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Aviation History
2000
2000 - 0134.PDF
CIVIL ROTORCRAFT DIRECTOR* Creatively buoyant The USA, Russia and the rest of Europe have seen plenty of civil helicopter product developments in the past 12 months PAUL LEWIS/WASHINGTON DC DATA COMPILED BY AIR TRANSPORT INTELLIGENCE THE CIVIL helicopter industry remained creatively buoyant last year, with the launch and certification of new US and European developments and a continuing proliferation of Russian designs. Less visible is a much needed effort to roll back the infrastruc- tural and airspace restrictions that have tethered rotary-wing operator growth. Transport Canada signed off on type certifi cation of die Bell 42 7 late in the year after almost 12 months of delay. Part of the problem has been attributed to required safety modifications to the Bell 407's similarly designed tailrotor. Attention now turns to the US Federal Aviation Administration for approval of the seven-seat light twin. Production of the MD Explorer has begun to pick up again following an interruption earlier in die year as the result of the transfer of cabin assembly production from Hawker de Havilland of Australia to Tusas Aerospace Industries of Turkey. The eight-seat machine was given an end-of- year boost with European Joint Aviation Authorities (JAA) recommending Category A Kamov's civil Ka-32A is used in search and rescue and utility roles single pilot instrument flight rules certification. Eurocopter efforts are focused on continuing to ramp up production of the EC 15 5 B develop ment of the AS365, followingJAA certification at the end of 1998. Eurocopter and Kawasaki, meanwhile, have still to lift the veil of secrecy surrounding the follow-on EC145 develop ment to the 10-seat BK117. The twin Turbomeca Arriel 1E2-powered machine was believed to have flown in mid-1999, while the Japanese-designated BK117C2 version was due to fly in December. ANSAT MAIDEN FLIGHT Last year also witnessed the maiden flight of the Kazan Ansat, a 3t-class helicopter which the Russian manufacturer hopes will compete against the BK117. The nine-seat helicopter is powered by two Pratt & Whitney PK206C turboshafts and will be aggressively priced at $3.3 million. Certification is targeted for 2001. In a low-key move, Sikorsky has given the green light to begin production of die 19-seat S-92 Helibus from 2002. The decision appears to owe more to strategic timing, with a number of critical programme selections due to be made shortly, rather than reflecting a launch order in hand for the new large-size helicopter. Meanwhile, Bell/Agusta has its first order for the new medium-size AB139 helicopter, unveiled at last year's Paris air show. Bristow Helicopters has ordered two of the 12-15-seat machines, with first deliveries set for 2002. The twin P&WC PT6C-67C-powered machine will be built in Italy and the USA, with sales of more than 900 projected over the next 20 years. EH Industries is also pursuing Bristow for a launch order for its 30-seat I Ieliliner commuter version of the large three-engine EI 1101 heli copter now entering military service in the UK and Italy. The Kazan and Eurocopter joint ven ture Euromil, meanwhile, has launched devel opment of a 21.5t rival to the EH 101 in the shape of the Mi-3 8. The latest schedule calls for production to start from 2003, aimed primarily at the Mi-8/17 replacement market. The concept of a civil tiltrotor looks set to become a reality this year with the first flight of the Bell/Agusta BA609. The nine-seat develop ment has spurred the Eurocopter-led Eurotilt consortium into action, with a request to the European Commission to fund research of a 19- seat lOt-size tiltrotor. The Agusta-led ERICA team seeks support from the same pool of funding for a second gen eration 2 0-seat tiltwing. • 52 FLIGHT INTERNATIONAL 17 - 24 January 2000
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