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Aviation History
1998
1998 - 0110.PDF
HELICOPTERS Four large-format liquid-crystal displays are standard, with a fifth available as an option to those in the H-60, but the tail rotor is new. The blades are attached to a bearingless com- posite-flexbeam hub and are individually removable. The tail rotor is "birdstrike-toler- ant" for the first time, Kelly says. Bodi versions share die same cockpit, with liq uid-crystal displays (LCDs) supplied by Lock- heedMartin Sanders. Four 150 x 200mm displays are standard, with an optional fifth, central, LCD. Kelly says that the "unique" symbology includes a display of engine ratings. A collective-lever symbol fills like a thermometer as the 2min sin gle-engine power rating is used up. The core avionics suite common to both ver sions is based on commercial ARIXC 429-stan- dard equipment. The utility S-92 also has a 1553 databus, allowing sensors and other mis sion equipment to be added. Use of both the ARINC and 1553 databases provides an "open architecture" for installation of a mix of com mercial and military systems, Kelly says. Avionics are mounted in racks behind the cock pit, and wiring runs over frames and along troughs in the cabin floor for easy access. AUTOMATIC HOVERING Hamilton Standard supplies the dual digital automatic flight-control system (AFCS). This provides stabilisation and autopilot functions, including automatic approach toahover. Solid- niRa:vraraiWui>M]:i-- Length overall 20.85m Main-rotor diameter 17.71m Height overall 6.45m Powerplant 2 x General Electric CT7-6D Fuselage length 17.32m Power (each, continuous) l,081kW Cabin length Cabin width (maximum) 5.66m Maximum take-off weight (external load) 2.01m Maximum take-off weight (internal load) 12.020kg 10.931kg state rate sensors are used which have a mean time between failures of 50,000h, Kelly says. HamStan also provides the aircraft-system computer, which drives the displays, and the active noise- and vibration-control systems. These units, and the AFCS, use the same fami ly of HamStan computers, he says. Sikorsky plans to install active vibration-con trol as standard, but active noise-control will be an option, possibly only for VIP aircraft. An option Kelly hopes diat most customers will pick is the health- and usage-monitoring system (HUMS). This equipment is under development by BF- Goodrich for die S-92, and the smaller S-76, to monitor operational and structural usage so that the HUMS can tell operators when to remove components, radier than replacing them at hard time limits. DESIGN COMBINATIONS The S-92 s basic design reflects a combination of requirements from the two market segments. These include Category A vertical-take-off per formance - the ability to continue with a take off after the loss of an engine - and crashworthy design of the fuel system, landing gear and seats. Designing the aircraft to meet the safety requirements of North Sea operators led to the installation of four large cabin exits, plus pop- out windows. Flotation gear provided by the UK's FPT Industries will keep the aircraft upright for lOmin and consists of floats either side of the nose and under the ramp, which deploy auto matically on immersion. Externally mounted RFD Aviation liferafts deploy from the front of each sponson, and work either way up. Kelly says that the S-92 programme is still on the schedule laid out at the launch. The first of five prototypes, the ground-test vehicle (GTV), is expected to be delivered to Sikorsky's West Palm Beach, Florida, flight-test centre in March. The second prototype will be the first flight-test aircraft, widi the first flight planned for September, at West Palm Beach. The GTV and first flight-test aircraft will be powered by CT7-6Ds, as GE is still developing an improved compressor for die CT7-8. The first S-92 to be powered by the -8 will be the sec ond flying prototype. The CT7-8 is the first member of die T700 turboshaft family to have dual-channel full-authority digital engine-con trol , which is supplied by Hamilton Standard. A l,600h flight-test programme is planned with four aircraft, all in the core "North Sea oil- market" civil configuration. This is expected to lead to basic US and European type-cer tification in the third quarter of 2000. Sikorsky and its partners have not yet taken the decision to launch production of die S-92. That is due after the first flight, but could be brought forward if Sikorsky bows to increasing pressure from potential customers to commit to production Flight International, 7-13 January, P6). A decision early in 1998 would allow S-92 deliveries to begin in 2001, says Kelly. • 56 FLIGHT INTERNATIONAL 14 - 20 January 1998
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