February 1, 2001
Cover Story: Flying the Friendly Giant
As Sikorsky faces growing competition around the world, the company has a lot riding on its S-92A helicopter. We asked an old pro to take this new aircraft for a spin.
by Ron Bower, Reporting from
I RECENTLY FLEW A SIKORSKY S-92A for 1.7 hours at Sikorsky’s
You know you’re on a large, strong helicopter when there’s non-skid wing-walk material on the top of the tail boom. The engineers put it there to allow a person to walk down the tail boom to reach the vertical tail fin for preflight or maintenance.
That said, the S-92 is no lumbering behemoth. During my stint at the controls, I found the aircraft to be as nimble and agile as a much smaller, high-performance helicopter. To me, the S-92 seemed like a friendly giant.
The flight was everything that I expected—and more. I came away greatly impressed by the forethought put into the design of the S-92. This careful work has been underway at Sikorsky for nearly 10 years, so rest assured, the S-92 is no "rush-to-market" helicopter.
In this pilot report, I will describe the details of my S-92 flight. In addition, I will provide a glimpse of the process that a major airframe manufacturer such as Sikorsky undertakes to get a new helicopter certified and to make it commercially viable.
A tough neighborhood
You don’t have to be Alan Greenspan to understand the unforgiving economics of the helicopter market. As with most product markets, the helicopter market can be envisioned as a pyramid that’s broad at the base and steadily narrows as you move higher up in performance, capability and price.
At the pyramid’s broad base you will find lower performance, lower prices and higher volumes. At the base, there are many more potential customers that can "afford" to buy. As you move up the pyramid, the potential for unit sales volume shrinks as the unit price increases. That’s why, when it comes to selling large helicopters, airframe manufacturers find themselves in a much tougher neighborhood. Competitors usually can identify the same potential customers, and they all go after them vigorously.
The S-92’s price tag is $15 million, plus options. In this multi-million dollar price range, "walk-ins" seldom happen. Yet, this rarified atmosphere of lower unit sales volumes and higher price tags has been Sikorsky’s market niche for a half century.
Rather than specializing in large helicopters, most manufacturers offer a wider vertical range of product sizes and prices, and many even seem more comfortable at the lower elevations.
But through the years, Sikorsky has focused its design and production expertise on the mission requirements of medium to large helicopters, yielding sustained success with market-pleasing aircraft.
The pyramid market concept applies both to military and commercial helicopters. Historically, the military’s mission requirements have ratcheted up the specification standards for the design of tougher, heavier-payload helicopters that need to carry more troops and equipment farther and faster in harsh operating environments. Sikorsky has been a standard-setter for five decades in this highly competitive military arena.
During the last century, military aircraft development for airplanes and helicopters has, to a large degree, underwritten and financed commercial aviation growth. The government has absorbed through contracts much of the necessary R&D costs of emerging technologies. This usually was necessary since manufacturers lacked available risk capital.
When put into service, military aircraft prove that design concepts work in the field. This "military-first" process typically has paved the way for derivative and follow-on commercial products.
Most military helicopter pilots in the
My first flight in a Sikorsky helicopter was in 1964 in the U.S. Army’s
flight school at
Since my own Army flying experience predates the UH-60 Black Hawk, I had little previous exposure to the H-60 family prior to flying the S-92. Sikorsky’s design and production methods give strength, toughness, and crashworthiness to the Hawks. Now, after flying the S-92, I have an even better understanding of the company’s excellent reputation.
Airframe legacies
In my mind, an S-92 was a much larger aircraft than a UH-60 Black Hawk. That erroneous perception comes from the squatty "under-the-rolling-pin" body shape of the Black Hawk (made that way to meet the military’s specification to fit into C-130 Hercules transports). Assault troops didn’t get the option of a comfortable stand-up cabin. To my surprise, the maximum gross takeoff weight of a Black Hawk is only about 12% less than that of an S-92.
Sikorsky H-60 Hawks have accumulated well over 4 million flight hours, and I was pleased to find that many Black Hawk components and concepts are incorporated into the S-92, particularly the most critical areas of the engine, drivetrain, and main and tail rotor systems. The results of using this proven technology will be that the S-92 will have higher mission dispatch readiness and improved safety for operators, and far fewer "teething pains" than are normally associated with start-from-scratch designs.
In today’s commercial market, Sikorsky’s starter helicopter is the $7 million S-76C+. As with Gulfstream’s high-end G-series executive airplanes, the S-76 has been the executive helicopter standard for 25 years, with a fleet of more than 500 units worldwide. Many S-76s serve rugged offshore oil markets throughout the world—a testament to its durability.
Since its certification in 1961, the venerable Sikorsky S-61, a civil derivative of the Navy’s H-3 Sea King, has enjoyed a similar long-standing reputation in the medium to large civil offshore market. Many in the S-61 fleet have now accumulated more than 30,000 flight hours during the past 40 years in day-in, day-out service in the harshest environments.
In this era of reduced military spending, Sikorsky is homing in on several important segments of the civil market with the S-92. Make no mistake: The stakes are very high in the medium-to-large helicopter business. Capital investments for design, tooling, and certification costs must be spread over fewer units. With lower sales volumes, the swing difference between a good and bad year may be just a couple of units.
Every sale is critical, so the fundamental business philosophy has to be "get it right the first time." That approach is ingrained among Sikorsky’s employees, and it shows in the S-92.
While I had seen mock-ups of the S-92 at trade shows, my first exposure to a
flying S-92 was in February 2000, about nine months prior to my recent flight.
While I was at Sikorsky’s
After the briefing, I observed an S-92 test flight from Sikorsky’s telemetry
monitoring center, where I felt like I was watching a space shuttle launch from
NASA’s
Communication among the team, including the flight crew, was very active. A powerful telephoto television camera tracked the aircraft (reminiscent of how we have all watched Space Shuttle launches). The maneuvers were recorded while we observed the helicopter’s flight on a large-screen monitor.
An S-76 chase aircraft also was observing the S-92 up close. A pre-determined test flight script was being closely followed. Retakes of maneuvers could be communicated to the flight crew to ensure correct and accurate measurement of the intended readouts in various maneuvers, speeds and power settings.
The flight
Before we took to the air, about 10 Sikorsky technicians conducted a standard preflight meeting to review the aircraft status and control plan for our flight. A checklist was used in the meeting to determine that all activities, including fueling, weight and balance, maintenance, communication, and even crash-rescue, were in order.
My host pilot was Sikorsky Chief Test Pilot Bob Spaulding. Bob is extremely knowledgeable about the aircraft and its systems. In our preflight atop the S-92, Bob repeatedly showed me the UH-60 Black Hawk components and concepts incorporated into the S-92. That was encouraging to me, considering that the aircraft had an "EXPERIMENTAL" label on its fuselage.
The only noticeable difference on the top deck is that the redundant hydraulic systems are vertical on the S-92, while they lay horizontally on the Black Hawk. The horizontal orientation gives the Black Hawk its lower profile.
As big as the fuselage is, I was impressed with the ease of access to the top deck components. Ample handholds and large foot platforms make preflight and maintenance safer. The cowlings are sturdy, but easy to slide open, and designed to stay secure even in high winds.
Our helicopter, N292SA (S/N 002), is the highest-time S-92, with just 209.1 flight hours. Its first flight was in December 1998. Ship 003 is the other flying development, certification, and testing aircraft, with ships 004 and 005 now on the production line. Ship 001 was used for ground test only.
Stem to stern, the S-92 is 68.5 feet long, and stands nearly 18 feet high. The diameter of the four-blade rotor is just over 56 feet. The main rotor blades can be folded to allow conservation of hangar and deck space.
Our takeoff weight was calculated at 25,285 pounds, just short of the planned maximum gross weight of 25,500 pounds. During the flight test program, to get the desired weights and CG for various configurations, metal plates are bolted to the floor at specific stations. We had 3,000 pounds (441 gallons) of fuel on board and a typical CG. Bob and I were the only personnel on board.
Maximum standard fuel for the S-92 is 700 gallons, all held in exterior sponsons, which were separated from the cabin along both sides of the fuselage. These external tanks are part of the crash-resistant design built into the S-92. The tanks have self-sealing breakaway valves, which are understandably deemed safer than the under-the-cabin fuel tanks that are common on most large helicopters.
For long-range missions, external pylon mounted tanks or removable internal tanks are available options for an auxiliary fuel system. One such demonstrated long-range mission for an international customer included a non-stop flight of more than 800 nautical miles. The S-92 has been ground tested and flown at weights over 30,000 pounds.
Smooth and comfortable
The S-92 can carry 19 passengers 400 nm at a best-range cruise speed of 136 knots and still have a JAR-mandated fuel reserve of 30 minutes plus 10%. The max cruise speed is 151 knots. During the flight, we had no difficulty reaching max cruise speed.
The 20-foot-long cabin is an unobstructed six-foot-high and six-foot-wide box structure that allows a wide range of flexible configurations. Several of the utility configurations offer quick changes from passenger to cargo roles. The S-92 has a functional aft loading ramp that allows for quick loading of LD3 containerized cargo, pallets, and other large items. Floor and ramp-roller systems and a forward in-cabin electric winch at the base of the pilots’ console make ramp loading possible with a minimal cabin crew.
The ramp also allows the aft area of the fuselage to be used as a large (140 cubic feet), easy-access baggage compartment. A large horizontally hinged door is above the ramp, and is easily opened by one person with the ramp up or down. The helicopter will be certified to fly with the ramp up or down, depending on the mission.
The S-92 is powered by a pair of FADEC-controlled General Electric CT7-8 engines capable of producing 2,500 shaft horsepower each at takeoff power and a max continuous limit of more than 2,000 shp. Having powerful engines allows the S-92 to meet Category A standards. Category A helicopters must be able to lose an engine at the most critical phase of takeoff or landing and still be able to land safely using only one engine. The S-92 can perform a Cat A takeoff vertically, rather than the less comfortable "backward takeoff" required in some less-powerful Category A helicopters.
After a short period of hover work, Bob demonstrated sideward flight to 35 knots down the runway centerline while the telemetry center called out our groundspeed over the radio.
I was amazed at the excellent pilot visibility in the S-92. The instrument panel is smaller than expected due to the use of real-estate saving, multifunction displays. In addition, the top of the instrument panel slopes downward, allowing excellent downward visibility during landing.
We then took off to run through airwork and maneuvers. The ride in the S-92 was amazingly smooth. Control response was rapid and predictable. Operation with one engine inoperative (OEI) was relaxed, and procedures were not overly complex. We also demonstrated and practiced other common emergency procedures.
I performed confined-area approaches and off-field landings very comfortably. We returned to the airfield and did some power recovery autorotations, which were comfortable, with rates of descent comparable to light twin helicopters.
In preparation for a night shipboard landing test, Bob took me to a simulated frigate’s aft deck landing area located directly behind a small building, where we shot two approaches. Bob had done that many times before in his former life as a Navy helicopter pilot. There wasn’t a lot of room to spare, and I was glad the concrete deck wasn’t pitching and rolling.
We then returned to the airfield. In a very short time, I was confident in the cockpit of the S-92. Landing, taxiing, shutdown, and postflight were normal.
Another gathering of the 10 technicians was assembled for the postflight debriefing. No discrepancies or abnormalities were noted on the flight.
Off the shelf
The S-92 is not being built under any military contract or government subsidy, but it’s designed to be used by military and civil government entities as an off-the-shelf acquisition alternative. Off-the-shelf acquisition approaches are far less costly than custom designed development, a big plus under the tight military budgets of these post-Cold War times.
Because much of the cost of military helicopters derives from special avionics and electronics packages, Sikorsky’s decision to include both ARINC-429 and MIL-STD 1553 data bus compatibility makes it easy to integrate military avionics into the S-92, further encouraging its consideration as an off-the-shelf acquisition.
In a military configuration as a troop carrier, 22 combat troops can be carried for assaults or para-dropping using the aft ramp. Even the troop seats are crashworthy in design.
Other possible government uses include maritime patrol; anti-submarine
warfare (ASW); search and rescue (SAR); and emergency medical services (
The sliding door allows for easier loading of Stokes baskets from an above-the-door hoist for rescue operations (rated for 600 pounds at 250 feet per minute). The cargo hook on the S-92 will lift external loads up to 10,000 pounds.
While aerial refueling isn’t a standard requirement, Sikorsky’s experience and know-how gained with the CH-53 Stallions and H-60 Hawks can be transferred easily.
The dual purpose of the S-92’s civil and military designs has made the
helicopter a shortlist finalist in the Nordic Standard Helicopter Program
(NSHP). That RFP calls for 73 helicopters delivered to
Another partnering for a military bid pairs Sikorsky with Bombardier
Aerospace Defense Services,
Targeting offshore
The largest commercial market segment opportunity for the S-92 is offshore
support. Indeed, Cougar Helicopter,
The offshore helicopter market is the largest single civil market segment, in terms of numbers of aircraft and hours flown. Offshore operators typically have aging fleets of old-technology helicopters. Moreover, these operators usually own the helicopters for decades.
Sikorsky’s approach with the S-92 is to offer new, safer technologies aimed at drastically reducing direct operating costs. For example, Sikorsky estimates that the S-92 requires 80% less scheduled maintenance than the older stalwart of offshore transportation, the S-61.
Other estimates show a $400 per flight hour savings in direct maintenance costs compared with competitive aircraft in the same class. These savings are from approaches that included Fatigue Tolerant Design, more on-condition components, and a simplified and flexible inspection program.
The main transmission is the only component that requires overhaul, at 6,000 hours. The rest of the components require only on-condition maintenance. There are only two components on the S-92 that have retirement lives of fewer than 10 years or 12,000 hours.
During a previous visit to Sikorsky’s plant in
These new maintenance-saving designs and technologies pay off best in high flight time fleets that hold aircraft for long periods, which exactly characterizes the offshore market. The long ownership periods make long-term financing of capital acquisition costs a good business proposition for operators that want to offer superior service while staying competitive.
Safety considerations abound in the S-92. All seats are energy absorbing. Not including the ramp, there are four oversized emergency exits in the cabin (one door and three window ports), and the remaining 10 cabin windows are the push-out types, providing a path of egress for each row of passengers in airline configuration.
The S-92 will be the first helicopter fully certified under the
"harmonized" FAA-JAA Part 29 requirements. In addition, Transport
To cope with often harsh offshore operations, emergency flotation that meets Sea State 5 conditions is available. De-icing options are planned, and two electrically or manually deployable 14-person life rafts are stowed in the forward portion of each external sponson.
In addition to the offshore market, the high-end market looks promising for the S-92 as well. Helicopter airlines are making a long-awaited resurgence. There are now six such operations using Sikorsky S-76s to carry fare-paying passengers. Several of these already have ordered the S-92, including Helijet Airways of Vancouver, British Columbia, and Copterline of Finland.
Tommy Thomason, Sikorsky’s vice president of civil programs, expresses confidence that the S-92 will find widespread acceptance among executives, VIPs and heads of state. Since most current helicopters in posh executive configurations usually only seat four or five in comfort, the S-92 can easily double or triple the typical executive-carrying capability.
The aircraft boasts a stand-up cabin measuring 20 feet in length. Such a large cabin area can be appointed with tables, couches and swivel chairs. Even restrooms and galleys are available. Certainly, the unexpected sales success of the Boeing Business Jet, the converted B-737 airliner for executives, has broadened the marketing horizons for all types of large aircraft used for VIP transport.
Vigorous development
Sikorsky’s vigorous development and testing process has incorporated several beneficial changes into the S-92. These improvements include:
These improvements will be included in initial customer deliveries, now scheduled for late 2002.
In the S-92, Sikorsky has a product that can strongly compete in the medium to large helicopter classes, for civil and military markets. Sikorsky’s well-respected product support system is sure to bolster worldwide sales of this versatile helicopter even more.
The big helicopter marketplace is Sikorsky’s forte, and with good reason. It’s a tough neighborhood, but this company dominates it.
Ron Bower is a contributing editor and columnist at Rotor & Wing.
Ron started flying in 1962 and has more than 8,000 hours of incident-free
flying. He flew Hueys in