On the Record with
TOMMY THOMASON, VICE PRESIDENT OF CIVIL PROGRAMS, SIKORSKY AIRCRAFT

Sikorsky Sees a Jet Boom Trickle-Down

"The poor quality of airline travel has been very good for executive jet service providers," says Sikorsky Aircraft civil programs VP Tommy Thomason. That's good news for helicopters too, he says: as more and more executives are disgusted by declining airline service, and access to airports like La Guardia becomes more difficult, flyers turn to smaller fields, where helicopters are poised to play an increasing role.

Sikorsky will be ready. The Connecticut company's S-92, Thomason says, "sets a new standard in helicopter executive transport."

But the S-92 is more than that. Coupled with height- ened services efforts at Sikorsky, including the appointment of former Helicopter Support, Inc. chief Dave Adler as Sikorsky worldwide customer support VP (Sikorsky acquired HSI in 1998), the new aircraft is paving the way for the United Technologies helicopter subsidiary to prosper in the 21st Century.

A seven-foot S-92 cabin section has recently been constructed to show the possibilities. It's got four "captain" type chairs, designed to stress the executive appeal of a helicopter with a 20-foot, stand-up cabin.

Expected to sell even better is the 19-seat S-92. "This is the ideal 19-passenger airliner for feeder service and some direct point-to-point routes," Thomason says. He sees a significant market, particularly in the congested Northeast, for executive flyers who now spend as much time getting to the nearest airport as they do in actual air travel time.

"These benefits are resistant to downward changes in economic conditions," he asserts.

Sikorsky is well into the flight test program for the S-92, having logged upwards of 700 hours in support of modified fuselage and tail, and open-architecture Rockwell Collins avionics package.

The company expects FAA certification of the19-passenger S-92 at the end of 2002, with deliveries of the $15.5 million ($16 million and up when outfitted for VIPs) rotorcraft to start shortly thereafter.

The S-92 has twin General Electric CT7-8 turboshaft engines each developing 2,500 shp at takeoff. It'll have a range of 400 nautical miles. Maximum cruise speed is upwards of 150 knots. Structural mods from earlier designs included lengthening the forward cabin by 14 inches to allow for the bigger (50-inch) door sought by SAR operators, and compensating changes to the tail assembly (including relocation of the tail rotor to the starboard side).

Flight tests have validated performance and range predictions, Sikorsky says. S-92 noise levels are "better than certification requirements." The changes have resulted in improved hover characteristics, too, for the helicopter.

A Goodrich health and usage monitoring system will be standard on the S-92. The Goodrich HUMS is expected to help keep direct maintenance costs to less than $900 per hour.

An international team is building the S-92.

-Rich Piellisch

Pilot Report

Our Pilot Takes Sikorsky S-76C+ Helicopter Through Its Paces

The S-76C+ combines the power of the B model with the economy of the A. Twin Turbomeca Arriel 2S1 engines rated at 889 shp for two minutes are digitally controlled (DECU) but not FADEC, thereby offering more options in the event of engine or control system failure. There is provision for the protection of engines in normal twin- or single-engine operation.

In addition, there is provision for training through the use of training WAT limits and torque and N1 trimmers. The IIDS automatically logs engine cycles and exceedences.

Access to the cockpit is easy. There is ample adjustment for seat and pedals and the cockpit is a clean EFIS dual IFR installation. Cockpit checks are very comprehensive with BITE and test switches for most systems, and the start routine is methodical.

Start-up using the DECU is slightly more complex than with FADEC, but still easy. Takeoff and hover are conventional and there is ample out-of-wind control margin. The twin-channel Sperry 7600 digital autopilot provides good stabilization and coupled guidance functions.

Handling around the flight envelope is good and the twin bifilar vibration dampers do a good job at all speeds. For VVIP work a noise-cancelling cocoon can be installed to reduce cabin noise to widebody levels.

Where this helicopter really impresses is in helipad performance. There are few helicopters with such good engine performance versus payload. The logic employed in protecting engines from exceedences whilst at the same time making power reserves intuitively available may seem complex at first. It works well in practice and has been well thought out and implemented. What is more, the D model is now due with a new and improved engine.

-Rory Cowan