S92 SAR news
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S92 SAR news
West Palm Beach , Florida
Sikorsky Tests World’s Most Advanced Search and Rescue Helicopter Flight Controls
Oct. 24, 2006 -- Sikorsky Aircraft is finishing developmental flight tests of its S-92™ helicopter with a search and rescue automatic flight control system (AFCS) that is able to lock in and fly point-in-space approaches, hands-off, and hover for rescues. Sikorsky is a subsidiary of United Technologies Corp. (NYSE:UTX).
The system is the first to fly automated approaches to a set position “hooked” by a search radar, flight management system way point, thermal imager, or digital map. “This system does a fully coupled approach, hover and departure. A nighttime, IFR rescue in icing conditions is now possible, military or civilian, with this system and aircraft family,” said S-92 project pilot Ron Doeppner.
The civil S-92 system is a subset of the sophisticated AFCS prototyped in the HH-92 SUPERHAWK™ helicopter variant entered in the U.S. Air Force CSAR-X competition. The search and rescue (SAR) flight control modes were tested first on the HH-92 demonstrator last year.
With the aircraft on an automatic descent to a set altitude and position, the flight crew can keep eyes looking out of the cockpit for added safety and mission effectiveness.
“I wish I’d had a fully integrated flight control system like this when I was flying Air Force rescue and special ops helicopters,” Doeppner said. “When you put this into an aircraft with the safety and survivability features of the HH-92, you’ve got the world’s most advanced SAR helicopter.”
SAR rotorcraft such as the Sikorsky S-76® helicopter have long been equipped with coupled flight control systems that can fly stored approach profiles to a hover near a visual target. The S-92’s AFCS adds more precision and functionality over previous systems. “We’ve now demonstrated a three-dimensional precision approach system compatible with multiple aircraft sensors,” Doeppner said. “The pilot can enter GPS coordinates through the S-92 flight management system or ‘hook’ a target with the cursor on the radar, FLIR, or map display.”
The new SAR mode in the S-92 dual digital automatic flight control system is on course to receive European Aviation Safety Agency certification by year-end. Sikorsky is under contract to provide four SAR-configured S-92 aircraft to CHC Helicopters, which the United Kingdom Maritime and Coastguard Agency selected to provide coastal search and rescue services. In the U.S., Federal Aviation Administration certification is expected in 2007.
The SAR mode for the S-92 Avionics Management System was developed jointly by Sikorsky Aircraft and Rockwell Collins engineers.
The HH-92 blends the unique flaw-tolerant, crashworthy design features of the Collier Award-winning S-92 with the ballistically tolerant design legacy of the combat-proven BLACK HAWK. In combat SAR deployability demonstrations, the HH-92 demonstrator was unloaded from a C-17 transport airplane and ready to fly in 22 minutes – a fraction of the time required by older technology helicopters.
Sikorsky Aircraft Corp., based in Stratford, Connecticut, USA, is a world leader in helicopter design, manufacturing, and service. 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.
Sikorsky Tests World’s Most Advanced Search and Rescue Helicopter Flight Controls
Oct. 24, 2006 -- Sikorsky Aircraft is finishing developmental flight tests of its S-92™ helicopter with a search and rescue automatic flight control system (AFCS) that is able to lock in and fly point-in-space approaches, hands-off, and hover for rescues. Sikorsky is a subsidiary of United Technologies Corp. (NYSE:UTX).
The system is the first to fly automated approaches to a set position “hooked” by a search radar, flight management system way point, thermal imager, or digital map. “This system does a fully coupled approach, hover and departure. A nighttime, IFR rescue in icing conditions is now possible, military or civilian, with this system and aircraft family,” said S-92 project pilot Ron Doeppner.
The civil S-92 system is a subset of the sophisticated AFCS prototyped in the HH-92 SUPERHAWK™ helicopter variant entered in the U.S. Air Force CSAR-X competition. The search and rescue (SAR) flight control modes were tested first on the HH-92 demonstrator last year.
With the aircraft on an automatic descent to a set altitude and position, the flight crew can keep eyes looking out of the cockpit for added safety and mission effectiveness.
“I wish I’d had a fully integrated flight control system like this when I was flying Air Force rescue and special ops helicopters,” Doeppner said. “When you put this into an aircraft with the safety and survivability features of the HH-92, you’ve got the world’s most advanced SAR helicopter.”
SAR rotorcraft such as the Sikorsky S-76® helicopter have long been equipped with coupled flight control systems that can fly stored approach profiles to a hover near a visual target. The S-92’s AFCS adds more precision and functionality over previous systems. “We’ve now demonstrated a three-dimensional precision approach system compatible with multiple aircraft sensors,” Doeppner said. “The pilot can enter GPS coordinates through the S-92 flight management system or ‘hook’ a target with the cursor on the radar, FLIR, or map display.”
The new SAR mode in the S-92 dual digital automatic flight control system is on course to receive European Aviation Safety Agency certification by year-end. Sikorsky is under contract to provide four SAR-configured S-92 aircraft to CHC Helicopters, which the United Kingdom Maritime and Coastguard Agency selected to provide coastal search and rescue services. In the U.S., Federal Aviation Administration certification is expected in 2007.
The SAR mode for the S-92 Avionics Management System was developed jointly by Sikorsky Aircraft and Rockwell Collins engineers.
The HH-92 blends the unique flaw-tolerant, crashworthy design features of the Collier Award-winning S-92 with the ballistically tolerant design legacy of the combat-proven BLACK HAWK. In combat SAR deployability demonstrations, the HH-92 demonstrator was unloaded from a C-17 transport airplane and ready to fly in 22 minutes – a fraction of the time required by older technology helicopters.
Sikorsky Aircraft Corp., based in Stratford, Connecticut, USA, is a world leader in helicopter design, manufacturing, and service. 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.
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Not sure the S92 is the first to be able to "hook" an auto transdown through the FMS or by using a radar cursor - the S Puma L2 has been able to do it for a number of years now and I am sure that the CSAR EC 725 already in service with the FAF can do the same.
It sounds impressive, lets hope it lives up to the hype.
RI
It sounds impressive, lets hope it lives up to the hype.
RI
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...the HH-92 demonstrator was unloaded from a C-17 transport airplane and ready to fly in 22 minutes
Mart
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Running,
I spoke to the test pilots, they developed a means to insert an auto-hover approach endpoint by using the flir and a co-located laser ranger. This inserts survivor grids into the FMS and allows the approach to the spot. The USAF HH-60 has a designation system like this but not an approach tied to it. Also, there is typical mark-on-top, radar image mark and waypoint via FMS approach modes. That means the crew can see the survivors, designate using the flir image and then watch the automatic approach take the helo to a hover at the survivor location. I believe it is the first flir designated approach, but could be wrong.
The first Sikorsky automatic approach for rescue was made in 1950's by an H-34 using vaccum tube approach coupler, developed by one of the engineers who did the S92 auto-pilot (he is a wizard who has 47 years at Sikorsky!)
Grav,
The bifilar vibration absorber is removed (8 bolts), the blades are swept back and stowed on a rack, the gear squats automatically as the load master holds a walking cord in his hand, and the machine is walked into a C-5 or C-17. The longest time taken in the loading task is the chaining down of the aircraft once inside.
I spoke to the test pilots, they developed a means to insert an auto-hover approach endpoint by using the flir and a co-located laser ranger. This inserts survivor grids into the FMS and allows the approach to the spot. The USAF HH-60 has a designation system like this but not an approach tied to it. Also, there is typical mark-on-top, radar image mark and waypoint via FMS approach modes. That means the crew can see the survivors, designate using the flir image and then watch the automatic approach take the helo to a hover at the survivor location. I believe it is the first flir designated approach, but could be wrong.
The first Sikorsky automatic approach for rescue was made in 1950's by an H-34 using vaccum tube approach coupler, developed by one of the engineers who did the S92 auto-pilot (he is a wizard who has 47 years at Sikorsky!)
Grav,
The bifilar vibration absorber is removed (8 bolts), the blades are swept back and stowed on a rack, the gear squats automatically as the load master holds a walking cord in his hand, and the machine is walked into a C-5 or C-17. The longest time taken in the loading task is the chaining down of the aircraft once inside.
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The system is the first to fly automated approaches to a set position “hooked” by a search radar, flight management system way point, thermal imager, or digital map.
Nick,
Do you know what the full list of SAR modes are? I'd imagine hover, overfly and the normal autopilot modes are there. Is there anything new?!!
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Night,
The flir hook into autoapproach is new, and there are the usual hoist station hover controls. I also think there are some rather exotic things for CSAR that are a little like Star Wars, but have been flown. Nice stuff.....
The flir hook into autoapproach is new, and there are the usual hoist station hover controls. I also think there are some rather exotic things for CSAR that are a little like Star Wars, but have been flown. Nice stuff.....
I wonder whether an OEI fly away mode has been developed too?
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212man,
Nope, can't say that any helo except maybe the AW139 can fly away from a hover when on an operational SAR mission. The 92 has a very light training capability with OEI flyaway from an OGE hover.
Nope, can't say that any helo except maybe the AW139 can fly away from a hover when on an operational SAR mission. The 92 has a very light training capability with OEI flyaway from an OGE hover.
Well, there is an aircraft, that shall remain nameless, that when you press the go-round button adopts an accelerative nose down attitude, accelerates to Vtoss (automaticallly calculated and bugged as such) using the 2 minute rating with droop to the appropriate Nr, then climbs away once stabilised. That's not even a SAR mode.
Granted, on the windless day at MAUW when you run out of luck, you may not succeed in missing the water, but it's a pretty useful way of reducing pilot workload in a high workload situation.
Granted, on the windless day at MAUW when you run out of luck, you may not succeed in missing the water, but it's a pretty useful way of reducing pilot workload in a high workload situation.
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Nick Lappos wrote:
This sort of thing is old hat these days Nick. TV, I2, FLIR, Nav Point and many permutations and combinations of existing sight and nav systems have been coupled to manned, RPV and autonomous approachs land, moving platform, and sea.
These technologies are moving ahead so rapidly that business development types can't keep up with who did what first most of the time. Great stuff no matter who is first.
I believe it is the first flir designated approach, but could be wrong.
These technologies are moving ahead so rapidly that business development types can't keep up with who did what first most of the time. Great stuff no matter who is first.
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Rich,
Notwithstanding the abilities that some uncertified rpv's have shown, I don't believe any certified helo has an automatic approach to hover to a flir directed point. Can you name one?
Notwithstanding the abilities that some uncertified rpv's have shown, I don't believe any certified helo has an automatic approach to hover to a flir directed point. Can you name one?
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Nick, I have no doubt that Sikorsky was the first to do what they say they did in the way they said they did it. Claims to be first these days seem to be in the exact details. The reason for my post was not to dispute your claim, rather it was to discuss the excitement of this and other emerging helicopter technologies.
To answer your question however, the Boeing Unmanned Little Bird Technology Demonstrator is an FAA certificated (Special Airworthiness Certificate - Experimental) aircraft that has made an automated landing, dropped an external load, and engaged with gun, rocket, and missile a FLIR/TV point self designated. It can also accept a point from another aircraft, vehicle, or ground station FLIR/TV/RADAR/NAV system. It can do so with pilot or autonomously. The aircraft has demonstrated that it can take-off to a hover, maneuver in hover, take-off, fly, land, hover, and land from hover to the ground with or without a pilot on board. Boeing certificated this aircraft so that unmanned technologies could be tested in regulated airspace.
Research in the areas of automation, intelligent systems, advanced control laws, fly by wire/light, enhanced and synthetic vision technologies are proceeding so rapidly that designs that were only dreams a short time ago are now a reality. As an example the ULB aircraft has flown enhanced and synthetic visions tests using a fixed, fused FLIR/TV/LIDAR/DTED system in enveloped brownout conditions. This is the stuff of science fiction! Manufacturers have parallel efforts in all these exciting new technologies, each with their own unique engineering solutions.
My point is that this is an exciting time and that it will not be long before these system enter the commercial helicopter world!
To answer your question however, the Boeing Unmanned Little Bird Technology Demonstrator is an FAA certificated (Special Airworthiness Certificate - Experimental) aircraft that has made an automated landing, dropped an external load, and engaged with gun, rocket, and missile a FLIR/TV point self designated. It can also accept a point from another aircraft, vehicle, or ground station FLIR/TV/RADAR/NAV system. It can do so with pilot or autonomously. The aircraft has demonstrated that it can take-off to a hover, maneuver in hover, take-off, fly, land, hover, and land from hover to the ground with or without a pilot on board. Boeing certificated this aircraft so that unmanned technologies could be tested in regulated airspace.
Research in the areas of automation, intelligent systems, advanced control laws, fly by wire/light, enhanced and synthetic vision technologies are proceeding so rapidly that designs that were only dreams a short time ago are now a reality. As an example the ULB aircraft has flown enhanced and synthetic visions tests using a fixed, fused FLIR/TV/LIDAR/DTED system in enveloped brownout conditions. This is the stuff of science fiction! Manufacturers have parallel efforts in all these exciting new technologies, each with their own unique engineering solutions.
My point is that this is an exciting time and that it will not be long before these system enter the commercial helicopter world!
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Rich,
The achievements of the Boeing team are great, Waldo Carmona (a friend and collegue) is leading the pack in this stuff.
Please recognize that to carry FAR Part 29 passengers on a certified approach to a FLIR designated point is a far piece more rigerous than a (fantastically capable) experimental military demonstrator.
To the point that demos are great, but certs are what counts, Sikorsky made auto approaches in an experimental skycrane using video hooked waypoints in 1972!
The achievements of the Boeing team are great, Waldo Carmona (a friend and collegue) is leading the pack in this stuff.
Please recognize that to carry FAR Part 29 passengers on a certified approach to a FLIR designated point is a far piece more rigerous than a (fantastically capable) experimental military demonstrator.
To the point that demos are great, but certs are what counts, Sikorsky made auto approaches in an experimental skycrane using video hooked waypoints in 1972!
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Please recognize that to carry FAR Part 29 passengers on a certified approach to a FLIR designated point is a far piece more rigerous than a (fantastically capable) experimental military demonstrator.
I agree the politics of getting a new technology certificated under any FAR Part is difficult. Look at the difficulties involved in permitting the use of something as simple as NVG's has been. Getting the FAA to authorize FLIR approaches within the US National Airspace System with paying passengers on an a transport category helicopter will be a significant achievement. If Sikorsky has already certificated the S-92 for that use in the National Airspace System I am in awe. I applaud Sikorsky's research efforts now, and even wayback in 1972.
I do not however agree that the basic engineering and science behind an autonomous approach to a FLIR designated waypoint in an S-92 is more rigerous than in any other helicopter. I would argue the opposite. The autonomous approach systems using a variety of sensor selected waypoints I am acquainted with can be ported to almost any helicopter - with some individual tuning of course.
Finally, as a member of the pack, it is always comforting to learn that I am actually being led.
-- IFMU
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Hey Ifmoo -
That was the donut thing, right? I read on the internet that the CIA took over that program and has been using them for domestic spying and data gathering. Peering into buildings and such. Saw it on Discovery too. Really!
Rumor is they cheated on that autonomous demo by using the largest human target they could find!
HOSS
That was the donut thing, right? I read on the internet that the CIA took over that program and has been using them for domestic spying and data gathering. Peering into buildings and such. Saw it on Discovery too. Really!
Rumor is they cheated on that autonomous demo by using the largest human target they could find!
HOSS
Hey Ifmoo -
That was the donut thing, right? I read on the internet that the CIA took over that program and has been using them for domestic spying and data gathering. Peering into buildings and such. Saw it on Discovery too. Really!
Rumor is they cheated on that autonomous demo by using the largest human target they could find!
HOSS
That was the donut thing, right? I read on the internet that the CIA took over that program and has been using them for domestic spying and data gathering. Peering into buildings and such. Saw it on Discovery too. Really!
Rumor is they cheated on that autonomous demo by using the largest human target they could find!
HOSS
I don't think they used the largest one, the ATR likes to lock onto a particular shape. And, the largest person would tend to be more round. From the video I saw they used a normally overweight subject who was generating ample heat.
The CIA must have it, otherwise things wouldn't be so quiet about it. I read a rumor on the web that somebody sighted one over chicago a while ago. Their report talked about the soft whirring sound of its rotors and how eerie it was.
-- IFMU
The Mk3A SeaKing with the MSS (multi sensor system) turret fitted can carry out auto letdowns to a radar designated target (in fact so can the Mk3) but the Mk 3 requires the radar operator to talk the pilot to the letdown position before the trans down is initiated.
The rad op in a 3A can transmit the target lat/long to the Rnav and the co pilot can use the Rnav and SN500 to let down to the target - in IMC/icing if required.
If we are using the FLIR to locate a target, then the Radop can talk the aircraft to the overhead where the position is entered into the Rnav and either overfly or Rnav teardrop to the hover, again usin Rnav/SN500.
The value of being able to letdown to a FLIR designated target is limited since the FLIR will be useless IMC and visual procedures as described above can be used otherwise.
One of the best features of the 3A is that there is a hover button that selects a doppler hover when you are less than 20 kts doppler and within 20 feet of the set hover height in the SN500.
What has been described as the capability of the S92 is what is required to do the SAR job properly but it still won't have an NVG capability.
The rad op in a 3A can transmit the target lat/long to the Rnav and the co pilot can use the Rnav and SN500 to let down to the target - in IMC/icing if required.
If we are using the FLIR to locate a target, then the Radop can talk the aircraft to the overhead where the position is entered into the Rnav and either overfly or Rnav teardrop to the hover, again usin Rnav/SN500.
The value of being able to letdown to a FLIR designated target is limited since the FLIR will be useless IMC and visual procedures as described above can be used otherwise.
One of the best features of the 3A is that there is a hover button that selects a doppler hover when you are less than 20 kts doppler and within 20 feet of the set hover height in the SN500.
What has been described as the capability of the S92 is what is required to do the SAR job properly but it still won't have an NVG capability.