|
|
Background
– CF Maritime Helicopter – Sikorsky CH-148 Cyclone |
|
Update November 2008: the CH-148 Cyclone prototype has flown. In September, MND Peter MacKay
claimed first delivery for CH-148s in mid-2010 (10 months sooner than the predicted delay). However, this will come
with a hefty price - contrary to Michael Fortier's statement.
Update 28 Apr 2009: Canada has waived
up to $89M in CH-148 late fees and allowed Sikorsky two years to deliver "compliant" Cyclones.
|
|
The New Shipboard Cyclone – a Windy Outcome?
The Maritime Helicopter Project to replace the Sea King dragged out for a quarter century.
Finally, in late 2003 there was a call for tenders. A winner was announced in July of 2004. The new Maritime
Heli- copter would be Sikorsky's H-92 Superhawk which will
be the CH-148 Cyclone in CF service. A $3.2B contract includes airframes, integrated systems
and the ubiquitous 20-year parts/training package – the latter a $1.8B deal covering construction and operation
of the Maritime Helicopter Training Centre at CFB
Shearwater.
|
|
|
Deciding factors in choosing the H-92 would likely be purchase price, operating costs, and
cabin size. [1] It was a somewhat risky choice. Stability problems during the development of the H-92
[2] required a 40cm fuselage stretch to shift the aircraft’s centre of gravity forward. This
made the aircraft larger [3] and heavier – but it also had the side benefits of increasing cabin
size and allowing a bigger access door.
|
|
|
Temp Work for the Potential Late-Comer?
Rumours suggested that the first Cyclones will be delivered late and without avionics. Such
'green' airframes could replace troop- carrying
Sea Kings but the Navy wants its sub-hunters. Meanwhile, CH-148 delivery dates
slide and costs jumped by $500M. The prototype CH-148 was due to fly in early 2008 with delivery in Nov 2008. The
prototype didn't fly until Nov 2008 [5] and after a $117M
contract amendment, delivery is to run from Nov 2010 to 2013.
|
|
|
[1] Cabin size was a major issue for many MHP contenders. Being twin-engined, H-92s would be lighter and more
fuel-efficient (in theory) than the three-engined CH-149 SAR helicopters. Reliability problems with the CF
Cormorant fleet at the time were also a deciding factor.
[2] Prototype H-92s experience a nose pitch-up at 60 knots (110 km/h). To correct the problem, Sikorsky redesigned
the tail. Horizontal tail surfaces were repositioned from port to starboard and from a high-mounted to a low-mounted
position (the earlier configuration is shown in the centre-left image, above). Size of the vertical fin was also
reduced and the tail rotor position was lowered (resulting in lower weight).
[3] General Electric’s 3000shp-class CT7-8C began testing in 2004. The CT7-8C uses a three-stage turbine (rather
than two-stage as in the earlier CT7s. Upgraded materials are used as well as an electronic control system.
Civilian certification for the CT7-8C is expected in 2007.
[4] Sikorsky paid particular attention to ‘crashworthiness’ (keeping the fuel tanks in the large side
sponsons) and to bird strike protection.
[5] The press report staff at CFB Shearwater Maritime Helicopter Training Centre being told that the CH-148s
won’t arrive until 2010-2011.
|
|
Credits
— top left Stephen Priestley (mod), centre left: Flug
Revue, all others: UT-Sikorsky (via: Zak and Chung except bottom right)
|
|
"... round and round and round in the circle game..."