Farnborough at a glance

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Following is a brief synopsis of some of the technologies and partnerships that were announced at July's Farnborough Air Show. Look for more extensive coverage in future issues.

by Jean L. Broge

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Sikorsky modernizes

Sikorsky and the Marines are developing a program to introduce improvements to the CH-53E Super Stallion that include a new propulsion system, a new composite main rotor blade, a more reliable external and internal cargo-handling system, and updated electronics and avionics coupled with a redesigned cockpit.

The U.S. Marine Corps and Sikorsky Aircraft are developing a modernization and service life extension program (SLEP) that will focus on seven major improvements to be incorporated across the CH-53E Super Stallion and extend the operational life of 110 or more CH-53Es for an additional 25 years. In service with the Marines since 1981, the Sikorsky-built CH-53E was designed for heavy-cargo and equipment-lift operations, troop transport, and combat logistics support. The company claims it is the largest and most powerful helicopter in the U.S. military, and the largest built outside of Russia. The current Super Stallion has a mass of 15,170-kg empty, carries a 14,510-kg payload, and cruises at 315 km/hr. The aircraft has a crew of three and can carry 55 troops.

Tentative proposals call for induction of the first aircraft into the SLEP by fiscal year 2007 and reintroduction of the first aircraft back into the fleet by fiscal year 2011. One of the improvements would be a new propulsion system to provide greater range and power over a broader variety of ambient conditions. Possible solutions include a growth version of the GE T64-GE-416/419 series engine already on the CH-53E/MH53E; adapting the Rolls-Royce AE1107C slated for the Marines MV-22; and a derivative of the Pratt & Whitney PW150 turbo prop currently powering regional aircraft.

Also under consideration is a new composite main rotor blade with an anhedral blade tip for improved efficiency, providing more lift at a given power. New engines and blades could together provide the capability to carry 12,727 kg out to a combat radius of 200 nmi, or 9091-kg loads out to 280 nmi.

A redesigned external and internal cargo-handling system that is simpler, more reliable, and easier to maintain is the third improvement under consideration. The new Cargo Hook Management System will monitor and relay information about external loads, center-of-gravity, and power needs into the cockpit display. The new internal cargo system will include the capability for the 416L pallets.

A new titanium rotor head with elastomeric bearings, fail-safe hub structure, on-condition maintenance, improved dampers, and electric blade fold will result in fewer parts and thus fewer required inspections. Other improvements include upgraded electronics and avionics coupled with a redesigned cockpit to meet all current and many future requirements, with avionics common to other Marines helicopter platforms possibly incorporated into the suite; the remanufacture of the tail pylon, transition section, and the cabin area near the main transmission to allow for an increase of 2273 kg to the maximum gross mass; and increased survivability by incorporating infrared/radio frequency signature reduction, improvements in aircraft survivability equipment, and ballistic vulnerability improvements.

The U.S. Navy is also studying whether to incorporate the modernization and SLEP into its MH-53E minesweeping Sea Dragon fleet.

JSF cockpit from Rockwell Collins

The cockpit display system that Rockwell Collins is providing for the F-35 Joint Strike Fighter has a 20- x 8-in rear-projection, full-color display that is sunlight readable.

Rockwell Collins showcased the cockpit display system and helmet-mounted display recently awarded for the F-35 Joint Strike Fighter (JSF). According to the company, the U.S. Department of Defense anticipates ordering up to 3000 JSFs over the next 40 years, with Rockwell Collins supplying the components for TRW's communication navigation integration systems.

Kaiser Electronics, a Rockwell Collins business, is providing a large format, rear projection 20- x 8-in cockpit display system that will provide the pilot a full-color sunlight readable display and a touch screen graphical user interface. The system's open architecture allows the displays to be adapted easily to the dynamic commercial market and be upgradable throughout the life of the JSF program.

The JSF will also incorporate innovative helmet mounted cueing system (HMCS) technology developed by Vision Systems International, LLC (VSI), a joint-venture between Elbit Systems Ltd. of Israel, through its U.S. subsidiary EFW Inc. of Ft. Worth, TX, and Kaiser Aerospace & Electronics of San Jose, CA. The HMCS will feature day and night targeting capability and a wide field of view to enhance the pilot's situational awareness. The system is designed to provide first shot, high off-boresight weapons engagement capabilities and enable the pilot to direct weapons against enemy aircraft while performing high-g aircraft maneuvers. The system can also be employed to accurately cue the pilot to ground targets. Targeting cues and aircraft parameters are displayed directly on the pilot's visor.

Alcoa forges a door

Alcoa called upon its metallurgical, component design, and manufacturing experience during the development of this machined, forged aluminum door structure.

Alcoa Aerospace introduced a machined, forged door skeleton manufactured from the company's proprietary 7085 aluminum alloy. The initial application for the door is over-wing emergency exits. Second-generation applications are expected to include cargo and passenger doors.

Alcoa was able to consolidate parts and reduce assembly time via an "effective combination of advanced quench and stress relief practices with sophisticated machine fixturing and optimized metal removal practices," said Mary Ellen Bowers, Vice President and General Manager of Aerospace and Industrial Products for Alcoa's Wheel and Forged Products business.

Alcoa has been working with several airframers on the wrought, monolithic door. Throughout the process, the company was able to reduce part counts from 147 to 40 and fastener requirements from almost 1400 to 450, translating to assembly times shortened by up to 80% and reductions in production-line floor space by as much as 60%, according to Bowers. The door structures typically have machined gauges as low as 1.3 mm, providing a weight savings of about 20% compared to built-up assemblies, claims the company.

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