Helicopter manufacturer

Helicopter manufacturers belong to the broader category of aerospace manufacturers. It is useful to think of helicopter manufacturers as falling into two categories, those that can design, certify and manufacture new helicopter designs from scratch and those that can only manufacture extant designs under license. Boeing Vertol is an example of the first type and Kawasaki Heavy Industries, who license-produced Boeing Vertol designs for much of its recent history, is an example of the second type.

Final assembly of a Sikorsky CH-53 Sea Stallion helicopter in 1964.

The peace dividend at the end of the Cold War and the increased cost of developing new helicopters has seen a consolidation of arms manufacturers,[1][2][3] and helicopter manufacturers are no exception, with even great names such as Aérospatiale disappearing. With too many manufacturers chasing the same contracts, and the removal of government subsidies, it was impossible for individual manufacturers to absorb the costs of bringing a design to maturity that subsequently failed commercially. For example, the AgustaWestland EH101, which will be a mainstay of the newly merged AgustaWestland company for the foreseeable future, had, and to an extent still has, the ability to break its parents. Although sales of the design are growing, there is still the danger that not enough helicopters will be sold to be able to maintain the teams needed for the continuous development of the design to keep it competitive over the next twenty to thirty years, and to eventually develop its replacement. The sporadic nature of defense procurement is also unattractive to companies wishing to maintain a constant income stream.[4] While the upkeep of a work force and industrial infrastructure is expensive without a full work load,[5] companies that have reduced capacity have lost work for fear that they would not be able to meet production targets.

Consolidation is seen as a way of both limiting the number of competing designs and increasing the financial strength of companies. However, helicopter manufacturing is seen as a strategic industry, and some governments have sought to protect their national champions from the marketplace.[6] Even when consolidation is inevitable, governments and politicians have sought to play matchmaker, as seen in the Westland affair. In the United States, in addition to the concern of maintaining national champions, there is also the fear of a loss of competition in the domestic market, creating a situation where designs and prices become uncompetitive. Increasing competition by considering foreign designs is something the US government is especially loath to do. The selection of a foreign helicopter for the new Presidential helicopter being seen by some as unpatriotic.[7] This is a problem facing the US defense industry as a whole. There is the very real possibility that defense contractors with failing bids will leave segments of the industry for good,[8] leaving an ever smaller pool of qualified contractors. One possible solution would be to use a system similar to the OKBs of the Soviet Union, where bidding companies whose designs were not chosen would be allowed to bid as subcontractors on the winning design.

In 2018, the civil or parapublic market over five seats was dominated by Airbus Helicopters with 356 deliveries, a 54% share, ahead of Leonardo Helicopters (21%), Bell Helicopters (12%), Russian Helicopters (10%), Sikorsky Aircraft (1%) and others (2%).[9]

Helibras HM-1 Pantera under construction in Brazil.