It has been well trailed in the weeks running up to the rotorcraft industry's annual pilgrimage to Heli Expo, well Verticon in the new parlance, that the Robinson Helicopter Company (RHC) were on the verge of announcing a new entry into their long standing and distinguished product line of light rotorcraft.  Indeed, so certain was the industry that RHC would launch a new helicopter at Verticon, that online speculation had already discussed what it may, or may not, be called.  'R88' was an early 'favourite', and the logical next step in the lineage from 22, 44 and 66.  What has perhaps given the industry pause for thought, however, has been the scale of RHC's ambition with the R88. 

For the first time, RHC are stepping up to genuinely challenge the likes of, not only the H125/H130, but also the light twin category - with the H135 firmly in its sights.  If I were to describe a helicopter with seating for two crew and up to 8 passengers, a pair of large sliding doors granting access to the cabin and a rear 'truck bed' accessed underneath the tail boom, optimised for stretchers and cargo pallets, most observers would instinctively think I was describing Airbus Helicopter's class leading twin engined, four bladed,  light helicopter, not a single engined, two rotor machine from Robinson.  Yet RHC have been bold; they have 'gone big'.  Indeed, in some areas, they've gone past the H135 - especially in offering a '2+8' seating option.  Thanks to the tall main fuselage, Robinson have been able to lift the height of the tail boom to six foot off the ground for a high skid fit, and only six inches less for the standard skid version.  This offers excellent access to the rear of the aircraft for the EMS role in particular but will also help considerably with palletised cargo - not to mention passenger luggage. 

Some things remain 'reassuringly Robinson' however. 

The signature two bladed main rotor and tail rotor endure, and the company is keen to explain that their customer base is happy with their decision.  They do not rule out moving to a four blade main rotor at some stage in the future, if the demand materialises, the technology matures, regulatory (especially noise) requirements alter, and if the investment appetite exists.  The company emphasises that developing a four blade rotor would be a move to cover more than just the R88, and likely be a compatible option of the R66 (around which rumours of a three blade rotor still swirl) and even R44 but insist that the R88's launch configuration has been set by the needs of the current market and the feedback from existing customers.  Robinson are blunt about what they perceive as the demand signal from their customer base; quite simply, the acquisition price and the cost of operation, both direct and indirect, during the aircraft's working life, coupled with high availability and a resilient supply chain.  Robinson's traditional clientele have been largely flying schools, private individuals and tourist/charter operators.  The skies over Orlando and Las Vegas are often filled with R44 and R66s carrying tourists around the Theme Parks or plying their trade down 'The Strip', while the ramps of flying schools globally are full of R22/44s awaiting their next training sortie. The R88 seeks to offer something new to the tourism and charter sectors - the payload and performance of a light twin with the operating costs of a single.  For example, if a charter operator is currently flying '1+4' from Vegas to the Grand Canyon, 2-3 extra fare paying customers can make a significant revenue different, provided the acquisition and ownership costs are contained from the R44/66 baseline.

The Arriel 2W engine provides plenty of 'grunt', rated at 1000 shaft horse power.  The engine also comes with a standard 'Serenity' package to provide peace of mind to operators.  The latter, provided by Safran, the engine OEM, provides servicing and 'unscheduled removal' cover for the first 5 years / 2000 hours of use, Health Monitoring and advanced digital based support.  The package is designed to provide reassurance that the engine is working within parameters and will detect early signs of wear or component failure, giving operators plenty of time to factor in unscheduled maintenance - which, of course, is covered for that first 2000hr/5 year period. 

The rated power of the Arriel 2W offers some significant performance figures.  Robinson are claiming the aircraft can lift 1800lbs of passenger/payload with full fuel onboard. With 275 cubic feet of baggage stowage, those High Net Worth individuals who now, perhaps, run a R44 or R66 as a 'family transport' are no longer going to be making difficult trades between passengers, baggage and fuel - or, perhaps, having to send their bags via a ground courier.  For a family of four there would be plenty of disposable payload and space for their luggage, and the fuel to cover appreciable distances (over 350 nautical miles) with an endurance in excess of three hours.

Speaking of those well heeled private individuals, safety with family members on board, is a key factor that drives a purchasing decision.  To enhance safety, Robinson are fitting the R88 as standard with a dual hydraulic system for the pitch and roll flight control runs, barrier inlet filters to protect the engine, and toughened (FAR 29 standard) cockpit transparencies to offer improved bird strike protection, as well as helping to contain the impact of a drone strike better - increasingly a real world hazard for many operators. 

The avionics suite has had a comprehensive refresh.  The R88 will be offered as a 'glass only' cockpit, featuring Garmin G500H TXi display screens, GTN navigation system and a 4-axis autopilot (AP) as standard.  The AP will support hover assist, limit cuing and speed protection modes.  In a significant example of 'moving on up', Robinson will certify the R88 for Single Pilot IFR (SPIFR) operations, though it will require additional investment from the purchaser to equip the necessary items, but it shows just how seriously the company is taking this aircraft - and, perhaps, how much of the H135's 'lunch' they are planning to eat.

The payload, advanced avionics and large cabin area enable Robinson to pitch the R88 into traditional 'non-Robinson' sectors.  The configuration provides clear benefits for EMS operations, but the ability to reconfigure the flexible and generous cabin opens up other parts of the market - blurring the divide between a large single and light twin. The R88 is fitted with a cargo hook rated to a 3000lb load, enabling the aircraft to conduct light utility operations, as well as carrying a bucket for aerial firefighting duties. To help with some of the operating hazards in utility and firefighting roles, the R88 has optional kits for wirestrike protection and flotation gear.

Finally, Robinson agree with the suggestion that a SPIFR certified machine is a solid baseline to build an autonomous, remote piloted or optionally manned version.  The required stability systems and advanced avionics make the transition straightforward, perhaps leveraging the experience of developing the R550X - an uncrewed version of the R44.  By comparison to the R550X's ability to haul 1200lbs/550kg without a crew, an unmanned version of the R88 could approach three times that payload - and as a non-crewed aerial firefighting that might prove an attractive 24/7 'on call' platform.

The bottom line for most helicopter operators remains, unsurprisingly, the 'bottom line' itself; how much will it cost to buy, fly and maintain, and how reliable and resilient will it be in service?  What's the risk of the aircraft being AOG for the want of a 'pinch point' part?  Robinson are key to address these concerns.  The base price for the R88 is advertised at $3.3m, and the 'Serenity Package' should provide significant peace of mind.  Robinson point to their vertical integration methodology, and extensive use of the US onshore market to support the broader supply chain.  While $3m+ may seem expensive for a single engined aircraft, and the SPIFR version will likely come at a noticeable premium, when measured against an Airbus H130 it's very competitive, and can carry more passengers - plus it has that useful rear cargo area. Compared to the acquisition cost of a H135, circa $6m, it starts to look conspicuous value - especially considering the ongoing operating and maintenance premium that the twin engined H135 will require.

 

The R88 has finally broken cover.  It looks to answer a lot of questions in the light utility, EMS and firefighting roles, but, importantly, might also prove revolutionary for those owner/operators looking for more room and space, and a IFR capability, without the additional investment required to move further up the commitment scale into the likes of the H135.

Robinson are 'moving on up'.