What about helicopters needs fixing?
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What about helicopters needs fixing?
It seems that we all carry our own concerns about what can go wrong with our machines, and what we must improve to make the near-ideal rotorcraft.
Please jump in and tell us:
What are the five things, in order of importance, that you would improve on the typical helicopter, if you ran a helicopter company?
Please jump in and tell us:
What are the five things, in order of importance, that you would improve on the typical helicopter, if you ran a helicopter company?
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operating costs , helicopter could be the optimum transport solution for up to 300 nm stages , if ticket cost per passenger could be reduced it could compete with fixed wing.
noise , in order to fly to the heliports close to city centers noise must be reduced.
range need range as above with full IFR reserves.
safety , need to demonstrate safety levels as good as fixed wing.
infrastructure , need heliports
noise , in order to fly to the heliports close to city centers noise must be reduced.
range need range as above with full IFR reserves.
safety , need to demonstrate safety levels as good as fixed wing.
infrastructure , need heliports
Nick,
From a working pilot's viewpoint.....
1) Seats
2)Instrument Panel layouts....put the gauges/displays in front of the guy driving the thing....not off to the side somewhere.
3)Escape exits for pilots and passengers.
4)Stability systems and autopilots on all "commerical" helicopters.
5)Crashworthiness of structures and components
From a working pilot's viewpoint.....
1) Seats
2)Instrument Panel layouts....put the gauges/displays in front of the guy driving the thing....not off to the side somewhere.
3)Escape exits for pilots and passengers.
4)Stability systems and autopilots on all "commerical" helicopters.
5)Crashworthiness of structures and components
Nick, if I owned the company, my goals would be:
1. Noise - make 'em quiet and overnight they'll sell like hotcakes.
2. Safety - pilot proof [easy to fly, redundancy, forgiving].
3. Reasonable DOC's.
4. Superb customer support and backup.
5. Stay one step ahead of the competition.
It's a start
1. Noise - make 'em quiet and overnight they'll sell like hotcakes.
2. Safety - pilot proof [easy to fly, redundancy, forgiving].
3. Reasonable DOC's.
4. Superb customer support and backup.
5. Stay one step ahead of the competition.
It's a start
Iconoclast
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Slings and errors.
1) Better quality control on the finished product. This will help improve the companies’ image in the eyes of the mechanics and pilots. Perform a FACI (First Article Configuration Inspection) on every helicopter and not just the first off of the production line to verify that the end product complies with the design drawing.
2) All helicopter blades should be dynamically balanced against a master. All helicopter companies should follow Sikorskys’ lead in pre-tracking their rotor blades. This will cut down on operational maintenance and put the helicopter back in the air a lot faster.
3) The designers should think the design through and explore what can go wrong in a specific maintenance procedure and to prevent injury to maintenance personnel and/or cause damage to the helicopter.
4) The engineers should make themselves aware of operational problems that stem from an incomplete design.
5) The helicopter should be tested to determine that it can be operated properly and safely under all operational conditions that apply to the helicopters end usage.
6) Factory training instructors should be expert on their area of instruction. They should follow up on students questions and never make reference to field expedient maintenance practices.
7) The designers must take into consideration how certain aspects of the design interfere with standard field maintenance procedures.
All of the above relate to actual incidents and are representative of several different helicopter designs.
Any one interested in the reality of items 1-7 above feel free to contact me via E-mail and I will provide the information.
2) All helicopter blades should be dynamically balanced against a master. All helicopter companies should follow Sikorskys’ lead in pre-tracking their rotor blades. This will cut down on operational maintenance and put the helicopter back in the air a lot faster.
3) The designers should think the design through and explore what can go wrong in a specific maintenance procedure and to prevent injury to maintenance personnel and/or cause damage to the helicopter.
4) The engineers should make themselves aware of operational problems that stem from an incomplete design.
5) The helicopter should be tested to determine that it can be operated properly and safely under all operational conditions that apply to the helicopters end usage.
6) Factory training instructors should be expert on their area of instruction. They should follow up on students questions and never make reference to field expedient maintenance practices.
7) The designers must take into consideration how certain aspects of the design interfere with standard field maintenance procedures.
All of the above relate to actual incidents and are representative of several different helicopter designs.
Any one interested in the reality of items 1-7 above feel free to contact me via E-mail and I will provide the information.
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In addition to cost (lack of payload), lack of speed and noise, part of the problem seems to be the public's perception of helicopters as noisy and dangerous (possibly due to the way helicopters are portrayed in movies).
This perception contibutes to us not having the political muscle to get good, rotary oriented facilities. If helicopters are largely restricted to airports or fields miles from the destination, their primary advantage is immediately negated. (i.e. if I have to drive to the airport and rent a car at the other end to get to the office, I may as well drive the 250 miles or so anyway).
This perception contibutes to us not having the political muscle to get good, rotary oriented facilities. If helicopters are largely restricted to airports or fields miles from the destination, their primary advantage is immediately negated. (i.e. if I have to drive to the airport and rent a car at the other end to get to the office, I may as well drive the 250 miles or so anyway).
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Nick,
1. Windscreen wipers that work.
2. No rain leaks above the pilot's head or auto pilot/ electrics.
3. Room for helmet so that small movements don't hit the switches.
4. Room for nav bags and my coffee cup.
5. Overhead panels further away so I don't have to keep putting my glasses on.
6. (extra one) Good instrument & cockpit lighting.
1. Windscreen wipers that work.
2. No rain leaks above the pilot's head or auto pilot/ electrics.
3. Room for helmet so that small movements don't hit the switches.
4. Room for nav bags and my coffee cup.
5. Overhead panels further away so I don't have to keep putting my glasses on.
6. (extra one) Good instrument & cockpit lighting.
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As someone who's ramp is located at 7,400 FTMSL (usual temps are ISA +20) and rarely go below that.
I only want MORE POWER to be able to lift more, fuel, passengers, stuff, etc.
1.- More Power
2.- More Power
3.- More Power
4.- More Power
5.- Better overall performance, OEI, range, speed,
The reason why the Bell 407 (dozens at my airport) has become so popular around here is because you can carry more, with better range, in a 407 than in a Bell 412HP! (MMMX / 7,340 FTAMSL - MMTO / 8,445 FTAMSL usually +20ºC ISA)
Agusta Power and K2 are also popular, then as soon as the Bell 427 came out everyone wanted to get their hands on one, they gave deposits, and now years later they are asking for their money back since it is still not certified above 6000 FTAMSL I think.
I only want MORE POWER to be able to lift more, fuel, passengers, stuff, etc.
1.- More Power
2.- More Power
3.- More Power
4.- More Power
5.- Better overall performance, OEI, range, speed,
The reason why the Bell 407 (dozens at my airport) has become so popular around here is because you can carry more, with better range, in a 407 than in a Bell 412HP! (MMMX / 7,340 FTAMSL - MMTO / 8,445 FTAMSL usually +20ºC ISA)
Agusta Power and K2 are also popular, then as soon as the Bell 427 came out everyone wanted to get their hands on one, they gave deposits, and now years later they are asking for their money back since it is still not certified above 6000 FTAMSL I think.
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Good idea for a topic Nick...or is this subtle research for the next Sikorski product? 
I hope the good ideas get royalties.
Can't speak for the industry so I'll speak only for what I use helicopters.
1) Range: increase it without airspeed/weight penalties.
2) Decrease weather susceptibility. Icing, Turbulence, wind speed on start up/shut down, etc. are big limiters now. Any improvements here will be nice.
3) Visibility. Lots of Glass in cockpit, but also synthetic vision for darkness and fog.
4) Endurance (pilot). Hands on C&C for almost all inflight functions, comfortable seats (adjustable...very adjustable), cup holders, good autopilot, comfortable cyclic positions (haven't tried sidestick yet, but...), inflight massage (okay, too far)
5) Reliability. I don't want them to break, ever. If they do break, they should let me know and I should have enough time after warning to make it to an airfield almost all the time (ie don't expect this after total power loss, do expect it when transmission bearings are beginning to fail and I'm 200 miles out to sea.)
(had to go over when I thought of this next one)
6) Performance Numbers I want every conceivable performance number available to me whenever I want them, and very accurately. If HOGE at max continuous claims to be 7300' I don't want to find out I could have hovered at 7400'. If after buying the helicopter I realize I need to calculate something else, then programming additional performance numbers should be cheap and easy.
I could give more ideas, if you like.
I hope the good ideas get royalties.Can't speak for the industry so I'll speak only for what I use helicopters.
1) Range: increase it without airspeed/weight penalties.
2) Decrease weather susceptibility. Icing, Turbulence, wind speed on start up/shut down, etc. are big limiters now. Any improvements here will be nice.
3) Visibility. Lots of Glass in cockpit, but also synthetic vision for darkness and fog.
4) Endurance (pilot). Hands on C&C for almost all inflight functions, comfortable seats (adjustable...very adjustable), cup holders, good autopilot, comfortable cyclic positions (haven't tried sidestick yet, but...), inflight massage (okay, too far)
5) Reliability. I don't want them to break, ever. If they do break, they should let me know and I should have enough time after warning to make it to an airfield almost all the time (ie don't expect this after total power loss, do expect it when transmission bearings are beginning to fail and I'm 200 miles out to sea.)
(had to go over when I thought of this next one)
6) Performance Numbers I want every conceivable performance number available to me whenever I want them, and very accurately. If HOGE at max continuous claims to be 7300' I don't want to find out I could have hovered at 7400'. If after buying the helicopter I realize I need to calculate something else, then programming additional performance numbers should be cheap and easy.
I could give more ideas, if you like.
Last edited by heedm; 8th Jul 2002 at 05:34.
Iconoclast
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Change of mindset and a change of oil.
Many years ago the US Military wanted to minimize the types of lubricants on their helicopters. As a means of eliminating one type of lubricant they elected to use engine oil which is mainly synthetic in the transmissions of the helicopters. The engine oil was never made to hold up under the point contact loading found in helicopter transmissions and as a result the film strength at the point contact is at the absolute minimum. I would suggest that the manufacturers eliminate engine oil from the transmissions and replace it with mineral-based oils as used prior to the change to engine oil.
Here is another suggestion. Get rid of spherical elastomeric bearings in fully articulated rotor systems and replace them with the spherical bearing designed by Sikorsky many years ago. That bearing never made it into production due to leakage as the bearing was pressurized. The main problem was that the materials in existence at that time were not sufficient however there has been a quantum leap in materials technology (sealing technology and powdered metallurgy technology). Elastomeric bearings are susceptible to wear, deterioration, Ozone attack, and material breakdown due to solar radiation and high temperatures. Lord, the prime manufacturer of these bearings has stated that the bearing life can be shortened by 50% due to exposure to temperatures of 160-degrees F. The allowable limit at this temperature is one hour total for the life of a bearing.
Here is another suggestion. Get rid of spherical elastomeric bearings in fully articulated rotor systems and replace them with the spherical bearing designed by Sikorsky many years ago. That bearing never made it into production due to leakage as the bearing was pressurized. The main problem was that the materials in existence at that time were not sufficient however there has been a quantum leap in materials technology (sealing technology and powdered metallurgy technology). Elastomeric bearings are susceptible to wear, deterioration, Ozone attack, and material breakdown due to solar radiation and high temperatures. Lord, the prime manufacturer of these bearings has stated that the bearing life can be shortened by 50% due to exposure to temperatures of 160-degrees F. The allowable limit at this temperature is one hour total for the life of a bearing.
200psi......one of aviations absolute rules.....All helicopters leak like the American Congress!
If it didn't leak....it would not be a helicopter.
That is why Mustang invented that lovely waterproof suit for helicopter crews......ditchings are so rare...couldn't possibly be for any other reason than to act as a very expensive rain suit.
If it didn't leak....it would not be a helicopter.
That is why Mustang invented that lovely waterproof suit for helicopter crews......ditchings are so rare...couldn't possibly be for any other reason than to act as a very expensive rain suit.
Nic
A manufacturer who actually asks, I am impressed. The answers below refer to single engine VMC machines in Europe.
1. Payload - if it has 5 seats and 100 gallon tank let it be able to take off with 5 large people and a full tank eg EC120 can't, 206 has room for 5 but fuel for a wet weekend.
2. Knee room / head room for pilot and pax
3. Designers to build it so components are easily serviced or at least take advice from the field maintainers.
4. Do not overcomplciate the machine so only a limited number of companies can maintain it ( diagnostic computers etc )
5. Not only quiet outside but inside as well.
Nice one
A manufacturer who actually asks, I am impressed. The answers below refer to single engine VMC machines in Europe.
1. Payload - if it has 5 seats and 100 gallon tank let it be able to take off with 5 large people and a full tank eg EC120 can't, 206 has room for 5 but fuel for a wet weekend.
2. Knee room / head room for pilot and pax
3. Designers to build it so components are easily serviced or at least take advice from the field maintainers.
4. Do not overcomplciate the machine so only a limited number of companies can maintain it ( diagnostic computers etc )
5. Not only quiet outside but inside as well.
Nice one
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1. adjustable seats so we can use an eye reference point just like the plank drivers. That way we can see the instruments properly and save our backs.
2.more POWER! Cut the stress on those hot and calm summer days, give us a full N-1 flyaway capability.
3. wide CoG envelope, so we stop having to drop payload because it takes us out of CoG even though we could take the weight.
4. easy numbers for limitations.
5. make 'em comfortable, especially for pax as they have to pay for it in the end..
6. make them safe from a ground staff point of view. Too many fatalities caused by low S76 rotors.
2.more POWER! Cut the stress on those hot and calm summer days, give us a full N-1 flyaway capability.
3. wide CoG envelope, so we stop having to drop payload because it takes us out of CoG even though we could take the weight.
4. easy numbers for limitations.
5. make 'em comfortable, especially for pax as they have to pay for it in the end..
6. make them safe from a ground staff point of view. Too many fatalities caused by low S76 rotors.
"Just a pilot"
1. "Hands on controls" switches, controls.
2. Lighting, inside and out. Provisions to minimise reflection and glare. Pilot serviceable bulbs would be nice, as well.
3. A dry, handy place for RFM, charts, etc.
4. "Boudreaux"-proof doors, windows, seat belts.
5. If I never saw another greased bearing in my life, I'd be happier.
2. Lighting, inside and out. Provisions to minimise reflection and glare. Pilot serviceable bulbs would be nice, as well.
3. A dry, handy place for RFM, charts, etc.
4. "Boudreaux"-proof doors, windows, seat belts.
5. If I never saw another greased bearing in my life, I'd be happier.
Senis Semper Fidelis
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Hi Nick,
All of what all the rest have requested, plus Reactive glass to stop the glare, allied to HUD to give basic info into field of view to help pilot, better seats and belts and a wind direction indicator like on the Harrier( rather than the piece of wool).
What about Scimitar shaped blades to reduce noise!
All of what all the rest have requested, plus Reactive glass to stop the glare, allied to HUD to give basic info into field of view to help pilot, better seats and belts and a wind direction indicator like on the Harrier( rather than the piece of wool).
What about Scimitar shaped blades to reduce noise!
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I wouldn't mind a small fly-by-wire sidestick in place of the cyclic.
If this sidestick would fold up or down it would drastically improve ingress and egress + the extra space would give a nice open area for the airbags (which should be in every helicopter) to deploy.
Better seats would also be a bonus.
If this sidestick would fold up or down it would drastically improve ingress and egress + the extra space would give a nice open area for the airbags (which should be in every helicopter) to deploy.
Better seats would also be a bonus.
Avoid imitations
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Nick,
Speaking as a IFR operator of your product, I would be pleased to see the following:
Icing Clearance. Essential for safety and peace of mind for corporate ops in our winter / spring / autumn and SUMMER damnit, if the summer weather is such as this week!
I really don't like the full glass cockpit using vertical strips for airspeed and altitude etc. There aren't big enough cues to hand fly the aircraft on instruments easily. Yes, I'm sure pilots get used to it eventually but I've only got 10 years or so before I retire . PLEASE go back to round dial displays! Actually I much prefer the old round dials with partial EFIS as the best compromise. By all means use TV screens to achieve it, but just give us back our round dial displays. No gimmicks, just clear info with proper rate information.
Fewer sharp edges in the cockpit please. If helicopters were subject to the same safety regulations as cars they would fail big time on this. It's a great big worry for someone like myself who is required to fly (these days, ex-mil) without a helmet or gloves. The lower panels are also full of things to cut, catch and scratch one's self on. It's bad enough on a day to day basis, let alone alone should the worst happen i.e. an accident
An engine control / transmission system that the pilot can't bust. Build the gearboxes to take all the double or single engine power that can be produced so that there is only one set of torque figures to remember. Then we can worry about getting the "a to b's" and the "ins and outs" of the job done without having to worry so much about not busting limits.
Speaking as a IFR operator of your product, I would be pleased to see the following:
Icing Clearance. Essential for safety and peace of mind for corporate ops in our winter / spring / autumn and SUMMER damnit, if the summer weather is such as this week!
I really don't like the full glass cockpit using vertical strips for airspeed and altitude etc. There aren't big enough cues to hand fly the aircraft on instruments easily. Yes, I'm sure pilots get used to it eventually but I've only got 10 years or so before I retire
. PLEASE go back to round dial displays! Actually I much prefer the old round dials with partial EFIS as the best compromise. By all means use TV screens to achieve it, but just give us back our round dial displays. No gimmicks, just clear info with proper rate information.Fewer sharp edges in the cockpit please. If helicopters were subject to the same safety regulations as cars they would fail big time on this. It's a great big worry for someone like myself who is required to fly (these days, ex-mil) without a helmet or gloves. The lower panels are also full of things to cut, catch and scratch one's self on. It's bad enough on a day to day basis, let alone alone should the worst happen i.e. an accident
An engine control / transmission system that the pilot can't bust. Build the gearboxes to take all the double or single engine power that can be produced so that there is only one set of torque figures to remember. Then we can worry about getting the "a to b's" and the "ins and outs" of the job done without having to worry so much about not busting limits.
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Nick:
Great question!!!
Hope you compile the answers.
My two cents worth (probably more than 5, sorry)
Seats that are comparable to a high end sedan.
Climate control that works automatically
Engines and transmissions that are useful pieces of metal into which one puts in fuel and gets all the power one needs
Well thought out procedures for profiles like Category A that don't scare the passengers or spill their martinis
No vibration or noise issues
True zero-zero capability (approach to a hover IMC like what you showed me several years ago)
Flight controls where the pilot doesn't have to supply the right mechanical characteristics.
Good luck!
Shawn
Great question!!!
Hope you compile the answers.
My two cents worth (probably more than 5, sorry)
Seats that are comparable to a high end sedan.
Climate control that works automatically
Engines and transmissions that are useful pieces of metal into which one puts in fuel and gets all the power one needs
Well thought out procedures for profiles like Category A that don't scare the passengers or spill their martinis
No vibration or noise issues
True zero-zero capability (approach to a hover IMC like what you showed me several years ago)
Flight controls where the pilot doesn't have to supply the right mechanical characteristics.
Good luck!
Shawn