The SW205T has several important power system upgrades which are described below

Twin Engine Installation

The engines are placed on the transmission deck at opposing sides of the transmission, exactly 180 degrees from each other. Each engine feeds power to the transmission via a separate driveshaft. This installation eliminates the need for a combining gearbox, thus reducing weight, cost, and complexity in the power train as well saving fuel. Jamie Hill holds the U.S. patent for this dual engine installation. Where most dual engine helicopters will not perform well on one engine, the SW205T will suffer no loss of performance on one engine. This will also allow the aircraft to have a major surplus of reserve power available. This will also increase the hot weather and the high altitude
performance.

By having this excess of power available, the engines are not tapped out on torque or exhaust gas temperatures. This means that the engines can operate at a lower temperature internally, which in turn means less wear or damage to the nozzles or turbines. Additionally, by having this reserve power available, the pilot can either reduce the power of one engine to ground or flight idle or turn it off for long duration flights. The aircraft would not suffer any performance loss in this case and reduce fuel consumption. The cabin shall be modified as part of the dual engine support structure upgrade and Space Doors shall be installed. This modification shall result in an approximately eight additional cubic feet being made available.

Cabin will be modified by performing the following:

• Engine area is 30 inches wide extending forward off the face of the transmission pylon area;
• The passenger seating in front of the transmission pylon is relocated.
• Seating capacity remains the same;
• Construction is of FAA aviation quality.

TRANSMISSION UPGRADES

Having the input of both engines at 180 degrees to each other reduces the stresses placed on the transmission. As this configuration has only one transmission input quill per engine and the input torque is 180 degrees apart, there is significant wear reduction to the internal parts of the transmission (Reference Figure 4). As a result the transmission will have a much higher Time Between Overhaul requirement of 6,000 hours.

The major upgrades will be in the Transmission area with the pylon area and landing gear mounts being reinforced. The transmission will be upgraded to the 212, UH-1W, 214 or 412 configuration depending on engines installed. The tail boom mounts will be upgraded to handle the additional toque available. After installation of a vibration monitor and an oil debris monitor, the transmission would be “On Condition” to determine TBO. The same arrangement can be installed to monitor the engine and drive train components, thus reducing maintenance costs and improving flight safety.