PHOTOS: HAI/MARK BENNETT
THE RETURN OF SCHWEIZER continued
want to work directly with the OEM, and some, such as governments and military, require that equipment be overhauled and tested on the OEM’s test bed before being put on their aircraft.” A Part 145 certificate will also give Schweizer
Andrew Granado oversees the precision placement of a cabin on a fuselage. Schweizer worked closely with the FAA to set up and certificate the plant’s manufacturing line.
working with the FAA to open the production line for new helicopters moved efficiently. Horton also credits the “tremendous” support received from the MIDO inspectors for helping the company meet the requirements for the certificate of airworthiness for the first S300 produced as well as for its production certificate. Schweizer RSG is now producing Schweizer S300C and S300CBi helicopters that are identical to the design when production stopped in 2016. Te S300C, first certificated in 1970, can accommodate two to three people and has a maximum takeoff gross weight (MTGW) of 2,050 lbs. Te right-hand-drive–only S300CBi, with seating for two, has a MTGW of 1,750 lbs. and is designed for the training market. Schweizer RSG plans to produce eight aircraft in 2021, with the first several undergoing step- by-step validation by the MIDO, as is standard practice, before it receives an unrestricted production certificate. Once the company can produce aircraft unrestricted, Horton foresees the ability to produce 50 to 60 aircraft a year, with each aircraft taking 60 to 90 days to manufacture. At the same time, the company is in the
process of establishing its own FAA Part 145 repair station, with the hope of having approval by the end of 2021. Tis will further increase
36 ROTOR SEPTEMBER 2021
Schweizer RSG’s offerings, allowing it to offer full refurbishments of aircraft as well as pro- viding main- and tail-rotor gearbox overhauls and other repairs in-house. “We want to give our customers as many options as possible, including the option of working directly with the factory on overhauls and repairs,” Horton says. “Many customers
RSG another edge. “Due to the cannibalization of aircraft before we purchased the certificates, we’ve been able to acquire a certain number of incomplete airframes to provide factory refurbishments,” says Horton. “Along those lines, if a customer wanted to bring us an aircraft for refurbishment, we’ll be able to do that, too. “Te original 269 was designed where if all you had was the data plate, you could rebuild the aircraft,” he says. “Due to the lack of parts, insurance companies were totaling aircraft that could have been saved. We will soon be able to provide a service to rebuild those aircraft for customers.” So far, interest is strong. In 2019, the
International Defense & Aerospace Group (IDAG) ordered 25 S300CBis. Foreign Asset Trade Co., the purchaser of the first new- production S300C, has expressed interest in increasing its order to six aircraft, while Helifly in Australia purchased an S300CBi. Tere is also strong interest from several US and South
Angie Thornton performs the final visual surface inspection of a painted cabin, ensuring it meets required standards.
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