Sikorsky S-92: From Design to Operations
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Nick, whenever you get some time, I have a few questions regarding the SAR configuration, I hope you can answer.
1. Regarding the jacking mechanism to allow more clearance for the cargo ramp, is the mechanism self-contained, or does it require any external equipment (to gain the extra clearance under the tail boom)? This was a question I had after seeing ship #4 the other day, although I understood that the tailboom on #4 is not the production tail boom.
2. Regarding the roller floors, are the rollers the bolt down type, are they fixed, or are they the flip-over type (so you can quickly re-configure for either pallets or a flat floor)? I understand that an internal cargo winch is available, which will be very handy.
3. Regarding litter placements within the cabin, can the litter poles and rails (I'm not sure what you call them) be re-configured (installed and removed) in the field? Can they be carried on the aircraft? Can they be used with the fold-up side-facing seats in place (while folded up)?
4. Can the SAR version of the S-92 be equipped with similar medical equipment to the H-60Q, such as oxygen generation, ventilation, intubation, warm and cold drawers, and vitals monitoring? Can any of this equipment remain on board with the litters taken down and cargo being present on the floor?
I guess that's all I can think of for now.
Thanks Nick.
(edited to correct the odd spelling error)
1. Regarding the jacking mechanism to allow more clearance for the cargo ramp, is the mechanism self-contained, or does it require any external equipment (to gain the extra clearance under the tail boom)? This was a question I had after seeing ship #4 the other day, although I understood that the tailboom on #4 is not the production tail boom.
2. Regarding the roller floors, are the rollers the bolt down type, are they fixed, or are they the flip-over type (so you can quickly re-configure for either pallets or a flat floor)? I understand that an internal cargo winch is available, which will be very handy.
3. Regarding litter placements within the cabin, can the litter poles and rails (I'm not sure what you call them) be re-configured (installed and removed) in the field? Can they be carried on the aircraft? Can they be used with the fold-up side-facing seats in place (while folded up)?
4. Can the SAR version of the S-92 be equipped with similar medical equipment to the H-60Q, such as oxygen generation, ventilation, intubation, warm and cold drawers, and vitals monitoring? Can any of this equipment remain on board with the litters taken down and cargo being present on the floor?
I guess that's all I can think of for now.
Thanks Nick.
(edited to correct the odd spelling error)
Last edited by Flight Safety; 23rd Feb 2003 at 12:35.
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Flight Safety asked, NL answers:
1. Regarding the jacking mechanism to allow more clearance for the cargo ramp, is the mechanism self-contained, or does it require any external equipment (to gain the extra clearance under the tail boom)?
The jacking gear is a small pump that fills the main oleos to pump up the gear, it is self contained, controllable from the cockipt and the ramp area, and battery powered. Without jacking, the tail cone is 64" above the ground, with max jacking, it is 81"
2. Regarding the roller floors, are the rollers the bolt down type, are they fixed, or are they the flip-over type (so you can quickly re-configure for either pallets or a flat floor)? I understand that an internal cargo wench is available, which will be very handy.
Flip over
3. Regarding litter placements within the cabin, can the litter poles and rails (I'm not sure what you call them) be re-configured (installed and removed) in the field? Can they be carried on the aircraft? Can they be used with the fold-up side-facing seats in place (while folded up)?
The litter poles are easily installed in the field with simple pins.
4. Can the SAR version of the S-92 be equipped with similar medical equipment to the H-60Q, such as oxygen generation, ventilation, intubation, warm and cold drawers, and vitals monitoring? Can any of this equipment remain on board with the litters taken down and cargo being present on the floor?
Yes, the medical station is the same basic idea as that on the Q, with suction, O2 and the works. It mounts on the cabin wall, and can be fitted quickly, and left in place.
1. Regarding the jacking mechanism to allow more clearance for the cargo ramp, is the mechanism self-contained, or does it require any external equipment (to gain the extra clearance under the tail boom)?
The jacking gear is a small pump that fills the main oleos to pump up the gear, it is self contained, controllable from the cockipt and the ramp area, and battery powered. Without jacking, the tail cone is 64" above the ground, with max jacking, it is 81"
2. Regarding the roller floors, are the rollers the bolt down type, are they fixed, or are they the flip-over type (so you can quickly re-configure for either pallets or a flat floor)? I understand that an internal cargo wench is available, which will be very handy.
Flip over
3. Regarding litter placements within the cabin, can the litter poles and rails (I'm not sure what you call them) be re-configured (installed and removed) in the field? Can they be carried on the aircraft? Can they be used with the fold-up side-facing seats in place (while folded up)?
The litter poles are easily installed in the field with simple pins.
4. Can the SAR version of the S-92 be equipped with similar medical equipment to the H-60Q, such as oxygen generation, ventilation, intubation, warm and cold drawers, and vitals monitoring? Can any of this equipment remain on board with the litters taken down and cargo being present on the floor?
Yes, the medical station is the same basic idea as that on the Q, with suction, O2 and the works. It mounts on the cabin wall, and can be fitted quickly, and left in place.
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Steve 76,
That heavy snow test is no joke, I did them in the S-76A back in 82 or so, and it was a really fun test. Everywhere we landed, the airport closed down, school was out and we went to work, flying continuous ILS approaches to accumulate time under the heaviest snow conditions (W100ovc 1/4 S,BS), daring the engines to quit.
To help pass the test we developed the snow blankets by using the snow making machines at Powder Ridge in CT, working out of the tennis courts at the bottom of the main slope. The skiiers were surprised to see a helicopter covered in frozen slush, running its rotors at the bottom of the lift, throwing chunks of ice the size of hot dogs around the courts.
Nick
That heavy snow test is no joke, I did them in the S-76A back in 82 or so, and it was a really fun test. Everywhere we landed, the airport closed down, school was out and we went to work, flying continuous ILS approaches to accumulate time under the heaviest snow conditions (W100ovc 1/4 S,BS), daring the engines to quit.
To help pass the test we developed the snow blankets by using the snow making machines at Powder Ridge in CT, working out of the tennis courts at the bottom of the main slope. The skiiers were surprised to see a helicopter covered in frozen slush, running its rotors at the bottom of the lift, throwing chunks of ice the size of hot dogs around the courts.
Nick
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Thanks Nick 
NR, I assume the winch will be used to pull cargo up the ramp onto the pallet rollers. It should be very handy for loading pallets if a small forklift is not available. Even if a forklift were available, the winch might still be needed to get a pallet deeper into the cabin, depending on the ground slope.
A winch is just very handy when ramp loading cargo.
(edited to correct the odd spelling error)
NR, I assume the winch will be used to pull cargo up the ramp onto the pallet rollers. It should be very handy for loading pallets if a small forklift is not available. Even if a forklift were available, the winch might still be needed to get a pallet deeper into the cabin, depending on the ground slope.
A winch is just very handy when ramp loading cargo.
(edited to correct the odd spelling error)
Last edited by Flight Safety; 23rd Feb 2003 at 12:34.
Not sure how you define your wenches - the ones I know are more suitable as bed-warmers than cargo loaders. But maybe you prefer them to be muscly.
Winches, on the other hand..........
Winches, on the other hand..........
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Interesting differences in the English language across the pond. Oxford English dictionary defines "wench" as
noun, girl or young woman. verb, consort with prostitutes.
In UK we would use the word "winch" as a device which pulls something by rope or wire.
noun, girl or young woman. verb, consort with prostitutes.
In UK we would use the word "winch" as a device which pulls something by rope or wire.
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Oh dear!
What a silly misspelling mistake.
It most be that trip the company took to "Medieval Times" in Dallas the other day, where the waitresses kept calling themselves "wenches". Even though a colleague and I were having fun trying to speak Elizabethan English while we were there, I tried not to let that particular word slip into my brain, but it must have gotten in there anyway.
Obviously, "winch" is the correct spelling.
PS - The more I read the previous posts, the funnier they get.
It most be that trip the company took to "Medieval Times" in Dallas the other day, where the waitresses kept calling themselves "wenches". Even though a colleague and I were having fun trying to speak Elizabethan English while we were there, I tried not to let that particular word slip into my brain, but it must have gotten in there anyway.
Obviously, "winch" is the correct spelling.
PS - The more I read the previous posts, the funnier they get.
Last edited by Flight Safety; 17th Feb 2003 at 19:07.
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Congratualtions to Nick and the Team!
A former colleague of mine always said " You Dont Want To Fly The A Model Of Anything" - Normally I would agree however this is one "A" Model I Cant Wait To Get My Hands On!
Well Done Guys.
A former colleague of mine always said " You Dont Want To Fly The A Model Of Anything" - Normally I would agree however this is one "A" Model I Cant Wait To Get My Hands On!
Well Done Guys.
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Sikorsky S-92 Wins 2002 Collier Trophy
Congrats to Nick and the team.
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Sikorsky S-92 Wins 2002 Collier Trophy
Feb. 24, 2003
Sikorsky Aircraft has been selected by the National Aeronautic Association (NAA) to receive its prestigious 2002 Robert J. Collier Trophy, honoring the all-new S-92 helicopter as "the greatest achievement in aeronautics or astronautics in America."
Sikorsky was chosen for designing, manufacturing, testing and introducing into service the S-92 helicopter, an aircraft that combines exceptional safety and performance features to dramatically raise the standards for helicopter travel. The Collier Trophy is regarded worldwide as the most prestigious award in the aerospace industry.
"This award ratifies the truly breakthrough nature of the Sikorsky S-92," said Sikorsky President Dean Borgman. "The Collier Trophy is a benchmark for aviation excellence and achievement, and we are deeply honored that the S-92 is taking its place among the most important aeronautical accomplishments of the past century."
The S-92 achieved type certification from the Federal Aviation Administration (FAA) in December 2002, with FAA Regional Administrator Amy Corbett calling the aircraft "the world's safest helicopter."
Breaking new ground for medium-weight helicopters, the S-92 provides unprecedented levels of safety and reliability. It is the only aircraft in its class certified to the rigorous FAA Part 29 requirements, incorporating the latest specifications for flaw tolerance, bird strike capability and turbine burst protection.
In addition to its superior safety features, the S-92 excels in the areas of performance and low operating cost. The aircraft offers a 50% decrease in internal noise and 30% decrease in vibration over existing helicopters, offering passengers a quieter and more comfortable ride. Dramatically reduced operating costs make helicopter airlines more economically viable.
Borgman noted that these same innovations have great appeal to potential military customers. "Safety, reliability, performance and low operating cost are all major advantages that are incorporated into the H-92, the military version of the S-92. Coupled with the combat virtues of its drive train, such as ballistic tolerance, the H-92 is an outstanding candidate for the next generation Presidential transport mission for the U.S. Marine Corps and the Combat Search and Rescue mission of the U.S. Air Force."
The S-92 Team, under the leadership of S-92 Program Manager Nick Lappos, also includes General Electric (engines) and Rockwell Collins (cockpit flight instruments).
This year's Collier Trophy is the latest in a long tradition of receiving this honor for the business units of United Technologies Corporation, formerly known as United Aircraft. The list begins in 1933, when the company then called Hamilton Standard (now Hamilton Sundstrand) was honored for developing the controllable pitch propeller. Pan American Airways was honored for pioneering safe transpacific airline travel in 1936, with many of those landmark flights taking place in Sikorsky S-42 flying boats. The helicopter industry, including Sikorsky Aircraft, was recognized in 1950 for developing rotary-wing air rescue operations. Leonard Hobbs of United Aircraft earned the Collier Trophy in 1952 for the development and production of the J-57 jet engine. In 1970, Pratt & Whitney won plaudits as part of the Boeing 747 team. Pratt & Whitney engines also powered the winners of the 1975 (Air Force F-16), 1994 (C-17 Globemaster), and 1995 (Boeing 777) Collier Trophies. Both Hamilton Sundstrand and Pratt & Whitney participated in the advanced turboprop propulsion technology achievements that earned the 1987 Collier Trophy. And in 2001, a Pratt & Whitney-led team was honored for the development of the Joint Strike Fighter's integrated lift fan propulsion system. The 2002 award will be presented in Washington D.C in June.
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Sikorsky S-92 Wins 2002 Collier Trophy
Feb. 24, 2003
Sikorsky Aircraft has been selected by the National Aeronautic Association (NAA) to receive its prestigious 2002 Robert J. Collier Trophy, honoring the all-new S-92 helicopter as "the greatest achievement in aeronautics or astronautics in America."
Sikorsky was chosen for designing, manufacturing, testing and introducing into service the S-92 helicopter, an aircraft that combines exceptional safety and performance features to dramatically raise the standards for helicopter travel. The Collier Trophy is regarded worldwide as the most prestigious award in the aerospace industry.
"This award ratifies the truly breakthrough nature of the Sikorsky S-92," said Sikorsky President Dean Borgman. "The Collier Trophy is a benchmark for aviation excellence and achievement, and we are deeply honored that the S-92 is taking its place among the most important aeronautical accomplishments of the past century."
The S-92 achieved type certification from the Federal Aviation Administration (FAA) in December 2002, with FAA Regional Administrator Amy Corbett calling the aircraft "the world's safest helicopter."
Breaking new ground for medium-weight helicopters, the S-92 provides unprecedented levels of safety and reliability. It is the only aircraft in its class certified to the rigorous FAA Part 29 requirements, incorporating the latest specifications for flaw tolerance, bird strike capability and turbine burst protection.
In addition to its superior safety features, the S-92 excels in the areas of performance and low operating cost. The aircraft offers a 50% decrease in internal noise and 30% decrease in vibration over existing helicopters, offering passengers a quieter and more comfortable ride. Dramatically reduced operating costs make helicopter airlines more economically viable.
Borgman noted that these same innovations have great appeal to potential military customers. "Safety, reliability, performance and low operating cost are all major advantages that are incorporated into the H-92, the military version of the S-92. Coupled with the combat virtues of its drive train, such as ballistic tolerance, the H-92 is an outstanding candidate for the next generation Presidential transport mission for the U.S. Marine Corps and the Combat Search and Rescue mission of the U.S. Air Force."
The S-92 Team, under the leadership of S-92 Program Manager Nick Lappos, also includes General Electric (engines) and Rockwell Collins (cockpit flight instruments).
This year's Collier Trophy is the latest in a long tradition of receiving this honor for the business units of United Technologies Corporation, formerly known as United Aircraft. The list begins in 1933, when the company then called Hamilton Standard (now Hamilton Sundstrand) was honored for developing the controllable pitch propeller. Pan American Airways was honored for pioneering safe transpacific airline travel in 1936, with many of those landmark flights taking place in Sikorsky S-42 flying boats. The helicopter industry, including Sikorsky Aircraft, was recognized in 1950 for developing rotary-wing air rescue operations. Leonard Hobbs of United Aircraft earned the Collier Trophy in 1952 for the development and production of the J-57 jet engine. In 1970, Pratt & Whitney won plaudits as part of the Boeing 747 team. Pratt & Whitney engines also powered the winners of the 1975 (Air Force F-16), 1994 (C-17 Globemaster), and 1995 (Boeing 777) Collier Trophies. Both Hamilton Sundstrand and Pratt & Whitney participated in the advanced turboprop propulsion technology achievements that earned the 1987 Collier Trophy. And in 2001, a Pratt & Whitney-led team was honored for the development of the Joint Strike Fighter's integrated lift fan propulsion system. The 2002 award will be presented in Washington D.C in June.
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Thanks, Guys! The Award was a complete surprise, as we were competing this year against spaceships, military UAVs and a balloon that circled the world. It is a real credit to our industry that a helicopter is now considered in that league. (I should be sure to mention that the Apache and the V-22 Osprey have also won the Trophy in the past).
The real work is now on us, we are setting the first set of major components on the final assembly line in Bridgeport, within a few meters of the original assembly line for the R-4. There will be a full production line running by summer.
The real work is now on us, we are setting the first set of major components on the final assembly line in Bridgeport, within a few meters of the original assembly line for the R-4. There will be a full production line running by summer.
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The full circle
Congratulations Nick and team. It seems that Sikorsky has now gone the full circle. They started out at the South Avenue facility and now they have returned. I don’t know if the old buildings have been taken down and a new facility built up or, if the old facility is still standing. In either case the name of the street is still the same and the address is most likely the same.
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Congrats to the S92 team, but I must object to the statement about FAR29 certification, you must be classing the EH101 as a different type of aircraft (it is much more capable after all) as we had CAA, FAA pt 29 and RAI certification for two variants in 1994, so although well done we were 9 years ahead!! (BTW we now have JAR as well)
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DM, are you referring to the following statement in the press release?
If so, then the statement is correct. The reason is because the S-92 is certified to FAA Part29 - Amendment 45, while the EH101 is certifed to FAA Part 29 - Amendment 27.
Since the S-92 is a brand new certification, it only makes sense that it would be certified to a higher amendment level, and thus the higher safety standards incorporated into the higher amendment levels.
Breaking new ground for medium-weight helicopters, the S-92 provides unprecedented levels of safety and reliability. It is the only aircraft in its class certified to the rigorous FAA Part 29 requirements, incorporating the latest specifications for flaw tolerance, bird strike capability and turbine burst protection.
Since the S-92 is a brand new certification, it only makes sense that it would be certified to a higher amendment level, and thus the higher safety standards incorporated into the higher amendment levels.
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Flight Safety is right on, the S-92 was certified to amendment 45, dated Oct 1999, while the EH-101 was certified to amendment 27, dated in 1990. The difference in that 9 years is striking.
About 1/3 of the regulations had changed in the meantime, including all those relating to the safety aspects that were mentioned in the Collier Award Citation. The flaw tolerance, bird strike, critical parts, crashworthiness and other items were all instituted after the EH was certified.
It should be mentioned that the manufacturer gets to select the certification basis when the original application is made, so the EH, when certified in 1994, met the regulations that were in effect in 1990. This "Grandfathering" is commonly done to freeze the design at an older basis to assure faster compliance. With the S-92, we applied for a certification basis in the FUTURE to capture the draft regulations. This meant that we reached ahead to capture those safety aspects.
Similarly, the S-92 is the only large helicopter to apply for JAR certification, and will shortly work with the JAR test community to get that done. Unless the JAA website (dated 5 Feb 2003) is wrong, dangermouse need not fume because the EH-101 is NOT on the JAR list for certification projects.
Here are the websites to check my homework:
JAR Projects:
http://www.jaa.nl/secured/Certificat...Rotorcraft.pdf
Type data Sheets for certification basis:
http://www.airweb.faa.gov/Regulatory...e?OpenFrameSet
Historical FAR for dates of amendments:
http://www.airweb.faa.gov/Regulatory...pand=5.28#5.28
About 1/3 of the regulations had changed in the meantime, including all those relating to the safety aspects that were mentioned in the Collier Award Citation. The flaw tolerance, bird strike, critical parts, crashworthiness and other items were all instituted after the EH was certified.
It should be mentioned that the manufacturer gets to select the certification basis when the original application is made, so the EH, when certified in 1994, met the regulations that were in effect in 1990. This "Grandfathering" is commonly done to freeze the design at an older basis to assure faster compliance. With the S-92, we applied for a certification basis in the FUTURE to capture the draft regulations. This meant that we reached ahead to capture those safety aspects.
Similarly, the S-92 is the only large helicopter to apply for JAR certification, and will shortly work with the JAR test community to get that done. Unless the JAA website (dated 5 Feb 2003) is wrong, dangermouse need not fume because the EH-101 is NOT on the JAR list for certification projects.
Here are the websites to check my homework:
JAR Projects:
http://www.jaa.nl/secured/Certificat...Rotorcraft.pdf
Type data Sheets for certification basis:
http://www.airweb.faa.gov/Regulatory...e?OpenFrameSet
Historical FAR for dates of amendments:
http://www.airweb.faa.gov/Regulatory...pand=5.28#5.28