Bell's V-280 Osprey II next generation

Gestart door Harald, 11/04/2013 | 16:37 uur


Harald

Watch the Bell V-280 turn its rotors for the first time



The Bell V280Valor prototype aircraft has successfully begun its restrained ground run test operations. The aircraft will continue ground run testing at the Bell Helicopter Amarillo Assembly Center where it will undergo a series of functional tests running all aircraft systems and flight controls in preparation for first flight this fall.

Harald

V-280 Valor Achieves 100% Completion

Bell Helicopter has completed assembly of its new tilt-rotor, the V-280 Valor, at its plant in Amarillo, Texas.



The Bell V-280 Valor has achieved 100% build completion and moved one step closer to its first flight this fall. The V-280 is the newest revolutionary aircraft in the tiltrotor family.

The V-280 Valor was selected in August 2014 to advance, build and fly an aircraft within the JMR-TD program.

The V-280 has been designed to provide our military with the speed, range and operational productivity needed to complete any mission successfully and outmatch every opponent. New innovations incorporated in the V-280 include stationary nacelles, which increases the ease of aircraft maintenance and safety of the ingress and egress.

The newest tiltrotor offers fixed-wing, high-speed performance and low-speed agility, giving soldiers and operators the option to select the best pace and maneuverability for their mission.

http://www.defense-aerospace.com/articles-view/release/3/186589/bell-completes-assembly-of-first-v_280-tilt_rotor.html

extra info :
https://theaviationist.com/2017/08/30/here-are-the-first-images-of-the-first-bell-v-280-valor-next-generation-tilt-rotor-aircraft-prototype/

Sparkplug

Bell V-280 taking form in Amarillo

By James Drew, Washington DC | 21 April 2016

Bell Helicopter's third-generation tiltrotor, the V-280 Valor, is literally coming together in Amarillo, Texas, as the company enters the final stages of mating the wing with the fuselage.

It's a moment of truth for the engineers and fabricators who have been working on prototype aircraft, which is being prepared to fly in September 2017 as part of the US Army's Joint-MultiRole Technology Demonstrator (JMR-TD) programme. If one part or structure doesn't line up the project might stall, Vince Tobin, Bell's vice-president of V-280 and Future Vertical Lift says the company's three-dimensional design models have proven accurate so far.

"We have every confidence that it will work," Tobin tells Flightglobal. "It's a major risk reduction in the way we look at it with things going forward. Beyond just the components fitting together, we've used this to make sure there's no conflict with the tooling."




V-280 wing and fuselage come together in Amarillo, Texas, ready for mating
Bell Helicopter

The mating of the wing comes five months after Spirit AeroSystems delivered the V-280 fuselage from its plant in Wichita, Kansas. The two nacelles, built by Israel Aerospace Industries, were mated with the wing last month, says Tobin. The entire structure should come together by the end of the week.

The V-280 is Bell's attempt to bring the US Army back around to tiltrotor design after it abandoned the V-22 Osprey programme in favour of trusted Vietnam War-era utility helicopters, like the Sikorsky UH-60 Black Hawk and Boeing CH-47 Chinook.

The Osprey, designed in the 1980s, is the first tiltrotor to enter operational service, having been purchased by the Marine Corps, Air Force Special Operations Command and soon the Navy for a wide variety of missions. The Army, though, prefers side doors on its multi-role helicopters, which cannot be engineered into the V-22 because of its tilting engines and main support beam.

The V-280, however, tilts its rotors and not the entire engine as it transitions from hover to forward flight and the main support beam runs over the roof of the cabin instead.

"One of the first design questions we had to wrestle with for a medium-lift rotorcraft targeted for the US Army is, do we go with the ramp like the V-22 or side doors that the army has been operating out of for the medium-lift aircraft since the 1960s?" explains Tobin. "When the troops egress out of the side doors, they have the problem of engines in their way and can't fire out the side of the aircraft. That forced us to go to the fixed nacelle configuration."


Bell Helicopter

The hot, down-facing turbine exhaust also complicates where the V-22 can land. V-280 doesn't have that problem, and it also does away with the V-22's forward-swept dihedral wing in favour of a flat, straight wing. That greatly reduces the aircraft's complexity by eliminating the mid-wing gearbox, thereby lowering the manufacturing cost.

"There's no dihedral, no anhedral and no sweep in the wing," says Tobin. "In the V-22, the forward sweep is there because 30 years ago when we were doing the design, we didn't really know how far the rotors were going to flap back toward the wing in forward flight. What we've determined over years of experience with the V-22 is that the flapping is pretty insignificant; it's on the order of a degree or two."


Sikorsky-Boeing SB-1 Defiant
Sikorsky

The V-280 is Bell's answer to the US Army's requirement for a mid-sized next-generation rotorcraft with twice the speed and range of a conventional helicopter to replace the Block Hawk and Boeing AH-64 Apache gunship in the 2030s. It's competing against the Sikorsky-Boeing SB-1 Defiant – a rigid-rotor, compound coaxial pusher prop type based on Sikorsky's X-2 and S-97 demonstrators.

Tobin hopes that both types will fly next September so that the army can quickly determine which of the two is best and proceed with an acquisition.

The V-280 has a top speed of 280kt (518km/h) and range of 500-800nm. The prototype is powered by two General Electric T64 turboshaft engines, which are currently undergoing testing.

Tobin expects to begin ground runs in 12 months ahead of first flight next September. The JMR flight campaign runs through 2019.




Bell Helicopter

https://www.flightglobal.com/news/articles/bell-v-280-taking-form-in-amarillo-424481/
A fighter without a gun . . . is like an airplane without a wing.

-- Brigadier General Robin Olds, USAF.

Sparkplug

US Army starts firming FVL requirements as RFI deadline passes

By James Drew, Washington DC | 08 April 2016

In February, the US Air Force revealed its 21st century bomber, the Northrop Grumman B-21. This week, the US Army edged closer to defining what could be its first truly new rotorcraft type of this century.

Locked away somewhere, behind a government firewall, is one "initial capability set" that will lead the army's Future Vertical Lift (FVL) programme, an initiative that will introduce a next-generation family of rotorcraft to succeed everything from the now-retired Bell Helicopter OH-58 Kiowa to the Boeing CH-47 Chinook beginning in the coming decades.

Once at full speed - delivering five different classes of rotorcraft with common architectures to soldiers, sailors, marines and special forces - it will be the Pentagon's second-largest arms buy, topped only by the $379 billion acquisition of the Lockheed Martin F-35 Lightning II.

The government is now considering which "capability set" to pursue first: a light reconnaissance, attack and assault/lift type with a cruise speed greater than 200kt (370km/h) and 229nm unrefuelled range; or a mid-weight, general-purpose aircraft with a top speed of 230-310kt and 229-450nm range.

Those two capability sets, defined by US Army Training and Doctrine Command, the service's requirements authority, were communicated in two request for information, released in February.

The response period closed yesterday. The army expected submissions from across the vertical lift industry, including prime manufacturers in America and abroad as well as specialist designers and fabricators.

Richard Kretzschmar, director of the army's joint Improved Turbine Engine/Future Vertical Lift programme office, and FVL product director Leslie Hyatt told Flightglobal this week that responses will help the army solidify its requirements and the acquisition strategy that will be considered by a Pentagon board in October.


Attack variant of Bell V-280 Valor. Weapons are housed internally to reduce drag.
Bell Helicopter

It is not exclusively an American endeavour, since input has been welcome from vendors in Europe and elsewhere. "It as broad as possible," confirms Kretzschmar.

"There's quite a lot of helicopter vendors in the world that aren't participating in [the Joint Multi Role technology demonstration] that have capability that might be suitable for those capability sets," says Kretzschmar. "We wanted to really understand where they stood, the investments they've made and what they could mature from a cost and time perspective toward our needs."

Kretzschmar and Hyatt would not say which aircraft type might come first – light or medium. That billion-dollar question seems to have puzzled and even frustrated some industry teams, because of the surprise release of "Capability Set 1" - or FVL Light - in February. It was assumed that FVL Medium would come first.

"We are working right now on the initial capability set," says Kretzschmar. "Yes, there is one."

Whichever is proposed in October will direct industry's focus. An analysis of alternatives will begin once a materiel development decision is made. A request for proposals is expected in 2018, followed by an extensive source-selection phase and downselect for the technology maturation phase in 2021, or sooner depending on resourcing and requirements.


Sikorsky-Boeing SB-1 Defiant
via Swift Engineering

The foundation for this future development and production effort is an extensive science and technology project known as JMR. This started in 2013 and will continue through 2019, with first flight of the participating Bell V-280 Valor and Sikorsky-Boeing SB-1 Defiant planned for August or September 2017.

"That's moving along on schedule and on time," confirms JMR programme chief Dan Bailey, who says the V-280 wing is now being mated to the Spirit Aerosystems-built fuselage. Swift Engineering in San Clemente, California is nearing completion of the SB-1 structure.

JMR is also funding functional trials of Karem Aircraft's optimum speed tiltrotor system and wind tunnel tests of AVX's twin ducted fan, coaxial-rotor compound helicopter.

Bailey says Congress added funds in 2015 and 2016 for additional experiments, and full-scale dynamic testing of Karem's wing and rotor system is planned for late 2018 or early 2019 from a tower.

"It's resource dependent," he says. "Later this year will be our Karem functional test. We'll have their full [rotor] hub integrated solution on a test stand. It won't have blades, but that's a very unique hub. To see if it functions or does not function will be an interesting demonstration."


Karem Aircraft optimum speed tiltrotor
Karem Aircraft

Bailey says it's "vitally important" that America moves forward with a new rotorcraft design for this century, one with greater speed, range, and capability compared with today's types.

The most recent innovations are the US Marine Corps CH-53K King Stallion, based the CH-53 series, and its Bell Boeing V-22 Osprey, which is derived from the XV-3 and XV-15 and first few in 1997. Sikorsky self-funded its X-2 and larger S-97 Raider prototypes.

There has not been radically new vertical lift project from the army since the Boeing-Sikorsky RAH-66 Comanche, which was terminated in favour of upgrades to existing designs.

"I think we've done all the right things to prepare ourselves for a successful [FVL] programme of record and hopefully, the resources will align and the need will stay," says Kretzschmar.

"We've spent a tremendous amount of effort looking at the lessons learnt from other programmes [like Comanche], not only what went wrong but also building the benchmark from some of the models of success and things that went right with different programmes," adds Hyatt. "We continue to feed those lessons learned into our acquisition strategy so we don't repeat those past mistakes."


AVX JMR concept
AVX Aircraft

https://www.flightglobal.com/news/articles/us-army-starts-firming-fvl-requirements-as-rfi-deadl-424023/
A fighter without a gun . . . is like an airplane without a wing.

-- Brigadier General Robin Olds, USAF.

Sparkplug

US Army begins industry survey for Future Vertical Lift

By James Drew | 23 February

The US Army has provided the clearest details yet about what in needs in a Future Vertical Lift (FVL) platform after releasing two requests for information for next-generation rotorcraft technologies and concepts in the lightly armed reconnaissance and mid-size utility/attack roles.

Published on the US government's contracting website on 22 February, the army's industry surveys, for the first time since FVL was conceived seven years ago, seek information on future rotorcraft, based either on existing types or completely new designs, that could be introduced in the 2030s. The notice seeks information on every core technology from the airframe structure to engines, drive systems, rotors and flight control systems as well as avionics, sensors and armaments.

The emphasis is on improved speed, range, endurance and full performance "in high and hot environments" as well as lower operating and maintenance costs and a comparable or reduced logistical footprint compared to today's army aviation inventory.

Safety, survivability and lethality are three more focal points, as well as manned-unmanned teaming and highly networked operations via the latest radios and datalinks.

Established by then-defence secretary Robert Gates in 2009 and more closely defined in a 2011 strategic vision document, the proposed FVL acquisition would jointly mature and acquire next-generation rotorcraft for the Pentagon and would be second in size, scope and cost to the Lockheed Martin F-35 "Joint Strike Fighter" programme.

It might eventually replace the long-serving Sikorsky H-60 Black Hawk, Boeing AH-64 Apache and H-47 Chinook types as well as the recently retired Bell OH-58 Kiowa Warrior in the armed aerial scout role.

The two industry surveys are tentative first steps in that process, arming army decision makers with the latest concepts being pursued by helicopter heavyweights like Lockheed Martin/Sikorsky, Boeing, Bell Helicopter and Airbus Helicopters as well as proposals by smaller manufacturers and new market entrants.

The programme's precursor, the Joint Multi-Role Technology Demonstration (JMR-TD), is already underway with the Sikorsky/Boeing SB-1 Defiant and Bell Helicopter V-280 Valor due to fly in 2017.


The Sikorsky S-97 Raider is targeted at the aerial reconnaissance scout role.
Sikorsky

Light attack and aerial reconnaissance

The first FVL "capability set" reflects a "small, agile air vehicle" for future reconnaissance, light-attack and light-assault and lift operations.

Desired performance metrics include a terrain-following speed greater than 200kt with a "tactical radius" of 229nm unrefuelled, the RFI states.

The minimum time-on-location is 2h out 170nm from a base location for the reconnaissance and attack missions, or 30min for assault missions out 229nm.

The "minimum internal payload" is six fully equipped troops weighing 152kg (335lbs) each, with sustained, agile flight at 6,000ft with temperatures reaching 35°C (95°F). Aerial refuelling is a must-have capability.


Bell V-280 (pictured) and Sikorsky-Boeing SB-1 are targeted at the army's mid-weight attack/utility requirement
Bell Helicopter

Medium utility and attack

The second "capability set" images an aircraft that fills the role of today's Apache and Black Hawk. Its diverse range of mission sets includes urban security, attack, maritime interdiction, medical evacuation, disaster relief and combat search-and-rescue.

At a minimum, common attributes should include a "combat radius" of 229-450nm with cruise speeds from 230kt to 310kt when fully loaded and in hot and high locations.

The RFI proposes an internal payload of 1,587-1,814kg (3,500-4,000lbs) and 2,722-3629kg (6,000-8,000lbs) externally. Other metrics included in the RFI target other mission derivatives.

All types must be capable of employing precision-guided weapons anywhere from 100m to 3km, with 360° self-protection from a mounted weapon turret. All types must be compatible with transport via today's navy ships and fixed-wing cargo airplanes.

The army's latest budget request includes $104 million through fiscal year 2021 to begin "FVL-Medium", and $10 million is included in 2017 to establish fund a programme office and begin a formal analysis of alternatives.

The programme's future is still far from certain and won't become a formal, milestone A-approved programme of record until 2019, army budget documents note. The first FVL air vehicle "technology maturation" contracts aren't expected until 2021, by which time research and development funding will hit $55 million.

https://www.flightglobal.com/news/articles/us-army-begins-industry-survey-for-future-vertical-l-422310/
A fighter without a gun . . . is like an airplane without a wing.

-- Brigadier General Robin Olds, USAF.

Sparkplug

Boeing upbeat as US Army moves on Future Vertical Lift

By James Drew, Philadelphia | 15 February 2016

The US Army has moved forward with an ambitious project to introduce a next-generation family of rotorcraft designs with funding sought for Future Vertical Lift (FVL) in its fiscal year 2017 budget submission.

Future Vertical Lift-Medium is listed among 15 other "new start" projects in the budget submission sent to Congress on 9 February.

The proposed high-speed rotorcraft initiative has already inspired a competitive fly-off between the coaxial-pusher Sikorsky-Boeing SB-1 Defiant and Bell Helicopter V-280 Valor tiltrotor. But the budget submission market the first time FVL-Medium received seed funding to create a programme office at the army's aviation headquarters in Fort Rucker, Alabama.


Boeing/Sikorsky

Boeing executives have welcomed the news, saying it allows the army to formulate an actual procurement plan and begin an analysis of alternatives (AOA). A so-called materiel decision document (MDD) will be considered and potentially signed by the US under-secretary of defence for acquisition sometime around October, giving life to what could become second largest joint procurement underneath the Lockheed Martin F-35 Lightning II.

"Certainly from industry's perspective, it's a good step," says Patrick Donnelly, director of Boeing future vertical lift. "Up until now, industry has been investing heavily and the fact they're establishing a budget line is giving some excitement and relief to industry that this plan is going forward. There's still a long way to go before it becomes a production programme, but this is certainly a very promising first step."

If approved by Congress, FVL could initially produce mid-weight replacements for the long-serving Sikorsky UH-60 Black Hawk and Boeing AH-64 Apache types. It might also spinoff a Bell OH-58 Kiowa Warrior armed aerial scout follow-on or heavy-lift Boeing CH-47 Chinook replacement.


"There are now five FVL mission sets," says Donnelly. "We'll learn which mission set they intend on developing."


Bell Helicopter

Sikorsky and Boeing are pursuing their SB-1 Defiant compound coaxial helicopter, based on Sikorsky X2 and S-97 Raider technology, as a precursor for FVL under the army's Joint MultiRole (JMR) technology demonstration. Bell, meanwhile, is pressing forward with its third-generation tiltrotor, which was also selected for the demonstration.

Both sides aim to achieve first flight in the third quarter of 2017.

"[FVL] is going to be one of the largest programmes we undertake [in the Office of the Secretary of Defence] minus the F-35 when you talk about the sheer number of aircraft we're going to be replacing," US army aviation centre of excellence commander Maj Gen Michael Lundy said at a conference in January.

"It's going to continue to get a lot of visibility and right now the support's pretty good. We have looked at our future investment strategies and FVL is affordable. As long as the budget doesn't get any worse."

https://www.flightglobal.com/news/articles/boeing-upbeat-as-us-army-moves-on-future-vertical-li-421948/
A fighter without a gun . . . is like an airplane without a wing.

-- Brigadier General Robin Olds, USAF.

Sparkplug

Bell's Valor tiltrotor comes together ahead of 2017 first flight

Gareth Jennings, London - IHS Jane's Defence Weekly | 19 January 2016


A mock-up of the V-280 Valor seen at a defence exhibition in 2015. The prototype is currently being assembled ahead of the planned first flight in 2017. Source: Bell Helicopter

Bell Helicopter is on track to conduct the first flight of its V-280 Valor tiltrotor next year, as the technology demonstrator prototype begins assembly at its Amarillo production facility in Texas, a company representative said on 18 January.

Speaking in London under the Chatham House rule, the representative noted that, with the fuselage having been handed over by Kansas-based Spirit AeroSystems in September 2015, the process to begin mating all of the aircraft's components and systems is now well under way ahead of its planned maiden flight in 2017.

"The fuselage is now done and painted, and out at Amarillo. The wing is almost done, and we will be mating the nacelle structure to the wing in just two months, and then a month after that we will be mating the wings and the nacelles to the fuselage. Then we will start stuffing the aircraft with all of the systems, so that by the end of the calendar year 2016 it will look like a complete aircraft, except for the rotor systems being installed. Then we will go into test ahead of first flight in 2017," he said.

The JMR-TD is an effort currently being run by the US Army to inform its future helicopter requirements and capabilities. As well as Bell and its Valor, the army has also contracted a joint Sikorsky-Boeing team to develop its SB>1 Defiant compound co-axial helicopter under the programme (and has allocated funding to AVX and Karem to continue their research in the field). Both teams will build prototype demonstrators with the goal of flying them towards the end of 2017. Based on this 'fly-off', the army will downselect to one to go and develop the FVL family of rotorcraft.

The Valor and Defiant are being proposed for the FVL (Medium) requirement, which will see the army's current UH-60 Black Hawk and AH-64 helicopters replaced in the 2030 timeframe (although not necessarily by one platform).

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http://www.janes.com/article/57314/bell-s-valor-tiltrotor-comes-together-ahead-of-2017-first-flight
A fighter without a gun . . . is like an airplane without a wing.

-- Brigadier General Robin Olds, USAF.

Sparkplug

Bell Could Have FVL Ready By 2025

By Lara Seligman | November 13, 2015

DUBAI, United Arab Emirates — As the Pentagon considers the future of military vertical lift, Bell Helicopter is talking with the US Navy and Air Force about designing a next-generation tiltrotor solution that could be ready by 2025, one company official said.

.../...

Lees onderstaande link voor het complete artikel:
http://www.defensenews.com/story/defense/show-daily/dubai-air-show/2015/11/11/bell-could-have-fvl-ready-navy-air-force-2025/75562700/
A fighter without a gun . . . is like an airplane without a wing.

-- Brigadier General Robin Olds, USAF.

Sparkplug

Citaat van: Poleme op 31/10/2015 | 11:43 uur
Ik zie de Apache en Black Hawk nooit vervangen worden door exotische kantel rotors of hybride rotors.
Een realistischer route is zoals de Airbus Helicopters X6, de vervanger van de H225.
Is het voor Airbus Helicopters dan niet beter/handiger om een dedicated militair ontwerp naast de X6 te ontwerpen? Wat zijzelf nu over X6 melden, is dat dit een civiel ontwerp is.
A fighter without a gun . . . is like an airplane without a wing.

-- Brigadier General Robin Olds, USAF.

Poleme

Een AW609 kantel rotor vliegtuig (tilt rotor) is op zijn klep gegaan.

https://www.flightglobal.com/news/articles/aw609-crash-kills-two-pilots-in-northern-italy-418429/

De eerste AW609 maakte haar eerste vlucht op 6 maart 2003.
Toen plande men dat de AW609 in 2007 door de luchtvaart autoriteiten zou worden gecertificeerd.
Echter in 2007 werd de certificering uitgesteld naar 2011.
In 2012 werd de European Aviation Safety Agency (EASA) certificering weer verwacht in begin 2016 en die van de US Federal Aviation Agency (FAA) zou in 2017 volgen.
Deze crash zal de certificering alleen maar flink verder vertragen.

Ja, een maximale 7.620 kg (VTOL) zware AW609 kantel rotor heeft een maximum bereik van 1.296 km en een maximum snelheid van 510 km/u en heeft een hoog genoeg plafond van 25.000 voet zodat je over het weer heen kunt vliegen.
Een 4,6 - 5 tons klasse AW169 heli kan net als de AW609 7 - 10 passagiers vervoeren, doet dat bij een maximum bereik van ruwweg 700 - 740 km en een snelheid van maximaal 260 - 280 km/u.
De AW609 behaalt deze superieure prestaties met 92 % meer motor vermogen en een 66 % hoger Maximum Take Off Weight (MTOW).
Veel meer PK's en kilogrammen kosten in de luchtvaart heel veel pecunia.  Zie de peperdure V-22 Osprey.
En dat is niet bepaald een succes nummer.

Ik zie de Apache en Black Hawk nooit vervangen worden door exotische kantel rotors of hybride rotors.
Een realistischer route is zoals de Airbus Helicopters X6, de vervanger van de H225.
Nulla tenaci invia est via - Voor de doorzetter is geen weg onbegaanbaar.

Elzenga

En nu is net Sikorsky door Lockheed Martin overgenomen.... :crazy:

Sparkplug

Pace of ambitious Army Future Vertical Lift project set by budget

By James Drew, Washington DC | 30 October 2015

The dawn of a new generation of military rotorcraft might seem close at hand with the US Army's Joint MultiRole SB>1 Defiant and V-280 Valor technology demonstrators taking form, but the Pentagon is not hurrying to replace trusted airframes like the Sikorsky H-60 Black Hawk or Boeing H-47 Chinook.

Science and technology officials connected to the prospective, army-lead Future Vertical Lift (FVL) programme say bringing a completely new rotorcraft online requires substantial time and money, and most importantly, someone to request a new rotary wing airframe over an upgrade or life-extension of the current type. Today, there is no definitive requirement for FVL, except a general desire for greater range and speed.

FVL aims to deliver next-generation rotorcraft in light, medium and heavy-lift categories for all services, but Michael Fallon of the navy's rotary wing science and technology office says military spending levels are the "huge determining factor" in deciding if and when long-serving aircraft types like H-1, H-60 and V-22 will be refreshed or replaced through FVL.

"It's really going to depend on the programmes of record and if they're going to sundown. That's something for them to decide," he said at the Centre for Strategic and International Studies in Washington this week. "We'll see how this plays out."


The Sikorsky/Boeing SB>1 Defiant
Boeing

There is concern among industry that the Defence Department is dragging its feet on FVL, with current targets estimating initial operational capability of a new mid-sized rotorcraft in the early 2030s. Sikorsky and Boeing are pursuing a propeller-pushed, coaxial rotor design (SB>1), while a Bell/Lockheed Martin V-280 team are backing third-generation tiltrotor technology.

Bell Helicopters says those Joint MultiRole-Technology Demonstrator (JMR-TD) teams are spending an "unsustainable" amount on their competing rotorcraft concepts – with industry investing $3 for every government dollar. Bell would prefer an IOC date closer to the mid-2020s for its tiltrotor concept.

FLV science and technology team leader Ned Chase says the FVL acquisition timeline is "still fluid" since there is no programme of record or dedicated funding for technology research.

He says the timeline could extend or contract depending on future budgets and needs, but the main goal right now is to mature FVL technologies to high readiness level by fiscal year 2022 in anticipation of a future requirement.

Chase says the substantial industry investment is "a heck of a bargain for the government," and there is a willingness to compress the timeline, but current funding constrains make it difficult.

"That's always a consideration because there's probably a belief that the shorter the acquisition timeline the more money you can save," he says. "I think that's probably offset maybe by how much money you have and how much is available to you."

SB>1 and V-280 are expected to fly in late 2017, with the JMR-TD programme running through 2019 to inform the requirements for FVL.

Chase says FVL must be a sustained science and technology effort with spinoffs throughout its timeline. "I would not suggest the technologies we're looking for are particularly far term. I would say at farthest, maybe mid-term," he says.


The Bell/Lockheed Martin V-280 Valor
Bell Helicopter

https://www.flightglobal.com/news/articles/pace-of-ambitious-army-future-vertical-lift-project-418437/
A fighter without a gun . . . is like an airplane without a wing.

-- Brigadier General Robin Olds, USAF.

jurrien visser (JuVi op Twitter)

Lopen we weer niet over van negativiteit?

Laten we eerst maar eens zien waar ze mee komen en wat de prestaties van het apparaat zijn.

dudge

Citaat van: Zander op 13/10/2015 | 13:47 uur
Inderdaad, ik ben ook van mening dat dit soort wapensystemen/transportmiddelen te complex/te duur zijn voor een kleine krijgsmacht. Dus net als de F35 financieel en operationeel eigenlijk niet haalbaar voor een low budget krijgsmacht.

Laten we niet vergeten dat dit niet zozeer afhankelijk is van of je een grote of een kleine krijgsmacht bent. Zelfs de VS, met veruit het ruimste Budget als het gaat om de krijgsmacht, kan zijn geld maar 1 keer uitgeven, en voelt het dus direct als nieuwe middelen te duur zijn. Want dan komen er ook daar gewoon minder, en dat kan een verkleining van operationele capaciteiten betekenen.