Issue 56 - Heliops

DELIVERING GLOBAL COVERAGE OF THE HELICOPTER INDUSTRY
2008 I ISSUE 56
Helos in PNG
The Vital Link
Grooming
the
KA-26’s
Successor
contents
2008 I ISSUE 56
26
cover feature: PAPUA NEW
GUINEA – LAND OF THE UNEXPECTED
PNG is a country that simply cannot do without
helicopters. Its terrain and lack of good roads make air
transport by helicopter indispensable. MARK OGDEN
visits Oil Search, one of the major energy companies
developing the oil and gas reserves of PNG whose
helicopter operations are a vital contributor to the
Pacific Helicopters’
Bell 212 supporting
Oil Search operations
over the jungles near
the southern coast of
Papua New Guinea.
26
cover photo
mark ogden
PNG economy.
38
breaking russia’s personnel
deadlock
The shortage of qualified aviation professionals in Russia
is approaching a critical state. In recent years, the pool
72
of available pilots has been fully exhausted as more than
400 civil pilots leave aviation each year, while only around
200 graduate from the country’s flight schools. Currently
Omsk is the only rotary wing training school in Russia
– this year only 24 helicopter pilots will graduate – an
extremely low number to support Russia’s burgeoning
helicopter industry. SERGEY VOYNOV reports.
48
Afghanistan – High, hot, heavy
and HOSTILE
Trading the safe beaten tracks of Canada for the
hazardous wilds of Afghanistan, Canadian Pilot SHAWN
regular features
From the Editor
3
Industry update
6
subscription Form
EVANS takes on the challenge of flying a lonely civil
48
helicopter in one of the most dangerous aviation
environments in the world.
60
12
personal profile - Frank Scotto 80
Grooming the KA-26’s Successor
Finding a suitable replacement for a popular and
successful helicopter is always a daunting prospect.
columns
flight dynamics – Sling loads
The Russian company Kamov, however, hopes that
their promising new Ka-226 will prove a worthy
15
successor to its well-proven Ka-26 ancestor.
flight training – Do We Need to
17
Practice Autorotations?
safety – How Much Planning is
Enough?
eye on east europe –
Industry Update
flight instruction –
Night Flight
72
19
MOUNTAIN FLYING – THE HIGHS
AND LOWS
While all flying requires a thorough understanding
of wind and its effect on aircraft, safe mountain-flying
demands an intense and advanced study of
21
these factors. From years of first-hand experience,
23
38
SHAWN EVANS offers his views on this complex
subject.
Keep
your
engine
healthy
with AFS.
When you fly demanding EMS missions, it’s important to protect your engine with a filter that
works as hard as you do. High-performance Inlet Barrier Filtration systems from AFS protect
engines, enhance performance, and reduce costs, while keeping more than 99 percent of dirt and
sand from reaching your engine.
Systems include Bell 205, 206B, 206l‑1/3/4, and 407, mDHi mD 500 and mD 900/902,
eurocopter As350 and ec‑130, and AgustaWestland A119 helicopters. Development systems
include Bell 429 and 430, and AgustaWestland AW139.
From the deserts of Arizona to the forests of Maine, AFS systems are protecting engines, enhancing
performance, reducing costs, and helping operators do what they do best.
Insist on an AFS filter. install before flight.
AerospAce FiltrAtion systems, inc.
A Donaldson company 636-300-5200 fax 636-300-5205
www.AFsfilters.com
from the editor
A
By Mark Ogden
CEO
Neville (Ned) Dawson
PUBLISHER
Cathy Horton
EDITOR
Mark Ogden
month can be a long time in the
Another spate of EMS accidents in the
financial world. It was only a few
USA has once again drawn an unwanted
weeks ago that oil was high, and
focus on that sector of the industry. What
at the time of writing, although it has lost
is the answer? That’s the million-dollar
nearly 50% from its all time high, it is still
question. It appears to be a combination
double that of just a couple of years ago
of factors. Experience is no guarantee of
when everyone was scratching their heads
safety; neither being IFR or any other one
trying to figure where to find pilots and
issue. But whatever the combination, it
engineers for the burgeoning exploration
seems to be pretty well a US-phenomenon
sector. Well the financial bubble has burst
– with other countries in the world operating
and the days of fake money-making seem
similar aircraft in similar or more challenging
to be numbered. Commodities are taking a
environments not suffering losses. Australia
dive, especially oil. It had to happen – it was
had a spurt of accidents several years ago,
just a matter of when. But what does this
all of which were localized to one state but
mean to the helicopter industry?
after some serious introspection that has
In the short-term, I don’t believe it will
settled down. The US industry has to look
impact significantly. It really depends
beyond its borders for ideas and answers
on where things stabilize and how well
if it wants to stop the losses and improve
deputy editors
Rob Neil
Alexander Mladenov
the cartels can restrict supply to put a
its public reputations. No one has all the
reasonable floor under the price. And
answers and the amount of flying done in
when things do recover, then the demand
the US in the EMS sector means that there
sub editor
Leigh Neil
for commodities will rise again. China is
will always be a risk. One thing I’d like to
experiencing a slow-down with its export
know is whether the vehicular ambulance
orders significantly reducing – although
accident rate is much different from the
90% of its production is for the local market.
aircraft rate. Does someone have those
There will be flow-on effects but should the
figures?
Contributing EDITORs
Greg Davis
Ted Carlson
legal EDITOR
Robert Van de Vuurst
safety editor
Phil Croucher
world avoid the mooted Great Recession,
Lastly, Bell Helicopter seems to have
then things should stabilize quickly. I’m no
fallen into another hole; this time with the
expert, but watching the so-called “experts”
ARH. How can the supposed low-cost
espousing their opinions, the one thing I am
option of taking a civilian helicopter and
sure of – they do not have a clue.
modifying it to military work, end up being
What is important is that operators and
a $US14 million per copy expense that even
I TALIAN CORRESPONDENT
Damiano Gualdoni
companies do not curl up in a fetal position
the US Army couldn’t swallow? There are
and hope the world goes away. With every
good reasons that are probably more to
proofreader
Barbara McIntosh
cloud comes the so-called silver lining and it
do with changing specifications, but still
is those companies that can see opportunity
it’s another blow that Bell could well do
PRINTING
GEON
even in tough situations who will succeed.
without. Maybe we might see some civilian
Having said that, there are enough funded
focus again and get the 429 into the market
projects underway to keep companies
and the 609 properly underway again.
supporting commodities exploration and
Bell really needs to join the 21st Century
production to keep the relevant helicopter
and start giving the Europeans some true
operators busy. Forest fires will still happen,
competition.
Anyway, enjoy the read and fly safe!
people will still have accidents. However,
it is likely that we’ll see some fall-off in the
n
corporate flying, especially in the USA
and Europe. Overall though, the
helicopter industry is
EDITORIAL ADDRESS
Oceania Group Intl
PO Box 37 978, Parnell
Auckland, New Zealand
PHONE: + 64 21 757 747
FAX: + 64 9 528 3172
EMAIL
info@oceaniamediagroup.com
WEBSITE
www.heliopsmag.com
sufficiently diverse
that it should
stay busy for
some time
yet. Maybe
this is the
break that the
manufacturers
need in order
to catch up.
3
AG
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HE MI
FOR T
AZINE
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ARY H
OPTER
INDUS
TRY
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Breathtaking Photography Featuring
Helicopters in Action Around the World!
industry update
S92 milestone
Sikorsky announced that PHI has
reached their 30,000 fleet-hour milestone
with its S-92 fleet on October 9, 2008.
DART counting
DART has been selected to exclusively
market and sell turbine engine cycle
counters and other aftermarket
equipment from AKV Inc. AKV’s Ng/Np
cycle counters help operators reduce
operating costs and extend engine life.
AKV engine counters are available for
Arriel 1 and LTS 101 engines.
The company also offers a new Data
Stream encoder that automatically
transfers and stores operational data to
a computer.
TracPlus Distribution
DAC International and TracPlus
USA has announced a worldwide
distribution agreement that will see DAC
International distribute TracPlus – a next
generation tracking, messaging and
data service.
Australian Helicopters now supports
ambulance services
Australian Helicopters, a Queensland company that provides crash response and training support
for the Defence Force, border surveillance for Coastwatch and police operations for the South
Australian Government will operate the new Ambulance Victoria helicopter based in Warrnambool.
Australian Helicopters has been awarded the $20 million Rotary Wing Air Services Agreement to
provide the two additional state of the art emergency helicopters for Ambulance Victoria – the other
will be based in Essendon. Under the agreement the company will provide pilots, engineers and crew
to service the Warrnambool area from July 2009, with medical treatment provided by Ambulance
Victoria intensive care paramedics.
8-07 ahl
industry update
GHC signed contract for training of 412 pilots by CAE
CAE Flight Training has signed at the Dubai Helishow, a five-year contract with Gulf Helicopter
Company to be their exclusive training provider for the company’s fleet of Bell helicopters. Under the
Geneva Aviation gains
approval
Geneva Aviation, a member of the
terms of the agreement, Gulf’s 412 pilots will undergo specialized training to meet special mission and
DART Helicopter Services family of
regulatory requirements of GHC. Training will take place at Emirates-CAE Flight Training in Dubai. The
companies, has received Transport
training program includes simulator training on the CAE 412 full-flight simulator, enhanced classroom-
Canada approval for its Video System
based training and crew resource management.
for AS350/AS355/BO-105 and 206/
407 helicopters. The Geneva Aviation
Video System provides video routing
for television, video and microwave
YOU MIGHT WANT TO CALL IT THE
communications for crewmembers as
well as reporters, photographers, and
engineers. The system is designed to
support various cameras or sensors
and a variety of recording and
communications equipment. The system
may be configured to meet specific
customer requirements and Geneva
technicians are available to support the
system installations.
A Dozen Companies
Buy AW139s
AgustaWestland has announced that
Ornge of Ontario, Canada, has ordered
ten AW139s. Chevron has also ordered
two of the helicopters configured for
offshore use.
Guardian has STC
Approval
Guardian Mobility has been granted
Supplemental Type Certificate STC
installation approval of the Skytrax 3X
GPS tracking system for the 206, 206A,
206A-1, 206B, 206B-1, 206L, 206L-1,
206L-3, 206L-4.
Performance
You’ve Always Wanted.
Now certified and ready for immediate
delivery, FastFin will bring unprecedented
stability of flight and new levels of
performance to your Bell 212.
™
Call BLR for the amazing details.
425-353-6591
100th Bell Helicopter
in India
Bell announced the delivery of the
100th commercial helicopter in India.
ABIR Infrastructure Private Ltd received
the keys to a 412 during the India
Aviation Air Show.
FLIR Orders
FLIR Systems has announced orders
of $US14.8 million from US Customs &
Border Protection. These orders and
deliveries are expected to be completed
within the next 12 months.
800.257.4847 US + Canada 425.353.6591 International
www.BLRaerospace.com davemarone@BLRaerospace.com
BLR P2 HO.indd 1
9/12/08 3:46:12 PM
industry update
ATE expands its
helicopter services
Air Technology Engines is pleased
to announce the addition and
expansion of its helicopter services.
The new capabilities to overhaul
major components for the 206A/B
series and 206L series helicopters
include the main transmission, main
rotor hub assembly, swash plate
and support assembly, tail rotor
gear box assemblies and M/R mast
assemblies.
Asian DART
DART has opened a warehouse/
distribution center for helicopter
accessories in Hong Kong. The facility
is being operated in conjunction with
Avion Logistics Limited.
Ukraine ministry sign
for 2 helicopters
The Ministry of Emergencies of
Ukraine and Eurocopter signed a
contract for the acquisition of two
EC145s. Based in the Kiev region, they
will be used for a wide range of missions
that cover rescue, emergency medical
evacuation and fire fighting. The aircraft
will be delivered in 2009.
China buys 4 more
rescue helicopters
The Rescue and Salvage Bureau of
China’s Ministry of Transport signed an
agreement recently to buy four more
rescue helicopters. The S-76C ++s will
be equipped with professional rescue
and salvage equipment, including an
emergency float, powerful searchlight
and rescue winch.
Sagem and JetDirect
Get Together
Sagem Avionics and JetDirect Aviation
of Burlingame, California, announced
that they are combining efforts to
establish an industry-leading Corporate
Flight Operational Quality Assurance
(C-FOQA) program.
8
Metro reveals EC145 mobile demonstrator
Metro Aviation will soon introduce another innovation designed to improve customer satisfaction
and safety for the helicopter air medical industry. The EC145 mobile demonstrator and training device
designed, engineered and assembled by Metro Aviation was unveiled during the Air Medical Transport
Conference in Minneapolis, Minnesota in October.
This first-of-its-kind device is designed to facilitate air medical customers with interior design, layout,
and equipment selection as well as evaluation of their configuration. Cabin crew training can also be
accomplished at the customer location prior to the delivery of their actual aircraft.
industry update
Meeker Aviation and
AirFilm receive step
mounts for EC135
and EC145
Meeker Aviation and AirFilm Camera
Systems are pleased to announce
they have received two new EASA/
STCs: the IM.R.S.01490 and 01489
for their EC-135 and 145 (UH-72)
utility step mounts.
The step mounts provide
an unprecedented 1,2,3 or 4
simultaneous payload capacity. Other
distinct features are:
–max single payload weight of 125 lb
–4 styles of payload arms to
accommodate all the most popular
sensor / cameras / searchlights
–available in left/right or set as well
as standard length boarding step
version
–designed to use the family of
Dovetails / Quick Disconnects /
Vibration Isolation devices
–proven and tested on four
continents.
Your Helicopter.
Our Windows.
A perfect fit for 40 years.
Tech-Tool Plastics does windows.
That’s all we do. We’ve done it
very well for 40 years. Long-life,
perfect-fit, mission-specific
replacement windows are in
stock and ready to ship for most
popular helicopter models.
Tech-Tool quality, experience
and craftmanship puts your
helicopter back in the air.
Tech-Tool Plastics, Inc.
7800 Skyline Park Drive
Fort Worth, TX 76108 USA
1-800-433-2210
1-817-246-4694
Fax: 1-817-246-7402
info@tech-tool.com
www.tech-tool.com
BREEZE-EASTERN
HS-20200
HS-29700
HS-10300
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AGUSTA BELL 212/412
AGUSTA A109K2
AGUSTAWESTLAND EH-101
SIKORSKY UH-60Q
AGUSTA BELL AB139
EUROCOPTER AS-350B3
EUROCOPTER AS365(HH65)
AGUSTAWESTLAND EH101
HELICOPTER RESCUE HOISTS
MDHI MD902
700 Liberty Avenue, Union NJ 07083, USA
Telephone: (908)686-4000 Fax: (908)686-9292 Web Site: www.breeze-eastern.com
industry update
NFC is a one-of-a-kind NVG repairer
Night Flight Concepts (NFC), of Port Saint Lucie, FL is the only FAA Part 145 NVG Repair
Station for inspection, testing, and maintenance. The FAA Part 145 designation authorizes
NFC to conduct and certify for air-worthiness the 180-day service inspection, and removal
and replacement of components for most make and model night vision imaging systems
available. This includes the following:
•
•
•
•
•
•
ITT – F4949 series
ITT – F4910 series
Litton of Northrop Grumman – M949 series
NIVISYS – NVAG-6
US Army – AN/AVS-6 series
US Air Force / Navy – AN/AVS-9 series
The 180-day NVG service inspection by NFC includes certifying the following for continued airworthiness: battery pack, goggle adjustment
ranges, helmet mount adapter, current draw, gain, high/low resolution, image distortion, image intensifier, infinity focus, eyepiece diopter settings,
binocular collimation, low battery indicator, and purge. The NVG is returned to the owner/operator within 72 hours with a complete test data sheet,
an air-worthiness compliance certificate, and a NVG trend analysis sheet (minimum of three inspections required to develop trend analysis).
TrueNorth’s DLU passes
testing
TrueNorth Avionics is pleased to announce that its
new Iridium-based Simphone cockpit datalink unit
(DLU) has successfully passed SITA’s VAQ process in
several tested configurations and has been qualified
for operation on the SITA ACARS.
Million Air Joins Up
Million Air of San Antonio has
joined the Avfuel-branded network
of FBO dealers this fall as part
of a decision that moves toward
continued high-quality customer
service.
Eurocopter signs for 10
EC155s with COHC
Eurocopter and its subsidiary in China sign
for 10 EC155 B1s with Citic Offshore Helicopter
(COHC), the main offshore operator and 5
AS350B3s with Allyway to be employed for aerial
works and utility missions.
2 0 0 7
D E C E M B E R
I N T E R N A T I O N A L
THE MAGAZINE FOR THE CIVIL HELICOPTER INDUSTRY
I S S U E 51
DELIVERING GLOBAL COVERAGE OF THE HELICOPTER INDUSTRY
Heliops I 2008 I ISSUE 55
2008 I ISSUE 55
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industry update
New helicopter division
to provide EMS
Executive Air Taxi Corporation has
announced the launch of a new helicopter
division geared toward providing
emergency medical service response
capability. The Company acquired a 407
and has since retrofitted the helicopter
to meet the needs of an EMS flight team
at its Bismarck, ND, completion center.
Executive Air launched the program which
operates as Trinity Hospital’s Northstar
CriticAir, a Minot-based hospital.
The newest addition to the expanding
Executive Air business model serves a
wide range of communities throughout
North Dakota allowing a rapid response
to medical emergencies. Executive
Air’s staff and management have a
strong history and experience level with
helicopter EMS operations allowing for
the natural transition and growth
opportunity. As part of the program
launch, Executive Air employs a team of
four full-time pilots to effectively manage
the program which operates on an all
year basis.
LAH’s moving day
Los Angeles Helicopters announces moving to a 12,000 sq ft, two-storey building and adjacent
ramp on the Long Beach Airport in California.
Located near the main entrance of the airport, the new property makes Los Angeles Helicopters
one of the largest FAA accredited helicopter-only charter, flight training academy and Robinson
Helicopter Company dealer and service centers in the country.
STC granted for sagem ICDS to be installed in
the R44
The FAA granted a Supplemental Type Certificate for installation of a two display configuration
of Sagem Avionics Integrated Cockpit Display System (ICDS) in the R44. The glass panel solution
has since been renamed, “The R44 Grand” by the owner of the aircraft and STC holder, ASAP
Avionics of Vancouver Island, Canada.
“The R44 Grand” solution includes two AMLCD eight-inch displays mounted in portrait mode.
The Sagem Avionics ICDS proves to be particularly user-friendly as pilots that have flown with it
have acclimated to its operation within 30 minutes of use.
Train with the best: 300CBi™
Guardian Mobility
launches new product
Guardian Mobility has launched a new
product, which was launched at Helishow
Dubai. The Guardian Mobile Trax is an
innovative mobile phone and PDA-based
tracking application that enables aircraft
owners, operational people and ground
crew to know where their aircraft are,
from anywhere they have cellular or
Wi-Fi connectivity. Designed by Guardian
Mobility to work with the Guardian
Skytrax line of products, Mobile Trax
takes advantage of the latest features and
benefits of the Blackberry Smartphone’s,
iPhone, iPod Touch and can also work
effectively from virtually any Wi-Fi or 3G
internet-capable Smartphone.
Mobile Trax enhances the safety of
aircraft tracking systems by enabling
ground operations to stay in touch virtually
any time and anywhere with aircraft in
operations.
Lowest cost of ownership.
Preferred by instructors and pilots.
Designed for the flight training mission.
Simply stated, it’s the best training helicopter.
Frasca Contracts FTDs
Frasca International is selling to
FlightSafety International, three Level 7
Helicopter Flight Training Devices (FTDs)
including an AS350B2 FTD, a 206B/206L
reconfigurable FTD and a 407 device.
www.sacusa.com
triple play
Honeywell's commercial engines are available today
to power the helicopter industry's continued growth.
We have partnered with Soloy and Heli-Lynx to retrofit the LTS101-700D-2
LTS101-700D-2
Rated at 732 SHP
into the AS350B2 helicopter. The D-2 engine upgrade increases power in
hot-and-high conditions and reduces fuel burn.
The T5317BCV engine is the commercial version of the military T53.
It is a zero-timed engine at half the cost of a new engine, has a 5,000-hour
T5317BCV
Rated at 1,800 SHP
TBO and comes standard with a four-year, 2,000-hour factory warranty.
Honeywell’s newest engine, the HTS900-2, utilizes game-changing dual
centrifugal compressor architecture. It offers high reliability, industry leading
power-to-weight ratio, and low cost of ownership.
HTS900-2
Rated at 1,000 SHP
For power, performance, affordability, and mission-ready capabilities,
look to Honeywell.
For more information, visit www.honeywell.com/helicopters
For an engine evaluation, call Doug Kult at 602-231-1238
©2008 Honeywell International Inc.
Flight dynamics
S
ome of the effects are aerodynamic,
and cause the load to move and make
trouble, and some of the effects are
due to OGE performance needs. Let’s walk
through a few pointers:
The Dynamics
of Sling Loads –
Part 1
Flying with a load
underneath the aircraft
is far different than flying
the same load within the
cabin. Let’s talk about how
this affects the way we fly.
The load changes the aircraft’s behavior in
strange ways – First and foremost, the sling
load below the machine changes the way the
whole Load-Aircraft system behaves. Simply
put, the center of gravity of the “system” is
now below the aircraft, somewhere down the
cable toward the load, so that a swing by the
load in one direction is actually a rotation of
the whole system about that CG. Thus, the
load swings one way and the aircraft swings
the other, sort of like a vertical see-saw. The
greater the weight of the load as compared
to the aircraft, the more pronounced this
effect. Of course, the pilot only perceives the
aircraft’s lurches as shifts in its position, and
tends to react to damp them out by applying
opposite cyclic. Experienced long line pilots
fly the load, and let the helicopter settle
itself out, a sort of transfer that RC pilots do
almost automatically.
Until the pilot makes this transition to flying
the load, the aircraft’s behavior can be very
strange. Suppose the load swings left, and
the aircraft swings right around the CG. The
pilot applies a left cyclic correction to stop
its rightward swing. This is fine, but if he
keeps the correction in too long, the cyclic
can actually create an added swinging force,
causing the next swing to go even farther. In
effect, the pilot could be pushing the load to
ever greater motions, almost exactly as if he
were sitting on a rope swing, and “pumping”
it to higher and higher angles. In effect, the
pilot can feel as though the aircraft has a
“mind of its own” until he can understand
the big picture. The pilot must sense the
load’s swing frequency, and keep control
corrections timed so that they do not add to
the swing. In fact, a certain acceptance of
the loads motions in the short term is part of
the way to prevent over controlling.
Rule #1 The pilot must sense the timing
of the load’s swing, and keep control
corrections from increasing it.
Load misbehavior is a very hard thing
to predict, but falls into two general types;
spinning at low speed and swooping at high
speed. The load is subject to aerodynamic
forces which cause it to fly, swing and spin.
The tests that are done at the factory to
prove out the maximum mass for a helicopter
type always use a concentrated, symmetrical
load, usually a block of concrete or a stack
of steel plates. These have the aerodynamic
behavior of a bank safe, and don’t tend to
react to the air at all. That is okay because
loads vary so much in their makeup that it
would be impossible to test all of them.
In effect, an external load pilot is a bit of a
test pilot when a strange load is being flown
for the first time, since loads vary greatly in
behavior and their specific behavior is hard
to predict. A light load that is large, tends
to get flying as speed is built, and so tend
to swoop and fly in great arcs if over-sped.
Many experienced pilots have looked out
the windshield and seen their load nearly
level, at the top of its swinging arc, swooping
in willful but unwanted formation. The wise
pilot carefully accelerates as a new type load
is being flown, and has a crewmember spy
the load’s behavior to be sure it is stable
and steady as speed is gained. Maximum
speed is that which allows a margin below
the speed where stability just begins to
erode. Spoilers and drogue chutes help
stabilize light loads and permit higher
speeds because they spill off the odd lifting
forces the load gains with speed, or act as
strong tail feathers to keep the load flying
nicely. In the hover, the worst behavior is
load spinning, mostly due to the cork screw
main rotor downwash, a product of the rotor
rotation. Bathed in this rotating downwash,
the load begins to rotate, and with little to
stop it, it can accelerate dangerously until
it destroys the load. This is especially a
problem if the pilot delays during final load
placement while seeking a slow, gentle
touchdown. Professionals know that one
must place the load quickly and softly in one
smooth shot.
Rule #2 Watch the load carefully, adjust
maximum speed to allow the load to stream
without excessive swooping, and place the
load quickly when done.
In the next issue, power requirements for
sling loading will be examined. n
15
ce 193
in
D
38
S
8
70
ep
u is 1 9
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flight training
By Mark Ogden
Do we Need
to Practice
Autorotations?
Some say that we no
longer need to practice
autorotations much these
days because turbine
engines are so reliable –
others however think that
we should. So should we?
I
learned to fly helicopters in a UH-1B, or
the Bell 204 to the non-military historians.
Vietnam had finished a couple of years
prior and nearly all my instructors had cut their
teeth in helicopter flying in conflict. I was one
of the fortunate recipients of their knowledge,
experience and expertize, and to this day I fall
back on what I learned then when teaching
today’s students.
The Huey was a marvellous machine
on which to learn – it had enough vices to
make any novice think and become aware
of helicopter limitations – yet it was forgiving
enough to take a beating at the hands of these
same novices. As long as the helicopter was
maintained in positive “g”, the instructor had a
wide envelope in which to allow his protégé to
explore the realms of helicopter flight.
Then students would experience several
practice (announced and unannounced) engine
cuts and be expected to put the helicopter
into autorotation, and where appropriate,
recover the helicopter to the ground “engine
off” – although it was really at flight idle. This
could be in the hover, after takeoff, anywhere
in the circuit or on transit to somewhere, on
recovery to the airfield – anywhere! Students
developed a keen sense of “Where do I go if...”,
and learned to sense when the instructor was
about to wind that throttle back. We practiced
360o, 180o, straight ahead, variable speed and
even constant altitude autos. Yes, we broke a
few helicopters through heavy or mishandled
landings (especially when we practiced the
“heavy weight” engine-off landings with a
thousand pounds of water in the cabin).
As time went on, questions began to be
asked as to whether the number of autos was
justified, especially when we had the French
accentuating, “our engines do not fail”. While no
pilot ever believed such musings, unfortunately
the bean counters did.
I started flying Sea Kings back in 1978, and
in my ten years or so on those queens of the
skies I experienced an engine failure – and
many of my cohorts did also. The side-byside configuration of the engines meant that
there was a real possibility that the failure of
one engine could cause the remaining engine
to quit (depending on the failure mode). This
actually happened a couple of years ago,
fortunately in the hover over the airfield.
The result was sudden quietness and two
perplexed pilots looking at each other after the
aircraft arrived safely on the ground. I digress,
but the point here was that even with two
engines, there was some justification for the
wear- and-tear practice autos placed on the
Sea King. Also, the simulator just didn’t have
the realism (heck, we didn’t have visuals until
the 1980s) to practice the maneuver there. The
autos were done to a power termination.
I then started flying S-70B-2 Seahawks in
1988, and in Australia since its introduction
the type has not suffered an engine failure, let
alone lose both engines. We’ve had people
shutdown an operating engine due to fire lights
(sun angle), oil pressure problems and even
bird ingestion. Yet we still practice autos to
power termination, executing 180 and 360 ˚,
and variable speed profiles.
Okay, so there’s a debate in both the civilian
and military worlds about practice autorotations.
Why do them? How many? What type?
I guess the first thing to consider is
that autos and power-on or power-off
terminations accelerate wear on transmissions,
undercarriages and the risk of damaging or
even writing off a machine is higher. So what, if
anything, does the practice provide that justifies
the increased expense of transmission wear
and risk of damage?
In my own mind, there are three phases
to an auto. First is the entry. Second is the
maneuvering in auto and finally there is the
termination. It is essential that every helicopter
pilot knows that when total engine power is
lost, that the entry in autorotation is almost
automatic. This is even more important with
the low inertia rotor heads around these
days, because when the power is lost, the
rotor speed decay (especially at high power)
is dramatic and can very quickly become
irrecoverable. So there should be no argument
here that we need to practice the entry. Can
we practice that in a simulator if there is one
available? Yes and no. Yes, because the
practice is essential and the more it’s done
in the simulator, the more likely the pilot will
respond correctly when it happens for real.
Also, in many helicopters, entry to auto is
initiated by lowering the collective rather
than the engine(s) winding down and then
entering. So a simulator adds to the training.
But pilots still need to feel that lowering of “g”
as they enter – and hearing/seeing the rotor
rpm begin to build.
Once in auto, increasing and decreasing
“g” through turns and altitude changes are
things that need to be experienced and more
importantly managed to achieve aim points.
Simulators are a great assistance, but again in
my opinion the fidelity just isn’t quite there yet.
I think it more a mathematical modelling issue.
Pilots need to learn how the helicopter behaves
in auto, managing rate of descent against
airspeed and rotor rpm; it’s all about energy
management and understanding aircraft limits.
It also develops situational awareness, teaching
the pilot to use more than just his sight to sense
things. Hearing and feeling the changes in
the helicopter’s handling is essential training.
So, I believe that the second phase must be
experienced and practiced by pilots in the
real helicopter as well as the simulator (where
one is available). Straight-in autos without the
maneuver really achieve very little.
Lastly, the termination. Developing the
sense of where to initiate the flare and how to
develop the flare to achieve the right height/
airspeed/ rotor rpm combination are probably
more the objectives for a helicopter pilot to
achieve. Every helicopter is different and
repeated practice in varying weather and
aircraft configurations is essential for the pilot
to develop the “feel” for the helicopter. Again,
in my experience, simulation is not quite there,
and so this exercise needs to be practiced in
the real aircraft as well as in the simulator. The
simulator is good for teaching the pilot to let
the rotor rpm increase beyond normal limits in
order to store the energy needed for landing,
because the real helicopter has to always be
flown within limits.
Now that the flare has been developed, how
does one finish the landing so that all walk
away, hopefully leaving an aircraft to fly another
day? I believe power termination autos are
nugatory at best – and downright dangerous at
worst. With power coming in, pilots develop an
automatic response of feeding in power-pedal
at the termination. Also, the wear-and-tear
on the helicopter’s transmission and engine
systems with the sudden power changes is
enormous.
In the single-engine helicopter, touchdown
autos should be made. Instructors need to
understand and appreciate their machines to
ensure that the helicopters are not damaged.
The value of simulators with an adequate fidelity
really shows in this maneuver – especially for
the big helicopter.
While I support the teaching of autorotations
in the real helicopters, I believe that simulation
provides an added dimension of training
and preparation, that company manuals
should detail the conduct and teaching of the
maneuver, and lastly (but certainly the most
important), that the role of the instructor in
keeping the helicopter safe, within limits and
ensuring the right information is passed to the
student, cannot be overstated. n
17
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safety
I
By Phil Croucher
How much
planning is
enough?
Or rather, how much
planning is not enough?
am prompted to ask the question
instruments! And assuming you did know
as part of the outcome of one of the
the safety height, do you know who to call
safety meetings I mentioned in a
when you get there, to help get you out of
previous column, where several people
trouble? And are you high enough even for
were given the chance to fly in a simulator
that? Don’t forget you can use 121.5 and
and experience the effects of deteriorating
7700 if you have to get their attention!
weather without hurting themselves or their
In a commercial situation, this is stuff
helicopters.
that should normally be written down on
It was the usual scenario … creeping
a navigation or progress log as a matter
along in bad visibility and driving rain,
of course, but even that would be difficult
slowing down into the hover until eventually
to refer to in a hurry. Of course, it’s easy
they were in cloud in an unstabilized
to say, “Don’t go in the first place”, but
helicopter well below the minimum IFR
life often hands us lemons and we have
speed. The fact that this speed exists is
to quickly learn how to make lemonade.
not often appreciated by people who do
Proper planning goes a long way towards
not fly on instruments. It is generally in the
helping us cope with the unexpected.
region of 40-50 kts, but can be as high as
For example, the truly successful lawyer
75 kts in the AS 365 (the 109’s is 60 kts).
might try to foresee any potential situation
The idea is to ensure that any aerodynamic
with regard to a case and write a brief to
surfaces are doing their job properly,
cover it. They will all be in the briefcase in the
aside from the fact that most airspeed
courtroom, ready to be pulled out as if by
indicators are useless at
magic. That lawyer may never
low speed anyway due to
use those briefs again for the
Of course, it’s easy
downwash effects.
rest of his or her career, and
to say, “Don’t go in the
As you can imagine,
there are many actions we
increasing speed and
perform as part of the process
first place”, but life
climbing out of such a
of flight planning that might
often hands us lemons
situation is not the first
also turn out to be superfluous,
and we have to quickly
thing that comes to mind
but it’s real comforting to
if you are not properly
know that the information is
learn how to make
trained. In fact, only one of
there if we need it!
lemonade.
the victims even thought
Such a comfort zone is
of it, but there are further
something that should not
implications.
be under-estimated as a potential stress
Leaving aside the fact that it was
reliever. If you find it hard to visualize the
probably a long time since your last
terrain from a map before you go, then a
“instrument appreciation” ride, how do you
quick look at the route with Google Earth
know what height you should climb to? Do
or something similar would be a good start.
you have to turn to avoid high ground or
Every ten miles or so, imagine a problem
can you carry straight on? You should only
and run through how you would get out
make turns to avoid hard objects. Did
of trouble. Think of the nearest point of
you look at the chart before you took off
assistance and how you would call them.
and check the MSA? You can’t look at
It won’t only be beneficial for that flight,
the map right now – you need both hands
but will build up to become part of your
on the controls and your eyes on the
overall experience. n
19
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EYE ON EAST EUROPE
R
By Alexander Mladenov
ussia’s UTair, the biggest helicopter
operator in the country, known as a
member of the EC175’s development
team, surprisingly for many opted in early
November 2008 to proceed forward with
the procurement of the EC175’s rival, the
AgustaWestland AW139. A Letter of Intent
has been signed with Russia’s Oboronprom
(a holding company controlling all Russian
helicopter development and manufacturing
companies) foreseeing procurement of
between 35 and 49 AW139s to be used
for serving Russia’s booming gas and oil
industry. The final number of helicopters
to be procured by UTair will be largely
dependent on the investments provided by
the oil and gas companies that are currently
using UTair’s air transportation services.
n AW139
selected by
Russia’s Utair
n New
markets
for heavy
rotorcraft
found in China
and Iran
T
he AW139 for UTair and all other
customers in Russia will be produced
locally at a brand-new facility to be
constructed in Panki near Moscow in the
area where Mil MHP facilities are located.
The total amount of investment in the new
AW139 production line was quoted at €40
million but both parties in the joint-venture
that will do this job – AgustaWestland
and Oboronprom – will only provide in
cash €5-6 million each. The rest of the
investment comprises the costs of the land
and the production facility to be provided by
Oboronprom as well as the AW139 license
to be provided by AgustaWestland.
A promising new market for Russia’s
heavy rotorcraft has been found in China.
As many as two Mi-26s were sold to
commercial operators there this year
and a Letter of Intent for seven more has
been signed. This means that the Mi-26’s
production line at Rostvertol will be kept
alive for at least two to three more years
thanks to the Chinese orders.
The Mi-26TC is the version that has been
certificated to meet the particular Chinese
airworthiness requirements and the first such
helicopter, initially provided at a three year-long
lease, but subsequently procured by China
Flying Dragon Special Aviation, has been
used for firefighting with great success. The
second Mi-26TC is to be delivered to Qindao
Helicopters Special Aviation and will also be
used for firefighting on government contracts.
In October 2008, a Memorandum of
Understanding was signed between
Oboronprom and China’s AVICoper
foreseeing cooperation in the development
and serial production of a new heavy civil
rotorcraft type with a maximum take-off
weight of 30 tonnes (maximum payload is
expected be in the region of 13-15 tonnes)
that will be produced under license in
China. This is considered as a follow-on
step of the Chinese drive to procure
relatively large numbers of the Mi-26
(maximum payload 20 tonnes). The Mi-46,
a new design of Mil MHP that is still on
paper is touted as a possible baseline
of the joint Chinese-Russian helicopter
program and the projected market in China
may reach 300 units. These are intended
to be used to support the rapidly growing
economy hauling passengers and cargo as
well as performing aerial contraction works
and SAR.
Another prospective market for Russian
rotorcraft technology transfer business is
Iran. It was formally announced in October
by government sources that no less than
50 Kamov Ka-32s are intended to be
manufactured under license. Russia’s
Kamov design house has been selected
by the Iranian government as the partner
to provide technology transfer necessary
for co-development and production of a
derivative of the Ka-32 that can be used in a
variety of utility roles. n
21
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97060
Flight instruction
I
By Chris Esposito
NIGHT FLIGHT
Instructing at night is certainly
more challenging than during
the day – mostly because
new students have trouble
staying at their altitude
and holding their approach
angles. I have changed
several of my teaching
methods to help increase the
odds of a successful night
flight without any surprises.
we transitioned from the beach inland
f the recent rise in helicopter accidents
to different destinations. Not knowing
has taught us anything, it’s that pilots
about obstructions at these critical times
must stay especially vigilant at night.
can mean life or death, especially when
Obstructions are hidden, visual cues can be
operating below 1,000 ft, and checking at
unreliable, and inadvertent IMC becomes
the time of the diversion is definitely not the
more likely. I have also watched students
best way to determine obstacles. It did not
inadvertently smack the skids on the ground
take long for me to change my instructing
because they became disoriented and
style and practice preflight planning to
misjudged their height.
cope with the possibilities of diversion and
I find that the night flights are the
destination changes.
smoothest when the first night flight is simply
When it comes to cross-country, I find
pattern work. Towers are usually closed at
that night flights are sometimes the best
these hours, so announcing your position
because navigation skills are tested and
during radio calls becomes critical. Initially
radio communications are a must. Not only
students tend to fly higher than normal, so it
is dead-reckoning important on night flights,
generally takes several laps until they correct
but situational awareness is of utmost
this trend themselves. There is also wariness
importance, and with a lack of visual cues
about flying normal approaches, and
the planning has to be right the first time. I
typically fly very steep approaches as they
make sure students know VOR frequencies
are uncertain of the distance to the black
and actively use them to
void below them. Learning
When it comes to
double-check their positions,
to trust your instruments
and I also try to wean them
and rely on VASI lights
cross-countries, I find that
off their GPS dependency by
becomes imperative
night flights are sometimes
either shutting it off or taking a
at night.
the best because
helicopter without one.
Another benefit of the
Night cross-country flights
first night flight being
navigation skills are tested
are also a better opportunity
local is the opportunity
and radio communications
to talk to ATC, as approach
for students to practice
frequencies that are very
several pick-ups and
are a must. Not only is
congested during the day slow
set-downs, both with the
dead-reckoning important
down at night, and controllers
landing light on and off. I
on night flights, but
are usually more friendly as
have found this helps to
the pace of work lightens up.
build their confidence as
situational awareness is of
This certainly creates a positive
they are typically most
the upmost importance,
reaction from students who
nervous about night
and with a lack of visual
are intimidated by controllers
set-downs. I also make
initially.
sure they hover-taxi along
cues the planning better
Obviously every instructor’s
lighted taxiways, and do
be right the first time.
style is different, and I am a
not hover over grass or
very different instructor at 900
take shortcuts as they
hours than I was at 300 or 400. As night
might during the day. I have been appalled
flights are not very common in the world
watching instructors taking off directly
of instructing, it takes some time to notice
from the ramp at night, as this action at an
patterns in students, as well as to determine
unfamiliar airport could spell disaster. Using
the best opportunities and difficulties night
runways and taxiways whenever possible
flights provide. I try to fly on as many night
will make night operations much safer for
flights as I can, both because I appreciate
instructors and students alike.
the tranquil nature of that time, and because
Initially, when I planned cross-country
it presents some unique challenges,
night flights, I sometimes took little
particularly when navigating on crossprecaution in terms of seeking out towers
country flights.
on the sectionals and reading IFR charts
There is one big disadvantage of night
for minimum altitudes. This was largely
flying, and that of course is the inability to
due to the fact that we followed the beach
see very well should something go wrong.
most of the way to our destinations at night,
That’s when you have to remember the
but I began to notice the students did not
adage, “If you’re ever faced with a forced
pay attention to their surroundings either,
landing at night, turn on the landing light to
which was obviously a cause for concern.
see the landing area. If you don’t like what
There were times when we would have to
you see, turn it off!”. n
divert due to weather, and also times when
23
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25
Land
of the
Unexpected
Papua New Guinea is a country that simply cannot
do without helicopters. Its terrain and lack of good
roads make air transport by helicopter indispensable.
MARK OGDEN visits Oil Search, one of the major
energy companies developing the oil and gas
reserves of PNG whose helicopter operations are a
vital contributor to the PNG economy.
Photos by mark ogden
cov er feature
Columbia pilots carefully lay the
long line before landing. Here the
crews are ready to refuel and turn
the Chinook around as quickly as
possible.
L
ying just to the north of
Australia and just south of the
equator, Papua New Guinea’s
volcanic landscape is rugged,
changeable and awesomely beautiful.
The country’s 462 sq km include high
mountain ranges, deep gorges, fastflowing rivers, active volcanoes and
continuously changeable weather. Its
climate is tropical but temperatures
in the highlands can fall to as low as
4°C and rise to as much as 32°C, while
the more humid lowland, coastal and
island areas have an average daily
temperature of 27°C.
With a disparate tribal and
town-based population, PNG has a
28
Westminster-style government overlaid
on a traditional tribal system. Its six
million (mainly Melanesian) people
vary widely in their physical, ethnic
and cultural characteristics. Over
83% live outside urban areas. The
infrastructure is not well developed
– and law and order is a problem. The
country, as one PNG citizen described
it, is “a mountain of gold floating on
a sea of oil and gas.” Although its oil
reserves are yet to be fully proved,
it has large reserves of gas that are
beginning to be developed.
PNG’s weather and fertile volcanic
soil produce some of the best coffee in
the world and its mines produce plenty
of gold and copper. Its tropical jungles
are thick, widespread and plentiful. Its
unique flora and fauna, spectacular
views, clear and deep coastal waters
should make it an eco-tourism Mecca.
Oil Search
PNG is a country that simply cannot
do without helicopters; they are even
vital to its electoral process – carrying
politicians back and forth across the
country to campaign at local villages
and transporting ballot boxes and
election officials.
For Oil Search, PNG’s terrain and
lack of good roads make air transport
by helicopter indispensable. A lot of
When the company sets
up a rig site, it compares
the cost of building roads
and maintaining security
with that of transporting
equipment and personnel
by helicopter and uses the
most cost-effective method.
The Vertol is used for the less
heavy equipment such as fuel
and pipe but uses much the same
equipment as its bigger cousin.
equipment is moved by road but many
roads have to be made. Consequently,
when the company sets up a rig site,
it compares the cost of building roads
and maintaining security with that of
transporting equipment and personnel
by helicopter and uses the most costeffective method. Helicopters are
used to move rigs, components, fuel,
accommodation, pipes and people. They
provide transport, lifting capacity and
medical evacuation from jungle pads
and airfields to the company’s Kumul
platform, 40 km off PNG’s southern
coast. The helicopters also carry
medical teams into the field to provide
immunization services to villagers.
Oil Search has three fields; its main
airfield is at Moro in the southern
highlands at the western tip of Lake
Kutubu. Gobe is in the lowlands to
the southeast, and Kopi is a few miles
further along the 270 km pipeline to
the Kumul Marine Terminal (which
discharges Kutubu blend crude oil to
tankers waiting a further two km from
the terminal). In partnership with its
majority stakeholder, ExxonMobil,
Oil Search is also looking to develop
significant gas reserves in a major
liquid natural gas project worth some
$US11 billion, the gas from which will
probably be piped to Port Moresby (the
nation’s capital) for final processing and
shipping. In addition, Oil Search has
more LNG projects in initial planning
phases.
The Helicopters
Oil Search is PNG’s largest oil and
gas producer and operates all the
current PNG oil fields. The company’s
operations straddle several provinces
and its licenses cover some 1,800 sq km.
Two companies provide helicopter
aviation support for Oil Search –
Goroka-based Pacific Helicopters, and
Portland, Oregon-based Columbia
Helicopters. Pacific’s contract is for
seven light (Bell 206 and Eurocopter
AS350) helicopters for general
29
30
Pacific Helicopters’
Bell 212 is an efficient
people-mover and
sometimes long-lining
machine in a terrain
that is often difficult or
impossible for quick
movement by ground.
transport, medevac and seismic
operations, an IFR Bell 212 to support
the Kumul platform and a VFR Bell 212
for general transport and backup to the
IFR machine.
For heavy lifting, Columbia
Helicopters provides a Boeing 234 and a
Boeing/Kawasaki Vertol 107. Colombia’s
first presence in PNG was in 1971 when
it provided drilling support near Kiunga
and Komo. In the early 80s, it was back
in PNG, working at about 8,000 ft in the
Lavani Valley near Tari. The company
has maintained a presence in PNG
ever since, moving rigs and associated
equipment around the country.
Oil Search’s helicopters fly more
than 2,400 hours a year in heavy lift
work and almost 5,000 hours in light
and medium lift operations. The light
and medium helicopters fly such tasks
as transporting personnel on crew
changes at the remote area production
and exploration rigs, delivering
important components to these sites,
long lining seismic equipment into
“sky holes” or medevac-ing injured
personnel to local medical centers.
Trees in the PNG jungle can be 200
ft tall, or even taller, so long lining is
an essential skill for PNG pilots. Using
long lines – typically 250 ft in length –
Columbia’s 234 and 107 helicopter pilots
deliver everything from kitchens and
cool rooms to fuel, pipes, dozers and rig
components. In addition to their long
lining work, they also deliver important
test equipment and personnel and
provide SAR coverage for the offshore
Marine Terminal.
Bush Work
Pads are often small bush clearings
on the tops of ridges or in deep
valleys, where in many cases, there is
limited over- and under-shoot potential.
The high true airspeed resulting
from the high density-altitude can
be misleading to a pilot, making
ground speed seem high; the
temptation is to slow too early, with
the result that more power is
required. However, being too fast on
late finals can necessitate large
altitude changes, which again require
more power. The high density-altitude
opposite page
top left: Perched at the edge of
Lake Kutubu, Moro is the main base
of aviation operations for Oil Search
operations in PNG.
top right: Columbia crews
prepare loads on “skids” for carriage
by the Chinook or Vertol.
center left: The bubble window
is essential for the pilots lifting and
delivering equipment into tight areas.
center right: The Chinook lifts
from its pad in front of the Columbia
hangar facility.
bottom left: The exploration
rigs are often on top of limestone
mountains with aviation support
essential for the rigs, people and
accommodation.
bottom right: Light helicopters
such as the AS350 move people
and light cargo. Loadmasters control
the pads to help assure safety and
proper loading.
31
Pads are often hewn from
the jungle using jungle
materials.
Class 2 single
engine performance
requirements for the
twin engine helicopters
carrying passengers
reflect the terrain.
Helicopter flying in
PNG is challenging
and can even be
considered a bit
evolutionary; it tends
to bite those who
The Chinooks are
stripped down to
ensure they can
lift as much as
possible in the high
density altitudes of
the PNG Highlands.
means that pilots have to plan
their approaches carefully because
of the higher inertia of their
aircraft.
The pads can be earthen, wood,
cement or just gravel. Wood pads
are easy to build with plenty of raw
material available, but wood pads
can rot quickly in the tropics and
they can be slippery when covered by
mould which grows quickly in this
environment; a couple of layers of
“chicken wire” nailed firmly to the
wood can cure the slipping problem.
Regular inspections are needed to
ensure wood rot does not affect the
structure. Inspections are also needed
to check on the plant growth, because
32
in the tropics plants grow quite
vigorously.
Pilots must really know their
helicopters, as they need to judge their
proximity to trees, long grass, stumps
and equipment. Oil Search and its
contractors have loadmasters at the
pads to load/unload and refuel the
helicopters, and manage the passengers
and personnel. Loads and passengers
are always weighed so that the pilots
receive accurate manifests, which
allow them to calculate their aircraft’s
performance precisely.
Often the mountain pads are located
on the edge of drops to allow pilots to
“park” the tail rotors over the edge.
While this obviates the danger of
fail to understand
or adapt to its
conditions.
people walking into them, it can make
life hard for pilots who need to inspect
their helicopters’ tails.
The Unexpected
Helicopter flying in PNG is
challenging and can even be considered
a bit evolutionary; it tends to bite
those who fail to understand or adapt
to its conditions. That is why many
of the pilots flying for Oil Search are
“old hands”. Although it is a VFR-only
operation, the company requires a high
degree of experience in the pilots it
employs. For example, pilots of the light
helicopters require at least 1,500 hours
total time with 1,000 in command, and
a minimum of six months’ mountain
Long lines of
up to 300 ft are
needed because
the trees can be
over 250 ft tall.
Columbia has successfully
developed its remote area
support of technically
complicated helicopters.
The sheer wilderness
of PNG makes it
easy to understand
how aircraft can go
missing in PNG and
not be found for days
or even years.
flying experience. Pilots working
seismic operations also require 300
hours’ experience in this kind of
work as well as 250 hours in jungle
areas. Regardless of their previous
experience, there is an induction period
before pilots are allowed to operate
unsupervised.
Many pilots come from New Zealand,
where mountain flying and bush
operations are second nature, although
there is also a fair sprinkling of
Australians as well as some local pilots.
The New Zealand influence is strong in
PNG, where regulations closely mirror
those of the Kiwis. Many of the pilots
flying for Columbia in PNG are also
from New Zealand, which seems to
produce some of the best “long liners”
in the world.
PNG’s aviation infrastructure
is lacking in many areas – poor
communication and a lack of navigation
aids, being examples, and even official
aeronautical charts are hard to find. In
addition, significant security measures
are required in order to prevent
equipment being stolen.
Its high mountains preclude night
visual operations over most of the
country. Heavy cloud can form at
night, so even night vision devices
would be of limited use. For most
helicopters, it’s day-VFR, or it’s on the
ground. VFR requirements in PNG are
a little different from most countries
– probably in practical recognition
of the kind of weather generally
encountered. For day-VFR, aircraft
are simply required to remain clear of
cloud. It is generally accepted that if
reduced visibility due to bad weather
necessitates slowing to about 40 kts,
then it is time to give it away and land
somewhere to await a change of the
weather.
The combination of high density
altitudes, fast-changing weather,
steep gorges and mountains covered
in lush jungle often push helicopter
pilots and their machines to their
limits. Throughout PNG’s aviation
history, many aircraft have crashed
and seemingly been gobbled up by the
33
Preparation for flying starts early and weather
permitting, operations start at first light.
jungle. Even today, “fresh” wrecks from
WWII continue to be discovered on a
regular basis.
Because of the high humidity,
especially in the mountains, a slight
breeze can cause sufficient mixing to
form clouds, literally in seconds, and
they can disappear just as quickly.
Thunderstorms develop in the evenings
and continuous heavy rain in the wet
season makes it essential for pilots to
assess their escape routes and review
their plans continually. During the wet
season, rainfall in areas such as Gobe is
measured in meters. The season, which
usually coincides with the Southeast
Trades that bring moisture in from
the Torres Straits and Coral Sea, starts
around May–June and concludes around
September–October. In the later part of
the year, these same winds will blow
continuously at up to 40 kts at the
Marine Terminal.
Planning Essential
As they are often working at density
altitudes more than 3,000 ft above
their working elevation, pilots must
plan their approaches and departures
carefully with a view to an “out”
should a planned profile not work. A
shallow approach to an in-ground
hover is the aim when approaching
a pad, but often the pads may be
hunkered among tall trees – even
those on hilltops or ridges. According
to Brian Lamplough, Pacific’s base
34
manager at Moro, who has 21 years’
flying experience in PNG, “Altitude
flying is no problem, as long as the
standard load charts are followed and
escape routes planned. Escape routes
must also account for weather, which
can change in seconds.” He highlights
the importance of planning, especially
when working above 7,000 ft. “You have
to plan and keep planning from takeoff
to landing.” He says that pilots should
overfly their intended landing pads to
note wind direction and determine the
pads’ suitability.
He also pointed out that because of
the speed at which weather can change,
passengers intending to make day
trips should make contingency plans
for unplanned overnight stays. This is
especially true for those working in the
high mountains, where temperatures
can drop to near zero. “To survive up
here, you need a big dose of common
sense,” commented Brian. “You should
operate with a ‘there’s always another
day’ outlook – plan ahead, learn from
previous experiences and never be
afraid to ask questions.”
The availability of GPS has improved
safety enormously in PNG. In the past,
with little aeronautical infrastructure
and few man-made features to navigate
by, navigation solely by reference to a
map was fraught with danger in such
harsh, difficult-to-read terrain, much of
which was frequently covered by cloud.
GPS certainly improves situational
awareness and allows pilots to establish
their position accurately and navigate
around cloud and terrain. However, it is
important that pilots do not lose their
map reading skills, should they need
to revert to them in the event of a GPS
failure.
Aircraft that are highly dependent
upon electronics can suffer reliability
problems in the high humidity and
heavy rain. Mechanics have found
that strategically placed covers (such
as over the engine bays of the AS350s)
can improve the reliability of the
electrics.
When operating at bush camps,
aircraft are virtually never hangared
but are left outside in the weather.
To guard against moisture and
contaminants entering their fuel
systems, helicopters in PNG often
have extra airframe filters. Helicopters
working near the coast can also suffer
corrosion issues due to the high
humidity and salt-laden atmosphere.
Dozens of different pilots fly each of
the aircraft during a year, so preflight
inspections are important.
Maintenance sometimes has to be
carried out in atrocious conditions,
so the most important attributes for
engineers are a sense of humor and an
ability to remain professional in trying
conditions.
Heat and humidity are not the only
conditions that pilots and mechanics
have to deal with. Drug-resistant
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Pacific’s 212 and
light helicopters
(B206 and AS350s)
are also used for long
lining; a fundamental
skill needed of the
PNG pilot
That load is a
long way down!
strains of tuberculosis and typhoid are
a problem. Probably the biggest health
threat facing helicopter personnel is
malaria, which is rife in the coastal
areas and appears even in the cooler
highlands where the anopheles
mosquitoes also breed. Despite the
dangers associated with malaria,
many ex-pats in PNG consider the
long-term use of the anti-malarial
prophylaxis medication designed to
counter the disease to be worse than
the illness itself.
Increasing Professionalism
When Chevron first developed the
Moro and Gobe areas, the pace of flying
was frenetic. Pacific Helicopters had a
fleet of 18 machines including AS350s,
Bell 206s and Hughes 369s. Each aircraft
36
flew about 40 hours a week. Columbia
had Vertols and there were three
Pacific/Bristow Pumas as well as a Mil
26. Today, while PNG’s resource sector
is growing again, it is doing so at a more
sedate and manageable pace.
Thankfully, it seems that helicopter
aviation in PNG might be emerging
from its “Wild West” days and taking
safety seriously. Brian Lamplough says
that over the last 10-15 years, he has
seen a far more professional approach
from not only companies and pilots, but
also, importantly, from the clients. “The
younger pilots are better trained and
more professional,” he says. “Health
and safety issues on the big jobs are
critical and there are no excuses for any
gung-ho flying.”
The approach taken by Oil Search
is that if a pilot has any doubt about
the safety of a flight, then it doesn’t
happen. No one is allowed to secondguess or question a pilot’s decision.
Sometimes, this can be frustrating
for drillers as exploration rigs cost
hundreds of thousands a day to operate,
and they naturally view any delay with
dismay. However, they have come to
accept the importance of aviation safety
within the company.
Life in Papua New Guinea can be
dangerous on many fronts, and it can
never be described as dull. Many of
the pilots flying in PNG consider it to
be some of the most challenging, yet
satisfying flying they ever do – it is
never boring or mundane. All quickly
come to realize that in PNG, the
unexpected is always expected. n
The Omsk Aviation College
currently has a fleet of only
five airworthy Mi-8s, while
four more examples of the
same type are waiting to
be cycled through main
overhaul – but there is no
funding available for this.
Breaking
Russia’s
Personnel
Deadlock
The shortage of qualified aviation professionals in
Russia is approaching a critical state. In recent years,
the pool of available pilots has been fully exhausted
as more than 400 civil pilots leave aviation each year,
while only around 200 graduate from the country’s
flight schools. Currently Omsk is the only rotary wing
training school in Russia – this year only 24 helicopter
pilots will graduate – an extremely low number to
support Russia’s burgeoning helicopter industry.
SERGEY VOYNOV reports.
photos by Dimitry Kazachkov
T
he constant reduction in the
number of all experienced civil
pilots has also reduced the
overall flight proficiency level,
which has had a negative impact on
flight safety. In order to establish what
is causing the problem in Russia, and
whether anything can be done about it,
Sergey Voynov spoke to Anatoly Jakush,
the director of the Omsk Civil Aviation
College, which is the only Russian
institution training civil helicopter
pilots.
More than enthusiasm
required
According to Anatoly, infrastructure
and equipment are not issues for Omsk
College, which, he says, has been
well maintained since the Soviet era.
The school’s aircraft fleet currently
comprises an adequate number of
operable Mi-8_ helicopters. By 2012,
the college will have received 15 new
40
Mi-171s from the state and all of the
old aircraft will have been withdrawn
by 2015.
At the end of 2007, under the
Federal Civil Aviation Development
Program, the college received its first
Mi-171(AMT) simulator with full flight
visualization – the first such complex
simulator in Russia. In the near future
three more will be made available for
training future pilots. Unfortunately,
the solution to the worsening pilot
shortage is not as simple as providing
new helicopters and simulators.
One of the biggest problems is
the poor compensation available for
instructors and college personnel. Not
surprisingly, this has resulted in many
highly qualified specialists leaving the
college for airlines, where they get paid
much more. This has left only the truly
enthusiastic ones to keep the college
operating. Unfortunately, they too
might have to consider their options as
the cost of living continues to increase.
According to Anatoly, if nothing is
done, there may well be no one left at
Omsk to train new pilots within the
next couple of years. Unfortunately,
this problem is not new and nor does
it affect only Omsk; it affects all pilottraining schools.
Military training and
redundant theory
The Omsk Civil Aviation College train
aviators and specialists in numerous
specialist areas, including helicopter
aviation. Applicants wanting to become
helicopter pilots must be in perfect
health and in addition to having perfect
grades upon leaving school, they must
also pass strict entrance exams. For
those accepted, their training lasts
for two years. The entire first year is
dedicated to theory and the second
one to practical flying. By the time
he or she graduates, a pilot will have
top left: The Omsk College uses a mixture of
old and modern technology training methods.
top right: A classical Mi-8 simulator dating from
the 1970s is used by the students. A more modern
Mi-171 simulator has been recently introduced.
center left: A Mi-8T belonging to the Omsk
College seen during training for external cargo
transportation.
center right: Despite the insignificant
flying hours compared to the Western world’s
helicopter industry training standards, there is stiff
competition among the helicopter operators to hire
the newly-graduated pilots from the Omsk College.
left: Comprehensive theory training is provided
to the students in order for them to become
familiar with the complex design of the Mi-8 and its
successor the Mi-171.
opposite page: The Omsk College is
experiencing significant problems in training
new pilots as its main training type is the obsolete
and fuel-thirsty Mil Mi-8T. At the same time,
Russia’s established helicopter industry is enjoying
good times, with growth of both domestic and
overseas operations, and thus has a strong
demand for new civil pilots.
41
42
In 2008, only 24 helicopter
pilots will graduate from
the college, which is seen
as a relatively low
number to support the
growth of the Russian
helicopter industry.
accumulated around 60 hours of flight
time in the Mi-8T.
There is a great deal of individual
effort and investment required of each
trainee. This year, only 24 pilots will
graduate from the Omsk College, and
next year, only 38. This is not nearly
enough to meet the growing shortage
and Russia’s Ministry of Transport has
set a target for the college of between
100 and 110 helicopter pilots a year
One big problem with this ambitious
growth target is the fact is that
students reaching the age of 18 are
inevitably called up for a year’s military
service. The general staff of the
Ministry of Defense is not interested at
interrupting the training of future civil
aviation pilots.
This year, all 24 graduates of the
Omsk College will be called up for
military service, says the college
director with regret. As he points out,
it would be far better if they were
called up before they began their flying
training. Unfortunately, as things
currently stand, students occasionally
have to interrupt their flight training
half way through the syllabus. By doing
so, they quickly lose the all-important
“currency” that is essential for those
with such limited “experience”. Sadly,
this means that it often takes a student
up to three years to complete flight
training.
Another major problem, according
to Anatoly, is the initial theoretical
component of college’s curriculum,
which, he says, negatively impacts
the training of all aviation specialists
at the college. The curriculum is set
according to the strictly mandated
top: Currently, Omsk is the
only rotary-wing training school
in Russia.
above left: A moment of
flying training at the college’s
own airfield.
above center and right:
The college has a rich base for
theoretical training using training
aids in the form of complete
systems for the Mi-8.
43
State Education Standard, which only
the Russian Ministry of Education
and Science is entitled to modify. The
biggest problem with this document
is that the whole first year of training
is more like secondary school than
specialized aviation training.
There are 11 theoretical subjects
included in the first year’s training.
Amongst others, these include the
Russian language and philosophy,
for example. Such subjects, in the
opinion of the college director, should
be removed from the curriculum, in
order to focus on specialized aviationrelated subjects. He finds it frustrated
that the training period is so protracted
by comparison with training outside
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within eight months as opposed to the
two years in Russia.
Breaking the deadlock
Anatoly says the current situation
could be fairly described as a
“personnel deadlock”. He says it is
primarily caused by a lack of any
real governmental and departmental
policy in the area of civil aviation
personnel training. He uses the word
“deadlock” on purpose, to point out
that the situation is not completely
desperate and because it suggests a
situation that can be “broken”. This
was backed up by the Personnel
Forum that took place in Moscow from
15–17 May as part of HeliRussia-2008.
The forum, which was instigated by
the Helicopter Industry Association,
focused on personnel problems
throughout the Russian helicopter
industry, and included a “Helicopter
Industry Personnel Preparation
System” conference. This conference
hosted several representatives of
government authorities, helicopter
industry participants, special schools,
and research and development
organizations.
Much of the answer appears to lie
in increasing personal incentives,
such as providing greater financial
compensation, enhanced social
security and ensuring that people have
opportunities to grow in terms of career
and professional skills. However, it is
One big problem is
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the fact that students
reaching the age of 18
are inevitably called
up for a year’s military
service. Sadly this
means that it often
takes a student up to
three years to complete
flight training.
HM P2 HO.indd 2
3/24/08 8:52:49 AM
top left: Anatoly Jakushin,
Omsk Civil Aviation College
Director.
top right: The Mi-8Ts
seen during routing training
operations. Currently the
students commence training
flying training directly on the
heavy Mi-8 without using any
lighter type for their initial and
basic training phase, which
means that price of training is
quite high when compared to
that in the Western world.
left: A moment of pre-flight
briefing before commencement
of another flying training day at
the college.
45
A view of the Omsk Aviation
College airfield with a
mixture of airworthy and
grounded Mi-8s lined-up on
the huge grass apron.
46
not nearly enough to have just a single
school providing all of Russia’s civil
helicopter pilots; Omsk Civil Aviation
College will never be able to satisfy
the demand for pilots on its own.
Understanding this, the Helicopter
Industry Association launched the “Pilot
as the Second Higher Education” idea,
which, it is hoped, will make aviation
available and attractive to many more
people. There is no doubt that the only
way to break the personnel “deadlock”
is to coordinate the efforts of all the
interested parties: helicopter industry
participants, dedicated schools and the
government. n
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Afghanistan
High, hot, heavy
and HOSTILE
Trading the safe beaten tracks
of Canada for the hazardous
wilds of Afghanistan, Canadian
Pilot SHAWN EVANS takes
on the challenge of flying a
lonely civil helicopter in one of
the most dangerous aviation
environments in the world.
Photos by shawn evans
I
must have been awfully bored
when I saw an advertisement from
Tasman Helicopters in Vancouver,
Canada, for copilots to fly a Bell 212
in a humanitarian role in Afghanistan.
Tasman’s chief pilot (Jerry Cutler) told
me that they would have one machine
working on a highway reconstruction
project, rebuilding the main highway
between Kabul and Kandahar. The
reconstruction work was being done
by an American company called the
Louis Berger Group, which rebuilds
infrastructure in war torn countries
around the globe; the company’s
mission statement is “Solutions for a
Better World”.
50
It all sounded pretty good to an
adventurous type like me, so I jumped
at the opportunity to do something
different from the seismic work that I
had been involved with for many years.
I liked the thought of an adventure in a
country that was so far off the beaten
track and nothing like my home turf
of Vancouver Island. A couple weeks of
the usual exams and an endorsement
which included a trip to CFB Gagetown
in New Brunswick for some Bell 412
simulator time with Mr Cutler, and I
was good to go!
I was teamed up with a couple
of good hands. One of them was
Al Cram from Vancouver Island, a
30-year veteran and IFR captain, who
had recently been a base manager
for CHC in Thailand. Al had worked
in conflict zones such as East Timor,
Bosnia, Sudan and Haiti and thought
that flying in Afghanistan would be an
“interesting” change of pace.
I met our engineer, Gord Hamilton
(also from Vancouver Island) when we
arrived in London for a seminar on how
to recognize and avoid situations in
which we might be taken hostage. Gord,
a long time helicopter engineer, had
also visited many parts of the world
and worked in places like Africa, the
high Arctic, and the Middle East, where
he and his family had spent a few years
The general feeling was
that once we started
flying to the dam, our
life expectancy wouldn’t
be any more than about
eight to ten days!
living in Abu Dhabi. This turned out to
be a great asset for us, as we spent the
better part of a week in Dubai while
arranging our work visas with the
Afghan Embassy. Gord was our guide
to some of the finer establishments in
Dubai… and some not-so-fine ones
as well.
Almost immediately after arriving
in the city of Kabul, I was greeted by
the sound of gunfire. It was just close
enough to let me know that I was no
longer in a world where I could come
and go as I pleased – at least not without
a certain amount of personal risk.
I was quite surprised by how
comfortable the outgoing crew seemed
to be in this environment. They had
only been there for four weeks but
told us their stories as if they were
hardened war vets. They told us how
they had been held at gunpoint after
landing at a British forward operating
base in the Helmand Province until
they could prove that they were
supposed to be there, and about the
precautionary landing they had made
at 11,500 ft when they were surrounded
within minutes by people who seemed
to come out of nowhere.
Soon, I too, became somewhat numb
to the evidence of the war going on
around us – complete with its active
terrorism. The previous company had
top right: Our american
security stays close as crew
and passengers walk through
a remote mountain village in
northern Afghanistan.
above right: Traversing
back and forth through the
mountains in the northern
part of the country, while
visiting medical clinics under
construction.
opposite page: Our nextdoor neighbors prepare for a
mission patrolling the poppy
fields on behalf of the US
Department of State.
51
We soon learned
that the dam was
right in the middle
of one of the worst
conflict zones in the
whole country, and
one of the worst
current battlegrounds
in the world!
52
lost one pilot and three aircraft on this
contract and we were determined that
we Canadians would not contribute
number four. After countless briefings
with both private security contractors
and NATO military commanders, we
were ready to charge out and do some
good.
Upon wading through the
bureaucratic red tape, we discovered
that the highway reconstruction
contract that we had come for was
already finished. However, new projects
were already lining up. One of the first
that came our way was to support
the reconstruction of the Kajakai
hydroelectric dam on the Helmand
River in the Helmand Province
southwest of Kandahar. The dam had
been a casualty of the initial attacks
on Taliban strongholds soon after 9/11
and was considered one of the top
priorities in rebuilding the country’s
infrastructure.
We soon learned that the dam was
right in the middle of one of the worst
conflict zones in the whole country, and
one of the worst current battlegrounds
in the world! It was a place where many
men from different countries had lost
their lives in fierce battles – and in
an area where NATO military aircraft
had been shot down by surface-to-air
missiles and rocket-propelled grenades.
During a briefing with a couple of
Canadian and British officers we also
soon learned that bets were being
made around the air force command
center at camp Kandahar about our life
expectancy. Apparently, the general
feeling was that once we started
flying to the dam, our life expectancy
wouldn’t be any more than about eight
to ten days! Ten days seemed to be the
common bet on how long it would take
for the Taliban to figure out what we
were doing, where we were doing it,
and how and when to shoot us down.
At this point, we decided,
unanimously, that any active combat
zones would be “off limits” for a couple
of crazy Canuck civilian helicopter
pilots in an old Bell 212 that only
traveled at about 90 kts without
any fancy defensive electronics or
countermeasures – and without an
above: One of many local police,
securing our helicopter while our
passengers meet with local officials.
opposite page
top left: An american military
Apache departs from a forward
operating base near Kandahar on a
gunship support flight.
top right: Boys of all ages from
a remote village come out to greet
the rare arrival of a helicopter and its
occupants.
center left: An american shooter
stands on guard of the helicopter,
during an opening ceremony of an
isolated mountain medical clinic.
bottom left: A young afghan girl
from a remote village investigates what
all the fuss is about with the arrival of
a helicopter full of westerners.
bottom right: One of numerous
northern afghan villages as viewed
from the cockpit of a Bell 212.
53
Apache gunship for support – such
as the American Blackhawks and the
British Chinooks had.
During an airplane flight between
Kandahar and Kabul, I had an
interesting conversation with a US
Lieutenant Colonel and a project
manager for the Kajaki dam project,
in which I (briefly) considered their
suggestion that I might be interested
in the excellent fishing opportunities
and maybe even some waterskiing
behind one of three ski boats that had
been airlifted (by Chinook) into the lake
above the dam for a previous mission.
For a brief moment I was actually
considering the stories that I would
be able to tell, or the great photo
54
opportunities I might have – water
skiing with my bulletproof vest on, or
heli-fly fishing with my two armed
mercenary bodyguards, in an active
combat zone. Were I to have survived
them, they would indeed have been
great stories for the buddies back home,
but common sense prevailed and we
said no to the Kajakai dam!
Some of the other projects in the
northern parts of the country appeared
to be in somewhat safer locales, but had
their own challenges of the “high, hot
and heavy” kind. We spent a fair bit of
time going over the weight and altitude
charts in our flight manual – paying
particular attention to those charts
relating to single-engine performance.
While our base in Kabul was just
under 6,000 ft, some of the passes that
we had to negotiate were more than
12,000 ft high and even the mighty Bell
was struggling at those altitudes at
its maximum gross weight. We were
already heavy with a two pilot crew
(complete with bulletproof vests) and
two heavily armed mercenaries for
security. This made for a heavy start to
any flight planning – even without the
35˚ takeoff temperatures at 6,000 ft
to consider!
An important part of the job turned
out to be the constant education of
the customers about the aircraft’s
weight, altitude and temperature
limitations while flying over some of
the world’s most hostile real estate.
At the same time, we had to keep
ourselves constantly updated on the
ever-changing security issues in the
areas that we flew, including the city
we lived in. These included such things
as the increasing number of suicide
bombings, improvised explosive devices
(IEDs) and rocket attacks. One of our
biggest security concerns was the drive
between Kabul airport and our villa –
a 15-minute drive to the south of the
airport – sometimes in heavy traffic.
Numerous individuals from all walks of
life, would come right up to our vehicle
looking for handouts. The security
issues here were that any of them could
have been marking our vehicle for later
identification and possible targeting, or
even be attempting to drop a grenade
into an open window.
We had many a spirited debate with
one customer-company that clearly
had been hearing the word “yes” from
their previous helicopter provider,
and did not like hearing the word “no”
from us. We understood their logistical
nightmares in working on the number
one reconstruction project in the
country at the time (the Kajakai Dam).
However, the bottom line was, we did
not care how long their crews might
have been on the ground eating MREs,
we were not charging in there after the
military had told us it was an “active
combat zone” – one in which they had
top right: An american
Blackhawk stops for fuel
while the crew has a
lunch break at a forward
operating base near Qalat.
above right: An
eastern european
crew catches up on
maintenance and cleaning
on a Mi-8 near the city of
Kabul.
opposite page: Twin
boys crossing a bridge
for a chance to see a
helicopter up close.
55
The previous
company had lost
one pilot and three
aircraft on this
contract and we
were determined
that we Canadians
would not contribute
number four.
top right: Al Cram
navigates his way through a
high altitude mountain pass.
above right: The author
experiencing afghan style
adventures to the fullest.
56
lost many aircraft – all of which were
far more advanced and better protected
than ours. It was the old story of a
customer applying pressure by telling
us, “the guys before you went in there
lots of times.” Our simple reply to this
was, “Yes, but they lost three 212s doing
stuff like that!”
Safety meetings in this part of the
world are somewhat different than
they are on, say, big seismic programs
in northeastern British Columbia. With
topics such as surface-to-air missile
threats, whether pilots should arm
themselves, and strategies to avoid
becoming kidnap victims, these are
certainly not the typically boring
meetings in which one might catch
oneself “drifting off” in Canada.
One of the good things about
operating in Afghanistan was the lack
of clouds or precipitation during the
summer months, as we sometimes
undertook journeys of two to three
hundred miles over the Hindu Kush
mountain range and back in the same
day. We would have been hard pressed
to ever pull that off on the west coast
of Canada. On the down side, there was
always lots of dust in the air – all the
way up to 20,000 ft ASL – sometimes
accompanied by incredible sand storms
57
Ten days seemed to
be the common bet
on how long it would
take for the Taliban
to figure out what we
were doing, where
we were doing it,
and how and when to
shoot us down.
that would require special VFR, were
one able fly at all.
After sorting out some of the red tape
issues, and battling with a customer
over what we and our aircraft were
capable of, we negotiated our way north
through the Salang pass and flew into
some remote villages in the northern
part of the country. We really enjoyed
meeting the locals who, although poor
by our standards, were rich in culture
and were friendly, curious and eager
to invite us into their communities for
meals and tea.
By visiting the people and
communities that had medical
clinics – either under construction, or
recently completed – we were able to
see and understand the advantages
58
and benefits of these projects that
had been funded by US-AID and it
was extremely rewarding to feel that
we were doing good things for people
in a part of the world that has been
ravaged by war for decades. Some of
these remote clinics – about the size of
a typical McDonalds restaurant – were
situated in mountainous terrain and
had few or no roads for access and were
the only primary medical care centers
for as many as 50,000 people or more.
Their existence has greatly increased
the survivability rate of women during
childbirth – something we Westerners
take for granted.
Most of the time, we flew at or above
10,000 ft ASL in order to avoid any bad
guys trying their luck with pot shots
at our helicopter, which, I thought, had
a very military-looking paint scheme.
Although we were unaware of any
serious hostile fire directed at us, we
did “come under fire” after taking off
from a provincial reconstruction camp
near the town of Qalat. The camp
was situated alongside a schoolyard
and as I cleared the 20-ft wall that
surrounded the camp, we were greeted
by a hundred or so school children who
threw rocks at us.
Well – all bets were off – we defied
the odds and managed to avoid the
Tali ban well beyond the estimated 10
days! For anyone looking for a little bit
of adventure off the beaten track and a
whole lot of adrenalin-pumped action,
Afghanistan has a lot to offer! n
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OAO K amov / A . Zinchuk via Ale x Ml adenov
In June 2006 Kamov and
FSS undertook a series of
supplementary high-altitude
certification trials from a number
of unprepared landing spots in
the Caucasus mountains, in an
effort to verify the theoretically
calculated altitude performance
up to 9,900ft (3000m) ASL.
Grooming
the KA-26’s
Successor
Finding a suitable
replacement for a popular
and successful helicopter is
always a daunting prospect.
The Russian company
Kamov, however, hopes
that their promising new
Ka-226 will prove a worthy
successor to its well-proven
Ka-26 ancestor.
story by alex mladenov
OAO K amov / A . Zinchuk via Ale x Ml adenov
H
aving already entered service
with commercial operators
such as Gazpromavia, two
local law enforcement
organizations are expected to enter
mass service with the parapublic
Emergency Control Ministry, The
Kamov Ka-226 Class-A rotorcraft is
expected to sell well as an affordable
yet capable workhorse in a variety of
utility applications, as well as in the law
enforcement and disaster relief sectors.
Initially, the 3.4 tonne Ka-226
twin-engine utility helicopter was
developed by Kamov in the mid/
late 1990s as a company-funded
62
venture. It was conceived as a turbinepowered successor for the popular
Ka-26 – offering considerably higher
performance, reduced weight, lower
fuel consumption and reduced levels
of noise and vibration than its pistonengined predecessor. A traditional
Kamov coaxial design with two
contra-rotating three-blade rotors, it is
certified for single-pilot operations with
provision for a co-pilot or passenger
in the non-detachable cockpit, while
featuring a range of detachable cabins
supplied as interchangeable mission
pods. It was offered in its basic
variant in the early 2000s at a price of
around $US1.5 million, and the mid2008 sale price is around $US4-4.8
million, dependant on the avionics and
equipment fit-out required.
Based on the airframe of the singleengine Ka-126, a turboshaft-powered
derivative of the Ka-26, the initial
concept design for the new machine
was completed in 1996. In 1994 the
Orenburg-based PO Strela factory
began conversion of three Ka-126s
into Ka-226s. Two years later the
project received a huge boost, thanks
to support received from Russia’s
Ministry of Emergency Situations,
Moscow Government and Gazporm,
Kamov designers boast
that their coaxial rotor
scheme contributes
to the Ka-226’s very
compact appearance
and high agility.
The Ka-226 operated by
Russia’s FSS is planned to
be utilized for supporting
special operations – a
risky business which calls
for inserting and extracting
FSB teams during antiterrorist operations in
various environments.
Russia’s gas monopolist. In 1997, the
Kumertau-based KumAPP factory joined
the project as the second production
facility.
The first prototype Ka-226, converted
from a Ka-126, made its maiden flight
in September 1997 and its certification
trials in accordance with the new
Russian AP-29 airworthiness rules (said
to be equal to US FAR-29) were carried
out between mid-2001 and October
2003. The following test examples were
redesigned with significant structural
differences to the first test examples,
and while the external appearance
was roughly the same as that of the
re-engined Ka-126s, the fuselage
structure and cockpit glazing were allnew, while the same is true for the rotor
system which has composite blades
and a rotor hub provided with selflubricating bearings. The fuselage also
features increased use of composites
in a bid to save weight, while easing
production and repair.
The cockpit was equipped with
energy-attenuating seats, the new
instrumentation was certified for day
and night IFR operations and an electrothermal anti-icing system was added to
the rotors in a bid to enable operations
in icing conditions. The first flight of
a Ka-226 featuring the new fuselage
design, rotor system and cockpit
avionics was made on 28 March 2001.
It received its Russian type certificate
in 2003, while an approval for Category
A operations was obtained in 2004.
Certification activities continued,
however, until October 2008.
Production of the Ka-226 was
launched simultaneously at two plants
in Russia – PO Strela in Orenburg,
which manufactures helicopters for
Gazprom and other civil customers,
while the line established at KumAPP
in Kumertau (in Russia’s autonomous
republic of Bashkortostan) produces
63
Ale x Ml adenov
Ale x Ml adenov
Ale x Ml adenov
The Ka-226 was
conceived as a turbinepowered successor
for the popular Ka-26
– offering considerably
higher performance,
reduced weight, lower
fuel consumption and
reduced levels of noise
and vibration.
top left: The Ka-226’s
cockpit is dominated by
classical electromechanical
instruments, and there is only
one large display for the image
provided by the weather radar
or the EO observation system.
top right: The FSS
helicopter is equipped with
an EO observation pod of an
unknown type that will be also
adapted to the Ka-226s to be
delivered for border patrol use.
above: The most usable
among the interchangeable
mission pods is that for
passenger and general cargo
transport with seating for six,
while the air ambulance pod
is outfitted with two stretchers
and has seating for three
or four casualties, and one
medical attendant.
64
machines for paramilitary and
government customers.
The Ministry of Emergency Situations
funded the development of a dedicated
SAR version, the Ka-226A and Gazprom,
in turn, invested money in the
development and production of the
utility version, intended to replace the
obsolete Ka-26 in the logistic support
and pipeline patrol roles. This version
will operate in various and extreme
climatic conditions, including those
in Siberia and Russia’s far northern
territories. Notable funding support
for development activities was
also provided by Moscow regional
government, which ordered helicopters
for police and air ambulance use.
The Ka-226 program has suffered
a delay of no less than two years in
relation to the original development,
testing and production schedule,
which called for the first deliveries to
the Ministry of Emergency Situations
(MChS) as early as in the first half
of 2001. In fact, Russia’s premier
emergency relief and SAR organization
only took delivery of its first machine
in late 2004. This Ka-226A is operated
by the MChS detachment stationed
in Russia’s autonomous republic
of Bashkortostan and was placed
on alert duty for the first time in
December 2004. MChS is targeting
orders for up to 25 examples, intended
for urban environment monitoring,
surveillance and medical evacuation,
but the eventual large-scale order is
unconfirmed as yet so the delivery
schedule is still uncertain.
The Ka-226 uses a flying frame-type
design that features a pod-fuselage
Oboronprom via Ale x Ml adenov
In 2004, the first
Ka-226AG was delivered to
Gazpromavia with the aim
of an eventual replacement
of the last Ka-26s in
2009 but it is understood
that the program will be
considerably stretched
in comparison with the
original schedule.
and twin boom layout. The area aft of
the non-detachable cockpit is available
for either the attachment of optional
interchangeable mission pods or to
remain open, permitting the use of the
helicopter in aerial operations with
cargo transported by hook or cargo net.
It is claimed that all mission pods can
be changed within 20-30 minutes.
The most commonly used mission
pod is the one for passenger and
general cargo transport, fitted with
seating for six persons and with the
seats able to be folded against the podsides to allow cargo accommodation.
There is also a “VIP” pod with four more
comfortable seats. A dedicated SAR pod
is also available, purposely designed for
MChS helicopters and accommodating
nine rescuers. It is equipped with
a 660-lb (300-kg) electric winch, an
external pod for mission equipment, a
searchlight and a loudspeaker. The air
ambulance pod is outfitted with two
stretchers and has seating for three
or four casualties and one medical
attendant.
The ultimate target of the design
team was that the Ka-226 be developed
as a true successor to the Ka-26. It is
advertised as the only Russian-made
light-category helicopter certified
to fly over urban environments that
meets the stringent US and European
noise requirements. To succeed in
their ambition they had to create a
dependable workhorse for the utility
role, with affordable operating costs,
high reliability and ease of flight and
maintenance. The basic Ka-226 version
is powered by two 450shp Allison 250C20R turbines and has a maximum
take-off weight of 7,494 lb (3,400 kg), a
maximum speed of 111 kts (205 km/h),
cruise speed of up to 105 kts (194 km/h),
a range on maximum fuel of 324 nm
(600 km) and maximum endurance of
four hours and 42 minutes (no reserve).
The maximum payload on an open
platform is 3,190 lb (1,400 kg), while the
Ka-226 is capable of transporting cargo
weighing up to 3,420 lb (1,500 kg) on
an external sling.
Kamov designers boast that their
coaxial rotor scheme contributes to the
helicopter’s very compact appearance
and high agility. The control system is
simplified considerably thanks to the
lack of a tail rotor, and it is claimed
to feature better reliability than the
layout of conventional helicopter
designs. Thanks to its design features,
the Ka-226 is said to be less susceptible
to turbulence and able to operate in
higher ambient temperatures than its
conventional counterparts. This enables
the Ka-226 to be operated safely in
mountainous areas, over the sea and
over difficult terrain that causes strong
turbulence.
Airframe life is 18,000 hours and
the major components are reported to
have demonstrated, in early 2006, a
Mean Time Between Failures (MTBF)
in the region of 150 hours. Due to the
lack of a suitable Russian-made engine,
the Rolls-Royce Allison 250-C20B was
initially selected for the prototypes,
later replaced by the C20R/2 derivative
for the production examples. Rolls
Royce committed to provide the first
six engines free of charge and this
was a driving factor in the selection
of the proven US turbine for the new
Russian helicopter. Eight C20R/2s are
reported to have been delivered in 2004
for installation on the first production
65
Ale x Ml adenov
The Ka-226 uses a flying frame-type design
and leaving the area aft of cockpit open
permits the use of the helicopter for aerial
operations with cargo transported on the
hook or in a cargo net.
I nventory
S upported
M aintenance
R epair &
O verhaul
helicopters and a contract for 24 further
engines followed in 2005.
In 2005, a Ka-226 prototype
(designated Ka-226T) was re-engined
with the 670shp Turbomeca Arrius 2G2,
although the engine was de-rated to
550shp for use on the Ka-226. The new
engine should provide considerably
enhanced hot and high operational
capabilities, allowing operations at up
to 8,200 ft (2,500 m) without degrading
performance of the helicopter. The
Arrius II will also allow the Ka-226T
to operate from landing sites up to
19,680 ft (6,000 m) above sea level. The
newly-designed main rotor system for
the Ka-226T has already demonstrated
higher levels of performance than
expected, which should enable an
increase in maximum take-off weight
to 8,300 lb (3,800 kg). This version will
have the new 1100shp-rated VR-226N
main gearbox, capable of handling
the maximum power provided by two
Arrius 2G2 engines.
Design work continued on the Arrius
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OAO K amov / A . Zinchuk via Ale x Ml adenov
II-powered version during 2008, with
the aim of making the first flight of the
Ka-226T variant in early 2009. Ka-226T’s
maximum payload is 3,300 lb (1,500 kg)
while flight endurance is 3.3 hours and
maximum range is 283 nm (525km)
with 10 min reserve. Rate of climb
at sea level is 1,722 ft/min (8.7 m/s),
while at 11,200 ft (3,400 m) it is still an
impressive 1,524ft/min (7.7m/s). Cat-A
operations are possible at locations up
to 7,260 ft (2,200 m) above sea level.
In 2000-2001, Kamov expended much
effort in promoting the Ka-226 as the
new-generation training and liaison
helicopter for the Russian Air Force, but
eventually lost to Kazan Helicopters’
Ansat-U. The small and agile Kamov,
however, found acceptance with a
crucially important customer. The
Aviation Department of Russia’s Federal
Security Service (FSS), the direct
successor of the mighty KGB state
security committee of the former Soviet
Union, has selected the Ka-226 for the
homeland security mission – but the
full size of the order has not yet been
revealed.
The FSS took delivery of its first two
helicopters in December 2005, and so
far these are the only examples taken
on strength as no further Ka-226s are
known to have been ordered before the
end of 2008. The Ka-226 was formally
presented in its new guise in January
2006, flown personally by FSS Aviation
Department’s Head, Lt General Nikolay
Gavrilov. The two helicopters have been
used mainly for demonstration and
training, also debuting in the jumpship role to drop parachutists from
the passenger module. One of these
machines was lost in a landing accident
during training operations – luckily
without casualty.
The FSS’ ultimate intention is for
the Ka-226 to be utilized for special
operations support, a risky business
which calls for inserting and extracting
FSB teams during anti-terrorist
operations in various environments, as
well as for border-patrol surveillance
over both land and sea areas.
The service is said to be satisfied
with the low noise signature of its
new helicopter but has expressed
some concerns related to a perceived
significant shortcoming of the type.
The unimpressive high-altitude
performance limited its usefulness,
since the type airworthiness certificate
Another promising
government role for the
Ka-226 is that for border
patrol operated by the
aviation units of Russia’s
Border Troops, an
organization that also falls
under the control of FSS.
issued in 2004 constrained the takeoff and landing operations from
locations up to 3,328 ft (1,000 m) above
sea level only. The FSS, however, was
keen to operate its new acquisition in
the Caucasus Mountains, around the
troubled republic of Chechnya, where it
is routine to see helicopters operating
to and from locations well above
that level. Luckily, during the type’s
development, Kamov engineers had
already calculated that the installed
power would allow safe take-off and
landing operations at up to 9,900 ft
(3,000 m) ASL. This capability, however,
had not been verified during the type’s
certification trials due to funding
shortages. Taking into consideration
this unused reserve, FSS eventually
committed to carry out the necessary
high-altitude trials in partnership with
Kamov, to establish and document the
type’s high-altitude performance. For
the purpose of expanding the type’s
operating envelope FSS provided one
of its own helicopters. The combined
Kamov/FSS test team relocated, with
the machine, to an FSS base in the
Stavropol area in June 2006. From there,
they flew a series of supplementary
high-altitude certification trials using
a number of unprepared landing spots
in the nearby Caucasus mountain range
at 3,330 ft (1,000 m), 4,950 ft (1,500 m),
6,660 ft (2,000 m), 8,250 ft (2,500 m)
and 9,900 ft (3,000 m) ASL in a bid to
verify the theoretically calculated
altitude performance. This urgent
operational requirement program was
completed successfully within a mere
four days instead of the two months it
would otherwise have taken. The trials
demonstrated that safe operations are
possible at altitudes up to 3,000 m,
with engine exhaust gas temperature
remaining outside the red sector, at
a maximum take-off weight of 7,494 lb
(3,400 kg). Kamov was then able to
amend the type’s Flight Manual, adding
information regarding the handling
techniques required for mountain takeoff and landing operations.
Another potential and promising
government role for the Ka-226 is that
of border patrol with the aviation
units of Russia’s Border Troops, an
organization also under the control of
FSS. The first demonstration of the new
helicopter to the FSS’s Border Troops
Service was held during an exercise in
the Viborg region near St Petersburg in
May 2005. According to Army General
Vladimir Pronichev, then Commander
of the Border Troops, his ultimate goal
is for the Ka-226 to be provided for
operations from the deck of each large
border patrol vessel. In this role, the
special mission-equipped Ka-226 can
supplement and eventually replace
the currently used Ka-27PS, while over
land the type could complement the
omnipresent Mi-8 in the utility, liaison,
observation and re-supply roles. For
use in overland and maritime patrol
and enforcement roles the Ka-226 is
expected to be fitted with onboard
weapons, including both forward and
side- firing machine guns, rocket pods
67
OAO K amov / A . Zinchuk via Ale x Ml adenov
Moscow Police Service took
delivery of its first two Ka-226s
in December 2006 (one of these
depicted here), and in November
2008 the type was also delivered to
St Petersburg’s Police Service.
and a new sensor suite comprising
a gyro-stabilized pod with TV and
thermal camera which is currently used
by Moscow Police’s sole example.
The final known Public Service
operator for the type is the Moscow
Police Service, which took delivery of
its first two Ka-226s in December 2006.
These are used to complement the lone
Ka-32 employed in SWAT transport and
air support. The Ka-226’s passenger pod
is reported to have proved particularly
useful in supporting the fast-rope
extraction technique and a team of four
SWAT members can be delivered within
seconds onto building roofs or suitable
ground sites.
Compared to the currently used
Ka-32 and Mi-8, The Ka-226 is more
versatile and much cheaper to
operate. Equipped with electro-optical
observation payload, loudspeaker and
searchlight, it is currently in use in
the skies over Moscow in a variety
of law enforcement roles including
observation, liaison, traffic control and
patrolling during large-scale public
events. The Ka-226 can land directly on
the road if necessary, as the lack of tail
rotor eliminates the risk of tail-strikes.
The co-axial design contributes to the
helicopter’s improved stability when
operating in an urban environment as
it is affected less than its conventional
counterparts by the turbulence inherent
68
within built-up areas. One of the two
Moscow Police Ka-226s has been lost
due to an onboard fire, reported to have
started in one of the engines – but this
loss was also without casualties.
In 2004, the first Ka-226AG was
delivered to Gazpromavia, whose aim
is to eventually replace the last of its
Ka-26s in 2009. This version, produced
at PO Strela, is used for transporting
personnel and cargo, pipeline
monitoring and medical evacuation.
For use in the patrol role, the Ka-226AG
is outfitted with a special sensor suite
for detecting gas leakages. There have
been claims that as many as 22 Ka-226s
were ordered and four of these were
delivered in 2006. The helicopters
operated by Gazpromavia have an
improved avionics standard known as
KBO-226AG that enables instrument
landing approaches to airfields
equipped with landing aids, as well as
to ships and sea platforms. In 2008, on
Gazprom’s request, the Ka-226AG was
certified for safe landings in tail-wind
conditions of up to 11 kts (6 m/s). In
September 2008, it was announced by
Kamov’s Executive Director, Roman
Tchernishov, that a contract with
Gazprom (the parent company of
Gazpromavia) for an initial batch of 40
Ka-226s was in the finalization stage.
The first two Ka-226s for use in the
emergency medical service role were
introduced in September 2008 and are
operated on behalf of Orenburg District
Hospital, mainly for transport of
highway accident casualties.
Kamov offered its new design as
a contender in India’s Light Utility
Helicopter program, but the type has
already been rejected at an early stage.
The only reported export success
so far is an agreement concluded
between Oboronprom (the holding
company which now controls all
Russian helicopter manufacturers)
and Jordan’s King Abdullah II Design
and Development Bureau. Signed on
14 February 2007, this agreement calls
for the delivery of six Ka-226s priced
at $US25 million, with the helicopters
delivered partially assembled as their
final assembly and testing is to be
carried out in Jordan. Since the signing
of that contract there have been no
reports of further progress and the
current status of the joint project is
unknown. There is also no information
about the intended operators of the
machines, or of the production and
delivery schedules.
The Arrius II-powered version has
been entered in the resumed joint
Indian Air Force and Army light
helicopter competition, and it remains a
strong competitor thanks to its superior
hot-and-high performance as required
by the Indians. Up to 317 examples
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69
By 2011 Kamov expects that the
annual production output there will
reach 70 units (20 Ka-226s and
50 Ka-226Ts), while by 2020 the
total number of helicopters sold is
scheduled to number around 398.
are expected to be procured by both
services for operations in the harsh
Himalayan environment.
In September 2008, it was announced
that the Ka-226 program will receive a
funding boost of approximately $US100
million, to be spent on the organization
of the serial production at KumAPP.
By 2011 it is expected that the annual
production output will reach 70 units
(20 Ka-226s and 50 Ka-226Ts), while by
2020 the total number of helicopters
sold is expected to number 398. If those
expectations are met, then Kamov will
be well on the way to success in their
goal of creating a replacement for
the successful Ka-26. Considering
that to date Kamov has been relying
principally on Russia’s internal
helicopter market for sales, the
potential for substantial export success
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greater optimism about the future of
this versatile and agile machine. It
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it will be most likely to replace is one
from its own stable. n
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70
Taking
the High
Ground
Helicopters are renowned for working in some
of the most remote and inaccessible locations
on the planet. While all flying requires a
thorough understanding of wind and its effect
on aircraft, safe mountain-flying demands an
intense and advanced study of these factors.
From years of first-hand experience, SHAWN
EVANS offers his views on this complex subject.
Photos by shawn evans
A Kaman KMax
grapples logs in a
mountain heli-logging
role on Vancouver
Island, Canada.
A
fter flying five types of
helicopters in the mountains
of three continents, I have
become a firm adherent of the
old adage, “The more I learn, the more I
realize I don’t know”. I’ve been through
certified mountain flying courses,
but most of what I have learned was
picked up the hard way – particularly in
production long-line work. Accordingly,
what I offer here is only a simplified
account for those pilots who have yet to
fly in a mountain environment and are
interested in getting a feel for what it is
like to spend a day in the mountains.
This is not a full account of what to do
or not do, as there are already volumes
written on the subject.
Of course, I preface this with a
version of the standard warning –
“Kids, do not try to do this at home”. It
is absolutely crucial that a recognized
course in mountain flying is taken
before a pilot even considers operating
in the uniquely demanding conditions
discussed here. At a minimum, pilots
should be taught basic wind-finding
74
techniques for their particular aircraft,
otherwise they are writing a recipe for
disaster.
Rotary-wing pilots can engage
in many different kinds of work in
the mountains, such as high profile
helicopter skiing, mountain rescue,
geophysical survey, seismic exploration
work and drilling support. They could
be moving crews in and out of confined
areas on a mountainside, or landing on
an open ridge or peak. More advanced
flying could entail moving drills via
a long-line, or swinging seismic bags
full of electronic equipment in and
out of tall trees on a steep slope. The
machinery flown can range from small,
single-engine light-duty helicopters
to large multi-turbine heavy-lift
behemoths.
The weather is one, if not the
most important, of the factors for
consideration when working in amongst
the rocks. What is the forecast? Is
the weather expected to improve or
degrade? How much visibility will I
have when I get there? If in a mild
climate, is there a chance of icing
and snow? In a warmer climate,
how will the temperature affect my
machine’s limits? Depending on
geographical location and season, is
there a possibility of thunderstorms
or dust storms? What are my escape
routes? What needs to be in the back
of every pilot’s mind when working in
the mountains is that the weather can
change in just moments and, odds on, it
will. What is the plan for when it does?
Cloud can both form and disappear
in mere seconds. Good situational
awareness is essential.
Alongside weather, many other
factors need to be considered before
setting out for a single trip or a
day’s flying in the hills but, first and
foremost, safe operations come down to
good planning, including consideration
of control and power margins.
The plan should include everything
that could conceivably impact on
the safe and efficient conduct of the
day’s operation. A multitude of details
need to be considered, from current
During seismic operations
(Oil & Gas exploration work)
an AS350 B2 waits to move
crews in northern British
Columbia, Canada.
An instructor teaches
some mountain flying
techniques during
an initial mountain
training course in
western Canada.
fuel cache locations and inventory,
to specialty survival kits suiting the
geographical location and season.
The distance to, and location of, the
closest medical facilities is an often
over-looked detail, but necessary in the
event that one of the crew has to be
medevac-ed off the mountain. Pilots
need to know the radio frequencies
being used in the area to ensure good
communications with every party
involved. If the task includes flying
multiple crews out from the mountain,
the pilot should have planned a
backup strategy in case the weather
rolls in unexpectedly, or in a worst
case scenario, the machine becomes
unserviceable or a medevac is urgently
needed.
The wise pilot will always mentally
confirm honestly to him/herself that
they have the necessary skills and
equipment to safely complete the
task. Being in the mountains in poor
weather with other people dependent
on one’s skill, knowledge and common
sense is not the place to discover one’s
limitations. Pilots should always have
an alternative route in mind, as the
intended route may become closed due
to any one of a number of reasons.
The power that the helicopter has
available and what level of power
is needed are “must-know” items.
A common rule-of-thumb is to plan
to have a minimum of 5% power in
hand, based on out-of-ground-effect
requirements, to ensure an adequate
margin is available to land and depart.
Always remember that the hover
figures in flight-manuals are based
on steady-state conditions and do not
allow for departure or approach, so that
5% power margin may need increasing,
depending on the level of turbulence or
necessary departure angle.
If the proper charts from the flight
manual have been consulted, the
weight and balance ascertained as
within limits for all aspects of the
flight, the power and control margins
established as sufficient, the weather
checked, maps consulted, and crews
thoroughly briefed on what to do when
above: An AS350 positioned on a
mountain ridge in a location to best
hear radio communications with
multiple crews working below in valleys
on both sides of the mountain.
What needs to be in
the back of every pilot’s
mind when working in
the mountains is
that the weather can
change in just
moments, and odds on,
it will. What is the plan
for when it does?
75
Mountain flying and
confined area training
can be a good part of
any recurrent training
program as seen here
with this Bell 212.
bottom left: A VIH Astar B2 working
on a mountain pine beetle survey near
Tumbler Ridge in western Canada.
bottom right Search & Rescue personnel
prepare for a rescue mission after helicopter
operations were halted. Leaving 40 people stranded
for two nights due to an extreme snowstorm dropping
2 meters of snow in rugged mountain terrain.
76
they get out at the other end – then,
and only then, should the conscientious
pilot set out for flight.
It takes a long time to develop the
skill of establishing wind direction
to the point that it becomes almost
automatic. The pilot needs to have an
excellent feel for the machine being
flown so that he/she can feel the
slightest inputs from the wind from
different relative directions. It becomes
easier when working in the same area
for an extended period but it’s not
always easy to predict. The pilot should
be very aware of all ground indicators
such as wind lanes on the surface of a
lake, trees bending, any smoke, or just
taking note of the general wind and
anticipating its local path as a result
of specific terrain. GPS can be handy
but anything it reads should be backed
up by visual confirmation wherever
possible.
As mentioned before, always leave
a way out to account for unfavorable
weather or other circumstances. The
pilot should constantly be questioning
him/herself. “Should I be here?” or “Is
this a good time to give up, turn around
and go back?”. This is a cardinal rule
of aviation in general but it applies
particularly to mountain flying. It may
simply mean that the pilot always
leaves enough room to be able to turn
toward lower terrain, execute a “oneeighty”, or even make a precautionary
landing at a suitable pad in the area.
Ridge-crossing provides a good
example of the sort of contingencythinking that is constantly required
A couple of machines
engaged in mountain
radio repeater work.
in the mountains. When planning to
cross a ridge, always try to approach
the crest at a 45-degree angle and at a
lower speed. That leaves at least three
options; to continue flight safely over
the top; to angle off and follow along
the crest of the ridge until there is
adequate elevation or visibility to cross,
the whole time looking for clues to what
the wind is doing; or lastly – to roll out
into a 90-degree turn and fly back to
the lower terrain of the valley below.
Planning should also encompass
contingencies in the event of engine
failure or transmission problems,
whether in single or multi-engine
helicopters. Just as when flying
anywhere else, the pilot should be
mentally running different scenarios
such as, “Where am I going to go if I
have an engine failure?” or “What am I
going to do if I get a transmission chip
light?” Depending on the weather and
the terrain those kind of questions can
help determine entry and exit routes.
Multi-engine helicopters certainly have
more options, and if operating to Class
2 performance it is important that the
pilot has an understanding of what
that performance classification means
in regard to the particular terrain
involved. For example, a 50ft per minute
rate of descent may be appropriate for
departing one mountainous area but
a 100ft per minute climb performance
may be needed when operating within
another particularly rough area. The
performance requirements really
depend on an accurate assessment
of the terrain, weather, and recovery
areas. These requirements will also
have a large bearing on the loadcarrying capacity of the helicopter.
While it is obvious that a pilot must
know the minimum weather limits and
aviation rules in the country concerned,
it is a golden rule that, regardless of the
law, never lose visual reference with
the ground at any time.
Once in the vicinity of the landing
area, I recommend maintaining a
constant speed of 40 to 60 knots
IAS, depending on the helicopter.
Keeping this speed constant while
reconnoitering the landing area, and
comparing it to the GPS ground speed
can help determine the wind. Always be
aware of the helicopter’s True Air Speed
(TAS), however, as its relationship to
groundspeed needs to be considered.
Remember that TAS is calibrated
airspeed corrected for pressure altitude
and temperature. So, at height or in the
tropical areas of the world where the
temperature and humidity can be very
high, the TAS will be relatively high
compared to the IAS. For example, if a
helicopter is at 6,000ft at 25°C (77°F) and
1013hPa (29.92inHg) with a dew point
of 20°C (68°F), then its density altitude
is about 9,000ft. So 60kts IAS translates
to about 70kts TAS. A helicopter flying
at 60kts IAS in nil wind will therefore
have a ground speed of 70kts. A simple
rule of thumb is to increase the IAS by
2% for each thousand feet of density
altitude, so 60kts IAS plus 18% (from
the above example) translates to about
71kts TAS, which is close enough!
The pilot should constantly gather
information such as wind direction,
wind speed, the demarcation line if on
a peak or ridge, and be careful not to
lose any airspeed or altitude in turns.
Try to fly either a figure-eight or a
circle shaped reconnaissance pattern
for wind finding, although a straight
flight-line past a ridge-top landing spot
at eye-level, in both directions, can also
be effective. When the wind direction
is found, the pilot can plan the best
approach that takes into account
terrain, wind, turbulence, visibility and
escape routing. I conduct a constant
recce all the way to the pad, keeping my
options open as long as possible in case
I encounter a down-draft, turbulence,
changing weather or unfavorable wind.
Other factors need to be considered
after the recce, but before committing
to a landing. Is it even a good area
to begin with? Is there a better area
nearby? If the spot I have picked is
below a peak or on an alpine plateau
with snow, is there any risk of an
77
Picking up loads
of logs, this Kmax
descends the 3000ft
vertical drop as
fast as possible,
delivering its load to
the valley below.
avalanche? There have been several
machines lost after being wiped out
by an avalanche, or from landing on a
cornice that has collapsed taking the
machine with it.
Helicopters are usually working
heavy, providing the client with the
most possible “bang for the buck”. No
matter what the aircraft type, when
working heavy there comes a point
at which there will be a committal to
the landing. If it is in a potential white
or brown-out area, the pilot needs to
have as much reference as possible to
an object, tree or rock – something to
keep in view on the pilot’s side and
close to which he or she can land. In a
Heli-skiing environment, for example,
stakes are often used. There are usually
two stakes and the pilot lines them up,
landing as close as possible without
actually hitting the stakes. When
everything turns white they are the
only things that can be seen. Without
the crucial visual reference markers it
becomes all too easy to lose reference,
roll over and crash!
As previously mentioned, density
altitude needs careful consideration.
The helicopter performs in relation
to density altitude, not indicated
altitude. Power management is critical
in mountain flying and it is best to do
78
everything to ensure that sufficient
power is available to provide safe
approaches and landings.
If the helicopter ends up being at a
slow forward speed or in a high hover
over the trees or ground, at a lower
than usual power setting and with
gusty winds off the nose, the bottom
is likely to fall out very soon! It is a
good idea to keep the disk as loaded
as possible, staying above the speed
of translation as long as possible,
constantly flying to the selected spot.
From a performance aspect, a steep
approach should be avoided if possible.
Some pilots do, however, prefer a steep
approach for better reference.
It is good practice to do a power
check above the landing area, checking
that the actual power available at least
If in a potential white or
brown-out area, the pilot
needs to have as much
reference as possible to
an object, tree or rock.
matches that calculated beforehand,
and that there will be sufficient power
to get out of a hole before dropping into
it. If the final approach must be vertical,
then the pilot needs to ensure that
there is sufficient power on hand not
just for arrival, but just as importantly,
for departure.
When working in an environment
where crews are clearing trees to
make an opening for the machine,
it is important to take a hard look at
the size of the opening. It must be big
enough, with extra clearance on all
sides to allow room for the tail rotor
and for maneuvering. The surrounding
should allow for the preferred approach
angle, if possible. The pilot needs to
think ahead about the route in and
out, with the best possible positioning
to keep the tail rotor clear at all times,
while being cognizant of wind and
turbulence. Caution also needs to be
exercised in assessing potential dangers
to the crew on the ground, such as
hanging limbs or dead trees that could
be moved or blown over by the downwash. Heli-pads in support of drill rigs,
for example, should be positioned far
enough away that the down-wash won’t
affect any structures.
If a pad has been constructed out
of fallen timber, always make sure it
looks solid, big enough and level. If it
has been there for some time, be aware
that it may have become weakened by
rot. Always use the helicopter’s mirrors
for correct positioning of the skids on
the pad and to check for people moving
around the helicopter. If the pad is
elevated then the machine has to be
far enough forward on the pad for the
crew to properly access the baggage
compartments with large and bulky
items.
Before departing, the pilot must
know what the machine is capable of
lifting off the hill. When assessing the
weight of passengers, cargo and fuel, it
is best to work with actual weights if
at all possible. The average weight of a
rigger, for example, can be substantially
greater than the average population. A
quick power check before committing
to a full departure should be conducted
to ensure there will be enough power to
clear all obstacles. If not, two trips can
be made, particularly if all the factors
discussed earlier have been properly
considered. The wind is usually a friend
when departing heavy, although gusty
winds can cause havoc. Either the lift
you were enjoying suddenly disappears,
or the wind on the nose now becomes
a tail wind, demanding more power
from the tail rotor. The best advice is
to not rely on the wind being of any
assistance.
If departing in poor visibility, diving
for a valley is always a bad idea because
it is much harder to go downhill than
uphill when trying to maintain visual
reference with the ground.
A final factor that is frequently
insufficiently considered is the pilot’s
personal mental preparation. This is
essential in ensuring that the customer
can never push or pressure the pilot
to operate in dangerous conditions.
The combination of knowledge, skill,
experience and proper planning will
give the mountain pilot the confidence
they need to withstand the often
stressful and sometimes unreasonable
demands of clients. Customers are
rarely aware of the full capabilities
and performance of the aircraft,
especially at altitude, and rarely are
they concerned about weather limits.
It doesn’t matter how badly they need
to get there, everyone in the aircraft is
put at risk the moment that the pilot
exceeds their comfort and skill level.
It would take me a few lifetimes
of flying to learn all there is to know
about mountain-flying in helicopters.
It is as much an art as a science, and
it’s always a good idea to have, as a
mentor, someone who has been there
ahead of you and made many of the
mistakes. They can pass the lessons on
and show you some techniques before
you venture out on your own. That,
and working for a reputable company
with reliable equipment, will give you
both the confidence and competence
to successfully fly in a mountain
environment. Someone else’s lessons
may just save your life and the lives of
all those on board. n
Shawn Evans presently works
for VIH helicopters, out of British
Columbia Canada, and is currently
on contract in Angola. A production
seismic pilot, Shawn also moves drill
rigs, works on fire-fighting and is
trained in class D (human external
cargo mountain rescue) loads.
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personal profile
Frank “Brody” Scotto
CFI/II/MEI/GIAI SEL/MEL/RW
New York, USA
Although semi-retired from
commercial flying, Frank has
been airborne for more than
35 years. Still instructing
and conducting proficiency
checks and flight evaluations,
Frank spends his “spare”
time working with the Federal
Aviation Administration Safety
Team (FAAST) and lecturing
on safety issues.
HOW DID YOU GET INTO AVIATION?
I started my pilot training after a four-year stint
in the US Air Force as a Telecommunications
Specialist/Technician. Being around airplanes 24/7
fueled my desire. Flying was in my blood. Having
served a full enlistment, the government helped
with my pilot training. Without that help I would not
have been able to afford it on my own. Gradually, I
earned my ratings up to my instructor certification,
and from there – well – more hard work and a lot
of time gaining a foothold in an industry that was
flooded with new pilots. It was slow going for me,
struggling for every flight hour I logged.
WHICH HELICOPTER TYPES HAVE YOU
FLOWN?
My time in helicopters is what I refer to as “soft
time”. It’s a small ratio compared to thousands
of hours I have in fixed wing. I started flying
helicopters late in my career. I look at “flight time”
not in terms of hours but experience, of which I
have gained much. I have piloted the Bell 47 and
206, the Schweizer 300 (Hughes 269) and the
500, as well as flown in many others, both military
and civilian.
WHICH TYPES DO YOU FIND TO BE THE BEST
TRAINING MACHINES?
I started training in the Bell 47 – a great machine.
It’s truly a heli-pilot’s copter, however, the location
of the ship was not local. Costs mounted and I
spent more in travel expenses than the flight time,
so I switched over to the Schweizer 300 series at
a base closer to home. I found it to be a forgiving
machine, not as nostalgic as the 47, but great to fly.
I was not one for the Robbie – although it’s a fine
machine, and prolific on both sides of the “Great
Pond” – they are still not meant to be a “trainer”.
The 300 is what I consider a starter machine – very
simplistic in design. When you move up to the
turbines, you have added features such as stability
augmentation, three-axis autopilot, air conditioning
and a full panel of goodies. It’s like flying in a luxury
automobile!
80
DO YOU HAVE A FAVOURITE TYPE TO FLY?
The Bell 47 has a special place in my heart. I was
introduced to flying by my Dad. He would take
me to a local airport every Sunday to watch the
planes negotiating the pattern at the field. I guess
I got the bug then. From the first time I took the
controls of a 47, the helicopter and I became
one. It does take a bit more muscle power to fly it
than, say the Robbie or Schweizer, but the feeling
is fantastic.
WHAT DO YOU FIND CHALLENGING ABOUT
FLYING IN THE US?
I think each country has its own peculiarities, but
the one we all have in common is mountainous
terrain at night. It presents not only the crucial
need for situational awareness, but knowledge
of meteorology as well. Flying a heli down in the
low valleys and between ridges can be a nervewracking experience in the day, but at night if
things go bad, none of us want to be low, slow
and in trouble with no place to go. My altitude
tends to be higher, my speed slower, and my head
spins around like a top looking for other aircraft,
obstacles, tower wires and such.
HOW DO YOU THINK THE REGULATIONS
IN THE US COMPARE TO OTHER
COUNTRIES?
Regulations are regulations no matter where you
fly, and meant to be interpreted only by lawyers
not pilots. The FAA, JAA and ICAO try to keep
things on an even keel, and are very similar in
mission. Each country has its own standards
when it comes to medicals and pilot certification,
but the “intent” of safe pilot operations exists
across the board.
HAVE YOU EVER ENDED UP IN ANY EYEOPENING SITUATIONS?
Actually there was an eye-shutting situation!
While back in the military I was flying in the belly
of a Sikorsky S-55 out of a base in Germany;
we blew the impeller on takeoff, starting down
violently toward the ground below. The command
pilot pitched it over on its side and took it down
in auto toward a field directly below. In an instant,
I was looking directly down at the ground from
my side view window. Just as we were about to
slam into the ground, the pilot yanked the nose
up and over. The helicopter went in nose first
and kind of slid in on the belly as the gear struts
folded up from impact. Surprisingly, we changed
the engine, made the necessary repairs in the
field and flew it out three days later.
WHICH SECTORS OF THE INDUSTRY HAVE
YOU WORKED IN?
Most of my early time was in the Flight Training
arena. It was, and still is, the basic way to gain
time and experience. Later on, I moved into
cargo and charter service. Those were long,
hard, tiresome hours, single pilot at night, often
in instrument weather. For many years now, I’ve
done public speaking as a lecturer on aviation
safety, and occasionally write aviation safety
articles for different pilot publications. I have flown
medical flights (fixed wing) for Angel Flight East,
USA, a non-profit transport group that helps
those in need reach proper medical care at no
cost to them. It is a very worthwhile and satisfying
endeavor.
WHAT ARE YOU DOING THESE DAYS?
I still maintain a small number of clients with
whom I fly on a contract basis, allowing me to
pick and choose where I go and when, while
offering my instructional services to clients for
flight reviews, instrument proficiency checks,
and courtesy flight evaluations. Whatever
free time is left, I function as one of the Lead
Representatives for FAAST. My mission is
lecturing on safety issues, retraining pilots within
the purview of the FAA’s Remedial Pilot Training
Program, counseling pilots, promoting WINGS
(FAA-sponsored Pilot Proficiency Program), and
furthering the growth of general aviation.
WHAT DO YOU THINK ABOUT THE FUTURE
OF THE INDUSTRY IN THE US?
It is an ever-expanding entity, invading upon the
territory that fixed wing aircraft has dominated
for years. With the newer, faster, more versatile
helicopters today, more people are turning
towards them for short to medium travel. There is
presently a shortage of helicopter pilots and thus
the job market is opening up, with somewhat
lower minimums required from employers. I think
we will see continued growth in this segment of
the aviation industry.
HAVE YOU ANY FUTURE PLANS FOR YOUR
FLYING?
If it flies, I will fly it! I will continue to fly and instruct
as long as I can. Having reached a crossroad, it
is now my desire to pass on the knowledge and
experience that I have gained. For recreation, I still
take up the 300 and fly around the countryside –
being where I want to be – skyward, where I am
at home.
WHAT ADVICE WOULD YOU GIVE TO PILOTS
TRYING TO GET INTO FLYING HELICOPTERS?
Never give up your dream! Realise that the
road you want to travel is not a road taken by
many. It takes a special type of person to fly a
helicopter. We are members of an elite group!
It is estimated that less than 2% of the world’s
population can fly airplanes and only a fraction
of those fly helicopters. I am sure you have
heard the saying, “There are only two kinds of
pilot – those that are helicopter pilots and those
that want to be.” May I leave you with one of
mine? “True helicopter pilots not only fly them,
but live for them.” Fly safe and keep those rotors
turning! n