Sikorsky X2 Einstellungen

[Hummingbird]

Und Bell/Boeings QTR:

Bell Boeing win US Army contract for conceptual design and analysis for Joint Heavy Lift Program

(Fort Worth, Texas  Sep 16, 2005)   The team of Bell Helicopter, a Textron company (NYSE: TXT), and Boeing (NYSE: BA) has been awarded a $3.45 million contract by the U.S. Army to perform conceptual design and analysis of its Quad TiltRotor (QTR) aircraft for the Joint Heavy Lift (JHL) Program. \"The Bell Boeing team is exceptionally pleased to have been one of the teams chosen by the Joint Service Team to take the first step in providing a truly transformational vertical lift cargo aircraft,\" said Mike Redenbaugh, chief executive officer of Bell Helicopter.  \"The critical need for long range, high speed, heavy lift without access to runways is being highlighted around the world every day.\"

\"We view this as an important first step toward defining the next generation of high-speed, heavy-lift rotorcraft,\" said Ron Prosser, Boeing Phantom Works vice president and general manager of Integrated Defense Advanced Systems. \"This Bell Boeing effort is a great opportunity to demonstrate the utility of cutting edge technology in meeting joint service needs.\" Bell Boeing's QTR is an evolutionary application of its tiltrotor technology utilized in the V-22 Osprey.  The QTR is a tandem-wing, four-proprotor aircraft with a large cargo fuselage and a rear-loading ramp. Four turboshaft engines, each mounted in one of four tilting wingtip nacelles, power the proprotors through interconnected transmissions for redundancy. The QTR design will be sized, refined and analyzed over the next 18 months to determine program requirements and feasibility of further development.

[Hummingbird]

Das erste Bild das ich auftreiben konnte:

Sikorsky X2 HSL
X2 Technology High Speed Lifter advancing blade compound helicopter (245 knots)

Bild: http://img322.imageshack.us/img322/9476/x2jhl5ei.jpg (Bild automatisch entfernt)

[british steel]

hughes und dornier haben auch mal in diesem schwerlastbereich entwickelt und zum damaligen zeitpunkt nicht hinbekommen, was für die zukunft allerdings nichts zu bedeuten hat. aber bei Koax, dann noch sekundäre luftschrauben/antrieb... ich glaube das wir ne story wie beim osprey was die entwicklung betrifft. man darf gespannt sein.

[Hummingbird]

Ich stehe der X2 Technologie in der Gewichtsklasse des JHL auch extrem skeptisch gegenüber.

Die größten Kritiker der Forderung nach schnelleren Drehflüglern bzw. VTOL’s fragen nach der Notwendigkeit der erhöhten Geschwindigkeit und halten dem die hohen Kosten gegenüber.

Bis jetzt geht es beim JHL ja nur um eine Machbarkeitsstudie.
Das Ergebnis erwarte ich mit großer Spannung, da endlich mal wieder von den konservativen Lösungen hinweg entwickelt wird.
Ob da am Ende auch etwas anderes als eine konservative Lösung herauskommt bleibt abzuwarten. Ich habe da so meine Zweifel.
Ich persönlich halte beim JHL den ATRH für am realistischsten.  

Ich versuche euch auf dem Laufenden zu halten…

[Hummingbird]

Mal was zum Bild der Sikorsky X2 HSL
Das die Fans ummantelt werden ist wohl eher unwahrscheinlich. Aerodynamik, Gewicht und noch eine Reihe anderer Gründe sprechen einfach dagegen.

Ich warte schon sehr gespannt darauf dass Angaben zu Abmessungen und Performance veröffentlicht werden.

Was mich besonders dabei interessiert ist die Konstruktion des Rotorsystems.

Allgemein gesagt ist die Vorwärtsgeschwindigkeit von Hubschraubern dadurch begrenzt, das bei zu hoher Geschwindigkeit die Strömung am zurücklaufenden Blatt abreist, welches von hinten vom „Fahrtwind“ angeströmt wird. Wenn die Strömung abreist und das Blatt von den aerodynamischen Kräften entlastet wird, beginnt es unkontrolliert zu schlagen.
In einem koaxialen Rotorsystem kann sich das katastrophal auswirken, wenn ein Blatt aus der unteren Rotorebene in die obere Rotorebene hinein schlägt.
Kamov-Hubschrauber sollen so schon verloren gegangen sein.

Wenn die Maschine jedoch so gigantisch ist, wie es beim JHL-Programm offensichtlich der Fall sein wird, müssen die Blätter extrem steif sein.

Das ganze wird also weitaus mehr sein müssen als „bloß ein aufgewärmtes Kamov-System“.

Das ABC-Rotorsystem der XH-59A von 1971 hatte Blätter die etwa doppelt so steif waren wie die einer Bo-105. Es traten jedoch extreme Vibrationen auf die mit der damaligen Technologie nicht in den Griff bekommen wurden. Aber seit den 70er Jahren hat sich ja einiges getan bei der Dämpfung von Vibrationen und bei der Blattkonstruktion.

Mit anderen Worten: Die Wahrscheinlichkeit das Sikorsky da etwas Brauchbares zustande bringen könnte ist nach meiner Einschätzung gar nicht so gering. Wenn ich auch in der Größenordnung des JHL nach wie vor skeptisch bin. Aber vielleicht hängt es alles nur an der Finanzierung der Überwindung von technischen Problemen die eigentlich lösbar sind.

Wir werden sehen was bei der Machbarkeitsstudie herauskommt…

[Hummingbird]

Sikorsky führt erste Tests der fly-by-wire Steuerung für das X2 Programm erfolgreich auf einem Schweizer 333 Testträger durch.

Das Projekt liegt im Zeitplan, welcher einen Erstflug des X2 Demonstrators noch vor Ende 2006 vorsieht.

X2 Technology Fly-by-Wire System Completes Successful First Flight

Nov. 04, 2005
-

ELMIRA, N.Y., A surrogate helicopter equipped with the new X2 Technology fly-by-wire system made its first flight here yesterday, a key milestone in Sikorsky Aircraft's development of its X2 Technology demonstrator rotorcraft. Sikorsky is part of United Technologies Corp. (NYSE:UTX).

The Schweizer 333 helicopter performed flawlessly while demonstrating basic capabilities of the X2 Technology fly-by-wire system during a one half hour flight at Schweizer Aircraft's facility. Sikorsky is building and plans to fly an X2 Technology demonstrator in 2006.

\"The X2 Technology demonstrator program continues to advance on plan toward first flight before the end of 2006. The Schweizer 333 fly-by-wire flight today provides just one indication of the excellent progress the team has made this year,\" said Carey Bond, Vice President Corporate Strategy and Advanced Programs.

In April, Sikorsky announced plans to build and test a demonstrator for a new class of coaxial X2 Technology helicopters that improve the vertical flight capabilities of rotorcraft and whose high speed configuration will cruise at 250 knots.

Schweizer is a Sikorsky subsidiary and was selected to build the demonstrator because of its rapid prototyping capability. Sikorsky established a fly-by-wire integration lab and is using a Schweizer 333 as the system's initial surrogate test vehicle.

The X2 Technology demonstrator will employ a fly-by-wire system with advanced control laws that integrates the main rotor, aft propulsor and engine to meet commands from the cockpit.

Hamilton Sundstrand (also part of UTC) is working closely with Sikorsky on the X2 Technology demonstrator program by modifying and providing the Data Concentrator Units. The Central Processing Units are supplied by Honeywell.

X2 Technology refers to a suite of technologies Sikorsky will apply to achieve new levels of speed and performance in coaxial helicopters. Coaxial helicopters feature two counter-rotating rotors on the same vertical axis.

X2 Technology aircraft will hover, land vertically, maneuver at low speeds, and transition seamlessly from hover to forward flight like a helicopter. In a high speed configuration, one or more \"pusher props\" are part of an integrated auxiliary propulsion system to enable high speeds with no need to physically reconfigure the aircraft in flight.

In addition to Hamilton Sundstrand, major equipment providers for the X2 Technology demonstrator are LHTEC for the engine, Eagle Aviation for rotor blade manufacture, and Chelton Flight Systems for the cockpit display.

Sikorsky Aircraft Corporation, based in Stratford, Conn., is a world leader in helicopter design, manufacturing and service. Sikorsky is a subsidiary of United Technologies Corporation (NYSE:UTX), of Hartford, Conn., which provides a broad range of high-technology products and support services to the aerospace and building systems industries.

Quelle: Sikorsky
http://www.sikorsky.com/details....00.html

Bild: http://img315.imageshack.us/img315/9338/x2flybywire26ja.jpg (Bild automatisch entfernt)

[goschi]

Interessant in diesem Zusammenhang:

Funding may block X-49 progress

Piasecki Aircraft has completed ground vibration testing of its X-49A compound helicopter demonstrator, but uncertainty over funding is threatening plans to flight test the modified Sikorsky YSH-60F by early 2007.

Bild: http://foto.arcor-online.net/palb/alben/42/750242/1024_6139303531663938.jpg (Bild automatisch entfernt)
X-49

The Seahawk prototype has been fitted with a wing and Piasecki’s vectored thrust ducted propeller (VDTP), which replaces the tailrotor and provides both anti-torque control and forward thrust. The “ring tail” VTDP includes elevator and rudder control surfaces, as well as a deployable visor that vectors propeller thrust to counter torque and provide yaw control in vertical and low-speed flight.

The modification is expected to boost the helicopter’s maximum speed from 150kt (280km/h) to 200kt, says director programme requirements Joe Cosgrove. Transferring lift to the wing as forward speed increases allows the rotor to be unloaded, avoiding retreating-blade stall.

The YSH-60F’s tailrotor driveshaft has been replaced by a strengthened shaft capable of delivering 2,100shp (1,560kW) to the ducted propeller, Cosgrove says. At high forward speed this is the majority of the power generated by the helicopter’s two General Electric T700-701Cs. A production VTDP would draw 2,700shp, he says.

To overcome concerns about the impact on empty weight and hover payload of the VTDP, Piasecki is proposing to replace the helicopter’s auxiliary power unit with a supplementary power unit based on the Rolls-Royce T703 turboshaft. This would provide an additional 650shp in the hover, and would idle in the cruise, says Cosgrove.

Essington, Pennsylvania-based Piasecki is now installing instrumentation on the X-49A, and plans to begin ground testing by mid-year, but flight testing depends on Congress adding money to the US Army’s budget. “We need $8.8 million to get to flight test, but don’t know what we will get in [fiscal year] 2006,” says Cosgrove.

Originally a US Navy programme, but transferred to the US Army in 2004, the X-49A technology demonstration has survived on Congressional “plus-ups”. The House voted $5 million for this year, but the FY2006 US defence budget has yet to be agreed by Congress.

“Five million dollars is short of the stated requirement,” says Cosgrove, who believes “some service money” could be found to fly the X-49A early in 2007.

GRAHAM WARWICK/WASHINGTON DC

http://www.flightinternational.com/Article....ss.html

VTDP Goes Army

Bild: http://foto.arcor-online.net/palb/alben/42/750242/1024_6564376332663035.jpg (Bild automatisch entfernt)

The Vectored Thrust Ducted Propeller (VTDP) Advanced Technology Demonstration initially sponsored by the Office of Naval Research is transitioning to US Army oversight. Piasecki Aircraft in Essington, Pennsylvania has the VTDP compound helicopter about 70% complete, and expects to sign a new contract in April that will place the program under the Army Aviation Applied Technology Directorate. According to company vice president John W. Piasecki, first flight of the Navy YSH-60F demonstrator with its thruster propeller and fixed wing should occur in late 2005 or early 2006.

The VTDP uses a five-bladed propeller within an 8 ft diameter composite duct with thrust-vectoring sectors and a horizontal elevator. As the aircraft accelerates, the VTDP sectors fold back to direct all thrust along the line of flight. Power to the tail thruster increases as the fixed wing unloads the main rotor, promising the compound helicopter greater speed and range than conventional helicopters, and less vibration. The VTDP ATD was initiated by the Navy to provide backup technology should the MH-60S Knight Hawk have proven unable to tow Airborne Mine Countermeasures (AMCM) gear.

With successful AMCM demonstrations of the Knight Hawk, the Navy offered the VTDP program to the Army as Science and Technology leader on rotorcraft. The Army vision of a Future Force contemplates very long range air assaults. \"That makes this technology very relevant,\" says Mr. Piasecki.

To save time, the Naval Air Systems Command has already agreed to conduct the VTDP test flight program under FAA rather than military airworthiness rules using Piasecki rather than military pilots. \"The product of this demonstration is engineering flight test data,\" says Mr. Piasecki. \"It will not be an operational aircraft.\"

Piasecki Aircraft has completed most major component qualification tests on the demonstrator including the airframe, wing, wing interface structure, drive system mounts, and VTDP attachments. The VTDP propulsion system with its supplementary power unit completed a 200 hour endurance test on the Naval Helicopter Transmission Test Facility at Patuxent River. VTDP team members include Purdy Corp. for the drive system, Penn State for flight control development, and Kaman Aerospace for airframe testing.

http://www.vtol.org/news/issues504.html


euer goschi

[Hummingbird]

Kleine Neuigkeit:

Schweizer engagiert 15 zusätzliche Ingenieure für den Bau des X2 Technologie Demonstrators.

Need for qualified workers concerns some businesses

By G. JEFFREY AARON
Star-Gazette

February 9, 2006

The need for more qualified workers emerged as a primary concern for some area businesses during this morning's 13th annual Economic Forum in Elmira.

Panelists told how their companies have grown during the past year. They also spoke positively about how their employees, some of whom had relocated to the Elmira area, were adjusting to their new surroundings.

But they said the issue that could derail the future growth at their companies -- two manufacturers and one retailer -- is a lack of pople with the appropriate skills.

Randy Simpson, general manager of Schweizer Aircraft in Big Flats, summed up the concern with an anecdote about a job fair the aircraft manufacturer held recently.

Out of the about 400 job seekers, fewer than 20 had the skills necessary to go to work at the factory right away.

Schweizer hired 15 engineers to work on the company's newest product -- a coaxial helicopter capable of reaching speeds up to 200 miles per hour. The helicopter project, called X2 Technology, is a new innovation that excites engineers, Simpson said...

[Hummingbird]

Sikorsky gibt bekannt das bei der Entwicklung des X2 Demonstrators große Fortschritte gemacht werden und die Maschine wie geplant dieses Jahr noch ihren Erstflug haben soll. Erste Bodenläufe stehen kurz bevor.

Bild: http://img47.imageshack.us/img47/2351/x20mt.jpg (Bild automatisch entfernt)

Sikorsky’s X2 Technology™ demonstrator continues
to make excellent progress toward first flight by
the end of 2006. Numerous challenges, both technically
and programmatically, have been resolved.
The fuselage sections have been joined, major system
detail design and initial rotor testing are complete,
and the main shafts and transmissions are in fabrication.
Ground testing is set to begin this summer at Sikorsky’s
Schweizer Aircraft subsidiary in Elmira, New York.
In 2005, Sikorsky announced plans to build and
test a demonstrator for a new class of coaxial X2
Technology helicopters that maintain or improve
on all the vertical flight capabilities of rotorcraft and
whose high speed configuration will cruise at 250
knots. X2 Technology refers to a suite of technologies
Sikorsky will apply to achieve new levels of
speed and performance in coaxial helicopters.
With the goal of achieving 250 knots cruise speed,
the X2 Technology team focused from the start on
minimizing drag.
The rotor blade design for the X2 Technology
demonstrator has achieved significantly better
lift-to-drag ratio than demonstrated with the XH-59A
Advancing Blade Concept Demonstrator in the early
1980s by creatively merging three existing airfoils into a
“new” rotor.
Working with Sikorsky’s sister division at the
United Technologies Research Center and using
empirically correlated Computational Fluid Dynamics
(CFD) results, the rotor hub packaging and fairing
solution reduces coaxial rotor hub drag to where it
compares favorably to single main rotor helicopters.
The goal of X2 Technology is to retain the hover
efficiency of a helicopter while creating a new helicopter
spectrum in speed. In its high speed profile, X2 Technology
harnesses all the potential lift on the advancing side
of both rotors and exploits an integrated propulsion
system to push the helicopter to speeds greater than
250 knots. X2 Technology will also provide greater lift to
conventional speed coaxial rotor configurations.
The X2 Technology demonstrator is being built
using proven, affordable commercial off-the-shelf
components. The state-of-the-art auxiliary propulsor
is bred from a successful line of racing propellers,
transmitting power from the single LHTEC engine
efficiently and smoothly. The Moog active vibration
system is the same used on the UH-60M BLACK
HAWK. Existing servos, hydraulic pumps, coolers
and generator are taken from the S-76®, the S-92™,
COMANCHE™ and CH-53E helicopters.
One reason the X2 Technology project is coming
together so quickly is the synergy between the
engineering expertise at Sikorsky’s main facility in
Connecticut and the rapid prototyping capabilities
at Schweizer Aircraft in New York.
An example of this synergy is the speed with
which the X2 Technology fly-by-wire demonstration
aircraft took to the air for the first time on November
3, 2005. A Schweizer 333™ helicopter was flown just
three months after the system’s preliminary design
review as a fly-by-wire surrogate test aircraft. This
new fly-by-wire control of the Model 333 performed
flawlessly, displaying better than expected stability.
The data gathered from this risk reduction flight
testing is now incorporated into the full X2 Technology
fly-by-wire system.
This flight was also indicative of the challenge
faced by the team: take Sikorsky’s robust, CMMI
Level 4 certified process and impose it upon a
small, rapidly evolving and challenging development
project. The team adapted existing fly-by-wire
hardware, and instead of qualifying new hardware in
its entirety, achieved qualification standards for the
modifications.
The result is a simplified fly-by-wire architecture
without any compromise in system safety. The X2
Technology demonstrator has a triply redundant flyby-
wire system without mechanical backup.
The X2 Technology demonstrator is not a
product unto itself, but intended as the first
in a new breed of full-spectrum performance
helicopters – manned or unmanned – in various
sizes and configurations that can go faster, further
and lift more. Sikorsky believes X2 Technology is
scalable and capable of bringing its unique, flexible
attributes to each class of military or commercial
helicopters.

Sikorsky issues 2006-Q2 online edition of Frontlines military magazine (.pdf)

[Hummingbird]

Auf der Heli-Expo 2007 gibt Jeffrey Pino bekannt das die X-2 voraussichtlich in den nächsten 4-6 Monaten ihren Erstflug haben wird.

[Hummingbird]

Bild: http://www.vtol.org/news/X2GroundTestStartnightime.jpg (Bild automatisch entfernt)

Sikorsky Continues X2 Preparations

Work on the Sikorsky Aircraft X2 Technology demonstrator has slowed but not stopped at both Stratford, Connecticut and the Sikorsky-Schweizer facility in Elmira New York. “It’s right now not at the same intensity,” says Peter Grant, Sikorsky advanced programs manager, “but the intensity is in the activity planning for this year. We know that we’re going to fly this year and that’s all we can say.”

The X2 Technology demonstrator with its auxiliary propeller thruster integrates a suite of advanced technologies to cruise at 250 kt yet retain the hover efficiency of a helicopter. It was scheduled to fly in 2006, but supplier issues and current commitments forced Sikorsky to slow the accelerated program. “We found we were actually outpacing elements of our supply base,” explains Mr. Grant. “There were milestones we wanted to achieve for which we did not have the parts. We now have all those major components.”

Current contracts also took priority over the X2 Technology demonstrator. “Let’s keep in mind this is a 100% internally funded program. We have the freedom to make those decisions and focus on taking care of our existing customers.”

The thoroughly instrumented demonstrator began ground tests in November at the Schweizer facility. It uses one of the two LHTEC T800-LHT-801 turboshafts recovered from the second RAH-66 prototype. “LHTEC has been extremely supportive of this program,” says Mr. Grant. “They were right there with us during the ground runs.”

The advanced rotor blade design for the X2 demonstrator blends three airfoils and has achieved analytically a far better lift-to-drag ratio than the blades on the 1970s XH-59A Advancing Blade Concept aircraft. “We have not put the blades on, but they’re complete,” says Mr. Grant.

Sikorsky also concluded flight tests of the X2 fly-by-wire flight control system on a surrogate Schweizer 333. “What we got out of those flights was better than we hoped for,” says Mr. Grant. Program engineers adapted existing fly-by-wire hardware and qualified a triply redundant fly-by-wire system that needs no mechanical backup.

X2 rotor hub wind tunnel testing and analysis with computational fluid dynamics at the United Technologies Research Center have verified exceptionally low hub drag. “As you want to go faster, you better be thinking about drag,” says Mr. Grant. “Our packaging and fairing solution reduces coaxial main rotor hub drag to something like that on a single-main-rotor helicopter.”

The X2 Technology demonstrator uses a Moog active vibration control system from the UH-60M Black Hawk and incorporates control servos, hydraulic pumps, coolers, and a generator taken from the Sikorsky S-76, the S-92, and CH-53E.

The demonstrator will have a fully instrumented crewstation up front and provisions for a second cockpit in back. Alternatively, the rear cockpit space may be used for UAV electronics, additional fuel, or other equipment.

Phased ground testing to verify the main rotor, auxiliary propeller, flight control system still needs to be done before first flight. “We have some sub-system testing that needs to be completed,” says Mr. Grant. Initial flights of the X2 Demonstrator will be conducted at the Sikorsky-owned Schweizer facility where the aircraft was assembled. “This really is a Stratford and Elmira joint venture,” says Mr. Grant. “This really is a closely-knit effort.”

[Quelle]

Bild: http://img254.imageshack.us/img254/5035/68283842rn4.jpg (Bild automatisch entfernt)

Der Beitrag wurde von Hummingbird bearbeitet: 6. Mar 2007, 22:11

[Hummingbird]

Bild: http://img505.imageshack.us/img505/861/x2wj0.jpg (Bild automatisch entfernt)

[goschi]

Boeing hat die Phantom Works
Lockheed die Skunk Works
Sikorsky die Garagenwerkstätte?

Der Beitrag wurde von goschi bearbeitet: 16. Aug 2007, 22:41

[Hummingbird]

Sikorsky hat Schweizer Aircraft.
Da wird der X2 Demonstrator gebaut.

[Hummingbird]

Sikorsky’s X2 TECHNOLOGY™ Demonstrator Achieves First Flight

http://www.sikorsky.com/sik/about_sikorsky.../20080827_1.asp

[SeaTiger]

Hatten wir hier im Forum nicht einen Sikorsky X-2 Thread ??

Technologie-Prototyp fliegt augenscheinlich : http://www.airliners.net/photo/Sikorsky-Ai...y-X2/1495885/L/

[Praetorian]

Hatten wir hier im Forum nicht einen Sikorsky X-2 Thread ??

Jawohl, hier

[Hummingbird]

nicht ganz neu, aber tauchte bisher hier noch nirgendwo auf:

Sikorsky präsentierte auf der Army Aviation Association of America convention in Nashville ein Mock-Up eines light tactical helicopters auf Basis des X-2 Demonstrators

http://www.flightglobal.com/blogs/the-dewl...k-up-x2-ar.html

Sikorsky today has unveiled this mock-up for a light tactical helicopter (LTH) based on the X2, a developmental coaxial rotor aircraft capable of 250kts.

The unveiling comes at the Army Aviation Association of America convention in Nashville.

The X2 LTH is likely Sikorsky's prime candidate for the Army's armed scout helicopter contract. The at least 18-month delay for the ASH program announced last week should help Sikorsky's chances. The company needs the time to continue testing the X2 prototype, which first flew late last year.

auch ein Video dazu gibts

[Hummingbird]

S-97 Raider supplier team announced

13 January 2012 - 15:03 by the Shephard News Team

Sikorsky has finalised its supplier team selection for assembly of two prototype S-97 Raider helicopters for evaluation by the US military. Thirty five companies were named in the team during the Association of the United States Army's ILW Aviation Symposium and Exposition, National Harbor, Md.

Structures will be provided by Aurora (Va., Miss.); Cytec (Calif., N.Y.); East/West Industries (N.Y.); Fischer (Germany); Hexcel (Conn., Utah); PPG (Calif.); Triumph Group (Wash.).

Avionics will be provided by Avionics Instruments (N.J.); BAE Systems (N.Y.); Eaton (Miss.); Esterline Control Systems (Calif., Ill., Wash.); Garmin (Kan.); Goodrich (Fla., Minn.); Hamilton Sundstrand (Conn.); Honeywell (Ariz.); Lockheed Martin (N.Y.); Northrop Grumman (Calif.).

Propulsion will be provided by Ametek (N.Y.); Ducommun (N.Y.); Eaton (Mich.); General Electric (Mass.); Honeywell (Ariz.); Liquid Measurement Systems (Vt.); Meggitt-USA (Ga., Calif.); Spectrum (Conn.); TIGHITCO (Conn.).

Rotors and transmission will be provided by Emerson-McGill (Ind.); Fatigue Technology (Wash.); FAG Canada; Goodrich (N.Y.); Hamilton Sundstrand (Conn., Ill.); Kamatics (Conn.); LORD Corp. (Pa.); Pankl Aerospace (Calif.); Parker Aerospace (Calif., Ga.); Schultz (Calif.); SIFCO (Ohio); Triumph Group (Utah, Mich.).

Blades will be provided by Cytec (Calif., N.Y.);Eagle Aviation Technologies (Va.); Hexcel (Conn., Utah); Rotating Composites (Conn.).

The Raider aircraft program follows Sikorsky's successful X2 Technology demonstrator helicopter, which in September 2010 achieved more than 250 knots (287 mph) flight speed, or twice the average cruise speed of a conventional helicopter. Like the X2 demonstrator aircraft, the single engine S-97 Raider helicopter will feature coaxial counter-rotating main rotors and a pusher propeller to provide cruise speeds up to 220 knots (253 mph) with dash speeds up to 240 knots (276 mph) or higher.

http://www.shephardmedia.com/news/rotorhub...team-announced/