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Aviation History
2000
2000 - 1865.PDF
Honeywell teams on obstacle radar HONEYWELL HAS teamed with Coherent Technolgies (CTI) to propose development of a multimode infrared radar (MMIRR) for the US Army to pro vide helicopter pilots with advance detection of low-level obstacles such as cables and power lines. The move follows a flight demonstration in conjunction with the US Army Aviation Technical Directorate (AATD). The compa nies now seek army funding to launch full development and plan to interest the UK in the system. Having demonstrated elements of MMIRR with its own money, project manager Dick Krulis esti mates that engineering manufac- turingand development would take 30 months, rather than the usual five years, costing S30 million. In the trial, which used an AATD Sikorsky UH-60, the system used a CTI 2pm laser to provide warning of small obstacles in the flightpath. It provided colour-coded warnings up to 750m (2,500ft) ahead and detected wire as small as 8.3mm (0.325in) thick at 550m against a cluttered background. During the 10.6h flight trial the prototype MMIRR was also able to measure wind direction and speed outside the influence of the heli copter's downwash. 3 Japan studies stealth aircraft development THEJAPAN Defence Agency's Technical Research and Development Institute (TRDI) is studying the development of an advanced stealth aircraft. The TRDI has ordered a stealth aircraft simulator from Mitsubishi Heavy Industries (MHI) at a price of ¥1.24 billion ($11 million), for delivery in October next year. The simulator will be used to gather data on high-agility stealth aircraft, with a view to a future aircraft development programme. The institute has also signed a ¥2.48 billion contract with MHI for the deliver)' in 2002 of a confonnal radar system providing omnidirec tional radar coverage. MHI is un able to comment on either deal. (J Heliplane concept attracts interest from US Navy GUY NORRIS/LOS ANGELES TEXAS-based CarterCopter is working with NASA on design details of a hybrid proof-of- concept "Heliplane" transport which could be sized to meet the US Navy's requirement for a Grumman C-2A Greyhound replacement. Design concepts have been completed for a range of hybrid "Heliplane" transports and utility aircraft, at least two of which are attracting strong interest from the navy, claims the company.. "We are trying to identify the size that is most likely to get fund ed and we are talkingto the navy," it adds. Other than a C-2A/Bell Boeing V-22 Osprey sized proof of concept design - of around 22,700kg (50,0001b) maximum gross weight- the alternative most likely to be funded could be a small er aircraft that would be sized to meet the requirement for the US Navy's medium-range unmanned air vehicle requirement. The Heliplane builds on the CarterCopter concept which com bines the features of a helicopter, gyroplane and fixed wing aircraft (Flight International, 28 March-3 April). The Heliplane, which the com pany says could ultimately be expanded to Lockheed Martin C-130 Hercules proportions, will be capable of taking off, hovering and landing like a helicopter. The company says that at speeds above 87kt (loOkm/h), the heli plane converts to a gyroplane by unloading the rotor and generating the lift from efficient high-aspect ratio wings, while also slowing the rotor to minimise profile drag. Once in the cruise, the Heliplane would be able to operate at 370kt at 30,000ft (9,150m) and carry a 20,430kg payload for 1,290km with 45min fuel reserve. Range in short take-off and land ing (as opposed to vertical take-off and landing) mode would be roughly three times this estimate, claims the company. Turboprop engines, buried in the fuselage, would drive two four- bladed propellers through a two- speed planetary gearbox. A clutch would operate at zero torque, allowing the rotor to auto-rotate and begin slowing as the aircraft's weight transfers to the wing. The composite pusher pro pellers would have a twistable spar and would not have a pitch change spindle, bearing or housing. Reverse pitch will allow the propellers to act as airbrakes. 3 HH-3s to be at core of Italy's Special Operations including France, Germany and the UK. France has ordered CSAR-configured Eurocopter Cougars while some of Germany's NH Industries NH90s will be equipped for the role. • The US Government has offered Italy ex-US Air Force Lockheed Martin F-16ADFs to meet an interim fighter need, says a US industry source. Italy is considering replacing 24 Panavia Tornado F3s when their lease from the UK comes up for renewal with another type which would supplement, and possibly replace, ageing Lockheed F-104 Starfighters until significant num bers of Eurofighters are in service (FlightInternational, 16-22 May). Italy is seeking a five-year lease with a five-year option. The F-16ADF was developed for dedi cated air defence duties with the US Air National Guard. The type can be fitted with either AIM-7 Sparrow or Raytheon .AIM-120 AMRAAiVI missiles. J HH-3Fs will be used by Italy in the CSAR role THE ITALIAN air force is forming a special operations unit for combat search and rescue (CSAR) and other behind-the- lines missions. The new unit - known as the Special Operations Support Section (SOSS) - is being formed within the 9th Air Brigade which controls all special support units. SOSS personnel will be trained by the Italian army's elite special operations regiment for a number of roles, but principally CSAR using the Sikorsky HH-3F heli copters operated by 15th Wing. SOSS commandos will also be trained for explosive ordnance dis posal and to act as forward air con trollers behind the frontline, which will allow them to use ground based, man-portable laser desig- nater to illuminate targets for pre cision guided munitions. Italy's initative mirrors that of a number of European countries - 28 FLIGHT INTERNATIONAL 20 - 26 June 2000
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