US Military NEW IMPROVED Tilt-rotor transport Aircraft better than V-22

The US Military unveiled the Agusta Westland AW609 tilt rotor transport aircraft an alternative to the V-22 Osprey. The AgustaWestland AW609, formerly the Bell/Agusta BA609, is a twin-engined tiltrotor VTOL aircraft with a configuration similar to the Bell Boeing V-22 Osprey. It is capable of landing vertically like a helicopter while having a range and speed in excess of conventional rotorcraft. The AW609 is aimed at the civil aviation market, in particular VIP customers and offshore oil and gas operators.

The AW609 is a tiltrotor aircraft capable of landing where conventional fixed wing aircraft cannot, such as heliports or very small airports, while having twice the speed and the range of any available helicopter.[51] Outwardly, the AW609 appears to be similar to the military-orientated V-22 Osprey; however, the two aircraft share few components. Unlike the V-22, the AW609 has a pressurised cabin.[51][52] As of 2013, multiple AW609 cabin configurations have been projected, including a standard nine-passenger layout, a six-to-seven-passenger VIP/executive cabin, and a search and rescue model featuring a hoist/basket and four single seats; medevac and patrol/surveillance-orientated variants has also been proposed.[53] It has a two-piece clamshell door that is 35 inches (89 cm) wide.[25]

The AW609 is powered by a pair of Pratt & Whitney Canada PT6C-67A turboshaft engines, which each drive a three-bladed proprotor. Both of the engine and proprotor pairs are mounted on a load-bearing rotatable pylon at the wing's ends, allowing the proprotors to be positioned at various angles. In helicopter mode, the proprotors can be positioned between a 75- and 95-degree angle from the horizontal, with 87 degrees being the typical selection for hovering vertically.[54] In airplane mode, the proprotors are rotated forward and locked in position at a zero-degree angle, spinning at 84% RPM.[24] The flight control software handles much of the complexity of the transitioning between helicopter and airplane modes;[24] automated systems also guide pilots to the correct tilt angle and air speed settings.[54]

When flying in airplane mode, the majority of lift is produced by the AW609's wings, which are slightly forward-swept. The 34-foot (10 m) long wings feature flaperon control surfaces which are normally automatically controlled; in vertical flight, the flaperons drop to a 66-degree downwards angle to reduce the wing area being encountered by downwash from the proprotors. A high-mounted rudderless vertical stabiliser is attached the rear of the fuselage to stabilise flight while in aircraft mode.[54] In the event of a single engine failure, either engine can provide power to both proprotors via a drive shaft; the AW609 is also capable of autorotation.[32][52] The AW609 will have a sink rate warning system.[55]

Avionics include a triple-redundant digital fly-by-wire flight control system, a head-up display system, and Full Authority Digital Engine Controls (FADEC). The cockpit has been designed so that the AW609 can be flown by a single pilot in instrument flight rules conditions.[32][56][57] Several of the aircraft's controls, such as blade pitch, are designed to resemble and function like their counterparts on conventional rotorcraft, enabling helicopter pilots to transition to the type more easily.[24][54] Following AgustaWestland's full acquisition of the program, a substantial modernisation of the AW609's design was initiated in 2012; these changes included new engines and the redesigning of the cockpit. As part of the design refresh, new flight management systems, Northrop Grumman inertial and GPS navigation systems, and various other avionics from Rockwell Collins were adopted.[28][58][59]

General characteristics[edit]
Crew: 1 or 2
Capacity: 6 to 9 passengers or 5,500 lb (2,500 kg) payload
Length: 44 ft (13.4 m)
Height: 16 ft 3 in (5.0 m) nacelles vertical; 21 ft 10 in (6.7 m) nacelles horizontal
Wingspan: 38 ft 5 in (11.7 m)
Width with rotors: 60 ft 5 in (18.4 m)
Rotor diameter: 25 ft 10 in (7.9 m) each
Rotor area: 981.75 sq ft (91.2 m2)
Empty weight: 10,483 lb (4,755 kg)
Useful load: 5,500 lb (2,500 kg)
Fuel: 2,480 lb (1,120 kg)[76]
Fuel burn: 1,000 lb (450 kg) per hour[77]
Max. takeoff weight: 16,800 lb (7,600 kg)
Powerplant: 2 × Pratt & Whitney Canada PT6C-67A turboshaft, 1,940 shp (1,447 kW) each
Maximum speed: 275 kn (509 km/h; 316 mph)[66]
Cruise speed: 260 kn (482 km/h; 299 mph)
Range: 750 nmi (1,390 km; 860 mi). With external tanks: 1,100 nmi (2,000 km; 1,300 mi) [78]
Ceiling: 25,000 ft (7,600 m),[66] 5,000 ft (1,500 m) HOGE[54]
Rate of climb: 1,500 ft/min (7.6 m/s)
Gravity load: +3.1, -1.0 g[79]
Disk loading: 15.8 lb/sq ft (77.1 kg/m2)

Origins and program changes[edit]
The BA609 drew on experience gained from Bell's earlier experimental tiltrotor, the XV-15.[1][2]


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