F
R

3
-
9
9

---

Home | Update | LATEST ISSUE | Gallery | FR Profile | Datafiles | FR 3/99

MODELS FOR ANY MISSION

Manufacturers of civil helicopters can be pleased. After a low in 1995, deliveries have increased steadily. In 1997, almost 540 turbine-powered helicopters were delivered - the best result in over a decade. Preliminary estimates form Eurocopter indicated another plus of around five per cent for 1998.

According to market analysts working for the US Teal Group, one key factor for this recovery was the introduction of new, economically attractive models like the Eurocopter EC 135 and EC 120 or the Bell 407. Also, police departments have recently expanded the use of helicopters considerably. This applies especially for the US market, which is still dominant. Finally the global economy was favourable: Firms were buying more helicopters for business travel, and there was also growth in offshore deployment.

However, there are now some doubts whether this positive trend with regards to the economy will continue. According to Eurocopter the Asian crisis has resulted in a reduction of sales to the region from about 90 to just 50 helicopters over the space of only two years. A change in this situation is not expected before 2001. The immediate effects of this financial fiasco on expanding markets like South America are difficult to predict but could be quite dangerous.

Bearing in mind these unstable conditions, any forecasts have to be treated with caution. Eurocopter assumes that between 1999 and 2003 about 180 new helicopters per year will be delivered to civilian customers in the USA and Canada. 110 rotorcraft are required in Europe, circa 65 in Latin America, about 55 in Asia/Australia and up to 20 per annum in Africa/Middle East. This would amount to a grand total of around 2,135 helicopters.

The Teal Group analysts cast their look still further into the future. Excluding models with piston engines, they foresee the production of 4,688 civil helicopters between 1998 and 2007, amounting to sales of US-$ 12.6 bn. This would mean an increase in turnover of 30 per cent when compared with the last decade.

Engine manufacturer Allison was even more optimistic in his forecast for the same period. The company sees a market for 5,467 helicopters with top sales in 2000 and a slight drop afterwards. According to Allison, single sales will continue to dominate in terms of helicooter numbers.

As far as the market segments are concerned, the utility category is, according to Teal, in the lead with 30 per cent. Everything from logging to freight transport comes under this section. The second place is shared between the VIP/ business travel area with 25 per cent and police, border protection and other government authorities. About ten per cent of all helicopters are purchased for rescue and ambulance services. The remaining ten per cent fly for the oil industry, e. g. in the North Sea or the Gulf of Mexico.

The choice of helicopters on offer is as diverse as their use. If you take piston-powered helicopters into account, there are currently more than three dozen models on offer. Without doubt, Eurocopter has the widest product range. In recent years this company has fought for the market lead with Bell. Both dominate the civil market with about 80 per cent as far as models with turbine engines are concerned. The same applies for Robinson for piston driven models. There have been years when this company produced more helicopters for civilian use than anyone else.

This must not distract from the fact that the biggest turnover is made with military helicopters, which are much more expensive on average. Thanks to the big home market (even if there are only refurbishment programs), companies like Boeing and Sikorsky are in the lead. The current position of individual companies is summed up in the following short portraits of the most important manufacturers of civil helicopters:

AGUSTA

Since the mid 70s, Agusta has been present with revised versions of the racy A109 on the civilian market. The last thorough modification program in 1995 resulted in the A109 Power. With the A119 Koala there will even be a single engine version in the near future. A co-operation deal with Bell was signed in November 1998. It will allow to start development of the 15-seat AB139, which will weigh six tons. The Italian manufacturer has also secured a share in the tilt-rotor model 609, after Boeing withdrew from this joint programme at the beginning of 1998.

BELL

Together with Eurocopter, Bell is dominanting the civil market. Over the last decades, the Texan company has produced almost half of all turbine-powered helicopters in worldwide use. In recent years a modernisation of the product range was started with the 407 and 430. This year the newly developed twin-engined 427, for which more than 70 orders have already been placed, will be added. Bell feels that the tilt-rotor model 609, which will fly by the end of 1999, has a bright future. It could expand the rotorcraft market and become a serious competitor to business turboprops like the King Air.

BOEING

In its restructuring efforts after the merger with McDonnell Douglas, Boeing planned to get out of the civilian helicopter market and focus on the lucrative military business with AH-64 Apache and large shares in V-22 Osprey and RAH-66 Comanche. Putting these plans into practise proved much more difficult than anticipated. The handing over of models MD 500 and MD 600 to Bell had been forbidden by US competition authorities in June 1998. This is why a sales contract was finally wrapped up as late as mid January after a lot of speculation over possible alternative takers. The production in Mesa (Arizona) is now being continued by MD Helicopters (c. p. below).

EH INDUSTRIES

The EH101, which was developed by Westland and Agusta predominantly for military purposes, is also suitable for offshore uses. However, it is not foreseen that many models will be sold on the civil market due to the high price.

ENSTROM

The company, which is based in Michigan, is building no more than a dozen or so piston and turbine models per year. These are mainly destined for private customers. The 480, which has been on the market since 1993, has been sold approximately 40 times.

EUROCOPTER

The merger of MBBs and Aérospatiales helicopter divisions at the beginning of 1992 created the first truly European aviation company able to compete on a par with US heavyweights. Eurocopter boasts a wide product range. The new EC 135 twin and EC 120 single are especially well received. Additionally there are the recently certified EC 155 (enlarged version of the Dauphin 2) and the BK 117C2, which is still to be developed. In order to meet the challenge of the Sikorsky S-92, the Super Puma will be improved next. For the Mk.III-version a bigger cabin (height 1.8 meters) and more powerful engines are planned.

On the military side, the long running Tiger and NH90 programmes are about to make the important step to series manufacture. With this the company hopes to finally produce consistent profits. Also, the extreme reliance on exports will be a thing of the past.

KAMAN

Nowadays the company of helicopter pioneer Charles Kaman caters only for a niche of the market. It is unlikely that more than half a dozen models of the unusual "flying truck" K-MAX will be sold annually.

MD HELICOPTERS

On 19 January the Dutch RDM-Group announced that it is taking over Boeing's civil helicopter activities. It is planned that the manufacturing of MD 500E, MD 530F, MD 520N, MD 600N and Explorer will continue in Mesa for the time being. This solution comes as a great surprise, since rumours had it that other companies were in the running. RDM constructs submarines amongst other things, e. g. undercarriages and engines for the aviation industry.

MIL

Despite cheap offers, Russian manufacturers find it hard to get a foothold on the international market. Developing countries are most likely to purchase the Mi-17. The huge Mi-26 is attractive for special tasks. However, it is rarely bought, but mainly operated under lease by various Western firms.

MITSUBISHI

This company is on the threshold of becoming a helicopter manufacturer in its own right, after building Sikorsky UH-60/SH-60s under licence. The ten-seat MH2000 has by now been certified. However, it might not find a market outside of Japan.

PLZ SWIDNIK

Despite strenuous efforts the Polish manufacturer has not managed to secure a noticeable impact on the global market.

ROBINSON

Robinson has been the undisputed king of the piston-engined helicopter for decades. The R22 is a very popular helicopter for training purposes. The company envisages customers like the police and TV stations with the bigger R44.

SCHWEIZER

With the tried and tested models 300 and 330, which are quite antiquated with regards to their technology, Schweizer is continuing to fight for its position in the industry. The factory in Elmira (New York) seldom produces more than 50 helicopters per annum.

SIKORSKY

For years, Sikorsky had only the S-76 on offer for civilian users. This model is especially attractive for VIPs - Queen Elizabeth also decided on this model in 1998. Since December 1998, the S-92 has been airborne. This 20-seater is based on the dynamic components of the UH-60. However, what the future will hold for this helicopter cannot be predicted as yet.

From page 40 of FLUG REVUE 3/99