S97 Raider and JMR/FVL program News + Videos

Jeff Head

General
Registered Member
LOL I just knew someone would disagree.. which is totally fine...
perhaps I should say in my personal non professional opinion it is the best in the world :)

Well, I personally think the Comanche should have been built anyway.

Why?

The Commanche was never meant to supplant the Apache and become the heavy attack bird that the Apache is. IMHO, the innovations you speak of would have translated to a Long Bow in any case. And that would not have been a bad thing, or a conflicting thing.

The Comanche held the RAH designation. It was meant to be an armed, recon/scout helo...not the heavy hitter.

So, instead of getting the Comanche in that role, we soldiered on with the Kiowas.

Now...we are seeing another very decent aircraft put forward to replace the Kiowas. I hope they do not go through all of the work and expense that the Comanche did and then end up canceling this one too.

I do not think they will. I believe this one will get done and be a fine addition to the force.
 

kwaigonegin

Colonel
Well, I personally think the Comanche should have been built anyway.

Why?

The Commanche was never meant to supplant the Apache and become the heavy attack bird that the Apache is. IMHO, the innovations you speak of would have translated to a Long Bow in any case. And that would not have been a bad thing, or a conflicting thing.

The Comanche held the RAH designation. It was meant to be an armed, recon/scout helo...not the heavy hitter.

So, instead of getting the Comanche in that role, we soldiered on with the Kiowas.

Now...we are seeing another very decent aircraft put forward to replace the Kiowas. I hope they do not go through all of the work and expense that the Comanche did and then end up canceling this one too.

I do not think they will. I believe this one will get done and be a fine addition to the force.

True in an ideal situation however knowing how congress, the pentagon and the defence industry work I am quite certain had the Comanche came to being it would not have panned out like how you and I wanted it to be. It would most likely been canceled after a few dozen units ala raptor and would not have supplanted the apaches in
the field due to limited numbers, extreme cost and no sophisticated opfor for it to go battle against to truly maximize her sensors and stealth characteristics.

Hindsight being 20/20 but a Comanche would've offered very little advantage over the armed scouts or the apaches or cobras fighting terrorists today.

With all that being said it is one heck of a chopper and I still want something like it to come along one day soon in the future. It was perhaps way beyond its time but I'm certainly not oppose to seeing a stealth attack helo either working in concert with the heavy hitters or even be a dedicated attack Helo in it's own right.
 

TerraN_EmpirE

Tyrant King
Whatchma'call it?
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By
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on May 29, 2015 at 4:29 AM

WASHINGTON: When is a helicopter not a helicopter? The question arises because Sikorsky Aircraft’s new
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got airborne for the first time the other day and company officials all but declared the dawn of a new age in aviation — or at least the birth of a new type of aircraft.

“This was, we feel, a really spectacular day for Sikorsky and aviation in general,” Mark Miller, Sikorsky’s vice president for research and engineering, told reporters on a conference call. “It’s not every day you have a first flight, and when you add on top of that a very differentiated, new and compelling product like the S-97 Raider, it makes it even more special.”

The S-97, based on Sikorsky’s Collier Trophy winning
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, uses two coaxial rotors and a pusher propeller to overcome rotor aerodynamics that have held helicopters to top speeds of no more than about 170 knots (195 miles per hour). Flown at West Palm Beach, Fla., the May 22 test was not a test of the aircraft’s speed or maneuverability. It consisted of little more than taking off and landing vertically and making a few cautious movements at 10 knots. It was a maiden flight, after all. But Sikorsky promises the Raider and its crew of two will someday carry six troops and external weapons at cruising speeds of 240 knots (276 mph).

Sikorsky also promises that the 11,000-pound Raider – about half the size and weight of the company’s UH-60 Black Hawk — will hover at higher altitudes, in hotter temperatures, and do it all with greater agility than any helicopter, thanks to its rigid coaxial rotors and other features. In fact, Miller said, the S-97 will do things helicopters “cannot even dream of doing in the future” and therefore “cannot be viewed as (simply) a replacement for a helicopter.” The S-97 “is a fundamentally different capability than what an Apache will give you,” Miller said.

Sikorsky is putting its money where Miller’s mouth is. The company is covering 75 percent of S-97 costs and 53 subcontractors are picking up the rest – a necessity
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requirement the Raider was designed to meet. But if not just a better, faster helicopter, what is the Raider?

Roger Connor, rotorcraft curator at the Smithsonian National Air and Space Museum in Washington, said the answer “really depends upon who’s asking.”

When an aircraft uses one or two rotors to take off and land vertically, hover and provide all its lift and thrust, as Sikorsky’s single rotor Black Hawk and Boeing Co.’s tandem rotor CH-47 Chinook do, aviation experts call that aircraft a “helicopter.”

When a fixed-wing aircraft swivels wingtip rotors upward to take off and land like a helicopter and forward to fly like an airplane, as the V-22 Osprey made by Boeing and Bell Helicopter Textron Inc. does, that is a “tiltrotor.”

When an aircraft uses a rotor to take off and land and hover but adds not only an additional form of propulsion to fly faster than a helicopter but also a wing to provide lift, as
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technology demonstrator does, it’s a “compound helicopter.”


The Federal Aviation Administration “would certainly view this as a helicopter,” Connor said of the S-97. “When the thrusting prop is not turning, it’s certainly a true helicopter.” But the Fédération Aéronautique Internationale (FAI), which verifies performance records, wouldn’t credit the S-97 with breaking helicopter marks because of its pusher propeller. At the same time, Connor said, the Raider isn’t exactly a compound.

“Typically, when you put wings on a helicopter, that is the definitive definition of a compound.”

Sikorsky may want to avoid the C-word anyway. Compounds have been out of fashion for some time, and have a chequered history.

Steve Weiner, the X2’s chief engineer, said the company itself has been flummoxed about what to call the Raider.

The Raider, Weiner said, “is a different animal. It performs like a helicopter. At speed, it performs with the performance of a tiltrotor or a compound, but there’s no wing to get in the way to help hurt the hover efficiency. If somebody held a gun to my head, I would say it’s a helicopter with aux propulsion. You can turn it off and you can operate it all day long right up to 170 knots, just like a helicopter. Once you add the aux propulser, you get quite a bit of additional operational envelope.”

What about “auxcopter?” Or “helispeedster?” Dear readers, what say you?
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Black Shark

Junior Member
Just eye rolling conent and attempt of sensationalism where no such thing is.

It is simple it is a helicopter. It is a very simple principle. Such machinery is called rotor winged aircraft, because it provides lift and sustains its position in its vertical axis via rotational movement of wings (rotor blades) The word rotor is a mathematical and mechanical term from rotator (to rotate). If it sustains its lift during its flight via rotors then it is a helicopter regardless of co-axial schematic or not a pusher adds absolutly nothing to lift the body.

If you eleminate at certain speeds the entire lifting of the body from rotating wings (rotor blades) and can sustain altitude via speed and low weight and low body surface wings you have a V/STOL plane, unless they come up with a new designation. The closest to that would be prototypes that only exist on paper like Ka-90, but still per defintion a V/STOL.

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TerraN_EmpirE

Tyrant King
yes and no. You see. Generally It fts as a Rotary wing platform no issue there but take a look at the set definition.
hel·i·cop·ter
ˈheləˌkäptər/
noun
  1. 1.
    a type of aircraft that derives both lift and propulsion from one or more sets of horizontally revolving overhead rotors. It is capable of moving vertically and horizontally, the direction of motion being controlled by the pitch of the rotor blades.
At low speed The Raider and X2 Operate according to this definition, As do Kamov Choppers but something happens at about 150 kts. As the Article points Out Despite being rotary wing in every other way X2 was not allowed to take the Speed record for helicopters. Thats because once it hits high speed it is no longer using it's main rotor to control speed, Direction and manouver. like the F35B It's Flys by Jet engine, yet it's lift fan is a Ducted fan So it's not purely a Jet vs the Yak 41 from which F35B's 3 barring swivel manifold is derived, yet it's lift system was 3 jet engines.
Or the KA90 or S72 Xwing or Canard Rotor-wing Concepts at low speed they are helicopters by the traditional definition but at high speed they would ( assuming they worked as intended Which they never did) have there rotors directional articulation lock either no longer allowing use as Pitch for control or Stopping the blade all together. At high speed They would use Conventional Rudder and Elevators.
Also there is issue with the term Compound Helicopter as wings are often added to that definition.
Raider does not have large wings although it does have a larger then normal Tail stabilizer. and since it's low speed operation is conventional and even at speed it still fits the definition of a Rotor craft. Yet it's not strictly a Helicopter.
It's not a Gyrodyne like the Formerly Eurocopter now Airbus Helicopter X3 demonstrator, nor a Auto Gyro or Tiltrotor either.
X2, Raider And eventually Defiant And KA92 ( I am assuming it would also maneuver at speed using a similar concept as described by Kamov Design Bureau Chief Designer Sergey Mikheev “Now we plan to split the functions of horizontal and vertical flights between different rotors,” ) would sit in a unique category.
They are Coaxial rotor craft with auxiliary Compound pusher prop propulsion that maneuver in the high speed envelope by vertical and Horizontal Control Surfaces. Obviously That's a mouth full.
 

TerraN_EmpirE

Tyrant King
As I thought about it there is one other possible reason why Some want Clarity on Raider as Helicopter or Other. If it or Defiant are adopted by the Us military Would it be classified as H73 meaning Helicopter or V23 like Osprey?
Any way since I posted the Word Osprey.
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By
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on June 19, 2015 at 4:00 AM
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Bell V-280 Valor (artist’s conception)

Somebody’s finally doing something tangible about the future of Army aviation. Bell Helicopter subcontractor Spirit AeroSystems of Wichita, Kan., has started assembling the composite fuselage for the first prototype
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, Bell’s new military tiltrotor.

The Valor is sleeker, smaller, and, by design, more Army-friendly than the Bell-Boeing
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, which was built to fit on an
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. Both aircraft are tilt rotors. Their wingtip rotors swivel upward to take off and land like a helicopter and tilt forward to fly fast and fuel-efficiently like an airplane.

For the moment, the Valor is just a technology demonstrator – a proposal, not a program – and only one of two the Pentagon is subsidizing in a quest to get beyond helicopters’ speed limitations and airplanes’ runway requirements. A few years down the road, the V-280 and its competitor could compete to replace the Army’s UH-60 Black Hawks and AH-64 Apaches with
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of about 30,000 pounds that can fly faster than 230 knots – about 100 miles per hour faster than most military helicopters cruise — and hover like a hummingbird. Other armed services might want some, too.

The other tech demonstrator in the works is a compound helicopter offered by Sikorsky Aircraft Corp. and Boeing Co., dubbed — a bit cutely — the
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, where “SB>1” means “Sikorsky and Boeing are greater than one.” Their entry is based on Sikorsky’s Collier Trophy-winning X2 technology demonstrator and derivative
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. The Defiant, still in design, is to combine active vibration control, a rigid coaxial rotor and a variable RPM pusher propeller to overcome the speed limitations of helicopters.

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SB>1 Defiant (artist’s conception)

Both the Valor and the Defiant are partially funded — at close to $100 million each, we hear — by the Army-led
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Technology Demonstrator (JMRTD) project, which is in turn part of the far more comprehensive
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(FVL) initiative. The FVL’s goal is to “move our vertical lift fleet into the next generation,” Program Director Dan Bailey told an American Helicopter Society International (AHS) briefing last month.

With lobbying help from AHS, Bailey got another $14 million from Congress last year to fund other companies to do smaller, related projects. A bit over half went to continue work on competing designs the Army decided not to build just yet when Bell and Sikorsky/Boeing got their JMR demonstrator contracts in October 2014. AVX Aircraft, a Texas design company, received $3.4 million to keep working on a coaxial helicopter with ducted fans for forward thrust. Karem Aircraft, a California company — whose founder, Abraham Karem, is the father of
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— got $4.1 million to hone a design using Karem’s patented Optimum Speed Tiltrotor technology.

Both the Bell and Sikorsky/Boeing demonstrators are to fly in 2017. Even if they succeed, there’s no guarantee of production. But with
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, there’s got to be a replacement eventually.

“The tech demo is the key to understanding what the next generation of military rotorcraft could be for the rest of the century,” said AHS Executive Director Michael Hirschberg.

The JMRTD is just a first step toward the FVL’s goal of new military aircraft in four categories – light, medium, heavy, and ultra heavy — that can take off and land most anywhere and fly fast and far without costing a fortunate or being hangar queens. “It’s much more about learning than it is about specific products,” Bailey said.

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V-280 fuselage assembly

Even so, with the V-280 fuselage actually being built, a bit of rotorcraft history is being made. The last time the Pentagon funded a pure vertical take-off-and-landing tech demonstrator was 1973, when after a similar lead up, the Army and NASA’s Ames Research Center awarded Bell a contract to build a small tiltrotor designated the XV-15.

Once they get the V-280 and SB>1 flying, Bell and Sikorsky/Boeing might hope history repeats itself, at least up to a point. After watching the XV-15 fly at the 1981 Paris Air Show, Navy Secretary John Lehman directed the Marine Corps to drop plans to replace its CH-46 Sea Knights with another helicopter and instead develop a tiltrotor. Thus was born the V-22. That once-derided tiltrotor is now in service with the
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,
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, and soon
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. Soon only the
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— which passed on the V-22 despite sponsoring the XV-15 — will still fly conventional helicopters exclusively. A primary goal for these new aircraft is to change that.
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