FLUG REVUE April 2005: Heli-Expo 2005 features new models

April 2005

HELI-EXPO 2005: NEW MODELS FROM BELL AND SIKORSKY

By Karl Schwarz

Apart from its lead position with regard to customer satisfaction over maintenance and spare parts provision, Bell has had little to celebrate in the civil area in recent years. But it now has hopes of a return to better times: the Model 429 was unveiled with the usual pomp and ceremony at Heli Expo in mid-February in Anaheim, California. CEO Michael Redenbaugh spoke enthusiastically of “the new standard in the segment of light twin-engined helicopters” and of the customer-centred corporate culture. In fact the company decided in the course of last year to offer not the 427i announced at Heli Expo 2004 but instead a significantly more radical derivative of the moderately successful 427.

Bell Model 429

The 429 GlobalRanger now offers all the elements which rivals like the Eurocopter EC 135 and MD Explorer have featured for years:

A spacious, open cabin with a flat floor throughout, large doors and provision for through loading from the rear. At 6.23m3, the volume is 70 percent larger than on the 427 and, in the air rescue version, it is flexible as to equipment, allowing two stretchers to be carried side-by-side. By comparison, the EC 135 offers 5.9m3.
A modern, integrated avionics system for instrument flight operation by a single pilot, who is supported by a three-axis autopilot. The cockpit is equipped with two large colour displays.
An improved rotor with variable rotational speed for higher cruise speeds (264km/h) and hover ceiling out of ground effect (2,835m). On top of this is a four-blade X-shaped tail rotor for noise reduction.

Clearly this is a winning package, as 110 orders have already been received, including 15 from launch customer Air Methods. Everyone who originally ordered the 427i has upgraded to the new model – despite its higher price tag of $3.95 million.

According to Bell, the 429 will commence flight testing at the beginning of 2006 and should be ready for delivery in the first half of 2007. Like its other civil models, the helicopter will be assembled in Canada. Bell's partners on the programme are Korea Aerospace Industries, which is developing the fuselage and fuel system, and Mitsui Bussan Aerospace in Japan.

According to CEO Redenbaugh, the 429 is the first helicopter to benefit from elements of Bell's MAPL technology programme, which should lead to a new product family towards the end of the decade. However, the company was reticent about disclosing any details. Instead, it focused on further improvements to existing products, such as integration of the Honeywell HTS900 engine into the 407X.

With 925shp (690kW), it offers almost 15 percent more take-off power than the previously installed Rolls-Royce 250-C47B, thus significantly improving the scope for deployment at high temperatures and altitudes. For Honeywell, Bell's selection of its engine signifies a kind of comeback after the problems with the LTS101 – on which the HTS900 is based, albeit with some significantly modified components. Features meriting a special mention include the new centrifugal compressor, the cooled gas generator turbine and the two-channel full-authority digital engine control (FADEC) system. According to Bell, installation of the HTS900 should be certificated by the end of 2006. A retrofit kit will probably be offered as well.

Meanwhile, Bell expects the civil version of the 210, an upgraded UH-1H which is to be offered for the US Army's Light Utility Helicopter competition, to be certificated in March. For the US Army's Armed Reconnaissance Helicopter (ARH) competition, Bell is offering a version of the 407.

Here it will be competing with a Mission-Enhanced Little Bird (MELB) from Boeing, in other words, a derivative of the MD500 equipped with military systems that is to be built by MD Helicopters in Mesa, Arizona. The latter company, which now belongs to the Dutch RDM Group, has been teetering on the verge of insolvency for months and was finally able to relax somewhat on the Saturday before Heli Expo, when Boeing promised it some financial support (in the form of debt remission). However, additional investors are still needed to restore MD Helicopters to its feet. Here the company is looking to China, following the abandonment of ongoing discussions with Sikorsky regarding a take-over.

Evidently they are feeling quite choosy in Stratford – despite having shown their desire to expand with the purchase of Schweizer last year and also appearing at Heli Expo to be very pleased with their new acquisition. Otherwise, Sikorsky tried to forget its defeat in the Presidential helicopter competition as fast as possible. The headlines belonged to the S-76, which was very successful in 2004, notching up 29 orders. Two-thirds of these were in the offshore market.

Now that it has solid backing, after many years' of announcements Sikorsky has finally decided to go ahead with the S-76C++, deliveries of which are set to commence in November 2005. This will be fitted with Turbomeca Arriel 2S2 engines with five percent more power, allowing up to 205kg of extra payload to be carried at high temperatures. Also new are an improved VIP configuration, a HUMS and a “quiet zone” transmission with lower noise emissions (down by 4dBA in the cabin). The price remains unchanged.

From mid-2008 the S-76D should then be available as a replacement. The engine selected for this is the PW210S from Pratt & Whitney Canada, a new development which combines elements of the PW200/PW600 and PT6 series and generates 1000shp (455kW). This will boost significantly the S-76D's power reserves at high temperatures (+ 450kg take-off weight). New rotor blades made of composite materials that draw on technologies used in the Comanche programme will also contribute to the improved performance. A new tail rotor will reduce the noise on take-off by 2dBA. Other features include a system for flight under known icing conditions and a new cockpit.

As far as the S-92 is concerned, PHI commenced a regular service to oil platforms in the Gulf of Mexico at the start of February. Norsk Helikopter is expected to follow suit at the end of February, once the first machine has arrived in Bergen.

This time AgustaWestland and Eurocopter had no news of their own to compete with the product announcements from the American companies. However, Eurocopter CEO Fabrice Bregier was able to look back on a successful 2004 with a sharp rise in sales (from Euro 2.61 billion to Euro 2.78 billion) and 332 orders. In the civil turbine helicopter market, Eurocopter is the clear Number One, with a 52 percent market share.

The company is planning to close up a serious gap in the model programme between the EC 155 and the EC 225 by collaborating with the Chinese. The “EC 175” should have a take-off weight of between 6.5 and 8 tonnes, making it a competitor of the AB139, which has proved a great success with over 100 sales to date.

AgustaWestland was able to announce the biggest order yet for its six-tonne model at Heli Expo. Seacor Holding (Era Helicopters) signed a deal for 20 AB139's, deliveries of which are set to commence at the end of the year. Following FAA certification on 20 December, Evergreen Helicopters has taken delivery of the first machine in the USA. Bell is to open a second final assembly line in Amarillo (Texas) in the second quarter.

Even if the AB139 sales figures are extremely gratifying, they pale against the delivery record of Robinson, which built no fewer than 690 piston-engined helicopters in 2004. Here the cheap dollar and the availability of the improved Raven II played a critical role. As usual, company founder Frank Robinson was evasive in response to the pressure for a larger model. It will come, but not overnight.

Apart from the big manufacturers, as usual all the relevant suppliers were to be seen at Heli-Expo. One focal point this time was equipment for deployment as a water bomber in fighting forest fires. In this area there are hopes of landing an order from the US forestry authorities, after a majority of the ancient fixed-wing aircraft used up to now have had to be grounded. For example, Erickson has equipped its S-64 Airtanker with a 10,000 litre tank, Carson is offering a 3,700 litre tank for the S-61, and the Fire-Max tank for the Kaman K-Max now holds 2,650 litres. Isolair and other companies are offering 1,225 litre capacity tanks for the Bell Huey series as well.

From page 38 of FLUG REVUE 4/2005

Last updated 15 March 2005

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