NEW 2 011 by Thierry Dubois and Mark Huber The long-standing process by which military programs drive new civil technology may not be broken, but it is clearly fraying. both Bell and Hughes (now MD) used engines for outside air temperatures up on an EC155 testbed, demonstrating a Expected cuts at the Pentagon and early 1960 scout developed for to 51.7 degrees C (125 degrees F). noise reduction of three to four decibels. in European militaries, combined the military to launch their civil JetRanger Late last year, Bell announced an STC Eurocopter says it is ready to move Blue with the high-profile failures of and 369/500 series, respectively. for the 412EP that features a higher-out- Edge into “serial applications.” recent procurement programs, Sikorsky’s gamble might pay off ­better put engine, glass panel avionics akin to Separately, Blue Pulse is an active sys- than Northrop’s. Already key Pentagon those in the new 429 light twin, and a tem that the company says can cut noise are driving OEMs to take stronger leaders are decrying what they see as a new . and vibration significantly. Blue Pulse roles in what traditionally has been “rotorcraft gap” over the next 15 years, in The STC project is expected to be uses a piezo active rotor control system a secondary position when it comes part due to the failure of several high-pro- approved this year and will be available designed to reduce noise ­levels gener- to developing new helicopters and file helicopter programs to reach fruition, for customers beginning next year. It will ated by BVI. The system also promises while the existing fleet suffers attrition be available on all new 412EPs and ret- to reduce vibration within the airframe, rotorcraft technologies. and continued war losses. This has two rofittable on existing helicopters. The increasing passenger comfort and extend- important implications for the civil mar- kit will include installation of the 2,143- ing the service life of sensitive compo- Paradigm Shift ket. First, it could increase the number of shp Pratt & Whitney Canada PT6T-9, to nents, such as avionics, but it will not Sikorsky president Jeff Pino conceded existing civil airframes, such as the EC145, replace the current 1,800-shp PT6T-3D. extend the life of the blades themselves. as much in October, when he unveiled the that are bought and militarized. Secondly, The engine change yields a 15-percent Blue Pulse uses three flap modules S-97 “Raider” prototype, an outgrowth it could make militaries reliant on the larg- increase in shp, improved OEI and high/ located at the trailing edge of each rotor of the current X2 compound helicopter est helicopter makers–AgustaWestland, hot performance, and electronic engine blade. The piezoelectric actuators move technology demonstrator. Citing the Pen- Boeing, Eurocopter and Sikorsky–for control. The upgrade will yield a 10- to the rotor flaps 15 to 40 times per sec- tagon’s recent cancellations of several high- new-technology airframes as these are 12-percent increase in Category A/ PC1 ond to completely neutralize the familiar profile helicopter programs, a few of which the only Western companies with deep & PC2 performance and a future path “slap” sound that is typically associated grew into notorious dysfunctional bud- enough pockets, thanks to their corpo- to increase range and payload. A mod- with helicopters during descent. Blue get-busters, including the Armed Recon- rate parents, to fund go-it-alone or major- ern with display units com- Pulse has been flying since 2005 and pro- naissance Helicopter, the VH-71 “Marine ity-share programs of any size and speed. mon to the 429 will be the centerpiece of duces a measured noise reduction of up One” presidential helicopter replacement Smaller helicopter companies could find the avionics upgrade, which will include to five decibels on an EC145. program, and the Air Force’s CSAR, Pino themselves minority participants in these three- and four-axis autopilot options. The company is also continuing devel- diplomatically posited the obvious. programs or out in the cold entirely. Other upgrades planned for the 412EP opment work on diesel power for light “At this point in the development cycle, platform include a tail-rotor upgrade that helicopters and a new generation of intel- it appears that our biggest customer is Improved Performance eliminates the need for pre-flight visual ligent avionics called Pilas (pilot assistance unwilling to invest major dollars in future As this picture clarifies in the coming­ inspection and a communication system system) that provides virtual synthetic technology. That is the real message that years, one thing is certain: both military­ upgrade that will be compatible with civil vision and intelligence by automatically is being sent to us,” Pino said, adding that and civil customers are looking for heli- standard headsets, eliminating the need calculating and displaying routes that Sikorsky would continue to participate in copters with more speed, range and for military-style, low-impedance micro- avoid obstacles, terrain, weather and existing government/industry coalitions payload capabilities, both on existing­ phones and earpieces. other aircraft. The company thinks Pilas that are exploring new technology, but and future airframes. The OEMs are Bell is also working with Rolls-Royce is ideally suited for the helicopter EMS that the company wanted to move faster addressing this in a variety of ways, on a possible program to retrofit the new and law enforcement markets. The sys- on the S-97. Sikorsky will largely self-fund most dramatically­ with Sikorsky’s X2 RR500 to existing 206 helicopters. tem is dynamic and continually moni- construction of two of the aircraft, but it and Eurocopter’s X3 compound helicop- Beyond these STCs, Bell contin- tors the recommended route in flight for does plan to solicit the participation of ter technologies, but also with the intro- ues work on developing a new line of changes such as VFR traffic conflicts risk-sharing partners to contribute 20 to duction of better rotor blades, hubs, fins rotor blades and heads that are expected and can recalculate the route as required. 30 percent of the overall costs. Pino said and strakes as well as the ever-increas- to translate into modest forward speed Eurocopter first flew the system in 2008 the aircraft would fly within five years. ing use of composite components in the improvements, increased useful load, and on an EC145, and parts of the system Sikorsky’s bold move could signal a ­airframes to reduce weight. substantially better high/hot performance. could be certified within four years. significant shift in the way new helicopter­ Over the last year, Bell has been work- Eurocopter, too, is working on new technology is brought to market. Not ing on incremental performance improve- blade technology, mainly to address since Northrop self-funded the ill-fated ments via supplemental type certificates environmental concerns. This includes The Rotorcraft F-20 Tigershark jet fighter in the early for two popular models, the 407 single changing the shape of the blade using 1980s has an OEM taken on the devel- and the 412EP medium twin. technology called Blue Edge and integra- AgustaWestland AW169 opment of a new military aircraft with- Bell affiliate Aeronautical Accessories tion of “intelligent” piezoelectric actu- AgustaWestland announced its long- out specific Pentagon procurement. In received an STC for the 407 that increases ators into the trailing edge of the blade, awaited 9,000-pound medium twin last Northrop’s case, the $1.2 billion effort available useful load by 400 pounds or called Blue Pulse. summer, and will likely provide addi- proved unsuccessful and financially in-ground-effect hover by 3,000 feet. Blue Edge is a passive system that tional technical information on it at this disastrous for the company. The STC draws on excess power avail- features a redesigned main rotor blade year’s HAI Convention. The multi-role Along with other OEMs, Sikorsky has able from the 407’s Rolls-Royce 250- that uses a double-swept shape to reduce AW169 is aimed at the parapublic (law traditionally relied on technology from C47B to support revisions of the 407’s the noise generated by blade-vortex enforcement, EMS and SAR) and cor- military programs to birth civil aircraft. performance charts for in-ground-effect interactions (BVI), which occur when porate niche between the AW109 and Most recently, the airframer incorporated and out-of-ground-effect hover. Specif- blade-tip vortices interact with the rotor the AW139. Power will come from a pair key elements from the venerable Black ically, it uses available power for up to blades. A five-blade Blue Edge main of 1,000-shp Fadec Pratt & Whitney Hawk into the S-92A Helibus. Before that, 10 percent above minimum-specification rotor has logged more than 75 hours Canada PW210S , the same

44aaAviation International News • February 2011 • www.ainonline.com AgustaWestland AW169 Bell/Agusta BA609 Civil Tiltrotor Spokesmen for both partner compa- nies remain relatively obtuse when ques- Eurocopter X3 tioned about the program’s current status. From Bell: “The Bell/ Aero- The helicopter is designed to cruise at 220 Eurocopter EC175 space Company is committed to certifying knots (about 50 percent faster than today’s and delivering the world’s first commer- medium twins), a speed the company pre- cial tiltrotor. As we have done at different dicts should make time savings profitable. stages of the 609 program, we are evalu- F-ZXXX was built from a Dauphin ating the best way to ensure the success airframe, with two short wings and two DAVID McINTOSH DAVID of the BA609. We will continue to do this propellers in tractor configuration. A con- powerplants tapped for the Sikorsky throughout the life of the program.” ventional empennage replaces the tail rotor. 2009. A second one, configured for off- S-76D. Avionics will include a digital An AgustaWestland spokesman would Under the cowlings are two RTM322s, the shore operations, first flew last December. NVG-compatible cockpit with three 8- by say only, “The program has achieved a same turboshafts that power the NH90 The EC175 features Pratt & Whitney 10-inch large area displays with enhanced total of around 560 flight hours and 280 military transport. The main gearbox has Canada PT6C-67E turboshafts and an graphics capability. A four-axis digital ground-run hours so far.” been adapted from that of the in-develop- entirely new cockpit and man-machine automatic flight control system with dual Now entering its 13th year of develop- ment EC175 medium twin, with two out- interface, designed by Eurocopter. flight management system is expected to ment, the Bell/Agusta BA609 program last lets added for the propellers. So far, maximum altitude attained facilitate single-pilot IFR operations and year appeared to be headed for a divorce. The X3’s main gearbox is now being has been 10,000 feet and the aircraft has will include IFR LPV capability and ter- For years AgustaWestland CEO Giuseppe upgraded for the second flight-test phase, achieved its design Vne of 175 knots. Tri- rain awareness warning system (Taws). for which 220 knots is the target cruise als tend to confirm the cruise speed will be Fuselage construction is expected to speed. Phase one led, in November, to a close to 140 knots. Eurocopter has not dis- include generous use of composites. The speed of 180 ktas in level flight at reduced closed the precise mtow of the seven-metric- cabin will be large enough for eight to engine power. The aircraft also had its ton-class (15,000-pound-class) helicopter. 10 passengers or two medical litters and flight envelope expanded in both altitude In offshore operations with a maximum medical personnel. Plans call for skidded (up to 12,500 feet) and bank angle (up to load of 16 passengers, the EC175 will have and wheeled versions of the helicopter. 60 degrees). a radius of action of 90 nm. Bell/Agusta BA609 Eurocopter believes the 220-knot opti- The program is a 50-50 joint effort Avic AC313 Orsi has made no secret that he is dis- mal speed will keep operating costs low. with China’s Avicopter. The status of the Last year China flew a new home-grown pleased with the glacial pace of the 609’s First, says Eurocopter, the design is inher- ­Avicopter prototype is unknown. The heavy-lift helicopter for the first time. The development and last year negotiations ently more efficient than that of a con- Chinese program is designated Z15 and, AC313 tips the scales at 27,600 pounds, can were held that supposedly would have given ventional helicopter so, despite the higher although the helicopter is jointly designed, carry up to 27 people, has a maximum ferry AW either a majority interest in or outright speed, fuel burn per passenger-mile is said other activities (production, certification, range of 560 miles and was built at state- ownership of the program. These were to be similar to that of a conventional sales and support) are kept separate. owned Avic, the same company making supposed to be concluded by last June but helicopter flying at 140 knots. Second, Sikorsky S-76C++ airframes. The AC313 there has been no word on their outcome. spending less time in the air for a given RotorWay 300T The 609 first flew in 2003, and only two trip reduces maintenance costs based on Kit helicopter company RotorWay prototypes are now flying. Two more pro- flight hours. The bottom line should be a launched a new to-be-certified design aimed totypes that had been scheduled to join the 20-percent cut in costs per passenger mile. primarily at the training market in July test program for several years have yet to At acquisition, the price premium 2009, but the company’s plan to have a non- materialize. Last year an AW spokesman should not exceed the price of a conven- conforming prototype ready to fly by last told AIN that both aircraft are under con- tional helicopter equivalent by more than year was “put on the back burner,” accord- struction and will join the test program 25 percent. Hoped-for civil applications ing to a company executive, who cited the Avic AC313 in 2011 and 2012. However, commercial for this high-speed, long-range concept need for the company to concentrate on its interest in the 609 has waned as develop- include search-and-rescue, border patrol core kit business during the recession. The appears to be an outgrowth of the 14,000- ment deadlines repeatedly slipped and the and commercial passenger transport, Eagle was to be powered by a Rolls-Royce pound Chinese Zhi-8. That medium heli- unit price has climbed from an estimated especially offshore. RR300B1 turbine that is similar–but not copter is based on the 1970s-vintage $8 million to $10 million in 1998 to more identical–to the engine used on the Robin- Aérospatiale SA321 Super Frelon. than $29 million today, making it consid- Eurocopter X4 son R66. Preliminary specifications for the erably more expensive than the 19-seat Eurocopter is working on a replacement 2,050-pound two-seater include a 1,100- Avicopter AC311 Sikorsky S-92A or AgustaWestland’s own for the AS365 Dauphin/EC155 series. A pound useful load, 500-pound external China-based Avicopter announced in three-engine AW101. Yet, the twin P&WC medium twin in the 9,000- to 11,000-pound November the first flight of its first indig- PT6-67A-powered 609 would seem ide- category, the X4 is still at the feasibility study enously developed light single-engine ally suited for a less price-sensitive, gov- stage. As of late December, Eurocopter was helicopter, the AC311, in Tianjin. The ernment-backed role such as overwater waiting for the French government to con- helicopter, the design of which proba- search-and-rescue. The Bell/Agusta 609 firm the program would benefit from a bly has inherited some lines from the has an mtow of 16,800 pounds. bond, yet to be issued. This confirmation, Eurocopter light models parent company Preliminary data indicate the air- a prerequisite for program launch, had Avic has long produced, has an mtow craft has an unrefueled range of 700 nm previously been expected in June last year. RotorWay 300T of 4,850 pounds. Capable of carrying (boosted to 950 nm with auxiliary fuel The French state’s contribution could MARK HUBER six people, it can be powered by either a tanks), a cruise speed of 275 knots (max- account for as much as 30 percent of pro- load, 110-knot maximum cruise speed and Honeywell LTS101-700D-2 or a WZ-8D, imum forward speed 310 knots) and a gram costs. The extent of innovation in 13,000-foot ceiling. The Eagle would carry a local license-produced Turbomeca service ceiling of 25,000 feet. In utility the X4 depends on the contribution of 80 gallons of fuel, for two hours endurance Arriel. The AC311 is also said to feature configuration it could carry up to 12 pas- the French government. AIN understands with a 30-minute reserve. “highly integrated” avionics. sengers plus crew, and in SAR mode it this could include fly-by-wire controls. Chinese certification is expected this could rescue up to six by hoist. year, with entry into service to follow next Eurocopter EC175 Ka-62 3 year. Quoted in the Chinese media, Avi- Eurocopter X Eurocopter says it is on schedule with the Russian Helicopters announced early copter general manager Wang Bin said In a surprise announcement last Sep- flight-test program of its new medium twin, last year that it would power the long- that the AC311 offers technology and tember, Eurocopter unveiled a com- the EC175, which is slated to receive EASA awaited Ka-62 medium twin with two performance close to international stan- pound helicopter demonstrator that had certification in this year’s second half. One Turbomeca Ardiden 3G engines. A dards at a lower acquisition cost. made its maiden flight on September 6. prototype has been flying since December Continues on next page u

www.ainonline.com • February 2011 • Aviation International Newsaa45 The first delivery is pegged for this The four-blade main rotor allows the year’s fourth quarter. Initial production mtow to increase by 300 pounds, to a NEW ROTORCRAFT 2 011 plans call for five Sapsans to be manu- maximum of 2,850 pounds. This trans- uContinued from preceding page performed 16 hover and low-speed factured this year, with a rate increase to lates into a useful load of “more than commercial version of the military flights, logging a total of five flight 40 per year in 2016. However, production 1,400 pounds.” The new tail rotor can Ka-60, the Ka-62 can accommodate 14 hours. The longest sortie was 430 nm, will start only if the company receives generate some 20 percent more thrust passengers or carry up to 5,500 pounds from Kazan to Moscow. enough orders. than the tail rotor on an S-333, improving as a sling load. Mtow stands at 14,300 The first prototype flew in 2003, The $1 million aircraft is aimed handling and controllability, despite the pounds, cruise speed at 146 knots and and involved Russian Helicopters sub- ­initially at markets such as Russia, CIS increased weight, according to Sikorsky. range at 415 nm. sidiaries Moscow Mil Helicopter Plant countries, Asia, Africa and Latin Amer- Once the S-434 is certified, Sikorsky will A company spokesman told AIN, and ; no updates ica, with entry into the EU and U.S. determine whether to continue production “There is no provision for certifica- have been provided since the helicop- ­markets beginning in 2016. of both the S-333 and its derivative. tion tests at the current stage of the ter first flew. Construction of the sec- ­program.” In fact, engine options are ond prototype­ has taken into account Sikorsky S-76D still being considered–Ardiden 3G, lessons learned from the first prototype’s Final assembly of the first production Having met its speed target of 250 NPO Saturn RD600V, Motor Sich TV3- 80 flights, according to a source at Rus- Sikorsky S-76D medium twin has begun ktas in September, Sikorsky continues to 117VMA and a Pratt & Whitney Can- sian Helicopters. The hydraulic and fuel in Coatesville, Pa. The first copy is sched- flight test the X2 compound demonstra- ada . The program is thus at systems have been upgraded and the uled to be delivered next year. tor at a slower pace. The helicopter fea- the “marketing analysis” stage. main rotor blades modified, resulting in In November, the program entered tures two contra-rotating coaxial main improved handling and stability, accord- the “certification flight status” stage. rotors and a pusher propeller. Russian Helicopters ing to the company. This is the final phase of testing, and the The X2 has not yet flown with the Kamov Ka-226T The Mi-38 is powered by two 2,500- company anticipates receiving full FAA full complement of hub fairings, which Since 2009, Russian Helicopters has shp Pratt & Whitney Canada PW127/ VFR/IFR sea-level certification by the are expected to provide an extra 15 to 20 been developing a new version of the TS engines; Klimov TV7-117Vs will be fourth quarter. Some options, including knots. When the program was launched Kamov Ka-226 light twin, powered by offered, too. The glass cockpit features the rotor ice protection system, will be in 2005, Sikorsky set 250 knots as the Turbomeca turboshafts (two Arrius Tranzas IBKV-38 avionics. Formerly certified later. Two prototypes are flying primary speed objective. The helicopter 2G1s) and thus dubbed the Ka-226T. involved in the program, Eurocopter at Sikorsky’s development flight center in has achieved that speed in level flight and Russian AP-29 certification of the heli- and avionics specialist Thales have since West Palm Beach, Fla., and a third was reached 260 knots in a shallow dive. copter, which features coaxial contra- walked away from it. The aircraft, pitched scheduled to join them early this year. Program officials are happy with the rotating rotors, is pegged for this year. at civil markets such as aerial work, exec- The S-76D program has encountered aircraft’s aerodynamic performance. Tests took place in Russia and India last utive transportation and offshore opera- repeated delays (in 2009, certification was Vibration, as hoped, is said to be simi- year. The defense ministry of India could tions, has seating capacity for 30. still planned for 2010); the company has lar to that of the Black Hawk military be the first customer. Operational range is specified as 480 not been specific about the root causes transport at its cruise speed of 140 knots. Mtow stands at 7,900 pounds and nm. Service ceiling is said to be 16,700 of the delays. The S-76D features a dual- Pilot workload is “on target” thanks to maximum payload at 2,200 pounds. feet. Maximum payload is estimated speed main rotor with a quiet mode, the fly-by­ -wire­ control system. Maximum speed is said to be 135 knots at 11,000 pounds (internal) or 15,400 Pratt & Whitney Canada’s new PW210S The first application for the com- and operational ceiling 23,000 feet. pounds (sling load). Cruise speed is turboshafts, a digital four-axis autopilot pound demonstrator will be military. expected to be close to 150 knots. and a Thales TopDeck avionics suite. Sikorsky announced in October that it Russian Helicopters Mil Mi-38 will build two prototypes, dubbed X2 Russian Helicopters announced in Russian Helicopters Sikorsky S-434 Raiders, for the U.S. Army to evalu- December that the second prototype of Mi-34S2 Sapsan Sikorsky has started certification test- ate the benefits of the technology in the Mi-38, a 34,400-pound-mtow twin, Russian Helicopters is working on a ing on the S-434 light single, an improved armed reconnaissance. The X2 Raider, had entered flight-test–an indication the turbine version of the Mi-34 light single, Schweizer 333. FAA certification of the slated to fly in 2014, will have a two- program is resuming after a hiatus of the Mi-34S2 Sapsan, but a source at the four-seat helicopter has been postponed pilot cockpit and space for armament several years. Production is now sched- company recently told AIN that the man- to December. Deliveries are scheduled to and auxiliary fuel or troops. The pro- uled to start in 2013. ufacturer is reconsidering this decision, begin next year. posed commercial helicopter model, In December, the second prototype as a piston option (Mi-34S1) has been The two aircraft allocated to the certi- to be developed from the X2 Raider, is proposed. The -S2, still officially in Rus- fication flight test program will undergo called the S-97. n Kamov Ka-62 sian Helicopters’ plans, is to be powered an estimated 75 to 100 hours of trials to by a Turbomeca Arrius 2F. The holding evaluate endurance, flight strain, flight company under which the Russian heli- handling qualities, performance, engine copter industry operates plans to apply installation and noise levels. Sikorsky for European and U.S. certification. had previously logged some 50 hours of Arsenyev Aviation Company Progress’s development flight testing with non-con- N.I. Sazykin factory will be responsible forming aircraft. for final assembly. The S-434 sports a four-blade main Sikorsky S-76D The Sapsan (Russian for peregrine rotor, a new tail-rotor blade design, a falcon) can seat a pilot and four passen- structurally enhanced , a gers. With the 504-shp Arrius 2F, maxi- new trim system and an improved Kaflex mum speed is anticipated to be 143 knots, driveshaft. The main rotor and its trans- cruise speed 120 knots and range 460 nm. mission come from the unmanned Fire Service ceiling should be 19,600 feet and Scout. The S-434 and the S-333 use the hover ceilings, in and out of ground effect, same Rolls-Royce 250-C20W turboshaft, 12,800 feet and 14,300 feet respectively. which provides 320 shp. Sikorsky S-434 Mtow is said to be 3,200 pounds. Kamov Ka-226T

Mil Mi-38 Mi-34S2 Sapsan Sikorsky X2

46aaAviation International News • February 2011 • www.ainonline.com