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Gulfstream Aerospace, a wholly owned subsidiary of General Dynamics (NYSE: GD), has hired Nicholas (Nick) D. Lappos as vice president, government programs. In this new role, Lappos will be responsible for all business-jet aircraft programs for government and military use - from the bid and proposal phase through the delivery and post-delivery activities. He will be based at Gulfstream's Savannah, Ga., major manufacturing facility.

Prior to joining Gulfstream, Lappos was a 32-year employee with Sikorsky Aircraft. Most recently, he served as director of the VXX presidential helicopter program. Previously, he was program manager for the S-92 helicopter and director of test engineering for the company's West Palm Beach, Fla., fight-test center. Spending most of his career in research and development, Lappos served as both a test pilot and the chief pilot for R&D. He was also a flight instructor for various Sikorsky model helicopters and has helped train the flight crews of several heads of state, including that of the President of the United States.

"Nick's background, especially his R&D and program management experience, makes him ideal for this position," said Pres Henne, senior vice president, programs, engineering and test, Gulfstream. "We look forward to Nick joining the organization and helping Gulfstream continue to advance in the government programs area."

Buddy Sams, Gulfstream senior vice president, government programs and sales, said, "Government and special mission aircraft have accounted for 10 to 15 percent of Gulfstream's annual production. The addition of Nick to our team will ensure our continuing focus on this important market sector."

A recognized leader in the aerospace industry and author of numerous technical papers and articles, Lappos has been awarded the Frederick L. Feinberg Award by the American Helicopter Society (AHS) for most outstanding achievement as a pilot three separate times - once for his individual effort and two times for team efforts. The AHS also appointed Lappos a Fellow in 1994 for outstanding achievement in the vertical flight industry. A member of the Society of Experimental Test Pilots, he won the Ray E. Tenhoff Award for the most outstanding presentation to the association's annual symposium.

Lappos earned a bachelor's degree in aerospace engineering from the Georgia Institute of Technology. A helicopter pilot in the U.S. Army, he logged 900 combat flying hours in Vietnam and was awarded the Bronze Star. Lappos also holds helicopter and a fixed-wing pilot certificates with both instrument and instructor ratings. He has more than 7,000 flight hours of experience in more than 75 different types of aircraft.

The third US Air Force CV-22 tilt rotor has joined the Integrated Test Team at Edwards Air Force Flight Test Center. Production Osprey Aircraft 25 was officially handed over to the CV-22 team in early March after a 4-hour flight from Amarillo, Texas and will undergo several weeks of modifications to install a flight test instrumentation package. The Additional Test Asset was modified from a Marine MV-22 with the long-range fuel tanks, Multi-Mode Radar (MMR), and a dual digital map representative of the Air Force Special Operations Osprey. Electronic Warfare modifications include the Suite of Integrated Radio Frequency Countermeasures, (SIRFC) from ITT Avionics, and Directed Infrared Countermeasures (DIRCM) from Northrop Grumman.

CV-22 testing at Edwards will include avionics systems, DIRCM, SIRFC, MMR and Integrated System Evaluations (ISE). ISE testing involves operating multiple aircraft systems simultaneously in an operationally realistic manner to reveal potential conflicts.

The first CV-22 Production Representative Test Vehicle is expected at Edwards this summer. The second PRTV is scheduled to arrive in late 2005 for an operational utility evaluation by the Air Force Operational Test and Evaluation Center and Air Force Special Operations Command. The CV-22 test program at Edwards is expected to wrap-up in 2007. The PRTVs and their crews will then transition from Edwards Air Force Base to Kirkland AFB, New Mexico to stand-up the first CV-22 training squadron. Operational Air Force tilt rotor squadrons will be based at Hurlburt Field at Eglin Air Force Base, Florida, and Kirkland AFB.

Boeing is incorporating improvements in the DARPA A160 Hummingbird and X-50 Dragonfly VTOL UAVs for upcoming flight tests at Victorville, California. The company plans to fly the first of three A160s with a new turbocharged six-cylinder gasoline engine in the near future, and has the second X-50 at Yuma Proving Grounds preparing to resume flight tests.

The A160 long endurance, Vertical Takeoff and Landing Unmanned Aerial Vehicle has so far accumulated about 30 flight hours with a four-cylinder gasoline engine. Three new aircraft now in production in Irvine, California will incorporate turbocharged six-cylinder engines to increase performance for heavier payloads. Competing turbocharged diesel-fuel engines under development by FEV and Boeing promise to further enhance flight endurance and payload.

The A160 has so far flown with a 16 in. WESCAM electro-optical/infrared sensor gimbal. US Special Operations Command is deciding on a new payload based on Boeing tradeoff studies of fuel versus payloads. The Navy is interested in a surveillance sensor for, and the Army is interested in weapons for the UAV.

The second X-50 Dragonfly Canard Rotor Wing is meanwhile at Yuma undergoing tests prior to a new flight series. The same aircraft was tested in the Boeing Philadelphia wind tunnel to identify the cause of the crash that damaged the first X-50 on its second flight. “We found out building a CRW bigger is better,” observes Steve Slaughter, Boeing Phantom Works manager of advance development programs in Mesa. “The larger we are, the more stability we have.” Wind tunnel tests revealed a cross-coupling phenomenon in wind and drove changes in flight control software, control springs, and antenna placement -– the original antenna position was blocked by the Dragonfly rotor in forward flight. “That’s kind of the way UAV programs work,” notes Mr. Slaughter. “You go out and crash things, find out why they crashed, and fix them.”

Dragonfly plans call for hover tests at Yuma to evolve rapidly into a stop-rotor conversion at 80 kt to horizontal flight.

Bell Chooses Osprey Assembly Software

Bell Helicopter has selected Intercim Velocity process execution software solution to manage final assembly of the V-22 Osprey tiltrotor in Amarillo, Texas. The V-22 program uses the integrated shop floor execution and quality management system from Intercim, and the already-successful CS/CAPP manufacturing planning and work instruction management solution from CIMx. The combined solution makes it possible to view work instructions in real-time, perform buyoffs and on-line data collection, and capture labor and operation status with feedback to performance measurement systems. The integrated system also assembles a complete as-built ship's record. It creates a more efficient operational environment through procedural enforcement of information processes.

The Velocity process execution system eliminates paper on the shop floor, reduces non-value added labor requirements, improves accuracy and timeliness of operational information’ and reduces costs associated with information processing errors. It also consolidates the various electronic and paper-based shop floor information formats into a single revision-controlled and configuration-managed electronic record that facilitates smooth process flow through aircraft delivery. Intercim software addresses fabrication, assembly and test processes from the shop floor and across the enterprise supply chain. The Velocity application is a commercial off-the- shelf solution used to meet regulatory requirements, harness lean principles, manage quality processes, and bridge process execution between design and production for a closed-loop product lifecycle management system.

MH-60R Systems Complete Navy Techeval

Subsurface and surface warfare systems developed for the U.S. Navy’s MH-60R helicopter have completed Technical Evaluation (TECHEVAL) successfully, clearing the way for MH-60R Operational Evaluation and fleet introduction later this year. The aircraft entered TECHEVAL two months ahead of schedule in August 2004, with U.S. Navy test teams completing their evaluation February 15. The MH-60R program will now begin the final milestone – Operational Evaluation (OPEVAL) – in May. Delivery of the first four helicopters to the fleet is scheduled for December.

Lockheed Martin is the systems integrator for the MH-60R, and also provides the common digital cockpit for the MH-60S and MH-60R helicopters. Sikorsky designs and manufactures the MH-60S and MH-60R aircraft and is responsible for the mechanical and electrical modifications on the airframe.

During TECHEVAL, Navy squadrons HX-21 and VX-1 simultaneously tested the performance of all on-board weapons subsystems, with specific attention focused on the multimode radar, electronic support measures (ESM) and radar warning receiver, airborne dipping sonar and acoustics, and the fusion of multiple data sources to reduce operator workload.

TECHEVAL verified performance of the MH-60R's systems against 43 technical parameters established by the Navy. A total of 630 flight test hours were conducted at four test ranges: ESM tests at Naval Air Warfare Center Weapons Division, China Lake, California, and at Eglin Air Force Base in Florida. Radar tests were conducted at the Southern California Off-shore Range near San Clemente Island, California. Periscope detection and subsurface tests were successfully conducted against two Navy submarines during the Atlantic Undersea Test and Evaluation Center (AUTEC) trials in the Caribbean in January and early February 2005. Additional system testing was conducted at the Naval Air Station, Patuxent River, Maryland.

Eurocopter has flown the first production NH90 helicopter with the higher cabin ordered by the Swedish Armed Forces. The Swedish NH90 increases cabin height by 9.45 in. (24 cm), raising the overhead from 5.18 ft (1.58 m) in the standard version to 5.97 ft (1.82 m). The higher cabin is meant to make SAR and other stand-up operations more comfortable. Overall cabin volume is increased to 618.01 cu ft 17.5 m³.

The 55-minute maiden flight was performed by a Eurocopter flight test crew. The Swedish NH90 is the fourth production aircraft to fly, following the German, Finnish, and Italian production helicopters flown in 2004. Sweden has ordered 18 high-cabin NH90s; 13 for tactical troop transport and search and rescue missions, and five for anti-submarine warfare.

To date, 443 NH90s have been ordered, including 86 options and the 12 aircraft selected by Australia. Northrop Grumman has announced it will offer aircraft assembled by EADS North America for the US Air Force Personnel Recovery Vehicle competition. The NH90 program is managed by NAHEMA (NATO Helicopter Management Agency) representing France, Germany, Italy, The Netherlands and Portugal, and by the NHIndustries industrial consortium consisting of Eurocopter (62.5%), Agusta (32%) and Stork Fokker (5.5%).

The French Army Air Corps (ALAT) took official delivery of the first of 80 Tiger helicopters on 18 March at the Eurocopter factory in Marignane. In 2005, plans call for the delivery of 10 Tigers in the HAP Combat Support configuration to France and Spain. French Army deliveries will continue to 2010. The weapons system of the Tiger HAP Combat Support Helicopter includes a 30 mm turret-mounted gun (GIAT) slaved to the pilot's and gunner's helmet-mounted sight, rockets (TDA), and Mistral air-to-air missiles (MBDA).

The first Tigers will be assigned to the Franco-German Tiger Training Academy at Le Luc in Southern France. France and Germany have ordered an initial batch of 160 Tigers. Australia has 22 aircraft on order and Spain 24.

The Bell Agusta Aerospace BA609 tilt rotor converted from helicopter to airplane mode for the first time March 9 on a Bell test rig. The first BA609 prototype is now about a third of the way through 448 ground run events to be completed before the resumption of flight testing. Flight tests of the commercial tilt rotor are expected to resume the first week in April, and about 10 flight hours will lead to the first airborne conversion from helicopter to fixed wing flight.

Bell ceased flight testing of the BA609 after some 14 hours in helicopter mode with the engines up 90 degrees in relation to the fuselage. The restrained ground runs will verify performance of the engines and electrical and hydraulic systems at tilt angles down to zero degrees for airplane mode. The four- to six-week tests will verify torsional stability and structural loads before runway taxi tests at progressively higher speeds with varying tilt down to 75 degrees. The BA609 proprotor nacelles step down from 95 degrees aft tilt to 90, 75, 60, 45, and 0 degrees tilt in steps. To achieve rapid acceleration in forward flight, the pilot can hold the tilt button down to complete the conversion in 8 seconds.

By mid-March, the first BA609 prototype had made three conversions and accumulated 12.2 hours of additional ground running time. Including the most recent tests, total time with proprotors turning was around 67 hours. The Bell-Agusta team in Texas has completed all safety-of-flight tests and incorporated airplane conversion software, FAA-required electrical system separations, and retractable landing gear. The second prototype BA609 has completed electrical continuity testing in Italy and should begin ground runs in August or September 2005. Plans still call for four prototype tilt rotors aiming for certification around 2008. Bell Agusta Aerospace currently claims orders for over 60 aircraft.

Bell and Agusta share engineering responsibilities on the commercial tilt rotor. “Bell is the ticket holder,” explains Jack Gallagher, director of Bell Agusta programs. “We have design authority for the entire aircraft. We are linked electronically on a real-time basis so we can communicate on an engineering basis.” Agusta is building the BA609 tilt and mid-wing gearboxes, empennage, and horizontal tail. The Italian company, for example, designed, gained approval for, and incorporated changes in the empennage based on initial birdstrike testing. “It’s like any engineering organization, except one engineer is sitting in another location,” says Mr. Gallagher.

  

Science Applications International Corporation (SAIC) has announced that four 2.75 in. unguided rockets were fired successfully from the Vigilante(R) VTOL UAV (Vertical Takeoff and Landing Unmanned Aerial Vehicle). The live-firing demonstrations under airborne control from a UH-1H Huey took place at the U.S. Army Yuma Proving Grounds on December 13 and 14 last year. They concluded the Armed VTOL UAV Testbed Integrator effort sponsored by the Army Aviation Applied Technology Directorate (AATD) at Fort Eustis, Virginia.

Three rockets were launched from the Vigilante 502 helicopter at 30, 35, and 40 knots, all at 400 ft altitude. The last firing was at 40 knots and 250 ft. Actual launch reaction forces were less than those expected based on simulation models. The Vigilante was equipped with a four-tube rocket launcher and WESCAM Model 12 DS-200 electro-optical gimbal.

SAIC and air vehicle supplier Advanced Technologies Incorporated (ATI) partnered on the Vigilante demonstration. SAIC provided the airborne command console and autopilot for the helicopter produced by ATI. The two companies share payload integration responsibilities with SAIC supplying software and ATI hardware integration expertise.

AATD sponsored the low-cost UAV to investigate the platform and manned-unmanned teaming issues associated with weapons engagements from Future Combat System Class III UAVs. The Directorate has unfunded plans to integrate Low Cost Precision Kill (LCPK) laser-guided rockets on the Vigilante using a WESCAM AN/AAQ-35 (commercial MX-15) electro-optical/infrared gimbal with laser rangefinder/designator.

  

The Operational Evaluation (OPEVAL) testing program for the Bell Boeing V-22 Osprey has now been approved. On February 24, Tom Laux, the Program Executive Officer for Air Anti-Submarine Warfare, Assault, and Special Mission Programs, certified that the V-22 tilt rotor is ready for operational testing and evaluation. The OPEVAL is expected to begin within two weeks. The actual start date will be determined by Marine Corps Col. Glenn Walters, commanding officer of VMX-22, the squadron based at Marine Corps Air Station New River, North Carolina, which will perform the V-22 OPEVAL.

Two Ospreys were delivered in February from Bell Helicopter's Amarillo, Texas, manufacturing facility bringing the calendar year delivery total to three aircraft so far. February deliveries included the CV-22 Additional Test Asset (ATA) to Edwards AFB, Calif., and Osprey No. 48 to VMX-22 at New River. The V-22 program calls for a total of 458 aircraft for the US Marine Corps, Air Force, and Navy.