Lockheed Martin announced today it had completed the first test flight of the VH-71 Presidential Helicopter on July 3, conducting general aircraft handling tests, avionics checks and test flight speed evaluations during the 40 minute flight.
A cooperative endeavor between Lockheed Martin and AgustaWestland, the new Marine One project is one of the most important U.S. helicopter projects in a long time and marks a significant development in the globalization of the American defense industry.
If all goes according to plan, well see the president of the United States flying off the south lawn of the White House in an aircraft of a European design built in part by foreign though allied labor in October of 2009.
The Lockheed Martin press release follows in part:
The VH-71 helicopter made its maiden flight at AgustaWestlands facility in Yeovil, UK, on July 3, marking a significant milestone in the development of the United States’ Presidential aircraft.
The new “Marine One” will be the worlds most technologically advanced helicopter that will safely and reliably transport the president and vice president of the United States, heads of state and other official parties both at home and abroad with mobile Oval Office in the sky capabilities. The designated Test Vehicle #2 (TV-2), built under contract to the U.S. Navy, was assembled and prepared at an AgustaWestland facility. It is the first test aircraft built specifically for the VH-71 Presidential Helicopters Program.
During the 40-minute flight, AgustaWestland Chief Test Pilot Don Maclaine and Senior Test Pilot Dick Trueman performed general aircraft handling checks, tested flight characteristics at varying speeds up to 135 knots, and evaluated the on-board avionics systems. Initial Operational Capability of the Presidential helicopter is scheduled for late 2009
Todays first flight of TV-2 is a tremendous achievement, said Jeff Bantle, VH-71 vice president and general manager at Lockheed Martin Systems Integration in Owego, NY. This marks the formal start of the VH-71 flight test program, and positions the team to deliver production aircraft capable of flying the President in October 2009.
Before TV-2 is delivered to the test facility in Patuxent River, MD this fall for structural testing, the aircraft will complete initial shake-down flying and embark on flight trials to test the integrated avionics systems and aircraft systems.
The VH-71 industry team will build a fleet of Marine One helicopters in two increments. Four test aircraft and five pilot production VH-71 aircraft comprising the Increment 1 phase are to be delivered through 2009. Increment 1 will answer the urgent need for an air system with enhanced performance. Increment 2 will see a significant increase in aircraft performance, and will feature technical enhancements designed to give command and control capability while in flight.
Aircraft final assembly will be by Bell Helicopter in Texas with missionization by Lockheed Martin Systems Integration in NY.
Lockheed Martin Systems Integration Owego is the prime contractor and systems integrator for the Navys VH-71 Presidential Helicopter Replacement program with overall responsibility for the program and aircraft system. The VH-71 is based on AgustaWestlands successful EH101 multimission helicopter. Since 1997, over 130 EH101s have been delivered worldwide and are operated by the Royal Navy, Royal Air Force, Italian Navy, Canadian forces, and the Governments of Denmark, Portugal and Japan. To date, the EH101 fleet has accumulated over 120,000 hours of worldwide operations in harsh operating environments including desert, maritime, arctic, and mountainous areas.
AgustaWestlandBell, the U.S. principal subcontractor to Lockheed Martin, has responsibility for the basic air vehicle design, production build, and basic air vehicle support functions, while General Electric is supplying the engines. More than 200 U.S. suppliers support the VH-71 program.
– Christian
Anyone else not like the idea of the President of the United States flying around in a European designed helicopter?
In a word…no.
All major contractors were given an even shot at securing this contract. The Pentagon went with what it deemed best. That is what is important to me.
And like the last sentence states: “More than 200 U.S. suppliers support the VH-71 program.”
I know we are all about buy American before is Bye America. BUT we also need to look at the fact that it really should not matter where things are made, if it works the best out of all of them then go with it. I say the same thing about weaponry and equipment for our Armed Forces. We as Americans have a mindset that we have to do local American contractors and businesses a favor, by buying American made only items. Well we do ourselves and our troops a big disfavor, if these companies knew they might lose out to a foreign company they might make better quality products and cheaper thus enhancing productivity and competition not stifling it at the expense of our own troops well-being and lives sometimes. I think this helo being of European manufacture is a good thing.
Why did they not use a MV-22 instead. Its so safe for our soldiers and it so transformational why doesn’t the Pres. fly in one of those?
I think we know the answer.
Sorry Buy America and build it right.
I found it astonishing that the next Marine One would be a European plane. Yes, a lot (too much according to a Westland official) will be (re-)build in the US, but still — we (here in Europe) thought the Sikorsky S-92 was a done deal. Sikorsky must’ve REALLY messed up that bid.
The EH-101 has mixed praises: the British Royal Navy and the Italians absolutely “luv it”, the Canadians think it stinks and have ordered the S-92 — not to replace but “rather to augment” the EH-101 in the SAR and maritime support role.
I do like the triple engine configuration, and with the light load of only a few VIPs two engines are enough, increasing range considerable and having a spare engine on board.
Marcasse,
As a Canadian, I have to point out that the decision to purchase the S-92 instead of the EH-101 probably has more to do with domestic politics than operational suitability. Canada originally ordered 50 EH-101s as anti-sub and SAR helicopters in the early ‘90s. During the 1993 election, the winning party made an issue of the EH-101 purchase as a “waste of money” and followed through on a pledge to cancel the contract after the election and select a replacement that represented a “better bargain.” Of course, that meant about $500 million in cancellation penalties for cancelling the $5 billion contract. And then the EH-101 kept rising to to the top of the list on each solicitation for a replacement. With embarrassment to the government of the day, it was ordered for the SAR helicopter replacement. The antisub replacement remained in limbo for years until the S-92 was finally ordered. The rumor was that the government kept changing the requirement until they could be certain that the EH-101 wasn’t going to be selected again — pretty embarrassing to be caught trashing a program as a cheap political shot rather than a sound decision.
I liked the S-92 a little better…but the Lockheed one had more going for it, one being they could build it quicker.
Richard groves — thats not an American mindset…that
It’s a shame when the most modern, technologically advanced and safest helicopter in the world today, the S-92, was not chosen for the most critical mission out there.
Jim, VIP transport is very, very far from the most critical mission out there.
If a VIP helo can’t do its job, the president has to travel by limousine convoy instead, and might be a few minutes late getting to the airport.
If a SAR bird (for example) can’t do its job, people die.
Once again, the Bushes and Saudi’s show who really rules the USA.
Why do Americans think that somthing buildt in the UK is not worthly to consider for there troops or President. Sometimes I wonder why they can not look outside the USA and think that, maybe once in a while the best bit of equipment might be buildt somwhere else. I noticed similar talk when the tankers for the airforce contracts were being started.
Please America stop being so insular, it looks terrible to read some comments thats been written. In case you think this is somone who hates America you would be so wrong.
To whom it might concern. I flew in the test EH-101 in Patuxent River Maryland and dealt with the S-92 Helicopter. I have flown over 6000 hours as a helicopter crewman in the Navy in several platforms (SH-3/VH-3/HH-60/MH-60). In my 23 years of flying I HAVE NEVER flown in an overall better built aircraft then the EH-101. No, repeat no U. S. made aircraft comes close to the EH-101 for it flight handling or proformance. To this day I wish the U. S. Navy had bought the maritime version instead of the MH-60R.
Is this platform being considered at all for CSAR?
It looks like it would be a good size fit.
Many readers seem to be arguing the point about the helicopter being British rather than American in origin without looking at the bigger picture, the aircraft performance and capabilities, the ability to keep the crew and passengers safe etc. Surely there the biggest considerations? After all the relevant organisations looked at everything on the market and decided on the best helicopter to do the job.
Look at the facts, the British have been flying Merlin successfully now for a few years with little problem, the helicopter has performed well and is presently the most advanced aircraft of its type, bar none.
Every argument on here seems to have been about the choice of the Merlin over the S-92, so let
Many readers seem to be arguing the point about the helicopter being British rather than American in origin without looking at the bigger picture, the aircraft performance and capabilities, the ability to keep the crew and passengers safe etc. Surely there the biggest considerations? After all the relevant organisations looked at everything on the market and decided on the best helicopter to do the job.
Look at the facts, the British have been flying Merlin successfully now for a few years with little problem, the helicopter has performed well and is presently the most advanced aircraft of its type, bar none.
Every argument on here seems to have been about the choice of the Merlin over the S-92, so let
George,
I remembered the Canadian (political) choice regarding the S-92 / EH-101, but didn’t want to bring it all up. Thanks anyway for your clarification mate.
(Off topic — we Dutchies are mighty glad the past Canadian government decided to sell your Chinooks to us, they provide sterling service in Afghanistan — bugger that we now are forced to sell our Leopards to you)
Interesting point brought up: IS the EH-101 being reconsidered for the CSAR role? The bid has been reopened hasn’t it?
D K Simpson, it concerns us
Cheers.
Re the danish returned a/c: I think that the RAF and joint helo command are screaming for airframes and the danes new build eh101s are the best that we can get. The danes were having some difficulty coordinating their roll out, and spare and training were running about 2 years behind delivery for the utility variant, so they’ve very kindly indicated that they’ll take delivery of another batch sometime around 2009 and let us play with the new toys now. Note that they are holding on to their SAR birds though– the danes like the eh101, they’re just being very helpful to a slightly overstretched RAF tactical airlift community.
One argument I have heard against the eh101 is that its higher disk loading means it puts down a phenomenal down draft. Some claim this puts it at greater risk of brown out and makes it less suitable for FIBUA support. However, this is hardly a problem limited to this a/c– pace the stats for brown out incidents for chinnies in the ‘ghan.