Helicopter Engine Outlook Brighter In 2012

Military procurement surpasses civil side, with pent-up demand sustaining production totals

Printed headline: Steady Turboshaft Pace

Turboshaft engine production is in a slight decline, but the trend should reverse course in 2012. The global economic crisis that began in 2008 is being felt more prominently in the civil helicopter segment, as military procurement continues almost without regard to market conditions. Forecast International expects production to increase during 2012-15 before peaking again. A protracted recession probably would only have the effect of shifting the production peak to the right without having much impact on production totals, owing to pent-up demand. New aircraft in development will help to stimulate the engine market, while trickle-down technology from military programs will lead to reduced operating costs and improved reliability of future civil engines. Deliveries of Sikorksy’s S-76D, powered by Pratt & Whitney Canada PW210S turboshaft engines, will begin in 2011.Credit: SIKORSKY Pratt & Whitney Canada holds the top production spot, followed closely by France’s Turbomeca. General Electric’s lock on U.S. military helicopter engine production has it in third place, while Rolls-Royce and Honeywell hold fourth and fifth places, respectively. Even considering the current decline in engine production, military spending continues to be big business for helicopter and engine manufacturers. GE’s turboshaft business is supplying T700 engines for the Boeing AH-64D and Sikorsky UH-60/MH-60 family, and is developing the GE38-1B for Sikorsky’s new CH-53K heavy-lift helicopter. In Europe, T700 variants also power some AgustaWestland AW101s and NH Industries NH90s. Rolls-Royce’s turboshaft engine business is mainly in the civil helicopter segment, but it does have a substantial presence in the military engine market, in the U.S. with the AE1107C powering the Bell Boeing V-22 Osprey tiltrotor and in Europe through its partnership with Turbomeca on the MTR390 and RTM322 programs. Cancellation of the U.S. Army’s Armed Reconnaissance Helicopter was a blow to Honeywell, as its HTS900 engine had been selected by Bell Helicopter to power the ARH-70, but its large T55 turboshaft continues in production to power new Boeing CH-47F Chinooks for the Army and a growing number of export customers. Turbomeca’s engine production favors civil applications, but it has a significant percentage of the military business due to its partnership with Rolls-Royce. Turbomeca’s own Makila engine powers Eurocopter’s EC725 Cougar. Production of Arriel-powered Eurocopter UH-72s for the Army has helped the company gain a foothold in the U.S. military market. Engine production for military rotorcraft will remain strong because of U.S. procurement of new UH-60 Black Hawk and MH-60 Seahawk helicopters. More than 2,400 GE T700 engines are forecast for production to support this program alone. Other major programs include the CH-47F, UH‑72A and AH-64D. Replacements for the canceled Air Force CSAR-X, Army ARH and Navy VH-71 programs are also anticipated. Engine development programs are aimed at improving technology while reducing costs. General Electric, and a Honeywell/Pratt & Whitney team are participating in the Army’s Advanced Affordable Turbine Engine program to develop a next-generation 3,000-shp.-class turboshaft. The Future Affordable Engine program to develop a 7,000-shp.-class turboshaft is also getting underway. In the civil market, light single- and twin-turbine helicopters are the most vulnerable to tough economic times, so the engines that power them are at the mercy of an unstable market. This includes Turbomeca’s Arrius and Arriel, Pratt & Whitney Canada’s PW200/PW210, and Rolls-Royce’s Model 250 and RR300/RR500 derivatives. Higher-power engines such as the GE CT7-8, PWC PT6C and Turbomeca Makila fly on larger aircraft, and may not be as affected by economic conditions.