Thierry Dubois is a freelance writer specializing in helicopters, business aviation and aerospace technology. He earned a degree in fluid dynamics from an engineering school in Toulouse, France in the mid-1990s. At an unexpected crossroads, he found his first job in journalism. In 1997, he started working for French aerospace weekly Air &amp; Cosmos in Paris. This lasted until 2000, when he moved south to Lyons. He then became a freelancer, working for various aerospace publications and has been part of the AIN team since late 2000. In addition to writing about business aviation, Thierry shares responsibility for the rotorcraft section. He also is a regular on-site writer for AIN’s daily editions at international airshows such as the Paris, Farnborough, Dubai and Singapore shows, as well as at EBACE in Geneva.
In 2007, he won the Honeywell award for “Best systems or technology submission” at the Aerospace journalist of the year awards. In 2013, he won an Aerospace Media Award for the "Best Safety, Training &amp; Simulation Submission."
In other activities, Thierry moderates international conferences on aviation technology topics. Thierry is married and has three children, who seem to begin enjoying the mountains–as their parents do.

Writer

Thierry Dubois

St. Petersburg, Russia-based engine manufacturer Klimov is offering the VK800, a new turboshaft in the 600- to 1,000-shp range, as a low-cost alternative to Western helicopter engines. The company claims the engine is the first clean-sheet design since the Soviet era. Certification is pegged for 2009.
According to a spokesman, the company has now started testing the engine after formally announcing the program in June. Klimov has also signed an agreement with Ufa to manufacture some parts. Klimov will make the rest of the parts and be responsible for final assembly. 
The first production engines will be put together beginning at the end of 2009.
The company hopes to have the VK800 offered as an option, and possibly as a retrofit, on the AgustaWestland AW109, the Sikorsky S-76D and the Bell 417. The first applications for the VK800 are planned to be the Ansat, Ka-126, Ka-226 and Mi-54. Klimov is counting on capturing 30 percent of the market in the 600- to 1,000-shp bracket. This is supposed to translate into sales of 2,400 VK800-series engines by 2016.
Lightweight Design The company believes the engine–and its $300,000 price tag–will appeal to Western manufacturers. In addition, the manufacturer touts the engine’s light weight and compact design, thanks to a high compression ratio–10–in the single-stage compressor. Fuel burn is said to be up to 4 percent lower than that of current engines in the same power class.
The engine has a centrifugal compressor and a two-stage turbine. Engine control is by dual digital channels and a hydromechanical backup. This is an unusual configuration, as most&nbsp; have either two channels (fadec) or one channel with a hydromechanical backup. 
The company claims the engine will have maintenance costs 10 percent lower than those of current engines in the same class because the VK800 is designed to be maintained on condition. Klimov is advertising that an operator can expect to fly 4,500 hours before the first repair.
The company mainly supports military engines and will use its existing operations in 18 countries to support the new engine.

<h2>The VK800V (800 shp) by the Numbers</h2>
Takeoff power (ISA + 20 degrees C): 800 shp
Emergency power (2 min 30 sec): 1,000 shp
Cruise power: 450 shp Specific fuel consumption at cruise: 0.64 lb/shp/hour
Length: 39 inches
Width: 23 inches
Height: 23 inches
Weight: 308 pounds

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