikorsky’s X2 TECHNOLOGY™ Demonstrator Achieves First Flight

August. 27, 2008
 HORSEHEADS, N.Y., Aug. 27, 2008 – Sikorsky Aircraft Corporation today successfully completed the first flight of its X2 TECHNOLOGY™ Demonstrator, maneuvering the prototype aircraft through hover, forward flight, and a hover turn, in a test flight that lasted approximately 30 minutes. Sikorsky is a subsidiary of United Technologies Corp. (NYSE:UTX).

Sikorsky Chief Test Pilot Kevin Bredenbeck conducted the test flight at Sikorsky’s Schweizer Aircraft Corp. rapid-prototyping facility in Horseheads, N.Y. The milestone culminated more than four years of design, development and testing of the Demonstrator aircraft’s suite of technologies that are intended to advance the state-of-the-art, counter-rotating coaxial rotor helicopter.

 “Today’s achievement is the result of dedicated effort by the entire X2 TECHNOLOGY Demonstrator Program Team,” said James Kagdis, Program Manager, Advanced Programs. ”It is proof of the complete commitment by Sikorsky Aircraft to this program and to the exploration of innovation in aviation. We look forward to expanding the flight envelope for this Demonstrator and will continue to conduct market analysis to determine the next steps for this important program.”

The X2 TECHNOLOGY Demonstrator is designed to establish that a helicopter can cruise comfortably at 250 knots, while retaining such desirable helicopter attributes as excellent low speed handling, efficient hovering, and safe autorotation, combined with a seamless and simple transition to high speed.

Sikorsky President Jeffrey P. Pino said the successful first flight attests to the company’s commitment to excellence and to industry-leading innovation.

”X2 TECHNOLOGY has crossed a major threshold,” Pino said. “The team’s achievement sets the stage for the next series of tests eventually leading to maximum speed. It also sparks the imagination for what ultimately the technology can mean to the future of the rotorcraft industry. We are far from having a product, but closer than ever to realizing the potential.”

Among the innovative technologies the X2 TECHNOLOGY Demonstrator employs are:

Fly-by-wire flight controls
Counter-rotating, all-composite rigid rotor blades
Hub drag reduction
Active vibration control
Integrated auxiliary propulsion system

Sikorsky Aircraft first announced the initiative to develop an integrated suite of technologies called X2 TECHNOLOGY in June 2005. The project is funded solely by Sikorsky. The X2 TECHNOLOGY Demonstrator Program Manager is Steve Chisarik, and Director of Engineering Sciences for Sikorsky is Steve Weiner.

Key suppliers for the X2 TECHNOLOGY Demonstrator are:

Eagle Aviation Technologies, Inc.: Main rotor blades, miscellaneous composite hardware
Goodrich Corporation: SmartProbe™ air data system and engineering support
Hamilton Sundstrand Corp.: Flight Control Computers, Active vibration control, engineering support
LHTEC (Light Helicopter Turbine Engine Company, a partnership between Rolls-Royce/Honeywell): Engines, engineering support
Moog, Inc.: Active vibration actuation, Consignment MU/EU components, engineering support

Sikorsky Aircraft Corp., based in Stratford, Conn., is a world leader in helicopter design, manufacture, and service. The company’s long commitment to safety and innovation is reflected in its mission statement: “We pioneer flight solutions that bring people home everywhere … every time™.“ 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://mil.news.sina.com.cn/p/2008-08-31/0914519000.html
西科斯基公司新型X2高速直升機完成首飛
http://www.sina.com.cn  2008年08月31日 09:14  中國航空信息網

　　據英國《飛行國際》網站2008年8月27日報導 美國西科斯基飛機公司今天宣佈他們完成了對X2高速驗證機的飛機測試，在紐約H•rseheads公司Schweizer飛機快速原型機廠進行了30分鐘的首次飛行。這個期盼已久的直升機里程碑終於到來，而此前公司預計首飛將到2009年才能進行。

　　巡航速度為250海裏/小時的X2現在進入了包括四個階段的飛行測試。其中第一階段將驗證同軸主旋翼的盤旋性能。

　　西科斯基飛機公司將逐漸增加前進飛行速度，到第四階段測試時將達到250海裏/小時。飛行測試將決定在2010年是否宣佈X2作為一種新型民用飛機。

　　X2驗證機由小型直升機發動機公司(LHTEC)的T800發動機驅動，這款發動機原本是為已經被取消了的西科斯基/波音RAH-66阿帕奇直升機而設計開發的。

　　西科斯基飛機公司宣佈X2是上世紀70年代XH-59A先進旋翼概念的現代版，其顯著特點是採用被命名為XH-59的電傳作業系統來應對較高的振動水準。如果X2飛行測試成功，西科斯基飛機公司計畫宣佈開發一個基於同軸和模組設計的民用和軍用直升機家族。(劉代軍 責編張)

http://www.flightglobal.com/articles/2008/08/28/315257/sikorskys-x2-speedster-completes-first-flight.html
Sikorsky's X2 speedster completes first flight
By Stephen Trimble

DATE:28/08/08
SOURCE:Flightglobal.com

Sikorsky today launched the flight test phase for the X2 high-speed technology demonstrator, achieving a first flight of 30 minutes in Schweizer Aircraft's rapid prototyping facility in Horseheads, New York.

The long-awaited milestone for the compound helicopter comes almost two years late, but well ahead of the company’s previous forecast that first flight may be delayed until 2009.

The X2, which is designed to cruise at 250kts, now enters a four-phase series of flight tests. Phase 1 will demonstrate the hover performance of the coaxial main rotors.

Sikorsky will gradually increase forward velocity airspeed until reaching the 250kt goal at the end of phase 4. The flight tests will support a decision expected in 2010 on whether to launch the X2 as a new civil aircraft.

The X2 demonstrator is powered by the Light Helicopter Turbine Engine Co. (LHTEC) T800 engine, which was developed to support the cancelled Sikorsky/Boeing RAH-66 Comanche.

Sikorsky launched the X2 as a modern reprisal of the 1970s-era XH-59A advancing blade concept. The X2, however, features fly-by-wire controls and avionics that are hoped to counter the high vibration levels that doomed the XH-59.

If the X2 flight test phase proves successful, Sikorsky plans to launch a family of new civil and military helicopters based on the coaxial, compound design.

http://mil.news.sina.com.cn/2008-07-22/0833512568.html
西科斯基X2驗證機首飛可能推遲到2009年
http://www.sina.com.cn 2008年07月22日 08:33 中國國防科技資訊網

　　已經推遲了2年的西科斯基公司X2技術驗證機的首次飛行儘管已經為期不遠，但也可能要到2009年真正實現。

　　先進研究項目經理Jim Kagdis稱，天氣條件、液壓系統液體洩漏以及其他“常規問題”導致了首飛推遲了2年多。他否認該驗證機必須減重。

　　該共軸直升機採用T800發動機，該發動機也是被取消的波音/西科斯基RAH-99“科曼奇”的動力裝置。但受主旋翼傾斜影響X2的向前速度受到限制，並使用一個推進式螺旋槳以達到460千米/小時的巡航速度目標。

　　Kagdis稱，飛機首飛已為期不遠，即在12個月內，但有可能不會在今年底前。西科斯基計畫X2的飛行試驗分成4個階段，後階段比前一階段飛機最大飛行速度不斷增加。第1階段X2將飛行到40節(74千米/小時)速度，推進式螺旋槳已安裝但未使用。第2階段最大速度將達到120節(222千米/小時)，推進式螺旋槳將投入使用。第3和第4階段將使飛行速度達到180節(333千米/小時)並進一步向250節(463千米/小時)的目標邁進。第1階段試驗將在紐約州Elmira進行，剩餘階段的試驗將在佛羅里達州西棕櫚灘進行。所有試驗可能在2010年結束，下一十年初將做出商業啟動決定。(中國航空工業發展研究中心 吳蔚)

http://www.flightglobal.com/articles/2008/07/17/225807/sikorsky-x2-first-flight-could-slip-to-2009.html
Sikorsky X2 first flight could slip to 2009
By Rob Coppinger

DATE:17/07/08
SOURCE:Flight International
 
Sikorsky's X2 technology demonstrator's first flight, already two years late despite being "within arm's reach", may not happen until 2009.

Advanced programmes manager Jim Kagdis blamed winds and assorted weather conditions, hydraulic leaks and other "normal project issues" for the two-year plus delay for its first flight from 2006. He denies that weight reduction had been necessary for the demonstrator, of which there will be only one.

This coaxial rotor helicopter uses the T800 engine, developed for the cancelled Boeing/Sikorsky RAH-66 Comanche, but it has limited forward velocity with its main rotor pitch and uses a pusher propeller to reach its target cruise speed of 250kt (460km/h).

The company plans a four-phase test programme after its first flight, which Kagdis says is "within arm's reach, that is months, less than 12, but may not be [before the end of the year]."

The four phases will each increase the maximum speed performed. Phase one will see the X2 fly up to 40kt with the pusher prop fitted but not integrated. Phase two will see a top speed of 120kt and the prop integrated. Phases three and four will bring the top speed to 180kt and beyond toward the target of 250kt.

Phase one will take place at the company's Elmira, New York facility and remaining phases at the West Palm Beach, Florida location. The four-phase test programme could end by 2010 with a commercial launch decision early in the next decade.

http://mil.news.sina.com.cn/p/2008-07-17/1613511682.html
美國展出新型X2攻擊直升機速度超過黑鷹兩倍
http://www.sina.com.cn 2008年07月17日 16:13 新浪航空

　　新浪航空訊　2008年4月，在美國休士頓的一次直升機展上，西科斯基飛機公司解密了其最新的X2驗證攻擊直升機。公佈的資料顯示該機空重2406千克，持續速度可達463千米/小時(合計：250節)，這個速度比美軍現役的黑鷹(130節)要快出將盡兩倍。X2沿用俄羅斯卡莫夫公司直升機的設計思路，採用兩個重疊的、品質輕的複合材料葉片，並在尾翼處加了一個推進螺旋槳，發動機動力1400馬力，與現役主戰坦克的動力相當。

　　在本次范堡羅航展上，西科斯基公司也將X2高速驗證攻擊直升機的模型帶來了。從模型上看，該機在機首下方加掛一門新型加特林機炮與現役阿帕奇的單管機炮不同，新炮採用隱形設計，全炮被包在一個圓狀的筒子裏，有六個炮管，按照加特林的射速判斷該炮射速可達到每分鐘6000發左右，在機身兩側各有一個武器掛架，可掛載海爾法反坦克導彈和新型火箭裝置。雖然從重火力配置上可能X2不如AH-64D，但作為一款輕型攻擊直升機，這樣的火力配置決定可以稱得上是豪華陣容。筆者分析，該機除了在速度和隱身上對阿帕奇有明顯優勢外，另一個優勢就是其尾翼的設計。阿帕奇的尾翼螺旋槳在機尾的左側，這就產生了個弊端，在使用機身左側武器掛架發射海爾法反坦克導彈或火箭彈時，其導彈射後產生的火焰和碎片很容易對尾翼造成傷害，由此產生飛機失去控制。在美軍條例中，除了實戰外，平時訓練是禁止使用左側機載武器的，這樣無形中就使阿帕奇失去了一半的戰鬥力。新型X2採用的是居中的設計佈局，並在尾部推進器兩旁增加平衡翼，這個設計可有效的避免導彈發射後的碎片和火焰直接接觸到尾部螺旋槳。使得直升機在使用任何一側機載武器時都能自如的控制戰機。

　　目前不光美國推出這種設計的高速直升機，俄羅斯也推出了同樣設計的KA-92直升機，其佈局跟X2完全相同。看來新一代的直升機已經分別進入兩個大國日程表了，估計不久後這兩型新概念直升機樣機就會試飛了。中國直升機工業該加速了，要不然又會落到人家後面。(杜長軍)

http://www.flightglobal.com/articles/2008/07/14/225315/farnborough-2008-need-for-speed.html
FARNBOROUGH 2008: Need for speed
DATE:14/07/08
SOURCE:Flight International
 
Sikorsky offered a tantalising glimpse of a high-speed future for helicopters when it announced the X2 programme in 2005 – a compound helicopter capable of cruising at 250kt and packed full of new technologies. Now the demonstrator is almost ready to fly.

Speed equals time and time equals money. When the Sikorsky design team conceived X2 the challenges were complex but the principle was simple – fly faster and the market will be there.

Three years on from going public on the concept of a high speed compound helicopter the programme is at a critical phase. Ground runs with rotor blades installed and spinning have been completed for the first time and Sikorsky says first flight of the demonstrator is “imminent”.

It will be well into the next decade before customers, whether civil or military, are able to fly any of what the company envisages as a family of aircraft built around an X2 suite of technologies. Between now and then is a significant development challenge for the X2 team based at Sikorsky subsidiary Schweizer in New York state.

“The flight test programme will be in four stages,” says Jim Kagdis, programme manager, advanced programmes. At Schweizer we will move from the hover out to about 40kt, then transition the programme to West Palm Beach in Florida to take the aircraft from 40kt to 120kt, then 120kt to 180kt. Finally, we’ll complete the final phase out to our ultimate goal of a 250kt cruise. I would expect to be at that point within the next two years.”

Sikorsky has so far completed 14 hours of ground runs with dynamic systems and is now in the final build phase prior to first flight. “It’s actually been pretty smooth,” says Kagdis. “We had the benefit of not being completely new to the idea of a coaxial design.” The X2’s prime predecessor, the XH-59A advancing blade concept, was built by Sikorsky and part-funded by NASA and other parties in the early 1970s.

The goal at the time was to test the concept that rigid counter-rotating main rotors, where the advancing blade on each side produces lift while both retreated blades are feathered, could be used to reduce drag and tip velocities to produce higher cruise speeds. Although it did just that, the technical limitations around high vibration, mechanical control mechanisms and fuel-thirsty powerplant proved insurmountable at that time.

In the interim the required technologies were matured largely thanks to research on military contracts, not least the Boeing Sikorsky RAH-66 Comanche, whose development as an armed reconnaissance helicopter included a vast research programme prior to its termination by the US military in 2004.

This time around Sikorsky is sole-funding the X2 development and is learning from past experience on where the potential pitfalls are. Kagdis explains: “Technology has moved on a huge amount in the interim period. On X2 we are using composite materials, we will integrate fly-by-wire, have all composite blades and also active vibration control. Integration of these types of technologies makes a huge difference when you are developing such an advanced concept.”

Kagdis says the pusher propeller, which works with the counter-rotating coaxial main rotors, will be integrated but not operational for early flight test. He also points to the rapid prototyping capabilities of Schweizer which have helped to manage the development schedule effectively and keep a lid on costs.

Sikorsky unveiled the two place demonstrator at HAI in Texas in February and since then has amassed important market feedback on the concept. The offshore oil market is a key potential market for X2, says Kagdis, because of the potential to increase the productivity of aircraft which currently might only be able to complete three missions per day. “Time-sensitive missions are where you can really see the value of the extra speed,” he says. The offshore oil variant would likely be in the 15-19 seat range.

Sikorsky is also targeting the emergency medical services (EMS) market where operators have a specific requirement for speed to reach accident sites and subsequently to transport casualties for trauma care as rapidly as possible.

On the military side Sikorsky envisions an X2-sized armed helicopter that could fly escort for the Bell Boeing V22 Osprey and also as a Boeing Little Bird replacement for special operations missions, operating at long distances off carriers and once in theatre able to fly with the lower speed and agility of a traditional helicopter.

The fly-by-wire (FBW) aspect of X2 is likely to have wider implications for Sikorsky, which indicated at HAI that it plans to harness FBW and autonomous flight to improve the safety and utility of future helicopters. Sikorsky president Jeff Pino states that Sikorsky has an internal goal to fly a Black Hawk with an option for ‘one pilot’, ‘two pilot’ or ‘no pilot’ operations as early as 2011.

In the short term the focus will remain on speed, where the prospect of adding 100kt to current cruise performance for existing helicopters will ensure that the development of X2 is followed almost as closely in the rest of the industry as it is within Sikorsky.

http://mil.news.sina.com.cn/p/2008-07-16/0825511105.html
長弓阿帕奇可同跟蹤蹤並識別256個空中地面目標
http://www.sina.com.cn 2008年07月16日 08:25 航空知識

　　火力打擊•精確高效

　　在現代局部戰爭中，如何提高武裝直升機的火力打擊能力是各國軍隊非常關注的問題。

　　提高武裝直升機的打擊能力，除增加武器攜帶量外，還要提高直升機精確打擊能力，其中提高射擊精度是提高打擊能力的關鍵。射擊精度主要是通過大量採用先進的通信及傳感系統，以擴大戰場視野，及時掌握資訊資源；安裝毫米波火控雷達目標截獲系統，提供全天候多目標作戰能力和快速主動應戰能力；使用發射後不管的自動尋的導彈，使其具有更強大的摧毀力。如美國陸軍航空兵提出的新一代AH一64D“長弓阿帕奇”改進計畫，重點就在於加強戰場偵察能力和全面更新航空電子設備，其中最重要的就是使用AN／APG一78長弓毫米波火控雷達目標截獲系統和具有發射後不管的AGM一114毫米波導引“海爾法”導彈。其長弓毫米波雷達目標截獲系統提供了全天候多目標作戰能力，能在晝問和夜間搜索、跟蹤、識別目標，提供距離參數，配合數位移動地圖顯示系統精確標定目標位置，而且能和機上任務電腦、大氣資料電腦和武器系統通過匯流排傳輸參數，使飛行員能迅速選擇戰鬥威脅最大的目標。“長弓阿帕奇”可以同跟蹤蹤並識別256個各式空中和地面目標，並可以將目標初步分類，該系統能與機載的資訊庫資料對比，列出16個最具威脅的目標及射擊順序，並能同時把目標的資訊傳輸出其他友機協同發起對目標的精確攻擊。

　　不僅要精確，武器效能高低也直接制約著作戰任務的完成。目前，各國都在下大力改善武裝直升機的武器系統，使其火力打擊能力進一步提高。如美軍的AH一64D“長弓阿帕奇”攻擊直升機的武器系統包括：一門30毫米M230鏈式機炮，可在方位110度、俯仰+20度-69度範圍內活動。該炮也能和飛行員的頭盔顯示器相連，使飛行員能夠在不改變飛行姿態的情況下攻擊目標；短翼下有4個外掛點，總共可掛載16枚“海爾法”反坦克導彈，可同時實施多目標攻擊；根據作戰任務的需求，也可選裝76枚70毫米火箭彈。可見，現代武裝直升機具有很強的綜合火力系統。不僅可以打擊多種目標，而且火力控制範圍也很大，在現代戰場上具有很強的綜合作戰能力。

　　空戰能力•作用重要

　　在最近的幾場高技術局部戰爭中人們發現，由於固定翼飛機與直升機的速度差很大，因此固定翼飛機並不是消滅武裝直升機的最有效武器。奪取“一樹之高”的近地制空權，消除直升機對地面部隊的威脅，還是靠直升機反直升機。武裝直升機之間的空戰已經初見端倪。

　　因此，研製發展裝備有空戰武器，專門用以空戰的殲擊機不僅成為未來武裝直升機的重要發展趨勢，並會開闢一個全新的近地空戰場空間和直升機空戰這種作戰模式。這種直升機只裝備空戰武器，專門用來與敵直升機交戰，具有明顯的空中優勢，可以用來奪取近地制空權。美國空軍正在計畫研製用於空戰的小型殲擊直升機，以輕巧機動的偵察直升機為基礎採用合成材料結構，裝備小毫米波雷達，並在旋翼主軸上安裝瞄準裝置，武器系統包括初速很高的航炮和輕型空對空導彈。國外專家預測：“在未來的直升機空戰中，一種一個人駕駛的輕型的、高速的、機動靈活的、生存力強的、裝有火炮和導彈的作戰直升機將唱主角”。這種預測是否準確還有待進一步研究，但是空戰直升機在未來戰場上的地位和作用，確實是不可忽視的。

　　無人化•趨勢明顯

　　現代局部戰爭，為適應示淶戰爭“零傷亡”的要求，武器智慧化、無人化成為一個重要趨勢，和有人武裝直升機相比，無人直升機隱蔽性更好。無論體積、重量，還是反射面積都比前者要小的多；再加上它獨特精巧的設計，廣泛使用複合材料、雷達吸波村料、紅外隱身性能極好的塗料，使無人直升機對雷達、紅處和隱身性能達到相當高的程度。在作戰使用中無人直升機還能按預編程式繞過固定防空陣地，更使對其探測和跟蹤十分困難，非常有利於發動偷襲。

　　此外，無人機與武裝直升機一體化作戰也是一個趨勢。美國陸軍正在探索發展“獵人遠距殺手”計畫，用無人偵察機與有人武裝直升機組成作戰編隊，這樣偵察引導任務就可由無人機承擔，武裝直升機在敵火力範圍之外執行攻擊任務，以提高生存力和整體戰鬥力。美軍利用1架“獵人”無人機和1架“長弓阿帕奇”武裝直升機進行戰鬥編隊試驗，目標識別距離增加了12-27千米，有效攻擊距離增加了3～5千米，縮短了戰鬥資訊回饋時間。這種方法融“偵察——打擊”能力於一體，提高了整體戰鬥力。

　　雖然，目前無人直升機還沒有直接參與打擊任務的戰例，但是無人固定翼飛機卻已經在阿富汗戰場上嶄露頭角。2001年，美軍的RQ-1“掠食者”無人機就曾偵察發現一支悄悄行動的塔利班部隊，並將資訊情報發送至五角大樓和中央情報局。經過分析，美國高層官員認為：在這支部隊中，有塔利班和“基地”組織的重要人物，於是，美軍的地面控制人員“命令”RQ-1“掠食無人機尾隨跟蹤，在一處小鎮宿營地，跟蹤而至的“掠食者”悄無聲息地在他們頭頂上盤旋。透過夜視鏡頭，千里之外的美軍控制人員發現，整座大樓防守嚴密，不時有人進進出出，房間內似乎正在召開一個重要會議。美軍中央司令部果斷地下達了攻擊的命令。一直在喀布爾地區上空巡航待命的3架美國空軍F-15戰鬥機立即趕赴現場，向小旅館投下3枚精確制導的GBU-15炸彈，與此同時，“掠食者”也向地面停車場上的車輛發射了兩枚“地獄火”式反坦克導彈。此次空襲行動命中目標準確，共有近百人被炸死，多名“基地”組織的高層人士陣亡。據悉，死者中包括本-拉登的副手-57歲的穆罕默德-阿提夫。

　　美軍對發展無人機極為關注，1988～2002年投資額近50億美元，2003年為13.66億美元，2005年已達21.ol億美元，預計到2009年將高達32.2l億美元，並投資1.6億美元，用來發展無人作戰武裝直升機。這項無人武裝直升機計畫為期8年，共分四個階段。洛克希德.馬丁公司第一階段競爭中擊敗了波音公司和雷錫恩公司，順利地進入了2004年7月啟動的第二階段。這種無人武裝直升機的大小與OH一58D偵察直升機相當，可內裝230～460千克載荷，不僅能掛載導彈和火箭，還可攜帶一些非致命武器；既能在開闊地域內攻擊坦克、裝甲等顯露目標，還能用於打擊經過精心偽裝的隱藏目標。

　　美、俄、英等軍事強國也都十分重視無人直升機的研究和發展，並分別推出了各具特色的無人直升機。目前，世界上先進的無人直升機主要有：美國“火力偵察兵”和X2型無人直升機、俄羅斯的卡一137無人直升機、英國的“斯普賴特”和“小精靈”無人偵察直升機、加拿大的VTOL和CL一227“哨兵”無人直升機等。這些直升機目前雖然只是作為偵察機使用，但是基於“捕食者”的成功經驗，將其改裝為具有攻擊能力的無人武裝直升機應該不是很困難。

　　總之，直升機正伴隨資訊技術進步的腳步而不斷對自己進行脫胎換骨的改造。可以預見，不久的將來，隨著新材料、新設計和微電子技術等的飛速發展，並在直升機上的廣泛應用，新世紀的直升機將向數位化、隱身化和智慧化方向發展，各類新型直升機，包括用於空戰的戰鬥直升機、安全性更高的無人直升機必將以新的姿態、新的身影，展翅奮飛於資訊化戰場，稱霸於“一樹之高”。航空知識第6期