The Army expects to keep flying the CH-47 Chinook multi-mission cargo helicopter built by Boeing [BA] in service for another 60 years or more, and the Cargo Helicopter office has already begun planning for a Block II for the current CH-47F rotorcraft, a service official said.

The potential $14.3 billion CH-47F procurement program is in full production. It was fielded to the first operational unit in July 2007, and has been used in combat since then. The Chinook marked its 50-year anniversary in 2012.

The Army now has just under 347 (CH-47F) fielded, Col. Robert Barrie, project manager, Cargo Helicopters, said. “We’ll continue procurement through 2017 and 464 would be the full complement.”

In addition to building and fielding F models, the Cargo Helicopter office is planning for the next 50 years to 2060. “We say it’s really becoming the Army’s B-52.”

Putting a mark on the wall—2060—“allows us to develop a blocking strategy to ensure the Chinook platform remains relevant” throughout remainder of its life, he said.

Block 1 is the existing CH-47F; the next version will be Block II.

“As we develop a blocking strategy, we’re looking for value propositions to buy back some of performance lost due to additional equipment over time,” Barrie said.

Over time, the well-intentioned and necessary things added to the aircraft, and that adds weight, he said. Commanders see that weight brings a decrease in performance.

There is no approved Block 2 strategy yet, but “what we’re doing, is laying out this strategy that we feel is a logical method for maintaining performance,” he said.

That means weight reduction, improved rotorblades that increases the max gross weight, and if the aircraft is allowed to weigh more, standard engineering changes that would be done over time.

The current aircraft is 50,000 pounds. Block 2 will increase the weight to 54,000 pounds. That allows the helicopter to carry 4,000 pounds more payload that it could carry before.

Another potential Block 2 modification the office is looking at is reducing the six individual fuel tanks to two, integrating them into a single tank. That allows the removal of a lot of pumping equipment, wiring and items that move fuel to the engine. That removes about 100 pounds, so there’s space for more fuel. That permits a commander to be more flexible in planning and executing missions.

Aviation is moving toward crashworthy and self-healing fuel systems. Currently, special operations aviation has one tank on each side of the helicopter, so the Cargo Helicopter office is looking to them to lead the way to the solution.

An Advanced Chinook Rotorblade in development would add 1,500 pounds of performance to the Chinook, which will improve thrust/lift in high and hot conditions.

“We’re really looking to key in on value propositions where we can,” Barrie said. The Army doesn’t want to add performance just for the sake of it. They are looking at what is affordable and  what are the best opportunities to increase payload or reduce weight on the aircraft.

Another potential Block II modification would make improvements in the electrical system. Specifically, they’re looking at making transformer rectifier units regulated, making power cleaner, adding a third generator for emergency power, he said. There’s potential to add a location on the aft transmission.

That third generator, in an emergency, would run all the electrical systems longer, aside from the battery, or if instruments are needed with reliable power.

Right now, modifications are being fielded to the F model, such as the Cargo On/Off Loading system (COOLS). COOLS replaces a system that is used to require several hours and several people time to install it on the aircraft. Installing COOLS takes “one flight engineer 15-20 minutes,” Barrie said. The system flips over from anti-static to a roller side, depending on whether the Chinook is carrying troops or cargo. As well, ballistic blankets have been replaced by panels under the floor.

While Block II is not yet a program of record, the strategy is being developed. Barrie said the office is looking at the first quarter of 2015 to get into the acquisition process.

The Army Aviation and Missile Research Development and Engineering Center with the Program Executive Office, Aviation, Oct. 3 officially selected two teams, one led by Bell Helicopter [TXT], the other led by Sikorsky [UTX] and Boeing [BA], for continued investment under the Joint Multi Role Technology Demonstrator (JMR-TD) Air Vehicle efforts.

These teams will build technology demonstration aircraft with flight tests starting in 2017. Bell offers the V-280 Valor; Sikorsky-Boeing the SB1 Defiant.

Both teams revealed their selection Aug. 12, but not the contractual amounts.

The two other JMR TD teams, Karem Aircraft Inc. and AVX Aircraft Co., also offer technologies and configurations of interest, AMRDEC said in an Oct. 3 statement. The Army wants to continue technology development efforts with those teams, which will be based on resources and opportunities.

“The intent of the JMR TD effort is to maximize the knowledge gained and risk reduction toward an anticipated Future Vertical Lift acquisition program,” said Dan Bailey, JMR/FVL program director. “The baseline strategy based on the current funding allocation requires descope (a reduction) from the four initial designs to two for build and flight test.”

The JMR-TD is the science and technology (S&T) effort managed under the Aviation Development Directorate AMRDEC to mature technologies and reduce risk toward an anticipated FVL Program of Record (PoR). The Army-led S&T JMR-TD is an effort to assess designs for next-generation vertical-lift aircraft by 2030 and to develop and demonstrate standards and performance expectations for advanced electronic and avionics capabilities.

The JMR-TD is part of the Future Vertical Lift (FVL) Concept, an initiative for a family of advanced helicopters for use in the United States armed forces. A basic principle of FVL is using common hardware such as sensors, avionics, engines, and countermeasures.

A Capabilities-Based Assessment (CBA) and strategic plan completed by the Defense Department calls for FVL to focus and integrate all vertical capabilities and technology development. The initiative is led by an executive steering group that is co-chaired by the J-8 DDFAS and OSD (AT&L) Director of Land Warfare and Munitions.

AMRDEC develops technology and engineering solutions, and is part of the Research, Development and Engineering Command, itself a major subordinate unit of Army Materiel Command.

BALTIMORE–Hughes is working with various prime contractors on a satellite communications (SATCOM) waveform capable of penetrating rotating helicopter blades, according to a company executive.

Hughes Vice President and General Manager of Defense and Intel Systems Rick Lober told sister publication Defense Daily Oct. 6 the company is experimenting with a more robust waveform that will stand up through the blades, which “chops-up” the waveform, while adding error correction codes that make up for the lost data. Lober said Hughes has performed various trials for large prime contractors that develop rotary wing platforms and hopes to move into some funded demonstrations and, perhaps, pre-production in the next year.

“We hope to move into some direct testing with (the Defense Department) probably in the fiscal year 2015 timeframe,” Lober said at the MILCOM 2014 conference.

Lober said Hughes calls the waveform microsat, which he described as a catch-all name for advance waveform technology. Rotary wing aircraft affect SATCOM waveforms much like jamming, Lober said, when the rotating helicopter blades chop up a signal while a pulse jammer make a waveform appear to be chopped-up. Lober said Hughes is applying this microsat technology in the company’s various anti-jam efforts.

Lober declined to specify which platforms Hughes has tested its microsat waveform, citing negotiations, but said the platforms include both manned and unmanned rotary wing platforms that DoD uses. The Navy has tested Northrop Grumman‘s [NOC] MQ-8B Fire Scout unmanned aircraft system on guided-missile destroyers (DDG)-class ships. The MQ-8B can operate from air-capable ships with initial deployment on a Guided Missile Frigate (FFG), followed by final integration and test aboard the Littoral Combat Ship (LCS), according to the Navy.

Hughes has received interest from international customers, Lober said, but the company is currently focusing on DoD customers.

Hughes’ microsat is a beyond line-of-sight (BLOS) capability that has demonstrated data throughputs of up to 10 megabits per second (Mbps) through rotor blades and over geostationary (GEO) satellites, according to a company statement. Hughes said by employing advanced waveform technology, its rotary wing system enables seamless transmissions through rotor blades over both Ka- and Ku-band satellite channels with zero packet loss. Microsat operates with a variety of commercially-available airborne antennas on government, military and commercial platforms, facilitating integration with existing systems for strategic intelligence, surveillance and reconnaissance (ISR) and tactical operations.

The Hughes rotary-wing system is based on the company’s advanced HX satellite broadband platform, which meets the Federal Information Processing (FIPS) 140-2, Level 2 encryption standard and meets Wideband Global SATCOM (WGS) requirements, according to the company.

Hughes is a division of EchoStar [SATS].

Finmeccanica’s AgustaWestland Oct. 2 delivered the first two of a planned 16 ICH-47F Chinook helicopters to the Italian army during official ceremonies held at the Vergiate, Italy plant.

The deliveries are a major milestone in the strategic partnership between AgustaWestland and the service, providing a significant contribution to the modernization of the Italian army helicopter fleet, providing enhanced capabilities.

The overall Italian Army’s ICH-47F program is based on an order for 16 rotorcraft. The approximately $1.1 billion contract awarded in 2009 also includes a five-year logistic support service.

Deliveries of all aircraft will be completed in 2017.

The ICH-47Fs will be operated by the Italian Army Aviation 1st Regiment “Antares” based in Viterbo and they will replace the CH-47C Chinooks that have been in service since 1973.

The ICH-47F customized version incorporates a secure communications system, self-protection system and advanced datalink system, the company said in a statement. This new ICH-47F Chinook variant has a Maximum All Up Weight (MAUW) of 23 tons, is equipped with two Honeywell [HON] T55-GA-714A engines giving it excellent hot and high capability and is suitable for all weather operations.

The primary tactical mission of the ICH-47F aircraft is to provide air transportation for equipment and troops. Cargo can be carried internally and externally using the aircraft’s cargo hook system. The helicopter’s payload, long range and high cruise speed make it a unique asset to meet the Italian Army’s needs and can additionally perform special support functions, disaster relief and firefighting roles.

Under to a Joint Industrial Agreement with Boeing [BA], AgustaWestland is prime contractor for the Italian ICH-47F program, with responsibility for systems integration, final assembly and aircraft delivery to the Italian army.

Additionally, AgustaWestland is also being qualified by Boeing to produce the entire drive systems. Boeing builds the fuselage in its rotorcraft facility in Ridley Park, Pa. Final assembly is carried out at AgustaWestland’s Vergiate plant. The Joint Industrial Agreement also includes a licensing arrangement that enables AgustaWestland to market, sell and produce these Chinook helicopters for other countries.

The ceremony was attended by the Italian army Chief of Staff Gen. Claudio Graziano, the Director of ARMAEREO Lt. Gen. Domenico Esposito and industry representatives.

The Defense Security Cooperation Agency (DSCA) notified Congress Sept. 26 Thailand has requested through Foreign Military Sales (FMS) nine UH-72A Lakota Helicopters worth $89 million and associated equipment, parts, training and logistical support.

If approved by Congress, the principal contractor would be EADS North America.

In addition to the nine helicopters, the proposed deal includes warranty, spare and repair parts, support equipment, communication equipment, publications and technical documentation. The sale also would include an Aviation Mission Planning Station, personnel training and training equipment, U.S. government and contractor technical and logistics support services, and other logistics elements.

This potential sale will contribute to Thailand’s goal of upgrading and modernizing its military forces with a new light utility helicopter capable of meeting requirements for rotary-wing transportation. The sale also would further enhance interoperability between Thailand the United States, and among other allies.

The Army on Sept. 29 chose nine teams to participate in ground tests of sensors and sensor suites designed to help helicopter pilots see through degraded visual environments (DVE), a leading contributor to rotorcraft accidents and reduced operational effectiveness, the Army Aviation and Missile Research, Development and Engineering Center (AMRDEC) said.

Testing is planned during January and February 2015 at Yuma Proving Ground, Ariz.

AMRDEC defines DVE as reduced visibility of potentially varying degree, where situational awareness and aircraft control cannot be maintained as comprehensively as in normal visual meteorological conditions and can potentially be lost.

DVE can be categorized as smoke, fog, rain, darkness and the “brownout,” or obscuring dust cloud caused by the downwash of a helicopter’s rotor system.

AMRDEC, part of the Army Research, Development and Engineering Command (REDCOM), will oversee ground-based testing of two systems being developed under the DVE Mitigation Program-one from the Sierra Nevada Corp. (SNC) and a second from CERDEC’s Night Vision Electronic Sensor Directorate and Arete.

Testing was also opened up to DoD, industry and academic partners interested in participating at their own expense to permit the Army to see other potential solutions for DVE mitigation as well as allow as many as possible to gain relevant data for their system or systems.

Seven teams were selected to participate including Honeywell [HON], Near Earth Autonomy, General Electric [GE], Telephonics, Rockwell Collins [COL] and two teams from Lockheed Martin [LMT].

The tests will demonstrate various technologies, including LIDAR, Long-Wavelength Infrared, Millimeter Wave Radar, and Millimeter Wave Infrared.

For the tests, each system will be mounted on an elevated platform, observing multiple obstacle fields at several distances with various obstacles strategically positioned throughout each field to provide the maximum variety of perspectives for the sensors to witness, AMRDEC said. A UH-60 Black Hawk helicopter will fly over the test site, creating a dust cloud to create the brownout situation, which the sensors will have to look through.

The DVE Mitigation Program aims to explore and test a variety of technological solutions to find out what works the best and to inform acquisition officials. In addition to sensors, the Army is looking to flight control systems and cueing systems as part of a three-pronged approach.

Sikorsky [UTX] Oct. 2 unveiled the first of two S-97 RAIDER™ helicopter prototypes, signaling the start of activities in the program’s test flight phase and a major step toward demonstrating the new–and first–armed reconnaissance rotorcraft featuring X2™ Technology designed for military missions.

“Today, Sikorsky unveiled the next generation of military rotorcraft, with capabilities and performance never seen before in our industry,” said Sikorsky President Mick Maurer at the company’s West Palm Beach, Fla., facilities. “Just four years ago, we announced plans to build the S-97 RAIDER and teamed with some of the best companies in the industry, understanding the need to ensure aircraft development would not falter as government defense budgets shrank in response to economic pressures. Sikorsky is proud of its leadership in this area, and of the leadership the S-97 RAIDER represents among the world’s military rotorcraft.”

Based on Sikorsky’s rigid X2™ rotor coaxial design, the S-97 RAIDER helicopter features next-generation technologies in a multi-mission configuration–armed aerial scout or light assault—able to carry six troops and external weapons, the company said in a statement. The coaxial counter-rotating main rotors and pusher propeller provide cruise speeds up to 220 knots (253 mph), more than double the speed of conventional helicopters.

Sikorsky will offer the RAIDER™ aircraft as a replacement for the Army’s OH-58D Kiowa Warrior helicopter fleet based on the Army’s future operational and financial priorities, and for the special operations platform.

“Military rotorcraft fleets need maximum performance and increased capabilities to achieve their objectives,” Maurer said. “The RAIDER delivers on that with its greatly improved maneuverability and speed, significantly improved high/hot hover performance, and greater range and endurance.”

The single-engine RAIDER features a composite airframe and a maximum gross weight of slightly more than 11,000 pounds, the company said. The aircraft will be capable of carrying an array of weapons and sensors, necessary for the mission. The cockpit will fit two pilots, seated side-by-side. The flexible cabin space will carry up to six combat-equipped troops, or additional fuel and ammunition for extended missions.

“RAIDER marks the first unveiling of a new relevant rotorcraft configuration in 30 years,” said Mark Miller, vice president of Research & Engineering. “With the RAIDER program, Sikorsky has brought innovation to every aspect of the process, rethinking the way we design, build, test and support the product. We’ve kept a close eye on lowering development, production and support costs while increasing productivity and quality, and we are confident that the RAIDER is the solution for the future warfighter. We are looking forward to getting air under its tires and expanding the envelope in flight test in the coming months.”

The RAIDER helicopter program is 100 percent industry funded. Sikorsky provides 75 percent of the investment, and 53 principal suppliers supply the remaining funding.

A Marine Corps V-22 Osprey lost power while lifting off a an amphibious ship in the Persian Gulf on Oct. 1; one crew member remained missing after bailing out of the tilt-rotor aircraft, the Navy said.

Navy ships and aircraft were actively searching for the missing crew member. The MV-22 was operating off the USS Makin Island (LHD-8), a Wasp-class amphibious assault ship, when it lost power during takeoff.

The pilot was able to regain control of the MV-22 and landed safely on the ship. Another crewman who bailed was found and in stable condition, Navy spokeswoman Lt. Cmdr. Katharine Cerezo said.

There were no details on what went wrong in the V-22 but the cause of the incident was under investigation, she said.

The Makin Island was part of the 11 Marine Expeditionary Unit and was in the area supporting operations against Islamic State militants in Iraq and Syria.