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Leonardo AW609

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Adapted from the English Wikipedia article Leonardo AW609, available under CC BY-SA 4.0Updated 29 November 202567 sources
Bell/Agusta Aerospace Company (BAAC)
Company typeJoint venture
IndustryAerospace
PredecessorBell Helicopter, AgustaWestland
Founded1998
FateOwnership transferred to AgustaWestland in 2011
SuccessorAgustaWestland (now Leonardo S.p.A.)
Key people
Giuseppe Orsi (former CEO of AgustaWestland)
ProductsLeonardo AW609 tiltrotor aircraft


The Leonardo AW609, initially known as the Bell-Agusta BA609 and later the AgustaWestland AW609, is a twin-engine tiltrotor aircraft capable of vertical takeoff and landing (VTOL). Its design closely resembles that of the Bell Boeing V-22 Osprey. This aircraft combines the vertical landing capabilities of a helicopter with speed and range surpassing traditional rotorcraft. Targeted primarily at the civil aviation sector, it is intended for VIP transport and offshore oil and gas industry applications. From its conceptual beginnings in the late 1990s, the AW609 has advanced through development and testing phases and is progressing towards certification in the 2020s.

Origins and program evolution

An AW609 demonstrating flight in helicopter mode at the Paris Air Show, 2007

The BA609 project built upon Bell’s prior experience with the experimental XV-15 tiltrotor.[1] In 1996, Bell partnered with Boeing to develop a civil tiltrotor; however, Boeing withdrew from the initiative in March 1998. Subsequently, in September 1998, Agusta joined as a partner.[1] This collaboration resulted in the formation of the Bell/Agusta Aerospace Company (BAAC), a joint venture between Bell Helicopter and AgustaWestland, tasked with developing and manufacturing the aircraft initially called Bell-Agusta AB-609. Concurrently, both companies collaborated on a conventional medium helicopter project, the Agusta-Bell AB139.[2][3]

The Italian government provided subsidies for Agusta’s military tiltrotor development. Given the AW609’s civilian applications, the European Commission mandated that AgustaWestland reimburse Italy incrementally per aircraft to prevent market distortion.[4] As of 2015, Bell continued contractual involvement with the AW609 program while exploring commercial possibilities for its larger V-280 Valor tiltrotor, anticipating that military mass production could lower unit costs.[5][6] By 2016, Bell designated the AW609 for commercial use while reserving the V-280 exclusively for military applications, openly stating that conventional helicopters would no longer be part of their military offerings.[7]

Designed to perform vertical takeoffs and landings while achieving higher speeds than helicopters, the AW609 fits within a lineage of over 45 non-helicopter VTOL or STOL-capable aircraft that have flown. Among these, only certain models such as the V-22, Harrier jump jets, Yakovlev Yak-38, and Lockheed Martin F-35 have reached production status.[8] By 2008, Bell recognized that competition from very light jets and large offshore helicopters like the Sikorsky S-92 had diminished tiltrotors’ market potential.[9] Additionally, limited financial support from both Bell and AgustaWestland slowed flight test progress during this period.[10][11]

In September 2009, AgustaWestland’s CEO Giuseppe Orsi announced that parent company Finmeccanica had approved acquiring Bell Helicopter’s stake in order to accelerate development,[12] as Bell was sceptical about commercial viability[13] and preferred allocating resources elsewhere.[10] By 2013, AgustaWestland projected a demand for approximately 700 units over two decades.[14] Negotiations by 2011 focused on transferring technology shared with the V-22,[11][15] although Bell denied any technology sharing with the V-22.[10] At the 2011 Paris Air Show, AgustaWestland declared its intent to assume full control of the program and rebrand the aircraft as "AW609," while Bell Helicopter would continue contributing to component design and certification.[16] The ownership transfer was completed in November 2011 after regulatory approval,[17] reportedly at minimal cost according to media sources.[18]

Testing

BA609 hovering, 2008

The initial ground evaluations of the BA609 prototype commenced on 6 December 2002. Its maiden flight occurred on 7 March 2003 in Arlington, Texas, piloted by test aviators Roy Hopkins and Dwayne Williams.[19] After accumulating 14 hours of flight testing in helicopter mode, the prototype was transferred to a ground test rig to analyze the operational impacts of its conversion modes.[20] Upon completing ground testing, flight trials resumed on 3 June 2005 with an emphasis on broadening the aircraft’s flight envelope.[21] The first in-flight transition from helicopter to airplane mode was successfully executed on 22 July 2005.[22]

AW609 demonstrating flight in airplane mode at the 2008 Farnborough Airshow

By October 2008, two prototypes had accumulated a total of 365 flight hours.[23] On 15 May 2009, the AW609 successfully demonstrated safe handling during a dual-engine failure in normal cruise flight.[24] By February 2012, flight time had increased to approximately 650 hours, with reports indicating that about 85 percent of the AW609's flight envelope had been explored.[17] Test pilot Paul Edwards noted that the AW609 is inherently resistant to vortex ring state conditions, as its design prevents both rotors from entering this state simultaneously, allowing it to naturally exit vortex ring states.[25]

Construction of a third prototype was initiated by AgustaWestland in 2011; however, it remained incomplete as of February 2015. The company intended to conduct flight tests in Italy during summer 2015 before disassembling this prototype for shipment to Philadelphia, Pennsylvania, where de-icing system evaluations were planned in Minnesota. Additionally, a fourth prototype was under development to facilitate testing and advancement of avionics and control systems.[26][27] By November 2012, the two operational prototypes had surpassed over 700 flight hours.[28] Reports from January 2014 indicated that combined flying time exceeded 850 hours. Data gathered from these flights contributed to the creation of accurate simulators supporting ongoing development efforts.[29]

By March 2015, total flight hours for the two prototypes had reached approximately 1,200 out of the roughly 2,000 hours required for certification.[30] Two additional aircraft were anticipated to join flight testing within that year.[31] Test parameters had advanced to a maximum weight of 18,000 lb (8,200 kg), speeds up to 293 kn (337 mph; 543 km/h), and altitudes reaching 30,000 ft (9,100 m).[32] In that same year, AgustaWestland announced that the AW609 completed a 721 miles (1,161 km) journey from Yeovil, UK, to Milan, Italy, within two hours and eighteen minutes.[33] By September of that year, the initial AW609 prototype was approaching the end of its operational lifespan; concurrently, construction of a third prototype was concluding at AgustaWestland’s Vergiate plant while a fourth was being assembled in Philadelphia.[25]

Tragically, on 30 October 2015, the second prototype (N609AG) crashed near AgustaWestland’s facility in Vergiate, northwest Italy, resulting in the loss of both test pilots.[34][35]

Certification

An AW609 on static display in 2009

Initially, in 2002, the aircraft's type certification was anticipated by 2007. By 2007, this timeline had shifted to a target date of 2011. In August 2012, expectations were adjusted again, projecting certification from both the Federal Aviation Administration (FAA) and European Aviation Safety Agency (EASA) to occur in early 2016. The manufacturer later aimed to secure FAA certification by 2017. Delays arose partly due to funding shortages affecting the FAA, complications linked to the V-22 program, and AgustaWestland’s efforts to enhance performance while reducing costs.

In 2012, the FAA confirmed that the AW609 would undergo certification under regulations applicable to both helicopters and fixed-wing aircraft. To address the unique transition between flight modes, new regulatory standards were being developed. Of the 217 pilot training tasks identified, ten are specific to tiltrotor operations. The FAA established the AW609’s certification basis under Part 21.17(b) for "Special Class Aircraft," incorporating elements from Part 25 (fixed-wing aircraft), Part 29 (helicopters), and newly formulated tiltrotor-specific regulations within a category termed "powered lift." In January 2013, noise certification standards for US tiltrotors were defined in alignment with ICAO guidelines, with the AW609 expected to enter service within a decade. The noise certification process was set at $588,000, comparable to that for large helicopters.

February 2014 marked the commencement of customer demonstration flights of the AW609 in both airplane and helicopter configurations, coinciding with the start of certification flight testing. During early summer 2014, FAA-supervised autorotation trials were conducted, encompassing over 79 power-off transitions from airplane to helicopter mode across ten flight hours. These tests established that successful autorotation requires a minimum altitude of 3,000 ft (910 m) and maintaining rotor speeds above 70% rpm for stable recovery. The pilots involved in these critical tests were honored with the Iven C. Kincheloe Award.

In February 2023, FAA pilots undertook their first flights of the AW609 tiltrotor as part of pre-Type Inspection Authorization activities advancing toward final certification stages. Shortly thereafter, EASA pilots began familiarization flights in March 2023. Certification completion and operational entry are now anticipated sometime in 2024.

Further advancements

An AW609 displayed at the Dubai Airshow, 2021

During the Farnborough Air Show in July 2012, AgustaWestland revealed a variant of the AW609 capable of handling increased weight, reaching up to 17,500 pounds or 7,900 kilograms.[30] This version sacrifices some vertical takeoff capabilities to enhance its payload capacity.[36] Representatives from AgustaWestland indicated that this short takeoff and vertical landing (STOVL) model could be particularly appealing to search and rescue and maritime service providers.[37] Roberto Garavaglia, senior vice-president of marketing, mentioned that the Italian government has shown interest in procuring multiple AW609s for coastal surveillance roles. However, due to an agreement with Bell, these units might be unarmed.[14][38]

In June 2013, AgustaWestland announced that integrating design modifications as part of a significant upgrade would postpone the AW609’s certification by as much as one year.[39] These adjustments primarily targeted aerodynamic enhancements, aiming for a 10% drag reduction alongside a substantial decrease in overall weight, thereby boosting the aircraft’s performance and operational range. Concurrent upgrade programs were also in progress for the engines and avionics systems.[40][41] In 2015, the company introduced external fuel tanks designed to enable flights of up to 800 nmi (920 mi; 1,500 km) while carrying six passengers for durations exceeding three hours.[42]

By 2013, AgustaWestland was exploring the possibility of establishing a final assembly location for AW609 production within the United States. Robert LaBelle, managing director, noted that approximately 35% of anticipated customers for the tiltrotor originate from the US market.[14] The main manufacturing line was planned for Italy, with a secondary production facility under consideration in the US.[39] In March 2015, AgustaWestland confirmed that production would take place at its Philadelphia plant,[31][43] where other models such as the AW139, AW119 KXe, and AW169 are also manufactured.[30] Assembly of two to three AW609 units was scheduled to commence there in 2017. Once production stabilizes, consideration is being given to opening a second final assembly line in Italy.[30] To support pilot training specific to tiltrotor flight characteristics, Leonardo operates a flight simulator facility in Philadelphia.[44]

In 2015, AgustaWestland partnered with Bristow Helicopters to develop specialized configurations of the AW609 tailored for offshore oil and gas transport as well as search and rescue missions.[45] At Heli-Expo in March of that year, Bristow Group formalized a joint development agreement granting it exclusive influence over offshore mission adaptations of the tiltrotor platform.[46] These modifications might extend beyond the AW609 model itself, potentially impacting larger and more advanced tiltrotors that AgustaWestland planned to launch in the early 2020s. The adoption of tiltrotors enables direct point-to-point flights transporting personnel from major urban centers to offshore platforms with enhanced safety margins. Industry analysts regarded this collaboration as a significant endorsement of tiltrotor technology by commercial operators, a domain previously dominated by military interest.[8][46]

Interest in a military adaptation emerged in the early 2020s; discussions intensified around developing utility, medevac, or search and rescue versions of an AW609 tailored for defense applications.[47]

Design

An AW609 displayed indoors at Volandia, Italy, 2011

The AW609 is a tiltrotor aircraft designed to perform vertical takeoffs and landings, a capability that traditional fixed-wing airplanes lack. This feature enables it to operate from facilities such as heliports or compact airports, while offering speeds and ranges approximately twice those of comparable helicopters.[48] AgustaWestland markets the AW609 as an aircraft that "...merges the advantages of both helicopters and fixed-wing airplanes into a single platform".[49] Although visually reminiscent of the military V-22 Osprey, the AW609 shares minimal components with it. Unlike the V-22, this model includes a pressurized cabin.[48][50]

By 2013, several interior arrangements had been planned, such as a standard nine-passenger setup, a VIP/executive cabin seating six to seven individuals, and a search and rescue variant equipped with a hoist and four single seats. Additional proposals have included medevac and patrol or surveillance configurations.Cite error: The opening <ref> tag is malformed or has a bad name To enhance passenger comfort, the cabin is pressurized and fitted with sound insulation.[49] Entry to the cabin is facilitated through a centrally located two-piece clamshell door beneath the wings, measuring approximately 35 inches (89 cm) in width.[30]

Propulsion comes from two Pratt & Whitney Canada PT6C-67A turboshaft engines, each driving a three-bladed proprotor. These powerplants deliver nearly double the horsepower compared to the similarly sized AgustaWestland AW169 helicopter.[51] Both engine-proprotor assemblies are mounted on robust rotatable pylons at the wing tips, enabling variable proprotor positioning. In helicopter mode, the proprotors tilt between 75 and 95 degrees relative to horizontal, with 87 degrees being typical for hovering.[52] When configured for airplane mode, the proprotors rotate forward to a locked zero-degree angle and operate at 84% RPM.[29] The transition between flight modes is largely managed by advanced flight control software,[29] which assists pilots by automatically adjusting tilt angles and airspeed parameters.[52]

A cabin mockup

In airplane mode, lift is predominantly generated by the AW609’s slightly forward-swept wings. The wingspan measures approximately 34 feet (10.4 meters), and both wings and fuselage are primarily constructed from composite materials.[49] The wings incorporate flaperons that are usually controlled automatically; during vertical flight, these flaperons deflect downward by 66 degrees to minimize wing exposure to proprotor downwash. A high-mounted vertical stabilizer without a rudder is affixed to the rear fuselage to stabilize flight in airplane mode.[52]

Should one engine fail, power can be transferred via a drive shaft so that either engine can drive both proprotors. The AW609 is also capable of autorotation.[53][50] Designed to meet Full Transport Category/Class 1 standards, it ensures safe operation even under single-engine conditions. Furthermore, it features a de-icing system and is intended for certification to operate in known icing environments.[49] Drawing on lessons learned from the V-22 program, the aircraft includes a sink rate warning system.[54]

The avionics suite comprises a triple-redundant digital fly-by-wire system, a head-up display, and Full Authority Digital Engine Control. The cockpit has been engineered for single-pilot operation under instrument flight rules.[53][55][56] Many control elements, such as blade pitch adjustments, mimic those found on traditional rotorcraft to facilitate easier transition for helicopter pilots.[29][52]

Certain controls incorporate touchscreen technology.[49] After AgustaWestland acquired full ownership of the program in 2012, significant modernization efforts commenced. These included new engine models and an updated cockpit design featuring advanced flight management systems. Navigation equipment from Northrop Grumman, including inertial and GPS systems, along with avionics supplied by Rockwell Collins, were integrated as part of this upgrade.[39][57][58]

Sales prospects and service introduction

AW609 exhibited in 2022

Bell and Agusta targeted the aircraft primarily toward governmental and military sectors.[59] Additionally, a significant application for the AW609 has been in offshore oil and gas industries, which demand aircraft capable of covering expanding operational distances.[60] In 2001, Bell projected a potential market size of approximately 1,000 units.Cite error: The opening <ref> tag is malformed or has a bad name By 2007, Bell/Agusta expressed intentions for the BA609 to rival corporate business jets and helicopters, appealing especially to operators managing fleets combining both fixed-wing and rotary-wing aircraft.[61] In 2004, Lt. Gen. Michael Hough, then USMC deputy commandant for aviation, requested Bell to explore armament options for the BA609, possibly to provide escort capabilities for V-22s.Cite error: The opening <ref> tag is malformed or has a bad name Nonetheless, the agreement transferring BA609 program ownership to AgustaWestland prohibits equipping the aircraft with weaponry.[14][38]

Back in 2001, Terry Stinson, Bell Helicopters’ chairman and CEO at the time, indicated that the aircraft’s price would be "at least Template:US$".[62] By 2004, Don Barbour, then executive marketing director, noted that initial orders had been secured at prices ranging from $8 million to $10 million. Since 1999, orders have been accepted with pricing subject to confirmation no later than two years prior to delivery.[63] Industry analysts in 2012 suggested that the final unit cost might escalate to approximately $30 million.[17][64] By 2015, some estimates placed the price closer to $24 million.[30][31]

Confirmed orders numbered 77 in 1999.Cite error: The opening <ref> tag is malformed or has a bad name By 2012, this figure was around 70 units, contingent upon final pricing.[64] As of March 2015, order totals stood at about 60.[43] The manufacturer planned to have production lines operational immediately following FAA certification completion.Cite error: The opening <ref> tag is malformed or has a bad name

Bristow Helicopters planned to acquire at least ten units.[65] Notably, U.S. billionaire and former politician Michael Bloomberg was reportedly among the leading prospective buyers who had placed deposits on the AW609 tiltrotor.[66] In February 2015, the Italian Army published a white paper outlining future procurement strategies that included acquiring tiltrotor aircraft for rapid troop transport and medical evacuation roles. Media speculation suggested the AW609 as a probable candidate for fulfilling this requirement.Cite error: The opening <ref> tag is malformed or has a bad name Later that year, in November 2015, the United Arab Emirates selected a search and rescue variant of the AW609 by signing a memorandum of understanding for three aircraft with an option for three additional units.[67] However, as of May 2019, no finalized contract had been executed with the UAE.Cite error: The opening <ref> tag is malformed or has a bad name

Manufacturing is currently underway at AWPC Philadelphia.Cite error: The opening <ref> tag is malformed or has a bad name In March 2022, Leonardo anticipated entry into operational service as early as 2023.Cite error: The opening <ref> tag is malformed or has a bad name The AW609 reached its final phase of flight certification in 2023 and as of Template:Lc=yes, completion of this process is projected for as soon as 2025.Cite error: The opening <ref> tag is malformed or has a bad name

Noteworthy accidents and incidents

On 30 October 2015, the second prototype (N609AG), which first took to the skies in 2006, crashed close to AgustaWestland's facility in Vergiate, located in Northwest Italy. This tragic event resulted in the deaths of veteran test pilots Pietro Venanzi and Herb Moran. The aircraft disintegrated mid-flight after approximately 27 minutes during a mission that involved high-speed testing. Investigations have identified modifications to the flight control laws and alterations to the tail as probable factors. These changes reportedly caused a Dutch roll instability while descending at a speed of 293 kn (337 mph; 542 km/h), significantly exceeding the previous maximum tested speed of 285 kn (328 mph; 528 km/h).

Italian authorities took possession of the third prototype in May 2016 amid ongoing investigations, temporarily halting its test schedule, but it was returned for further flight testing by July of the same year.

The conclusive investigation report detailed that during a high-speed dive combined with a left turn, minor lateral-directional oscillations began upon roll-out and progressively increased in both amplitude and frequency. The pilot's attempts to counteract the rolling motion through alternating roll inputs followed by pedal corrections failed to mitigate these oscillations. Instead, they intensified, causing the sideslip angle to reach 10.5°, surpassing the permitted maximum of 4°. This excessive sideslip led to contact between the right proprotor and the right wing due to extreme flapping of the proprotor blades, which ruptured fuel and hydraulic lines within the wing's leading edge and subsequently ignited a fire.

Specifications (BA609)

Technical drawing

Template:Aircraft specs

Front view with propellers in vertical position

See also

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References

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  2. ↑ "The AB139: Filling The Market Gap - Rotor & Wing International". 23 October 2018. Archived from the original on 23 October 2018. Retrieved 14 July 2024.
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  4. ↑ "State aid: Commission agrees with Italy amount of subsidies Augusta Westland needs to reimburse for projects that have civilian uses". States News Service. Archived from the original on 2 April 2015.
  5. ↑ Black, Thomas. "Bell Helicopter exploring civilian market for new tilt-rotor aircraft" Archive
  6. ↑ "Helicopter market eyes civilian tilt-rotor models". Financial Times. 20 October 2014. Retrieved 30 October 2015.
  7. ↑ "HELI-EXPO: Bell rules out future conventional military helicopter developments". Flightglobal.com. Retrieved 7 March 2016.
  8. ↑ 8.0 8.1 Osborne, Tony (6 March 2015). "Podcast: Exciting And Strange Developments From Heli-Expo". Aviation Week & Space Technology. Retrieved 8 March 2015.
  9. ↑ McKenna, James T. (15 March 2008). "Are the S-92 and Light Jets Shrinking the BA609 Market?". Rotor & Wing. Archived from the original on 2 April 2015.
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  11. ↑ 11.0 11.1 Cite error: Invalid <ref> tag; no text was provided for refs named shep2011-03
  12. ↑ Peruzzi, Luca (21 September 2009). "AgustaWestland looks to take full control of BA609 civil tiltrotor programme". Flight International – via FlightGlobal.com.
  13. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named shep2011-11
  14. ↑ 14.0 14.1 14.2 14.3 Huber, Mark (1 January 2013). "AgustaWestland AW609 Moves Forward, May Be Built in Texas". Aviation International News. Archived from the original on 11 January 2013. Retrieved 3 January 2013.
  15. ↑ Trimble, Stephen (14 March 2011). "Bell, AgustaWestland disagree on future of BA609 partnership". Flight International – via FlightGlobal.com.
  16. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named aw201106
  17. ↑ 17.0 17.1 17.2 Wynbrandt, James (11 February 2012). "AW609 Finally Ready for its Close-up". Aviation International News. Archived from the original on 14 February 2012. Retrieved 14 February 2012.
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  19. ↑ Template:Cite conference
  20. ↑ "BA609 Ground Runs Convert Helicopter To Airplane". VTOL.org. American Helicopter Society. March 2005. Archived from the original on 27 September 2006.
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  22. ↑ "BA609 Tilt Rotor Makes Airplane Conversion". VTOL.org. American Helicopter Society. July 2005. Archived from the original on 27 September 2006.
  23. ↑ Padfield, R. Randall (7 October 2008). "BA609 Civil Tiltrotor Still on Schedule". Aviation International News. Archived from the original on 16 October 2008. Retrieved 20 October 2008.
  24. ↑ Venanzi & Wells 2013, p. 32.
  25. ↑ 25.0 25.1 Perry, Dominic (16 September 2015). "AgustaWestland prepares for AW609 certification push". Flightglobal.com. Archived from the original on 19 September 2015.
  26. ↑ Sarsfield, Kate (6 December 2011). "AgustaWestland at full tilt to deliver AW609 on time". Flight International. 180 (5320): 18.
  27. ↑ Osbourne, Tony (2–15 March 2015). "Tilting times". Aviation Week & Space Technology: 52–3.
  28. ↑ Morrison, Murdo (13 November 2012). "In focus: AgustaWestland exploits buoyant civil helicopter mark". Flight International via FlightGlobal.com.
  29. ↑ 29.0 29.1 29.2 29.3 Head, Elan (20 January 2014). "Flying the AW609: A Preview". Vertical. Retrieved 20 January 2014.
  30. ↑ 30.0 30.1 30.2 30.3 30.4 30.5 Cite error: Invalid <ref> tag; no text was provided for refs named ain2015-03-03
  31. ↑ 31.0 31.1 31.2 Niles, Russ (3 March 2015). "Tiltrotor Production Planned". AVweb. Retrieved 4 March 2015.
  32. ↑ Erdos, Rob (5 March 2015). "AW609 Tiltrotor Making Strides Toward Certification". Vertical Magazine. Retrieved 16 March 2015.
  33. ↑ "The AW609 TiltRotor sets speed record on 1000 km journey: 2 hours 18 minutes from UK to Italy" (Press release). Finmeccanica. 15 September 2015. Retrieved 15 September 2015.
  34. ↑ Perry , Dominic  (30 October 2015). "AW609 crash kills two pilots in northern Italy ". FlightGlobal.com . {{cite news}}: Check date values in: |date= (help); no-break space character in |date= at position 11 (help); no-break space character in |first= at position 8 (help); no-break space character in |last= at position 6 (help); no-break space character in |title= at position 47 (help); no-break space character in |work= at position 17 (help)
  35. ↑ "AW609 crash: final report points to oscillations and flight control laws ". Vertical Mag . 15 May 2017 . Retrieved 16 February 2024. {{cite web}}: Check date values in: |access-date= and |date= (help); no-break space character in |access-date= at position 12 (help); no-break space character in |date= at position 7 (help); no-break space character in |title= at position 73 (help); no-break space character in |url= at position 181 (help); no-break space character in |website= at position 13 (help)
  36. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named ain2012-07-09
  37. ↑ Croft, John (7 February 2012). "In focus: Global demand grows for helicopters able to access remote oil and gas fields". Flight International via FlightGlobal.com.
  38. ↑ 38.0 38.1 Cite error: Invalid <ref> tag; no text was provided for refs named aw2013-12-02
  39. ↑ 39.0 39.1 39.2 Perry, Dominic (10 June 2013). "AgustaWestland AW609 certification slips to 2017". Flight Internationals via FlightGlobal.com.
  40. ↑ Perry, Dominic (13 September 2013). "AgustaWestland tests enhancement package on AW609". Flight International. Retrieved 16 September 2013.
  41. ↑ "AgustaWestland AW609 TiltRotor Aerodynamic Improvements Set To Boost Performance" (Press release). AgustaWestland. 3 September 2013. Archived from the original on 25 December 2014.
  42. ↑ "AgustaWestland Announces Further AW609 TiltRotor Performance and Product Improvements" (Press release). AgustaWestland. 3 March 2015. Archived from the original on 31 March 2015. Retrieved 3 March 2015.
  43. ↑ 43.0 43.1 "AgustaWestland Begins Production Phase of AW609 Tiltrotor". Aviation Today. 3 March 2015. Archived from the original on 5 March 2015. Retrieved 5 March 2015.
  44. ↑ Head, Elan (25 April 2022). "Tiltrotor Training Tool: We fly the AW609 procedures trainer". Vertical Mag. Archived from the original on 25 April 2022.
  45. ↑ "AgustaWestland and Bristow Sign Exclusive Platform Development Agreement for the AW609 Tiltrotor Program". Vertical (Press release). AgustaWestland. 3 March 2015. Retrieved 3 March 2015.
  46. ↑ 46.0 46.1 Osborne, Tony (6 March 2015). "Bristow Taps Tiltrotors For Future Needs". Aviation Week. Retrieved 6 March 2015.
  47. ↑ Mark Huber. "Military Variant of Leonardo AW609 Appears a Likely Option for Government Customers". Aviation International News. Retrieved 28 April 2024.
  48. ↑ 48.0 48.1 Cite error: Invalid <ref> tag; no text was provided for refs named bw609
  49. ↑ 49.0 49.1 49.2 49.3 49.4 Cite error: Invalid <ref> tag; no text was provided for refs named leo summ
  50. ↑ 50.0 50.1 Cite error: Invalid <ref> tag; no text was provided for refs named avtoday20140428
  51. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named defaero20121204
  52. ↑ 52.0 52.1 52.2 52.3 Cite error: Invalid <ref> tag; no text was provided for refs named avtoday20141201
  53. ↑ 53.0 53.1 Cite error: Invalid <ref> tag; no text was provided for refs named ain aug 2012
  54. ↑ Venanzi & Wells (2013), p. 20
  55. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named ain20120712
  56. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named shepard20121026
  57. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named agpr20130903
  58. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named grumman20140224
  59. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named aw-product
  60. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named kay aviation 2014
  61. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named fg609
  62. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named aw2001
  63. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named ain2004
  64. ↑ 64.0 64.1 Cite error: Invalid <ref> tag; no text was provided for refs named new2012
  65. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named ain2015-03-03b
  66. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named nytimes20120413
  67. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named dnUae

Bibliography

Further reading

External links

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