news videos images websites wiki

Our speaker year is going to be a Steve Weiner and Steve Weiner is of the rpi class of 1978 after. Graduation he spent. 40 years at Sikorsky and at Sikorsky he's taken on some of the most important jobs in the company he's currently the chief engineer of the SB greater than one defiant prior to that he was the chief engineer of the x2 which he started. In 2003 and it set a speed record of 250 knots in 2010 and it also resulted in the in them winning the 2010 olia trophy he was a director of engineering sciences from 2005 to 2013 and Steve won the vertical flight society's Clemen award in 2012 became a became an honorary fellow of the vertical flight society. In 2016 and he holds a number of patents on fan tail technology. And x2 technology so with that I'd like to welcome Steve Weiner so let's start so like I said a lot of this you have heard already but this is really unique and exciting time to be slow history new forms of propulsion flight controls distributed. Electric propulsion useful autonomy you see the picture there of the Sarah aircraft which has matrix technology that skorsky has been flying around very unique missions ok these very short duration missions that require high acceleration rates in order to get the kind of speed and throughput. That the companies are looking for very different than what we normally do unconventional very large funding sources which may be the primary driver of everything that's going on right now there's also been an openness to new development models in the past most helicopters were driven primarily by military requirements that also includes the civil ones but those. Requirements were very much prescribed a lot of. Testing a lot of reviews 10 15 20 year development cycles if you got there and some of them didn't more more more recent times we've been doing a lot of very quick development programs of manned vehicles so I'm sure everybody can put together a quadcopter in a couple hours. And fly it around then it's fine but to build something that can actually carry people safely through a large-scale mission is a very. Different thing and the safety aspect that dr. Rosen brought up before I'm going to get into in detail in a couple of charts also there's an awareness for new certification models and that was something Mark alluded to before if we continue to test and certify the way we have before the time period. That we need to develop these aircraft they're not going to change and it's also not going to be open. To the new technologies some of these you will test very differently than what we have. In the past okay other components won't even need to be tested because of the levels our redundancy so just kind of keep that in mind so this is the good side close the chart here there we go so they're not. So exciting piece but very relevant and number one in safety okay and I can't really emphasize that enough if you're building a vehicle to transport. Your french fries across town it's a very different answer than if you're trying to send your child. To soccer practice or something like that safety is number one always has been always will be especially with flying vehicles quite frankly I don't care what the reliability of an automobile is and one of our 'mobile fails you can open the door get out walk away. Pick up a foot know call somebody to come pick you up or whatever if you have a failure. In the air you wind up with fatalities right not good part of that's. Reliability and availability and understanding what sort of levels you need to make sure that you have a viable system that works all the time so the throughput that we've been talking about this afternoon part of that means that every aircraft has to be available as you need it or at least a very large percentage of. The time very big driver of design choices I don't care if you have electric propulsion if you have one blade two blades 37 blades really doesn't matter you design. Differently depending on the level of availability. And reliability that you need to reach then this physics so the bar chart on there is kind of interesting because one thing I have found remarkable over this electric propulsion revolution and it is a revolution is you see nothing about battery life. With respect to ambient conditions if you want to fly up here in Albany in the winter it's very different than flying in Southern California your battery is not gonna last this long the cycle time will be very different the number of cycles that lasts will be very different you don't see that talked about right you can. Build a flying UAV you know flying drone right and it flies very nicely but nobody tells you what the performance is if it's 20 degrees outside okay what is your battery life what is your time on station availability and. It changes public acceptance we've talked about a lot right and I'm gonna go into in a couple of different aspects in a bit and the last one is testing and certification so for the students here the first one that could name that aircraft gets to shake my hand later okay that's the Lear. Fan the reason you don't know about it is because it was never certified was the first all composite aircraft of its type the FAA did not. Know what to do about it they made a test in a hundred different ways all kinds of different reviews and everything and ultimately it was not certified and basically the company that part of the company basically went bankrupt okay so something to think about if you get something brand-new which is. Exactly what we talking about and your certification acceptance group does not understand what it is or how it works you're going to be asked to test a lot more a lot more times a lot differently and you may not get out the other end okay so let's talk. About from a designer's point of view development models so as a designer the first thing I look for is. What's the mission right sometimes the customer does a really good a really good job of defining them they. Define the requirements but historically most recently on the military side they will ask for hundreds of requirements ok so your design space as you start out may or may not be anything that you can actually wrap your hands around then. The OEM whoever it is will try and shape those requirements once they kind of figure out where they might want to be headed takes a lot of time. A lot of effort really not useful time because you're not improving the concept itself you're. Trying to get the requirements to fit the concepts that you're capable of building ok and that's not. What we're talking about today then the customer will down select the concept that there's a competition they may supply the primary propulsion or not it all depends on the particular program then you got many multiple reviews and testing milestones and the government will be the air worthiness Authority so ultimately they can tell you whether or not. They're going to accept your aircraft or not what that normally results in is very long development times program overruns and occasionally cancellations that's the Valais or H they're probably the most recent example of a cancellation and I would say it kind of. Fits probably 3/4 of those items that I have listed there the other model is and Mark talked to this before build it and they will come okay so Sikorsky and then Sikorsky and Boeing have done this. Three times in the past decade or so once with the first with the x2 then with the Raider and now currently with defiant but in that case there's a very small number of key performance parameters that are defined and I like to tell. My teams that if you can't count them off on one hand we have too many all right so five or less the oen will choose the propulsion system right has nothing to do with the customer right on less the customer happens to be an engine manufacturer then what they'll choose a concept right and if the. OEM is smart they will be looking at multiple concepts so. The different pictures that Mark showed you before really great right you look at all these different things you see how it affects the mission whether or not you can get an aircraft with value. For the person you're trying to sell it to because it's all about value at the end of the day the development testing in these cases were done by the OEM okay we didn't go out and ask the government what we should test okay. We pick the pieces that we knew we needed to test sometimes we tested them more than the government would have normally asked for sometimes a lot less right but it was done. With thought and then the air worthiness process and this has been changing with the government right so they have now started looking at OE m of air worthiness approval models right in our case Sikorsky it's something called the model Development Safety Committee but they've been following along because they're trying. To prevent what happened on the previous page right so a lot of open talking now thinking about how you do this better. And the last one is probably the most important because you know your OEM and/or the suppliers or the ones that fund this thing so it's your own pocket that you know is going. To be empty if you don't do it the right way so very short development times x2 flew in three years from the time we decided to go fly it well program costs again x2 50 million bucks flying development aircraft and then usually high customer interest okay especially if it works so the first one was really to demonstrate the. Physics Raider has been to demonstrate a operationally capable aircraft so that's kind of the. Next step right now with Evy tall and the things we've been talking about all day we're pretty much in the prove the physics piece slightly toward the operational aspects prove the physics just get it off the ground okay that works but to make it useful you. Have to be able to handle different ambient. Conditions different gusts being able to say your crash worthiness is acceptable have acoustic levels that the public will accept that sort of thing so that next step is the. Hard part okay anybody can build a scale model with a. Particular concept physics wise and it may fly when you scale it. Up never its noodly not that easy and the problems you see may or may not be the ones you expect okay so what do I do if somebody tells me we got to go design something new the first. Thing I do is talk to the customer right and probably the biggest piece about that is do they really know what they want sometimes they do sometimes they don't sometimes you have to tell them you might have a concept that's very capable that does things that they never even considered before which in a lot of the Evi VTOL work. Here but it's kind of sort of where we are but if you go like the next step of this if. Somebody gives you a pain weld range curve and says this is what I want well now you gotta ask them all right so what ambient condition is that it is it at 20. Below zero is at 40 degrees C do you want to carry this. Payload through the whole mission you want to drop it off in the middle of the mission or not you have to start asking more and more questions if they do know what they want. And you come up with a concept that works then you really have to see if it's technically feasible okay. I was actually at a meeting early in. My career where a sensor. Package company came in they wanted a vehicle that could stay at 20,000 feet for six hours with their sensor package okay and they came to a helicopter company said you know. You're in the wrong place guys we can't do that all right and you have to be able to understand what your concept can and can't do to be able to answer that question the. Next one is probably the most important and this is the one where I said you better be able to look yourself. In the mirror after you answer the question have you done trade studies or are you already tied. To a concept and you're trying to mold everything to fit into your concept it's a very very hard question right because sometimes your company may only have one or two concepts that they're playing with and they may not be willing to go into another direction but at the end of the day you. Better have a concept that not only do you believe in but that works and that you can build so I was glad to see the auto production line stuff there but you know can you build it do you need digital printers the size of a house in order to build your vehicle. At the rate you're. Looking for if that's the case what's your manufacturing plan where is your MRL where are you investing the money to be able to go build that stuff talked a little bit before about how. You certify right if it's something really different you need to be thinking about how you going to talk to the air worthiness Authority about how you're going to certify your vehicle okay and then. The last part is are you fully funded do you. Really have a robust business case because at the start of these new technologies you're going to have failure after failure after failure until you can actually get things to work and I don't care what concept you. Have that's just what happens with new stuff and you better be able to maintain your pace otherwise you're not going to have anything coming added the rent so doing your homework like this early really will prevent the fatal program errors technically all right so I thought up until. Ken talked a minute ago I thought I had one chart that didn't touch on something anybody else had said today. That was it so you took care of that one so okay simple safety math for urban mobility so here's the s-92 you know of modern helicopter flying out there today we have triplex voting you know for flight controls fault tolerant design can take a lightning strike. Curve dal a software don't. Kid you I'm gonna talk about that more in a little bit 2000 plus. Flight hours a year where flight critical components in nine nine so a failure per billion flight hours if you integrate that out that's one loss. Per million flight hours now take the kind of numbers that we were talking about a minute ago right with 50,000 aircraft three thousand flight hours of the vehicle per year one. Loss per million flight hours that's a hundred and fifty accidents per year at the current best-in-class safety standards okay think. About that think about public acceptance if we if well well so right now if a helicopter if the newest helicopter goes down safely okay it's all over them all over the media right think about if we had 150 accidents a year okay with. This new design okay and I guess what I'm saying is what. We've done up to now with the kind of numbers we're talking about is not good enough we really have to start thinking about how you do it. Better so you need to get one per 10 million yes yes and that sets the requirement for the new bread if we're going to mass change society Hey exactly. So all right so how do you get safety right so first of all you got to take a look at your concept you have to do a real failure modes and effects analysis you really have to dig into every one of your parts even your reliable electric motors even your you know your other components that no. That's never failed you really have to look at it in detail and come up with what the potential. Failure hazards are and they may not be the ones that historically. Have happened before so you really have to sit there and think if the you know if every worse condition happened how would my vehicle react and then you got to figure out how you got to test those critical components to make sure they last the other part that we didn't really talk much about is emergency. Procedures and I get the fact that you know we want to be able to land on the parking lot rooftops but the bottom line is what a rotation is probably the biggest safety advantage that helicopters have load disk loading being able to have a controlled landing all right and I understand that from the battery life. Point of view having 30 seconds at the beginning of 30 seconds at the end of a VTOL helps with the design but it may mean that the design we're looking at is not the correct one well we have to augment it and. Whether we augment that with additional power sources or we figure out how many rotor systems we can lose and still maintain a sync rate that's low enough that a landing gear can handle okay that's what we got to think. About if you have loss of control what happens right so I was very happy to see a couple of the projects that the students were working on dealt with what happens if you lose one rotor right. How do you do he you know. Once you lose one other things I think about are as you're landing right what happens if you happen to lose a road and you've got half of your rotors in ground effect and half outer ground effect do you have sufficient. Control bandwidth and and functionality and speed to be able to handle that okay not an easy question the auto parachute we saw on one of the one of the items that Mark showed I think that's really the way to go it's almost like the standard the problem is what. Do you do with a think about this a parachuting even eat all. In the middle of New York City where is it land right so being able to get to a point where you can then land somewhere under control is kind of critical do you have. A manual manual override if you have a fully autonomous aircraft so making it simple enough that anybody that's not. A pilot at least can be able to land it I think is something that needs to be studied some more and again what's the landing footprint. So the next one is a pet peeve of mine because we have an all-electric aircraft all-electric flight controls all-electric everything and we have people that can hack into Tesla's and make them crash into walls okay how do you prevent this on this. Aircraft I think it's got to be hardened like a military aircraft okay I think you need multiple software models within your flight control system said if you do have a failure you can switch to the other one okay. What's your voting protocol if you have a failure in one of your flight control systems if some kid. Decides that he's gonna shine a green laser and your pilots eye or or if your autonomous in your sensor right in you and that sensor is your pilotage sensor okay. What do you do that okay so like I said you're almost thinking military hardening now even for a commercial vehicle again because of the safety question and then once you if you happen to have to crash then what do you do. Right are you doing a six foot per second landing gear are you doing a 42 foot per second landing gear are you doing no. Landing gear and you're on an air bag do you have the parachute at the last minute that sort of thing very big design choices on a vehicle this small packaging these systems is going to be a problem okay so it's got to be thought about at the beginning that can't. Be an add-on okay and then the last part is any failure modes unique to your concept so we showed the firefly up there before okay one of the things we spent a lot of time on was overheating of the batteries and on a crash what's gonna happen are they gonna burn. Are they gonna ignite some other fluid that was part of the aircraft systems itself okay so you really have to look at what your systems are alright and say you decided. To cool your batteries if you cooling system fails how long do you have before you got a land okay alright so again safety not optional one incident can. End your business plan originally they had a picture of the 61 on the top of the Pan Am building and it decided to take it out because. I figured the only person that's in the room that would be able to remember that with a class of 78 guys in Kent so I said by the way I don't know if you guys know but we have a third of the aero. Class of 1978 in this room today we only had 10 people we only had 10 people in the class we only had 10 people in the class and three of us are here today. Okay so once you decide you need to go to that point and I agree absolutely agree with mark designing and testing for safety is complex and costly so we. Got to pick the right ones to go test some of these may not impact right we get rid of a. Lot of the slices of mechanical flight controls swash plates that kind of thing you may not have to do the kind of testing. In the upper left but for tolerant testing certainly is. Something that should be on the table certainly Herff with the old electronic controls lightning strike if somebody takes a strike I know we're talking VFR now but ultimately this won't make sense. So much you can do what IFR so you know something to think about as we move forward all right so a lot of these were talked about already today how many nines sensor specific right so again if you're autonomous why what sort of. Reliability do you need in the sensors to make sure that you can make it to the. Next landing zone redundancy management so you distribute a propulsion system right how many how many do you need so that if you have a reasonable number of failures you can still continue flying so the next one for. Those of you not familiar with normal reliability acronyms that's mean time. Between mission affecting failures so in order to have the availability that we're looking for to be profitable okay you have to keep. That number as low as I'm sorry as high as possible okay and then modulized maintenance we talked about you. Know doing a quick charge of the battery right in between if you're there for five minutes if you have a battery that can be replaced in five minutes maybe you don't have to do that and maybe ultimately it's a better answer efficiency wise for the. Aircraft because I'll tell you what I worry about the most of these about these designs they're very inefficient weight wise the weight empty fraction is huge because. Your fuel is. With you all the time E if you can't use it anymore okay battery is a heavy okay a normal helicopters performance increases as you burn off your fuel these vehicles. Don't change okay you're carrying that dead weight around all the time so when we talk about only electric I'm thinking maybe a hybrid might be an answer or a very mild hybrid it might be an. Answer okay okay testing and certification we already talked about this in general but. You know the the bottom line is you got better. Be able to test the parts or know somebody who can test them to the right levels of certification and the second bullet there do they consider you a rota graph an airplane something else that very much changes what you're going to be testing all right so getting to the end here so public acceptance goes along with operational. Feasibility so when I look at these type of vehicles and we're talking about many aircraft in the airspace at a time I'm thinking that I need to be able to hover or at least station keep for X amount of time if the guy in front of me had a problem okay what. Am I going to do if the first guy landed and broke a landing gear and they can't move them off the pad do I sit there for five minutes while they drag them. Off right I have to have the power capability to do that and whether that's a bigger battery or some emergency power capability you need to be able. To do that so while the time on station versus range we may not be talking about eight hours on station I do think it has to be more than measured in in a minute or so okay and if you. Think about how helicopters fly anyway and V tolls fly anyway with these small mission segments it's more about acceleration than speed okay if you think about how long it's going to take. To accelerate from a hover to any of these any of the aircraft's top speeds and then decelerate again if you can accelerate faster to a lower speed keep the area under the curve the same you may wind up with a better solution okay so that part. Of that's listening to your customer. So I no disrespect meant mark but I was listening to the customer here a minute ago and he said he wants wings and I'm thinking why okay you can go fast without wings you may even have a better answer without wings I want that design space as big as. Possible I don't want to narrow it down right now at. This stage of the game okay I may be able to come up with a lighter cheaper better value answer for him if that part of its open okay control system and lift system interaction so we talked about that a bit you see the picture of. The v-22 with one rotor off the deck one rotor on the deck ones in a one's in ground effect one's out of ground effect do you. Have sufficient control power to be able to handle that especially in the case of a broker failure on a multiple rotor machine okay and while you're doing that okay can you then main take get back into flight or your landing state and be this it will. Land safely will continue your mission all weather operations we talked about the cold weather performance you really need to look at because that's what's going. To size your battery okay whether it's number of cycle end on the hot side or on the capacity end on the cold side that's what's going to size it and whatever reserves you. Decide to put into your machine and again that's dead weight okay you really have to think of it as dead weight acoustics alright so I agree a hundred percent that is the primary rotorcraft acceptance issue the question is what are you trying to design a to are you not any louder than the electric car that's driving by which doesn't. Make any sound because in the future that's what it's gonna be you're right it's not gonna be big diesel trucks viewing black plumes out the top with bellowing sounds right that's what it's gonna be but you also have an acoustic issue inside you're gonna be carrying passengers who are going to. Be used to the environment that's in a car alright or a train or that low level of acoustic you know acoustic level do you need to do anything. Special to get down to that level that adds weight to okay so you got to think about. That a little as well and then the operational concern so we talked about so again the effect of disk loading of your aircraft is going to. Determine what your order rotation capability is going to be but where you lands right you know so you have a picture of New York right there if you can't land on that rooftop. You're aiming for all right and you have a failure where do you land okay and that part of that comes back to the order of tative index which is a historic measure on regular helicopters there's gonna have to be another. One come up that we come up for. Come up with for these type of distributor propulsion aircraft to be able. To get some measure of goodness as to your design and then the infrastructure piece I think Mark talked to quite a bit so in summary I think this new design space really provides unique opportunities I agree this is the 1950s when turbo jets came in place and people would design an aircraft with every kind of swept-wing straight. Wing engines on the tail engines under the nose fantastic this. Time for a desire I think achieving the acceptable safety level so going to impact the design more than you think and it's going to be the primary impact on the design for the number of aircraft we're talking about in the flight space that we're talking about going forward I think. Operational closure of the design may force a hybrid design and that's just me looking at it from 10,000 feet once we get into that kind of thing then you can figure out exactly what you need public acceptance still the key driver. I can pull out magazines from Popular Mechanics from the 60s helicopter in every garage blah blah blah again no landing spaces public perception of safety noise same things we're talking about today okay still the same things and I'll tell you if a bit the question that was. Probably want the most to the point today was Bill Lewis's question to Mike Hirshberg with regard to what are we doing as far as getting that infrastructure working with the cities working with the places you want to operate in to make that part of their design okay that's the hardest thing. That you we have to face here and then testing and certification has to be concerned from the start so that's what I have. Today so any questions I'd be very happy to answer Steve thank you very good talk struggle is a highly experienced designer and I guess I had two questions actually a one is if I handed you a napkin and I asked you to draw what the concept would. Look like based on what mark needs what would it look like I honestly don't know right now and I'll tell you the part that the the safety issue is. The thing that I'd have to. Look at first I don't necessarily think that I think the complication of tilting rotors moving rotors stowing rotors is going to place you in a reliability and availability position that may not allow you to close your design I'm a simple more I'm a simple is better. Guy you know all the time I I think a lot. Of it really has to do with the real performance of a battery electric system right and what the real. Weight empty fraction is and honestly I haven't done enough work on that type that specific propulsion concept to really tell you but what I will tell you is it will be low disk loading it will most likely be well I think it has to be constant speed because of the acoustic question and I wonder why more of. These don't have collectives not cyclic but collective so you can keep tip speeds constant because I think unless you do that you're never going to get a real answer it will also open up a huge end design envelope for the control end of it okay that we're not. Considering right now so I think complication in that particular aspect pretty easy to deal with if you're just talking about collective right doing with an electric motor no big deal right I think that that's the one feature I think that would be on whatever we design okay and and I really think that unless the battery technology. Has advanced a little bit more you're almost going to be forced. To a bigger battery than you need or a hybrid I have a second question but I want to take up everyone's time so but mostly when will this happen in your mind when will. I be able to hit the app and get on uber or get on an aircraft and so so technically you can do it now okay you can sit down if you. Spend you know if I you know I could take 30 people here and put them in a room and we can figure out what it is and probably two or. Three months the problem is the execution okay and and the execution honestly it's more infrastructure and public acceptance than anything else from where I sit okay you know it's never been a technical issue making something fly and go the exodus that's you're in there you know the great news is you know why I looked at mark. Spec right doesn't have 5k PPS but it only. Has about a dozen right it's really really well put together you can build an aircraft to it all right but being able to actually produce it in. Quantities and have the public accept it from a safety and a noise point of view is really the issue I have to comment on because I know you're more positive than you're coming across in other words there is a revolution coming and you guys have to lead it the only thing. That Steve's pointing out I believe is some of the challenges that he sees don't get turned off on this you can do it and it's your turn to do it didn't I say we could do it now the one. Area I would start with and decompose is this one in ten million flight hours and then I would decompose the reliability numbers to all the subsystems now notice what Steve talked about he went down to the sub subsystems because that's where the. Problem is gonna be it's gonna be in some weird old bearing or some you know some nut that isn't tight and writer gosh knows what else the point is it's that kind of thing that becomes the old by the ways that gets you it's real easy to say hey it's just uh we want to optimize Harbor power loading we. Want to optimize L over D give me a mission I can crank out an airplane and I can you know parametrically play games with my propulsion we'd empty in my overall weight empty fraction we all can do there bring. The room can do the issue is can you come up with something that's affordable extraordinarily safe and and have absolute confidence on the part of the public that's the challenge it isn't you. Know playing the L over D game alone I agree with what he said unless somebody else has a question my roommate. So looking back now what advice would you have to these students of the class of 2018 or 2019 or 2020 I I think you're at. A very unique point in the development of these Avista and you're not gonna see this again for a long time right that Wheel of Fortune right I use that all the time for some reason I didn't use it this time I was glad but everything on there what had. An advocate right yet somebody is oh look at this it works just fine and because of all of these other peripheral features capabilities that weren't there they failed a lot of the pictures of these new vehicles that you've seen today aren't you they're not gonna. Pass the test as time goes on and eventually there's going to be one or two concepts that are gonna make more sense than the others right. It's up to you to find that and again you got to look at it with an open mind all right and the other thing. I would give you advice is do what I did when my advisor at RPI when he found that I was going to work for a Sikorsky he told me that I was throwing my career away don't listen to those guys now he just hated.


Sikorsky Aircraft Company News

Wed, 01 May 2019 07:00:00 GMT
In Sikorsky’s helicopter award, billions more at stake - CTPost
In Sikorsky’s helicopter award, billions more at stake CTPost The U.S. Department of Defense has set aside up to $938 million for Sikorsky Aircraft and five rival manufacturers to design an armed reconnaissance helicopter ...
Sat, 04 May 2019 04:00:00 GMT
Ansonia High trio joining Sikorsky mentoring program - New Haven Register
Ansonia High trio joining Sikorsky mentoring program New Haven Register ANSONIA — If you're from the Valley, chances are you know someone who works at Sikorsky Aircraft. This summer, three more Valley faces will join the ...
Tue, 30 Apr 2019 07:00:00 GMT
What is it like to fly a helicopter with a tablet? - Vertical Magazine
What is it like to fly a helicopter with a tablet? Vertical Magazine In a recent flight aboard Sikorsky's autonomy testbed — an S-76 outfitted with a supercomputer, electrically actuated servos, and myriad sensors sprinkled ...
Tue, 23 Apr 2019 07:00:00 GMT
Combat Rescue Helicopters Made Ready for Maiden Flights - Assembly Magazine
Combat Rescue Helicopters Made Ready for Maiden Flights Assembly Magazine WEST PALM BEACH, FL—Sikorsky Aircraft has announced that the maiden flights of two of its fully assembled HH-60W combat rescue helicopters are expected ...
Mon, 06 May 2019 22:45:00 GMT
Three CT men plead guilty in cross-country pot trafficking operation - CTPost
Three CT men plead guilty in cross-country pot trafficking operation CTPost STRATFORD — An FAA investigation of an airplane owned by a Milford man led to a 2017 bust of 400 pounds of weed at Sikorsky Airport and guilty pleas this ...
Mon, 06 May 2019 21:32:00 GMT
NAVAIR: New Presidential Helicopter Production to Start Soon - USNI News
NAVAIR: New Presidential Helicopter Production to Start Soon USNI News The Navy has a handshake deal in place to start production of the VH-92A, the next generation of the Presidential Helicopter, according to NAVAIR.
Fri, 26 Apr 2019 16:15:08 GMT
Future Attack Reconnaissance Aircraft - Compound coaxial helicopter - Army Technology
Future Attack Reconnaissance Aircraft - Compound coaxial helicopter Army Technology Compound coaxial helicopter (CCH) is being developed for the US Army future attack reconnaissance aircraft competitive prototype programme.
Wed, 01 May 2019 02:20:00 GMT
L3 competing for military helicopter contract - Waco Tribune-Herald
L3 competing for military helicopter contract Waco Tribune-Herald Attack helicopters hovering over Waco may sound far-fetched, but L3 Technologies has joined AVX Aircraft Co., based in the Fort Worth area, in designing a ...
Wed, 10 Apr 2019 07:00:00 GMT
You Can Buy The State Department's Totally Upgraded S-61T Helicopters That It Barely Used - The Drive
You Can Buy The State Department's Totally Upgraded S-61T Helicopters That It Barely Used The Drive If you're in the market for a baker's dozen of refurbished Sikorsky S-61T helicopters, the U.S. State Department will happily sell you the ones it has sitting in a ...
Sun, 05 May 2019 13:25:00 GMT
Bodies of two men recovered after helicopter crashes into Chesapeake Bay off Kent Island - Baltimore Sun
Bodies of two men recovered after helicopter crashes into Chesapeake Bay off Kent Island Baltimore Sun The bodies of two men were recovered after a helicopter crashed into the Chesapeake Bay, near Bloody Point on the Eastern Shore, after noon Saturday, the ...