Sikorsky S-92: Operations
Joined: Nov 2003
Posts: 1,079
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From: Abu Dhabi
Sikorsky Aircraft Delivers Three VVIP S-92 Helicopters to Royal Thai Air Force | Vertical - Helicopter News
What's that on the nose? some kind of nightsun/EVS/flir ?
Regards
Aser
What's that on the nose? some kind of nightsun/EVS/flir ?
Regards
Aser
Joined: Jul 2008
Posts: 94
Likes: 3
From: BC, Canada
Aser,
Could it be a laser wire/obstacle detection system?
Interestingly, there doesn't appear to be wire strike protection fitted (although I'm not sure if the S92 can be equipped with this option).
Simon
Could it be a laser wire/obstacle detection system?
Interestingly, there doesn't appear to be wire strike protection fitted (although I'm not sure if the S92 can be equipped with this option).
Simon
Joined: Oct 2002
Posts: 1,796
Likes: 1
From: 1 Dunghill Mansions, Putney
helisdw is correct, it's the EADS HELLAS (HELicopter LASer Radar) system already fitted to the RTAF's 412EPs.
I/C
I/C
Joined: Nov 2010
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From: Earth
Joined: Jul 2004
Posts: 376
Likes: 4
From: Durham, NC USA
Incomplete Installation
It appears as if only parts of the WASP kit were in stalled on this aircraft. In addition to the lower cutter, there should be ramps near the base of the wind screen wipers and a cutter on the upper cowling to protect the rotor parts. In addition, there may be a requirement for additional structure between the windscreen posts left and right of the windscreen center panel.
Joined: Dec 2000
Aviation Qualifications: Non-Aircrew
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From: Arlington, Tx. US
Operating Costs
Heli-One reports the operating cost of an S-92 at $10K per flight hour for commercial aircraft. At $100+million what is the operating costs of the Canadian military version?
The Sultan
The Sultan
Joined: Sep 2006
Posts: 876
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From: Inside the Industry
Sultan
That must be an all inclusive rate with crew, capital cost, insurance, hangar, overheads etc.
The actual Nose to Tail Total Assurance Program (TAP) hourly rate for a civil S-92 is less than one quarter of that.
That must be an all inclusive rate with crew, capital cost, insurance, hangar, overheads etc.
The actual Nose to Tail Total Assurance Program (TAP) hourly rate for a civil S-92 is less than one quarter of that.
Joined: Nov 2010
Posts: 727
Likes: 47
From: Earth
In addition, I wonder how much it will cost and who will be footing the bill to replace all the MGBs out of the "interim" CH148s with the IDMGB whenever they finally manage to finish it
...and hopefully before then definitively determine the root cause of the foot cracking issue so as not to continue that problem with the new casting.
...and hopefully before then definitively determine the root cause of the foot cracking issue so as not to continue that problem with the new casting.
Joined: Nov 2010
Posts: 727
Likes: 47
From: Earth
Well I think this has officially surpassed ridiculous
Canada reveals new delay for interim CH-148 delivery
Canada reveals new delay for interim CH-148 delivery
Canada's top defence official said on 26 May that Sikorsky has delayed formal delivery of the first of six interim CH-148 Cyclone maritime helicopters to the third quarter.
The new timetable marks the latest in a long series of delays since Sikorsky was awarded the contract in 2004 to deliver 28 military derivatives of the S-92 under the maritime helicopter programme (MHP).
The original contract called for first delivery in 2009, but Canada last year agreed to accept the first six aircraft with an "interim" capability in November 2010. That schedule was further delayed to the first half of 2011.
It appeared that Sikorsky had met its obligation when the first CH-148 arrived on 13 May at Shearwater, Nova Scotia. But the aircraft has not been formally delivered because Sikorsky failed to meet all of the contractual delivery requirements, Minister of Defence Peter MacKay said in a statement.
Although the first CH-148 is now based with 12 Wing at Shearwater, the first aircraft will remain under Sikorsky's control until the contract is fulfilled, McKay said, adding that milestone is "expected later this summer". Sikorsky must clear a Canadian certification process for military airworthiness and conduct initial training for aircrew before formal delivery is declared, MacKay said.
"The arrival of this helicopter demonstrates progress with this project and brings us one step closer towards the delivery of a maritime helicopter capability," MacKay said.
It was not immediately clear when Sikorsky will deliver the five other interim helicopters, or the remaining 22 CH-148s with a full capability suite. As of last July, Sikorsky was required to deliver the CH-148s with full capability by June 2012.
The six interim helicopters are being delivered without some operational software, maximum engine power, full endurance and automated datalinks.
The new timetable marks the latest in a long series of delays since Sikorsky was awarded the contract in 2004 to deliver 28 military derivatives of the S-92 under the maritime helicopter programme (MHP).
The original contract called for first delivery in 2009, but Canada last year agreed to accept the first six aircraft with an "interim" capability in November 2010. That schedule was further delayed to the first half of 2011.
It appeared that Sikorsky had met its obligation when the first CH-148 arrived on 13 May at Shearwater, Nova Scotia. But the aircraft has not been formally delivered because Sikorsky failed to meet all of the contractual delivery requirements, Minister of Defence Peter MacKay said in a statement.
Although the first CH-148 is now based with 12 Wing at Shearwater, the first aircraft will remain under Sikorsky's control until the contract is fulfilled, McKay said, adding that milestone is "expected later this summer". Sikorsky must clear a Canadian certification process for military airworthiness and conduct initial training for aircrew before formal delivery is declared, MacKay said.
"The arrival of this helicopter demonstrates progress with this project and brings us one step closer towards the delivery of a maritime helicopter capability," MacKay said.
It was not immediately clear when Sikorsky will deliver the five other interim helicopters, or the remaining 22 CH-148s with a full capability suite. As of last July, Sikorsky was required to deliver the CH-148s with full capability by June 2012.
The six interim helicopters are being delivered without some operational software, maximum engine power, full endurance and automated datalinks.
Last edited by Senior Pilot; 26th May 2011 at 21:35. Reason: Add quote from link
Joined: Apr 2000
Aviation Qualifications: ATP+Mil
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From: EGDC
I guess the Sikorsky management must rue the day the MRGB failed its run-dry test and they decided not to redesign it, electing to push on with the 'extremely remote' fix instead - it must have cost them a fortune and badly tainted their reputation. Did anyone get fired?
Joined: Sep 2008
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From: Croydon
Crab
A few Haddon-Cave salmon letters are certainly in order me thinks.
Today there is yet another FAA AD on the S-92 Main Gear Box:
A few Haddon-Cave salmon letters are certainly in order me thinks.
Today there is yet another FAA AD on the S-92 Main Gear Box:
We are adopting a new AD for the Sikorsky Model S-92A helicopters. This AD requires an NDI, eddy current or FPI, of each MGB upper housing assembly rib on the left, right, and forward MGB mounting foot for a crack because it cannot be detected visually.
This AD is prompted by a report of a crack found on the MGB upper housing assembly left mounting foot forward rib during removal of an MGB that had reached its life limit of 1,000 hours TIS.
The MGB mounting foot has a history of two types of cracks. The visual inspection for these two types of cracks is required in AD 2010-24-04 (75 FR 70812, November 19, 2010).
The discovery of a third type of crack on the left mounting foot forward rib may not be reliably detected by visual inspection.
This condition, if not detected and corrected, could result in loss of the MGB, and subsequent loss of control of the helicopter.
This AD is prompted by a report of a crack found on the MGB upper housing assembly left mounting foot forward rib during removal of an MGB that had reached its life limit of 1,000 hours TIS.
The MGB mounting foot has a history of two types of cracks. The visual inspection for these two types of cracks is required in AD 2010-24-04 (75 FR 70812, November 19, 2010).
The discovery of a third type of crack on the left mounting foot forward rib may not be reliably detected by visual inspection.
This condition, if not detected and corrected, could result in loss of the MGB, and subsequent loss of control of the helicopter.
Joined: Apr 2000
Aviation Qualifications: ATP+Mil
Posts: 10,959
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From: EGDC
And perhaps they also wish they had gone with a 5-bladed MR which seems to work so well on similar size helos produced by Sikorsky in the past
Although, given the cracks in the I-beams on the Sea King perhaps high levels of vibration and MRGB cracks are just a Sikorsky trademark
Although, given the cracks in the I-beams on the Sea King perhaps high levels of vibration and MRGB cracks are just a Sikorsky trademark
Joined: Dec 2000
Aviation Qualifications: Non-Aircrew
Posts: 724
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From: Arlington, Tx. US
Industry Insider:
Heli-One was say operating cost (i.e. DOC) was 10K per flight hour. Now that we know from the latest AD that the transmission case is $500 dollars per hour that makes sense.
The Sultan
Heli-One was say operating cost (i.e. DOC) was 10K per flight hour. Now that we know from the latest AD that the transmission case is $500 dollars per hour that makes sense.
The Sultan