Do we really have to start the 92 vs 225 war again - I thought that had been done to death.
Oh, alright then....
I know that the heavier Bristow EC225 has an empty weight of 14112 lbs (6401 kg). That is including the 3rd generator, the 2 dinghys, floats, the "85dB trim", 4 landing lights, adelt, unusable fuel, documents, wingmirrors etc AND the crashworthy stroking seats and strengthened floor. I'll say that again because Nick has his hearing aid turned down again...IT INCLUDES THE CRASHWORTHY SEATS/FLOOR.
Add 2 pilots and you get 14506 lbs (6580kg). Gross weight is 24250 lbs (11000kg). So disposable is 9744 lbs (4420 kg). Full fuel is about 5050 lbs (2290kg) leaving a full fuel payload of 4694 lbs.
That is of course for the crew change configuration. How it would pan out in the SAR configuration I don't know. I would imagine that the extra weight of FLIR and hoists would be partially offset by taking out the seats, but it would still be heavier. The real extra weight comes from all the cabin equipment - endless medical stuff, throw-out dinghy etc but that is impossible to work out as it would depend on what the operator wishes to carry.
I know that the 92s delivered to Norsk ended up quite a bit heavier than expected. I don't know much about it but I understand that quite a bit of stuff that was expected to be standard turned out to be optional extras. Sea state 6 flotation is one that springs to mind and I think there was something about crashworthy floor which is surprising considering Nick's previous rants on the subject.
Perhaps someone from Norsk or CHC HS can enlighten us with actual figures?
Anyway I understand that, whilst we originally thought that the 92 would have the edge on payload, in fact the 225 crept ahead in the end. But of course both aircraft can take 19 pax, bags and full fuel so its a bit academic.
If you compare the RFMs (the one for the 225 I can confirm as being surprisingly accurate!) the 225 has marginally better specific fuel consumption at the faster cruise speeds, but again there is little in it. Both aircraft do a lot better at high altitude - not much use for SAR!
The story about engine variants for the 92 has changed so often that I have lost track as to what engines might be available in the future, but I know that the OEI OGE hover performance with the current engines is disappointing (though of course a lot better than the S61!). At low temperatures there is not a huge amount in it, but by +30 deg C the 225 is about 1200lbs - 1500lbs ahead (92 limits OEI on TOT from about 0 deg upwards, whereas the 225 doesn't)
But in fact both the aircraft are adequate in all the parameters I have mentioned so far. If one is 5% better or worse than the other, does it really matter for SAR?
Surely the other aspects are more important? The 92 has a clear advantage for the rear crew in terms of cabin height (about the only time its of any use, as in crew change config the pax are hopefully sitting down). But the door arrangement for SAR looks Micky Mouse. And not sure how much the sponsons will get in the way with stretchers etc?
I have tried the auto-hover on the 225. It is great with or without doppler (no more calm sea problems!). When I flew the 92 its autopilot did not seem to have autohover, and its upper modes seemed very poor compared to the 225 - but that was a couple of years ago and it might have improved since then.
Like everything, they will be as good as their weakest element, and until experience is gained in the SAR role, who knows what that will be?
Regarding the contract, as far as I am aware Bristow did not bid the 225. It was only a 5 year fill-in contract until the harmonisation thing, and I guess that didn't seem to justify the switch to new aircraft. Whether that was their mistake, or whether they would have been stymied anyway by CHCs loss-making get-a-foot-in-the-door bid, I don't know.
Anyway, I don't believe Bristow is against the S92 - as soon as an oil company wants them I am sure they be delighted to provide them. In the mean time I think the 225 has the edge in terms of performance (speed, payload etc) and doesn't seem to have the vibration-induced self-destruct feature nor so many design flaws that the 92 has. And up front the 225 has a massive advantage in terms of the grin factor for the pilots.
Bristow seems to agree as they have now ordered 6 firm. CHC Scotia will/have ordered another 2 and as someone said, no-one on this side of the N Sea has ordered a 92 yet - though I am sure they will eventually.
SAS
I don't think there will be a huge difference in terms of hours between converting to the 225 or the 92 from the 332L. Both the new aircraft have major new features such as EFIS, but in many ways the 92 is more conventional. The 225 has fundamental new ideas to grasp such as, when the engine fails you don't touch the collective. And if its in during the takeoff phase after TDP you don't touch the cyclic either - just press the go-around button.
But we were certainly delighted when JAR proposed that the 225 be a variant of the 332L - it saves a lot of hassle on the paperwork front!
However the 92 has a major advantage - its got a simulator, whereas the 225 sim will not be available until 2007! (0/10 to eurocopter on that one)
I don't think the spares have much overlap as the transmission, engines and avionics have virtually no common parts. Maybe the wheels are the same?
HC
Last edited by HeliComparator; 29th Dec 2005 at 20:52.