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Bell Starts New UH-1Ys In 2006

The US Department of Defense has approved plans to build 90 US Marine Corps UH-1Y utility helicopters new rather than remanufacture old UH-1Ns from the fleet. Undersecretary of Defense for Acquisition, Technology and Logistics Michael Wynne signed an Acquisition Decision Memorandum that will start new UH-1Y production in 2006 as part of the third lot of low-rate initial production (LRIP) aircraft for delivery in 2008. New-production AH-1Z attack helicopters under the same H-1 Upgrade program remain under study.

The H-1 Upgrade program originally planned to remanufacture 180 AH-1W Super Cobras and 100 UH-1N Twin Hueys into AH-1Zs and UH-1Ys with some 84% commonality. However, the current surge in UH-1N operational tempo is not expected to abate soon. Given the current size and availability of the UH-1N fleet, pulling helicopters out of the fleet for two years for remanufacture would adversely impact Marine operations. That impact, coupled with the average age and attrition rate of the Twin Hueys and the marginal cost difference between a new and remanufactured UH-1Y led the Department of Defense choose to new production.

The recurring cost increase between new and remanufactured aircraft is calculated around $100,000 per aircraft. Non-recurring engineering costs add approximately $8.1 million to the entire program, so total program cost increase for 90 new UH-1Ys is $17.4 million. The total cost of the H-1 Upgrade program is approximately $5.5 billion. Currently, 10 UH-1Y and six AH-1Z aircraft are in production at Bell Helicopter’s production facilities in Fort Worth and Amarillo, Texas. The program is scheduled to begin its final operational evaluation later this year for both aircraft. The Marine Corps will have procured all 100 UH-1Y Hueys and 180 AH-1Z Super Cobras planned by 2014.

Northrop Grumman Pulls NH90 from PRV Competition

Northrop Grumman has withdrawn from the US Air Force Personnel Rescue Vehicle competition after discussions with the customer and internal reviews. The big American systems integrator had planned to partner with EADS North America to offer the Franco-German-Dutch-Italian NH90 for the US Air Force requirement. A high-cabin NH90 built for Sweden would have offered the US Air Force much-desired PRV headroom. However, the US prime contractor withdrew from the competition when it became clear the 23,000 lb helicopter could not satisfy PRV range requirements.

The US Air Force is now in the market for 141 powerful, deployable rescue aircraft with network-centric communications capability to replace its Sikorsky Pave Hawks. The service hopes to release a Request For Proposals around June 2005 and award a contract by February 2006 to achieve Initial Operational Capability by 2011, four years earlier than first planned. The competition now pits the Bell Boeing V-22 against the Sikorsky H-92 and the Lockheed Martin/Agusta Westland/Bell Helicopter US101.

The Air Force has decided to separate procurement of the Common Vertical Lift Support Platform from that of the new rescue aircraft. Air Force studies promised significant savings if one helicopter type replaced both the HH-60G Pave Hawks for Combat Search And Rescue and the UH-1N Twin Hueys used to carry VIP and missile site support crews. Notional requirements called for another 64 aircraft to share a common training and support infrastructure with the PRV.

AFSOC Tests CV-22 Refueling Drogue

A variable-speed refueling drogue to make Air Force Special Operations Command (AFSOC) tanker aircraft compatible with the CV-22 Osprey was tested with the help of Advanced Training Systems International (ATSI) based in Mesa, Arizona. A TA-4 Skyhawk jet from ATSI was modified by Boeing with a shortened nose to accommodate the 54 in. diameter drogue. ATSI pilots flew 12 sorties to test the drogue's operating characteristics. The drogue was deployed from an AFSOC MC-130 Combat Talon II tanker.

Air force MC/HC-130 and Marine Corps KC-130 tankers have long used a dedicated low-speed drogue to refuel helicopters and a high-speed drogue for tactical jet aircraft. AFSOC tested a variable-speed drogue at Hurlburt Field in 2001. It had a speed range of 100 to 180 kt EAS covering the middle of the V-22 envelope. The Air Force will not comment on the speed range or schedule of the current test program. The variable-speed drogue and air refueling systems program is managed by the SOF Systems Group at Wright-Patterson Air Force Base, Ohio.

The Northrop Grumman Airborne Standoff Minefield Detection System
(ASTAMIDS) program is being broadened at the request of the US Army to include Reconnaissance, Surveillance, and Target Acquisition (RSTA) and target designation. ASTAMIDS is meant to fly on the RQ-8B Fire Scout Class IV Unmanned Aerial Vehicle being developed for the Army’s Future Combat System by Northrop Grumman. It uses an electro-optical infrared/multi-spectral imaging payload to detect surface and recently-buried mine patterns and randomly-scattered mines. The UAV payload can also detect obstacles, combat vehicles and other combat targets, including camouflaged targets.

ASTAMIDS uses quad-prism aperture-splitting technology with an integrated illuminator and target laser rangefinder/designator. The Army is developing change-detection algorithms to process ASTAMIDS imagery and spot Improvised Explosive Devices and single on-route mines. With only a minor lens modifications, the ASTAMIDS counter-mine RSTA capability can also be applied to other UAVs with higher-altitude profiles. The lens modification will add little weight to the 75-pound gimbaled payload. The Army intends to create a multi-mission sensor payload for emerging RSTA missions on multiple platforms for Joint service applications.

The U.S. Coast Guard now intends to modernize all 42 Sikorsky HH-60J medium range recovery helicopters to the armed MH-60T configuration rather than replace its Jayhawks with smaller Agusta-Bell AB139s. The Coast Guard Aircraft Repair and Supply Center in Elizabeth City, North Carolina is already working on the first HH-60T scheduled for Operational Test and Evaluation in late 2006. The remainder of HH/MH-60J fleet will rotate through Enhanced Programmed Depot Maintenance for conversion to MH-60T standards from 2007 to 2011.

Coast Guard studies in 2003 called for helicopters that could deploy boarding teams and carry weapons. The revised Deepwater Implementation Plan now finds the 15,000 lb AB139 recommended by prime contractor Integrated Coast Guard Systems unsuitable for the Vertical Insertion/Vertical Delivery Mission and Airborne Use of Force (AUF). The 22,000 lb MH-60J with an AUF package has recently entered service. (Five MH-60Js have already been equipped, and four more aircraft will be delivered this fall.) The totally rewired MH-60T will add a Rockwell Collins integrated cockpit, new sensors, more powerful engines, and airframe modifications.

In accordance with Coast Guard overhaul practice, the HH-60T upgrade is not a traditional Service Life Extension Program. However, it does make major structural changes in the nose section to accommodate a new FLIR, radar, Nightsun searchlight, and avionics. Several areas on the airframe and tail pylon will also be repaired or reinforced. A box-frame vibration absorber used on the UH-60L is being evaluated as a possible upgrade/replacement for the current absorber. The Coast Guard will act as prime contractor for installations done in Elizabeth City with hardware and kits made in Stratford.

The Coast Guard has issued a Request For Proposals for a new electro-optical/infrared sensor package and should choose a system by mid-summer. Funds for a new search radar have been delayed, but the first block of MH-60Ts may integrate the Primus 700A radar with the CAAS cockpit. The combination has already been integrated successfully on Army Special Operations Black Hawks. The Coast Guard CAAS cockpit will have five multi-function liquid crystal displays arrayed in landscape rather than portrait format for primary flight symbology, radar and EO/IR imagery, systems information, and a digital map.

Coast Guard Jayhawks now have General Electric T700-GE-401C engines, but the service is currently considering -401D upgrade kits rather than new engines to increase power and durability. Though the service plans no major flight control or rotor blade modifications, it continues to monitor UH-60M wide-chord rotor and fly-by-wire upgrades and will re-evaluate its MH-60T needs as its fleet ages.

The Coast Guard expects the MH-60T to deploy a six-man counter-terrorism team 200 nm from shore. The AUF package includes M240 door machine guns, an M-14 series precision-fire rifle, cabin armor, seat armor, law enforcement external lighting, and FRIES Bar for Fast Rope insertions. The AUF modification also includes a WESCAM 12D electro-optical/infrared gimbal, EFW Head-Up Display, and RT-5000 radio.

Sikorsky Aircraft and Canadian government officials formally opened a new Canadian Maritime Helicopter Project (MHP) office in Stratford Connecticut. Sikorsky was awarded MHP contracts for 28 CH-148 Cyclones in November 2004 to replace the CH-124 Sea Kings currently serving Canadian Forces, and to provide support for the new helicopters in service. First flight of the new Cyclone is scheduled for November 2007, and deliveries are due to begin in November 2008.

The newly renovated 25,000 square-foot office includes a 5,000 square-foot secure area to accommodate a detachment of 17 Canadian government employees overseeing the project. The remainder of the space houses Sikorsky Aircraft, General Dynamics Canada and L-3 MAS Canada personnel assigned to the MHP. General Dynamics Canada, based in Ottawa, Ontario, is responsible for Cyclone systems integration. L-3 MAS, based in Mirabel, Quebec, is responsible for long-term in-service support.

Canada's Federal Court of Appeal has meanwhile cleared the way for a court trial over the MHP contract. AgustaWestland Inc. contends its EH101 lost the Canadian competition due to political influence. It accuses the ruling Liberal party of rigging the selection to avoid picking the EH101 cancelled by Liberal Prime Minister Jean Chretien in 1993. The allegations will now have to be proved in court, and a win for AgustaWestland could either make the EH101 the new maritime helicopter or start a new MHP competition.

Sun Media in Canada meanwhile reported the Canadian Forces have had to replace cracked tail rotor hubs on their 15 EH101/CH-149 Cormorant search and rescue helicopters 87 times since 2001. The situation has exhausted the Canadian Forces' supply of spares. The Canadian Cormorants were grounded three times in 2004, the last time for cracks in the tail rotor hubs. Flying was later restricted to actual rescue missions. It is now reportedly limited to two-hour training missions, mostly to test the new tail rotor hubs.

Potential Presidential candidate Hillary Clinton and fellow New York Senator Chuck Schumer used parliamentary rules last week to defend the US101 Presidential helicopter from a “sneak” attack. The attack came from Connecticut Senator Chris Dodd using a spending bill amendment to deny defense contracts to countries dealing with Iran. Since both the UK and Italy have dealings with Iran, the ensuing restrictions might have complicated the US Navy’s VXX decision and kept Presidential helicopter work at Sikorsky in Connecticut. Senators Clinton and Schumer campaigned actively campaigned for the Anglo-Italian US101 to be integrated with Presidential communications and self-protection equipment by Lockheed Martin in upstate New York. The Associated Press reported Ms. Clinton said of the US101 fight, "We said we're going to stay here. We're not going anywhere. We won it fair and square.”

Meanwhile, neither Lockheed Martin nor the Navy will disclose details of the US101 air vehicle that will ultimately carry the President. At the time of the VXX announcement, Navy assistant secretary for research, development and acquisition John Young said both the US101 and VH-92 would need rotor and drivetrain improvements to meet VXX Increment II requirements. However, as a matter of policy, NAVAIR does not release specific details of the Marine One aircraft. This includes main rotor chord and diameter, primary flight control enhancements, tail rotor fixes, and possible landing gear improvements. Lockheed Martin and the Navy will not comment on the possible addition of an On-Board Inert Gas Generating System (OBIGGS) to the fuel system under the cabin of the new Presidential helicopter.

The basic US101 was civil certificated under rules written in 1978, before current 20G standards for vertical and longitudinal crashworthiness. However, neither the Navy nor Lockheed Martin will not comment on possible US101 fuselage reinforcements to meet current civil crashworthiness requirements for vertical and longitudinal impact strength. Lockheed Martin spokesman Mike Drake explains, “NAVAIR is a self-certifying agency and sets its own requirements using various acceptable standards such as MIL-STD-1290, AR-56 and FAR 29. NAVAIR requirements are commensurate with the requirements levied on every other DoN rotorcraft, and are generally considered to be more stringent than the industry standard.”

Similarly, the VXX prime contractor will not comment on reinforcements, material changes, or extra testing required to satisfy current birdstrike, lightning, and turbine burst protection standards. “The Marine One aircraft must meet military standards, and NAVAIR actually has standards more stringent than civilian standards,” explains Mr. Drake.

The VXX program begins with three test aircraft, five pilot production aircraft, and four additional test aircraft provided by the contractor team. With a low-risk approach to meet the aggressive delivery schedule requested by the White House, the first seven airframes (three test and four production aircraft) will be delivered from the Yeovil production line to Owego for final assembly and systems integration. At that stage, Bell Helicopter will still be in the process of standing up its production capability in Amarillo, TX. Bell Helicopter personnel will be working side-by-side with their AgustaWestland counterparts during this initial production to ensure a low-risk transition to the ultimate assembly point in Amarillo.

The test aircraft are not compliant with VXX Increment One, but similar to the Increment One configuration. They begin arriving at Patuxent River in May 2005 and delivery will be completed in 2006. The five Pilot Production air vehicles will be built to Increment One standards. They will arrive Owego in mid 2007 be delivered to PAX shortly thereafter. All the Increment 1 aircraft will have the full Presidential interior. The Naval Air Systems Command will not comment on the commonality between the US101 cockpit and the Lockheed Martin common cockpit aboard Navy MH-60S and MH-60R helicopters.

VXX Increment Two includes 18 aircraft delivered from the fall of 2010 to the fall of 2014. Lockheed Martin says the Increment Two aircraft will differ very little from Increment One other than new 3,000 shp General Electric CT7-engines. There will be no changes in cabin dimensions, and apparently no changes in transmission ratings, rotor systems, or flight controls.

Bell Helicopter has received a $104 million modification to a previously awarded firm-fixed-price contract covering the second Low-Rate Initial Production lot of H-1 Upgrade helicopters. Work on the four UH-1Y utility and three AH-1Z attack aircraft will begin immediately at Fort Worth and the Bell assembly plant in Amarillo, Texas. The helicopters are scheduled for delivery in 2007. The first LRIP lot of six UH-1Y and three AH-1Z aircraft is already in production at Amarillo. By 2014, the Marine Corps will have received 100 UH-1Y Hueys and 180 AH-1Z Super Cobras.

The H-1 Upgrade program to date has accumulated about 2,755 flight test hours since Dec. 7, 2000. One of the test AH-1Z’s recently flew to Yuma, AZ for weapons accuracy tests. A UH-1Y completed rocket ingestion and accuracy testing at Fort AP Hill, Virginia. The H-1 program is currently scheduled to begin its final operational evaluation (OPEVAL) later this year. The six-month OPEVAL at facilities around the United States will use Marine pilots and enlisted maintainers to clear the AH-1Z and UH-1Y for full-rate production in November 2006.

Pentagon Authorizes Sikorsky UH-60M LRIP

The Defense Acquisition Board (DAB) has authorized the US Army to begin Low Rate Initial Production (LRIP) of 22 new UH-60M Black Hawks. Sikorsky may build up to 40 of the new utility helicopters under LRIP through Fiscal 2006. A full-rate production decision to authorize 1,213 UH-60Ms is expected in 2007. The Acquisition Decision Memorandum (ADM) also authorized advanced procurement for the first lot of full rate production UH-60Ms, beginning in Fiscal 2007.

Sikorsky has so far delivered three UH-60Ms for testing -- two remanufactured helicopters and one new-build aircraft. The company is under contract to deliver five more test articles, and the Army has elected to build all UH-60Ms new. UH-60L production at Stratford concludes in Fiscal 2006, and the M-Model attains full-rate production in Fiscal 2007. Annual orders over the life of the program will be determined by future budgets.

The UH-60M introduces a high-lift, wide-chord, composite-spar main rotor blades and General Electric T700-GE-701D engines. The -701D turboshaft common to Block 3 AH-64D Longbow Apaches is rated 2,000 shp for 2.5 minutes in One Engine Inoperative contingencies. Maximum output is 1,994 shp for 10 minutes, 1,902 shp for 30 minutes, or 1,716 shp continuous.

The UH-60M will also integrate a new digital cockpit based on the Rockwell Collins Common Avionics Architecture System (CAAS) with multi-function displays; flight management systems; modern flight control computers with fully coupled autopilot. The Mike-Model Black Hawk will also have an integrated vehicle health management system with flight data and cockpit voice recorder.

Israel Gets First Boeing AH-64D-I

The Israeli Air Force received its first three Boeing AH-64D-I Longbow Apache helicopters April 3, reportedly to form a new 20-helicopter squadron. Israel has operated AH-64As since the early 1990s, and it is modernizing its Apache fleet with a combination of remanufactured AH-64As and new-build AH-64D-Is. Sources report eight new helicopters and one remanufactured aircraft completed so far. Israeli government and military leaders, as well as representatives from the US Army, Boeing and the international Apache team attended a formal handover ceremony on April 10. The remaining Apaches are expected by the end of 2006

Israel is one of 11 nations flying Apache helicopters and one of nine to have ordered or received the Longbow Apache. Though the AH-64D-Is were purchased under a US Army Foreign Military Sales agreement, Israeli-unique modifications are made under a direct commercial sales agreement signed with Boeing in 2000. The Elisra PAWS (Passive Airborne Warning System) and eight additional flare dispensers, for example, are integrated into the AH-46D-I to protect the aircraft from IR-homing missiles. The AH-64D-I has the same Northrop Grumman AN/APG-78 millimeter wave fire control radar integrated into US Army AH-64Ds.