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Thread: Helicopter News & Discussion

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    LOL

    Yeah, that's how you show that you're "serious about defence" -- send the 45yr-old choppers in for another round of overhauls.
    Last edited by Rii; 27th February 2017 at 22:15.
    Brief and powerless is Man's life; on him and all his race the slow sure doom falls pitiless and dark.

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    Quote Originally Posted by Rii View Post
    LOL

    Yeah, that's how you show that you're "serious about defence" -- send the 45yr-old choppers in for another round of overhauls.
    Shouldn't we understand this as an interim measure? Recently we heard that Germany was looking at CH53K

  10. #790
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    Wake me when they stop looking and start buying.
    Brief and powerless is Man's life; on him and all his race the slow sure doom falls pitiless and dark.

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    Click image for larger version. 

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    This does not seem to be crashworthy even for a ride on the motorway (see seat attachment). I can't see how this won't be a need in a military helo. The question could also be valid with the landing gear (front). I hope that Leonardo and Boeing will come around a solution quickly given the experience of the latter with the Chinook and the short time for a submission.
    Last edited by TomcatViP; 3rd March 2017 at 18:42.

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    "il s'agit seulement du lancement de la version militaire de notre dernier-né, le H160". D'ailleurs, Jean-Yves Le Drian n'a pas pris commande lors de sa visite du site de Marignane. "Les 160 à 190 hélicoptères évoqués correspondent à la cible des appareils à remplacer."

    -------------------Translation

    "It's only about the launch of the military version of the new H160". As a matter of proof, Jean-Yves Le Drian didn't announce any order during his stay at Marignane". The 160 to 190 helo mentioned only relates to the cumulative number of airframe that need to be replaced
    And

    Mais ce qui a pu faire pencher le ministère de la Défense, c'est l'enjeu de la disponibilité. Posséder des engins dernier cri ne sert à rien lorsqu'ils sont cloués au sol.
    Le H160 a été pensé pour permettre une maintenance facile. "C'est la première fois qu'une telle attention a été portée sur ce point, avec l'utilisation d'outils digitaux pour réaliser des maintenances prédictives", insiste un porte-parole.

    --------------Translation

    But what has tipped the Ministry of Defense toward this decision is the issue of aircraft availability. Owning state-of-the-art aircraft is of no use when they are nailed to the ground.
    The H160 was designed with ease of maintenance in mind. It's the first time that some focus were put on this point through the use of Digital virtual tools for predictive maintenance by maintainers on the field*


    Source:
    L'usine Nouvelle.com


    *they are envisioning the usage of virtual reality googles to practice maintenance action at field level - let's hope that it won't be to clear the cost of well designed technical data sheet and related set of instructions
    Last edited by TomcatViP; 10th March 2017 at 04:41.

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    Nice one.

    Also at Heli expo (not Military news but the technologies involved worth a mention here)

    While Bell offered no performance specifics on the FCX concept machine, the company did outline a number of innovative technologies it might use, like a hybridized propulsion system combining a thermal engine core for primary power and an electric anti-torque system that not only eliminates the traditional tail rotor, but also the gears and transmission shafts that normally pull power from the main engine. The FCX main rotor blades will also morph to tailor aircraft performance to the mission at hand similar to the variable sweep of some fighter aircraft.


    EDIT:
    More details on FlightGlobal.com today:
    Anti-Torque:
    The biggest visible difference to the helicopter’s exterior is the lack of a tail rotor, which both saves weight and improves external safety. Anti-torque control is provided by what Bell calls a “cross-flow fan” – a series of electrically driven fans mounted in the tail boom.
    [...]
    Bench tests of a version of the cross-flow fan and an electric power system have already begun, says Drennan, but scaled for a helicopter the size of a “long, light single”.

    Sweeping blade:
    Instead of blades permanently fixed in one configuration, Drennan says it is investigating the use of “morphing” technology to allow the blade tips to be moved depending on the flight phase.
    [...]
    “Can we get the geometry of the blades to change in flight? That way would get more efficiency in the hover, but in forward flight could change them by sweeping them back a little bit.”

    It is, he says, “another exercise in advanced actuation”. That principle can also be applied to the engine air intakes, which, if the pilot could alter their size or orientation in flight, might yield better engine performance, he suggests.
    Click image for larger version. 

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    Given that 7 to 15% of power is drowned in the anti-torque system (from my mem) and that two engines are going to power that 12 pax concept, we can estimate a 300/400hp electrical fan engine cluster. let says that 6 are on each side (for redundancy in case of a partial failure) and have fan Ø of roughly 40cm (as mentioned), that lead us to 60hp per fan or 80hp including aero losses inherent to the cluster/shrouded configuration. Hence 60kW/fan -> 720kW peak. At 50% efficiency from Gas to electrical, we have a need for 1500hp total, power that can be generated by each single turbine of our model and give us the necessary one engine redundancy

    Also:
    The problem that I see is will you push outward or aspire inward to create lateral thrust? Single torque rotor usually are better at inducing a flow toward the boom despite the shrouding effect of the vertical surface behind. The reason is that they are this way working in the flow path of the main rotor and not the contrary (hence right positioned rotor on US and left on EU (traditionally). Here, the cluster of fan will have to eject the accelerated flow through the boom cavity, inducing losses impairing the efficiency of the system.
    Given the triangular shape of the boom, angled fans could act without interfering too much with each other reciprocal pair if angled and forming an open angle. The problem is then that the inflow will be drawn directly from the rotor downwash what is counter intuitive in term of efficiency. I do then think that the flow is accelerated from the downward position, through the boom cavities and expelled upward (angled fans) toward the rotor disk. Something that is reverse to what is done generally. Hence probable disturbance of blade airflow and increase aero induced vibration. Something not suitable.
    Given that canted fan have been developed in applications like the F35B, perhaps we will have a civilian application here?*



    Source:
    Flying Mag.com
    Flight Global.com
    Aviation Week.com

    Notice:
    The cockpit config looks quite irrational to me with a lack of visual reference for the pilot.

    *sorry for the spin off
    Last edited by TomcatViP; 9th March 2017 at 00:47.

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    Quote Originally Posted by Tango III View Post
    Definitely heavily inspired by Agusta (AW119..).. The cockpit panel is an exact copy of AW109E..



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    Can't be too long before six engine hybrid helicopters built like drones replace traditional helicopters.
    Go Huskers!

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    I doubt. Multi-rotor drones are vastly inefficient.

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    It's not simply about efficiency when talking military vehicles. I've yet to see the military rush out to buy the Prius to replace a Humvee.
    Go Huskers!

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    Those will replace the existing six Sud Aviation SE 3160 Alouette IIIs.

    Portugal to acquire five light helicopters

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    Czech Ministry of Defence and Czech Army headquarters have selected UH-1Y Venom as replacement for Mi-24V/Mi-35. Czech Army want to buy 12 helicopters, Czech Government will make final decision during few next weeks.

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