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Bell Helicopter plans to run an engineering ground test rig for the Propulsive Anti-Torque System (PATS) in 2006 using a full-sized gas turbine engine, inlet fan, bifurcated ducting, and a series of test thrusters. “It would look like the tail end of a real helicopter,” explains Daniel McIlroy, vice president of research and development at the Bell Xworx. Proposed for DARPA’s aborted Unmanned Combat Armed Rotorcraft (UCAR), PATS provides anti-torque directional control and propulsive thrust without a conventional tail rotor. Combined with reductions in main rotor speed, it may enable helicopters to cruise comfortably at 160 to 170 kt. A one-sixth scale model used for UCAR explorations was powered by a 400 hp Corvette automotive engine.

Bell believes the advanced anti-torque system promises significantly better power efficiency than no-tail-rotor solutions flying today. Current fan-fed anti-torque systems consume more engine power as altitude increases and air ducted to the tail thruster gets thinner. To maximize thermodynamic efficiency with increasing altitude, PATS mixes hot engine exhaust with cold bypass air. A low-pressure, high-volume fan in front of the engine draws air across the engine to mix it with hot exhaust. The fan doubles as a supercharger to increase the pressure boost to the compressor inlet and improve overall engine efficiency. Preliminary mixture ratios start with one part hot gas to five parts cold air on a standard day at low altitude.

PATS is still expected to draw more power than a conventional anti-torque tail rotor, but the safer tail rotor-less system promises to improve helicopter center-of-gravity margins dramatically. In military applications, PATS can reduce both radar and infrared signatures, and in both military and commercial applications, it promises significant noise reductions.

Like existing no-tail rotor systems, PATS uses the entrained air flowing over the tail boom to help counter torque. “We still use the Coanda Effect approach as we get up to higher speeds, says Mr. McIlroy, “But mostly, the PATS realizes its benefit from ingesting air from the inlet across the engine and mixing it with the exhaust.” Bell has also begun conceptual work on a twin-engined PATS.

The dynamic test rig planned for an 18-month test program would couple a representative turboshaft to a real helicopter transmission to apply torque loads to system. Bell is evaluating different tail thruster configurations, one with pro- and anti-torque thruster ducts, another with louvers, and another with a one-piece moving duct. PATS will require developments in composite materials to build tail booms compatible with hot exhaust gases. It will also require sophisticated control arrangements to optimize the mix of fan air and exhaust for different flight conditions. “One of the bigger concerns is integrating all the control laws,” says Mr. McIroy. “We’ve quite a bit of engineering work to do.” The low-risk ground test rig will provide a means to evaluate fly-by-wire controls for the PATS in an effort to preserve the weight savings that might other otherwise be eroded by additional mechanical flight controls.

Bell also designed and flew an alternative shrouded Tail Fan as a noise-reduction feature for future aircraft. “The Tail Fan did okay,” says Mr. McIroy. “It did everything we wanted to do, particularly to arrest some of the noise.”

The United Arab Emirates Air Force has awarded Bell/Agusta Aerospace Company an US$83 million contract for eight AB139 helicopters. Six of the aircraft will be configured for Search And Rescue and the remaining two will be assigned to VIP transport. The UAE is the third country to choose the AB139 for SAR applications, following the governments of Oman and Ireland. The order raises the backlog to more than 100 AB139s for over 40 customers worldwide.

Sikorsky will offer the Honeywell VXP Health and Usage Monitoring System as an option on current production S-76C+ helicopters. The system is also available from Honeywell for retrofit on existing S-76C+ and earlier S-76 models. Honeywell claims the VXP system enhances safety and reduces maintenance costs by helping to avoid catastrophic component failures and reducing diagnostic labor and flight test hours. The VXP system includes on- board sensors and a data acquisition unit with proprietary algorithms to calculate specific maintenance solutions.

Boeing has launched a $1.6 million joint program with the U.S. Army Aviation Applied Technology Directorate (AATD) to test weapons on the company’s Model 530F Unmanned Little Bird. The effort will refine the requirements for safe and accurate weapons employment on unmanned aerial vehicle (UAV). Weapons being considered for the trials include the Hellfire and Advanced Precision Kill Weapon System missiles, and the GAU-19A Gatling gun. Since September 2004, the prototype Unmanned Little Bird aircraft has flown nearly 100 hours validating the autonomous flight control system that could easily and cost-effectively be added to a manned aircraft. Test data will allow Boeing and AATD to better understand technical challenges associated with communicating with UAVs.

The Unmanned Little Bird is a fully instrumented UAV testbed very similar to the manned AH-6 flown by US Army Special Forces. The unique air vehicle combines the advantages of a UAV with a combat-proven manned helicopter and qualified weapon systems. The weapons-related testing is scheduled to be completed over the next several months. Boeing engineers also expect to demonstrate the simple integration of systems qualified for the Little Bird on the UAV, including auxiliary fuel tanks and sensors.

Honeywell’s seventh annual Turbine-Powered Civil Helicopter Purchase Outlook projects deliveries of approximately 2,400 new civil helicopters during the five-year period from 2005 to 2009. The projection is driven in part by increased demand for light single and intermediate twin-engine models offering newer technology. Corporate, emergency medical services (EMS), and law enforcement helicopters combined are expected to account for more than 60 percent of all new civil rotorcraft sales during the forecast period.

The company’s annual survey of civil helicopter operators’ purchase expectations notes civil helicopter sales in 2004 were up 8 to 10% as projected in last years’ forecast and are likely to rise 4 to 6% in 2005 compared to 2004. Civil helicopter sales during the period 2005 to 2009 are predicted to be around 10% greater than in the five-year period from 2000 to 2004. Over 5,550 civil helicopter sales are projected from 2005 to 2015.

The near-term increase in demand is also driven by continuing strong worldwide demand for corporate, EMS, law enforcement and utility helicopters, expanding U.S. and Latin American economies and continued economic strength in Asia.

North America continues to have the greatest demand for new helicopters, accounting for roughly 45% of expected future purchases. Expectations rose slightly in this year’s North American survey compared to last year, with most of the improvement traced to increased expectations for EMS and Utility helicopters, offsetting reduced expectations for law enforcement aircraft to support Homeland Defense and Border Patrol missions.

In North America, Law Enforcement now trails EMS as the most frequently mentioned helicopter use segment and has continued a two-year slide from almost 40% in 2003. Expected funds to purchase new helicopters for increased homeland defense and boarder patrol requirements have been slow to materialize.

EMS applications held steady at just over 30 percent of planned new purchases in North America, and are now the number-one end use category cited by the survey respondents for new helicopters in the region. Planned corporate purchases in North America fell slightly to 16.2 percent of the total.

The Honeywell survey showed a slight fall in European purchase expectations, slipping from an 18.7% fleet replacement/expansion rate in 2004 to 17.6% in 2004. Survey responses suggest that about 20 percent of all new turbine-powered helicopter sales will occur in Europe during the forecast period, a reduction of about 3 points from the 2004 survey. European operators continue to cite regulatory requirements in force regarding the types of equipment that can be flown within populated areas as a significant factor in replacement demand. Accordingly, over to 70% of future European demand for new turbine helicopters is still expected to be twin-engine models.

On the basis of the percentage of fleet to be replaced or expanded, Asia, Oceania, Africa, Middle East together have maintained consistently high purchase expectations for the last four years. Operators in these regions expect to purchase helicopters equal to just over 22% of their current fleets during the next five years for replacement and fleet expansion. This compares to 17.6 % in Europe, 16.9% in North America and 23.2% in Latin America. Over the next five years, Honeywell estimates that over 21% of total world new helicopter sales will be to customers in Asia, Oceania, Africa and the Middle East.

Latin American expectations increased sharply in this year’s survey on top of strong improvement recorded in 2004. As a result Latin America has vaulted from the lowest fleet replacement and expansion percentage of all world regions over recent years to the top of all regions in 2005. Despite the very strong improvement in purchase expectations as a percentage of current fleet, the relatively smaller fleet in this geographic zone result in a smaller total share of projected world new helicopter demand than other regions in the near term.

This region is expected to account for only around 14.1% of expected world demand for new helicopters, up 5% points from the 2005 survey projection. More than 63% of expected new aircraft demand in the region is for single-engine helicopters.

Northrop Grumman has received an eight-year, $115 million System Development and Demonstration from the Boeing Company and SAIC to provide seven RQ-8B Fire Scout unmanned helicopters for the US Army Future Combat System. The Class IV Unmanned Air Vehicle System is meant to downlink imagery from 20,000 ft out to 150 nm from its ground station. Under the SSD contract, Northrop Grumman will develop the Class IV UAV control architecture, perform system test and evaluation, and help develop long-lead items. Northrop Grumman Electronic Systems Sector is the aerial sensor integrator for FCS and will integrate surveillance, reconnaissance, and target acquisition systems on the Fire Scout.

The RQ-8B incorporates a four-bladed rotor system that will triple payload to 600 lb and double time at station at 110 nm with a 200 lb payload. Endurance is more than eight hours with a 130 lb payload. The Navy RQ-8A with a three-bladed rotor system has already carried a 430 lb combination payload including synthetic aperture radar, electro-optical/infrared/laser gimbal, and communications relay set. Northrop Grumman plans company-funded weapons trials with the unmanned helicopter launching rockets and the Viper Strike laser-guided munition.

Honeywell has been selected to provide its new HTS900 turboshaft engine for the Bell Model 407 helicopter. The HTS900 is based on the LTS101 family of engines and incorporates new compressor technology to produce more than 925 shp takeoff power at sea level on a standard day. It has completed first engine to test (FETT) trials with a production dual-channel full authority digital engine control (FADEC), achieving all designed power specifications. The dual-channel FADEC will ease pilot workload, reduce support costs, and simplify maintenance.

The HTS900 uses a new cooled gas producer (GP) turbine and shroud assembly that will deliver increased power with extremely low fuel consumption, and achieve minimum component lives of 15,000 component cycles. The engine is expected to deliver Specific Fuel Consumption levels of .54 lb/shp, a 5% decrease compared with earlier Honeywell helicopter engines.

The latest Honeywell T5317BCV turboshaft engine has flown successfully in the Bell 210 Medium Utility Helicopter. The T5317BCV is a production engine providing 1,800 thermodynamic shaft horsepower at take off on a standard day. It is based on the T53-L-703 engine, which currently powers the Bell Huey II helicopter but provides 28% more takeoff horsepower. The T53 family of engines has long powered the Bell UH-1H Huey, Huey II, AH-1 Cobra, and Model 204/205 commercial helicopters. The new T5317BCV engine provides a 5,000-hour Time Between Overhaul (TBO) and a four-year or 2,000 hour warranty.

Sikorsky Aircraft Corporation has decided not to protest the award of the US Presidential Replacement Helicopter (VXX) contract to the Lockheed Martin/Bell/Agusta Westland US101 Team. Lockheed Martin was named winner of the $1.7 billion System Design and Development contract on January 28. On February 3, the U.S. Navy debriefed Sikorsky on the factors that determined the outcome of the Marine One competition.

In the debriefing, the Navy confirmed that the Sikorsky offer was fully compliant with VXX requirements and had actually yielded the best performing aircraft. However, the Navy believed the EH101/US101 provided an helicopter – particularly with regards to the cabin - that more closely met the unique VXX requirements. This was the major factor in the decision. Sikorsky had stretched its baseline S-92 cabin to meet Presidential requirements with a newly-certified helicopter that incorporated the flaw-tolerant design, enhanced birdstrike and lightning protection, an isolated fuel system, and other safety enhancements.

Presidential helicopter manufacturing and maintenance has been performed by Sikorsky in a secure environment since 1957. Lockheed Martin intends to import major EH101 components, including gearboxes and rotor blades, from Italy and the UK. The Government Accountability Office (GAO) has been asked to look into the issues related to heightened security Presidential helicopter work in a foreign environment. Sikorsky does not want to take any action that might delay or conflict with the GAO investigation. Accordingly, the company has elected not to protest the Navy's Marine One contract decision.

The US101 was selected to replace the VH-3Ds and VH-60Ns that now serve the President with Marine Squadron HMX-1. Lockheed Martin plans to set up a secure Presidential helicopter facility, including a new integration center and hangars, at its existing site in Owego, New York, and will construct VXX assembly facilities at the Bell plant in Amarillo, Texas.

Flight testing of the VXX is currently expected to begin in the Fall of 2006. The first test aircraft should arrive at Patuxent River test squadron HX-21 in 2007. Initial Operational Capability is scheduled for 2009.

General Dynamics Armament and Technical Products is attempting to qualify its GAU-19/A 12.7 mm Gatling gun on the Bell OH-58D as part of the Government Kiowa Warrior Block I Software and Weight Reduction Initiative. Part of the full qualification process includes formal qualification firings at Yuma Proving Ground expected to begin in late February. Full qualification is required before procurement of the GAU-19/A can be considered for US Army OH-58D Kiowa Warriors. The weapon is already in service on the AH-6 Little Birds of the 160th Special Operations Aviation Regiment. General Dynamics is working with both Bell Helicopter and Boeing to integrate the 139 lb, three-barreled gun with contenders for the new Armed Reconnaissance Helicopter that could replace the OH-58D. The electrically operated GAU-19/A provides variable rates of fire between 1,000 and 2,000 rounds per minute and achieves a muzzle velocity of 2,910 ft/sec. In the proposed Kiowa Warrior configuration, the rate of fire is approximately 1,000 rounds per minute.

Bell Helicopter used the HAI Heli-Expo in Anaheim, California to introduce the new Model 429 light twin-engined helicopter, first of Bell's Modular Affordable Product Line Two mockups on display represented a wheeled a corporate version and a skid-equipped Emergency Medical Service version. Plans call for Bell 429 deliveries to begin in first half of 2007.

The new helicopter offers a wide-open 220 cu ft cabin, more than 70% bigger than that of the current light twin Model 427 and will carry a 2,700 lb useful load in a single pilot IFR configuration. Range will be 365 nm with full payload. A new four-bladed, variable speed rotor system promises higher speed and better altitude performance and less noise when compared with current rotor systems. The Model 429 will also introduce a state-of-the-art glass cockpit with Single pilot IFR instrumentation (dual optional) and fully-coupled three-axis autopilot.

The last of the MV-22s for the Osprey's upcoming Operational Evaluation was flown recently from the Bell assembly facility in Amarillo, Texas to Marine Tiltrotor Test and Evaluation Squadron-22(VMX-22) at New River, North Carolina. The arrival has enabled the squadron to resume flights while awaiting spare parts for its remaining aircraft. VMX-22 will fly up to eight aircraft more than 500 hours during OPEVAL.

The evaluation squadron stopped flying in January to save proprotor gearboxes. Within the boxes, flaking chrome on the input quills and improperly torqued parts had triggered chip lights in several MV-22s. While flights at VMX-22 could have continued, further flying could have necessitated replacing the entire proprotor gearbox rather than only the input quills. With the arrival of the latest aircraft, VMX-22 will continue to train personnel as current, qualified and proficient in the aircraft for the OPEVAL. Flights of the V-22s in Texas and at Edwards Air Force Base, California and Patuxent River, Maryland, were not affected.

Eurocopter claims to have secured its position as the world's leading helicopter manufacturer with orders for 332 new aircraft in 2004. The company booked orders for 39 EC120 Colibris, 146 Ecureuil/Fennec/EC130s, 67 EC135s, 13 BK117/EC145s, 32 Dauphins/Panthers/EC155s, 15 Super Pumas/Cougars/EC225-725s, and 20 NH90s. Production orders were worth 1.7 billion euros, an increase of 21.4% over the year before. Total value of orders taken -- including 35 pre-owned helicopters, support services and Research and Development activities was 3.24 billion euros, up 26% over the year before.

By value, 70% of the orders were for export and the remaining 30% for operators in France, Germany, and Spain. The market breakdown was 51% military and 49% civil/para-public.

Turnover increased by 7% in 2004, representing a total of 2.78 billion euros. The main contributors were the delivery of 279 helicopters (49%), Customer Support activities (35%), and R&D and miscellaneous activities (16%). Exports accounted for 56% compared to 44% for domestic applications in France, Germany, and Spain. The civil and para-public sector generated 53% of the turnover, and the military sector 47%.

Eurocopter continues an aggressive growth strategy with international subsidiaries. Australian Aerospace now ranks fourth in the aeronautical and defense industry in Australia with the Air 87(Tiger) and Air 9000 (NH90) contracts. American Eurocopter won orders for 101 helicopters in the USA, and a new site in Columbus, Mississippi, will strengthen the US venture. In China, an assembly line has been set up for the EC120/HC120. The joint development of a new helicopter with AVIC will start in 2005. With Spain's selection of the Tiger attack helicopter, Eurocopter España has started preparations for building the Tiger and EC 135.

The first production EC 225 flew in June 2004 and received IFR certification in July. The upgraded Super Puma was delivered to its first VIP customer in December, and will be delivered to its first oil and gas industry customer in July 2005. The Tiger was qualified in 2004 -- the French HAP version in March and the German UHT version in August 2004. The first two Australian Tigers were delivered in December, and the HAD Tiger for Spain and France was launched in December.

In 2005, Eurocopter will proceed with the qualification of the NH90 and continue to promote it on the export market. In 2004, the NH90 was ordered by the Sultanate of Oman and Australia. Under prime contractor Northrop Grumman and in conjunction with EADS North America, Eurocopter is ready to bid the NH90 for the US Air Force Personnel Recovery Vehicle.

Keystone Helicopter has introduced a cabin noise suppression system compatible with any rotorcraft. Compared with traditional acoustic cocoons installed in Sikorsky S-76s, the new Silencer interior airframe promises significant cabin noise reductions with improved structural integrity, a one-third reduction in weight, and a 50% reduction in installation hardware. The new system has an advanced carbon fiber skeletal structure that uses its vibration and electric ductwork as structural cross members and attaches to the airframe with vibration isolators. The outer framework supports the interior for improved rigidity and reduced vibration yet permits easy access for airframe inspections and allows room for an acoustic blanket.

The Silencer interior includes panels that detach for maintenance access. Sealed, edged cutouts accommodate ventilators, lights, and switches. Ventilators and lighting are mounted on the skeletal framework instead of the airframe, so the system maintains its original sound reducing qualities even after panels are removed and replaced. Keystone displayed an S-76 cabin mockup featuring the Phase I Silencer system at the HAI Heli-Expo in Anaheim, California. A Phase II test system is expected to fly within six months of go-ahead for a specific aircraft installation.

The US Naval Facilities Engineering Command (NAVFAC) is building a new facility at Naval Air Station Patuxent River, Maryland just to test and evaluate the VXX helicopter under development for the President of the United States. Lockheed Martin has been selected to integrate advanced communications, navigation, and mission systems in the imported US101 to replace the current Presidential fleet of Sikorsky VH-3D and VH-60N aircraft. The Presidential Helicopter Program Support Facility will include three construction projects. A 202,000 sq ft hangar will house the VXX team including engineering, aircraft maintenance, logistics, program management, and flight test and evaluation spaces. In addition to the new hangar, an 11-story air operations control tower will replace the current tower built in 1943. An existing air operations annex also will be demolished and replaced.

The Navy has selected Hensel Phelps Construction Company of Greeley, Colorado to build the facility. This contract will be funded incrementally as authorized by Congress with the total value not to exceed $84.4 million. Preliminary scope and design development of the facility started in 2004, and construction is scheduled to conclude in the summer of 2006.

The Naval Inventory Control Point and the Naval Air Systems Command have placed follow-on contracts totaling $12 million with BAE Systems to upgrade and maintain AN/ALQ-157A(V)1 infrared countermeasure systems for the U.S. Marine Corps and Navy. The AN/ALQ-157 jammer protects Marine CH-46E and CH-53E helicopters from IR-seeking missiles. These follow-on contracts increase the quantity of upgraded systems on order to more than 350 with deliveries continuing through 2006. The upgraded systems are produced by BAE Systems' Information & Electronic Warfare Systems (IEWS) Pomona, California facility.

The Navy will retrieve early model -157s from the fleet and send them to Pomona for upgrade. The rotation of equipment will be carefully orchestrated to ensure that Marine aircraft currently in combat areas always have IRCM protection.

The US Naval Air Systems Command has selected Lockheed Martin Systems Integration in Owego, New York to supply a Presidential Helicopter Replacement (VXX) based on the Anglo-Italian EH101. The so-called US101 is expected to achieve Initial Operational Capability (IOC) in 2009. A $1.7 billion cost-plus-award-fee contract will cover the VXX system development and demonstration (SDD) phase including engineering design and system integration for the US Presidential mission. VXX SDD includes a test and evaluation program, plus production of the five IOC aircraft. The total buy is to include 23 helicopters for Marine Squadron HMX-1.

Lockheed Martin claims a US industrial base of 200 companies in 41 states will build the US101. The Department of Defense nevertheless calculates some 36% of the work will be performed by Agusta Westland in Cascina Costa, Italy and Yeovil in the United Kingdom. Systems integration in Owego will account for 31% of the total value, and assembly by Bell Helicopter in Amarillo, Texas will account for another 27%. The three CT7-GE-8E turboshafts of the US101 made by General Electric in Lynn, Massachusetts will make up just 3% of the contract value.

Rockwell Collins and Boeing Evolve MUM Architecture

Rockwell Collins and The Boeing Company are working to increase the interoperability of manned and unmanned (MUM) aviation systems. The Manned/Unmanned Common Architecture Program (MCAP) sponsored by the U.S. Army Aviation Applied Technology Directorate (AATD) aims at a common mission processing architecture for MUM team platforms. An interoperability demonstration in late summer 2005 will team an AH-64D Apache helicopter and a Shadow 200 tactical UAV to support of the Army's concept of MUM operations.

MCAP Phase II led by Boeing uses the Longbow Apache as a testbed. Phase III of MCAP, led by Rockwell Collins, develops the mission 0avionics architecture for unmanned aerial vehicles. The combined effort means to reduce life cycle costs by exploiting open industry software standards. Growth plans include the joint development of common software components that can be reused across both manned and unmanned Army Aviation platforms.