Textron er sikker leie seg over at A-10 fikk fornyet liv
Scorpion team reveals design changes, sales target for 2015
Textron AirLand’s Scorpion programme is facing a busy 2015,
with design enhancements and customer demonstrations set
to dominate its activities amid optimism that a first sale will be
announced.
“There are a lot of countries interested, and a lot of
demonstrations to come this year,” says Dale Tutt, chief
engineer and programme manager. Interest in the Scorpion
has grown since its debut flight in December 2013, and in
particular since the company brought the twin-engined t
ype to theRoyal International Air Tattoo and Farnborough air
show in the UK last July.
demonstrations to come this year,” says Dale Tutt, chief
engineer and programme manager. Interest in the Scorpion
has grown since its debut flight in December 2013, and in
particular since the company brought the twin-engined t
ype to theRoyal International Air Tattoo and Farnborough air
show in the UK last July.
Textron AirLand
Speaking at the Royal Aeronautical Society in London on 14
January, Tutt and Textron AirLand chief test pilot Dan Hinson
revealed previously undisclosed details about the
programme’s achievements to date, and the changes being
incorporated for a production-standard version.
January, Tutt and Textron AirLand chief test pilot Dan Hinson
revealed previously undisclosed details about the
programme’s achievements to date, and the changes being
incorporated for a production-standard version.
Textron AirLand was formed with the goal of rapidly designing
and flying an aircraft capable of meeting tasks ranging from
close air support to aerospace control, maritime security and
training. With a target acquisition price lower than $20 million,
it was also to offer a per-hour operating cost of below $3,000
and be ready to enter production in 2016.
and flying an aircraft capable of meeting tasks ranging from
close air support to aerospace control, maritime security and
training. With a target acquisition price lower than $20 million,
it was also to offer a per-hour operating cost of below $3,000
and be ready to enter production in 2016.
“We set some really audacious goals,” says Tutt, who also
describes the project as “an incubator, to learn some lessons
for the rest of Textron”. This includes the use of an
all-composite, one-piece wing with a span of almost
14.6m (48ft). Where possible, the design team
sourced parts such as valves and actuators from
products such as Cessna’s Citation business jet, and
avionics flight testing was performed using a 208
Caravan.
describes the project as “an incubator, to learn some lessons
for the rest of Textron”. This includes the use of an
all-composite, one-piece wing with a span of almost
14.6m (48ft). Where possible, the design team
sourced parts such as valves and actuators from
products such as Cessna’s Citation business jet, and
avionics flight testing was performed using a 208
Caravan.
Textron AirLand
Achieved within 23 months of project launch, the time needed to
reach first flight compares with an average of around five years for
a new Cessna product, Tutt says, and with just 60% of the
personnel. However, he stresses: “Going fast doesn’t mean taking
short cuts.”
reach first flight compares with an average of around five years for
a new Cessna product, Tutt says, and with just 60% of the
personnel. However, he stresses: “Going fast doesn’t mean taking
short cuts.”
Since its debut, the company’s one prototype Scorpion has made
140 flights totalling a combined 275h, says Tutt. The design met
its $3,000/h operating cost target in its first year, and demonstrated
a 95% availability rate, he says, adding: “We’ve learned a lot from
the current airplane.”
140 flights totalling a combined 275h, says Tutt. The design met
its $3,000/h operating cost target in its first year, and demonstrated
a 95% availability rate, he says, adding: “We’ve learned a lot from
the current airplane.”
The next version of the Scorpion will feature new main landing
gear. Tutt describes the current system as having been one of
the programme’s biggest constraints: “We had a lot of trouble
building it,” he says. An early issue with the gear not fully
locking until contact was made with the runway was not
permanently resolved until flight 43, the company reveals.
The new trailing gear design will also free up an additional
68kg (150lb) in payload capacity for the platform.
gear. Tutt describes the current system as having been one of
the programme’s biggest constraints: “We had a lot of trouble
building it,” he says. An early issue with the gear not fully
locking until contact was made with the runway was not
permanently resolved until flight 43, the company reveals.
The new trailing gear design will also free up an additional
68kg (150lb) in payload capacity for the platform.
“Externally the aircraft is going to look a lot like it does today,”
says Tutt, with the fighter retaining the type’s innovative 4.3 x 0.9m
(14 x 3ft) internal payload bay.
says Tutt, with the fighter retaining the type’s innovative 4.3 x 0.9m
(14 x 3ft) internal payload bay.
Other changes will include the integration of a trimmable horizontal
stabiliser on the tail that was excluded from the prototype to reduce
complexity. “We’ve been working on that since before we flew,”
Tutt notes.
stabiliser on the tail that was excluded from the prototype to reduce
complexity. “We’ve been working on that since before we flew,”
Tutt notes.
Another planned enhancement will be to move from the use of a
current four multifunction displays in the rear cockpit to a single
large screen, which test pilot Hinson says will support
the type’s role in having a mission manager on board.
current four multifunction displays in the rear cockpit to a single
large screen, which test pilot Hinson says will support
the type’s role in having a mission manager on board.
An icing issue encountered on departing Iceland for the UK last
year has been addressed, with a wing and tail anti-icing system
enhancement having entered flight testing on 9 January,
Hinson says. The inlets for the type’s Honeywell TFE731 engines
already had the feature.
year has been addressed, with a wing and tail anti-icing system
enhancement having entered flight testing on 9 January,
Hinson says. The inlets for the type’s Honeywell TFE731 engines
already had the feature.
Textron AirLand
With the Scorpion having been flown to a maximum of 455kt
(843km/h), 45,000ft and demonstrated an endurance of 4.2h
on internal fuel since its debut (above), Hinson adds: “We
have completed all of our preliminary performance data.
Everything is translating into the next airplane.”
(843km/h), 45,000ft and demonstrated an endurance of 4.2h
on internal fuel since its debut (above), Hinson adds: “We
have completed all of our preliminary performance data.
Everything is translating into the next airplane.”
Due to a busy schedule, Tutt says the team is hoping to tailor
weapons testing planned to occur this year with the needs of
possible buyers.
weapons testing planned to occur this year with the needs of
possible buyers.
“Right now we’re actively working towards getting a customer.
It’s not a matter of if – it’s when,” says Tutt. “We're positioned
to deliver aircraft two years after a contract signature,” he notes,
but adds that a first transfer before the end of 2016 could still
be possible if an order were to be secured soon.
It’s not a matter of if – it’s when,” says Tutt. “We're positioned
to deliver aircraft two years after a contract signature,” he notes,
but adds that a first transfer before the end of 2016 could still
be possible if an order were to be secured soon.
The company is also looking towards the certification process for
the type, which will be performed to Federal Aviation
Administration-approved US Air Force standards. “Our target
customer is a military customer,” Tutt adds.
the type, which will be performed to Federal Aviation
Administration-approved US Air Force standards. “Our target
customer is a military customer,” Tutt adds.
To support its sales objective, the Scorpion team is also planning
to return to Europe in mid-year in order to exhibit the type at June’s
Paris air show, he confirms.
to return to Europe in mid-year in order to exhibit the type at June’s
Paris air show, he confirms.
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