Capability revolution

Is the end in sight for the conventional helicopter as eVTOLs move ever closer to reality? According to
manufacturers, that’s an emphatic no. Instead, they are looking forward to a revolution in capability.
Ahead of the 47th European Rotorcraft Forum in September, PAUL EDEN reports on a renaissance in
VTOL.

Sikorsky has been testing next-generation autonomous systems for rotorcraft using its MATRIX
demonstrator. (Sikorsky)

Tomasz Krysinski, Head of Research and Innovation at Airbus Helicopters, points out, with some
enthusiasm, that an eVTOL is just a VTOL ‘with an ‘e’ at the front’. The method of eVTOL propulsion is
new but its mode of operation is entirely familiar, thanks primarily to the helicopter, the original VTOL
platform.

However, with so many eVTOL concepts in development, is the end of the traditional helicopter
inevitable? Airbus Helicopters and Bell, for example, are investigating autonomous flight with obvious
application to eVTOLs. Does even research into future helicopter technologies ultimately benefit eVTOL
design and hasten the decline of the classic rotary-wing platform?

Kurt Robinson, President and Chairman at the Robinson Helicopter Company, says not. “I don’t see the
helicopter market diminishing because of eVTOL, I see it growing. I’m a great supporter of anyone who
wants to build a heliport or landing spot for an eVTOL because it can also be used by a helicopter. The
infrastructure works for both.”

Robinson reckons that helicopter noise has been a factor in limiting their use in the way mooted for
eVTOLs, which he isn’t convinced will be especially quieter. However, he suggests that some routes
planned by eVTOL operators could also work for helicopters, aiding their acceptance into urban areas.

Krysinski likewise believes Airbus Helicopters’ investment in helicopter noise and fuel burn reduction will
leave the craft well placed to operate from new facilities ostensibly developed to support eVTOLs.
“Helicopters will be able to penetrate into cities more than ever before. We are already introducing
noise-reducing Blue Edge technology on the H160 and we are looking at other concepts, including
hybridisation, where in some conditions we could reduce the rotation speed of the rotor and then, if
suddenly required, use the immediate torque of an electric motor compared to a turbine, to increase
speed again.

“We strongly believe that eVTOL applications will form an entirely new market but, at the same time, we
are reducing helicopter fuel burn. Combining this with SAF, we are working towards flying with zero
carbon emissions.” He also notes that the advanced navigation and sensor systems required for safe
eVTOL operations apply equally to helicopters, enabling optimised routes that could help even current-
technology helicopters operate more widely over urban areas by mitigating noise pollution.

Fly-by-wire foundation
Bell debuted its futuristic FCX-001 rotorcraft concept in 2017. (Bell)

In parallel to its own eVTOL work, Bell announced its FCX-001 concept in 2017. Intended to show what
the future of helicopters could look like, it embodied and built upon several technologies, including fly-
by-wire, already certified in the Relentless production helicopter. “Fly-by-wire is the foundation for
enabling autonomy,” a Bell spokesperson says, “which we see as an important means to improving
aircraft safety.”

Like Krysinski and Robinson, Igor Cherepinsky, Director, Sikorsky Innovation, predicts a VTOL
renaissance. Sikorsky is also working on autonomous flight for eVTOL applications and enhanced piloted
and unpiloted helicopter operations. “Our MATRIX system is a core set of algorithms and hardware that
encompasses advanced flight controls, autonomy, sensing and human-machine-interface,” he explains,
“while the Sikorsky Autonomy Research Aircraft – SARA – is the flying laboratory designed to host
MATRIX and facilitate its development.” Sikorsky also has an optionally-piloted vehicle, the OPV Black
Hawk. A UH-60A fitted with a MATRIX kit, Cherepinsky describes it as a product prototype for a next-
generation UH-60 and showcase for the future integration of MATRIX into production platforms, among
them the US Army’s future vertical lift platform.

Perhaps surprisingly, MATRIX is not intended to replace pilots in every scenario. Cherepinsky says: “With
two pilots on board for complex missions, MATRIX acts as an additional decision aid/safety net,
providing functionality, including obstacle avoidance and controlled flight into terrain prevention. It also
allows pilots/operators to specify a complex set of constraints. It takes these and produces an optimised
plan.

“With a single pilot/operator on board, MATRIX takes the role of digital co-pilot, performing checklists,
contingency handling and other functionality. This reduces workload and allows true single-pilot
operations in a complex mission environment. Should an operator choose to fly a MATRIX-enabled
aircraft with no one on board, the ground operator only needs specify the mission, using a specially
developed goals/constraints interface. MATRIX executes the mission fully autonomously, independently
of any datalink, since all sensing and computations are performed on board the vehicle. The operator
can intervene at any point to adjust mission parameters, allowing one operator to supervise multiple
vehicles.”

While Sikorsky was busy configuring SARA, Airbus Helicopters developed its H130-based Flightlab, under
Project Vertex. In a 26 April 2021 press release, the company stated that the helicopter would be
equipped with ‘vision-based sensors and algorithms for situational awareness and obstacle detection,
fly-by-wire for enhanced autopilot, and an advanced human-machine-interface – in the form of a
touchscreen and head worn display for inflight monitoring and control.’ Autonomy is clearly on the
agenda but Krysinski says the Flightlab is intended to serve as a test bed for multiple technologies, many
equally applicable to conventional helicopters, with equipment being changed to suit emerging trials.

He refers to each of the Vertex technologies as ‘techno-bricks’, the bricks combining to generate a
capability. “It means we can quickly progress new technology from idea to application. This year we’ve
already tested some bricks, including ‘Eagle’, the eye for guidance and landing extension gyro-stabilised
electro-optical system, coupled to the autopilot. Soon we’ll trial our electrical back-up system, which
improves autorotation in the single-engined configuration. It uses an electric motor coupled to the
gearbox and drawing 30 seconds of power from batteries for easier, smoother and safer autorotation.”
Propulsion

Leonardo is working on the Next Generation Tiltrotor as part of of EU Clean Sky 2 R&D project.
(Leonardo)

Electric propulsion systems are currently unable to support sustained hover or longer flights. An eVTOL
capable of a quick vertical take-off, short cruise and subsequent vertical landing is probably the limit for
some time which leaves the plethora of other helicopter missions to conventional rotary-wing aircraft.
Until electrical power becomes a widely practical solution, conventional helicopters remain the only
solution for search and rescue, emergency medical services, rig support, firefighting, construction and
more.

The future for those aircraft ought to be fuelled by sustainable alternatives to regular Jet A-1 and avgas.
Fill a helicopter’s tanks with blended sustainable aviation fuel (SAF) and offset the 30% or so residual
carbon that results from burning it and the result is a zero-carbon flight. If 100% SAF is certified, even
the need for offset disappears. It is a fact the industry is reacting to, as Bell’s spokesperson confirmed:
“We announced on 24 March 2021 that we will begin incorporating SAF into all Bell Training Academy
and customer demonstration fleet aircraft.”

In 2020, Leonardo acquired the Kopter SH09 next-generation light single-engined helicopter, adding the
machine to its catalogue as the AW09. The first electrified production helicopters will almost certainly
be at this lighter end of the market and, while the AW09 is debuting on the power of a Honeywell
HTS900 turbine, a Leonardo spokesperson confirms: “Thanks to its modern design, in the medium to
long term the AW09 will contribute to the development of new hybrid and electrical propulsion
solutions.”

The company also remains committed to tiltrotor development, with the AW609 and Clean Sky 2
NextGen Tiltrotor concept in its portfolio. Both promise the versatility of VTOL combined with turboprop
performance and Leonardo’s spokesperson emphasises: “The Clean Sky 2 NextGen Tiltrotor aims at
halving CO2 emissions, lowering NOx by almost 15% and mitigating noise by around 30% compared to
reference medium-sized helicopters.” Both aircraft employ conventional turbine propulsion, as does the
Next-Generation Commercial Tiltrotor (NGCTR).

SAF will be important in ensuring the NGCTR meets emissions requirements. However, the
spokesperson also notes: “Leonardo is certifying the first multirole/commercial tiltrotor (AW609) and
working to make the NGCTR even more efficient and cost effective. We are also working on distributed
propulsion systems, although these still have some way to go to be certifiable. Many of the eVTOL
concepts being evaluated are fundamentally based on a tiltrotor-type concept and the tiltrotor and
helicopter configurations will lend themselves to future hybrid power source changes, regardless of the
advances in the lifting mechanism technology.”

SAF also figures strongly in Airbus Helicopters’ plans, alongside a raft of fuel-saving measures, as
Krysinski explains: “We are working on several technologies, including optimised mechanics, generating
a 15% reduction in fuel burn. We’re also working very closely with engine manufacturers to help them
improve their turbines through new thermodynamic cycles, which can yield a significant burn reduction
of up to 25%. Then there is hybridisation, which will save another 10-15%, because with more efficient
electric motors and low-mass batteries we can improve the efficiency of the global system. By the end of
this decade we expect to have reduced helicopter fuel burn by 50%.”

Building for tomorrow

Airbus'' compound RACER is set to fly in 2022. (Airbus Helicopters)

With reduced weight, safety and sustainability in mind, helicopter OEMs, Airbus Helicopters and
Leonardo among them, are examining new materials and construction methods. The latter’s
spokesperson enthuses over additive manufacturing (AM): “We are engaging with experts in the field to
understand how we can progress and apply the technology. Advances in AM are opening up significant
opportunities to produce parts faster and more cheaply using fewer resources, and enabling designs
previously unachievable. The possibility of printing spare parts remotely could avoid us shipping parts
around the world, realising a much greener solution to customer support. Digitalisation, from design to
maintenance, including digital twin applications and advanced predictive maintenance, is another key
area of our development.”

Airbus Helicopters is constructing the Racer, a high-speed helicopter in which the method of
construction is as important as flight performance. Krysinski enthuses: “We have 42 partners in 13
countries. The fuselage was built in Romania, for instance, and moved to Donauwörth in Germany for
installation of the canopy. In July it was transported to Marignane, France for final assembly, including
wings from the UK, tail from Spain, and gearbox and landing gear from Italy. We want to fly it next year.

“It includes new architecture and techno-bricks. The Romanian structure is hybrid, for example, mixing
metallic and composite materials. There are also new technologies in the wings, in shafting and gearing,
controls and actuators. We aim to demonstrate the readiness level of these before progressing to any
application.”

New responses to old challenges

Robinson R44 with SAS autopilot. (Robinson Helicopters)

Meanwhile, new technologies are already helping helicopter operators respond to traditional
challenges. These responses range from the surprisingly straightforward to complex systems for landing
safely, even automatically, in brownout or whiteout conditions. Robinson, for example, notes: “Last year
we introduced high-impact windshields to resist bird-strikes. With the forthcoming SAS (stability
augmentation system) autopilot, operators will be able to plug in their GPS and set a route that avoids
overhead lines and won’t allow them to stray into them.

I think the SAS autopilot is one of the most exciting things coming along. It really will transform the
industry. We’re trying to drive the costs down but,, if you want to make flying easier and relatively safer,
it’s an advancement that makes operating in different environments and conditions possible without
such sophisticated training. We want to make our aircraft simpler and easier to fly without adding cost. I
think that’s really where everyone wants to go.”
Sikorsky is also addressing long-term helicopter challenges, Cherepinsky noting: “We designed MATRIX
to answer them, specifically flying in degraded visual environments and controlled flight into terrain. We
fully believe the additional computing power, sensors and algorithms integrated into MATRIX will lead to
a significant increase in safety.”

Noting the suite of sensors planned for the Airbus Helicopters Flightlab, Krysinski continues: “The target
is really to focus the pilot on the mission. LIDAR, for example, generates a picture of the environment at
low speeds, including cables, which are a primary hazard for helicopters, while optical cameras image
the landing zone and work with the autopilot to enable automatic landings. Everything works with the
pilot to make the helicopter safer.”

Looking across the gamut of VTOL flying, he says: “Through these projects, including eVTOL, and our
Vertex and Racer, we have many young, intelligent people thinking about vertical take-off and landing. It
will generate a lot of ideas and new technologies.” Krysinski predicts a future in which eVTOL and
helicopter technologies cross over to the benefit of all.

It is a vision Kurt Robinson optimistically shares: “Power consumption in the hover is difficult for electric
aircraft. The eVTOLs we’ve seen try to get out of the hover and into forward flight, where they are more
efficient, as quickly as possible. It seems to me the solution may be a little longer term and, in the
meantime, helicopters will continue to evolve. I think that’s great for our industry.”