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05 AIRCRAFT DESIGN, TESTING AND PERFORMANCE
standoff weapons employment; the ability to perform multiple target
engagements; and night operations capabilities were combined with
redundant systems; ballistically tolerant components; and a crashworthy
airframe and cockpit resulting in the AH-64A. The AH-64A
entered service in 1986 with the US Army and later with five
international defense forces (Israel, Egypt, Saudi Arabia, the United
Arab Emirates, and Greece). In the Army’s endeavor to field a
twenty-first century platform, the AH-64A Apache provides the basic
airframe; and all the basic survivability features that make it a great,
survivable aircraft are retained. Boeing is digitizing the combat
proven AH-64A Apache. Using ‘state-of-the-art’ technology, the AH-
64D now merges sensor inputs; generates mission data; generates
graphical displays (a picture is worth a thousand words); and
manages a wealth of information resulting in a totally integrated
weapons platform.
Derived from text
Ah-64 Helicopter; Design Analysis; Aircraft Structures
20000037819 Georgia Tech Research Inst., Aerospace and Transportation
Lab., Smyrna, GA USA
MH-53J SERVICE LIFE EXTENSION PROGRAM: A SPECIAL
OPERATIONAL FORCES ROTORCRAFT WINNER
Crawford, Charles C., Georgia Tech Research Inst., USA; Mason,
Henry, Warner Robins Air Logistics Center, USA; Advances in
Vehicle Systems Concepts and Integration; April 2000, pp. A23-1 -
A23-12; In English; See also 20000037804; Copyright Waived;
Avail: CASI; A03, Hardcopy
This paper presents a summary of the air vehicle modifications
(largely structural) that were made and the airworthiness qualification
flight test program that was conducted to expand the operational
gross weight capability and enhance the structural integrity of the
subject helicopter. The impact on both vibration and dynamic component
retirement times are discussed. The paper includes both
technical and cost information to support program benefits of this
modernization approach, but will address only the basic air vehicle,
including its rotor/drive and propulsion systems. Discussion of special
mission equipment peculiar to the special operational forces
mission and most shipboard operations features, can not be included.
Author
Service Life; Rotary Wing Aircraft; Aircraft Reliability
20000037820 National Defence Headquarters, Directorate of Technical
Airworthiness, Ottawa, Ontario Canada
THE CANADIAN AIR FORCE EXPERIENCE: SELECTING AIR-
CRAFT LIFE EXTENSION AS THE MOST ECONOMICAL SOLU-
TION
Landry, Normand, National Defence Headquarters, Canada; Advances
in Vehicle Systems Concepts and Integration; April 2000, pp.
A24-1 - A24-10; In English; See also 20000037804; Copyright
Waived; Avail: CASI; A02, Hardcopy
Canada like several other countries has limited resources to
trade-in its outdated and ageing fleets for state-of-the-art weapon
systems. With the CFl88 and the CP140, the Canadian Forces (CF)
have chosen, as with the CFl16 before, to perform a structural and
systems upgrade. These upgrades will allow the aircraft to meet their
operational requirements until the first quarter of the next century.
The choice for this course of action is based on option analysis
studies. In the end, fleet modernization has proven to be the most
economical solution. This paper will present the approach taken and
the assumptions made for the various scenarios studied to reach that
conclusion. Avionics packages are readily available off-the-shelf and
in most cases the decision is based mostly on structural limitations.
Hence in-service failures and results of full scale fatigue tests
obtained through collaborative agreements can be a cost effective
way to determine the cost of ownership of each fleet. The paper will
briefly talk about the concept taken for the CP140 but will use the
CF188 as the demonstration test case.
Author
Life (Durability); Aircraft Structures; Upgrading
20000037821 DaimlerChrysler Aerospace A.G., Manching, Germany
TRANSALL C-160 LIFE EXTENSION AND AVIONICS UPGRADE
PROGRAMS
Blumschein, P., DaimlerChrysler Aerospace A.G., Germany; Ad-
34
vances in Vehicle Systems Concepts and Integration; April 2000, pp.
A26-1 - A26-5; In English; See also 20000037804; Copyright
Waived; Avail: CASI; A01, Hardcopy
Since 1967 the Transall C-160 is the transport aircraft of the
German Air Force. After carrying out of life extension measures,
avionics upgrade and other improvements of the technical equipment,
the Transall C-160 can be operated under economical conditions
far beyond 2010. Life extension measures for C-160 started in
1984 (LEDA I and LEDA II). These measures were only carried out
for the wings. After taking apart the aircraft in this high scope, more
than 30% of complaints were discovered in comparison to the normal
preventive maintenance activities. As a result an investigation of
aircraft areas and zones not yet subject to inspection measures
(PUNIB) was carried out. PUNIB was the basis for LEDA III. In LEDA
III the whole structure of the aircraft was inspected. In this manner
the life time of the aircraft was extended step by step. Primarily the
specification of the original air frame lifetime was restricted to 1995
or 8000 flights (LEDA I, LEDA II). After LEDA III the lifetime for C-l60
was extended to 2010 or 12000 flights. Because of the spare part
situation avionic upgrades in 1987 and the replacement of the flight
management system (FMS) and the flight control/flight director
system (FCS) in 1993 in combination with the replacement of the
wiring was carried out. These measures will be finished in 1999.
Over and above, the replacement of the intercom system, the
improvement of the self defense suite and the integration of a traffic
alert and collision avoidance system (TCAS II) as well as other
technical measures will be taken. These increase the reliability and
improve the precision of the mission management. Moreover the
spare part situation was improved since the mid 80’s by the aircraft
update programmes.
Author
Life (Durability); Upgrading; C-160 Aircraft
20000037822 Eurocopter France, Marseille, France
THE COUGAR C.SAR: AN EXAMPLE OF OPTIMIZATION OF
AN EXISTING HELICOPTER [LE COUGAR C.SAR, UN
EXEMPLE D’OPTIMISATION D’UN HELICOPTERE EXISTANT]
Cabrit, P., Eurocopter France, France; Jaillet, P., Eurocopter France,
France; Giacino, T., Eurocopter France, France; Advances in Vehicle
Systems Concepts and Integration; April 2000, pp. A27-1 - A27-4; In
French; See also 20000037804; Copyright Waived; Avail: CASI;
A01, Hardcopy
The COUGAR is a military transport helicopter in the 9-ton class
which is primary used in various versions by many armies worldwide
(45 client countries). Since this helicopter was launched, EURO-
COPTER has consistently developed improvements to this apparatus
so that its users may benefit from the most up-to-date equipment
on the market while retaining its fundamental military qualities. A
special effort was made to provide a very high-performance apparatus
for the ‘SAR’ (*) combat mission.
Derived from text
F-9 Aircraft; Military Helicopters
20000037823 Woodall (David), Fairfax, VA USA
TECHNICAL EVALUATION REPORT
Woodall, David, Woodall (David), USA; Advances in Vehicle Systems
Concepts and Integration; April 2000, pp. TB-1 - TB-5; In
English; See also 20000037804; Copyright Waived; Avail: CASI;
A01, Hardcopy
The Systems Concepts and Integration Panel (SCIP) Joint
symposium on Advances In Vehicle Systems Concepts and Integration
was held in Ankara, Turkey from 26 to 28 April 1999. Symposium
(A) Aircraft Update Programmes, The Economical Alternative? Is
reported separately. Symposium (B) Warfare Automation Procedures
and Techniques for Unmanned Vehicles, reported on here,
was the continuation of a series of symposia initially addressing
unmanned tactical air vehicles (UTAs) and more recently broadened
to include other forms of unmanned vehicles (UVS). The potential
importance of UTAs to NATO was identified in the Advisory Group for
Aerospace Research & Development (AGARD) Aerospace 2020
report and addressed during two symposia during 1997. Many of the
concepts of interest, potential system elements and their performance,
and issues associated with the development of UTA capabilities
were initially addressed during the earlier symposia. This