S97 Raider and JMR/FVL program News + Videos

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Joint Multi-role Demonstrators in Race to Starting Line
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, Defense News6:49 a.m. EDT April 28, 2016


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WASHINGTON — In West Palm Beach, Florida, and Amarillo, Texas, two different aircraft are coming together in a sprint to the starting line of the Army’s much anticipated flight demonstrations of future helicopter concepts in 2017.

The Army plans to design and field a future vertical lift aircraft and is expected to kick off that program of record in the 2019 time frame. The expectation is to buy a new family of helicopters through a competition and field the new aircraft at some point in the early 2030s, although the Army has talked about speeding up that fielding timeline to the late 2020s.

But first the Army plans to demonstrate Joint Multi-Role (JMR) air vehicle capability at a 2017 flight demonstration in order to help the service fully define requirements for the Future Vertical Lift (FVL) program.

A Bell Helicopter and Lockheed Martin team is mating the entire wing -- which is one big part -- onto the fuselage in Texas of its advanced tiltrotor concept the V-280 Valor, according to Vince Tobin, Bell’s vice president for advanced tiltrotor systems.

Sikorsky and Boeing have all of its Defiant coaxial helicopter parts in fabrication, some have already been delivered to the final assembly facility in Florida, Pat Donnelly, Boeing’s program director, said. Notably, the fuselage is in California being assembled and the team plans to conduct flight loads verification before shipping it to Florida.


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Bell’s Tobin said the nacelles, compartments that hold engines, fuel or other equipment, were mated to the wing in March and they “fit like a glove.”

In fact, assembly of parts has gone so smoothly due to the use of 3-D design and simulation that Tobin, a self-proclaimed superstitious man, said, “Knock on wood, I am sure there are challenges to come, but so far, from a structural perspective, it’s all good.”

Bell had similar luck when Spirit Aerosystems assembled the fuselage for the Valor last year using the 3-D design environment. “It basically came together almost perfectly, Chris Gehler, director of the company’s advanced tiltrotor programs, said in October 2015.

The 3-D tool, which was developed in the last two to three years, has the ability to "change the affordability cost curve on this thing, so your non-recurring tooling significantly reduces and front-end costs are reduced," Gehler said.

Tobin said the tooling has also not caused any issues in the assembly process so far thanks to the 3-D simulations.

What’s left for Bell is to stuff the nacelles with gear boxes and engines and to get ready for restrained ground runs “by around this time next year,” Tobin said.

“The good news is everything to date is tracking as planned,” he added, and the aircraft should be ready for its first flight in the fall of 2017.

While Defiant is assembled, the Boeing-Sikorsky team is also testing all of its flight controls and software, electrical and hydraulic systems in its JMR System Integration Lab in Stratford, Connecticut, with real flight hardware, according to Doug Shidler, Sikorsky’s program director.

Raider, Sikorsky’s smaller version of Defiant using X2 technology, which is fully assembled and flying, has a similar SIL in Connecticut. The X2 technology demonstrated in 2010 was a 6,000-pound helicopter, Raider is 11,000 pounds and Defiant will weigh 30,000 pounds.

“The Systems Integration Lab is a very important part of our program for pre-flight and post-flight verification. It helps us ensure the best, most effective technology and capabilities are being brought to bear,” Shidler said. “The assembly and testing are proceeding well.”

It’s not yet clear whether the Army will first build medium-lift helicopters to replace UH-60 Black Hawks and AH-64 Apaches or if it will choose to prioritize building a light helicopter. The Army decided to retire its OH-58 Kiowa Warrior armed scout helicopters in 2013. Apaches are filling in on the armed scout mission, but it’s not an ideal solution as the helicopters are more expensive to operate -- much like taking a Lamborghini to go grocery shopping.

Both teams building demonstrator aircraft believe their solutions are easily scalable no matter what direction the Army decides to go.

Sikorsky has proven that it can build helicopters with the same technology in different weight classes.

And Bell has even designed and flew a tiltrotor unmanned aircraft system several years ago for a now defunct Coast Guard program, according to Tobin.

“The beauty of tiltrotors is they are eminently scalable,” he said. “From a scaling perspective, it’s not really a challenge so we are ready to go” with whatever the Army decides, he added.
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Piasecki touts winged compound helicopters for Future Vertical Lift

  • 01 MAY, 2016
  • BY: JAMES DREW
  • WASHINGTON DC


Piasecki Aircraft chief executive John Piasecki sees an enduring place for the company’s winged compound helicopters within the US Army’s Future Vertical Lift strategy despite the robust competition that has emerged between compound coaxial and tiltrotor types currently engaged in a Joint MultiRole technology demonstration effort.

The advanced aircraft design company – which has been pushing winged, propeller-pushed variants of the Boeing AH-64 Apache, CH-47 Chinook and Sikorsky UH-60 Black Hawk – believes that rotorcraft upgrades which allow current generation types to fly faster and farther sooner should be part of the FVL transition.

The company unsuccessfully bid on JMR, but continues to pursue advanced compound helicopter designs that could evolve into a standalone FVL-class aircraft or as an upgrade to the current fleets.

“We have to start yesterday on FVL,” Piasecki tells Flightglobal at an Army Aviation Association of America conference in Atlanta, Georgia this week. “There’s no question about FVL, but even the most optimistic projections about what we’ll able to afford and when we’ll be able to do it, the sheer size of the fleet demands that we have a comprehensive, fleet-wide strategy and that we invest in the future of those new platforms and bridge what we have until it can be replaced.”

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PA61-4N model

James Drew/Flight International

The company isn't funded by JMR, but has secured army science and technology funding to revive the Piasecki X-49 SpeedHawk that it first flew in June 2007. The aircraft never reached its top speed because of envelope limitations, but that 180kts limitation doesn't apply now.

The company believes that SpeedHawk was capable of flying faster than allowed in 2007, and hopes to validate new flight control technologies while also testing the aircraft at maximum speed.

Piasecki says his company responded to the two requests for information for Future Vertical Lift Capability Sets 1 and 3 that were released in February. However, Piasecki, CEO and the son of famed rotorcraft designer Frank Piasecki, would not elaborate on what has changed from the company’s JMR proposal to the RFI now, citing competitive sensitivities.

“We believe that Future Vertical Lift is an essential capability to realise the chief of staff’s vision for a future army that that is an expeditionary and distributed fighting force operating over much larger areas and in smaller formations, and vertical lift capability and extended range is essential to realising that capability,” says Piasecki. “The challenge is how we get from where we are today to that capability in a reasonable time.

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AH-64 Speed Apache compound helicopter

James Drew/Flight International

“We bring to the table a winged compound helicopter design,” he continues. “We feel that that configuration needs to be examined as part of the overall mix of Future Vertical Lift. Period.

“It is unique in that winged compound technology can not only be the basis for next-generation rotorcraft but can also be a means of extending the performance and life of our existing aircraft as FVL is introduced.”

“We’re going to be operating AH-64s and Black Hawks for as long as we’re alive, so in order to have a compatible fleet, we feel we have to field that as part of the technology insertion to keep that legacy fleet relevant and affordable. FVL technology, in general, ought to be developed with a view of leveraging as much as possible wing compound technology.”

Piasecki says when the army moves forward with an initial request for proposals (RFP), it must no become a “paper competition” that is “rife with risk”. Instead, the army should require flying prototypes from every offeror, which costs more up front but “focuses” industry and government participants and often improves the programme's chances of success.

Bell Helicopter is already developing the V-280 Valor demonstrator and a Sikorsky-Boeing is pursuing the SB-1 Defiant, both of which are expected to fly by next September. “Our recommendation is to maintain competition in the process for as long as possible,” Piasecki says.

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CH-47 Tilt Duct compound helicopter concept with Rolls-Royce T406 engines

James Drew/Flight International

Among the company’s product portfolio is the full-compound PA61-4N configuration, which has an advertised speed of 233kts (432km/h) and maximum gross weight of 15t (33,000lbs) with 7h of endurance.

Another “thrust compound” naval variant used for anti-submarine warfare, medical evacuation and attack/reconnaissance missions would fly 180kts (333km/h) at 15t with 7.5h of endurance.

Piasecki’s compound Apache design adds wings and a ducted fan to the AH-64 gunship to achieve an 11% increase in speed from 180kts to 200kt (370km/h) and a 39% bump in lift. It would have a mission radius of 440nm with 1h of on-station time.

The company’s most ambitious configuration would be the CH-47 “Tilt Duct” compound cargo helicopter that modifies the heavy-lift Chinook with long wings and two electric powered ducted fans.

The modification would include an engine upgrade to the Rolls-Royce T406 turboshaft engine, which powers the Bell-Boeing V-22 Osprey.

The Chinook's speed would bump up 18% from 170kts to approximately 200kts (370km/h). Its lift would increase 12% and increase the type's range by 115%, according to the company. The CH-47D Tilt Duct Chinook's maximum gross weight is 24t (52,645lb).
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Tyrant King
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By
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on May 23, 2016 at 1:09 PM

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Prince William in Griffin helicopter

WEST PALM BEACH, Fla.: The United Kingdom is following the U.S.
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(JMR-TD) project with “great interest” and might either get involved at some point or buy future aircraft the effort spawns, says a top British Defence Ministry rotorcraft engineer.

“It’s a perfectly feasible outcome,” Bryan Finlay, the senior engineer at the UK’s Defence Science and Technology Laboratory, said Wednesday at the American Helicopter Society International’s annual forum. He was replying to a question I put to him.

Finlay said during the panel that the UK has decided it will replace its army’s and its navy’s medium-lift helicopters in the mid-2030s. The JMR-TD aims to prove technologies for a new more capable medium-lift vertical takeoff and landing aircraft to go into operation by 2034. Under the JMR-TD, Bell Helicopter’s new
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and Sikorsky and Boeing’s new
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are to fly next year to start validating new technologies and designs.

Bell-V-280-Valor-Future-Vertical-Lift-300x200.jpg

Bell V-280 Valor Joint Multi-Role Demonstrator

Sikorsky-Boeing-Joint-MultiRole-JMR-FVL-300x199.jpg

Sikorsky-Boeing SB-1 Defiant concept

“Right now we don’t know what the Joint Multirole program’s going to deliver in terms of a platform,” Finlay noted. “Therefore we would wait with great interest.”

But when asked if it was reasonable to expect the UK military to get “involved in some of the deliberations” as the JMR proceeds, Finlay replied: “Absolutely. I think at a military-to-military level that they already have.”



UK and U.S. science and technology engineers such as himself already have, Finlay added. “The S&T guys, we talk to each other all the time, and we’re interested in the geeky stuff, and that’s not a problem,” he said. “But the key to unlocking capabilities is really the military-to-military contact and their understanding. And then of course the politicians.”

Aw, probably makes too much sense.

Full disclosure: The American Helicopter Society International paid for Breaking Defense’s lodging during Forum 72.
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Boeing outlines plans for JMR demonstrator

  • 10 JUNE, 2016
  • BY: BETH STEVENSON
  • PHOENIX


Boeing is hopeful that the technology demonstrator (TD) it is building for the US Army’s joint multi-role/future vertical lift(JMR/FVL) programme will continue past the currently planned 2019 timeframe and into further phases of testing.

Jeff Shelton, senior manager for JMR/FVL global sales and marketing, told reporters in Phoenix, Arizona, that Boeing “absolutely does not” want to stop testing the rigid rotor coaxial design after the TD phase is completed, and sees value in continuing the testing as the programme develops into further phases of FVL.

“We’re in the process of building a one-off flying demonstrator," Shelton says. "We are in the manufacturing stage now, and will start assembling later this year at West Palm Beach in Florida, where the flight testing will also take place. We are also looking at ways to extend JMR TD beyond 2019.”

The company's design is derived from Sikorsky’s X2 demonstrator, and a 14,500kg (32,000lb) aircraft will be flown at the end of next year and into 2019, during which it will have to prove its ability to fly at 250kt (462km/h).

Follow-on stages of the programme are yet to be determined, and “the requirement development is ongoing”, Shelton says. A request for proposals is expected in 2019, with a contract award in 2020 and fielding in 2030.

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X2

Sikorsky

Under the programme's FVL Medium stage, a utility variant will be the first type of new rotorcraft to be fielded. This platform is expected to be followed by an attack helicopter, which some expect to be available in the 2045 timeframe. However, Shelton says a date has not yet been defined.

A cargo aircraft replacement is expected to follow in the period around 2050 to 2060. This would fit with the planned 2062 out-of-service date for Boeing's CH-47 Chinook. A request for information for a light element of the FVL programme has already been released.

FVL will ultimately replace a number of rotorcraft types in the US military and coast guard’s inventory, and Shelton is confident the technology will be offered to international customers as well.

“We have seen international interest in the FVL requirement,” he says. “If the US government replaces these aircraft you can see international customers doing that too.

“There are different things we can do to the air vehicle to meet different service needs,” he adds.
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Frankly the Army's plans are ridiculously slow.
 

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Tyrant King
First the UK now the Ausies
Australian Army Sends Envoy To U.S. Future Vertical Lift Talks


Aug 5, 2016
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| Aerospace Daily & Defense Report


  • bellv-280-bell.jpg

    V-280: Bell Helicopter

    As some of America’s most sophisticated airborne weaponry—including the
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    ,
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    Growler,
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    , MQ-4C Triton and
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    Amraam—head to Australia, Canberra is now saying g’day to the next generation of military rotorcraft being designed in the U.S. for Future Vertical Lift (FVL).

    The Australian Defense Force (ADF) confirmed on Aug. 5 that the U.S. Army has formally invited it to participate in early discussions about FVL as the requirements are still being cemented. The soon-to-launch program seeks to usher in a new era of long-range, high-speed rotorcraft for the 21st century. It will produce a successor for all traditional helicopters in different size classes for all of the U.S. services, including long-serving
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    Black Hawk,
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    AH-64 Apache and
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    Chinook aircraft.

    Australia—the world’s sixth-largest importer of military equipment and a strategic U.S. ally in the Asia-Pacific region—rivals Israel in its pursuit of high-end American armaments. It is often quick to partner with emerging U.S. programs early in the requirements development stage like it did with the Joint Strike Fighter, Triton and Poseidon.

    In this instance, Australia is sending a high-ranking army officer to participate in FVL discussions as the U.S. military rotorcraft community prepares to launch into its first Army-led FVL program of record.

    Canberra is not paying to participate and is not a formal member of the FVL group, but as a longtime Black Hawk and Chinook operator, it will probably want whatever vertical-lift aircraft spins out of the program.

    “The Australian and U.S. armies share an interest in the development of the future vertical-lift capability. As such, the U.S. Army has invited the Australian army to participate in an exchange of ideas in order to understand and prepare the next-generation of helicopters,” the ADF tells Aviation Week. “This exchange of ideas assists the Australian army to meet our future requirements as outlined in the 2016 Defense White Paper, and is occurring without a financial arrangement, membership or any other commitment from the Australian army. An Australian army lieutenant colonel, in his capacity as a liaison officer, is attending the U.S. Army forums to better understand and inform our army as to the U.S. approach.”

    The statement confirms that Australia has become the first nation to dip its toes into the still-cool waters of FVL, seemingly undeterred by its protracted and expensive involvement in the multinational F-35 development effort that will introduce the
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    ’s first stealth fighter.

    ADF says it is “privileged to be actively involved in the development of the next generation of the vertical-lift capability,” while making the point that no acquisition decision has been made and the Australian government will make those determinations “at an appropriate time.”

    Confirmation of Australia’s participation in FVL discussions comes as the U.S. Army seeks a material development decision from the Pentagon that will trigger an analysis of alternatives for the first tranche of military rotorcraft to be produced under FVL. Once it hits full stride, FVL will be the second-largest military acquisition next to the F-35.

    The service is currently partnered with
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    and a
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    -Boeing team for flight demonstrations of their competing V-280 Valor and SB-1 Defiant prototypes as a risk-reducing exercise. The military has also teamed with smaller design shops to test innovative vertical-lift concepts in the laboratory, like Karem’s optimum-speed tiltrotor and AVX’s coaxial compound helicopter.

    A formal competition for a three-year technology maturation phase will begin in fiscal 2019, to be followed by a full-scale, six-year development effort in 2024. The Army expects to deliver the first war-ready FVL combat squadron in early 2030, although many in industry want the Army to move more quickly.


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Updates Scheduled for Special Operations Aircraft
February 2017

By Yasmin Tadjdeh

SOCOM is also preparing for new aircraft that will come down the line in the 2030s, Phillips said during a panel discussion at the Center for Strategic and International Studies, a Washington, D.C.-based think tank.

The command is working alongside the Army and the Marine Corps to develop a new type of rotorcraft known as future vertical lift.

FVL is an effort spearheaded by the Army — and influenced by some of the other services — to develop a revolutionary new aircraft that would replace thousands of aging platforms in the 2030s.

The program is being preceded by what is known as the joint multi-role technology demonstrator, which will include demonstrations from a Boeing-Sikorsky team offering the SB-1 Defiant and Bell Helicopter offering the V-280 Valor.

There is significant amount of alignment between the services when it comes to what capabilities they want out of the platform, said Col. Erskine Bentley, Army Training and Doctrine Command’s capability manager for future vertical lift.

“We still have … a lot of work to do in that area but we’ve definitely identified the trade space that is there,” he said.

While the Army, Marine Corps and SOCOM may have different requirements for the number of troops it would like the platform to carry, the services can swap out payload, he noted.

“For instance, we could trade part of that payload that the Army uses for soldiers into fuel to increase the range that the Marine Corps needs or that SOCOM needs,” Bentley said.

Col. John Barranco, with the Marine Corps’ rotorcraft requirements office, said: “Will there be compromise? Yeah, of course there will be. But that isn’t a bad thing.”

The reality is that the United States military faces a fiscally constrained environment, he said. “Anyone who thinks that’s going to change radically for the better is probably fooling themselves.

“We need shared technologies, we need shared systems, we need shared aviation supply and logistics,” he said. “That’s the reality. It’s not just a fiscal reality; it’s going to be a battlefield reality. We’re not going to be able to sustain, move [and] supply multiple, unique systems across the services like we’ve done in the past.”

The services hope to avoid pitfalls that befell some embattled joint programs, like the F-35 joint strike fighter, the panel said.

“This is a multiservice project versus joint,” he said. “We set up a joint program office for F-35. That was kind of an unheard of creation … it was not a construct that existed previously. … That’s not what we are doing here.”

The Army is leading the FVL effort with participation from the Marine Corps and SOCOM, he noted.

“We’re not creating something new from scratch,” he said. “This is structured differently than F-35.”
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sikorsky-sb-1-defiant-dec-2016.jpg
Under a $77 million contract, Lockheed Martin and Piasecki Aircraft are developing a new vertical takeoff and landing (VTOL) aircraft designed to exceed the speed, range, and altitude limits of helicopters. The Aerial Reconfigurable Embedded System (ARES) features a 41-foot span, unmanned flying wing in a tiltrotor configuration. Two prop-rotors measuring approximately eight feet in diameter, embedded near a fuselage, will swivel up to let ARES take off and land like a helicopter and tilt forward to fly like a plane.

Honeywell’s HTS900 helicopter engines will be used to life the 3,000 to 7,000 pound. load. The craft should be able to reach 195 mph and an elevation of 20,000 feet.

ARES is scheduled to fly shortly after the September 2017 flight of the Army’s Bell Helicopter V-280 Valor tiltrotor and Sikorsky-Boeing SB<1 Defiant compound helicopter.  ARES is designed to provide the flexibility required but unavailable with helicopters. It also provides the ability to successfully drop small payloads of supplies on small units in the field, keeping them mobile. The military will evaluate the plane as soon as it begins its flight test program.
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Tyrant King
2/6/2017
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By Sandra I. Erwin

Swift_Sb-1Defiant.jpg

Next-generation technologies such as the Army's Future Vertical Lift program could face fiscal roadblocks.
Budget forecasters are beginning to paint a picture of what the Trump administration’s defense buildup might look like. Almost everyone agrees that spending will not skyrocket to the level congressional hawks and defense industry would like, so the question is how the Pentagon will prioritize whatever additional funding it winds up receiving.

The data crunchers at the consulting firm Avascent project an increase of about $270 billion for defense spending over the next five years, a much more conservative number than the $430 billion five-year boost proposed by Sen. John McCain, R-Ariz., chairman of the Senate Armed Services Committee.

The fiscal year 2017 budget resolution passed last month by the House and the Senate shores up defense spending to $618 billion for fiscal year 2018, or $70 billion over the Budget Control Act cap of $549 billion. McCain’s plan would give the Pentagon $640 billion in 2018.

The Avascent forecast takes a “middle ground,” Managing Director Douglas Berenson said in a conference call. “The increase we project is considerably smaller than a lot of people hope for.” He expects a request of $25 billion for emergency funds, known as “overseas contingency operations,” for fiscal year 2017. By comparison, House Armed Services Committee Chairman Rep. Mac Thornberry, R-Texas, said he expects the OCO request to reach $18 billion.

Given these cautious projections, a key message for the defense industry is that the Pentagon likely will not be able to afford many new starts, especially higher risk projects that are years away from production.

“Complex new start R&D programs will require much more funding to reach production maturity than the fiscal year 2017 budget assumes,” said Berenson. Considering the Pentagon’s track record in underestimating the cost of research-and-development programs, Avascent concluded that funding increases over the next five years will focus on “keeping existing programs moving.”

“We are assuming that all this focus on executing current programs with greater efficiency and lower risk means there’s relatively slow progress on new-start concepts,” said Berenson.

Next-generation weapons systems that will face especially troublesome fiscal roadblocks are the so-called “penetrating counter-air” future fighter aircraft and the Army’s “future vertical lift,” Berenson said. “We take a fairly jaundiced view of how rapidly those will go.”

The penetrating counter-air weapon would replace the Air Force F-15C and F-22 Raptor air-superiority fighters. The project is in the early phase of concept development, with a goal to deploy a new system by 2035.

Future vertical lift, which started in 2008, is a long-term effort to replace most current helicopters with advanced new designs.

The unpredictability of the cost of these ambitious programs makes them vulnerable, said Berenson. Futuristic weapons systems also are less politically desirable because they don’t create manufacturing jobs in the near term. And if Trump delivers on his promise to increase the size of the military, forces will need equipment sooner, rather than later.

“That will be done through improvements and upgrades to existing equipment,” said Berenson. Ground vehicles, for instance, offer an opportunity to spur manufacturing jobs in the Upper Midwest that have the bulk of the military vehicle industrial base. In the case of the Navy, a significant portion of added shipbuilding money will go to keep existing programs on track, particularly the new ballistic missile submarine that will replace the aging Ohio class. The massive naval buildup Trump talked about is not likely to happen at least during this four-year term. “We assume getting to a 350-ship Navy will take many years, beyond our five-year window for our forecast,” said Berenson.

The Air Force will have to hedge its bets as it pushes forward with the development of a new long-range nuclear bomber, a new aerial surveillance airplane and a trainer jet. All these programs will probably cost more than expected, said Berenson of the B-21, the JSTARS recapitalization and the T-X. In the meantime, the Air Force will work on reducing the age of its inventory by buying more equipment from its existing lines, namely the F-35A fighter and the KC-46 refueling tanker.

This administration, like its predecessors, soon will find out that cost assumptions — particularly in operations, maintenance and R&D accounts — are always too optimistic. It also will run into the massive bureaucratic roadblocks trying to cut administrative bloat. “Goals about internal savings will be hard to achieve,” said Berenson. “To get those savings you have to make significant reductions and consolidations in DoD functions. I don’t see that in the cards.”

Officials will play up and talk up “marginal savings” but this will not fundamentally change the math, Berenson said. That reality, along with fiscal pressures caused by personnel growth, means there will be “real limits to new-start acquisitions.”

Procurement dollars that might be added to the budget will likely end up in mature production lines, he said. “The Trump team really wants to use defense procurement as a means of priming the pump of manufacturing jobs. It goes to the strategic imperative of increasing the force and recapitalizing the force more rapidly.”

The next-generation defense technology effort that falls under the “third offset” umbrella — a term coined by Deputy Defense Secretary Bob Work during the Obama administration — may continue on, albeit under a different brand name, said Berenson. “We are not assuming anything goes away,” he said. “Bob Work staying on is an indication that the general thrust of the third offset will persist. ... But I will not make a projection on whether the phrase ‘third offset’ survives this year.”

The capabilities sought under the third offset — autonomy, artificial intelligence, undersea warfare, directed energy — are central to the military services’ thinking about future capabilities.

The Office of Management and Budget, led by deficit hawk Mick Mulvaney, will put the squeeze on the Pentagon to lower the cost of weapon systems, but do not expect to see the phrase “better buying power” on any briefing slides, said Berenson. Terms that are associated with the Obama years will be banished, “but you’ll still see OMB push for acquisition reforms, efficiencies in process and organization structure.”

Concerning the impact of Trump’s soft-on-Russia foreign policy, Berenson believes the thinking of Defense Secretary Jim Mattis will ultimately influence spending decisions. “Trump will probably not argue with the notion in the abstract of having a larger army. Mattis has thought through this very carefully. Mattis’ sense of strategic priority — that coincides with the broader Republican sense of strategic priorities — is the one that really drives this investment forecast,” said Berenson. “The forces that would be relevant to counter a Russia scenario in Europe will increase.”


Photo: SB-1 Defiant concept for Future Vertical Lift (Boeing)
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Tyrant King
I now read, watched S-97 Raider Soars in New Flight Testing Video
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S-97-Raider-777x437.jpg

The S-97 Raider, a next-generation coaxial prototype made by Lockheed Martin Corp.'s Sikorsky unit, flies in this video released April 18, 2017. (Screen grab via Lockheed Martin video)

POSTED BY:
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APRIL 18, 2017

Lockheed Martin Corp.’s Sikorsky unit has released a new video of its next-generation helicopter prototype, the S-97 Raider, undergoing more flight testing.

The two-and-a-half minute video uploaded to YouTube on Tuesday shows the coaxial chopper flying with wheels down and up, views from the cockpit as test pilots take notes, and multiple shots of the aircraft as it soars over the airport and surrounding environs.

The video comes barely a week after the company released three-and-a-half-minute animation of its proposal for an assault and attack variant of the SB>1 Defiant, a large coaxial design it’s pitching for the U.S.
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‘s Joint Multi-Role (JMR) technology demonstrator and Future Vertical Lift (FVL) programs.





The Raider was initially designed for a $16 billion U.S. Army weapons acquisition program called the Armed Aerial Scout to replace the
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, one of the smallest helicopters in the fleet.

While the service put that acquisition effort on hold due to budget limitations, Sikorsky, maker of the Army’s
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helicopter and other aircraft, still plans to sell the coaxial design in the U.S. and abroad, and the firm along with its suppliers have spent tens of millions of dollars developing the technology.

Textron Inc.’s Bell Helicopter unit, meanwhile, is developing the tilt-rotor V-280 Valor for the JMR program and wants the Army to select its product to replace the Black Hawk helicopter as part of the Future Vertical Lift acquisition effort.

With a V-280 first flight still a year away, one can’t help but wonder if Lockheed is trying to hammer home to Army officials and others the idea that its prototype is already flying.
Look at that baby fly!
 
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