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Home | Update | LATEST ISSUE | Gallery | FR Profile | Datafiles | FR 2/98 EUROCOPTER RESEARCH INITIATIVES FOR THE "HELICOPTER 2010" by Karl Schwarz While the new helicopter models, such as the EC 120, EC 135, Explorer or Bell 427, become established in the market, scientists and engineers are already working on promising technologies for the next helicopter generation. According to Michael Stephan, manager of advanced development at Eurocopter Deutschland, an extensive research and technology program is "vital for every company today". Furthermore, it is essential to efficiently use their own and the government funds. "We also have to include the suppliers, the research establishments, and the universities to be able to create an entire network", says Dr. Siegfried Sobotta, co-president of Eurocopter. He demands: "Technology research must be accomplished at the European level." The goal of the works is to increase the competitiveness of the industry, meaning that research should not become an end in itself. But, it should be the basis for products that can compete in the world market. With this in mind, the focus of research is a result from the demands of the civil and military customers, along with the increasing requirements from the certification authorities, as well as, from the necessity to improve the public acceptance of helicopters. Last but not least, considerations concerning the developments of the competitors are also playing a role. Out of these factors, Eurocopter in cooperation with German and French research establishments (DLR and ONERA) has derived four areas which should be handled with priority. The reduction of costs is at the top of the list. All relevant market studies have revealed that procurement decisions today are largely influenced by procurement and operating costs. Even for the military, lifetime costs play an increasingly important role. Due to this the manufacturers must aim for lower maintenance needs when developing new products, and also extend the life-time of individual components. The goal is to reduce the production costs, among other means by an optimized utilization of different materials and by standardizing parts. Furthermore, there is a considerable saving potential in the development process as well. By improving and bundling computer programs for the generation of a "virtual helicopter", the development time could possibly be reduced to three years. Along with the costs, the mission capability of the helicopter plays a central role for the customer. In this area, particularly Europe is facing increasing limitations due to expanding safety requirements and because of the growing sensibility of the public to any kind of aircraft noise. That's why Eurocopter is aiming for a reduction of the outside noise level to 10 EPNdB below the ICAO certification requirements. New profiles and rotor blade tip geometries are supposed to help, as are variable rotor rpms. Much hope is put on a continuous pitch control of each individual blade, for example through intelligent tabs. Further work has the goal of achieving a full all-weather capability to be able to expand the helicopter's mission capabilities. This requires improved navigation systems on a GPS basis, along with radar or infrared sensors for terrain avoidance in conjunction with a three-dimensional cockpit presentation, for example on wide-screen displays. Also, the de-icing of the aircraft must be assured. One area in which the helicopter is still lagging the fixed-wing aircraft is passenger comfort. The problems are known: vibrations are transmitted from the transmission (most often located overhead the passengers) into the cabin. Rotor, engine and transmission are generating a tremendous cabin noise, and also the air-conditioning for the cabin can be improved. Remedy is possibly coming from active vibration isolation systems, better isolating cabin paneling, as well as, from efficient but light air-conditioning units. The challenge is to achieve a higher degree of comfort without significantly increasing the weight or the costs. While the above mentioned goals mainly apply to civil helicopters, the military customers additionally require an increased survivability over the battlefield. This goal is supposed to be achieved by reduced detectability in the radar and infrared spectrum, along with improved electronic self-defence systems and optimized crash characteristics. This short overview shows that there is a lot of work ahead for the helicopter manufacturers - and, progress is not available for free. Germany, for example, is supplying DM60 million in the frame of its aerospace research and technology program (from 1995 to 1998). This is complemented by an equal amount from the industry itself. Of course, many of the projected programs will last beyond the year 1998. Another five to ten years will go by before the results of the research programs will find their way into a production model. The most important thing is a continuos support. Such a support could come from a second aerospace research program, something that is being considered. According to reports from the German ministry of economics, minister Rexrodt is willing to support a second edition of the program at the current volume (share of 20 percent). The research ministry (BMBF) is a little more cautious, saying that much depends on the further development of Airbus. Should further funds become available, safety and noise will be the priorities in order to improve the public acceptance of helicopters. Also, the tilt-rotor should be considered, says Dr. Herbert Diehl from the BMBF. In this area, Bell and Boeing are currently holding a monopoly. From page 56 of FLUG REVUE 2/98 Home | Update | LATEST ISSUE | Gallery | FR Profile | Datafiles | FR 2/98 Copyright 1998 by Motor-Presse Stuttgart. All rights reserved. Last updated January 9, 1998 FLUG REVUE, Ubierstr. 83, 53173 Bonn, Germany