MBB Bölkow Bo-105

The Bo-105CBS-5 Army or Navy is a lightweight twin-engine multi-role military helicopter. It is built by the Eurocopter Group (since July 10th 2000 member of EADS), owned 70% by Aérospatiale France and 30% by Daimler Aerospace (DASA) of Germany. The military version of the Bo-105 include the antitank version with weapon-carrying outriggers and the scout version which has a mast-mounted sight above the main rotor. Missions include: direct air support, antitank, reconnaissance, search and rescue, and transport. In addition to reconnaissance, observation and surveillance missions. Many civil operators use the Bo-105 for medical assistance by accidents. Also for police operations is the Bo-105 perfect.

The Bo-105 was developed initially by Messerschmitt-Bölkow-Blohm in Germany. Others are built in Chile, the Philippines, Indonesia (NBo-105), and Spain (CASA Bo-105/ATH).

• Bo-105CB: The standard production variant.
• Bo-105CBS: VIP version with a slightly longer fuselage to accommodate 6 passengers, some used in a SAR role.
• Bo-105LS: Upgraded to 2x 550-shp Allison 250-C28 turbo shafts engines for extended capabilities in high altitudes and temperatures. Produced only in Canada.
• Bo-105M/VBH: Standard reconnaissance version.
• Bo-105P/PAH1: Standard antitank version.
• The Bo-105P has a roof-mounted direct-view, daylight-only sight to allow firing of HOT ATGMs. Options exist to fit a thermal imaging system for night operations, and a laser designator.
• Available avionics include weather radar, Doppler and GPS navigation, and an autopilot. It is capable of operation in day, night, and instrument meteorological conditions.

 

 

 

*number 32 is a civilian Bo-105D, G-AZTI is an instruction aircraft at LETS (Air Force School)

MBB Bölkow Bo-105

The Bo-105CBS-5 Army or Navy is a lightweight twin-engine multi-role military helicopter. It is built by the Eurocopter Group (since July 10th 2000 member of EADS), owned 70% by Aérospatiale France and 30% by Daimler Aerospace (DASA) of Germany. The military version of the Bo-105 include the antitank version with weapon-carrying outriggers and the scout version which has a mast-mounted sight above the main rotor. Missions include: direct air support, antitank, reconnaissance, search and rescue, and transport. In addition to reconnaissance, observation and surveillance missions. Many civil operators use the Bo-105 for medical assistance by accidents. Also for police operations is the Bo-105 perfect.

The Bo-105 was developed initially by Messerschmitt-Bölkow-Blohm in Germany. Others are built in Chile, the Philippines, Indonesia (NBo-105), and Spain (CASA Bo-105/ATH).

• Bo-105CB: The standard production variant.
• Bo-105CBS: VIP version with a slightly longer fuselage to accommodate 6 passengers, some used in a SAR role.
• Bo-105LS: Upgraded to 2x 550-shp Allison 250-C28 turbo shafts engines for extended capabilities in high altitudes and temperatures. Produced only in Canada.
• Bo-105M/VBH: Standard reconnaissance version.
• Bo-105P/PAH1: Standard antitank version.
• The Bo-105P has a roof-mounted direct-view, daylight-only sight to allow firing of HOT ATGMs. Options exist to fit a thermal imaging system for night operations, and a laser designator.
• Available avionics include weather radar, Doppler and GPS navigation, and an autopilot. It is capable of operation in day, night, and instrument meteorological conditions.

 

Boeing 747 Family

Boeing launched the 747 Program in 1966 with an order from Pan American World Airlines. The 747 entered commercial service in 1970; the early 747 family included the -100,  -SP, -200 and -300 models, commonly referred to as the Classics. The 747-400 is currently the only model in production, and it is the best-selling member of the 747 family. Boeing thoroughly redesigned the 747 with the -400 model, making major aerodynamic improvements, adding winglets to improve fuel efficiency, incorporating new avionics, installing a new flight deck and providing the latest in-flight entertainment systems. 

The 747-400 flight deck replaced the analog systems of the 747 classic with digital avionics, reducing the number of lights, gauges and switches from 971 to 365. Programmable displays and simpler cockpit procedures also reduced the workload in the cockpit.   

Boeing 747-400LCF the Large Cargo Freighter’s unique design will feature an entire aft fuselage that swings open for loading. Modifications to enlarge the upper fuselage will increase the volume of the main cargo deck to 1.845 m³, 300 percent more capacity than the 747-400 Freighter, the largest freighter in regularly scheduled service. Two Large Cargo Freighters will be needed to support initial 787 production. Two 747-400s that will be converted to the new configuration were purchased by Boeing in 2004. Boeing continues looking for a third airplane that will enter service later. Certification of the first Large Cargo Freighter will occur in 2006, with the airplane returning to service in 2007 to support final assembly of the first 787 Dreamliner.

 

 * conversion of  747-200B

Boeing 737-900

The 737-900 is the largest and latest member of the 737 family, and was launched on September 10, 1997 with an order for 10 from Alaska Airlines. A 1,57 meter plug forward of the wing and a 1,07 meter plug rear compared with the -800 increases seating to 177 in two classes (maximum seating is the same as the 737-800’s due to emergency exit requirements).

Boeing 737-900ER

The 737-900ER incorporates a new pair of exit doors, a flat rear-pressure bulkhead and other structural and aerodynamic design changes that allow it to carry up to 215 passengers and fly up to 3.200 nautical miles (5.925 km).

Boeing BBJ 3

Boeing launched on November 21, 2005 a business jet version of Boeing’s Next-Generation 737-900ER commercial jetliner. The BBJ 3 offers 35 percent more cabin space than the BBJ and 11 percent more cabin space than the BBJ 2.

 The BBJ 3 will offer 104 square meters of cabin space. With up to five auxiliary fuel tanks, the jet will have a maximum range of 4,765 nautical miles (8.825 km).

 

* Generally similar to the Boeing 737-900 except in the following particulars.

 

* Generally similar to the Boeing 737-900 except in the following particulars.

 

Boeing 737-800

Until its launch on September 5, 1994 the 737-800 was known as the 737-400X Stretch. Compared with the -400 the -800 is 3,02 meter longer, taking typical two class seating from 146 to 162, while range is significantly increased.

Boeing Business Jet 2

The Boeing Business Jet – or BBJ – is a long range corporate jet development of the 737-700 and -800.

Boeing 737 BBJ 2 – This model is equipped with auxiliary fuel tanks in the cargo compartment for additional range capability. Main cabin interiors to customer preference. Typical configuration includes a crew rest area, forward lounge, private suite with double bed and private bathroom facilities including shower, 12 first class sleeper seats at four abreast and 152 cm pitch, and rear galley and bathroom facilities. Alternatively rear cabin can seat 24 passengers at two abreast and feature a conference area or exercise gym, or up to 63 passengers at six abreast.

Multi-mission Maritime Aircraft

The Boeing 737 Multi-mission Maritime Aircraft (MMA) combines superior performance and reliability with an advanced mission system that ensures maximum interoperability in the future battle space. A derivative of the Next-Generation 737-800, the 737 MMA is being developed for the U.S. Navy by a Boeing-led industry team that consists of CFM International, Northrop Grumman, Raytheon and Smiths Aerospace.

MMA is a long-range anti-submarine warfare, anti-surface warfare, Intelligence, Surveillance and Reconnaissance aircraft capable of broad-area, maritime and littoral operations. The Navy plans to purchase 108 MMAs to replace its fleet of P-3 aircraft. The first aircraft will be delivered for flight test in 2009 and initial operational capability is slated for 2013.

 

 

 

* Generally similar to the Boeing 737-800 except in the following particulars.

 

* Generally similar to the Boeing 737-800 except in the following particulars..

 3 Boeing 737-800 written-off by accidents:

Boeing 737-700

The 737-600 and -700 are the smaller members of Boeing’s successful Next Generation 737-600/700/800/900 family. 

The 737’s new wing has greater chord, span and wing area, while the tail surfaces are also larger. The 2,4 meter high winglets first developed for the Boeing Business Jet development are now offered as an option on the 737-700. Among the many changes, the Next Generation 737s feature more efficient CFM56-7B turbofans. The CFM56-7 combines the core of the CFM56-5 with the CFM56-3’s low pressure compressor and a 1,55 m fan. And the 777 style EFIS flight deck with six flat panel LCDs which can present information as on the 777 or as on the 737-300/400/500 series, the latter allowing a common pilot type rating for the two 737 families. A HUD is optional.

 Boeing Business Jet

Boeing 737 BBJ – This 737-700 model airplane is equipped with a 737-800 landing gear configuration. This model is also equipped with auxiliary fuel tanks in the cargo compartment for additional range capability. Main cabin interiors to customer preference. Typical configuration includes a crew rest area, forward lounge, private suite with double bed and private bathroom facilities including shower, 12 first class sleeper seats at four abreast and 152 cm pitch, and rear galley and bathroom facilities. Alternatively rear cabin can seat 24 passengers at two abreast and feature a conference area or exercise gym, or up to 63 passengers at six abreast.

Boeing C-40A Clipper

The BBJ’s airframe also forms the basis for the convertible passenger/freighter variant of the 700, the 737-700QC, which has been ordered by the US Navy as the C-40A Clipper (to replace the DC-9 based C-9B). The C-40 first flew on April 17, 2000. The naval aircraft can be converted to carry 121 passengers, or 3 pallets of cargo plus 70 passengers, or 8 pallets of cargo only. The 737-700C variant features a 3,35 x 2,13 m cargo door on the right side of the aircraft and cargo handling systems in the cabin and a strengthened floor. These aircraft are currently (2002) based at Naval Air Station Fort Worth, Texas (VR-59) and Naval Air Station Jacksonville, Florida (VR-58).

Project Wedge tail

The AEW&C system combines the new high-performance Boeing 737-700 increased gross weight (IGW) aircraft with the Northrop Grumman Multi-role Electronically Scanned Array (MESA) radar. Included in the platform are an advanced identification friend or foe (IFF) system; an expanded, passive surveillance system; a flexible, open-system architecture and a highly effective self-defense capability.

Using the latest sensor technology, Northrop Grumman’s 360-degree steer able beam MESA radar is able to track air and sea targets simultaneously and can help the operator track high-performance aircraft while continuously scanning the operational area. More than 1500 hours of wind tunnel testing have demonstrated the compatibility of the aircraft and the radar. 

The Boeing team was awarded an Initial Design Activity contract by the Australian Defence Force in December 1997. As part of that contract, the team worked on a design solution to meet the Royal Australian Air Force (RAAF) requirements for an AEW&C system. In July 1999, the Boeing team was selected as the preferred contender for Project Wedge tail. A development and acquisition contract was signed in December 2000. It provides for four 737 AEW&C systems with options for up to three additional systems. The contract also provides for ground-based support segments for flight and mission crew training, a mission support segment and other system support facilities and spare parts. The first two aircraft are expected to be delivered to the Commonwealth of Australia in 2006.

 

 

* Generally similar to the Boeing 737-700 except in the following particulars.

 

 

 

 

* Generally similar to the Boeing 737-700 except in the following particulars.

 

 

 

 

 

 

* Generally similar to the Boeing 737-700 except in the following particulars.

 

 

 

Boeing 737-600

The 737-600 and -700 are the smaller members of Boeing’s successful Next Generation 737-600/700/800/900 family. The improved Next Generation Boeing 737 family was launched in November 1993. The 737-600 is based on the 737-500. The 737’s new wing has greater chord, span and wing area, while the tail surfaces are also larger. Among the many changes, the Next Generation 737s feature more efficient CFM56-7B turbofans. The CFM56-7 combines the core of the CFM56-5 with the CFM56-3’s low pressure compressor and a 1,55 m fan.

The 737-600 was launched on March 16 1996, first flew on January 22 1998 and entered service (with SAS) in September that year.

Boeing AH-64 Apache

The Boeing AH-64 Apache is a tandem two-seat attack helicopter. Is designed by Hughes, sold to McDonnell Douglas Helicopter Company in January 1984, and now in production by Boeing after the take over of McDonnell Douglas in August 1997.

The Apache is specially designed to operate at night, the two censors located on the nose make this possible. The basic principle that makes vision at night reality, is called FLIR (Forward Looking Infra-Red). All objects have a certain temperature, by measuring differences in that temperature a video-image can be produced that can be produced that can be used for both flying and target acquisition/designation.

The pilot uses the so-called Pilot Night Vision Sensor (PNVS) located on the top of the nose, this device produces the FLIR-imagery used for flying. The co-pilot/gunner primarily uses the Target Acquisition and Designation System (TADS) to find and engage targets, the TADS can also be used as a backup vision-device for flying.

The AH-64 Apache’s  PIC (Pilot In Command) in the back-seat and pilot/gunner in the front seat, are players in a real-life, hi-tech video game. Able to operate in any weather, Apache gunners can acquire multiple targets and ripple-fire their full range of weapons. A pair of Apaches could rip through a convoy in minutes. The AH-64A was essentially an analogue aircraft on a digital battle field. The AH-64″D” model is a further development, which is a fully digitized (four dual-channel MIL-STD 1553B data-busses) platform and some of them have the mushroom-shaped radar, only they have the name Apache Longbow. 

The Longbow Fire Control Radar with its distinctive mast-mounted antenna is a 35 GHz radar system for the detection, location, classification and prioritization of tactical targets. 

The Boeing AH-64D is armed with the Lockheed Martin/Boeing AGM-114D Longbow Hellfire air-to-surface missile which has a millimeter wave seeker which allows the missile to perform in full fire and forget mode. Range is 8km to 12km. 

The first of the upgraded Block II Apaches was delivered to the US Army in February 2003. Block II includes upgrades to the digital communications systems to improve communications within the “tactical internet”. Block III improvements, slated for 2008 on, include increasing digitization, capability to control UAV’s and new composite rotor blade. 

Westland WAH-64 Apache Longbow 

59 Westland WAH-64 Apache Longbow are built under license in the UK by GKN-Westland Helicopters Limited at Yeovilton. The first 8 WAH-64 were built by Boeing at Mesa Arizona. Ministry of Defense UK specified a number of different equipments to be incorporated on WAH-64. These included: 

-          Rolls Royce Turbomeca RTM322 engines.

-          A state of the art Helicopter Integrated Defensive Aids Suite (HIDAS).

-          A deicing system for rotor blade operation in cold weather.

-          CRV7 2.75 inch rockets made by Bristol Aerospace of Canada.

-          Folding blades, to facilitate operations from ships.

-          A Health and Usage Monitoring System (HUMS). HUMS will record accurately WAH-64 flight data (such as engine temperatures and rotor torque) to make maintenance easy.

-          SATURN (a new NATO UHF secure radio) and BOWMAN (British Army combat radio)

-          Air-to-air missile for self protection.

All British Apaches have standard the Longbow Radar.

 

 

*12 AH-64A Apache Netherlands leased from the US Army from November 13, 1996 till February 19, 2001 for US $1 each.

** 6 AH-64D are at Forth Hood, TX USA for training and live shooting, and from January 2004 there are 6 AH-64D’s for sale.

 

AH-64 Apache in combat:

Operation Just Cause December 19th 1989:

US Army Apache helicopters played a key role in the 1989 action in Panama, where much of the activity was at night, when the AH-64A’s advanced sensors and sighting systems were effective against anti-government forces.  

Desert Storm 17 January – 28 February 1991:

Apaches destroyed vital early warning radar sites, in the first hours of operation Desert Storm, AH-64A’s were credited with destroying more then 500 battle tanks, 10 helicopters, 10 airplanes plus hundreds of additional armored personnel carriers, trucks and other vehicles. One Apache was lost in combat during Desert Storm.

Israel: October 24,1991 -

Since October 24, 1991 Israeli Apaches are in combat, the first raid was in Lebanon, against Hezbolla and the Palestine people.

Deliberate Force: Aug.- Sept. 1994:

AH-64 Apaches also have helped keep the peace in Bosnia and have been called into service in Kosovo by the US Army and the Royal Netherlands Air Force.

Allied Force: 24 March – 10 June 1999:

Two AH-64A’s were crashed during night training missions in Albania for Allied Force operations, two crew-members killed.

Djibouti: February – June 2001:

Dutch AH-64D were the first Delta’s deployed to a war zone, stationed in Djibouti, for an UN peace-keeping force (UNMEE) at the border of Ethiopia and Eritrea.

Enduring Freedom 7 October 2001 – :

Three US Army Apaches were crashed and written-off in Afghanistan.

Six Royal Netherlands Air Force AH-64D Apaches are deployed to Kabul from April 1st, 2004 -. In their first week, they were attacked by ground fire, no casualties.

On Sunday August 29, 2004 crashed one AH-64D Apache (reg. Q-20) of the RNLAF with technical problems, the helicopter is written-off, one pilot had light injuries.

Iraqi Freedom 20 March 2003 – :

On March 24, during the war, an AH-64 Apache crashed in a hail of small-arms fire during an assault on Republican Guard forces south of Baghdad. The Apache’s two pilots were held prisoner before being rescued April 13th, 2003.

On June 12th, 2003 an Apache belonging to the Army’s 101st Airborne Division was shot down near the town of Duluiyah, north of Baghdad. Both crew members were rescued.

On January 13th, 2004 an Apache was shot down near the western Iraqi town of Habbaniyah. This was the second of the heavily armed gun-ships downed by guerrilla fire since President Bush declared an end to major combat May 1st, 2003.

Easter Sunday April 11th, 2004  an AH-64 Apache helicopter was downed by ground fire in the morning, during fighting in western Baghdad, killing its two crew members.

A total of 8 Apaches are written-off in Iraq, and 5 are heavily damaged. More than 53 Apaches are damaged, and must be repaired to operational standard.

McDonnell F-101B Voodoo

The F-101B  is an all weather, long range interceptor developed from the F-101A. The two man crew (1 pilot and 1 radar operator to work the MG-13 fire control system) flew an improved and more powerful (More powerful engines) version of the first F-101A Voodoo. The double cockpit however decreased the internal fuel capacity of the F-101B and therefore the combat range suffered. A solution for this problem was made by building in an in-flight refueling system.

A total of 479 F-101B’s were built, and 152 of those were later upgraded with an update of the fire control system and removing the in-flight refueling probe amongst other modifications.

 

F-101B / F-101F
Developing Nation:	United States
Task:	long range interceptor
First Flight:	March 27th 1957
First Delivery:
Crew:	2
Ejection seat:	Weber F-101 Voodoo Pilot Escape System
Wing Span:	12,09 m
Wing Area:	34,19 m²
Length:	20,54 m
Height:
Engine (s):	Pratt & Whitney J57-P-55 turbojet (2x)
Weight:	13141 kg
Max.Take off weight:	23768 kg
Max. Speed:	1965 km/h at 12190 m
Max. Range:	2494 km
Radar:	built by Hughes aircraft, no type
Weapons3 different configurations:	- Mb-1 Genie nuclear missiles (2x)- AIM-4C, -4D, or -4G Falcon missiles (4x)- Falcon missiles (6x)
Extra:

F-101B & F’s were in service with the United States Air Force and the Canadian Air Force.

Boeing/Sikorsky RAH-66 Comanche

The Boeing Sikorsky RAH-66 Comanche armed reconnaissance helicopter was the centerpiece of the U.S. Army’s aviation modernization plan. This reflects the Army’s overall transition to an Objective Force that will utilize advanced weapon systems and smaller forces that are responsive, deployable, agile, versatile, lethal, survivable and sustainable.

The Comanche is a twin-turbine, two-seat (tandem) armed reconnaissance helicopter with projected missions of armed reconnaissance, light attack and air combat.

The Comanche program validated a number of aircraft systems and components and built and flew two flight-test prototype aircraft in its Demonstration/Validation/Prototype phase from contract award in 1991 through 2000. The program launched a $3.1 billion Engineering and Manufacturing Development phase in mid-2000. During EMD, the program will continue flight tests and validation of the Comanche’s fully integrated navigation, communication and passive-sensor targeting system, known as the Mission Equipment Package.  The Pentagon wanted 650 RAH-66s for U.S. Army service, only two prototypes are build (94-0327 and 95-0001) for test-flights.

The Comanche is the world’s most advanced rotorcraft, featuring an all-composite, low-observable airframe that evades detection by radar, infrared and acoustic sensors. Its dynamic system includes a five-bladed bearing less main rotor, split-torque main transmission and an enclosed tail rotor system. Flight controls are fly-by-wire and triply redundant. All aircraft systems are integrated in the Mission Equipment Package that contains a digital avionics suite with advanced programmable communications; an integrated helmet-mounted heads-up display; a night-vision pilotage system and an electro-optical target acquisition and detection system that utilize advanced, passive, long-range, high-resolution sensors to generate real-time broad-band information to battlefield commanders about enemy dispositions; self-healing digital mission electronics; and triply redundant on-board system diagnostics. The aircraft can utilize high-speed and aerobatic maneuverability to avoid detection and engagement, and carries both missile armament in retractable bays and a retractable Gatling gun slaved to the helmet display. The Comanche is designed for easy field maintenance and repair and eliminates intermediate maintenance requirements.
 

The end of the RAH-66 Comanche helicopter program

 In a dramatic about-face, the US Army canceled its Comanche helicopter program Monday February 23rd, 2004 after sinking $6.9 billion and 21 years of effort into producing a new-generation chopper.

At a Pentagon news conference, senior Army leaders said they would propose to Congress that $14.6 billion earmarked to develop and build 121 Comanches between now and 2011 be used instead to buy 796 additional Black Hawk and other helicopters and to upgrade and modernize 1,400 helicopters already in the fleet.  An Army study determined a need for 368 new armed scout helicopters.

“It’s a big decision, but we know it’s the right decision,” said Gen. Peter Schoomaker, the Army chief of staff. He said the Army also will invest more heavily in a variety of unmanned aircraft, such as the existing Hunter and the new Raven.

The RAH-66 Comanche helicopter project was launched in 1983 and was eventually to have cost more than $39 billion. The Army said it needed a stealthier, more capable armed reconnaissance helicopter not only to collect and distribute battlefield intelligence but to destroy enemy forces.

The program met with many setbacks and was restructured six times, most recently in 2002. The latest timetable had specified beginning initial low-rate production in 2007, with the first Comanches to have been declared ready for combat in 2009 with full-rate production to have begun in 2010.

The per-unit cost of the scrapped helicopter has more than quadrupled, from $12.1 million per aircraft when the Army planned to buy 5,023 of them, to $58.9 million when the purchase was cut back to 650.

From the first days of the Bush administration there has been talk of canceling a number of major aviation projects, including the Marine Corps’ V-22 Osprey hybrid helicopter-airplane and the Air Force’s F/A-22 Raptor fighter jet, but so far the Comanche has been the only casualty.

Five Comanche helicopters are in production. Sikorsky officials said they did not know what would become of them.

The Sikorsky plant in Bridgeport, Connecticut, where the Comanche is being built, opened in 2003 and employs about 400 workers.

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