Sikorsky S-92: [Archive Copy]
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In truth, I am one of those "suits" now and only flew intermitently while we were in Aberdeen, including one glorious flight to Inverness. The flight crew were two test pilots from West Palm Beach, Phil Pacini, former USAF rescue pilot and Rick Becker, former USN pilot, both outstanding aviators.
We flew several dozen sorties flying pilots and pax from the operators at ABZ, then jumped across the pond to Norway and the Baltic Sea area.
We flew several dozen sorties flying pilots and pax from the operators at ABZ, then jumped across the pond to Norway and the Baltic Sea area.
Join Date: Jul 2002
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Flying the S-92
As one of the lucky chap`s I must say the S-92 is a mighty impressive machine to fly considering it`s size.
The cockpit is very clean and gives you a fantastic field of view. The instrument panel is quite low compared to Bell, SuperPuma and other Sikorsky machines, but the information you get on the liqiud crystal screens are so geniuosly set up that your scan goes to only one primary screen for nav. info. This screen has ADI, RMI, VSI, ASI, TQ, TGT, RadAlt, Radar, TCAS and a few other things. Fantastic!
The other screen cover oil press. hyd, fuel, MGB and other warnings. The cockpit is therefore quite clean and has less switches and buttons than a 737.
Taxi is done with ease. When hovering this 26000lbs machine it shows itself as a very stable platform.
During pedalturns, sideways, backwards taxi and piruettes the machine is so stable that you might think the testpilot next to you are at the controls, but no, this was my machine.
During takeoff we climbed at 1500`fpm with around 25000lbs.
At 1500`we leveled of and set 86% TQ. which gave us a good 148 kts. Vibration are minimal, but noticable. This was being adjusted as data from flights came in and they would make the neccessary adjustments to the counteractive vibration system.
During cruise the test pilot showed me the one engine out traning mode where the computer makes the machine belive it has an engine out and adjust the other engine parameters according to a real engine failure. The way it works is that on the primary display the N1 counts down from the 30 sec. limit, then you reduce collective to 2 min. limit and thereafter max continuous. All the parameters are shown in red, and yellow colour and changes as the time runs out, so you really can not screw up. The computer tells you what to do!
I was otherwise impressed by the stabillity during high speed
turns and power adjustments. You can pretty much put you feet on the floor and let the autopilot control the yaw channel. Any input from you will more likely screw up the trim.
There were a few things I`m sure Sikorsky will adjust like the seat cushion and adjustment. 4-8 hr`s a day requires a better seat. I was told the engineers are on the case. Some of the autopilot functions should also be transfered to the collective or cyclic stick for IFR ops.
Noise in the cockpit is an important issue. It`s therefore nice to know that the cockpit and cabin have only 78 db. This allows you to talk without your headseth without any problem. I know since I`ve tried it from both seats!!
There are no question in my mind that this will be the best offshore/passenger transport helicopter in the next decades to come.
Job well done Sikorsky
The cockpit is very clean and gives you a fantastic field of view. The instrument panel is quite low compared to Bell, SuperPuma and other Sikorsky machines, but the information you get on the liqiud crystal screens are so geniuosly set up that your scan goes to only one primary screen for nav. info. This screen has ADI, RMI, VSI, ASI, TQ, TGT, RadAlt, Radar, TCAS and a few other things. Fantastic!
The other screen cover oil press. hyd, fuel, MGB and other warnings. The cockpit is therefore quite clean and has less switches and buttons than a 737.
Taxi is done with ease. When hovering this 26000lbs machine it shows itself as a very stable platform.
During pedalturns, sideways, backwards taxi and piruettes the machine is so stable that you might think the testpilot next to you are at the controls, but no, this was my machine.
During takeoff we climbed at 1500`fpm with around 25000lbs.
At 1500`we leveled of and set 86% TQ. which gave us a good 148 kts. Vibration are minimal, but noticable. This was being adjusted as data from flights came in and they would make the neccessary adjustments to the counteractive vibration system.
During cruise the test pilot showed me the one engine out traning mode where the computer makes the machine belive it has an engine out and adjust the other engine parameters according to a real engine failure. The way it works is that on the primary display the N1 counts down from the 30 sec. limit, then you reduce collective to 2 min. limit and thereafter max continuous. All the parameters are shown in red, and yellow colour and changes as the time runs out, so you really can not screw up. The computer tells you what to do!
I was otherwise impressed by the stabillity during high speed
turns and power adjustments. You can pretty much put you feet on the floor and let the autopilot control the yaw channel. Any input from you will more likely screw up the trim.
There were a few things I`m sure Sikorsky will adjust like the seat cushion and adjustment. 4-8 hr`s a day requires a better seat. I was told the engineers are on the case. Some of the autopilot functions should also be transfered to the collective or cyclic stick for IFR ops.
Noise in the cockpit is an important issue. It`s therefore nice to know that the cockpit and cabin have only 78 db. This allows you to talk without your headseth without any problem. I know since I`ve tried it from both seats!!
There are no question in my mind that this will be the best offshore/passenger transport helicopter in the next decades to come.
Job well done Sikorsky
I agree that it looks like a superb machine and look forward to seeing it in the flesh.
I'm slightly disappointed to see the small round IAS and ALT dials on the PFD though; I think the tape system used by Eurocopter (and of course most fixed wing EFIS) is a better system once familiarity is gained. I agree, though, the conversion may be harder to start with for those use to traditional instruments.
The engine parameter indications are also good from the info I've seen, but again I think the current FLI gauge the Eurocopter use in their Avionique Nouvelle suite is a stroke of genius; On dial, one needle. On the other hand they don't provide nearly enough system information I feel, which I think the S-92 does (in line with most glass cockpit fixed wing).
Will it be at Helitech?
I'm slightly disappointed to see the small round IAS and ALT dials on the PFD though; I think the tape system used by Eurocopter (and of course most fixed wing EFIS) is a better system once familiarity is gained. I agree, though, the conversion may be harder to start with for those use to traditional instruments.
The engine parameter indications are also good from the info I've seen, but again I think the current FLI gauge the Eurocopter use in their Avionique Nouvelle suite is a stroke of genius; On dial, one needle. On the other hand they don't provide nearly enough system information I feel, which I think the S-92 does (in line with most glass cockpit fixed wing).
Will it be at Helitech?
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Some nice snaps of it at Dublin's military air base the Monday after Paris on www.irishairpics.com. Just click on Irish Helicopter Photos link and scroll down a little. Go on Nick, give the pruners a go at Helitech!!! 
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I have flown it as well . Overall, much as described above but the torque gauge is too small (like a 50 pence piece) which may make OEI during a critical phase a real 2 crew job with one pilot calling torques while the other continues flight.
Fantastic cabin, plenty of power, smooth, stable and has great range and payload characteristics. Should be a winner.
BUT...the EC155 (and presumably 225) has a better avionic system with the FLI and has now added the "blue line" feature. The blue line stays on the FLI all the time and works like this:
If your power stays below the blue line at all times, you will have full Cat A accountability, if your power is above the blue line, you will droop rotor RPM. All you have to do in a critical phase of flight if an engine failure occurs is get as close to the blue line immediately and all should be ok. Slick huh??
LE
Fantastic cabin, plenty of power, smooth, stable and has great range and payload characteristics. Should be a winner.
BUT...the EC155 (and presumably 225) has a better avionic system with the FLI and has now added the "blue line" feature. The blue line stays on the FLI all the time and works like this:
If your power stays below the blue line at all times, you will have full Cat A accountability, if your power is above the blue line, you will droop rotor RPM. All you have to do in a critical phase of flight if an engine failure occurs is get as close to the blue line immediately and all should be ok. Slick huh??
LE
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Leading Edge,
Thanks for your comments. You are most kind about the aircraft in general, and I don't want this to sound like a snivel, after all, this thread invites all comments about the aircraft. Consider these comments as trying to explain the differences between the S-92's power management and the previous generation.
On the S92, we use the philosophy that the FADEC power limiters take care of limits, and the pilot manages all power by allowing the rotor rpm to droop, and letting the automatic governing manage the power. This is more like First Limit Automation (maybe we needed an acronym??) Thus all max power and OEI fly aways require that the pilot simply adjust collective pitch to cause rotor rpm to droop slightly. I don't think this is a two pilot task (unless one pilot has the eyes and the other the hands!). The FAA agrees, BTW.
The small torque gage reflects the fact that it is not particularly needed, unlike other aircraft, where if you don't obey the limit marked on the gage, you get a chargable overtorque. On the 92, you can't overtorque.
Your comments are quite valid if one carries the old philosophy of needing to have the pilot stay as a gauge-tender, with one eye on the limit and the other on the rest of the world, but we designed the system to free you of that workload.
The French FLI gauge shows the first limit, so you don't have to hunt around the cockpit to judge which is today's limit, this is a real improvement over previous aircraft. But the FLI requires the pilot to use the indicator to juggle the lowest limit, and he gets kicked in the butt if he pulls through that limit.
On the S92, we directly limit the engine at the first limit, cutting out the middle man, so to speak. The displays show the lowest limit in distinct colors and markings, but this is for orientation only. As the limit clock runs out (clearly shown on the displays), the pilot simply shifts to the next limit (if he wants to) using a button on the collective.
In short, our philosophy was to govern the task for the pilot, and then inform him of what was going on. It is actually a full generation ahead of the FLI. With a FLI, the pilot must avoid over torquing, and the gauge is his only cue. That Blue Line is really nice, but why not just connect the Blue Line to the engine, and be assured of limit compliance. That's what S-92 does.
The limiters are smart, too. If the first limit that is governing the engine is insufficient to get you the power you need, we use a concept where the limit is raised automatically. We "blow away" the limits if the rotor droop becomes very great. This allows you to get maximum possible performance from the aircraft (why protect the drive train and allow the aircaft to hit an obstacle?)
Thanks for your comments. You are most kind about the aircraft in general, and I don't want this to sound like a snivel, after all, this thread invites all comments about the aircraft. Consider these comments as trying to explain the differences between the S-92's power management and the previous generation.
On the S92, we use the philosophy that the FADEC power limiters take care of limits, and the pilot manages all power by allowing the rotor rpm to droop, and letting the automatic governing manage the power. This is more like First Limit Automation (maybe we needed an acronym??) Thus all max power and OEI fly aways require that the pilot simply adjust collective pitch to cause rotor rpm to droop slightly. I don't think this is a two pilot task (unless one pilot has the eyes and the other the hands!). The FAA agrees, BTW.
The small torque gage reflects the fact that it is not particularly needed, unlike other aircraft, where if you don't obey the limit marked on the gage, you get a chargable overtorque. On the 92, you can't overtorque.
Your comments are quite valid if one carries the old philosophy of needing to have the pilot stay as a gauge-tender, with one eye on the limit and the other on the rest of the world, but we designed the system to free you of that workload.
The French FLI gauge shows the first limit, so you don't have to hunt around the cockpit to judge which is today's limit, this is a real improvement over previous aircraft. But the FLI requires the pilot to use the indicator to juggle the lowest limit, and he gets kicked in the butt if he pulls through that limit.
On the S92, we directly limit the engine at the first limit, cutting out the middle man, so to speak. The displays show the lowest limit in distinct colors and markings, but this is for orientation only. As the limit clock runs out (clearly shown on the displays), the pilot simply shifts to the next limit (if he wants to) using a button on the collective.
In short, our philosophy was to govern the task for the pilot, and then inform him of what was going on. It is actually a full generation ahead of the FLI. With a FLI, the pilot must avoid over torquing, and the gauge is his only cue. That Blue Line is really nice, but why not just connect the Blue Line to the engine, and be assured of limit compliance. That's what S-92 does.
The limiters are smart, too. If the first limit that is governing the engine is insufficient to get you the power you need, we use a concept where the limit is raised automatically. We "blow away" the limits if the rotor droop becomes very great. This allows you to get maximum possible performance from the aircraft (why protect the drive train and allow the aircaft to hit an obstacle?)
Nick,
interesting points. I agree up to a point but would argue that when OEI, which most of your comments are refering to, the Eurocopter phillosophy is also to fly the Nr with the FLI really there as a guide and time indicator. It is a prominent Nr gauge with the logical idea of having a large Nr needle and small Nf needles behind (who ever dreamt up the reverse logic?).
For twin engine ops, I think it very useful for a pilot to have a visula cue of power margin on T/O and landing, which the big FLI needle gives you. Also, technically you don't have to look at it at crucial phases as there is an audio limit warning: Look out the window, pull power, audio warning, stop pulling. great for heavy rig take offs. Of course it also has a blow away function.
How do you mean that you can't overtorque an S-92? Is this a function of the gearbox rating or the FADEC power limiting?
I'm interested to know more about the PFD logic?
I still agree it looks like a great machine and hope i get a chance someday to see/fly it.
interesting points. I agree up to a point but would argue that when OEI, which most of your comments are refering to, the Eurocopter phillosophy is also to fly the Nr with the FLI really there as a guide and time indicator. It is a prominent Nr gauge with the logical idea of having a large Nr needle and small Nf needles behind (who ever dreamt up the reverse logic?).
For twin engine ops, I think it very useful for a pilot to have a visula cue of power margin on T/O and landing, which the big FLI needle gives you. Also, technically you don't have to look at it at crucial phases as there is an audio limit warning: Look out the window, pull power, audio warning, stop pulling. great for heavy rig take offs. Of course it also has a blow away function.
How do you mean that you can't overtorque an S-92? Is this a function of the gearbox rating or the FADEC power limiting?
I'm interested to know more about the PFD logic?
I still agree it looks like a great machine and hope i get a chance someday to see/fly it.
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Nick ~ just an idea.
It's said that the S-92 has a quiet rotor. In addition, everyone knows that the rotor is controlled by the swashplate.
On the S-92 why not rename the 'swashplate' to 'swishplate'?
swash ~ to make violent noisy movements ~ Merriam-Webster's Online Dictionary
swish ~ to (cause to) move quickly through the air making a soft sound ~ Cambridge International Dictionary of English
Dave J.
It's said that the S-92 has a quiet rotor. In addition, everyone knows that the rotor is controlled by the swashplate.
On the S-92 why not rename the 'swashplate' to 'swishplate'?
swash ~ to make violent noisy movements ~ Merriam-Webster's Online Dictionary
swish ~ to (cause to) move quickly through the air making a soft sound ~ Cambridge International Dictionary of English
Dave J.
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Swishplate???
To: Dave Jackson
Swishplate will have a totally different meaning in San Francisco.
Swishplate will have a totally different meaning in San Francisco.
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I saw it flying around Paris and at the airshow and have to say I was impressed with just how quiet it is for such a large helicopter.
The feedback I heard from people at Norsk Helikopter was also great and they are looking forward to the ones they are getting. Also heard about the private owner in the UK who is getting one, should be a nice toy for their travels.
The feedback I heard from people at Norsk Helikopter was also great and they are looking forward to the ones they are getting. Also heard about the private owner in the UK who is getting one, should be a nice toy for their travels.
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212man,
The torque system on the S-92 is also radically different for twin-engine tasks. The limiters also support normal power pulls, so you make a takeoff using the limiter to regulate the power.
The gauge shows three power levels:
1) the power you are pulling, of course
2) an index that shows the power available at the current ambients from the engines in your aircraft, based on the automatically calculated power assurance.
3) the power needed to HOGE at the current ambients.
That way, you have in one place the power you are pulling, the power you can pull, and the power you need to HOGE.
Here is the basic patent:
http://patft.uspto.gov/netacgi/nph-P...ppos+AND+power
It may be an overstatement that you can't overtorque the aircraft , since we pilots are very clever in our screw-ups, but the torque limits are set very high, typically on our helicopters at 150% for OEI and 135% for two engine levels, and the limiters stop you well short of these values.
The torque system on the S-92 is also radically different for twin-engine tasks. The limiters also support normal power pulls, so you make a takeoff using the limiter to regulate the power.
The gauge shows three power levels:
1) the power you are pulling, of course
2) an index that shows the power available at the current ambients from the engines in your aircraft, based on the automatically calculated power assurance.
3) the power needed to HOGE at the current ambients.
That way, you have in one place the power you are pulling, the power you can pull, and the power you need to HOGE.
Here is the basic patent:
http://patft.uspto.gov/netacgi/nph-P...ppos+AND+power
It may be an overstatement that you can't overtorque the aircraft , since we pilots are very clever in our screw-ups, but the torque limits are set very high, typically on our helicopters at 150% for OEI and 135% for two engine levels, and the limiters stop you well short of these values.
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Get serious
Lu,
The 'swishplate' idea was a serious marketing suggestion. You know that noise is big concern in the rotorcraft industry.
________________________________________________
And furthermore
Lu,
Your comment did prompt further research. Apparently, a 'swishplate' can only be used with 'gay blades'.
How about 'Swooshplate'?
Lu,
The 'swishplate' idea was a serious marketing suggestion. You know that noise is big concern in the rotorcraft industry.
________________________________________________
And furthermore
Lu,
Your comment did prompt further research. Apparently, a 'swishplate' can only be used with 'gay blades'.
How about 'Swooshplate'?
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A chance to see the S-92 in the UK?
A little bird has just told me (I don't actually know if she's little) that Sikorsky has just agreed to exhibit the S-92 at this year's Helitech at Duxford - and it will be flying every day!
I don't know yet if the flights will simply be 'customer-demo' flights departing/returning or whether the organisers have reintroduced display flights after 2001's 'No Displays' idea.
Heliport
I don't know yet if the flights will simply be 'customer-demo' flights departing/returning or whether the organisers have reintroduced display flights after 2001's 'No Displays' idea.
Heliport
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A different bird told me the same thing, that makes 2 birds with the same story. I heard that it is still in Europe waiting for Helitech before going the the Middle East for more demos...
LE
LE
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When Sikorsky were here in Bergen with the machine at Norsk they said that after they were finished with visiting Finland the 92 was on boat from Gothenberg back to Florida but may be they have changed plans
Helitemp
Helitemp