Sikorsky quietly launches the S-100
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Sikorsky quietly launches the S-100
HeliHub.com Sikorsky quietly launches the S-100 helicopter
Sikorsky has registered N100FV with the FAA thus according to the FAA web - its a twin engine fourteen seater rotorcraft
FAA Registry - Aircraft - N-Number Inquiry
Thus the assuumption it could be based on the SB-1 Defiant.
cheers
Sikorsky has registered N100FV with the FAA thus according to the FAA web - its a twin engine fourteen seater rotorcraft
FAA Registry - Aircraft - N-Number Inquiry
Thus the assuumption it could be based on the SB-1 Defiant.
cheers
I'll be silly and suggest that it can't be "launched" if it hasn't flown yet 
(yeah, I know, program launch, not air vehicle launch). Also, not sure what's up with that artist's conception, but those rotors with the forward angle and then the sweep I think we've seen somewhere before.
(yeah, I know, program launch, not air vehicle launch). Also, not sure what's up with that artist's conception, but those rotors with the forward angle and then the sweep I think we've seen somewhere before.
helihub.com
7 Aug, 18, Source: HeliHub.com As Sikorsky has developed various helicopter models over the years, so each has been given an “S” designation. Many are well known, such as the S-76 and S-92, and others which only ever existed as office drawings and did not make it to hardware. There are also likely to be numbers in the series which have been skipped, prompted by the Marketing Department.Many of the “S numbers” are better known by other designations, such as the S-65 which everyone knows as the H-53, or its sub-models CH-53 and MH-53. So what is the S-100? The landmark “one hundred”… We expected a fanfare!Very recently, Sikorsky have registered the first S-100 (msn 0001) with the FAA, who have allocated the registration N100FV. FAA data shows it as having two engines and 14 seats, which fits perfectly with the joint venture Sikorsky-Boeing SB>1 Defiant, which the two companies are putting forward for the Future Vertical Lift (FVL) program. The specifications of the Defiant on Sikorsky’s website show “cabin for 12 combat equipped troops”, and this size of helicopter would routinely be flown by two pilots in US military service and thus the total of 14 seats.Sikorsky have also revealed at various events that the initial prototype is due to fly in 2018 and will be powered by two trusty Honeywell T55 engines, thus confirming the two engine designation given by the FAA. While the company has acknowledged that this particular engine may make it a challenge to achieve the FVL requirement of 229 to 450 nm range with payload, the partners are looking at other future engine options which are more efficient.Taking the first two letters of the “FVL” program name provides the confirmation that N100FV is indeed the SB>1 Defiant. The model features a co-axial rotor system and a pusher prop, a format Sikorsky developed with their X2 Demonstrator, and they carried on through the S-97 Raider which first flew on 22 May 2015.We look forward to the S-100 making its first flight in the near future. Its competitor, the Bell V-280 Valor, first flew on 18 December 2017.
7 Aug, 18, Source: HeliHub.com As Sikorsky has developed various helicopter models over the years, so each has been given an “S” designation. Many are well known, such as the S-76 and S-92, and others which only ever existed as office drawings and did not make it to hardware. There are also likely to be numbers in the series which have been skipped, prompted by the Marketing Department.Many of the “S numbers” are better known by other designations, such as the S-65 which everyone knows as the H-53, or its sub-models CH-53 and MH-53. So what is the S-100? The landmark “one hundred”… We expected a fanfare!Very recently, Sikorsky have registered the first S-100 (msn 0001) with the FAA, who have allocated the registration N100FV. FAA data shows it as having two engines and 14 seats, which fits perfectly with the joint venture Sikorsky-Boeing SB>1 Defiant, which the two companies are putting forward for the Future Vertical Lift (FVL) program. The specifications of the Defiant on Sikorsky’s website show “cabin for 12 combat equipped troops”, and this size of helicopter would routinely be flown by two pilots in US military service and thus the total of 14 seats.Sikorsky have also revealed at various events that the initial prototype is due to fly in 2018 and will be powered by two trusty Honeywell T55 engines, thus confirming the two engine designation given by the FAA. While the company has acknowledged that this particular engine may make it a challenge to achieve the FVL requirement of 229 to 450 nm range with payload, the partners are looking at other future engine options which are more efficient.Taking the first two letters of the “FVL” program name provides the confirmation that N100FV is indeed the SB>1 Defiant. The model features a co-axial rotor system and a pusher prop, a format Sikorsky developed with their X2 Demonstrator, and they carried on through the S-97 Raider which first flew on 22 May 2015.We look forward to the S-100 making its first flight in the near future. Its competitor, the Bell V-280 Valor, first flew on 18 December 2017.
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Plenty of motive power complications there ... good luck!
Are you referring to the Piasceki experiment? Speedhawk?
I think John Dixson posted some info about that a few years back; he was familiar with that project.
@Haraka
Of course not. They are all invisible. 
It's one of those cool Stealth features.
(How you do a preflight on an invisible aircraft, however, remains a mystery to me).
I think John Dixson posted some info about that a few years back; he was familiar with that project.
@Haraka
Anybody seen any sign of a Genuine "Stealth Blackhawk"over the last seven years ?
It's one of those cool Stealth features. (How you do a preflight on an invisible aircraft, however, remains a mystery to me).
Heli-hub says "according to the FAA web" - well I'm staring at FAA Registry - Aircraft - N-Number Inquiry and don't see a single thing about seats or engines.
(How you do a preflight on an invisible aircraft, however, remains a mystery to me).
One mention of "Sikorsky" and Sans immediately pops up out of the Gopher Hole and starts sniping.....easy Lad....it was only mention of a Press Release!
Have anybody read or heard something about using the new generation engines (dual spool) in the new generation helicopters?
https://aerospace.honeywell.com/en/p...icopter-engine
https://aerospace.honeywell.com/en/p...icopter-engine
Last edited by Jimmy.; 9th Aug 2018 at 09:33. Reason: Grammar
LoneWolf, just to clarify. We did design ( with assistance from the prop experts at Hamilton Standard ) a fenestron for the S-67 and successfully flight tested it. Except for a small deadband around trim ( similar to the Gazelle in that respect-in fact we had a connection with a US Gazelle owner, who brought his aircraft to Stratford for a quick eval ) the fenestron was a transparent substitution in terms of flying qualities. We built a completely separate tail for this evaluation. The solution to the trim issue was a controllable rudder, but that project was overcome by events with the crash at Farnborough, with the original tail installed. We never put a thruster on the S-67. SA did fly a “ roto-prop “ convertible tail rotor on the company S-61 in 1965 as part of the AFSS proposal work. That utilized a standard articulated S-61 tail rotor and thus was really a proof of concept flight test. Flew that in 1965, a year before I signed in.
There is an absolute dearth of information about the Defiant and its conspicuous continued absence from media scrutiny, and I am seriously curious as to what is going on this late in the game - so its less "Sikorsky" and more "SB1" that has me popping out of my humble subterranean abode.
Last edited by SansAnhedral; 9th Aug 2018 at 15:39.
We did design ( with assistance from the prop experts at Hamilton Standard ) a fenestron for the S-67 and successfully flight tested it. Except for a small deadband around trim (similar to the Gazelle in that respect-in fact we had a connection with a US Gazelle owner, who brought his aircraft to Stratford for a quick eval ) the fenestron was a transparent substitution in terms of flying qualities. We built a completely separate tail for this evaluation. The solution to the trim issue was a controllable rudder, but that project was overcome by events with the crash at Farnborough, with the original tail installed. We never put a thruster on the S-67. SA did fly a “ roto-prop “ convertible tail rotor on the company S-61 in 1965 as part of the AFSS proposal work. That utilized a standard articulated S-61 tail rotor and thus was really a proof of concept flight test. Flew that in 1965, a year before I signed in.
