[HUAG]L'elicottero del Presidente degli Stati Uniti sarà italiano

[Teox82]

WASHINGTON - Il futuro elicottero del Presidente degli Stati Uniti, cioe' il nuovo Marine One, sara' lo Us 101 dell'AugustaWestland realizzato in cordata con la Lockheed Martin. Il consorzio che fa capo alla Lockheed Martin s'e' aggiudicato la gara battendo la concorrenza della Sikorsky. L'annuncio ufficiale e' giunto dal Pentagono che ha diffuso la decisione della U.S. Navy. I nuovi MarineOne, cioe' gli elicotteri adibiti al trasporto del presidente degli Stati Uniti, dovranno essere forniti a partire dal 2008. Il contratto riguarda 23 elicotteri, per un valore di 1,6 miliardi di dollari. E' la prima volta che i MarineOne sono una macchina di concezione non americana. In passato, dall'epoca della presidenza Eisenhower - Anni Cinquanta - in poi, i MarineOne erano sempre stati Sikorsky.

UNA GARA NATA ALLA FINE DEGLI ANNI '90
La gara che ha visto la vittoria dell'AgustaWestland prende le mosse alla fine degli anni '90, quando gli Usa decisero di cercare un sostituto degli elicotteri Sikorsky in dotazione al reparto dei Marines, il 'MarineOne', incaricato del trasporto del presidente degli Stati Uniti.

Nel 2000 AgustaWestland, che con l'EH101 ritiene di poter partecipare alla gara, comincia la ricerca di un partner industriale statunitense con il quale presentarsi sul piu' selettivo e difficile mercato del mondo. Requisito primario del bando e' infatti la presenza di un partner industriale locale, dotato della necessaria competenza e di adeguata 'forza di marketing' presso il Pentagono.

Lockheed Martin, primo gruppo mondiale nel settore difesa, giudica l'EH101 il mezzo idoneo per rispondere al requisito dei Marines, e a quelli delle altre Forze Armate negli States. Cosi', a fine 2001 finalizza con AgustaWestland un accordo per offrire l'EH101, ribattezzato US101, sul mercato statunitense.

Nel 2003 AgustaWestland e la statunitense Bell Helicopter Textron creano la joint venture AgustaWestlandBell, per la costruzione dello US101 negli Stati Uniti. AgustaWestland e Bell avrebbero agito come sub-fornitori di Lockheed Martin che, come prime contractor e integratore di sistemi per il modello US101, mantiene la responsabilita' globale del programma e della consegna dell'elicottero al cliente: nasce il Team US101.

Vengono quindi selezionate oltre 200 aziende statunitensi, dislocate in 41 Stati, come fornitori del Team US101 per garantire il 70% di contenuto industriale localizzato negli Usa richiesto dal bando di gara.

Nel febbraio 2004, il Team US101 presenta la propria offerta ufficiale in competizione con quella dal 'Dream Team', un vero e proprio super-consorzio capeggiato dalla statunitense Sikorsky, che comprende alcune delle piu' note societa' statunitensi operative nel mercato della difesa.

(ansa)



DATI TECNICI

Developing Nation: UK/Italy.
Manufacturer/Designer: AgustaWestland.
Task: Multi-role helicopter.
First Flight:

October 9,1987 serial ZF641.
First Delivery: January 2001.
Crew: 2 Cockpit crew, the ASW versions will also carry two more sensor operators / observers.
Troops: 30 troops or 16 stretchers.
Cargo volume: 29 m³.
Maine rotor blades: 5.
Maine rotor diameter: 18,59 m.
Maine rotor disc area: 271,5 m².
Tail rotor blades: 4.
Tail rotor diameter: 4,01 m.
Tail rotor disc area: 12,65 m².
Length overall, rotors turning: 22,81 m.
Length fuselage: 19,53 m.
Height overall: 6,65 m.
Engine (s):

3 x Rolls-Royce Turboméca RTM322-01/8 or RTM332-02/8 for UK military versions or General Electric T700-GE-T6A for Italian navy version. Civil models to get General Electric CT7-6 turbo shafts.
Weight:

- Empty: 10.500 Kg.

- Internal fuel: 3.222 Liters.

- External fuel: 5.370 Liters.
Payload:

- Internal: Naval variant 960 Kg.

Merlin HC.3 3.120 Kg.

- External at slung: 5.443 Kg.
Max. Take off weight: 14.600 Kg.
Cruise Speed: 278 km/h.
Max. Speed: 309 km/h.
Service ceiling: 4.575 m.
Hovering ceiling:

- in ground effect 2.225 m.

- out of ground effect 1.128 m.
Max. Range: 2.093 km.
Performance: Max. endurance 7 hours.
Rate of climb: 609 m per minute.
Radar: GEC Ferranti Blue Kestrel 360°search radar.
Weapons:

- Pintle mounted 12.7/7.62 machine gun.

- Anti-ship missiles.

- Torpedoes.

- Depth charges.

- Marte Mk.2S missile.

[Nocturne80]

Quello di cui tu metti la foto è il Marina num. 9, esposto al salone di Le Bourget a Parigi...

Pur lavorandoci da molto vicino (stesso hangar) voglio proprio vedere come andrà a finire la cosa...la prima consegna a partire dal 2009... chissà se faranno come i Canadesi che dopo il 15° elicottero ricevuto hanno detto stop e hanno acquistato i Sikorsky...
Da qui al 2009 ce nè di tempo...

[Nocturne80]

Sinceramente ero mooooooooooolto scettico della scelta statunitense, perchè patriottici come sono mi sembrava difficile scegliessero un' elicottero europeo...xò, mettendo a confronto le due macchine, l' S-92 tra le tante ha 2 motori e l' US101 ne ha 3, dimensioni inferiori, autonomia operativa di circa la metà...l' US è il TOP nella sua categoria!

[evelon]

Originariamente inviato da Nocturne80
Sinceramente ero mooooooooooolto scettico della scelta statunitense, perchè patriottici come sono mi sembrava difficile scegliessero un' elicottero europeo...xò, mettendo a confronto le due macchine, l' S-92 tra le tante ha 2 motori e l' US101 ne ha 3, dimensioni inferiori, autonomia operativa di circa la metà...l' US è il TOP nella sua categoria!

Quindi l'US101 (rivisitazione del nostrano EH101) è la scelta migliore no ?

Che differenza c'è tra i due?

[Nocturne80]

Non a caso il Canada x i suoi impieghi di ricerca e soccorso in zone a temperatura sotto lo zero aveva acquistato 15 elicotteri EH101...figurati era stato testato x arrivare sino a circa 50° sotto lo zero!

X L' S-92 se vuoi info cercale con Google, dai fai il bravo ...

[Nocturne80]

Ho foto troppo grosse x linkarle

[Teox82]

Ecco il confronto:

VH-92

Sikorsky S-92 Helibus
Type
Medium-lift helicopter

Country (Land)
USA

Manufacturer
Sikorsky Aircraft Corporation
6900 Main Street
Stratford, Connecticut 06497-9129
USA

Phone: 001-203/386-3829
Fax: 001-203/386-7300


General
Crew : 2
Passengers: 19 in civil version or 22 combat-ready troops.
Cargo: Cabin can take three LD-3 containers through rear loading ramp

Power plant: 2 x General Electric CT7-8 (CT7-6D in the first two prototpyes)
Power : 2 x 2400 shp (1790 kW) at take-off, 2050 shp (1529 kW) maximum continuous, 2500 shp (1864 kW) for two minutes with one engine inoperative, all at sea-level, ISA. At 4000 ft and 95 deg F, the ratings are 1900 shp (1417 kW) for take-off, 1450 shp (1018 kW) maximum continuous and 1900 shp (1417 kW) for two minutes in an emergency.


Dimensions
Fuselage length : 17,32 m
Length overall, rotor turning : 20,85 m
Height: 6,45 m overall
Width: 3,89 m over sponsons
Main rotor diameter : 17,71 m
Main rotor disk: 231,55 sq m
Tail rotor diameter : 3,35 m
Tail rotor disk area : 8,83 sq m

Cabin length : 5,69 m
Cabin width: 2,01 m
Cabin height: 1,83 m
Cabin volume : 16,9 cu m
Baggage volume: 3,1 cu m


Weights
Empty weight : 7030 kg or 6893 kg in utility version
Max. underslung load : 4535 kg in military version
Max. take-off weight : 11430 kg
Max. take-off weight: 12020 kg with external load


Performance
Max. cruise speed : 287 km/h (155 kts)
Economical cruise speed : 259 km/h (140 kts)
Hover ceiling
- out of ground effect : 1860 m (6100 ft)
- in ground effect : 3385 m (11100 ft)
Service ceiling : 4570 m (15000 ft)
Range: 760 km (410 NM) with 19 passengers on offshore mission


Costs
Unit cost is now given as 12,5 to 13 million US-Dollars for the civil variant.
Development is likely to cost 600 million US-Dollars.
In January 2000 Sikorsky claimed total direct operating costs of 2113 US-Dollars per hour, against 2501 Dollars for the AS 332L2.


Customers
At the Heli-Expo show in Las Vegas in January 2000, Sikorsky announced two agreements from civil S-92 customers:
Cougar Helicopters is the launch customer and has signed a "deposit agreemen" for up to five. The machines would be used in support of offshore operations based in Eastern Canada (Newfoundland, Nova Scotia).
Helijet Airways. The Vancouver-based company wants the helicopter from 2002 for its scheduled passenger services around the Pacific Northwest. Announced January 24, 2000.
Also, Sikorsky is actively marketing the S-92 for military requirements in Canada, Portugal and the Nordic Countries (Denmark, Norway, Sweden, Finland). Sikorsky sees a market for at least 700 helicopters.


Competitors
Eurocopter AS 332 Super Puma
NH Industries NH90


Remarks
There will be civil (S-92A) and military (S-92 International Utility) versions of the new helicopter, which builds on proven dynamic system design concepts from the UH-60 Black Hawk. In the bigger fuselage, 40 per cent composites are used, mainly in secondary structures. The cockpit features full CRT equipment as well as digital AFCS with autopilot.
To reduce its own development outlays, Sikorsky has signed up risk-sharing partners as follows:
Mitsubishi Heavy Industries (7,5 per cent - main cabin sections, the largest subassemblies)
Gamesa (7 per cent - main rotor pylon, engine nacelles, aft tail transition section, cabin interiors)
AIDC of Taiwan (6,5 per cent / fixed price supplier - cockpit including electrical harnesses, flight controls, hydraulic lines and environmental controls)
Embraer (4 per cent / fixed price supplier- sponson structures, main landing gear and fuel system)
Jingdezhen Helicopter Group (2 per cent - vertical tail fin and stabilizer)
Other suppliers include GEC Marconi, Hamilton Standard, Martin-Baker, Messier-Bugatti, Sanders and Parker Bertea. After first offering a Honeywell avionics suite, Sikorsky switched to Rockwell Collins equipment, with four displays in the cockpit as standard. Sikorsky itself will design and manufacture the dynamic systems and carry out final assembly, flight test and certification.


History
The S-92 was announced in March 1992, but an official programme launch had to wait until the Paris Air Show in June 1995. In the meantime, "paperless" electronic design facilites were prepared, benchmarking conducted and international partners selected.
First parts were built in 1996, starting with the main transmission housing. Assembly operations at Stratford began in 1997. Sikorsky opened the marketing phase for the S-92 at the Heli-Expo convention in mid-February 1998 at Anaheim (California), cautiously stating that "we are ready to enter commercial discussions leading to memoranda of understanding".
Five prototypes are being built at Stratford for ground and flight tests to be conducted at the West Palm Beach Development Fight Center in Florida. The first S-92 was transported the 1800 mile distance in a specially designed trailer, leaving Stratford on June 9, 1998 and arriving on June 11. This aircraft is destined as a propulsion testbed and started ground runs in mid-August.
The actual first-flight airframe went to Florida in October. It lifted off on December 23, 1998, about three months late, with Sikorsky Chief Pilot John Dixson and S-92 Program Chief Pilot Bob Spaulding in the cockpit. The maiden flight consisted of eight takeoffs and landings and included hover, forward and sideward flight maneuvers.
The first two helicopters are fitted with General Electric CT7-6D engines, while the others will get the CT7-8. Current tasking for the test helicopters is as follows:
Prototype no. 1 is the ground test vehicle. It had its first engine run on 14 August 1998 and turned its baldes for the first time on September 4. The 200 hour FAA endurance run was completed in July 1999.
Prototype no. 2 made the first flight on 23 December 1998. It will conduct handling and avionic development, including the automatic flight control system. By the end of 1999, it had 115 flight hours.
Prototype no. 3 flew on 19. October 1999. It is fitted with the GE CT7-8 engines planned for production and the APU. During the maiden flight, the S-92 was aloft for about 1.3 hours. 31 hours by the end of 1999. It will fly for around 450 h, concentrating on the CT6-8 engines, FADEC and auxiliary equipment like flotation gear
Prototype no. 4 will be built in 2000 and incorporate the latest production modifications as well as the avionics fit. It is to join the flight test program in November 2000.
Prototype no. 5 is configured as the utility variant. It was shown at the Paris Air Show in June 1999 and will fly in April 2000 with a complete set of instrumentation. 500hours are planned.
According to Sikorsky, performance continues to confirm predictions, with some parameters better than specified. In total, 1400 hours flight time are projected.
At the Heli-Expo in Las Vegas in January 2000, Sikorsky announced the first two customers, Cougar Helicopters and Helijet Airways.
Commercial type-certification to FAR/JAR 29 standards is anticipated in mid-2001, a year later than originally thought. Start of deliveries is now projected for April 2002, a further slip of four months.








US-101


EH Industries EH101
Type
Multi-role helicopter Country
UK/Italy
Manufacturer
EH Industries
Pyramid House, Solartron Road
Farnborough, Hants GU14 7PL
UK

Phone: 0044-1252/372121
Fax: 0044-1252/386480

EH Industries is a joint company owned by GKN Westland (Yeovil, Somerset in England) and Agusta (Cascina Costa di Samarate in Italy). It was formed in June 1980. In July 2000, Agusta and Westland announced that they would merge to form AgustaWestland


General
Crew: 2 (Navy version can be flown by 1 pilot if needed). ASW versions will also carry two more sensor operators/obeservers
Passengers : The commercial Heliliner version has accomodation for 30 people four abreast at 76 cm seat pitch, plus cabin attendant, with toilet facilities.
The military transport version can take up to 30 troops or 16 stretchers

Power plant : 3 x Rolls-Royce Turboméca RTM322-01/8 or RTM332-02/8 for UK military versions or General Electric T700-GE-T6A for Italian navy version. Civil models to get General Electric CT7-6 turboshafts
Power :
- 3 x 1566 kW (2100 shp) at take-off from RTM322-01/8, which also has an emegency rating of 1724 kW (2312 shp) and a maximum continuous output of 1394 kW (1870 shp)
- 3 x 1521 kW (2040 shp) at take-off for the T700-GE-T6A, which delivers 1327 kW (1780 shp) maximum continuous
- 3 x 1432 kW (1920 shp) at take-off for the CT7-6, or 1230 kW (16450 shp) maximum continuous
The transmission ratings are 4161 kW for take-off, 3715 kW maximum continuous and 2770 kW with one engine inoperative


Dimensions
Fuselage length: 19,53 m
Length overall, rotor turning: 22,81 m
Height: 6,65 m, both rotors turning
Max. fuselage width: 2,8 m
Main rotor diameter : 18,59 m
Tail-rotor diameter: 4,01 m
Main rotor disk: 271,5 sq m
Tail rotor disk: 12,65 sq m

Cabin length: 7,09 m in naval variant, 6,5 m in utility
Max. cabin height : 1,9 m in Heliliner
Cabin width : 2,49 m
Cabin volume: 29 cu m in naval variant, 27, 5 cu m in Heliliner


Weights
Empty weight: 10500 kg in naval version, 9300 kg as Heliliner, 10250 as Merlin HC Mk3
Useful load : 960 kg in naval version, 2850 kg in Heliliner, 3120 kg in Merlin HC Mk3
Fuel : 3222 litres standard or 5370 litres maximum with two more tanks
Slung load : up to 5443 kg in military transport version
Max. gross weight : 14600 kg


Performance
Never exceed speed: 309 km/h at sea level, ISA
Average cruise speed : 278 km/h
Service ceiling : 4575 m (15000 ft)
Range :
- 1130 km as Heliliner with four tanks, IFR reserves
- 1389 km as Heliliner with five tanks, IFR reserves
Ferry range: 2093 km in Merlin HC Mk3
Endurance : 5 h
g-Limit: +3 g


Costs
The civil variant has reportedly been sold for about 27 million US-Dollars in Japan.
Canada pays 579 million Canadian Dollars for 15 helicopters in SAR configuration (excluding spares and support, with acceptance at the Agusta plant in Italy).
RAF price for 22 Merlin HC Mk3s put at 500 million Pounds.
First Italian batch for 16 valued at 775 million US-Dollars in 1995


Customers
In mid-2000, EH Industry had orders and commitments for close to 100 helicopters. There have been no new sales for at least two yeras. Current customers are:
Royal Navy: 44 as Merlin HM Mk1s, for use as shipborne anti-submarine helicopters. The initial production aircraft first flew on 6 December 1995, the first with mission avionics following on 14 January 1997.
An intensive flight trials unit was formed as No 700M Squadron on 1 Decmeber 1998, shortly after the first Merlin had been transferred to Royal Navy jurisdiction on 16. November. In June 2000, the 824 Naval Air Squadron was formed at Culdrose. It will be responsible for training. The firs front-line Merlin Squadron, No 814, will be comissioning in late 2001.
Royal Air Force: 22 as Merlin HC Mk3s, for use as troop transport helicopters. The first helicopter flow on 24 December 1998. The Sixth helicopter was delivered on 27 June 2000, signifing the acievement of IOC. 12 are expected by year end. After completion of Military Aircraft Release trials at Boscombe Down, theywill be operated by 28 Squadron at Benson. Offical service entry is expected for November 2000.
Italian Navy: 16. The order for the Marina Militare Italiana was announced in October 1995 and covers eight helicopters in the anti-submarine/anti-surface vessel warfare variant (Srs 100), four helicopters in the surveillance radar variant and four in the maritime utility transport variant (Srs 400), featuring rear ramp and blade and tail folding.
The first Italian EH101 (MMI 2-01) made its maiden flight on 6 December 1999. Final delivery is set for 2004.
Japanese civil operator: 1, delivered in early 1998 to Tokyo Metropolitan Police Agency. Service entry was on 25 March 1999, after problems following the bankruptcy of Japanese distributor Okura were resolved.
Canadian Department of Defence: 15, for use as SAR helicopters under the designation AW 520 Cormorant. The selection of the EH 101 was announced on January 6, 1998, after a fierce competition with the Eurocopter Cougar, the Sikorsky UH-60 Maplehawk and the Boeing CH-47. Final contract price was announced as 579 million Can-Dollars (404,8 million US-Dollars) in May 1998.
The first Cormorant flew on 31 May 2000 at Agustas Vergiate plant. It is scheduled to ferry across the Atlantic inearly 2001 for use by 442 Transport & Rescue Squadron at 19 Wing in Comox, British Columbia. The bas will host five helicopters that will form the Operational Training unit at the remeining ten aircraft will be divided between 413 Sqn at 14 Wing in Greenwood, Nova Scotia, 424 Squadron at 8 Wing in Trenton, Ontario, and 103 Squadron at 9 Wing in Gander, Newfoundland.
In total, EH Industries sees sales prospects for more than 700 helicopters worldwide.


Competitors
With its 14,5 ton take-off weight, the EH 101 occupies a niche, but usually has to compete against the lighter
Eurocopter AS 332 Super Puma / AS 532 Cougar
NH Industries NH90
Sikorsky S-92


Remarks
The EH 101 stems from a late 70s requirement by the Royal Navy and the Italian Navy for a new anti-submarine warfare helicopter (Sea King replacemnt) to counter the then increasing Soviet threat. It is based on the Westland WG 34 design studies.
Market research led to the decision to develop not only a maritime version, but civil and military transport variants as well in an integrated programme. The EH 101 is available in a whole range of configurations, according to the company nomenclature including:
Srs 100: Basic naval version
Srs 200: Naval utility version without rear ramp
Srs 300 (Heliliner): Commercial passenger version, equipped with full airline avionics for all weather operations to oil platforms.
Srs 400: Army transport version
Srs 500: Civil utility variant with rear-loading ramp. Avionics and equipment fit ot customer specification. Srs 510 was first ordered by Japanes customer In the UK, the military variants are named Merlin, specifically
Merlin HM Mk1 as the Royal Navy ASW version for operation from Type 23 frigates, Invincible-class carriers and other ships.
Merlin HC Mk3 is the tactical transport version for the Royal Air Force. It features a revised cockpit layout and has provisions for pintle-mounted guns, FLIR sensor and flight refuelling probe beneath the nose.

History
In 1980, Agusta and Westland formed the EH Industries joint venture for the development of a new new anti-submarine helicopter for the Navies of the UK and Italy. Full programme go-ahead was announced in January 1984, and on 7 March of that year a development contract was signed. Nine prototypes/preproduction helicopters were built, as follows:
PP1: First flight 9 October 1987 at Yeovil (UK). After over 375 hours refittes with T700 engines. Registration: ZF641
PP2: Built by Agusta. First flight on 26 November 1987. Was used for deck trials aboard Italian Navy ships. Crashed on 21 January 1993 as a result of a rotor-brake malfunction. Flight tests were then halted until 24 June 1993. Registration: "02"
PP3: First flown on 30 September 1988 at Yeovil (UK). This helicopter was in civil configuration and conducted icing trials in Canada from November 1993. Later also used for weapons carriage trials. Registration: G-EHIL
PP4: First flight 15 June 1989 at Yeovil. General naval configuration. Crashed after a control-rod failure on 7 April 1995. Registration: ZF644
PP5: First flight on 24 October 1989. Is intended as the development machine for the Merlin variant (UK Navy). Sea trials on the HMS Norfolk frigate were conducted in August 1991. Registration: ZF649
PP6: Flown 26 April 1989. Build by Agusta, this helicopter is dedicated to development of the Italian Navy version. Sea trials mid-October 1991. Registration: MM-X605 / I-RAIA
PP7: Frist flown 18 December 1989. Military utility variant with rear loading ramp. The helicopter was heavily damaged in an emergency landing at Malpensa airport in Italy in August 1996 after the loss of pitch control. Registration: I-HIOI
PP8: Civil configutation, built by Westland. First flight 24 April 1990. Used for Intensive Operational Flying Programme. Registration: G-OIOI and ZJ116
PP9: Civil configuration, built by Agusta. First flown 16 January 1991. Used for Intensive Operational Flying Programme. Registration: I-LIOI
The industrialisation phase was commenced with a UK/Italian MoU of 30 September 1991. The UK MoD then ordered the Merlin on 9 October 1991.
Civil certifiaction in the UK and Italy was achieved on 24 November 1994, with FAA approval following the next day.
In September 1997, more than 4000 hours had been achieved in the EH 101 integrated development programme.
A further 900 hours had also been completed in the intensive operational flying programme which two prototypes (PP8 and PP9) conducted at Brindisi (Italy) and later at Aberdeen.
The Royal Navy formed an intensive flight trials unit on 1 December 1998. On 24 December , the first production Merlin HC Mk.3 took off at Yeovil for its 55 minute maiden flight, piloted by Andy Strachan and Colin Hague.
A total of 10000 flight hours was achieved in August 1999. At that time PP8 and PP9 were the most intensively used aircraft, having completed 2500 and 2000 hours respectively.
In April 2000 EH Industries responded to the Request for Quotation of the Nordic countries Denmark, Finland, Norway and Sweden regarding the common procurement of more than 70 mulit-role helicopters.
The first EH101 Cormorant for Canada made its maiden flight on 31 May 2000 at Vergiate in Italy. It will be first used for trials and pilot training and will then fly to Canda in early 2001.

[Nocturne80]

Ehm................in italiano no eh?..................

scherzo

[TXFW]

Secondo la CNN lo fa la Lockheed.

CNN

Che coraggio.

Per la cronaca Finmeccanica ha acquistato la Westland, per cui Agusta Westland e' a tutti gli effetti un'azienda solo italiana e l'EH101 e' un elicottero italiano.

[plutus]

Lockheed's winning entry, the US101, is based on a British-Italian AgustaWestland aircraft, now owned by Finmeccanica. The helicopter has several key components, including the main transmission and rotor blades, that will be built overseas.

???? chi la racconta giusta??

[Teox82]

Originariamente inviato da Nocturne80
Ehm................in italiano no eh?..................

scherzo

Hai ragione ma in italiano si trova pochissimo.Se c'è bisogno di tradurre un pezzo in particolare posso aiutare

[Teox82]

Originariamente inviato da plutus
Lockheed's winning entry, the US101, is based on a British-Italian AgustaWestland aircraft, now owned by Finmeccanica. The helicopter has several key components, including the main transmission and rotor blades, that will be built overseas.

???? chi la racconta giusta??

"The US101 team collectively brings unmatched rotorcraft expertise and experience to this program: Lockheed Martin (prime contractor and systems integration), AgustaWestland (aircraft design) and Bell Helicopter (aircraft production), while General Electric will supply each helicopter with three, 2,500 shaft-horsepower CT7-8E engines."

(augustawestland.com)

[TXFW]

Il punto e' che un elicottero italiano per Marine1 non va bene. Quindi va truccato. O meglio, deve esserci un socio americano nel progetto che figuri come capocommessa. Poi come il lavoro sia spartito tra i vari partecipanti non e' affare di chi acquista. La faccia e' salva. L'elicottero di Sikorsky non e' peggiore di un elicottero Agusta Westland, ma di un elicottero Lockheed Martin, e questo e' accettabile.

Quando l'USAF ha comprato i G222 (e li ha chiamati C27), ha comprato gli aerei completi e volanti in Italia. Da Capodichino sono stati portati in volo in America alla Chrysler, che ha installato un nuovo cockpit, "trasformando" l'aereo nella versione C27-A, a quel punto nominalmente americana.

La cosa va bene cosi', chi se ne frega del nome. Marine1 e' un inizio. Una volta sfondato il muro la macchina e' vendibile a tutte le forze armate USA, che capitano essere un cliente interessante.

[Nocturne80]

Originariamente inviato da TXFW
...Quando l'USAF ha comprato i G222 (e li ha chiamati C27), ha comprato gli aerei completi e volanti in Italia. Da Capodichino sono stati portati in volo in America alla Chrysler, che ha installato un nuovo cockpit, "trasformando" l'aereo nella versione C27-A, a quel punto nominalmente americana.

é come quando noi di Vergiate abbiamo consegnato gli A109 POWER x la Guardia Costiera americana...avete mai visto il film BAD BOYS 2?sono i 2 elicotteri che inseguono il motoscafo (ho delle foto ma sono troppo grandi)...praticamente gli USA l' hanno rinominato MH-68!

[Nocturne80]

Originariamente inviato da TXFW
... L'elicottero di Sikorsky non e' peggiore di un elicottero Agusta Westland, ma di un elicottero Lockheed Martin, e questo e' accettabile...

L' S-92 non è peggiore dell' EH, ma di sicuro non ha caratteristiche equiparabili!se il Presidente degli USA avesse voluto fare lo spilorcio allora ok, ma in fatto di sicurezza e prestazioni, l' EH supera il Sikorsky...fidati

[plutus]

Originariamente inviato da Nocturne80
...fidati

tu non sai con chi parli

[TXFW]

Originariamente inviato da Nocturne80
L' S-92 non è peggiore dell' EH, ma di sicuro non ha caratteristiche equiparabili!se il Presidente degli USA avesse voluto fare lo spilorcio allora ok, ma in fatto di sicurezza e prestazioni, l' EH supera il Sikorsky...fidati

Ehm..... abbiamo detto la stessa cosa......

[TXFW]

Sentite questa, illustri colleghi

Da "L'opinione" del 1/2/2005.

"Innanzitutto, il consorzio Agusta Westland, denominato scherzosamente 'spaghetti-helicopter', ha battuto l'americana Sikorsky e si e' aggiudicato la fornitura di 300 elicotteri per Marine One in dieci anni e 23 per la Casa Bianca. Una notizia che ha fatto il giro del mondo e, nel contempo, ha fatto crescere il prestigio dell'industria italiana."

Secondo voi i giornalisti capiscono quello che scrivono?

Piu' avanti prosegue:

"...l'elicottero in questione, ribattezzato per l'occasione US101, è un
velivolo che alla prova delle ore volo è risultato più sicuro, potente e
spazioso."

Più spazioso alla prova delle ore volo?

[plutus]

l'importante è non lavarlo con acqua calda...

[TXFW]

Scusa, ma lo sanno tutti. Volando molto, magari con la pioggia, l'elicottero si restringe. E' dopo molti voli con la pioggia che devi fare i confronti. Anche il serbatoio si restringe, perche' il carburante e' liquido e quindi bagna, di conseguenza si riduce l'autonomia. Poi si restringono i motori, per una combinazione tra pioggia e carburante, quindi si riduce la potenza. Riducendo la potenza consuma meno, ma l'autonomia resta lo stesso diminuita, perche' e' vero che consumi meno carburante e quindi anche con un serbatoio piu' piccolo giri le stesse ore, ma hai meno potenza, quindi vai piu' piano e nello stesso tempo copri una distanza minore.