Sikorsky S-92: From Design to Operations
mtoroshanga - God forbid that I should agree with NL about something but I am curious re. your comment about Eurocopter considering constant heating for main rotors. On the Super Puma family (including the 225) I am pretty sure that the main rotor deicing system is pulsed. Only the tail rotor is constant power. Can you post a link to the exact location on the EC website where you found this?
HC
HC
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Oh Lord, here it goes, "Thanks, HC."
regarding taking offense, perhaps it was when you said what I posted about how deice systems are designed was "crock of crap" or maybe it was something I ate, I just can't figure it out.
My degree? Aerospace Engineering, with honors.
regarding taking offense, perhaps it was when you said what I posted about how deice systems are designed was "crock of crap" or maybe it was something I ate, I just can't figure it out.
My degree? Aerospace Engineering, with honors.
Last edited by NickLappos; 21st Dec 2007 at 14:19.
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I (and countless others) have been following this thread since the beginning.
HC, you like to besmirch the reputation of NL, well at least Nick has a reputation, one that is well documented, whereas yours is non-existent. You sure like to "talk the talk" but until you get the B***s to post under your real name how do you actually expect anyone who reads these posts to give any credence to what you say???
Nick, honestly I don't know why you bother with this, you must have the patience of Jobe.
HC, you like to besmirch the reputation of NL, well at least Nick has a reputation, one that is well documented, whereas yours is non-existent. You sure like to "talk the talk" but until you get the B***s to post under your real name how do you actually expect anyone who reads these posts to give any credence to what you say???
Nick, honestly I don't know why you bother with this, you must have the patience of Jobe.
Last edited by Outwest; 21st Dec 2007 at 19:48.
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Thats the patience you need when you ask a question (or 3) of Nick on this S-92 thread and the answer is:
http://www.amazon.ca/gp/product/imag...8271108&sr=8-4
http://www.amazon.ca/gp/product/imag...8271108&sr=8-4
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What Outwest says is something I've been thinking for a long time.
Helicomp
"some big fish in a little pond"
Nope, a big fish in a big pond, a pond the size of the world helicopter industry.
Here's Nick's CV someone posted on another thread a while back --
Big fish in a little pond?
The respect for Nick obviously gets up your nose but he's earned that respect.
B.
Helicomp
"some big fish in a little pond"
Nope, a big fish in a big pond, a pond the size of the world helicopter industry.
Here's Nick's CV someone posted on another thread a while back --
NICK LAPPOS is the VXX Program Director for Sikorsky, responsible for the design, production, proposal and customer interface for the next generation Presidential helicopter bid.
Under his previous position as Director of S/H-92 Programs, the S-92 achieved FAA certification and was awarded the 2002 Robert J. Collier Trophy.
Nick became a Test Pilot at Sikorsky at the age of 24 - still the youngest ever - and has flown over 75 different helicopter types.
He was the chief Research & Development Test Pilot for over 12 years, and Director of Test Engineering in 1999 and 2000.
He flew the first flights of many experimental aircraft, including the S-76, the Shadow, Fantail and Fly-by-Wire technology demonstrators.
He participated in the development of the Black Hawk, the Super Stallion, the XH-59A Advancing Blade Concept (ABC), and the RAH-66 Comanche.
Nick graduated a Dean's List Aerospace Engineering Graduate of the Georgia Institute of Technology, and has recently been appointed to their Academy of Distinguished Engineering Alumni.
He has been awarded the American Helicopter Society's Feinberg Award as most outstanding pilot three times, once individually and twice as member of pilot teams and,
in 1994 was made a Fellow of the Society for his outstanding achievement in the vertical flight industry.
Nick is a Member of the Society of Experimental Test Pilots, and has received their Tenhoff Award for the most outstanding presentation to the association's annual symposium.
He holds 16 U.S. patents on flight and engine controls and cockpit displays, and three FAI recognized helicopter world records.
He has authored a number of technical papers for the AHS, SAE and has written a number of articles for Interavia, Rotor and Wing and Defense Helicopter magazines.
Nick holds helicopter and fixed-wing certificates with both instrument and instructor ratings.
He has over 7,500 hours of flight time in more than 75 different types of aircraft, including 950 hours of combat flying Cobras in Vietnam (awarded the Bronze Star) and 2,000 hours of Flight Test experience.
Under his previous position as Director of S/H-92 Programs, the S-92 achieved FAA certification and was awarded the 2002 Robert J. Collier Trophy.
Nick became a Test Pilot at Sikorsky at the age of 24 - still the youngest ever - and has flown over 75 different helicopter types.
He was the chief Research & Development Test Pilot for over 12 years, and Director of Test Engineering in 1999 and 2000.
He flew the first flights of many experimental aircraft, including the S-76, the Shadow, Fantail and Fly-by-Wire technology demonstrators.
He participated in the development of the Black Hawk, the Super Stallion, the XH-59A Advancing Blade Concept (ABC), and the RAH-66 Comanche.
Nick graduated a Dean's List Aerospace Engineering Graduate of the Georgia Institute of Technology, and has recently been appointed to their Academy of Distinguished Engineering Alumni.
He has been awarded the American Helicopter Society's Feinberg Award as most outstanding pilot three times, once individually and twice as member of pilot teams and,
in 1994 was made a Fellow of the Society for his outstanding achievement in the vertical flight industry.
Nick is a Member of the Society of Experimental Test Pilots, and has received their Tenhoff Award for the most outstanding presentation to the association's annual symposium.
He holds 16 U.S. patents on flight and engine controls and cockpit displays, and three FAI recognized helicopter world records.
He has authored a number of technical papers for the AHS, SAE and has written a number of articles for Interavia, Rotor and Wing and Defense Helicopter magazines.
Nick holds helicopter and fixed-wing certificates with both instrument and instructor ratings.
He has over 7,500 hours of flight time in more than 75 different types of aircraft, including 950 hours of combat flying Cobras in Vietnam (awarded the Bronze Star) and 2,000 hours of Flight Test experience.
Big fish in a little pond?
The respect for Nick obviously gets up your nose but he's earned that respect.
B.
Decided to delete my post because this forum should be about the helicopters and not the contributors.
HC
HC
Last edited by HeliComparator; 21st Dec 2007 at 22:12.
S-92
Actually, Nick is now and has been for a little while, now, VP for Government Programs at Gulfstream, and he has been doing very, very well at that. Another achievement in an already memorable and productive career.
Thanks,
John Dixson
Thanks,
John Dixson
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But in fact, generally I agree that NL has a fine reputation founded on a long time in the industry and some impressive achievements. Me, I am just a pilot (though I have more flight time than NL).
No, I am not American, only a lowly colonial, who by the way thinks Eurocopter has built some fine aircraft, not all of them, but then everyone has their Edsels. (Bell more than most though)
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HC Should be but aint... lets just get em out and measure... this is where a failed salesman's reputation counts more than an aircraft's performance.., using your own name on PPRUNE is not honesty its ego
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H-92 FBW First Flight!
Sikorsky Aircraft Helicopter with Fly-by-Wire Technology Completes Flawless First Flight
STRATFORD, Conn., Dec. 21 /PRNewswire/ -- The first H-92® helicopter to feature fly-by-wire technology has completed its first successful flight, Sikorsky Aircraft Corp. announced today. Sikorsky is a subsidiary of United Technologies Corp..
The historic first flight took place on Dec. 20 at 9 a.m. from the Sikorsky Development Flight Center in West Palm Beach, Florida. The new fly-by-wire technology is designed to significantly improve aircraft maneuverability, safety and effectiveness. Sikorsky currently has two development programs which will feature the FBW technology, the X-2 Technology(TM) demonstrator, and the newest model of the BLACK HAWK helicopter, the UH-60M.
"This successful flight of the first H-92 helicopter to feature state-of-the-art fly-by-wire technology ushers in a new era for the H-92 product line," said Stephen B. Estill, Sikorsky vice president & chief marketing officer. "This aircraft was the first of a new generation of helicopters designed to new and more demanding standards for safety and reliability, and with fly-by-wire, it sets course for the path ahead and the next phase of flight testing in 2008."
The fly-by-wire system electronically links the controls inside the cockpit with the exterior actuators, the movement of which enable the aircraft to maneuver where and how the pilot intends. Eliminating the traditional mechanical linkage saves weight, reduces maintenance costs, adds capability and improves performance. The new system was developed in association with BAE Systems.
Sikorsky Aircraft Corp., based in Stratford, Connecticut, USA, is a world leader in helicopter design, manufacturing and service. The company's mission statement reflects its long commitment to safety and innovation: "We pioneer flight solutions that bring people home everywhere ... every time(TM)." United Technologies Corp., based in Hartford, Connecticut, USA, provides a broad range of high technology products and support services to the aerospace and building systems industries.
Source: Sikorsky Aircraft Corp.
STRATFORD, Conn., Dec. 21 /PRNewswire/ -- The first H-92® helicopter to feature fly-by-wire technology has completed its first successful flight, Sikorsky Aircraft Corp. announced today. Sikorsky is a subsidiary of United Technologies Corp..
The historic first flight took place on Dec. 20 at 9 a.m. from the Sikorsky Development Flight Center in West Palm Beach, Florida. The new fly-by-wire technology is designed to significantly improve aircraft maneuverability, safety and effectiveness. Sikorsky currently has two development programs which will feature the FBW technology, the X-2 Technology(TM) demonstrator, and the newest model of the BLACK HAWK helicopter, the UH-60M.
"This successful flight of the first H-92 helicopter to feature state-of-the-art fly-by-wire technology ushers in a new era for the H-92 product line," said Stephen B. Estill, Sikorsky vice president & chief marketing officer. "This aircraft was the first of a new generation of helicopters designed to new and more demanding standards for safety and reliability, and with fly-by-wire, it sets course for the path ahead and the next phase of flight testing in 2008."
The fly-by-wire system electronically links the controls inside the cockpit with the exterior actuators, the movement of which enable the aircraft to maneuver where and how the pilot intends. Eliminating the traditional mechanical linkage saves weight, reduces maintenance costs, adds capability and improves performance. The new system was developed in association with BAE Systems.
Sikorsky Aircraft Corp., based in Stratford, Connecticut, USA, is a world leader in helicopter design, manufacturing and service. The company's mission statement reflects its long commitment to safety and innovation: "We pioneer flight solutions that bring people home everywhere ... every time(TM)." United Technologies Corp., based in Hartford, Connecticut, USA, provides a broad range of high technology products and support services to the aerospace and building systems industries.
Source: Sikorsky Aircraft Corp.
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zalt,
Give us a break, your French accent shows through even on a keyboard!
Regarding my pprune friends and supporters, thanks! I hope the support has been earned through years of attempting to simply tell it like it is.
As far as zalt's slurs, it is strange that a coward who hides behind his phony name can deem to lecture someone who posts in his real name!
Give us a break, your French accent shows through even on a keyboard!
Regarding my pprune friends and supporters, thanks! I hope the support has been earned through years of attempting to simply tell it like it is.
As far as zalt's slurs, it is strange that a coward who hides behind his phony name can deem to lecture someone who posts in his real name!
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Bronx, you say;
At one helicopter for every half-million people it ain't a big pond. Aerospace is a big pond; with the helicopter segment treading water at the shallow end.
I'm writing a book called 'Igor the Eager'. It discusses the exceptionally close relationship between Igor and Frankie and how rotorcraft development was taken down the wrong road.
Dave
Real name: Rotor Rooter
.... a big pond, a pond the size of the world helicopter industry.
I'm writing a book called 'Igor the Eager'. It discusses the exceptionally close relationship between Igor and Frankie and how rotorcraft development was taken down the wrong road.
Dave
Real name: Rotor Rooter
Last edited by Dave_Jackson; 22nd Dec 2007 at 01:19. Reason: To put in real name.
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Ice again
Helicomparator.
Regards anti/deicing, I agree with you 100% regards pulsing deicing system but my point was that there are better systems in development. I find an interesting point on the following websit: WO/2001/010713 WIPO
redundant De-icing/anti-icing system for aircraft.
I have been involved on AS330/332 aircraft for more than thirty years and while on a course recently heard that Eurocopter was considering a more radical deicing system . I have looked again at their websites but failed to find the one I referenced before. Sorry to cause confusion but I had to point out that just because someone from Sikorsky says its so that it is not gosple.
Regards anti/deicing, I agree with you 100% regards pulsing deicing system but my point was that there are better systems in development. I find an interesting point on the following websit: WO/2001/010713 WIPO
redundant De-icing/anti-icing system for aircraft.
I have been involved on AS330/332 aircraft for more than thirty years and while on a course recently heard that Eurocopter was considering a more radical deicing system . I have looked again at their websites but failed to find the one I referenced before. Sorry to cause confusion but I had to point out that just because someone from Sikorsky says its so that it is not gosple.
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I really love it when they go at it!!!
This thread reminds me of that one movie . . . . .
GRUMPY OLD MEN
(1993 IMDB A lifelong feud between two neighbors since childhood, only gets worse when a new female neighbor moves across the street. John and Max are elderly men living next door to each other. They're continuously arguing and insulting each other, and have been this way for over 50 years.)
This thread reminds me of that one movie . . . . .
GRUMPY OLD MEN
(1993 IMDB A lifelong feud between two neighbors since childhood, only gets worse when a new female neighbor moves across the street. John and Max are elderly men living next door to each other. They're continuously arguing and insulting each other, and have been this way for over 50 years.)
Well nearly 24 hrs since the latest S92 engine failure (G-CHCK Aberdeen) and no word on Pprune. I suppose they are so commonplace its hardly worth a mention...
HC
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HC
Have you ever tried to grow up? It's like riding a bicycle, kinda tricky at first and you fall off some and then all of a sudden it's just natural.
Give it a try.
Have you ever tried to grow up?
It's like riding a bicycle, kinda tricky at first and you fall off some and then all of a sudden it's just natural.Give it a try.
Regardless of the relative states of maturity of contributors, turning back to HCs question, I'd be interested to know the following:
Does the S-92 in-flight shutdown rate exceed 1:100,000 flying hours and, if so, how is this allowing continued operations in PC2 with exposure?
Does the S-92 in-flight shutdown rate exceed 1:100,000 flying hours and, if so, how is this allowing continued operations in PC2 with exposure?
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I don't get the banging on the S-92. If it is indeed mostly based on the H-60 that is. I've only heard of engine failures (in the 60) due to break away valves failing due to improper maintenance. The 60 has crack problems, but I assume that's because we operate at much higher weights than design. As for vibrations, I can only assume that I've never flown a truly smooth aircraft, since the 60 (nee 92) is pretty damn smooth when compared to the Huey. When it comes to uncomfortable nose high attitude in the hover, what matters more? Comfort in the hover or in cruise? I figure in reality, you'll spend the vast majority of your time cruising versus hovering.