The power of FVL – how will the Bell V280 impact CSAR and military medevac operations?
The recent panel discussion with experts from Bell focused on impact of future vertical lift (FVL) on Army operations – Future Attack Reconnaissance Aircraft and Future long range assault aircraft
The focus of this discussion was, ultimately, the scale of the challenge and goal of modernization of the US military. The dialogue was led by:
Terry Horner - Bell Director, Government Relations and Business Development
Doug Englen - Manager, FLRAA Sales and Strategy, Ft. Campbell area
Frank Lazzara, Director, Advanced Vertical Lift Systems, Sales & Strategy
The discussion was wide ranging, flowing from the impact the V280 is having on the inherent doctrine of the US Army, the goal of the Army to modernize its fleet and its capabilities to respond to modern warfare, to the positive effect the aircraft could have on golden hour and combat search and rescue operations, and more. “Threats are changing,” pointed out Lazzara, “and the capabilities required of aircraft are also changing. The Army needs more speed and reach from their assets than they have done before. We need sanctuary from threat combined with the ability to react. Tiltrotor technology is a leap ahead, not a step.”
Tiltrotor aircraft and the Golden Hour
Addressing the question from AirMed&Rescue about what effect the speed, range and size of the V280 will have on current Golden Hour operations, the panel responded by emphasizing the speed and reach of the aircraft. The ability to reach soldiers that are wounded farther away from base, faster, and get them to a higher level of care faster, will ultimately change outcomes and improve quality of life for soldiers post-injury. The panel was also keen to point out the smooth ride of the V280 compared to some helicopters currently in use – in-flight stability is key for medics providing complex care to trauma patients.
Mission risk is minimized as well – the reach and efficiency of the aircraft allowed for maximum effectiveness of a medevac with less risk to assets and crews than can currently be executed. The V280 will also be used in humanitarian and disaster relief situations, the panel pointed out, and its speed and range also offer multiple benefits for such situations – the crews respond from a distance, not taking up space in local airports, but have the ability to react quickly when needed.
Regarding the space of the cabin, Bell is working with medical interior companies to develop designs that meet the needs of the Army. The aircraft is multi role, and its open systems approach mean that upgrades can be accommodated at a fast pace. Historically, utility aircraft have been designed for one mission, and everything else they then perform could be compromised as a result of that initial design. The panel emphasized that in the case of the V280, nothing has come as an afterthought – every capability has been designed in, and sophisticated medevac capabilities are part of that.
Bell told AirMed&Rescue: “The V-280 Valor is meant to be configurable depending on what is required for medevac and then also able to return the aircraft to a baseline configuration. Throughout this development process, Bell has worked with industry experts and the Army to inform design decisions that are requirements-based. This ensures the Army can (re-)configure for the casualty evacuation plan warranted by the mission they’re conducting. The V-280 offers immense improvements on speed and reach, which as discussed offer great utility for medevac missions. As for the equipment, the V-280 is designed as with other areas of the aircraft to offer the Army options to integrate state of the art medical care packages today and retain the ability to introduce new configurations over the life of the program.”
Technology, training and sustainability
Technology integration in the cockpit was one issue raised by one of the participants – will the tech currently on offer still be relevant in 10 years when the aircraft is in service? The Bell panelists emphasized its open source approach, and insisted that this won’t be an issue going forward, as new technology will be straightforward to integrate into the cockpit.
Top challenges for the Army, and for Bell, regarding the development and ongoing production of the V280 were identified as being maintainability and sustainability. The panel said that lessons learned from the production and use of the V22 have been learned and applied. “Second generation tiltrotor has come a long way,” said Lazzara.
Training was another question from the audience, and Lazzara said it was a ‘myth’ that pilots need both fixed and rotary-wing training to fly a tiltrotor. “Pilots can transition from either way,” he said, “you don’t have to flown fixed wing first and then helicopters.” He added that ‘tiltrotors are actually easier to fly’ than some other aircraft, and that new avionics have been designed to reduce pilot workload. Furthermore, simulators are becoming more sophisticated, allowing for better training opportunities for potential tiltrotor pilots before they step into the cockpit.
The Army wants transformational impact for its assets, and at the end of the day, that’s what tiltrotors bring to the aviation game, no matter what mission they are flying.
Participants:
CW5 ret. Terry Horner is a 30-year US Army veteran and Master Aviator, and former Standards Pilot with Directorate of Eval & Standards, Chief instructor pilot of the 101st Combat Aviation Brigade, Command Chief Warrant Officer of the 25th Combat Aviation Brigade, and HQDA Aviation Standardization
CW5 ret. Doug Englen is a decorated 33-year Army Veteran, Master Army Aviator, Special Operations Fixed and Rotary Wing Pilot, and former Secretary of the Army Senior Warrant Adviser.
Frank Lazzara joined Bell Flight after a 26-year military career flying light scout helicopters and maritime cargo aircraft before spending his last 11-years as a CV-22 pilot for US Air Force Special Operations Command.