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Post Info TOPIC: Joint Multi-Role (JMR) and Future Vertical Lift (FVL)


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Joint Multi-Role (JMR) and Future Vertical Lift (FVL)
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Some interesting reports gathered by Grey Havoc:

 

Fourth Team To Join JMR Rotorcraft Studies

Sep 2, 2011 


  
By Graham Warwick 
 
  
A fourth team is to join Boeing, Bell-Boeing and Sikorsky in competitively studying concepts for the Joint Multi Role (JMR) medium utility rotorcraft, which could replace U.S. Army UH-60 Black Hawk helicopters beginning late next decade.

Boeing, Bell-Boeing and Sikorsky were awarded 18-month configuration trades and analysis contracts at the end of June. Each is worth around $4 million, with industry contributing a similar amount.

“We are negotiating with one more, and should award a contract in the next couple of weeks,” says Ned Chase, platform technologies division chief at the Army’s Aviation Applied Technology Directorate (AATD). He spoke Aug. 31 at a conference in Patuxent River, Md., organized by vertical-lift technical society AHS International.

Concept studies are the first step toward the planned awarding of contracts to build two different JMR technology demonstrators that would fly by fiscal 2017 as a precursor for development of a new medium utility rotorcraft to be fielded around 2027-28.

The three teams already under contract are taking different approaches. One is “doing a deep dive on a single configuration,” Chase says. Another is studying three different concepts, while the third is looking at all possible options, he says.

Bell Helicopter CEO John Garrison has said previously that the Bell-Boeing team responsible for the V-22 Osprey proposed a tilt-rotor configuration for the JMR studies.

The fourth contract is taking longer to negotiate because the unidentified entity is not as experienced in contracting with the Defense Department, “but they have a good proposal,” Chase says.

The Pentagon has compiled a list of desired attributes for a JMR family of vertical-lift vehicles to replace its current fleet of helicopters, including the AH-64D Apache, UH-60M Black Hawk and CH-47F Chinook. These include 200-kt.-plus speed, 230-nm combat radius, 6,000-ft./95F hot/high performance and increased affordability, durability and survivability.

The configuration studies “will distill out the things that bring the most value, and get from a list of attributes to the design requirements for a next-generation rotorcraft,” Chase says. “They will provide the performance specification for the demonstrator aircraft.”

The same list of attributes for a medium utility JMR have been supplied to an independent government design team that is looking at advanced helicopter, compound helicopter and tilt-rotor concepts, Chase says.

The government designers are providing data on the three configurations to an operations analysis team at Fort Rucker, Ala., which will run scenarios to establish the relative operational values of the desired attributes.

AATD plans to award multiple contracts in fiscal 2013 to begin design of JMR demonstrators. Following preliminary design reviews, the Army in fiscal 2015 will downselect to two contractors to build the aircraft.

Phase 1 of the demonstration will involve flight tests of the demonstrator air vehicles. Phase 2, following two years later, will involve the design and integration of open-architecture mission systems into the demonstrator aircraft.
 

http://www.aviationweek.com/aw/generic/story_generic.jsp?channel=defense&id=news/asd/2011/09/02/02.xml&headline=Fourth



-- Edited by Stingray on Wednesday 17th of June 2020 11:25:24 PM

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RE: JMR (Joint Multi-Role) program
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Army Begins Defining Future Vertical-Lift

Sep 14, 2011 


  
By Graham Warwick
Washington
  


Finally responding to calls from operators and industry to begin work on replacing its hard-pressed helicopter fleets, the U.S. Army is moving ahead with a program to develop the next generation of rotorcraft. But the service faces a challenge securing sufficient government and industry funding to sustain competition until a development program can begin around the end of the decade.

The Army has kicked off the Joint Multi-Role (JMR) program not knowing exactly what it wants or which of its helicopter fleets it will replace first. Instead it has a list of desired attributes and a rough timescale—2027-28—for fielding its first all-new rotorcraft in 50 years. The task of turning those attributes into requirements for a next-generation aircraft falls to a pair of technology demonstrators the service plans to build and fly in 2017.

In a sign the Army is getting serious, its budget for rotorcraft science and technology (S&T)—which has long run at a mere $100 million a year—is being augmented for the JMR demonstrators. But additional funding, as well as industry cost-sharing, will be needed if the service is to fly two robust demonstrators with mission systems and so keep its competitive options open.

“It’s a major breakthrough that we are not flat-lined at $100 million and they have been successful in getting Army leadership to increase S&T funding for the JMR demonstration,” says Michael Hirschberg, executive director of American Helicopter Society (AHS) International, a technical body. “It remains to be seen whether it will be enough to do everything they want the technology demonstrators to do.”

JMR is seen as a family of vertical-lift vehicles, from light to ultra-heavy, sharing common technologies. As a starting point, the Army has selected the middle of the range and the medium utility JMR. Not only would this replace the Sikorsky UH-60 Black Hawks that make up its single largest helicopter fleet, but studies over the next two years will show to what extent technologies required in a medium utility JMR could scale down to the light scout and up to the heavy transport classes.

Distilled from several recent Army and Pentagon-level analyses that identified gaps in U.S. rotorcraft capabilities, the list of desired attributes for the JMR family of vehicles includes speed exceeding 200 kt., up from less than 150 kt. for today’s helicopters, a combat radius of 230 nm and 6,000-ft./95F hot-and-high performance. In addition to better affordability, durability and survivability, other attributes include a common core avionics architecture and an optionally manned capability.

“The capabilities demanded cannot be achieved through upgrading the current fleet,” says Ned Chase, platform technologies division chief at the Army’s Aviation Applied Technology Directorate (AATD). “We want to build two technology demonstrators to pursue capabilities lacking in the current fleet while maintaining competition and providing different alternatives.”

The list of attributes for the medium utility JMR has been provided to three industry teams that received configuration trades and analysis contracts at the end of June. Awarded to Bell Boeing, Boeing and Sikorsky, the 18-month contracts are each worth $4 million, with industry contributing a similar amount. “We are negotiating with one more, and should award a contract in the next couple of weeks,” says Chase.

The configuration studies “will distill out the things that bring the most value, and get us from a list of attributes to the design requirements for a next-generation rotorcraft,” he says. “They will provide the performance specification for the demonstrator aircraft.”

The JMR demonstrators will not be prototypes, as the YUH-60 and -61 were for the Black Hawk or YAH-63 and -64 for the Apache. For one thing, they are expected to be smaller than the objective vehicles to reduce cost. And secondly, Chase says, the Army has committed to industry to have another competition for development and production.

The three teams already under contract are taking different approaches. One is “doing a deep dive on a single configuration,” says Chase. Another is studying three different concepts, while the third is looking at all possible options, he says. Bell Helicopter CEO John Garrison has said previously that the Bell Boeing team responsible for the V-22 Osprey proposed a tiltrotor configuration for the JMR studies. The fourth contract is taking longer to negotiate because the unidentified entity is not as experienced in contracting with the Defense Department, “but they have a good proposal,” says Chase.

The same list of attributes for a medium utility JMR has been supplied to an independent government design team that is looking at advanced helicopter, compound helicopter and tiltrotor concepts, he says. The government designers are providing data on the three configurations to an operations analysis team at Fort Rucker, Ala., which will run scenarios to establish the relative values of the desired attributes. “They will consider the performance of a fleet of aircraft to establish what operational value each attribute brings to the table,” Chase says.

“We need to understand which attributes are most important on the battlefield, and most cost-effective to implement,” he says. “We need to understand how to get the right mix of capabilities on the aircraft. The decisions we make will impact rotary-wing aviation operations for the next 50 years.”

The aim is to develop a draft requirement for the medium utility JMR—“it’s about this big, goes this far, does these things and we have an idea we can afford it,” Chase says—and use that to derive the demonstrator specification.

At the same time, an acquisition team involving the Army, Navy, Special Operations Command and other potential customers is developing an initial capabilities document (ICD) establishing the requirements for the JMR. This is expected to be completed by mid-fiscal 2012, says Chase. The ICD is a necessary precursor to an analysis of alternatives and Milestone A approval for a new acquisition program, and it is not clear yet whether the ICD will be for the overall JMR family of vehicles or just for the medium utility class.

“We have established a joint-service team through the Office of the Secretary of Defense’s Future Vertical Lift [FVL] working group,” he says. This brings together rotorcraft operators within the Pentagon and was directed by Congress to determine capability gaps, develop an S&T road map and strategic plan for vertical lift, and identify funds for technology development. 

With the ICD in place, AATD plans to award multiple contracts in fiscal 2013 to begin design of the JMR demonstrators. Following preliminary design reviews, the Army in fiscal 2015 intends to downselect to two contractors to build the aircraft. “We are putting funding in place for two. They may be the same or entirely different configurations,” he says. Phase 1 of the demonstration will involve flight tests of the demonstrator air vehicles. Phase 2, following two years later, will involve the design and integration of two open-architecture mission systems into the demonstrator aircraft.

Work on defining the common core architecture has already begun. “We’ve started that first, to build a Defense Department/industry consensus on an open systems architecture,” says Chase, adding that the program office responsible for developing the Army’s Victory open architecture for combat vehicles is involved. The goal is to develop a common standard for a scalable architecture to be used in mission-system development in Phase 2. As with the air-vehicle Phase 1, the plan is to award two demonstration contracts to avionics integrators “as a hedge against risk,” says Chase.

With U.S. military rotorcraft production facing a cliff around the end of this decade as procurement programs end, AHS has been campaigning for more investment in technology development to sustain industry capabilities and lay foundations for the next generation. 

“The Defense Department needs to ensure there is enough funding for the JMR demonstrators to really be relevant,” says Hirschberg. “This is the Pentagon’s one chance to realize a significant advancement in capabilities—they can’t afford to be timid.” 


ATTD concept [IMAGE CREDIT: Aviation Week]



http://www.aviationweek.com/aw/generic/story_generic.jsp?channel=defense&id=news/awst/2011/09/12/AW_09_12_2011_p30-366840.xml&headline=Army%20Begins%20Defining%20Future%20Vertical-Lift&next=0



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[IMAGE CREDIT: Ares Blog/ AVX]


AVX Wins JMR Helo Study Contract

Sep 30, 2011 


  
By Graham Warwick graham_warwick@aviationweek.com
WASHINGTON
 
 
 
 
AVX Aircraft, a small Texas company staffed largely by former Bell engineers, has won a U.S. Army contract to study a potential replacement for the Sikorsky UH-60 Black Hawk utility helicopter.

AVX joins Bell Boeing, Boeing and Sikorsky in conducting 18-month configuration analysis and trade studies for the Joint Multi Role (JMR) program, which aims to fly two competing rotorcraft demonstrators in 2017.

No further awards are anticipated, says the Army’s Aviation Applied Technology Directorate, which is managing the JMR technology demonstration program.

Under its contract, the Forth Worth-based company will identify technologies and develop concepts for both a demonstrator and an objective medium-utility rotorcraft that could enter service in the 2025-30 time frame.

AVX’s design will feature a coaxial rotor and ducted fans for propulsion and control — a similar configuration to that being proposed by the company to upgrade the Army’s Bell OH-58D Kiowa Warrior to meet its Armed Aerial Scout requirement.

Bell Boeing is studying a tiltrotor, Boeing is looking at a range of configurations and Sikorsky is evaluating an advanced helicopter, tiltrotor and a compound helicopter using its X2 high-speed coaxial-rotor configuration.

The study contracts are each worth around $4 million, with the major manufacturers matching the government funding for a total of $8 million. “We will be close to that,” with funds from the company and nine industry partners, says Ian Brown, AVX director of program management.

AVX also is talking to industry partners and private investors about funding a demonstrator for the OH-58D upgrade. This would take a commercial Bell 206L and fit it with coaxial rotors, ducted fans and new transmissions.

The demonstrator could be flying within 18 months of go-ahead, Brown says, and would be flown for about a year to validate the configuration being offered to the Army. A 206-based design also could find application in the commercial market, he says.
 

LINK

Follow on Story at Ares:

JMR - Tiny AVX Joins the Big Boys

Posted by Graham Warwick at 9/29/2011 3:26 PM CDT  


Fort Worth, Texas-based AVX Aircraft is the mysterious fourth team to win a $4 million contract from the U.S. Army to study concepts for the Joint Multi Role (JMR) medium replacement for the UH-60 Black Hawk.


[IMAGE CREDIT: Ares blog/ Aviation Week]


AVX, staffed largely by former Bell Helicopter employees, is best known for its proposal to meet the US Army's Armed Aerial Scout requirement by upgrading its OH-58D/F Kiowa Warriors with coaxial rotors and ducted fans, which would replace the tail rotor and provide both control and propulsion.

AVX is still pursuing the OH-58 upgrade, and working to corral funds from industry partners and private investors to build a demonstrator, but the JMR contract is the first time it finds itself head-to-head against the big players. Three other 18-month configuration analysis and trade study contracts have been awarded by the Army's Aviation Applied Technology Directorate: to Bell Boeing, Boeing and Sikorsky.

Under the cost-sharing contracts, the companies will identify and prioritize technologies to meet the Army's desired attributes (which include a speed of at least 200kt), and develop concepts for both an objective JMR medium rotorcraft that could enter service in 2025-30 and a technology demonstrator that could fly in 2017.


Tags: ar99,  rotorcraft

[LINK]



-- Edited by Stingray on Sunday 2nd of October 2011 06:02:31 PM

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From Fightingirish:

Four teams are under contract to conduct configuration trades and analyses for the US Army's Joint Multi Role (JMR) technology demonstrator program.

  • Bell-Boeing
  • Boeing (IMHO with Piasecki/Vertol heritage?!)
  • Sikorsky
  • AVX Aircraft

Source: Ares - A Defense Technology Blog: JMR Tech Demo -- the Concepts; posted by Graham Warwick at 10/31/2011 4:35 PM CDT



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From Flateric:

unsuccessful Baldwin Technology Company, LLC Mono Tiltrotor (MTR) JMR entry presentations
(including armed MTR)
http://www.baldwintechnology.com/JMR_Presentation.pdf
http://www.baldwintechnology.com/JMR_Response.pdf



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http://www.flightglobal.com/blogs/the-dewline/2011/10/picture-v-22-tiltrotor-version.html

Bell Boeing responded to the US Army's joint multi-role (JMR) studies with concepts for next-generation tiltrotors. These images were displayed in Boeing's exhibit booth at the Association of the US Army's annual convention on 10-12 October in Washington DC. Note the three pairs of scissor blades and the V-tails.



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http://www.flightglobal.com/blogs/the-dewline/2011/10/ausa2011-boeing-displays-ideas.html

The US Army wants to buy a new family of high speed rotorcraft by 2030. Four companies have been awarded study contracts by the Army Aviation Technology Directorate (AATD) -- AVX Corp, Bell Boeing, Boeing and Sikorsky.

Three of the four concepts were on display in the exhibit hall of the Association of the US Army's (AUSA) annual convention in Washington DC. It was especially nice to see Boeing's future rotorcraft concepts, which we had not seen before this event.

Boeing future rotor.jpgBottom-left image seems similar to the Piasecki X-49 Speed Hawk, and we're told the pusher propeller can swivel for anti-torque capability.

The next image shows a growth version of a conventional CH-47 Chinook.

The third image from left to right shows Boeing's futuristic DiscRotor concept, which is being funded by the Defense Advanced Research Projects Agency (DARPA.)

The upper-right image is a second-generation tiltrotor by Bell Boeing, which we'll write more about later today.



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Hi,

 

http://www.army.mil/article/70641/



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http://www.army.mil/article/70641/



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Sikorsky/Boeing concept for JMR/FVL

Sources:

http://www.aviationweek.com/Blogs.aspx?plckBlogId=Blog:27ec4a53-dcc8-42d0-bd3a-01329aef79a7&plckPostId=Blog%3A27ec4a53-dcc8-42d0-bd3a-01329aef79a7Post%3A91d49eee-e5d8-4734-a19b-4252f7c72b9a

http://www.aviationweek.com/blogs.aspx?plckblogid=blog:27ec4a53-dcc8-42d0-bd3a-01329aef79a7&plckpostid=blog:27ec4a53-dcc8-42d0-bd3a-01329aef79a7post:43e82fd7-8611-43a1-8517-9daf08468732



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Bell Hybrid Tandem Rotor (HTR) concept revealed at Army Aviation Associaton of America (Quad-A) convention 2009.

 

 

Source:

http://www.flightglobal.com/blogs/the-dewline/2009/05/poster-bells-new-hybrid-tandem.html



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Bell tilt-rotor JMR concept revealed February 28, 2013.

Source:

http://www.aviationweek.com/blogs.aspx?plckblogid=blog:27ec4a53-dcc8-42d0-bd3a-01329aef79a7&plckpostid=blog:27ec4a53-dcc8-42d0-bd3a-01329aef79a7post:43e82fd7-8611-43a1-8517-9daf08468732



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Bell JMR/FVL concept named V-280 Vigor and unvealed at Army Aviation Associaton of America (Quad-A) convention 2013.

 

 

Source:

http://www.aviationweek.com/Blogs.aspx?plckBlogId=Blog:27ec4a53-dcc8-42d0-bd3a-01329aef79a7&plckPostId=Blog%3A27ec4a53-dcc8-42d0-bd3a-01329aef79a7Post%3A085f3884-fb49-4997-a479-7cd3a38af7d7

http://bellv280.com/

http://www.aviationweek.com/Blogs.aspx?plckBlogId=Blog:27ec4a53-dcc8-42d0-bd3a-01329aef79a7&plckPostId=Blog%3A27ec4a53-dcc8-42d0-bd3a-01329aef79a7Post%3A085f3884-fb49-4997-a479-7cd3a38af7d7


http://www.shephardmedia.com/news/rotorhub/quad-2013-bell-unveils-next-generation-tiltrotor/

 

http://www.facebook.com/media/set/?set=a.611467655547881.1073741831.137576202937031&type=1

 

Bell V-280 Valor Media Brief:
http://www.scribd.com/doc/135276053/20130409-FVL-AAAA-Media-Brief-Final

 

 

 

 



-- Edited by Triton on Saturday 13th of April 2013 12:13:15 AM



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Artist's impression of Piasecki JMR/FVL Medium concept.

Source:
http://www.aviationweek.com/Blogs.aspx?plckBlogId=Blog:27ec4a53-dcc8-42d0-bd3a-01329aef79a7&plckController=Blog&plckBlogPage=BlogViewPost&newspaperUserId=27ec4a53-dcc8-42d0-bd3a-01329aef79a7&plckPostId=Blog%3A27ec4a53-dcc8-42d0-bd3a-01329aef79a7Post%3A6424afd0-6286-4079-a4fe-b136a56e6175&plckScript=blogScript&plckElementId=blogDest



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Artist's impression of AVX Aircraft concept for JMR/FVL Medium.

Source:
http://www.aviationweek.com/Blogs.aspx?plckBlogId=Blog:27ec4a53-dcc8-42d0-bd3a-01329aef79a7&plckController=Blog&plckBlogPage=BlogViewPost&newspaperUserId=27ec4a53-dcc8-42d0-bd3a-01329aef79a7&plckPostId=Blog%3A27ec4a53-dcc8-42d0-bd3a-01329aef79a7Post%3A6424afd0-6286-4079-a4fe-b136a56e6175&plckScript=blogScript&plckElementId=blogDest



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Provisional drawing of the V-280 in the latest shown form:



-- Edited by Jemiba on Tuesday 29th of October 2013 06:56:52 AM

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Informative link... http://www.vtol.org/what-we-do/advocacy/future-vertical-lift/future-vertical-lift



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Joint Multi-Role (JMR) and Future Vertical Lift (FVL)
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https://en.wikipedia.org/wiki/Future_Vertical_Lift

https://fas.org/sgp/crs/weapons/IF11367.pdf

https://vtol.org/what-we-do/advocacy/future-vertical-lift

--

https://breakingdefense.com/2020/06/fvl-sikorsky-boeing-defiant-hits-235-mph-aims-for-288/

FVL: Sikorsky-Boeing Defiant Hits 235 MPH, Aims For 288

Despite COVID-19, the SB>1 Defiant team is testing furiously to catch up with archrival Bell’s V-280 tiltrotor, which has almost 10 times as many flight hours.

By   SYDNEY J. FREEDBERG JR. on June 16, 2020 at 4:57 PM

WASHINGTON: The SB>1 Defiant compound helicopter reached 205 knots (235.9 mph) in a flight test last week, and it did so while running its engine at less than half power, Sikorsky test pilot Bill Fell said this morning. Once ground testing this summer confirms all systems are ready – and one such test was audibly whirring in the background as Fell spoke with reporters this morning – the aircraft will ramp up to full power over time, reaching a projected 250 knots (287.7 mph) “within a few months.”

By comparison, the UH-60 Black Hawk that Defiant is vying to replace maxes out at 193 knots (222 mph). So Defiant, a joint Sikorsky-Boeing product, is already faster than the Army’s current helicopters. But it’s not faster than Bell’s competing proposal for a Black Hawk replacement, the V-280 Valor, which has already exceeded the 280 knot (322 mph) goal for which it’s named.

Why does this matter? Army tacticians believe the Future Long-Range Assault Aircraft will have to rapidly cover long distances at low altitude to evade Russian and Chinese-style anti-aircraft defenses. At those low altitudes, agility and keen sensors are equally important: You don’t want to fly under enemy radar only to fly into a power line.

Sikorsky argues their award-winning X2 compound helicopter technology is inherently more agile than Bell’s broad-winged tiltrotor design. The Defiant’s ultra-rigid coaxial rotors make it much more responsive to controls than traditional rotors, which have a lot of wobble, Fell and his fellow co-pilots say. Defiant’s pusher propeller can switch from providing high-speed thrust to acting as a giant brake, letting the aircraft dash past anti-aircraft batteries and then stop suddenly to land troops or hide behind a building. In fact, Fell is so happy with how Defiant handles, he said today, that on coming into land after the 205-knot flight, he banked the aircraft at a 45-degree angle — 50 percent steeper than the 30-degree maximum that had been set for this stage of flight test.

“Sometimes I just can’t help myself,” Fell said.

Now, the Sikorsky-Boeing team is still playing catch-up to Bell on multiple fronts. The V-280 has banked at angles steeper than 50 degrees, for instance. V-280 has reached an altitude of 11,500 feet, while Defiant is still around 10,000.

Bell has also flight-tested software to fly Valor autonomously, without a human on the controls (although a test pilot remained aboard as a safety backup). The Sikorsky-Boeing team says they have tested similar software in simulations, but not yet in the actual Defiant aircraft. While Fell says the current controls let him maneuver the aircraft just fine during test flights, which take place in clear skies, additional computer assistance to spot and avoid obstacles will be a life-saver during high-speed, low-altitude flights at night or in bad weather.

(Both aircraft are also coping with COVID. Bill Fell and his co-pilot now wear masks in the ****pit, while the engineers monitoring test telemetry have split into two teams using two different rooms).

Overall, since the Bell prototype first took to the air in December 2017, it’s racked up more than 170 flight hours, including some with Army pilots aboard. The SB>1 Defiant didn’t have its first take-off until March 2019, in part due to manufacturing issues with the ultra-rigid rotors that are key to its agility; that, combined with subsequent mechanical troubles, mean it’s just recently reached 18 hours of flight time.

The Defiant prototype has also done another 20 hours of ground runs, the companies said today. Its Propulsion Systems Test Bed – basically, a complete Defiant powertrain from engine to rotors – has done over 113 hours. (It’s the PSTB that was revving up outside Fell’s office during his call this morning). Sikorsky and Boeing have also done extensive computer modeling and simulation.

Sikorsky and Boeing will get the Army all the test data it needs before the fall, the Army’s aviation modernization director, Brig. Gen. Walter Rugen, said in March. Indeed, the 18-month contracts the Army awarded in March for what’s called Competitive Demonstration & Risk Reduction don’t require any flight testing at all.

Instead, the CDRR phase is all about refining the designs. In fact, to speak with reporters this morning, Fell and two other key Boeing-Sikorsky executives had to log out of an ongoing design review their teams were holding online with the Army.

“It’s going on right now,” said Jay Macklin, Sikorsky’s director of business development for Future Vertical Lift aircraft. “Literally. We all just stepped out of it.”

“There are probably 50 different configurations” being looked at for the final design, added Randy Rotte, who’s Boeing’s marketing director for FVL. All the different variations would probably look identical to the layperson, but in one iteration, the design team may try to squeeze out every possible knot of speed, in another they may prioritize fuel efficiency and long range, and in yet another they may aim for minimum cost, working through hundreds of highly technical tradeoffs trade-offs. The Army decides which permutations are most promising, and the companies focus their efforts on refining those chosen designs – which they then bring back to the Army for another round of feedback, repeatedly, until you’re left with a single optimized design.

That way, by the time the Army makes its final decision between Defiant and Valor – currently scheduled for 2022 – “you’re not starting cold,” Rotte said. “You already pretty much have a design, and then that supports the Army’s schedule …to bring this capability into the force by 2030.”

Rotte, Macklin, Fell, and the Sikorsky-Boeing team all fervently hope, of course, that the aircraft entering service circa 2030 – defense budgets permitting — will be their Defiant. It’ll be a tight race with Bell’s V-280 Valor.



-- Edited by Stingray on Wednesday 17th of June 2020 11:24:14 PM

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Date: June 17th
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JMR and FVL topics merged.



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