2011 I ISSUE 71 Heli ops

2011 I ISSUE 71
contents
40
2011 I ISSUE 71
Philip Knaus captured
this great shot of a Knaus
Helicopters Bell 205B
Super doing a lifting job in
the Austrian mountains.
F E AT U R ES
18
kumertau – the land of coaxial rotor
With the distinction of being the first foreign journalist permitted access to
Russia’s Kumertau-based aviation plant, ALEX MLADENOV reports on its
manufacturing process, technical achievements and commitment to the
production of rugged and inexpensive co-axial military, utility and specialmission helicopters.
54
40
cover feature: LOng-lining – learning
the ropes
If all helicopter pilots learned to fly while looking straight down, flying long-line
would be a breeze! In reality though, mastering the skills can be tough, and
proper training is vital for those who want to become successful, competent
and smooth long-line pilots.
54
hooked!
There is no doubt that the versatility of the helicopter is increased dramatically
by its ability to lift external loads. Cargo hooks form the vital link between
helicopter and external load that makes such versatility possible, but they are
often taken for granted.
70
70
insurance matters
If there’s one thing that helicopter operators like to complain about and the
first thing they need when things go wrong – it’s insurance. CHRIS ESPOSITO,
a licensed commercial and instrument-rated helicopter pilot and a licensed
insurance agent, explains the subtleties of insuring your helicopter.
18
regulars
columns
From the editor
3
Industry update
5
SUBSCRIPTION PAGE15
Flight Dynamics
17
1
Towards a safer world
AgustaWestland and EMQ Helicopter Rescue at the forefront of SAR
AgustaWestland congratulates EMQ Helicopter Rescue on their multipleaward winning SAR missions conducted with the AW139 during the recent
Queensland Floods
agustawestland.com
the team
fr o m t h e p u b l i s h e r
By Ned Dawson
PUBLISHER/editor
Neville Dawson
ASST PUBLISHER
Craig Lord
deputy editor
Alan Norris
sub editoR
Leigh Neil
european editor
Alexander Mladenov
flight dynamics editor
Nick Lappos
CONTRIBUTING EDITORS
Glen White
Sarah Bowen
Dave Minton
CONTRIBUTING PHOTOGRAPHERS
Philip Knaus
Damiano Gualdoni
proofreader
Barbara McIntosh
PRINTING
GEON
DIGITAL EDITION
Zinio
EDITORIAL ADDRESS
Kia Kaha Media
PO Box 37 978, Parnell
Auckland, New Zealand
PHONE : FAX:
+ 64 21 757 747
+ 64 9 528 3172
EMAIL
info@kiakahamedia.com
news desk
news@heliopsmag.com
www.heliopsforum.com
W
elcome to the latest issue of
HeliOps. First off I have to say a
heartfelt thanks to Glen White for
his role as editor for the past year. Glen has done
an amazing job at the helm of HeliOps while at
the same time working on the growth of his own
business Eurosafety. His dedication to both roles
has been amazing and Eurosafety has grown to
a level that necessitates more of his time – I’m sure you feel the same as I do in
wishing him well with his future. Thankfully we haven’t lost Glen completely from
the team as he will still be able to contribute wonderful articles to HeliOps. So
again, on behalf of myself and all the team here at the magazine we would like to
express our sincere thanks to Glen for the past year, it’s been fun.
I will be taking a bit more hands on approach with HeliOps as its interim
editor and will be doing a bunch of travelling over the coming months to ensure
we bring you great stories and images, because that’s what you want and
what we love to do.
On another subject, I thought I would sow a small seed that will hopefully get
you all thinking. It’s regarding a topic that I have had brought up in a number of
conversations with various people; When an operator buys a helicopter, whether
it be an AS350B3 from Eurocopter, an MD500E from MD Helicopters or an S92
from Sikorsky, regardless of where it comes from they expect to have a machine
that will be delivered without any major mechanical issues, at least for the near
future. Now if that aircraft subsequently has an incident that is attributed to a
design fault or flaw or a hiccup in the manufacturing process for a part of system,
should the operator have to cover the cost of new parts which can run into the
many thousands of dollars, or should that be something that is provided free of
charge by the manufacturer. I know of instances when a manufacturer had issues
with their rotor blades and even though it was put down to a design fault the
operator was made to pay for new blades, personally I find that a bit rich.
Also if the operators’ aircraft is grounded for specific periods of time
while a ‘fix’ for that issue is sorted, should the operator be compensated for
the time his aircraft is grounded. This has been a common topic when certain
instances happen around the world, and it is not just one manufacturer that
is the culprit here.
I was recently in Doha, Qatar when Gulf Helicopters had one of their AW139s
throw a tail rotor blade, with the tail rotor gear box then removing itself from the
pylon. Because of this the Qatari CAA grounded all of Gulfs AW139s until such
time as the issue was investigated and they could be assured it wouldn’t happen
again. These aircraft were grounded for at least the four days that I was there
and they were lucky that they had a few spare 412s to call upon to transport the
oil workers to the rigs and back. Had they not had the 412s, then who would
be liable for the substantial loss of income – and it would have run into tens
of thousands. A fleet of around 10 AW139s sitting on the ground for four days
would be a large amount of cash not coming in, and combine that with some less
than happy customers, the damage is severe.
What happens if it was a problem with an AS350B3 or an R22 or similar and
the operator has a one or two ship operation and they are grounded? Something
like this could send them out of business. Not a good situation.
So again, who should pay, is it just a buyer beware scenario when you take
delivery of your new machine or should the manufacturers be held accountable
for losses that are incurred when they are clearly at fault. I think that is worth
some serious thought and serious discussion. n
3
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industry update
Ulan-Ude modernises production
JSC Ulan-Ude Aviation Plant (UUAP), part of Russian helicopters - the Russian helicopter holding company - has implemented
modernization of their mechanical assembly production, by way of integrated technical re-equipment and an enterprise
development program. One of the stages of technical re-equipment was the creation of the section of high accuracy machining
of items. To do this the plant purchased and put into operation a high accuracy and high speed turning and milling equipment
system with numerical program control. The new equipment will allow the application of modern technologies of their machining
and production
JSC UUAP now develops mathematical models, technical processes and monitoring programs for the new machines. The
engineering company which delivered the machines also performed training for several groups of specialists and plant operators.
During 2011, JSC Ulan-Ude Aviation Plant plans to purchase 15 similar machines, with the long-term plan being the purchase and
commissioning of several tens of the new machines.
Modernization of UUAP production started at 2008 year end, as a part of Russian helicopters’ program of technical
re-equipment of all their enterprises. Purchasing and commissioning of the modern equipment into production, reconstruction
and modernization of production capacities began in 2009.
The holding company is planning to create the following
competence centers at JSC UUAP: helicopters assembly,
production of compartments and large panels made of aluminum
alloys, assembly tooling production, equipment manufacturing
for blanking and stamping production. Plants will obtain the
necessary technological base for further overall production
increase and production quality improvement. Implementation of
technical re-equipment program will take the enterprise to a new
technological level and allow commencement of development
and serial production of new helicopters such as the modernized
Mi-171M and high speed helicopter.
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5
industry update
Columbia dispatches second helicopter to Texas fires
Columbia Helicopters has dispatched a second heavy-lift helicopter to assist in battling the extensive wild fires burning
throughout Texas. The Columbia 107-II departed from the company’s headquarters Thursday morning, to arrive in Abilene, Texas
on Friday. The second aircraft joins another Columbia 107-II that has been fighting fire in Texas since February. Both of the
company’s helicopters join a growing fleet of aircraft cur¬rently dedicated to the Texas fires. Both aircraft are responding to the
fires using SEI Torrentula Bambi buckets, equipped with the Powerfill system. Deployed at the end of 180-foot long lines, these
buckets enable the flight crew to use water sources in hard-to-reach areas, such as tree-lined ponds and streams.
“We know that Texas is now experiencing one of the worst fire seasons in recent his¬tory,” said company President Michael
Fahey. “Our crews will do everything they can to sup¬port efforts to extinguish these fires. We understand Texas has been
experiencing an extensive drought and that water sources may not be readily available for fire fighting,” said Fahey. “Our pilots will
be able to use these buckets to reach water sources not accessible to aircraft using tanks or convention¬al buckets.”
Columbia’s 107-IIs
typically deploy to a fire
with three pilots, allowing
the air¬craft to fly over
eight hours a day when
needed. The aircraft also
travels with a fully-equipped
maintenance crew and
support vehicles. Routine
aircraft maintenance is
performed at night, allowing
the helicopter crew to spend
all available daylight hours
fighting the fires.
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industry update
Columbia Helicopters Begins
Construction on Engine Test Cell
Columbia Helicopters (CHI), a 26-year operator of the Model
234 aircraft (the civilian version of the CH47 Chinook), has broken
ground for the expansion of its T55 engine maintenance capabilities
to include a T55-714 engine test cell. The test cell is located at
the company’s maintenance headquarters at Aurora, Oregon. This
expansion will add T55-714 engine overhaul to the long list of CHI’s
Chinook capabilities. This testing facility will allow CHI to provide
complete engine overhaul, and a quick-turn-around service for
troubleshooting and testing these engines.
“The building of this test cell allows CHI to provide complete
nose-to-tail Chinook maintenance.” said Scott Ellis, CHI’s Director
of Business Development and a 20-year Chinook service veteran.
“As a civilian operator we can provide our customers with years of
experience on the Chinook; now that experience and maintenance
capability includes the newest engine model installed in the aircraft.”
Columbia Helicopters is a global service provider for domestic and
international Chinook fleets. The company’s Chinook capabilities
include repair and overhaul of drive train components, engines,
airframe repairs, and avionic repair and installation. As a civilian
Chinook operator, CHI provides complete service and repair,
including technical assistance for new and existing military Chinook
operators. The addition of the new test cell expands that service
further, to include Chinook F-model operators.
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8
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10
industry update
Japan’s Fire and Disaster
Management Agency orders
an AW139
AgustaWestland and Mitsui Bussan Aerospace have announced
LAH named first RR300
service center in USA
In December 2010, Los Angeles Helicopters (LAH) was
awarded status as one of only eleven Rolls-Royce RR300
that the Fire and Disaster Management Agency of Japan has
Service Centers worldwide. After completing a thorough
signed a contract for an AW139. This aircraft will be used to
application process which included a background check,
perform fire fighting, emergency medical service, air rescue and
site visit, and interview with the Rolls-Royce Regional
transport missions. Due to be delivered in late 2011, it will enter
Manager and a local Rolls-Royce representative, LAH
operational service in spring 2012. This sale follows an order for
was awarded the first repair station in the United States.
the same type by the Saitama Prefecture in January 2011 and
Rolls-Royce requires their repair centers to be an approved
continues the success of the AW139 in the Japanese market
Part 145 Repair Station, have the most-up-to-date tools
for fire fighting and disaster relief applications. The AW139 was
and inventory on hand, as well as a “clean room” for all
chosen by the customer after a rigorous and comprehensive
engine repairs. Most importantly, Rolls-Royce requires any
evaluation to ensure it could meet its demanding mission
maintenance engineer who works on the RR300 engine
and safety requirements. The Fire and Disaster Management
to have attended a week long training course at their
Agency’s AW139 will feature a comprehensive mission-dedicated
Indianapolis, Indiana facility.
fit including a belly tank fire fighting system, Bambi Bucket,
LAH, Director of Maintenance, Lars Fallman attended one
weather radar, search light, cargo hook, rescue hoist, dual
of the first RR300 courses and reported that he was very
rappelling hooks, loudspeaker system, ice detector system,
impressed with the course and the new RR300 engine.
snow skis and main rotor blade high visibility painting. Advanced
LAH is a FAA approved Part 145 Repair Station, Robinson
avionics selected include Satellite Based Augmentation System
Service Center, and has been a Robinson Dealer for the
(SBAS) capable GPS, Enhanced Vision System (EVS), Enhanced
last five years. Based in Long Beach, California it provides
Ground Proximity Warning System (EGPWS) and Traffic Collision
maintenance repair to private owners, law enforcement
Avoidance System (TCAS).
agencies and other local flight schools.
ChopperlineHalfPageadd.pdf 1 10/16/2009 1:20:30 PM
11
industry update
New MH-65
delivered to US
Coast Guard
US Coast Guard aircrews at Air
Station Barbers Point received the
second of four new multi-mission
helicopters last month. The MH-65
Dolphin, closely resembling an
HH-65 Dolphin, includes a large
amount of new equipment to further
enhance mission capabilities. The
new aircraft are replacing the four
Dolphins currently in service at
the air station. The MH-65 adds
new communications systems
to an already capable platform.
Improvements include satellite
communication capability and the
ability for an aircrew to communicate
with federal, state and local law
enforcement and emergency
services. These upgrades greatly
increase the Coast Guard’s ability
to cooperate with local agencies
throughout the Hawaiian Islands
in the event of an emergency. The
MH-65 can accommodate a pilot’s
head-up display and night vision
optics to enhance the aircrew’s
ability to operate around the clock.
Additionally, the new and enhanced
DF-430 adds the capability of the
helicopter to direction find on 406
MHZ Electronic Position Indicating
Radio Beacon signals, allowing
quicker location of distressed
mariners. Two more MH-65’s are
scheduled to arrive in May, making
Air Station Barbers Point’s helicopter
fleet a completely MH equipped unit.
12
industry update
Ontario Police
Department Orders
Third AS350 B2
American Eurocopter has announced that the
Ontario (CA) Police Department has ordered
its third AS350 B2. The aircraft, which will
enter service in late spring, will primarily be
used for aerial patrol and special operations
surveillance throughout the department’s
service area in and around Ontario, California.
American Eurocopter claims that the singleengine AS350 B2 offers the best performance
in its category. They say that, with built-in
maneuverability, superb visibility and low
vibration levels in the cabin, the AS350 B2
has become a preferred platform for U.S. law
enforcement agencies across the nation.
“The AS350 B2 is the perfect aircraft for our operation,” said Eric Weidner, Sergeant and Officer in Charge of the Ontario Police
Department’s Air Support Unit. “With its payload and performance capabilities, the AS350 B2 has allowed us to continue to
evolve as a department and expand the type of missions we perform.”
The Ontario Police Department, which has been operating helicopters since 1989, acquired its first B2 in 2002. The Air Support
Unit has nine full-time officers and flies 365 days a year. The unit averages around 1000 hours per year on each of their two
airframes, with 70-80% of their flights flown at night.
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industry update
Russian
Helicopters
AnnounceS
New Partnerships
in Brazil
Russian Helicopters has signed a
number of contracts with Brazilian
Milestone Aviation Group to acquire five S76s
Sikorsky Aircraft Corp. and Milestone Aviation Group Limited jointly announced
the scheduled deliveries of five Sikorsky S-76C++ helicopters to Milestone in the
second half of 2011, under a firm order contract signed last December. Milestone,
the first global finance company focused exclusively on the helicopter and
private jet markets, will offer these aircraft for lease to high-quality operators
around the world.
helicopter operators at the 8th Latin
America Aero & Defence exhibition
Drop Off
Your Aircraft.
LAAD 2011 in Rio de Janeiro, where
Russian Helicopters showcased its
newest rotorcraft for the Brazilian
market.
Russian Helicopters and the
Brazilian investment group Qualy
Group Brasil have signed a
cooperation agreement for the
promotion of the Mi-34C1 pursuant
We’ll Do The Rest.
to a dealership agreement. The
document provides for the possible
delivery of 150 new Mi-34C1s before
2023. Another agreement was
signed with the Brazilian commercial
helicopter operator Аtlas Taxi Aereo
(a subsidiary of Qualy Group Brasil)
for the creation of a Mi-171A1 support
centre in Brazil. Such a centre will
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Russian rotorcraft in Brazil and
extend their maximum flight hours
without overhaul in accordance
with the requirements to rotorcraft
that are applied by major Brazilian
companies, including the state oil
and gas giant Petrobras.
Russian Helicopters experts think
that the availability of service and
support centres in the country will
800-826-6899
help provide full-scale support for
www.helimart.com
the operations of Russian rotorcraft
that have been delivered or will be
delivered under future contracts.
A very important step underlining
Russian Helicopters’ policy in Latin
America was taken when the holding
company started a dialogue with
Brazilian consulting company Logitec
Consultoría em Logística Ltda
providing for cooperation in
the promotion of Russian rotorcraft
on the Brazilian market. This
cooperation is aimed at increasing
the presence of Russian rotorcraft on
the Brazilian market.
14
HM P2 HO.indd 2
3/24/08 8:52:49 AM
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16
flight dynamics
Practical, Possible, Immediately
By Nick Lappos
T
he art of flying involves mastery of the aircraft
in every phase of flight. It also involves making
sure that the number of your landings equals the
number of your takeoffs, even if your aircraft or its systems
have decided to misbehave. How we handle emergency
landings, and the ambiguity, is a big part of our success.
Emergencies consist of three basic phases: the
initial detection and diagnostics, the cockpit procedural
actions, and the flight to landing. Newer helicopters
with modern displays make it fairly straightforward
to understand the failures as they occur, so that
diagnostics are often straightforward and much
less confusing than in the past. Synoptic displays
which diagram our systems and point out failures
with multicolored conspicuous markings make crew
situational awareness rather straightforward. Automatic
checklists, often displayed in the cockpit, make
compliance with the flight manual procedures also
straightforward. For those of us who fly older machines
with lots of round dials, situational awareness is brought
about by training and reliance on head work. The pilot
maintains a three-dimensional picture of his aircraft, and
understands each wound as a caution light appears or
gauge flickers. The situational awareness is constructed
in his brain, and confirmed with crew coordination and
training. Most times when the crew errs, it is through
haste and misdiagnosis.
One method of training for this diagnosis phase is
to present yourself with the emergency using only the
indications that appear in the cockpit. A simple sketch
of the cockpit for each emergency showing only those
indications that appear is a great way to trigger your
training response. We often study emergencies by
thinking first of the emergency and then synthesizing
what the indications would be. This creates a training
scenario where we start with the answer and synthesize
the question. Crews trained this way often are surprised
to find how difficult it is to see two caution lights and
a flickering gauge and resolve what is the underlying
cause. Simulators are very effective training tools
because they provide this need to diagnose as part of
the training effect. A set of flashcards with the cockpit
indications for each emergency and the diagnostics
and checklist on the back are a very effective way of
providing this positive training effect.
Another place for great confusion is that first look
outward by the crew as they try to match their wounded
aircraft to the remainder of the mission. This phase,
where a cripple aircraft is steered to a safe landing, is
where we make our bread and butter. The fantastic
behavior of the airline flight crew in New York Harbor,
where they brought their crippled Airbus to a safe landing
on the Hudson River, is a perfect illustration of how the
crew can turn a potential disaster into a happy ending. I
recommend that all pilots go to YouTube and view several
videos that diagnose every second of this emergency to
understand how a perfect response is made.
Most flight manuals resolve all emergency landings
into three possible types: land as soon as practical, land
as soon as possible, and land immediately. Let’s discuss
the implications of each one across some common
mission segments to understand how the crew might apply
airmanship and common sense to assure a safe landing.
In a nutshell land as soon as practical (sometimes
stated as “practicable”) simply means to extend flight to
the nearest safe aviation facility. The nature of emergency
should describe how far one would travel to that facility,
and whether you should land at the first such facility or
go to one with appropriate maintenance capabilities to
quickly return your aircraft to full function. Also extending
flight to facility where your passengers can be well
tended and are protected from harsh weather is also
consideration. In other words, a single engine shutdown
in a four engine jet might allow you to fly past many
airports to go to one where your company’s maintenance
can easily fix the problem and return aircraft service. An
engine failure in a two engine helicopter might on the
other hand make it prudent to land at the first airport or
large heliport even if it were relatively remote, since the
probability of losing the last remaining engine is more
finite than with that multiengine jet. Test pilots who write
the emergency procedures tend to think of land as soon
as practical as being up to the discretion of the pilot, and
extended flight is probably permissible.
Land as soon as possible is a trickier phrase for
helicopter pilots, because it really asks whether you
should extend flight to aviation facility or land on almost
any flat, unobstructed environment. Land as soon
as possible infers some significant urgency, so that
extended flight with increased time for exposure to
follow-on failures and increased risk are not warranted.
When landing as soon as possible, the crew should
probably not fly past any aviation facility (except a small
obstructed heliport) and probably should consider flat
open terrain where safe landings can be made. For
example, a beach, a golf course, a large parking lot, or
sports field might be quite suitable. When landing as
soon as possible, a clock in the pilot’s head should be
ticking so that no tick should be permitted that is not
necessary in that search for a safe landing place.
The easiest to interpret is land immediately. The pilot
should put the aircraft down now, and not extend flight
any more than necessary to prevent a controlled landing.
Overwater flight from more than a few seconds to the
beach should not be made, and a safe ditching should
be performed. Overland one can imagine that a suitable
landing place can be found almost anywhere except
over the most rugged or tree-covered terrain. In such
forbidding territory, the pilot should consider pressing the
aircraft into the terrain, accepting damage but making a
safe landing. Land immediately does mean land now.
As a former a test pilot who helped write these
procedures, I’ve often described to pilots how to parse
these simple phrases: practical means nearest airport or
heliport, possible means nearest golf course or beach,
and immediately means whatever’s in your chin bubble is
quite allright. n
17
18
Certified by EASA and Transport Canada, the
Ka-32A11BC is a version sold with a 16,000
hours service life. Among the Ka-32A11BCs
produced in 2010, is this example, operated by
BH Heli of Bulgaria. Alex Mladenov
With the distinction of being the first foreign journalist permitted
access to Russia’s Kumertau-based aviation plant, ALEX MLADENOV
reports on its manufacturing process, technical achievements and
commitment to the production of rugged and inexpensive co-axial
military, utility and special-mission helicopters.
19
KumAPE’s own Ka-27PS is equipped
to a standard identical to that of the
export Ka-32s and is being routinely
utilized for support of the flight testing
20
program at the plant. Alex Mladenov
Nowadays Kumertau Aviation Production Enterprise (KumAPE)
is enjoying good times and flourishing business as its production
lines are busy working at their full capacity.
F
ollowing nearly two decades struggling
for survival in the harsh post-Soviet
economic environment, Kumertau
Aviation Production Enterprise (KumAPE) is
enjoying good times and flourishing business
as its production lines now work at their full
capacity. The workload is due to increased
demand for its products and a competent
managing team at the plant, headed by its
director general Sergey Mikryukov.
KumAPE’s production director Alexey
Tolmachov explained the current high workload,
“A few years ago we had severe problems with
sales but it is now a very different situation,
with the people in the marketing department
telling me they can sell as many helicopters as
the production department is able to deliver.
There is a high demand for our products today,
especially the latest Ka-32 derivatives which are
being sold out worldwide”.
The company specializes in co-axial rotor
helicopters designed by Moscow’s Kamov
and is situated in Kumertau, a relatively small
city of about 70,000 in the Russian republic
of Bashkortostan, which nestles next to the
southern end of the Ural mountain range, on
the border with Asia. The company has about
4,500 employees and is the biggest employer in
Kumertau, which was developed between the
late 1960s and late 1980s for the sole purpose
of supporting aerospace production at the plant,
which in the late 1980s had at least 13,000
employees.
In 2008, KumAPE delivered 11 helicopters –
all Ka-32s destined for civil customers – and in
2009 deliveries rose to 13 units, which included
six Ka-28 ASW aircraft for the Chinese Navy,
two utility Ka-32As and five Ka-226s. At least
another 14 helicopters were delivered in 2010,
including refurbished and upgraded zero-time
airframes, comprising three Ka-28s and three
Ka-31s for the Chinese Navy, three Ka-32s and
five Ka-226s. In 2011, more than 20 helicopters
are slated for completion and delivery, including
six Ka-31s for the Chinese Navy, five Ka-31s for
the Indian Navy, at least 10 Ka-32s and up to a
dozen Ka-226s.
The current military to civil/paramilitary
ratio is about 50:50, a figure expected to be
maintained in the near to medium future.
Despite the expected traditional repressive
secrecy, often compared to spy mania, that
has been characteristic of the Russian aviation
industry – particularly in regard to its defence
products – during the HeliOps visit the author
was granted access to all shop areas of the
plant and there were very few photography
restrictions, related only to the helicopters
undergoing initial electrical system checks at
the control test station, which is situated in a
separate area adjacent to the final assembly line
and housing two Chinese Navy Ka-31s.
Complete production cycle
The Soviet-era approach of separating
design and mass production activities has
meant that 100% state-owned KumAPE
traditionally engaged in serial production
of helicopters and carried out only minor
design and development activities, while
major development and design work was
the responsibility of Moscow-based Kamov
Company. Both companies have established
a good cooperation over 43 years and this
cooperation exists today formally within the
framework of Russian Helicopters holding, a
managing body exercising control over all major
companies in the rotorcraft sector in Russia and
coordinating the marketing and R&D activities.
KumAPE’s shares are owned by
Oborobprom, a Russian holding owning
controlling shares in a number of important
defence and aerospace companies, including
the Russian Helicopters holding as well as all
21
A 3000-liter fire system
seen during water
drop tests installed on
KumAPE’s own Ka-27PS.
This helicopter is also
often used in the summer
22
months to fight forest fires
in Bashkortostan. KumAPE
important helicopter plants and design bureaus.
Marketing and sales efforts related to the
civilian helicopters produced at KumAPE are
carried out by both Russian Helicopters and
Kamov, while KumAPE’s own foreign trade
activities department supports the process.
The export of helicopters to military customers
is handled only through Rosoboronexport,
the sole agent for almost all Russian defence
exports. The government sales to the
ministries of defence and interior in Russia,
the so-called ‘state orders’, are being handled
directly by KuMAPE.
The Kumertau plant is ranked among the
five largest helicopter plants in Russia and
continues to operate as a classical Soviet-era
aerospace manufacturing business, dealing
with the complete production cycle of fuselage,
rotor blades and some systems as well as
testing, delivery and after-sales service and
support activities. Raw materials, composites
and components enter the plant, together with
crates containing equipment, avionics, engines
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and transmission components, while output
at the plant’s exit is in the form of ready-fordelivery helicopters.
Virtually no outsourcing is used in
KumAPE’s production process, and all fuselage
components are consequently produced
in-house. Component manufacture is handled
by several huge workshops outfitted for
mechanical processing and forming of metallic
components as well as a spacious shop
for producing numerous composite parts
which include major assemblies for the
Ka-226 fuselage.
The newly-manufactured parts are then
forwarded to the fuselage assembly line
where the helicopters gradually take shape
and are then sent to the final assembly shop.
It takes between nine months and a year
for production of a machine in the so-called
‘standard’ configuration but helicopters
requiring a highly customized configuration
and using new, complex equipment could take
considerably longer.
Initially assembled on jigs, fuselages are then
completed in a special area before being
24
forwarded to the paint shop to receive three layers
of protective coatings. Alex Mladenov
In 2011, no less than 20 helicopters are slated for
completion and delivery, including six Ka-31s for the
Chinese Navy, five Ka-31s for the Indian Navy, no
less than 10 Ka-32s and up to a dozen of Ka-226s.
Composite blade production
The pride of KumAPE’s production range
is the composite blade shop integrated into
the main factory, which produces blades for
both the Ka-27/32 families and the Ka-226. The
blades are produced by laying up a number
of composite sheets on a profile pattern and
then baking the resultant blade in an autoclave.
A set of additional processes is applied after
baking, including installation of a titanium grip
for connection to the rotor mast. The Ka-32
blades have honeycomb core of imported
nomex material, while the Ka-27s and Ka-31s
for the Russian Navy still use Russian-supplied
aluminum honeycomb cores. Compared to
the nomex-cored blades these have a lower
service life but are considered domestic
production, an important point because, as a
rule, no imported materials or equipment are
allowed to be used in helicopters built for the
Russian military.
The Ka-32 blades have a service life of 3,000
hours or 12 years, whichever occurs first, and
there are plans for a significant life extension
to be granted by Kamov. As Tolmachov noted,
a set of six Ka-32 blades is being sold by
KumAPE at a lower price than a set of five
metallic Mi-17/171 main rotor blades, with
service life of just 1,500 hours.
In near future, KumAPE is planning to
establish a brand-new composite blade
workshop, which will develop into a centre of
competence within the Russian Helicopters
holding. As such it will deliver blades for not
only the Ka-27/32 and Ka-22 families, but
also the new Mi-17/171 derivatives produced
at plants in Kazan and Ulan-Ude. Additional
manufacturing in the form of outsourcing is to
be undertaken in the near term by KumAPE,
related to the production and assembly of
the rotor mast of the Ka-52 attack helicopters
ordered by the Russian MoD, as well as the
main rotor hub of the Ka-62 utility helicopter.
Currently, KumAPE is also mastering production
OPPOSITE PAGE
TOP: The Ka-32
fuselage assembly
line where the
helicopters
gradually take their
final shape. Alex
Mladenov
left: A Chinese
Navy Ka-31
shipborne radar
picket helicopter
undergoes final
assembly, including
installation of the
engines and the
mission avionics
suite. Alex Mladenov
25
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of the Ka-226’s rotor mast, a very complex
part made of steel alloy components, at a rate
of three sets each two months, with plans to
achieve three sets each month.
Tolmachov says that in order to produce
components with the required precision using
the mechanical processing/cutting shops’
dated cutting machines requires very skilled
personnel as all machining operations are
manual and, as a consequence, the average age
of the machinists is over 45 years. This situation
should change in the foreseeable future due
to the introduction of a number of highlyautomated digitally-controlled milling machines
from Japanese company Mazak. The first new
Mazak cutters and lathes are expected to be
operational this June.
It is noteworthy that the current labour
component within the cost structure of
helicopters produced at KumAPE is only 10
per cent while Western helicopter manufacturers
calculate labour costs between 30 and 40
percent of their eventual production cost.
The best paid workers at KumAPE are the
experienced machinists on the old-generation
cutters and lathes, who earn between
US $800 and $1000 a month, depending
on output.
Flight testing phase
After passing all electrical system functional
checks the helicopters are handed over to
the Flight-Test Station (FTS), known as Shop
#10. This last link of the factory’s production
chain is responsible for the ground/flighttesting and flight safety, as well as customer
delivery activities and furnishing assistance to
the customers during the ferry fights. Viktor
Chekenev, manager of Shop #10, has amassed
31 years of experience at the plant, working
most of this time as a lead flight test engineer.
According to him, the job today is quite different
because FTS is dealing with small batches
of helicopters in varying, highly customized
configurations; each of these necessitating
a different flight testing programme and
presenting new technical challenges. In
contrast, past production was of large batches
of predominantly unified versions of the Ka-27
and Ka-32.
FTS has 150 employees working in two
shifts and a completion capacity of up to four
‘large’ and two to three ‘small’ helicopters
each month. It is situated in a separate area
adjacent to the main KumAPE facilities, with
its own complex of buildings and hangars next
to a small airfield with three concrete pads
connected by a small runway/taxiway.
Two fuselage assembly lines
KumAPE has two fuselage assembly lines
in a common hangar – one each for the Ka-226
and Ka-27/28/29/31/32. At both lines mainly
young workers are employed and the managers
are also relatively young engineers. This
contrasts with the mechanical processing and
parts manufacture shops where older workers
and supervisors prevail. The average salary of
the workers at the fuselage assembly lines is
between US $500 and 600.
The fuselages are initially assembled,
moving step by step onto series of specialised
jigs, then completed in a special area before
being forwarded to the paint shop to receive
three layers of protective coating. The all-white
fuselages are then handed over to the final
assembly line and here, on a single station,
they receive powerplants, systems and
mission equipment. System installation and
integration work takes about three and a half
weeks and after final assembly is complete the
machines are rolled into a separated area in the
same hall for electrical testing at the ControlTest Station (CTS).
27
One Ka-32A11BC
was sold to
the Japanese
operator Akagi
Helicopters for use
in the logging role.
KumAPE
28
In addition to flight testing and delivery
activities, Shop #10 is recognised by the
Russian aviation authorities as a branch of
the St Petersburg Civil Aviation Institute and
is tasked with providing customer training for
both pilots and technicians. The flight training
activities are performed on KumAPE’s own
Ka-27PS, which is equipped to a standard
identical to that of the Ka-32. This particular
helicopter is also utilized for support of flight
testing at the plant as well as is in-flight
testing and evaluation of new equipment and
systems for the customised derivatives of the
Ka-32. The machine’s everyday roles also
include weather checks, provision of SAR
services, occasional aerial construction works
and during the summer months the machine is
often engaged in fire-fighting operations in the
Republic of Bashkortostan, equipped with a
Simplex fire attack system. It was also involved
in all testing and evaluation activities related
to the integration of the horizontal and vertical
water cannons purposely designed for the
Ka-32 and boasting a discharge rate of 40 liters
per second.
Chekenev says that the smaller 3-4
tonne types – such as the Ka-226 – are more
problematic during ground and flight checks
than the larger types because there is more
equipment requiring labour-consuming
adjustment or repair, while access to most of
the systems and accessories is more difficult
due to space constraints.
The flight test station employs three pilots,
three navigators and three lead flight test
engineers.
The independent inspection
In addition to the testing and checking
performed by FTS, flight checking and
certification of newly-produced helicopters also
requires a separate, independent inspection
programme undertaken by the flight crews of
the Military Acceptance Service. This is an allencompassing quality assurance organisation
subordinated to the Russian Ministry of
Defence, dealing with the overall supervision
of the quality of the manufacturing process
and end product, for both domestic and export
military and civil customers of all Russian
aviation and defence industry plants.
The FTS personnel commence with the
weight and center of gravity (CoG) check of the
newly-assembled machine, determining whether
there are any deviations in the CoG position,
due to the installation of additional equipment or
some other reason. Completion of the so-called
technical passport (including all the necessary
preparations for the flight testing) follows,
including adjustments of systems, flushing
the fuel tanks, filling with fuel and lubricants,
installing rotor blades, etc. This preparatory
stage usually takes one week, although it can be
done within three days if there are no problems
detected and the personnel works in two shifts.
There are no temperature restrictions for
ground and flight checks at KumAPE. The
engines, for instance, can be started up at
ambient air temperatures as low as -50°C,
provided the AI-9V auxiliary power unit is
heated in advance. In general, the Ka-32 boasts
an excellent anti-icing system, with electrical
heating for the rotor blades and engine intakes
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An Indian Navy
Ka-28 ASW
helicopter seen
during a functional
check flight after
main overhaul at
KumAPE. KumAPE
30
and alcohol de-icing for the windshield As a
consequence, no icing problems have been
experienced during wintertime operations at
FTS. The winter, however, is problematic for
flight testing due to the short days (no night
testing is being carried out at the plant) but
summer days are very long and provide plenty
of time for flight testing in two shifts. With no
civil or military airfields in close proximity to
Kumertau, FTS has all the airspace around the
city available for flight testing and training work.
Phase two of flight test preparation includes
setting up the engines in working conditions.
The Ka-27/28/29/31 and Ka-32 are usually
powered by TV3-117VMA or TV3-117VMAR
turboshafts from Motor Sich company of
Ukraine. The Ka-32A11BCs delivered to
Portuguese air operator EMA, however,
introduced an increased-power TV3-117
derivative – designated VK2500 – manufactured
by Klimov Company of St Petersburg.
Synchronization takes around 15 start-ups,
running in modes from idle to auto, and runs at
maximum and emergency power settings
then follow, requiring installation of special pads
on the rotor blades to create additional drag.
Following engine adjustment comes rotor
system flutter testing, viewed as one of the most
dangerous and risky ground checks done at
FTS. For this test, the rotor blades are forced
to work in pre-flutter conditions by the addition
of weights which alter the centre of gravity. The
test is performed at a fenced pad, where the
engines of the tethered helicopter – loaded to
maximum takeoff weight – are run at maximum
power setting and 96 % of maximum rotor
rpm. This complex test establishes tolerance
figures for avoiding flutter, as in-flight flutter is a
very dangerous occurrence that can destroy a
helicopter almost instantly.
“I have never heard of our helicopters
being destroyed in-flight due to the occurrence
of flutter”, comments Chekenev, validating
the accuracy and thoroughness of this phase
of testing.
After flutter testing it is time for flight checks
to begin. The first flight is at a hover only and
includes a dynamic balancing of the rotors,
first at an altitude of 10ft (3m), then 16ft (5m)
and finally at 50ft (15m). The vibration levels are
Korea - the biggest market for KumAPE helicopters
K
orea currently represents the biggest market
for the helicopters produced at KumAPE,
with about 70 helicopters operated predominantly
by government organizations. It all began in
1992 when the then Director General Malishev
contacted the Korean company Lucky Goldstar
(LG) International, which was subsequently
appointed as a Ka-32 distributor for Korea. The
first deliveries to Korea were made in 1993 and
our helicopters there are mainly operated by the
Maritime Police, Forestry Service and Air Force. All
sales and after-sale support in the past was handled
directly by KumAPE, but the situation changed
after the establishment of the Russian Helicopters
holding company in 2008. This holding took over
the marketing and sales activities worldwide,
and KumAPE provides all necessary technical
assistance. The supply of spare parts and provision
of technical services for our helicopters is now
being performed worldwide through the Helicopter
Servicing Company, a sister company of Russian
Helicopters and controlled by Oboronprom holding.
The warranty obligations for newly-built helicopters
are handled directly by KumAPE’s dedicated
warranty service shop.
Initially, the Ka-32T version was delivered to
the Forestry Service for firefighting, while the
Maritime Police took delivery of the Ka-32S
shipborne version, optimised for over-water
SAR operations. Ka-32Ts were later delivered to
other customers in Korea for firefighting, while the
certified Ka-32A version was sold to commercial
operators and the Ka-32A4 (featuring Israelisupplied avionics) was taken on strength by the
Republic of Korea Air Force, for use in the Combat
SAR role.
Most of the numerous deliveries to the
Korean government market in the 1990s and early
2000s were at very low prices and effectively
wrote off Russian commercial debt to Korea at
the time. They allowed the plant to survive the
critical period in 1992-1993 when orders from
Russian government organisations (MoD and
MoI) disappeared almost overnight. In early postSoviet times, the company was left to operate
and survive independently in the new and still
little-understood free market conditions following
the collapse of the centralised economy that
occurred simultaneously with the dissolution
of the Soviet Union.
There are 70 Ka-32s in Korea, operated
predominantly by government
organizations, and the type is bestknown for its firefighting role KumAPE
31
Marketing and sales efforts related to the civilian helicopters
produced at KumAPE are carried out by both Russian
Helicopters and Kamov, while KumAPE’s own foreign trade
activities department supports the process.
The Orlenok/
Rotorfly is a
two-seat light
helicopter with
co-axial rotors
developed by
KumAPE and
offered in both
manned and
unmanned
versions. KumAPE
32
measured and, if necessary, the blades receive
additional balance weights until the vibration
problem has been solved.
The second check flight is approximately
one hour and dedicated to checking
performance, including maximum level speed
at 9,900ft (3,000m), maximum rate of climb,
performing manoeuvres with the maximum
allowable pitch and bank angles as well as autorotation commencing from 4,950ft (1,500m) at
minimum engine-power settings, with a descent
rate reaching 2,170fpm.
The third check flight assesses the
functionality and precision of the navigation
equipment and automatic flight control system.
Following completion of in-hover checks and
turns to establish compass and navigation
system deviation, several check passes are
conducted in level flight around the airfield.
The fourth check flight evaluates the external
cargo system and comprises hauling a special
five-tonne crate equipped with a stabilization
device, in order to assess the operability of the
cargo hook locking/unlocking mechanisms. The
test load is attached to an external sling 66ft
(20m) long at Vorotinovka airfield, some 4.3nm
(8km) away from the flight test station. The
loaded helicopter also performs a level flight at
the maximum allowable speed in order to check
the behavior of the load and the cargo hook. If
the helicopter is equipped with a hoist, it is also
checked in hover at 160ft (50m) altitude with the
cargo – accommodated in a special net – lifted
and lowered at several cable speed settings.
The helicopter is then handed over to the
flight test team of the Military Acceptance
Service, which is also authorized to check and
certify the airworthiness of civil helicopters for
both domestic and export customers.
After the successful completion of this stage
of testing and certification, all documentation
generated during the ground and flight checks
is collected in a file that is preserved at KumAPE
during the entire life-cycle of the newlymanufactured helicopter. The average time
needed for setting and adjusting the systems,
checking the functionality of the helicopter
on the ground and in the air, and certifying
KumAPE history information
T
he factory was established as an aviation
business in 1962, based on the facilities of
a former mine industry maintenance plant that had
specialized in the overhaul and repair of mechanical
and electrical equipment used in open coal
extraction pits. After it was placed under the control
of the Soviet Union’s Aviation Industry Ministry,
the plant began manufacturing airborne platforms
employed in the parachute delivery of heavy military
equipment and vehicles.
In 1967, the plant commenced the serial
manufacture of the Ka-26 twin-engined light co-axial
rotor helicopter used for spraying, patrolling and
utility transport work. The first test flight of a Ka-26
assembled at KumAPE was in 1968. The production
run lasted until 1978, with 814 Ka-26s rolling off
the assembly line, the last of which continues in
operation today. According to
information released by Kamov,
by November 2010 some three
dozen Ka-26 were still maintained
in airworthy condition in Russia and
several Eastern European countries,
including Hungary, Romania and
Bulgaria. At that time the Ka-26 fleet
leader was 37 years old and had
logged some 12,500 hours.
Fixed-wing aircraft production at
the plant consisted of the Tupolev Reis
reconnaissance UAV, the first of which
rolled off the line in 1973. Production of
the Reis lasted until 1989 and between
1994 and 1996 it was resumed, in order
to assemble a small number of the
improved version Reis-D. A total of 950
examples of Reis and Reis-D were produced
at KumAPE.
In 1977 the plant began production of the new
generation Ka-27 shipborne helicopter for the Soviet
Navy, and the first two of the type assembled at
the plant were handed over to the customer in
November 1979. The first Ka-31 flying shipborne
early warning radar-equipped helicopter was
completed in 2001.
The first Ka-32 – the civilian derivative of the
Ka-27 – was assembled and tested in 1980, while
its serial production at KumAPE was launched in
1996. 173 Ka-32 rolled off the line at KumAPE until
late 2010, while the total number of examples of the
Ka-27/32 family exceeds 570.
The Ka-226 is a new-generation light utility
helicopter originally designed as a Ka-26
replacement, though still far from replicating the
commercial success of its predecessor. Production
commenced in the late 1990s and the first example
rolled off the line in 2001 to be used for certification
testing by Kamov in Moscow. The first example
of the Ka-226.50 improved derivative featuring a
roomier cockpit was completed in 2004. By late
2010, 20 Ka-226s had been produced at KumAPE
and delivered mainly to government customers in
Russia – to the Federal Security Service’s aviation
department and Ministry of Interior’s regional
aviation detachments. In 2011, up to a dozen
Ka-226s are expected to roll off the line, while the
present capacity of the existing production line at
KumAPE is 15 Ka-226s per year.
In the 1990s, KumAPE’s own design bureau
developed and tested a brand
new two-seat light helicopter with
co-axial rotors named Rotorfly and also known
as Orlenok. Powered by a Rotax 912ULM piston
rated at 100shp, it has a maximum take-off weight
of 1,100lb (500kg) and payload of 550lb (250kg). In
2008, it was used as the basis for the development
of two special-mission derivatives. The first of these,
designated as the Patrol’-LA is a piloted version for
use in the surveillance and patrolling roles, while the
second one designated as Patrol’-BLA (also known
as Korshun) is an unmanned helicopter intended
for a wide variety of military and paramilitary
applications. The latter has also been selected for
further development under the name Korshun, to
be developed into a state-of-the-art, affordable
unmanned vertical flight system for a multitude of
military uses. Funding for its development is being
provided directly from the budget of the Russian
Helicopters holding.
33
Most of the
Ka-32As and
Ka-32A11BCs
sold to customers
around the world
have classical
‘steam-gauge’
instrument outfits
as the one seen
here, though the
six helicopters
delivered to EMA
of Portugal sport
cockpits equipped
with multifunction
displays.
Alex Mladenov
34
it as ready for customer delivery is about 15
days, provided that no major technical issues
surface during the process. Only then is the
helicopter delivered to the paint shop to don
the livery specified by the customer although,
infrequently, certain helicopters receive their
liveries immediately after rolling off the final
assembly line.
The customer acceptance process includes
a ground check and acceptance flight of
up to 30 minutes. If there no any objections
from the customer’s acceptance team, the
helicopter is handed over to the customer’s
pilots at the international airport of the city of
Ufa, for ferrying to its final destination. When
the customer is situated in a far distant country
such as Korea, the helicopter is partially
disassembled immediately after the customer
acceptance flight and transported by truck
to Ufa were it is loaded onboard an Il-76
or An-124 freighter for transportation to its
final destination.
The Ka-31 helicopters for India and China
perform two additional check flights at FTS. The
fifth sortie is dedicated to functionality checks
of the radar antenna drive system and checking
how the helicopter stabilization system works
with the radar antenna deployed. The final test
sortie is dedicated to the functionality checks
of the radar set itself, and comprises search,
detection and tracking of an air target (played
by the Ka-27PS) which is loitering at a 54nm
(100km) distance.
The pre-owned Ka-32s which have cycled
through deep overhauls and modifications at
KumAPE perform only two functional check
flights when handed over to FTS – the first
one dedicated to adjusting and checking the
rotor system in hover, while the second one is
dedicated to performance testing.
Flight test issues
The issues that appear most often during the
checks, according to Chekenev, include leaks
from certain systems and avionics malfunctions.
He says that the most demanding customer
the factory ever had was the Chinese military –
they were very punctual not only when
checking the paperwork, but also checking
at frequent intervals the real quality of
the manufacturing assembly process and
performing detailed functionally checks, both
on the ground and in the air.
Regarding civilian helicopters, Chekenev
shares that the FTS personnel experienced
the most serious issues with the checking
and adjustment of the new Ka-32 derivatives
built for the state-owned operator EMA of
Portugal. These featured many systems
introduced for the first time and setting
these in operational conditions required
substantial time and effort. EMA’s Ka-32A11BCs
Bell 205 (file image)
Year: 1978
AB212
$3,130,000 USD
Bell 206 B3
Year: 1978
Year: 1974
AS350B3
$2,000,000 USD
Bell 412 SP
$620,000 NZD
EC145
Year: 1990
$5,900,000 USD
MD500E
Year: 1995
Year: 1990
$3,600,000 USD
Year: 1995
Year: 1977
$65,000.00 USD
MD530FF
$1,300,000 USD
AS355N
$700,000 NZD
$1,690,000 EUD
H500D (project)
AS350B2
Year: 2007
Year: 2006
Year: 1987
$1,150,000 USD
AS350FX2 (currently being converted)
$1,500,000 USD
Year: 1990
$1,500,000 USD
view all listings at www.oceania-aviation.com
Over 30 aircraft available from the NZ and Pacific region.
All helicopter prices exclude GST
Ardmore
Queenstown
Auckland, New Zealand
Jonathan Bowen
Mobile +64 (0) 274 814 443
Email Jb@ohl.co.nz
Queenstown, New Zealand
Josh Camp
Mobile +64 (0) 21 979 188
Email Josh@ohl.co.nz
View online at www.oceania-aviation.com
35
Ka-32: production facts
and figures
T
he service life of the Ka-32T/S
derivatives produced in the 1980s and
1990s is 4,000 hours, which can be extended
up to 5,000 hours by Kamov Company, while
the deep (also known as main) overhauls shall
be carried out at each 2,000 hours. Currently,
there is a framework document being
prepared by Kamov, allowing the Ka-32A
version – certified in accordance to the
Russian AP-29 airworthiness rules – to achieve
16,000 hours or 30 years, whichever occurs
first. The Ka-32A11BC certified by EASA and
Transport Canada is a version sold out outright
and provided with a 16,000 hours service
life, free from the requirement of undergoing
potentially costly main overhauls. These
overhauls have been replaced by technical
inspections at specified intervals that can be
carried out at an operator’s or contracted base
maintenance facility.
As of November 2010, the fleet leader
of the type is a Ka-32A11BC operated
by VIH Logging of Canada, a 25 year old
machine which has amassed 16,100 hours.
It is noteworthy that VIH Logging’s two
Ka-32A11BC are earmarked for a an eventual
service life extension to 32,000 hours, while
Kamov is currently busy with extending
the time between overhauls for the VR-252
gearbox to 3,000 hours. This promises to
provide a further reduction of type’s direct
operating costs.
The unit price for a typically-equipped
Ka-32A11BC currently exceeds US $10 million.
36
The Ka-27PS and its civilian derivative the
Ka-32, have a cargo hook capacity of
11,100 lb (5,000kg), and are renowned
for their external lift capability. KumAPE
37
TV3-117VMAR
engines ready
for installation on
a Ka-31 for the
Chinese Navy in the
final assembly hall
Alex Mladenov
38
were the first of the type to be equipped with
the SAU-37 automatic flight control system
provided with auto modes for flight down to
80ft (25m). They also introduced an advanced
Bambi Bucket derivative outfitted with pumpassisted filling system with control unit installed
in the cabin, a Honeywell Primus 701 radar and
GNS530A navigation system.
Chekenev is very happy with the reliability
and power rating of the TV3-117VMA/VMAR
engines powering the Ka-27/28/29/31/32
derivatives, claiming that it did pretty well even
in the harsh conditions encountered during
evaluation trials in Iran. There, the TV3-117VMA
engine was tested to the limits in dusty and
hot-and-high conditions and no issues were
encountered at all.
Chekenev, however, is not as enthusiastic
about the Rolls Royce 250-C20R turboshaft
powering the Ka-226: “When compared to
the indigenous TV3-117VMA, the Rolls Royce
250 lacks an automatic limiter unit and this
feature requires extra monitoring of the turbine
temperature by pilots while in flight. As a
consequence, our pilots have been reluctant to
use the full power that is theoretically available
from this engine, due to concerns of overheating
it when raising the collective.” Overheating
occurrences would require the engine to be
sent for inspection at an authorised facility
outside Russia, as there is no shop servicing
capability for the Rolls Royce 250 currently
available in Russia.
Chekenev considers the Ka-226T version,
powered by the Turbomeka Arrius 2G to be
much better from pilot’s point of view, as it is
a FADEC engine and its high thermodynamic
power allowed a significant expansion of the
envelope in hot and high conditions, significantly
increasing performance, particularly in OEI
conditions. During summer testing at KumAPE
in hot weather during 2010, the Ka-226T
reached a maximum altitude of 25,000ft
(7,600m) in vertical climb.
FTS also carries out endurance testing in
order to set appropriate time between overhauls
for newly-designed main gearboxes and other
dynamic components. During our visit, the
Ka-226T-RS test rig was busy with endurance
testing of the new gearbox of the Ka-226T. n
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Lyal Mudford uses the grapple
to grab a log 200ft below him in
the Sarawak jungles of Malaysia.
If all helicopter pilots
learned to fly while
looking straight down,
flying long-line would
be a breeze! In reality
though, mastering the
skills can be tough, and
proper training is vital
for those who want to
become successful,
competent and
smooth long-line pilots.
story by Sarah Bowen
PHOTOS by Philip Knaus, Damiano
Gualdoni & Ned Dawson
41
An Italian operated B3 being
used to string powerlines on
the outskirts of Milan.
42
T
he widely accredited pioneer
of long-line operations is Wes
Lematta. Lematta developed
a technique he called direct visual
operational control (DVOC) using a
long-line attached to a belly hook. This
involved looking out and down at loads
attached to a remote hook at the bottom
of his long-line. The technique allowed
him to move and place external loads
precisely with plenty of clearance from
obstacles – and created many more
work opportunities. The rest, as they
say, is history! Lematta and his small
operation grew into the present-day
Columbia Helicopters – arguably the
world leader in heavy-lift external load
operations. The DVOC technique is
now in worldwide use and is commonly
referred to as “vertical reference” – the
ability to fly without reference to the
usual horizon for orientation.
For those pilots willing to accept
the risk and inherent danger of flying
slowly and hovering out of ground effect
(HOGE), long-lining is a challenging yet
satisfying flying skill to master. It is all
about control, patience and finesse.
It’s an acquired skill that is well worth
learning if one is to become a true
“utility” helicopter pilot. It involves a
number of new concepts and tricks
of the trade, such as coping with
oscillations, suddenly having your
personal center of gravity outside the
helicopter, and developing the necessary
quick reactions and the ability to make
decisions if something goes wrong.
LEARNING THE ROPES
An external load course qualification
is no guarantee of a job in the longline industry for a newly qualified
commercial pilot, but it certainly
provides more opportunities. The right
training could well lead to a career in
logging, construction, fire-fighting, or
one of the many other sectors of the
helicopter industry that rely on external
load pilots. Pete Gillies, Chief Pilot and
instructor with Western Helicopters in
California, joined the company in 1972
as a line pilot. “We began teaching
long-line in 1975 as the seismic era was
beginning. Very few pilots knew how to
handle a long-line with smoothness and
precision back then. It was an ability that
Canadian pilots had mastered through
rigorous flight training, but it was a rarely
used skill here in the United States,”
Gillies explains. “As seismic picked up,
the need for excellent long-line skills
rapidly increased, and we often found
ourselves training two or three students
a week.”
Western Helicopters is based at
Rialto Airport, an uncontrolled field 50
miles east of LA (elevation 1,455 ft).
From there, its students also train in
the nearby mountains, which top out at
11,455 ft, and, if training with a bucket,
at a lake located about 8 nm north of
the airport. The company conducts most
of its training in an MD500D, but it also
For those pilots willing to accept the
risk and inherent danger of flying slowly
and hovering out of ground effect
(HOGE), long-lining is a challenging yet
satisfying flying skill to master. It is all
about control, patience and finesse.
43
The specially developed
bubble window on
the Bell 205 gives
Roy Knaus a lot better
view of the load below.
has a cargo hook-equipped Schweizer
300C. “The 300C costs less to fly, but
depending on the density altitude and
the weight of the student and instructor,
we may not be able to use the 300C
during the warmer months. It’s not fun
continuously running at near full manifold
pressure during this sort of training!”
says Gillies. At the airport, Western
utilizes a flat area of ground north of the
One aspect of long-line flying that
many pilots seem to enjoy is the
immediate feedback; a load will
“tell” a pilot whether he or she is
flying smoothly and accurately.
However, as with any skill, some
learn faster than others.
44
duty runway for long-line training, where
a number of “targets” are located for
students to practice placing their loads.
The practice loads comprise concrete
blocks weighing between 30 and
100lbs, which are carried on slings from
50 to 150ft long. Students begin with a
50ft sling and work their way up.
Western helicopters uses synthetic
rope rather than steel cable for slings
to carry various types of loads including
power poles, pallets, tanks, pipe, nets
and water buckets.
CHALLENGES
There are three major challenges
in learning to carry out accurate,
smooth and “happy” long-line flying.
The first is learning to fly the helicopter
smoothly and precisely while looking
straight down, as opposed to looking
ahead through the windscreen or
at the instruments. The second
is understanding and controlling
oscillations in the slung load; one must
learn how to stop them occurring in the
first place, but if they do occur, how to
almost instantly quell them. The final
challenge is the fine art of feeling one’s
way to moving a load the last 30ft to
the target, without losing control of it
and having to start all over. Hovering the
helicopter has to become second nature
– as does “flying the line.”
One aspect of long-line flying
that many pilots seem to enjoy is the
immediate feedback; a load will “tell”
a pilot whether he or she is flying
smoothly and accurately. However, as
with any skill, some learn faster than
others. Gillies says that the best pilot
ever to graduate from their school was
a Swiss mountain guide who took to
long-line “like a duck takes to water” –
and, he recalls, “she had the techniques
mastered in less than an hour!”
For those pilots who already have
some “500-time,” the average amount
of special training required to bring them
up to the level of skill and knowledge
needed to pass the USFS/OAS “VR”
flight test is around five hours. The test
requires pilots to be able to hold a load
within a 10ft circle at the end of a 150ft
sling for up to three minutes at a time.
While training, flights are limited to no
more than one hour as the flying is
very fatiguing.
There are many factors that have to
be taken into account when flying a longline: rigging the load, sling length, sling
material, flight characteristics (which
depend on the type of load), safety
aspects including those that affect
the ground crew, hand signals, radio
protocol, density-altitude, load weight,
flight path, over-water operations, bucket
work, tower assembly, operations in
tall trees, around buildings, next to
slopes, and so on – it is a long list! After
learning the theory and gaining a rating,
a pilot really only has a license to learn
– there’s nothing like getting first-hand
experience on a real job.
require an external load training course,
while others prefer to do the training
themselves, starting with shorter lines
and easier loads then working their way
up. This is the route typically taken by
Columbia, which operates a fleet of
some of the world’s largest fully certified
helicopters. Command pilot Andre
Hutchings describes how he started
with the company. “I joined Columbia in
1996 as a co-pilot. The criterion then –
as it is now – was a minimum of 1,000
hours. Back then you would be hired
as a co-pilot and get sent to wherever
Columbia had a need for your services;
this could include overseas, Alaska, or
pretty much anywhere in the lower 48.
Columbia was not concerned if you
had any long-line time at all – most of
us did not.”
Hutchings co-piloted for a couple
of years in both the BV-107 and -234,
After learning
the theory
and gaining a
rating, a pilot
really only has
a license to
learn – there’s
nothing
like getting
first-hand
experience on
a real job.
A Superior Helicopter –
K-Max being used on the
Australian bushfires.
LONG-LINE TO A CAREER
There are few formal ways to
gain accreditation. Some companies
45
before moving onto flying the “light”
ships. Columbia uses 500s, and back
then, also used LongRangers. The
“light” ships are support helicopters
and tend to be used for transporting
crews as well as supporting the larger
helicopters. “This is where you are first
introduced to flying a line,” Hutchings
says. “Once you have flown the 500s
in support roles for a while, they might
move you up into the BV107 as a need
arises, at which point you become a 107
command-pilot and can start logging.
Eventually you could step up to firefighting and construction jobs in the
107, and as your career progresses you
are then eligible to be moved up into
the Chinook.”
The length of the line used varies
depending on the particular job, the
surroundings (much of the work is
around tall trees and large power lines),
and the size of the helicopter. If a line
is too short, a load can be affected by
the downwash and start to spin, which
is not good on a construction job.
Columbia Helicopters generally uses a
200ft long-line. This is mainly to ensure
that the downwash does not create an
unsafe work area for personnel under
the helicopter. However, according to
Hutchings, Columbia uses a 150ft line
for many of its construction jobs – even
with the Chinook – as crews still need
to be able to see the load as well as
watch for hand signals from the ground
crews. The 150ft line is still long enough
to prevent the incredible downwash
The length of the line used varies
depending on the particular job, the
surroundings, and the size of the helicopter.
Ardmore
Auckland, New Zealand
Phone (+64 9) 296 2644
Facsimile (+64 9) 296 2645
Email oceania@ohl.co.nz
Queenstown
Queenstown, New Zealand
Phone (+64 3) 442 2045
Fax (+64 3) 442 2047
Email queenstown@ohl.co.nz
46
created by the Chinook from causing
mayhem on the ground.
Hutchings also has a company called
Los Angeles Helicopters in Long Beach,
California which is currently putting
together a “Professional Long-line
Training Course” that will only be taught
by professional long-line pilots.
GETTING DOWN TO BUSINESS
Anyone thinking about starting
their own long-line business needs
to comply with certain regulatory
requirements. These vary from country
to country. David Ekeholm is one of the
external-load instructors at Helicopter
Adventures Inc., which operates out
of Space Coast Regional Airport in
Titusville near Orlando, Florida. “One
way to get into the long-line industry
would be to open your own business. In
order to do this in the USA you would
need to obtain a Rotorcraft External
Load Operator Certificate,” he explains.
“You must have ‘exclusive use’ of at
least one helicopter that meets the
requirements of FAR 133.19; have the
sole possession as an owner, or have
a written agreement that gives you
possession or control of the helicopter
for at least six consecutive months. The
person who applies for this certificate
needs to hold a commercial pilot’s
license or an airline transport license,
and needs to designate a chief pilot for
the operations. Before the certificate
is issued, you or your chief pilot
must demonstrate enough skill and
knowledge to the Administrator i.e.
the FAA.”
A typical knowledge and skill test
includes a survey of the flight area,
demonstrating correct methods of
loading, rigging and attaching a load,
performing performance calculations
including weight and balance, giving
proper instruction to ground crew,
demonstrating satisfactory knowledge of
the Rotorcraft Load Combination Flight
Manual, as well as more fundamental
It takes a special skill to
position a load at the end
of a 150ft long-line.
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demonstrate the necessary competence
and knowledge and, depending on which
part of the world they will be doing
their flying, obtain the required ratings.
Helicopter Adventures’ external load
training is conducted under FAR Part
61. Ekeholm explains what is involved.
“The Part 61 course consists of ten
hours’ minimum flying in a cargo-hookequipped R22, using different loads
and cable lengths, from 12.5ft to
175 ft. In the initial phases we introduce
the student to OGE-hovering, settling
with power and vertical reference flying.
The subsequent lessons include load
control, swing and circle arrest, load
pickup and set down, s-layouts and
circle-layouts with different cable lengths
and at different airspeeds. We try to
include as many real-world scenarios
as possible, like tree-harvest, gullywalking, simulated search and rescue,
fire-fighting and quick-stops. After 10 to
15 hours most students have developed
an understanding of how the helicopter
should be manoeuvred with a load
swinging freely underneath the aircraft.
It requires a lot more practice before
they are really proficient, but by this time
they have a general idea of the basic
concepts.”
One of Helicopter Adventures’
success stories is Jarmo Hillberg,
who graduated from their external
load course in spring 2000. “After
graduating I worked as a flight instructor
and commercial pilot in Virginia, where
I gained a lot of good experience. I
flew with students and performed
other types of flight missions such as
ENG, power line and pipeline patrol,
and sightseeing. In 2002 I went back
home to Finland and converted my FAA
license to a JAA Commercial; I now fly
an AS350B2 for a Finnish company.”
This Boeing Vertol
234 is one of two that
Columbia Helicopters
operates in the PNG
highlands in support of
oil exploration.
48
skills such as takeoffs and landings,
directional control during hovering with a
load, flight at different airspeeds, moving
a load into the release position, and if
a helicopter is equipped with a hoist
or a winch, demonstrating the ability
to operate that equipment safely and
efficiently.
Whether someone wants to start
up on their own, or train for a position
with an employer, they will need to
TIPS FROM THE TOP
There is no substitute for
experience, so for aspiring pilots who
haven’t yet amassed experience of
their own, it pays to listen to those who
have been there; here are some top
pieces of advice from some established,
professional long-line pilots.
Brian Pilmer, command pilot at
Columbia says, “Be patient and stay
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Giana Helicopters
are one of the few
European operators
who operate the Bell
407 on heavy lift work.
50
Don’t hurry. If you hurry, your hook shot can go
to hell and you start beating up the guys on the
ground or getting hung up in a tree.
focused. Initially the hook will be all over
the place, and a pilot’s natural tendency
is to chase it. Don’t try to over-control
the aircraft. Just try to be as smooth as
possible.”
Pat Farrand from Whistler in Canada,
pilots a Bell 205 and 212. He mostly flies
utility and fire-fighting missions. “Here in
Canada there is a lot of long-line work,
so a lot of us just sort of end up doing it
– it’s more the norm than the exception.
When practicing, start with a fairly
short line in a big field so you can’t hit
anything; in fact it can be better to start
with no line on at all – just stick your
head out and look straight down! It’s a
completely different hovering experience
looking down than it is forward. Practice
holding steady, pick a spot on the
ground and work on going straight up
and down from say 10 t to 100ft.
“We tend to fly from the left seat
to long-line, because in the machines
we fly, it would be too much of a
stretch from the right seat to reach the
collective and look out at the same time.
On the left side, the collective is quite
close to the outside of the machine, and
you can also lean on your elbow. We
have an elbow pad to put your weight on
and a bubble window, so it’s really much
more comfortable.”
Matt Cole, Maintenance Crew Chief
at Columbia, initially started out as a
logger. Cole says, “Take your time.
Don’t hurry. If you hurry, your hook shot
can go to hell and you start beating up
the guys on the ground or getting hung
up in a tree.”
Hutchings also gives some excellent
words of advice. “Trying to fly a longline is probably one of the hardest, most
frustrating and humbling challenges I’ve
faced as a helicopter pilot. I don’t think
it’s possible to ever truly ‘master’ flying
a line, although I’ve seen some of the
guys I work with come pretty close.
It’s more a case of good and bad days,
and good and bad ‘hook shots’. There
are so many variables, but really no
hidden secrets to flying a line. There are,
however some basic fundamentals that
need to be followed in order to at least
gain some consistency.
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This Swiss operated KA32
is one of the most popular
Russian built helicopters
used for long-line work in the
western world.
52
“Take your time, and use slow and
smooth movements. Make a good
approach – into the wind if possible –
and set yourself up way out from the
target if you have that luxury. Fly the
aircraft; the line will still be underneath
you, straight underneath you if you’re
travelling slowly enough on the
approach. This is the key to a nice ‘hook
shot’ or ‘load placement’.
“Don’t stare at the hook! Look
towards your target with occasional
glances at the load to check your
altitude. It’s extremely easy to become
fixated on the hook only to find out
that you’ve already arrived at your target
and now have to bring the line to a
halt, at which point it starts to fly out in
front of you. If this happens you’ve just
created a bunch of hard work
for yourself!”
Gillies adds, “Long-line is so simple
– so easy, yet so misunderstood!” He
finds it difficult to watch an “otherwise
super” pilot attempting to teach himself
long-lining if that pilot hasn’t attended
ground school or flown with a proper
training organization. “There are
hundreds of excellent long-line pilots in
the world today,” says Gillies, “but there
are probably thousands more who think
they are good – but aren’t! Anyone can
learn to long-line – there’s no magic!
Just memorize these words – Don’t
learn to fly the load – learn to fly the
helicopter!”
There is so much to learn and only
time and experience will improve a
pilot’s skills. So how does one identify a
competent, relaxed and smooth long-line
pilot? Easy – it is the pilot who brings
a load right to your hand with virtually
no oscillations, and who is outside the
cockpit both mentally and physically.
You can hardly see the tip-path move as
he or she makes ever-so-slight control
movements, with utmost concentration
and precision. It is someone who is in
control, patient to a fault, and has bugs
on his or her teeth. Bugs? Yes, from
having a permanent smile, like a happy
motorcyclist! n
Making helicopter history…
again.
On September 15, 2010, the X2 Technology™
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There is no doubt that the
versatility of the helicopter
is increased dramatically
by its ability to lift external
loads. Cargo hooks form
the vital link between
helicopter and external
load that makes such
versatility possible, but they
are often taken for granted.
story by sarah bowen
photos by ned dawson & damiano gualdoni
55
56
S
earching for the right lifting system to
maximize an aircraft’s potential can be
a tough call. With the vast assortment of
systems on the market today, it is important to
understand what makes each type appropriate
to a particular operation. What is the main
concern when choosing a hook system?
Minimum weight? Safety features? Maximum
efficiency? Ultimately, all are important factors
that need careful consideration.
Cargo-hook design and manufacture is
continually evolving to incorporate improved
safety along with enhanced durability and
efficiency, which, with the extensive range of
options and accessories available, has boosted
the lifting industry no-end. Cargo hooks now
come in all shapes and sizes, and can be fitted
to virtually all helicopter types – from the R22 to
the Chinook and EH101.
THE HOOK
Although hooks vary in appearance, size
and design, they all follow the same basic
principle of operation. The primary elements
of a traditional helicopter cargo hook include
a load beam, internal mechanism, and a DC
solenoid. The load is attached to the load beam
by passing the cargo sling ring into the throat of
the load beam and pushing the ring against the
upper portion of the throat, closing the hook.
The load beam supports the load and is latched
through the internal mechanism.
A Wanaka
Helicopters R22
Cargo-hook design and
manufacture is continually evolving
to incorporate improved safety
along with enhanced durability
and efficiency, which, with the
extensive range of options and
accessories available, has boosted
the lifting industry no-end.
being used to
teach students
how to work the
hook below.
57
Onboard Systems
The Onboard Systems Bell 407
Suspension System minimizes
side-to-side banging by
gradually decelerating the hook
trolley movement. It’s 35 percent
lighter than the original Bell
System, and is maximized for low
weight and high strength.
To release the load, the latch is disengaged
from the load beam and the weight of the load
causes the beam to swing open and the sling
slides off. The solenoid (activated by a pilotoperated switch in the cockpit) provides the
normal means for unlatching the beam, while
a manual release cable permits unlatching if
the solenoid system fails; the load can also be
released by ground crew pressing a lever on the
side of the hook.
REMOTE HOOKS
Designed to engage, lift, transport and
release external loads from a cable suspended
from a helicopter, the remote hook (also known
as the long-line hook) has become an essential
tool in general transport, fire fighting, seismic
work, heli-logging and SAR.
Manufacturers such as Canam Aerospace
offer a wide range of remote hooks with lifting
capacities ranging from around 2,000 (907kg)
to 25,000lb (11,340kg). The remote hooks are
connected to a primary hook by way of a long
line or steel cable.
Keith Saylor, a BV107 Command Pilot
on logging and construction operations at
Columbia Helicopters – a company well
recognized for its lifting expertise – explains
his company’s choice of long line system; “For
logging operations our lower hook is a twosided nubbin hook suspended on a 200 to
300ft long line, depending on clearance
requirements. One side of the hook is controlled
by a ‘coolie-hat’ on the collective, which allows
58
the pilot to release a portion of the weight
(load of logs) while maintaining the bulk of the
turn,” he says. “There are two buttons on the
cyclic that have to be pressed simultaneously
to release both sides of the hook. The system
which we use on the BV107 and 234, is
pneumatic, supplied by a compressor mounted
inside the aircraft.”
SUSPENSION
A lot of variation exists within the industry
as to what the airframe manufacturers and
operators call these systems, however they
all refer to the structural equipment – linkage,
cables, structural welded frames and trunnions,
required to attach a belly hook to the aircraft.
Onboard Systems, specialists in design,
development, qualification and production
of cargo hook suspension systems, have
been suppliers to nearly all the helicopter
manufacturers’ production programs for many
years. Karsten Lemmon, director of marketing at
Onboard explained that cargo hook suspension
systems are unique to each helicopter type
due to the different locations of structural hard
points to which hook systems will be attached.
Typically, airframe manufacturers determine the
location and type of cargo hook hard points –
normally varying between one and four. They
determine how they want external load stresses
transmitted back into the airframe, taking into
account the effects these may have on handling.
Another significant factor is a cargo hook’s
operating parameters; essentially how much
Onboard Systems
and in which directions a hook can move during
operation. A system that attaches to the aircraft
at one hard point, for example, will have very
different characteristics from one that attaches
at four points.
Onboard has also developed a fully rotating
suspension system (the rotation reduces
airframe stress) that weighs just 29lb (13.15kg);
it is currently standard factory equipment on
new Bell 412s. The design load for this system
is 6,000lb (2,727kg), with an ultimate load of
22,500lb (10,205kg), and a release capacity of
15,000lb (6,803kg).
Systems on the Bell 407 and 206L utilize a
beam design, which reduces side-to-side load
banging by gradually decelerating movement
of the hook trolley on parabolic ramps. Swing
suspension systems, which can experience
large amounts of movement during external
load operations, feature a polymer bumper ring
installed on the hook with built-in travel limits.
This prevents both the hook and control cables
Onboard Systems’
complete Cargo Hook
Suspension System is
currently standard factory
equipment on new Bell
412 helicopters. The fullyrotating system reduces
airframe stress.
Patrick Fauchere delicately
HeliPro’s Huey
working on the
Sydney fires.
countries many ski lifts.
For a time Columbia
The KMax was a specifically
Helicopters operated this
built as a long line machine,
Boeing Vertol on heavy lift
with this one being operated
work in New Zealand.
60
positions the Air Glaciers B3
as he works on one of the
by Rotex in Switzerland.
Two major mechanical factors have contributed
towards helicopter external-load accidents over
recent years; hooks inadvertently opening and
releasing loads, or hooks jamming shut, preventing
the jettisoning of loads in emergencies.
THE RIGHT SYSTEM
Each operator has reasons for choosing
a particular hook system, depending on
application, experience and personal
preference. Columbia’s Construction
Department uses two types of hook in its
particular line of work; the electrically operated
jaw hook and the bull hook, which is basically a
swivelling cargo hook with a keeper.
They normally use the bull hook which can
only be released manually – thus preventing
accidental release of a load. However, if it is
too dangerous, or logistically impossible for a
man to reach a hook to manually release it, an
electric hook is used. Examples of applications
for electric hooks are such jobs as placing
bridge stringers, antennas with delicate side
arrays atop towers, or setting power poles.
Like other operators, Columbia’s hooks are
specialized for their applications and are
typically not interchangeable.
Before becoming involved with construction,
Columbia’s Paul Jablonski was in the logging
department. “At that time we used the electric
jaw hook and eyed chokers to fasten the logs
into the hook. This system worked well, but
it was difficult and time-consuming for the
hooker to hold on to and place multiple chokers
into the hook.”
Jablonski explains how the company
overcame these difficulties by adapting existing
systems: “We developed a double-nubbin hook
system, which accepts multiple nubbin style
chokers more easily and rapidly than the eye
hook. This allows the hooker to place most of
the weight of the turn into one side of the hook,
and a small log by itself into the other side of
the hook. That way,” he says “if a pilot finds the
load overweight, he can release the single log,
reducing the turn to an acceptable weight; this
is much safer as it eliminates the need for a pilot
to lie the turn down.”
Weight limits are obvious and important
considerations for any pilot, and accurately
knowing the weight of an external load is
essential to remaining within aircraft limits; there
is a variety of cockpit load-weight displays on
the market today. In-flight weighing systems
usually include a load-weighing device on the
cargo hook and a cockpit mounted weight
indicator display.
HYDRAULICS
‘Hydraulic Release Technology’ is an
alternative to the traditional mechanical
secondary release cable. It uses a more secure,
Onboard Systems
from hitting the airframe, which could cause
damage or inadvertent load release.
There are also complete sling kits available
for most aircraft, which consist of hooks
designed to mount onto single hard points on
an aircraft’s belly, turning any light helicopter
into a potential lifting machine.
Onboard Systems’ Swing suspension
system for the AS350/AS355 – bumper
ring helps prevent damage to the
cargo hook or control cables.
61
Onboard Systems
The TALON Keeperless Cargo Hook is designed to handle a wide
variety of load ring sizes and styles, so the load ring can’t slip off.
hydraulically activated release system which
eliminates the issues of improper rigging and
routing of a mechanical cable that can lead to
an inadvertent load release.
The TALON LC Hydraulic Cargo Hook
produced by Onboard uses a compact master
cylinder built into the cockpit release handle
with a flexible stainless steel braided hydraulic
line running from the release handle to the hook.
The system is installed in the same way as a
traditional cargo hook system, except that the
hydraulic line is routed to the cockpit with the
electrical release cable. All of Onboard’s
cargo hooks utilize an electrical release as the
primary hook release. This hydraulic system – a
relatively new option – has been on the market
for about a year.
Onboard Systems
AERODYNAMIC EFFECTS
Boeing Military Aircraft has selected Onboard Systems’
TALON 10,000 lb Cargo Hook for installation on all variants
of the Bell/Boeing V-22 Osprey Tiltrotor Aircraft – offering a
significant weight reduction and lower acquisition cost.
Depending on a load’s shape and
construction, once in flight it may twist and
orientate or spin as a result of aerodynamic
forces – the overall effects of which are
generally more pronounced with increasing
airspeed.
“Manoeuvring the helicopter should be
accomplished at a slow rate of change to
maintain load stability and trim,” explains Keith
Saylor from Columbia. “Out of trim conditions
between the load and the helicopter can cause
increased stress on the hook, long line and
helicopter. Loads with large footprints will also
reduce lifting capability due to downwash
pushing on the load.”
Saylor adds; “When operating a long
line a pilot must consider temperature,
pressure, altitude and gross weight, weather
conditions (winds – steady, gusty, turbulent),
weight, shape and type of material to be flown,
hazards at the pick-up point, and en-route and
set point, as well as escape routes in case of
emergency.”
SAFETY
Cargo hook suspension systems
are unique to each helicopter type
due to the different locations of
structural hard points to which
hook systems will be attached.
62
If properly maintained, a cargo hook’s life
span can be as long as the aircraft on which
it is installed. Cargo hooks do require regular
servicing, typically at intervals of between three
and five years. Companies normally supply a
service manual with each hook, and these days
most offer web-based information for helicopter
operators or maintenance organizations
servicing their cargo hooks.
Safety features are important considerations
We Fly
We Maintain
The Powerful Difference
Columbia Helicopters is the only commercial operator of the Model
234 Chinook and Vertol 107-II, the civilian models of the CH-47
Chinook and H-46 Sea Knight. The company’s aircraft operate globally
in extreme weather conditions, and are supported by one of the most
exceptional maintenance facilities anywhere in the industry.
Columbia’s fully functional maintenance facility is a one-stop shop,
able to meet all depot level maintenance requirements for internal and
external customers.
www.colheli.com
503-678-1222
Onboard Systems
R22s and R44s are ideal light utility aircraft
for external load work. Onboard Systems’
Robinson hook kits are a must-have accessory
Canam Aerospace
which can increase profit potential.
The remote cargo hook, from Canam Aerospace. These
hooks come in various sizes with lifting capacities ranging
from 2,000 lb (907 kg) up to 25,000 lb (11,340 kg).
when selecting a cargo hook. Hooks have
to withstand and account for extreme
temperatures, heavy weather, rough terrain and
static electricity.
Two major mechanical factors have
contributed towards helicopter external-load
accidents over recent years; hooks inadvertently
opening and releasing loads, or hooks jamming
shut, preventing the jettisoning of loads in
emergencies. Saylor believes that the release
mechanism is the cargo hook’s most important
safety feature and that, in an emergency, it is
vital that a pilot be able to release the load.
According to US accident statistics for the
last 20 years, more than one third of externalload accidents resulted from equipment
malfunctions.
TRAINING
Columbia trains its pilots to fly by vertical
reference during sling-load operations. Training
includes flying the helicopter by looking down
through a bubble in the pilot’s door, and pilots
are taught the correct way to pick up and set a
load, check the site picture, depth perception,
load reaction and use of wind and terrain. Once
proficient at controlling the aircraft and the
sling-load by vertical reference, they receive
an external load card from their check airman
which allows them to perform external load
operations.
It is not only pilots who have to undergo
training. Ground crews also have a lot of
responsibility for the loads. Jablonski has over
30 years experience. When he started, the ‘hook
orientation course’ consisted of instruction in
how to operate the manual release and advice
to never take one’s eyes off the hook: “I learnt
from experience that it can be painful to look
away!” he says.
Good communication between ground crew
and pilots working with hooks is essential. In
Safety features are important considerations when
selecting a cargo hook. Hooks have to withstand
and account for extreme temperatures, heavy
weather, rough terrain and static electricity.
64
Conference and Exhibition
Bringing together providers of fixed and rotary wing aircraft, and the technologies
used by first responders to Natural Disasters and National Emergencies.
29th – 30th NOVEMBER 2011
Kuala Lumpur, Malaysia
Tel: +44 (0) 1628 660 400 www.tangentlink.com
SUPPORTING MEDIA:
1985, a fatal accident occurred when a 100ft
long line became wrapped around the skid of a
B206. By the time the ground crew noticed and
tried to signal the pilot it was too late.
In construction work, both Jablonski and
Saylor agree on the need for continuous
radio communication as well as hand signals
from the ground crew, from the time the pilot
begins his approach until the set is made, then
released, and all is clear, “It’s very important
for the ground crew to give the pilot elevations
of the load above the placement site while
they manually assist in aligning the load for
placement,” insists Jablonski. “Generally
speaking, there will be someone with the radio
whose sole responsibility is to monitor the load
elevations and communicate with the flight
crew while the rest of the crew helps to muscle
the load.”
CONSIDERATIONS
Certification of systems is typically obtained
from the FAA, Transport Canada, or Europe’s
EASA and most regulators tend to recognize
the certifications from these authorities.
Airframe manufacturers also determine specific
Even light machines such as the Bell 407 have
been pressed into service as fire-fighters in
Spain thanks to the addition of a hook.
66
requirements for installation on a particular
aircraft type.
In 1999, the FAA revised FAR 27 to require
all rotorcraft external load-attaching equipment
to be capable of withstanding a limit static
load equal to 2.5 times the load factor. Studies
by NIOSH and the FAA had found that a
significant cause of helicopter lift accidents
was the belly hook’s inability to release loads
above rated capacity. Although 2.5 times
the rated load sounds impressive, is it really
enough? – especially when the forces acting on
a helicopter in flight can substantially increase
during a turn or change in attitude, and vary
with wind effects and downwash? Individually
or collectively such forces have the potential to
exceed even this limit.
The UK CAA has also recently revised
CAP 426, ‘Helicopter External Load Operations’;
it is now updated with detailed information
regarding airworthiness, operating and
enhanced safety requirements for the use of
cargo hooks. It is a concise and clear illustration
of the dos and don’ts of external load work
that helps ensure cargo hooks are not taken
for granted. n
SettinG the StanDaRD OF cuStOMeR SeRvice
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69
Carlos Ferreira
Galicia Coastguard S-76C+
sits idle one evening at its
home base in Viveiro, a
small village in the northwest
corner of Spain.
If there’s one thing that helicopter
operators like to complain about
and the first thing they need when
things go wrong – it’s insurance.
CHRIS ESPOSITO, a licensed
commercial and instrument-rated
helicopter pilot and a licensed
insurance agent, explains the
subtleties of insuring your helicopter.
71
ned dawson
72
Low level work like
game capture
in South Africa is
obviously a high
risk environment.
Helicopter insurance premiums are expensive because there
are so few helicopters operating compared with the fixed-wing
aircraft with which they share the skies.
H
elicopter pilots are a rare breed, and
while most insurance companies think
we laugh in the face of danger and
fly into places you couldn’t squeeze a small car,
the reality is that we are generally a responsible
bunch. A helicopter demands a certain amount of
coolness, a light but sure touch on the controls,
and a pilot who thoroughly understands the
machine. You would think that with such
professionalism and knowledge, insurance
companies would be clamouring for business.
However, many insurance companies are quick
to run and hide when asked for a quote. To be
fair, there are insurance companies that will gladly
offer terms but there are others that will decline no
matter what seasoned insurance agent you send
against them. The key is to know what programs
to look for and to find an agent who understands
your operation and your helicopter.
Bottom left: This
Bell 206, which
hit wires near
Wiseman’s Ferry,
west of Sydney,
was the latest in a
spate of wirestrikes
in Australia.
Bottom right:
These wirestrike in
Australia added
one more X to the
statistics database
and was actually
a wire from the
power pole to
the ground that
caught out this
pilot. Because
of dense bush
backgrounds many
of these wires are
nearly impossible
to see.
care flight
care flight
Understanding from all angles
As an insurance agent, I can sometimes
understand why some insurance companies
hesitate to quote on an aircraft with a thin aluminium
airfoil ripping through the air at 300 mph. As a
helicopter pilot, I can see why so many helicopter
operators are frustrated by the insurance industry.
Helicopter insurance premiums are expensive
because there are so few helicopters operating
compared with the fixed-wing aircraft with which
they share the skies.
Insurance companies relish statistics and rely
on such numbers to determine premiums, so they
are understandably cautious when dealing with
the limited number of helicopters out there. I have
seen $8,000,000 jet premiums that are less than a
$360,000 helicopter (the insurance premium was
around $30,000 a year). Unfortunately, having an
annual insurance premium at about 10 percent of
a helicopter’s value has become almost the norm,
despite the fact that many of us never have an
incident, let alone an accident. It can be incredibly
frustrating to know that your operation has
grown to be more experienced and safety-oriented,
yet your insurance premium remains high year
after year.
Another thing to consider is that helicopters
are rarely “dinged”; when they do have a loss, it is
more often a “big one” for the insurance company.
Most fixed-wing accidents are landing-gear or
ground-related incidents that are not usually a
total loss. As any helicopter owner or operator
73
care flight
above: The pilot of
this Bell 206 that hit
wires while doing
ag work in New
Zealand, became
yet another statistic.
For ag pilots, wires
are by far the
biggest danger they
have to face.
BELOW: Another
high risk task,
chasing riders in
the Paris to Dakhar
offroad race.
74
knows, helicopter parts are expensive – even minor
mishaps are never cheap to fix, and a rotor-strike
is an expensive ordeal. From a liability standpoint,
those moving parts carry a lot of energy, and
in the event of an emergency, people and property
outside the aircraft could be in serious danger
from debris.
Accident rates are also much higher for the
civil helicopter industry than they are for aeroplane
operations. This is due to numerous factors,
ranging from the lack of available simulators for
specific helicopters, to the task and complexity
of the machine itself. Many insurance programs
require extensive simulator training on a yearly
basis for jet aircraft, but it is much harder to find
a suitable helicopter simulator course that would
accomplish the same goals. Insurance companies
look at all of these factors, and helicopters are
simply less common and more expensive than their
fixed-wing counterparts.
So what can you do to lower
your premium?
As disheartening as this may seem, there
is hope for those who prefer fling-wing flying.
There are several excellent programs for specific
helicopter manufacturers, including Robinson
(through AIG), Bell/Eurocopter (through USAIG)
and Schweizer (through W Brown). Airborne
law enforcement, municipal, and governmental
operations have special programs and underwriters
as well. As with all aviation insurance, a good agent
can help to secure a solid quote. Ask about their
experience with helicopters; their relationships with
helicopter underwriters can make a difference in
the premium you are quoted.
If you are operating a helicopter fleet, a meeting
with your agent and the underwriter at your
location can help them understand your needs
and allow them to see your commitment to safety.
Structured safety programs and demonstrated
risk management systems can greatly affect the
underwriter’s understanding of your operation, and
can lead to substantial premium reductions.
Solid maintenance programs are important
assets when trying to negotiate a low premium.
Operators should also keep in mind that certain
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ned dawson
76
Two Falcon Aviation Services Bell
412s formate in front of one of
the more unique buildings that
make up the Abu Dhabi skyline.
Falcon operate a number of
412s supporting the offshore
oilfields in the Persian Gulf.
Not maintaining aircraft to the specifications
required by government regulations is not only
foolish, but it is also another way to anger the
claim department of your insurance company.
Garin Klinker
helicopter models have been proven over the years,
while others may be new to many underwriters
and accordingly have higher insurance premiums.
Programs such as the USAIG’s Bell/Eurocopter
program target specific models, which the
underwriters are more comfortable quoting from
risk standpoint.
Training goals should also be considered;
sending pilots to school prior to having them added
to aircraft will make underwriters more receptive to
any pilot changes your operation may have. Also,
many insurance companies view the FAA-mandated
currency requirements as bare minimums, and
obviously prefer extensive pilot training at frequent
intervals. The Bell and Eurocopter programs
through USAIG actually take training a step further
by allowing preferred policyholders to redeem up
to $30,000 a year in “safety bucks”. These safety
bucks can be used for flight and maintenance
training, and the USAIG has seen a decrease in
accident rates since the scheme began.
Be Careful
Helicopter flight schools understand the high
cost of insurance and they are forced to pass
this cost onto their students. This can force them
to settle for substandard insurance coverage to
keep costs down and remain competitive. The
FAA requirement for CFI students to demonstrate
full-touchdown autorotations is a big concern for
underwriters. Unfortunately many claims do arise
from this manoeuvre, which is part of the reason
why insurance rates are so high for helicopter
flight training.
Insurance statistics show piston engine
helicopters are more likely to have reliability issues
than turbine ships, but because of the high cost
of a turbine (and the maintenance involved), most
schools prefer using piston aircraft for training.
There are a few operators I know of that offer
turbine-only training, and some flight schools are
making their entire fleet turbine. Since turbines
are historically more reliable, there should be a
One of the
highest risk
environments
is that of fire
fighting.
77
Steve Boyce
Whiteouts and a very
bland landscape are
common when working
in the Arctic Circle.
decrease in insurance rates for “turbine” schools
(related to the hull value), and as the prices come
down this may make some flight schools more
attractive to underwriters.
Instructor qualifications should be taken into
account as well; a low-time instructor with little flight
training experience will obviously be less attractive
to an insurance company than someone with years
of instruction under his or her belt.
As a pilot insuring your personal helicopter,
logged rotorcraft time is your most important asset.
As you build hours in a specific aircraft, you will
often see a lower premium on renewal. With more
complex helicopters, completing specialized training
may make a difference as well. Be sure to check
for programs that pertain to your specific aircraft,
as you may notice substantial savings through
some underwriters.
You should also consider carrying liability-only
coverage if the aircraft has no outstanding loan.
Paying for any damage to the aircraft yourself may
make more sense than spending $30,000 a year
to insure your Enstrom, and liability coverage will
protect you in the event that you damage property
or injure someone. While it is usually a good idea
to buy all the insurance you can afford, a $3,000
liability-only policy for a $100,000 helicopter might
make more sense to you than spending $10–15,000
a year to insure the hull as well. Seek guidance
from a qualified aviation insurance agent for
recommendations specific to your circumstances.
78
When is a Bargain Not a Bargain?
Always use a licensed agent and an admitted
insurance carrier. A popular non-admitted
manufacturer’s program automatically depreciates
the aircraft’s value as it accumulates hours. This
program also requires that you pay the expenses
to recover the downed aircraft and return it to the
factory for repair, and it requires that you share any
liability insurance you buy with the manufacturer.
Sure, you will pay a smaller premium, but you may
incur thousands of dollars in other costs in the
unfortunate event of a claim. These relocation and
transport expenses coupled with the automatically
reduced hull value and halving of your liability
coverage can be a huge burden.
It is important to understand all the policy terms
and conditions; the last thing anyone wants is a
surprise when they need their insurance company
the most. The “bargain” insurance company may
not be such a bargain when you don’t have the
coverage you need.
Special attention should be paid to the covered
territory of your insurance policy, and make sure
to discuss your operations with your agent to
determine if it will be necessary to expand the
covered territory beyond the standard. Consider
the issuing company also; their location may require
that you carry higher limits than in other areas, or
comply with special regulations. When flying into
Mexico, for instance, you are required to carry
insurance through a Mexican insurance firm, even if
Tel: + 1 (702) 982-7089
Fax: + 1 (702) 982-6925
web: www.STARTPAC.com
Las Vegas, Nevada
Unfortunately, having an annual insurance premium
at about 10 percent of a helicopter’s value has become
almost the norm, despite the fact that many of us never
have an incident, let alone an accident.
your policy includes Mexico as a covered territory.
That means you may find yourself in hot water if
you are without the proper paperwork (despite
the fact that your insurance company will pay the
damages). Obviously special care should be taken
when travelling outside your normal operating area.
Thomas Jakits
Working the
jungles of
Panama on
seismic work.
80
Watch the Fine Print
To avoid any problems with your insurance
company, be sure to always operate within policy
guidelines. Special attention should be given to
the open pilot warranty (if there is one); this will
explain the qualifications necessary to act as pilotin-command of the aircraft and still keep coverage
in effect. Also pay attention to any “fine print” in
the policy; an example of this would be recurrent
training requirements. Most policies will require
recurrent training at an approved school – if you
are unsure about a school being accepted by
your insurance company, ask your agent to check
for you. Assuming anything about an insurance
contract is likely to come back and haunt you
later. Also, while most policies cover the removal
and disposal of wreckage (or the relocation of a
damaged aircraft), it is extremely important that
you understand your insurance company’s role in
the process. As I have stated, certain non-admitted
insurance carriers will require that you incur any and
all costs to relocate an aircraft for repair.
Follow the Ground Rules
Insurance companies want to work with you,
but there are situations where insurance simply
will not pay, and these situations should be
avoided at all costs. Flying outside of a covered
territory, having an unapproved pilot operating the
aircraft, inadequate maintenance, and unapproved
operations are all examples of what might leave
you wide open to litigation. Obviously a touring
operation should not be giving instruction, and
in the event of a claim the insurance company
would cite your disregard for policy guidelines
as their reason for not covering you. Not
maintaining aircraft to the specifications required
by government regulations is not only foolish, but it
is also another way to anger the claim department
of your insurance company. If you follow the rules,
take adequate safety precautions, and avoid
pushing the limits of the “grey areas” of your
insurance policy, your insurance company will be
there for you when you need them.
One last aspect to consider is the aircraft itself.
A helicopter such as the Bell 206, which has been
around in one form or another since the 1960s, is
likely to cost less to insure than a new design. The
statistics the insurance company crave are there,
and they are able to determine exactly how the
helicopter has performed from a risk standpoint.
It is also easier to find training programs for that
helicopter, and many instructors are thoroughly
familiar with it. Twin-turbine helicopters are also
more attractive to insurance companies due to
their reliability and improved safety. Corporate
transportation and touring operations should see
better insurance rates (related to the aircraft’s
value) with twin-turbine helicopters. For flight
schools, the most common aircraft are the
Schweizer 300 and the Robinson R22. This is due,
in part, to the simplicity of the aircraft and the lower
insurance rates available for them. That being said,
there is a place in the insurance market for any
helicopter. I have had success insuring everything
from Rotorway experimental helicopters to turbine
Alouettes. What it really comes down to is your
experience, the precautions you take in ensuring
safe flights, and how hard your insurance agent is
willing to work for you. n