Growing Rotorcraft Industry Faces Regulatory And Supply Chain Issues

The reverberations from the U.S. Army’s decision to select Bell’s V-280 Valor for its Future Long-Range Assault Aircraft program are likely to be felt by the global rotorcraft industry in the coming years.

While the decision will change the shape of the helicopter industry in the U.S., the Army’s push toward a higher-speed rotorcraft now looks set to drive a recalculation in the planning, doctrines and requirements for helicopters among U.S. allies.

In some ways, the recalculation is already being felt through the NATO Next Generation Rotorcraft Capability program, EU Next-Generation Rotorcraft Technologies project and Korea Aerospace Industries’ work on potential high-speed rotorcraft configurations to support South Korean needs.

• Growing rotorcraft industry faces regulatory and supply chain hurdles
• Bell’s V-280 chosen as the U.S. Army’s new assault aircraft
• AW609 and Bell 525 await FAA certification

The U.S. Army’s choice is arguably an epoch-defining moment for military rotorcraft. It may prove even more significant than the introduction of the turboshaft engine onto helicopters in the 1960s, which transformed their performance. Indeed, the selection of the Future Long-Range Assault Aircraft was probably the highlight of what would have been yet another quiet year for the helicopter industry.

Even with the industry enjoying an uptick in sales for both military and commercial helicopters, no new models made it to market. Turkish Aerospace Industries’ ATAK-2, an 11.5-metric-ton attack helicopter, will be the only clean-sheet conventional rotorcraft to make a first flight in 2023, as Airbus’ Rapid and Cost-Effective Rotorcraft high-speed demonstrator is unlikely to fly before year-end.

First flights by the competitors in the U.S. Army’s next-generation rotorcraft platform, the Future Attack Reconnaissance Aircraft (FARA), that were originally planned by the end of 2023 now look set to take place in 2024. Two aircraft, Sikorsky’s Raider X and Bell’s 360 Invictus, have begun receiving the first GE Aerospace T901 Improved Turbine Engine Program engines, but delays in powerplant deliveries have caused a logjam in the program. Selection by the Army is still envisaged in 2025.

Meanwhile, the commercial market continues to await the entry of Leonardo’s AW609 commercial tiltrotor, 20 years after its first flight. At the same time, Bell is waiting for FAA approval of its Model 525 fly-by-wire super-medium helicopter. Both OEMs hope to achieve market entry in 2024, but an increasingly cautious regulator may hold up their timelines.

Market entry in 2024 is crucial for Bell, which is seeking sales of its model 525 from an increasingly buoyant offshore market. The aircraft-maker has seen demand rise for helicopters as energy companies resume exploration, reactivate platforms and respond to government demands for energy independence.

Those operators are facing a taut supply of aircraft, particularly with increasing numbers grounded due to shortages of spares—Sikorsky S-92s in particular—but have yet to place major orders for new aircraft. That could change in 2024.

The International Association of Oil and Gas Producers had to warn energy companies in October that helicopter operators are facing substantial pressures amid supply chain issues, creating stress in the energy industry’s logistics chain.

Industry is hoping the aircraft shortages will induce additional orders for super-medium platforms such as the Airbus H175 and Leonardo AW189. Some parts of the industry are calling for a possible return of the Airbus H225 to the offshore market as well.

More positive has been the reemergence of stalwart U.S. OEMs MD Helicopters and Enstrom, both of which entered bankruptcy in 2022 and found new owners. Investments have allowed them to restore their supply chains and customer confidence and deliver new-build machines once again.

For Airbus, long-awaited FAA certification of its H160 twin-engine medium helicopter finally came in 2023; the European Union Aviation Safety Agency approved it three years ago.

Leonardo has advanced development of its AW09 single-engine light helicopter by flying it with Safran’s Arriel 2K, the engine the OEM plans to certify with the aircraft in place of Honeywell’s HTS900. Leonardo concluded that the Safran engine had better global support options for the AW09’s future operators. And the rotorcraft-maker is continuing to develop the AW249 Fenice/Phoenix attack helicopter under a seemingly unnecessary cloak of secrecy forced upon industry by the Italian Army. Industry-watchers will look for more information about the platform in 2024.

New entrants into the rotary-wing market also achieved milestones in 2023. Korea Aerospace Industries displayed its helicopters—the Korean Utility Helicopter Surion and Airbus H155-based Light Attack Helicopter—at the Dubai Airshow, marking the first display of its rotary-wing products outside South Korea as it eyes regional opportunities. And Turkish Aerospace Industries (TAI) not only completed the first flight of the ATAK-2, but also began flight trials of the reengined T625 Gokbey twin-engine medium utility helicopter with the Tusas Engine Industries TS1400 turbo-shaft.

TAI also unveiled at the Paris Air Show a full-scale mock-up of the 11.5-metric-ton T925 transport helicopter it plans to develop. The T925 is arguably the first new Western design dual-use heavy rotorcraft since Sikorsky’s S-92 and Airbus’ H225.

In India, Hindustan Aeronautics Ltd. (HAL) is expected to receive government approvals to proceed with development of the 13-ton twin-engine Indian Multi-Role Helicopter (IMRH) in early 2024, with a joint venture between HAL and Safran to develop an engine for it already established.