Issue 37 - Heliops

2 0 0 6
M A R C H
THE MAGAZINE FOR THE CIVIL HELICOPTER INDUSTRY
I S S U E
3 7
I N T E R N A T I O N A L
Service
rich Asset Free
The Art of HELICOPTER Management
ISSUE 37
C O N T E N T S
22
32
42
50
cover shot by ned dawson
SERVICE RICH - ASSET FREE
UK operator Starspeed has established itself
as one of the country’s premier corporate
22
operators without even owning a helicopter.
THE OUTBACK CLASSROOM
For two weeks a year, the usual tranquillity of an
Australian outback sheep station is interrupted
by the arrival of a fleet of helicopters, and
r e g u l a r
f e a tu r es
From the Editor
3
New Products and Services
7
Subscription Page
10
a group of students eager to fly them.
HAIL THE HELIPORT
Seeing heliports scattered throughout
Europe, allowing cities and even countries
to be linked by helicopters, is a dream that
Dutch heliport designer Aert Van Der Goes
Van Naters has. Is it possible and if so
Flight Dynamics – Height Velocity
Flight Envelope
Legal Council – The Cape Town
Convention
17
32
how does it become a reality?
42
HELI EXPO does dallas
19
Big, bold, brash and outstandingly successful,
we review the brightest advancements
showcased at this year’s Heli Expo.
European Connection – Terrorism and
the London Metropolitan Police
60
Personal Profile – Dale Weir
62
The Last Word – To Err is Human
64
50
BAPTISM OF FIRE
A new EMS helicopter is ‘dumped in the
deep end’ during its first week of service, when
it’s missioned to provide support for a
gruelling bush canoe race in South Africa.
58
Some
like it
HOT....
...we don’t!
Our systems can be found in operation throughout the world. From the United
States to Canada, Mexico, Korea, Taiwan, Spain, France, Portugal, Italy and
Russia. Working hand in hand with the customer, we will help you to get the
best built product, save you money and help take care of the environment!
Make the right choice. Choose Isolair Helicopter Systems today!
www.isolairinc.com - sales@isolairinc.com
Isolair
Helicopter
Systems • 1620 N.W. Perimeter Way • Troutdale,
Phone: 503-492-2105 • Fax: 503-492-2756
Oregon
97060
by mark ogden
PUBLISHER
Neville (Ned) Dawson
EDITOR
Mark Ogden
deputy editor
Rob Neil
US EDITORs
Dustin Black
Aaron Fitzgerald
UK EDITOR
Sarah Bowen
legal EDITOR
Robert Van de Vuurst
european EDITOR
Andrew Healey
technology editor
Nick Lappos
ITALIAN CORRESPONDENT
Damiano Gualdoni
scandinavian CORRESPONDENT
Rickard Gilberg
PROJECT MANAGER
Cathy Horton
proofreader
Barbara McIntosh
DESIGN
Graphic Design Services Ltd
PRE-PRESS
Vision Through Communication
PRINTING
Print World
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@heliopsmag.com
WEBSITE
www.heliopsmag.com
is published by Oceania Group Intl.
Contents are copyright and may not be reproduced
without the written consent of the publisher. Most
articles are commisioned but quality contributions
will be considered. Whilst every care is taken
Oceania Group Intl accept no responsibility for
submitted material. All views expressed in HeliOps
are not necessarily those of Oceania Group Intl.
f r om the e d ito r
Heli Expo 2006 has come and
gone, and what an exposition
it was. Over 14,000 people
attended on the first day
– about the same number who
visited Anaheim over three days
in 2005. To say the atmosphere
was exuberant would probably
be an understatement. New helicopters are
being ordered even when there’s no hope
of those orders being filled for months, or
even years. All the manufacturers, except
Eurocopter, admitted that raw material was
looming as a potential problem with airliner
manufacturers pulling in material for their
booming industry. (Eurocopter claims that
it has locked in long-term supplies for its
production plans.)
At the Show, Bell’s order book for the
429 stood just shy of 200 as development
continued. Its main rotor flew on a test bed
427 on the Monday of the Show. Bell also
revealed the 417 – an upgraded and uppowered 407; it will have a 100SHP over the
current AS350B3. Bell’s capital investment
has grown by more than 1,000 percent since
2002 – from just US$13 million to over US$150
million last year. And as if to warn Eurocopter
that its dominance is being challenged,
Bell was touting how it had beaten the
European giant in new helicopter civil sales
last year – maybe it was only by one, but the
change in Bell’s fortunes has been dramatic
and Eurocopter may finally now have an
innovative rival. That’s good for Bell, good for
Eurocopter (will keep it on its toes) and good
for the industry!
Eurocopter continues to enjoy the fruits
of its development with the EC145 taking off
in sales, with manufacturing rates increasing
from 19 to 25 a year to meet demand. The
company was showing off its Mt Everest
accomplishment with a certain typical French
flair. Nearly 200 AS350s were sold last year,
which was an extraordinary achievement and
a testament to the longevity and continual
development of this model. The only thing
Eurocopter should avoid is a tendency
to ‘bag’ its competitors during product
briefings; it was not well received by some
members of the audience. I personally prefer
manufacturers to highlight their product
through honest promotion without resorting
to negative (and often untrue) comments on
competitor products. Enough said.
After an extraordinary 800+ production in
2005, Robinson was expecting a slight slowdown but it looks like even they will meet or
even exceed that production rate this year.
Frank is to test a new autopilot for the R44
perhaps opening up the possibility of an IFR
Robbie. The company is also moving towards
encouraging flying schools to adopt the R44
over the smaller sibling – a move I think that
would be very worthwhile. The R22 is a good
machine, but I like the 44’s robustness and
nice handling qualities.
AgustaWestland continues to grow with
a 100 percent increase in orders in 2005, and
is enjoying the success of its re-branded and
very desirable AW139 and A109 product lines.
With over 150 orders for the 139 and over 60
for the 109 Grande, AgustaWestland is also
looking to ramp up its production rates.
Sikorsky’s S-76 just seems to get better
with age. I had a look at the displays
proposed for the upcoming D model and
they are nothing short of incredible. Four
huge screens present clear and well-defined
and uncluttered information. Apparently
some operators want a fifth screen! I think
that could be distracting but, hey! – I guess
Sikorsky will provide what the customer
wants.
I also heard someone criticizing the use
of vertical strip displays. I wasn’t too sure
about them when I first used the VIDS in the
Seahawk, but now I love them. In the right
place they are extremely effective.
What was also good to see at Heli Expo
was the Russian contingent. The companies
there have undergone a significant
restructuring to reduce duplication and
costs, and to improve the promotion of their
aircraft. Russian helicopters are amazing for
their robustness, and with a recognizable civil
certification process, I think in a very short
time the Russians will be serious contenders
on the world market.
Last but certainly not the least, MD
continues its comeback. A very frank industry
briefing by CEO Lynn Tilton painted a picture
of a company that was teetering on the brink
and explained it has taken a hell of a lot
more to get things on the road again than
even she was expecting. But she certainly
is pouring in resources to get MD back on
its feet. The problem is that she is trying to
revive this company at a time when even
the big boys are having problems with the
capacity of suppliers to deliver. She is toying
with some fairly radical solutions and calling
on the resources of some of the other 66
companies in her group to get the company
moving. She continues to shake, rattle and
roll and it certainly seems she is prepared for
the long haul.
HeliOps is proud to be reporting from
the forefront of this booming industry, and
to keep up with the tremendous growth, we
too are bringing on a wealth of new talent to
keep abreast of what’s happening in various
segments of the industry worldwide. Nick
Lappos, from Savannah, Georgia joins us as
our Technology Editor, Andrew Healey from
the UK will bring us his European view every
issue, and for matters legal, we introduce
United States-based, Robert Van De Vuurst,
an attorney who specialises in rotary-wing
matters, who will give our readers an insight
into the complex issues of law and helicopter
operations.
Safe flying and enjoy this issue’s feast of
news, features and information. n
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ne w p r o d ucts a n d se r vices
Crosstubes
For All
Pulselite for the
407 and A119
Dart has certified crosstubes
that are compatible with
both their patented RoundI-BeamTM skidtubes and OEM
skidtubes. TC and FAA have
approved the new OEMcompatible high crosstubes
for most Bell single and
multi-engine models. DART
says that the design and
quality of the crosstubes will
remain unchanged – only
the manner of attaching
them to the skidtubes has
been modified. DART plans
to certify crosstubes for the
AS350/AS355 in mid-2006.
The Pulselite model 3060S for
Mapped by
Satellite
Sky Connect introduced a
new web-based mapping
solution. The Tracker-MAP
system provides street-level
detail that enables operators
to precisely pinpoint an
aircraft’s location anytime
and anywhere worldwide.
The Mission Management
Unit delivers single-switch
control to two-way satellite
text messaging and voice
calls. While in flight,
operators may send standard
or user-defined custom
messages, such as number of
passengers, current fuel load,
next landing site, etc., using
pre-programmed text report
functions.
rotorcraft is now certified for
installation on the 407 and
A119. Precise Flight says that
the 3060S, initially certified
for the EC120, AS350 and
EC130 series helicopters,
has become very popular
with operators because
of its robust construction,
reliability, high wattage
capability, quiet operation and
TCAS/TCAD auto-activation
Big Power in a Little Case
The new Start Pac Mini Power Supply is designed to power
up 24/12 Volt aircraft systems. The voltage output is set to
28.5/14.2 Volts to simulate the same voltage as when the
aircraft is running under power. Maximum amperage output
is 25/50 amps which is adequate for most light aircraft. If
overloaded, the Mini Power Supply will trip off and reset
itself after a short period of time. The company says that the
unit is ideal for powering up new aircraft with glass cockpits.
When utilizing the Mini Power Supply, the entire aircraft
electrical system can be powered up for GPS programming
and electrical maintenance. The Start Pac Mini Power Supply
is available in both 24 and 12 Volts output.
feature.
HUMS for EC135
Honeywell’s VXP HUMS is to be
available as an option on the
EC135. It will provide EC135
operators with the ability to
record, monitor and diagnose
data from numerous sensors,
all in one unit and without the
need for additional equipment.
An enhanced version of VXP
A Filter for the Koala
AFS has been selected by Agusta to develop and certify a
high-performance inlet barrier filter (IBF) system for the A119
Koala. AFS is targeting a mid-2006 certification for the new
IBF system to support existing Koala customers and future
deliveries. The straightforward modular design of the system
under development will also
contribute to expanding
functionality to include
capturing engine exceedance
and usage, flight operations
data and trends. The VXP
system includes on-board
sensors and a data processor,
allows a direct replacement for the FOD screen or Engine
called the acquisition unit,
Air Particle Separator. The new Koala IBF system features
which uses proprietary
easy-to-clean flat filters, integral bypass system, and a
algorithms to calculate specific
maintenance aid for on-condition service intervals.
maintenance solutions.
COMMITMENT
LYNN TILTON
Chairman of the
Board of Directors
MD Helicopters, Inc.
“Customer-centric. It’s a term that denes all that
we do and how we do it at MD Helicopters. It is the
foundation of our strong commitment to our customer
and operator, because we understand that the
success of this company will be ultimately measured
by the depth of your appreciation. Our long-term
success will be built upon our indelible passion for
superior product, innovative thought and operational
processes that are inherently focused on the needs
of our customer. I want to hear what you have to say
about our products and our services – it is the only
way that I can transcend MD into a company that you
can trust. It’s a new day at MD Helicopters and I have
pledged my personal commitment to capitalize upon
the innovative technology and the strength of MD’s
products and build the spectacular. My journey and
the path we pave at MD begin with listening to you.”
mdhelicopters.com
American Pride Rising to New Heights | ph: 480.346.6344 | e-mail: lynn@mdhelicopters.com
ne w p r o d ucts a n d se r vices
First Flight of
the 429 Rotor
System
Bell reached another
milestone in the development
of its 429 light twin when its
new high performance main
rotor system flew for the first
time. In the past year, the
company has successfully
completed the evaluation of
an improved engine, intake,
exhaust, tail rotor control
cables, autopilot, aircraft data
interface unit, and now the
main rotor system. According
to Bell, the main rotor is the
sixth and final major new
system to be demonstrated
before the 429’s first flight
4WD Tow
The new V404 Four Wheel Drive Tow cart has been designed
to tow a heavier range of helicopters. Designed for use on
irregular, icy, or soft surfaces, it provides extra traction and
power to easily tow the 206, 407 & 427 as well as the EC120,
130, 135, 145, AS350, 355 and BK117.
8 Minutes in
New York
US Helicopter, the only
later this year. The main
certified scheduled helicopter
rotor blade, a product of Bell’s
airline service in the United
MAPL program, incorporates
States, announced tickets can
new advanced manufacturing
now be purchased via http://
technology to make the
www.flyush.com for the eight
blades more producible
minute airport commute
and affordable, as well as
between JFK International
featuring lower tip speed and
Airport (JFK) and Downtown
swept tip design to reduce
Manhattan Heliport (JRB),
external noise levels.
at Wall Street. Flights
commence March 27, 2006 for
the first of several routes that
Key to
S-92 STCs
the company will offer. US
Helicopter is the
first scheduled helicopter
Keystone has received FAA
airport shuttle service in
certification on 12 STCs
more than a decade to
for an array of equipment
and accessories for S-92.
provide travel between
R22 and R44 Get a Pulse
Manhattan and NYC area
Precise Flight says that Leading Edge Avionics will be the
designed to meet the needs
launch customer for its new HID (high intensity discharge)
of time-sensitive business
Pulselite System for the R22 and R44. The company says that
travellers worldwide who
HID lighting produces more light, lasts longer, and uses less
would otherwise spend
energy, and that this product combined with the enhanced
upwards of two hours or
conspicuity of the Pulselite will result in unsurpassable
more (each-way) travelling
voice checklist management
safety and visual performance for aircraft, both in the air and
in a taxi, town car or limo.
system, universal cockpit
on the ground. A 35-Watt HID lamp produces up to six times
In April, service will expand
display with electronic chart
the lumens of a standard landing light bulb, making the
to include flights from the
database, JetMap® II system,
light as bright as a 200-Watt lamp. HID Lighting is apparently
East 34th Street Heliport
machined replacement mid-
designed to produce light that is closer to that of natural
to JFK. Service to and from
cabin floor panel with a
sunlight, providing the pilot with improved peripheral vision
LaGuardia and Newark
flexible track system, goose-
and greatly enhanced visibility. Additionally, HID lighting has
Airports will commence in
neck lighting, and cockpit sun
a far greater product life averaging up to 5,000 hours, and
the second and third quarters
visor system.
uses significantly less energy than standard aviation lighting.
of 2006, respectively.
Included are a nine-seat
executive interior, new userfriendly handrail system,
and an executive lavatory
installation. Other equipment
earning STCs include
improved cabin aisle lighting,
baggage retention system,
airports. The service is
7
ne w p r o d ucts a n d se r vices
New Facilities
Simplex Enters New Field
Dallas Airmotive’s Louisiana
Simplex has unveiled an innovative airborne portable life
facility is being designated
support product called the Mobile Intensive-Care Rescue
a key support arm for
Facility (MIRF). It is a fully self-contained medical transport
component repair and
bed that was developed for stand-alone intensive care
exchange. Investments
management of the critically ill. Simplex is now the sole
in new technology and
and exclusive worldwide distributor of the MIRF, which is
equipment will enable the
currently manufactured by Buchanan Advanced Composites
facility to expand its support
of Queensland, Australia. MIRF is protected by US and
to additional rotor-wing
Australian patents and has been approved for aircraft use by
engines as well as adding
The Civil Aviation Safety Authority of Australia. US FAA and
fixed-wing engine types.
EASA approval is expected.
While well known for its
The self-powered MIRF features an internal multi-function
component repair capabilities
display that monitors cuff blood pressure, invasive blood
for the Rolls-Royce Model 250
pressure, body temperature, heart rate, O2 saturation, and has
engine, the Lafayette facility
a CO2 sensor. The MIRF also has an electro-cardiogram,
is planning to add PT6A/T,
a ventilator, an infusion pump, a syringe pump, a defibrillator,
JT15D and PW300/PW500
a suction unit and onboard oxygen. The unit operates on
component repair capabilities
10 to 24 VDC, and 110 to 240 VAC (40 – 400 Hz) electrical
during the upcoming year. In
power sources. The internal battery will support the medical
addition to direct customer
equipment for up to seven hours and is recharged when
support, the Lafayette facility
connected to outside power.
also supports nine Regional
Turbine Centers in the USA
and Europe. The Lafayette
Facility is likewise becoming
Colibri Equipment Update
integral to overhaul shop
Regourd Aviation has obtained EASA certification for its
support for the company’s
integrated next-generation equipment package that the
main overhaul facilities in
company claims dramatically enhances safety whilst offering
Dallas, TX, Neosho, MO and
a robust, intuitive and user-friendly flight deck environment.
Portsmouth, England. Both
Neosho and Portsmouth
locations are Rolls-Royce
250 Authorized Maintenance
Centers (AMC) and part of the
Rolls-Royce FIRST Network.
For less than the price of a new EC120, the company says it
can offer within four months, a recent and low time Voyager-
Honeywell and
Soloy STC
Honeywell and Soloy have
obtained an FAA STC for the
installation of the LTS101700D-2 turboshaft engine
upgrade for the AS350B2
AStar helicopter. The
engine can provide more
than a 14 percent takeoff
power improvement at
sea level and 18 percent at
hot day conditions by the
introduction of a new gas
producer turbine assembly
when compared to the
LTS101-600A-3A. The cooled
turbine not only increases
available power, it increases
disk life from 6,300 to 15,000
cycles, resulting in reduced
operating costs. The LTS101700D-2 also incorporates
an updated and proven
reduction gear-set from
other LTS101 models. These
changes reduce accumulated
power turbine cycles by 35
percent and increase torque
limits by 6 percent. Soloy and
Honeywell are also offering
the Helicopter Service Plan
price-per-flight-hour program
as an option for customers
to set their engine cost of
operation.
equipped machine. The equipment package includes a Sagem
2 axis auto-pilot coupled with
a Garmin GNS480 GPS
integrated with a hi-res
Sagem PFD and GTX32
Thommen for
VIP EC120
Transponder. A Ryan
9900 BX TCAD identifies
surrounding traffic, and
REVUE THOMMEN AG has
reports their movements
announced that a recent VIP
and differential altitude on
modification completed by
a high-res Moving-Terrain
SunAircraft Service SA in
MFD. This MFD displays
Ticino, Switzerland included
full-color original chart
seven Thommen instruments.
material and graphical
According to Thommen the
non-stop weather
standard instruments in
information from the
the aircraft did not meet
European Radar Network.
the buyer’s standards for
Other features include
reliability, quality and
terrain warning, high-end
appearance. The buyer also
sound system, noise reduction
needed digital Air Data
head-sets and extra strobe lights.
to integrate with the GPS, the
Mode S Transponder
and TCAS.
9
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The
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In
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AFTERMATH
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ne w p r o d ucts a n d se r vices
Cineflex Introduces
Multi-Sensor Version
of V14 Magnum
Getting Bigger
Cineflex has debuted its new V14 Magnum
Multi- Sensor (MS) camera system.
Cineflex says that the Magnum MS is the
world’s first imaging system to combine
a high-definition (HD) day/night camera
coupled with an extended focal
length lens, a real-time wide
field-of-view camera, and
a long-range, three fieldof-view infrared thermal
sensor. The Magnum
MS system is expected
to revolutionize high
altitude surveillance and
major incident tactical
imaging.
is expanding its factory
Florida-based FH1100
Manufacturing Corp. (FMC)
flight training program. The
new Van Nevel Helicopters
Academy will open in May
to the public and it will offer
all turbine ab-initio training
through Commercial and
CFI-I ratings. According
to the company, all of the
instruction will be in the Rolls
Royce 250 C-20B-powered
FH1100 at a rate comparable
to piston-engine trainers. The
company’s plan is to provide
a comprehensive, real-world
training course for aspiring
professional pilots including
training in such areas as
elevated platform operations
for those with a goal of
ASU Night
Vision
EASA Certification of
Powerline Detection System
working in the offshore
Aviation Specialties Unlimited
Safe Flight’s Powerline Detection System (PDS) will be
at advanced levels.
(ASU) has installed night
installed and EASA certified on the Eurocopter AS 355
vision goggles in REACH
through Trans Helicopter Service (THS) of Paris, France. THS
and St.Mary’s helicopters.
has filed a certification request to the European Aviation
The operators have had the
Safety Agency in Cologne Germany for the 25 European
equipment installed in their
countries. The Powerline Detection System will be marketed
A109, 407, BO105 and 412EP
and distributed through THS, and negotiations are underway
fleets.
with two major European insurance companies to obtain
discounted aircraft insurance as well as with Eurocopter of
France for installation and support.
Keystone ‘does’
412s
Keystone has been selected
by the Consolidated Fire
Protection District of Los
Angeles County to fitout two new Bell 412EP
helicopters. The estimated
cost to customize both
aircraft is US$2.3 million,
and all work, including
design and engineering
approvals, will be performed
oil industry. External load
training may also be provided
HUMS for
Columbia
Honeywell’s VXP HUMS will
be installed by Columbia
Helicopters on its Boeing
234s and 107s. Columbia will
pursue a STC from the FAA
for the application of the
Chelton in MD
MD has added the Chelton FlightLogic Synthetic Vision
Electronic Flight Information System (EFIS) to its list of
optional equipment for the popular MD Explorer series.
The EFIS system is immediately available for dual-pilot IFR
configurations. By mid-2007, the system will be available on
single-pilot IFR MD Explorers with auto-pilot. The existing
single-pilot (non-EFIS) IFR and Integrated Instrument
Display (IIDS) system will remain on the aircraft as standard
equipment. The new system presents obstructions and
terrain on the primary flight displays in real time, giving
pilots the ability to fly precision approaches to rooftops and
at Keystone’s completion
oil platforms with complete confidence in the helicopters’
facility in Coatesville, Penn.
location. The Chelton system integrates data from GPS, an
Keystone expects to receive
attitude/heading reference (AHRS) system, air data computer
the helicopters in March and
(ADC) and a Class C terrain awareness and warning system
deliver them sometime mid-
(TAWS) to present real-time positioning information in
year.
synthetic three dimensional images on the cockpit displays.
VXP system to its current
fleet of 22 Boeing helicopters.
In the initial phase of the
certification process, which
began in December 2005,
Columbia began utilizing
ground-based equipment to
demonstrate the capability
of Honeywell’s tandem rotor
track and balance monitoring
system. In the second phase
of the program, a plan for
permanently installing the
equipment on the aircraft and
expanding its application to
monitor additional systems
and parameters will be
developed.
11
( fuzzy dice optional )
Pimp Your Ride.
Dart now offers Apical floats with mid-bag external rafts on the Dart patented I-Beam skid tubes
for the Bell 206, 206L, 407, 212, UH-1, 412, the Eurocopter AS 350, 355 and floats with midbag external rafts for the EC 130, EC 135 and the Agusta A119.
Lighter weight and more useable cabin space are always a welcome accessory.
Call to see how your helicopter can adapt and excel in your environment.
1-613 -632-3336 or 1- 800 - 556 -4166 / Canadian Sales ask for Ext. 112
1-246 -420 -7282 / International Sales ask for Ext. 113
www.DartHelicopterServices.com
ne w p r o d ucts a n d se r vices
More Thales
Filtered
Thales has developed a new
Aerospace Filtration Systems has been selected by Bell to
Arrius 2B2 to
power EC135 T2i
TopDeck Integrated Electronic
provide a fully integrated high-performance inlet barrier filter
Turbomeca says its Arrius
(IBF) system for the new Bell 417 as part of the FAA
2B2 engine will allow the
Type Certified design and for the US Army Armed
EC135 T2i helicopter to reach
Reconnaissance Helicopter (ARH). According to the company,
a Maximum Take-Off Weight
Standby Instrument (IESI)
specifically designed for
the helicopters. Thales has
drawn on expertise, gained
in both Active Matrix LCD
unique to this program is a new teaming arrangement
(AMLCD) technology and
between AFS and Donaldson Company to develop an
solid state sensors including
advanced Bell 417 filter. The companies are working
inertial and pressure
together to ultimately introduce Donaldson’s dry media
components, to propose a
filter technology on the 417/ARH. The dry media simplifies
self-contained IESI. Based
of 2,910kg and increase its
performance. Turbomeca
developed a new EECU
(Electronic Engine Control
Unit) software, increasing
Take-Off Power as well as
service with the use of compressed air or an environmentally
Hot and High Performance.
friendly cleaning solution and water, eliminating the time
Already certified by the
and attention required to dry and re-oil filters.
European Aviation Safety
and Airspeed indications
The new 417 IBF is the first fully integrated barrier filter to
Agency (EASA), the new
in a single line replaceable
be offered on an aircraft TC. The system was designed from
Turbomeca EECU software
unit. Featuring a colour,
the start around the structural engine inlet plenum, which
will be embodied on all
high definition and fully
AFS provides and configured to accommodate either a
sun readable AMLCD, and is
foreign object screen or barrier filter as requested by the
on embedded sensors, the
TopDeck IESI provides the
pilot with Attitude, Altitude
compatible with all cockpits
of new generation helicopters.
The TopDeck IESI has already
been selected on S-76D and
customer. This new IBF system for the Bell 417 features
the flat filter design used in the Bell 407 and OH-58D systems,
along with a supplemental bypass system. The system
new EC135 T2s. The new
EECU software will also be
retrofitted to all EC 135 T2s
and will be supplied free
of charge to Turbomeca
operators. The engine TBO
is proposed for the ABW139,
will feature an integral maintenance aid allowing on-
is at 3,500 hours since the
AW149 and CH47.
condition cleaning intervals, eliminating unnecessary service.
certification.
You can count on K-MAX.
Many missions require efficient heavy lifting. One helicopter does it better than the rest.
Conceived and designed to perform repetitive external lifting, the K-MAX excels, lifting 6,000
pounds while delivering unmatched performance and reliability. What’s more, K-MAX has the highest
availability rate and the lowest maintenance man-hour per flight hour of any helicopter in its class.
A fleet of hard-working K-MAX helicopters will be ready to respond to the most difficult missions — from
delivering supplies to clearing debris or rebuilding — any where, any time. You can count on it.
Kaman Aerospace · Connecticut USA · 1-860-243-7006 · frenchm-kac@kaman.com
ne w p r o d ucts a n d se r vices
Safer EMS?
Safer MDs
Fatal accidents involving Helicopter
Emergency Medical Services (HEMS)
could be reduced with help from
the Chelton’s EFIS/TAWS (Terrain
Awareness and Warning System). The
FAA is considering mandating TAWS
for HEMS. Chelton’s combination
has already satisfied the TAWS
requirement for all categories of
fixed wing aircraft and includes
Class A and B helicopter TAWS (HTAWS). The Forward-Looking Terrain
Awareness (FLTA) benefit of the
Chelton EFIS utilizes databases for
terrain, obstruction, helipads, airport
and runway depictions that integrate
with helicopter positioning, ground
track, groundspeed, bank angle,
altitude and VSI to alert the pilot to
hazardous terrain or obstructions.
If the helicopter performs a turn,
the protection envelope of the FLTA
expands to provide additional alerts
about the terrain and obstructions
which the rotorcraft is turning toward.
The system also provides alerts for
excessive rate of descent, premature
descent, and excessive Glideslope
deviation. Other alerts include higherthan-expected sink rate right after
takeoff or on the first leg of a missed
approach, and excessive closure rate
with terrain. These alerts take the
form of visual and audible cues. For
helicopters, Class B H-TAWS is built
into the system as a standard feature
and Class A is available as an option.
MD Helicopters has committed to pioneer cutting-edge helicopter technology by
incorporating the safety recommendations of the International Helicopter Safety Team
(IHST). Beginning with 2007 aircraft deliveries, all MDHI products will include wire strike
protection, cockpit voice and video recorders, HUMS, and terrain awareness warning
systems (TAWS). A Fly Safety Training package will also be added to MDHI’s Training
Program.
600Aircraft.
1 millionHours.
Do you have your strakes yet?
Scores of operators are reaping the benefits of NASA-patented
technology tailboom strakes from BLR Aerospace. With more
than 600 systems in use, operators are reaping benefits that
range from improved payload (lift hundreds of pounds more)
to unprecedented stability of flight. A proven technology
with more than 1 million flight hours to date, BLR strakes
are truly a revolution in technology and performance.
Don’t change your helicopter – change your
performance. Do you have your strakes yet?
BLR Aerospace
Performance Innovation
A ‘Lite’ Torrentula
SEI Industries has introduced its
newest product, the Torrentula
‘Lite’ Valve, a variable dump option
for smaller Bambi buckets and
retrofitable to standard buckets. The
‘Lite’ addition provides variable dump
capability to a range of bucket sizes
from 120 to 440 gallons. With design
features that are both economical
and operator-friendly, the Torrentula
‘Lite’ uses less power than any other
comparable valve available on the
market. Typically, the Torrentula ‘Lite’
can be installed using the aircraft’s
existing electrical configuration.
In addition to these features, the
Torrentula Lite’s easy-to-install
retrofit kit also allows the complete
removal of the existing valve and
control head, which provides spares
for use elsewhere.
800.257.4847 US & Canada
425.353.6591 International
w w w. b l r a e r o s p a c e . c o m
davemarone@blraerospace.com
15
Professional Pilot Programme
new Zealand
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by mott stanchfield
Height Velocity
Flight Envelope
f l i g ht d y n a mics
mechanic from Argentina asked what I
manufacturer to develop and validate an
regarded as a brilliant question. “Why
HV diagram. Both the manufacturer and
does the Hughes 269A/300 model have a
the FAA leave the validation process in the
manifold pressure climb-out limitation of
capable hands of an engineering flight test
26.2 inches between ground level to the
pilot. Flying and establishing the limits of
peak of the HV diagram?” The instructor
the HV diagram envelope is critical, and
answered, “So as not to cause dirt, grass
any violation of procedures constitutes a
and other matter to be blown into the
severely hazardous condition.
engine induction system.”
His answer is not uncommon, but it
The substantiation of the HV Flight
Envelope is conducted during the early
is wrong, and such a misrepresentation
morning, with winds no greater than three
made me cringe a little. Recognizing my
miles per hour. The highest point of the
obvious disagreement, the instructor
diagram is substantiated from a hover
asked me if I had a better answer. I told
at zero airspeed. To begin, the throttle is
him I had the correct answer. Going to
rapidly closed to idle or flight idle, and
flight condition poorly
the blackboard I drew the appropriate HV
the collective is held at the hover position
flight envelope and asked the class if they
for 1.5 seconds before being lowered. This
described as the ‘dead
were familiar with the HV flight envelope?
relatively long period of time is required
No one was. Not surprised, I restated the
to allow for the average pilot’s reaction
man’s curve’. It is in
question, “Dead Man’s Curve”? Everyone
time, during which the rotor RPM usually
knew all about that unpleasant term.
descends somewhere just below the
HV is the proper
industry term for a
fact, just the opposite.
The term is a leftover
At this point I explained the manifold
pressure limit is a limit on the main rotor
minimum red line.
The recovery method for the peak
pitch angle of attack during climb out
of the HV diagram generally is to
to 300 ft AGL. Above this height,
expeditiously rotate the nose to pick
any remaining power may be used.
up airspeed, then rotate into the flare
helicopter flight when
The 269/300 series are highly reliable
at an airspeed above 40 mph for a safe
helicopters and have a reasonable, but
auto-rotative touchdown. This maneuver
the industry knew little
rather sizably-loaded main rotor system.
converts airspeed into rotor RPM as
This means that at maximum gross
needed.
of this flight regime.
weight, the main rotor is supporting a
It is sorely outdated,
large amount of aircraft weight per square
the HV diagram are flight verified at
foot of the rotor disk area. Therefore,
incremental altitudes at airspeeds that
in the event of power loss, there could
are obtainable for landings and without
be substantial loss of main rotor RPM,
collective delays.
from the early days of
misleading and shows
The remaining points that constitute
ignorance of the
resulting in serious damage if the
power delivered to the rotor system
not assume that the HV diagrams
subject.
exceeds 26.2 inches of manifold pressure
are conservative – THEY ARE NOT!
and the corresponding rotor blade
Understanding and respecting them is
angle-of-attack.
of paramount importance. The young
The manifold limit procedure is a
During my tenure at the Hughes Tool
Pilots and mechanics should
Argentine mechanic took nothing for
rather clever way of restricting excessive
granted and is my kind of mechanic. Pilots
blade angles of attack. When flying beyond
and mechanics should follow his example
the shaded area of the HV diagram,
by never hesitating to ask a question from
full power may be used at any altitude
someone who has shown their knowledge
or airspeed. Since acquiring the Type
in positive ways.
Certificate, Schweizer made remarkable
When you get an answer, think about
improvements throughout the rotor
it. If you feel the answer is incorrect – keep
Company, Helicopter Division, it was
system and airframe of the former
looking! There are books to refer to and
compulsory for all concerned personnel
Hughes helicopters.
flight schools to seek solutions from.
to attend maintenance or flight courses.
It should be noted, however, that other
Call the manufacturer or an FAA regional
However, as a pilot I always requested
single-engine helicopters do not have a
office if you have further doubt or need
the maintenance course to gain insight
limitation requirement for aerodynamic
verification.
into the equipment. These courses were
main rotor blade angle other than the ‘up
conducted primarily for equipment users.
stop’, nor do models beyond the 269/300.
One morning during one of the
maintenance classes, a 22-year-old
During the certification process of any
helicopter, the FAA wisely requires the
Of course, be sure you’ve read the
flight manual first and always be attentive
to your takeoff airspeeds and climb-out
angles. n
17
by robert van de vuurst
A new international convention may
aircraft is registered in a ratifying
alleviate some of your concerns. On
country. As of now, unfortunately,
March 1, 2006, The Convention on
only the nine countries noted
International Interests in Mobile
previously have ratified — numerous
Equipment, known as the ‘Cape Town
other countries are working towards
Convention’, entered into force among
ratification, however, and hopefully
nine ratifying nations (Panama, Ethiopia,
in the near future, enough will be
Nigeria, United States, Pakistan, Oman,
on board to make the Cape Town
Ireland, Malaysia, and Senegal). The Cape
Convention an effective tool in most
Town Convention adopts a framework
transactions.
for registering and enforcing legal
The Cape Town
rights and interests in aircraft, and
Convention -
accomplishes this by providing three
A new era for aircraft
International Registry (located in Ireland),
sales and leasing
registration of actual and prospective
certain transactions involving them. It
benefits. First, it creates a central
which will serve as a depository for the
interests in helicopters by the parties to
purchases, leases, financings and other
If you have ever sold,
similar agreements. Second, it provides for
leased, or financed a
cases, unregistered interests.
helicopter outside of
an ‘international interest’ is an interest
your home country,
priority among registrants, and, in some
Under the Cape Town Convention,
relating to an aircraft which can be
granted under, among other things,
you may recall some
a contract for purchase, a security
concerns that you
attempts to establish standardized rules
probably had. What’s
owners, lessors and creditors by requiring
the law in that country
interests arising under such transactions.
with regard to securing
agreement, or a lease. The Convention
governing notice and priority among
registration of the parties and their
It establishes priority on the basis of who
is first to register an interest, and by (and
my interest? What in
here is where the third benefit comes in)
the world do I do if the
and procedures in the event of a default.
lease goes into default
of your helicopter and deregister it from
and I have to go get my
helicopter back?
L E GAL C O U N C I L
l The parties to an agreement
creating an interest must first sign up
as users of the International
Registry (which is done via the Web
at www.aviareto.aero).
l Countries ratifying the Convention can
reserve the right to opt in-or-out of
certain of its provisions. Accordingly,
before you structure a transaction in
any given country, you should first
determine exactly which parts of the
Convention are applicable.
Lastly, it should be noted that the Cape
Town Convention does not eliminate the
need to register aircraft for nationality
purposes, so keep filing your documents
with the FAA as applicable, of course.
Finally, it would be impossible to go
into the fine points of the Cape Town
Convention in this column — it is simply
too new and complex. If you have any
questions or require assistance with
the Convention issues, you should seek
counsel before your finalize your deal. n
creating a more uniform set of remedies
In other words, how you regain possession
the foreign country.
The overall goal is a more effective
system of international aircraft
registration that is built upon principles of
Robert Van de Vuurst is a member of the
Baker, Donelson, Bearman, Caldwell & Berkowitz
law firm, and is resident in its Johnson City,
Tennessee office. Baker, Donelson is the largest
reliability and predictability of outcome,
law firm in south central United States, with
and accordingly, to promote less risk for
over 450 attorneys practicing in 10 offices in the
international aviation transactions.
US and one in Beijing, China. Van de Vuurst is
The most important features of
this new Cape Town Convention that you
should be aware of going forward are:
l The Convention applies only if the
‘debtor’ (which can also be a purchaser
a 1986 graduate of the University of Memphis
School of Law, and has concentrated his practice
on aviation law, with an emphasis on helicopters
and other rotor-wing activities since 1988.
In particular, he has extensive experience in
aircraft transactions, sales, leases (domestic
and international), securitizations, mergers and
or lessee) is located in a country that
acquisitions, and FAA regulatory matters. He can
has ratified the Convention, or if the
be reached at rvandevuurst@bakerdonelson.com.
19
by andrew healey
eu r ope a n connection
It is interesting to read that
The fact that we (as British
London’s Metropolitan Police is to get
citizens) do not appear to have been
three new EC145s. They will supplement
consulted about this change in tactics is
and eventually replace a pair of heavily-
symptomatic of the sea-change in politics
used AS-355 Twin Stars, and are currently
that has taken place in the country since
being role-equipped by Eurocopter’s UK
7/7. Practically anything can be withheld
distributor, McAlpine Helicopters. They
from us these days on the grounds of
will start entering service later this year.
protecting us from terrorism. But that is
It almost goes without saying that
these helicopters will be role-equipped to
‘by the by.’
My concern is that if a police force
a level that is already the envy of many
decides to use its aviation assets in an
Terrorism and
western police operations – even those
offensive role, you have to consider
overhauling the system completely.
the london
in the States who saw the sense in them
years before we did. Britain’s coppers love
Aircrew will also need specialist training
their helicopters and while they might
on how to hover 20 ft above buildings
complain about a political rally that
on NVG. They, and the teams, will have
involves paying the bobbies on the street
to practice tactics such as what to do
overtime, there always appears to be cash
if someone starts shooting back at
for the latest bells-and-whistles on a
them. And most importantly of all, the
new-generation rotorcraft.
helicopters and their crews will need
metropolitan
police
It wasn’t so long ago that a moving
map was considered the height of
protection against that armed response.
I would rather leave the work where
helicopter sophistication; now whole
it was, with the SAS. After all, that is part
task-management systems integrate
of their raison d’être and they train for
images from multi-sensor pods, display
it regularly. Their helicopters are armed
their output on touch screen picture-in-
and their pilots are protected by armour.
picture cabin displays and downlink all
Police ones, as yet, are not.
this data to force co-ordination centers.
I may be yearning for the return of
There’s so much data, that triaging it is
more innocent times, but I believe the
becoming an issue. It will not be long
police should be civil and the army...
before, in the manner used in military
er...military! And overlapping their roles
machines, this will have to be done
involves a host of implications that we
automatically.
don’t appear to be thinking through. n
But this isn’t what caught my eye.
Part of the reason that the Met chose the
EC145, apparently, is for its roomier cabin.
This will allow for new roles that extend
their capability far beyond surveillance
and co-ordination of assets. They will be
fitted with hard points to enable fastroping, abseiling and casualty evacuation
– duties envisaged in a review carried out
in the wake of July’s London bombings.
This is all very exciting, but it
indicates an unprecedented expansion
of the policeman’s duties. Fast-roping
means paramilitary SWAT-type tactics
and pre-emptive strikes – risky jobs
that in the past have been carried out
by military Special Forces. It involves, to
my mind, squads of heavily armed men
swooping on a terrorist cell by night via
a helicopter hovering very close to a
building, and recovering them and the
wounded afterwards.
My concern is that if a
police force decides to
use its aviation assets
in an offensive role,
you have to consider
overhauling the system
completely.
21
C O V E R F E AT U R E
Service
rich
Asset Free
Simon Browne
As corporate helicopter flying has
become essential to conducting
business in the UK, one company,
Starspeed, identified a niche market
of managing, not owning, high-end,
multi-engined helicopters, and has
become one of the country’s leading
corporate operators, providing
services to royalty, politicians,
entertainers and business executives.
story by mark ogden
PHOTOS by ned dawson
“To make any
money out of an
aircraft, you need
to fly 600 hours’
charter a year – and
that does not even
the capital.”
top: Starspeed has grown from
being a small charter operator to an
asset management company
operating helicopters such as the
S-76 and EC155 for clients.
above right: Corporate operations and
long distance flying demand a level of
luxury usually only seen in business jets.
24
Simon Browne
start to pay back
Founded by John Dickin in 1978,
Starspeed began life as a small charter
company operating a Bell 206B and 206L
from a small airfield at Blackbushe in
Surrey. As time went by and the company
began moving further into the VIP and
corporate market, many of its clients
began to express a preference for the
additional safety and comfort offered by
twin-engined machines, and so Starspeed
began addressing their requirements by
moving from the Bell singles into the
Twin Squirrel.
In addition, many customers
increasingly wanted to own helicopters –
but without the associated administrative
burden involved with aircraft ownership,
so Starspeed began providing an asset
left: The helicopters operated by
Starspeed including the S-76 and
EC155 carry the captains of UK
Industry, British Royalty and the
world’s entertainers.
management service for those wanting
their own machines. Today, Starspeed
maintains a fleet of seven helicopters
including the S-76, EC155, Dauphin and
Bell 222, however it no longer owns any
aircraft.
Chief Executive David Voy, who
joined the company in 1987 explains,
“The problem with the industry here,”
he says, “is that to make any money out
of an aircraft, you need to fly 600 hours’
charter a year – and that does not even
start to pay back the capital.”
He says that such utilization is almost
impossible in the UK. “Many people
typically want an aircraft for a two-hour
flight to a destination where they will
spend a couple of days before flying
back, or else everyone wants aircraft
at once on one particular day for some
big event.” He explains that this kind of
market makes it difficult to generate the
number of hours needed on one airframe
and that if Starspeed actually owned
aircraft it would not be able to survive
in business. Starspeed maintains a low
operating cost base and the use of small
GA airfields such as Blackbushe, rather
than major airports helps keep costs
down. “Blackbushe is a good little airfield
we can use seven days a week although
we would like to have its hours extended
past the current 7 am to 10 pm.”
Voy attributes the company’s success
to several factors. “We have no capital
investment, we are small and focussed
and we do our job very well.” Voy also
realizes the value of his 30 years’ industry
experience in helping answer customers’
questions and in dealing with the myriad
of operational quirks. Having flown in
the same environment for 30 years, he
is also familiar with all the available
landing sites. He is fully aware that a
good reputation takes a long time to build
but only a very short time to lose so he
relies on his team to maintain the high
standing his company enjoys.
Despite a low public profile (Starspeed
has no ‘front office’ and does not
“I ran one
advertisement in
the Central London
Yellow Pages but
had no PR and no
business plan. I think
I broke all the rules.”
25
ABOVE: Voy thinks the S-76 is
probably the best helicopter
on the market and appeals to
passengers who want a fast,
comfortable flight.
left: Skimming over the European
countryside and beyond the road
traffic makes helicopters such as
the S-76 and EC155 invaluable
advertise), the company and demand for
its VIP service has continued to grow.
“We developed through word of mouth,”
comments Voy. “I ran one advertisement
in the Central London Yellow Pages but
had no PR and no business plan. I think I
broke all the rules.”
“I haven’t actually worked out a way
to successfully market the top end of
the VIP market. Such people don’t read
handouts or brochures – they rely on
word of mouth. In the strata they move
in, if they want a helicopter, they ask
someone they know who uses one.”
Asset Management
The old adage that ‘time is money’
has never been as true as it is in today’s
business world. With the UK motorways
sometimes described as the biggest
car parks in the world, helicopters are
becoming the transport of choice for
successful business people – and the
sector is growing.
The Bell 222 was the beginning of
Starspeed’s aircraft asset management
and demonstrated how a business can
develop along lines never originally
envisaged. “The 222 was a distressed
sale and one of our clients decided to buy
it,” explains Voy. “It was the first twin
we operated and it was what led to our
clients eventually deciding in favour of
twins instead of singles.”
The company arranges everything
for owners, from initial search and
purchase of a helicopter to placing it on
the UK Register, as well as arranging
and monitoring maintenance. For its
service, Starspeed levies an annual
fixed charge with additional charges as
required for crew, operations support and
maintenance.
Voy believes that the main reason
people want to privately own helicopters
is because, “they want them...and
because they can!” The argument about
a helicopter being a business tool is true,
but that is just a reason to use one. The
motivation for buying one is purely the
desire for ownership. Understandably,
people prefer to be in a machine they
know and like...and it’s fun! Which is
– you have to admit – the way to do it.”
Much of the company’s 2,000 annual
flying hours are business-related
business tools.
“Owners understand
that if they want to fly
when we have charters,
then the charters have
to take priority; the day
we take an airframe
away from a charter
customer is the last
time we will see them.”
27
The S-76 is for those who
want the best and are
prepared to pay for it.
– business travel, transporting goods, and
visiting factories, facilities and processing
plants. However, there is still a lot of
private and charter flying to sporting
events such as horse and motor racing
and shooting on the Moors.
Until recently, Voy and his team
managed the business from an office at
his home, but as the company grew and
more pilots came on board Voy realized
that he needed bigger premises to have
face-to-face time with them.
Starspeed employs a team of people
to clean, prepare and polish the aircraft
and although it does not conduct its own
maintenance, the company employs a
quality engineering manager to work with
its maintenance sub-contractor, PremiAir,
with whom each of the aircraft under
Starspeed’s charge has an individual
engineering contract. It is interesting
– and could only happen in the
gentlemanly UK – that while PremiAir’s
Debenham division is a competitor in
the helicopter charter market, Starspeed
has its offices co-located with PremiAir’s
maintenance division at Blackbushe.
Providing a charter service using
helicopters owned by others takes a clear
understanding of how the aircraft will be
utilized by their owners. Some owners
prefer not to make their helicopters
available for charter and are prepared to
accept higher costs. Others understand
that in order to defray their costs, they
need to release their machines. “In those
cases,” Voy explains, “owners understand
that if they want to fly when we have
charters, then the charters have to take
priority; the day we take an airframe
28
away from a charter customer is the last
time we will see them.” He adds, “Owners
accept this possibility, but in reality, we
generally have enough pilots and contacts
in the industry to secure another aircraft
for a charter, which then allows us to release an aircraft back to its owner.”
It helps to know the owners’ schedule
– for example, Starspeed knows that one
owner uses his S-76 extensively for about
three months each summer to travel to
Europe, but that the helicopter is usually
available for charter work for the rest of
the year. Even when some machines are
not available for charter, Starspeed still
provides asset management – including
pilots, who often provide a ‘chauffeur
service’, picking up many owners from
their homes. “Our customers are, without
exception, some of the nicest people you
could meet and we provide them with
a good service – which is what they are
paying for.”
To aid planning and pilots’ situational
awareness, Starspeed maintains
a database of all the pads it uses,
incorporating textual information
describing a pad’s size and its approaches,
as well as pictures of each pad.
European Potholes
Bringing aircraft onto the UK Register
is no simple task, especially since the
‘Europeanization’ of aviation regulation.
“A Dauphin we previously dealt with
took nearly four months to bring onto
the register. We are currently handling
another Dauphin, which will be a private
machine, but it is a very protracted
process to transfer,” explains Voy. “This
aircraft originated from Brazil and
there were some modifications made to
electrical wiring in South America for
the avionics. Now EASA (European Air
Safety Authority) covers certification.
Anything that has not been certified in
Europe before has to go through a system
in Cologne, which is in its early days and
is an administrative nightmare. It is far
worse than JAA ever was, but we hope
that it will improve when it all settles
down. It is fair to say that the system
is archaic; somehow it seems to have
incorporated the worst ideas from each
country.”
The company flies throughout the
UK and Europe and operations at this
level demand much of the pilots, all of
whom hold airline transport licences,
night and instrument ratings and are
highly experienced, at least four of them
being both examiners and instructors.
While some have military backgrounds
and some commercial, all have previous
command experience. David Warren,
the company’s chief pilot is an ex-navy
pilot with over 14,000 flying hours.
Voy considers military training usually
produces a good overall pilot but it is
just the basis. “Service training provides
experience in a wide variety of work
including low flying, obstacle clearance
and load lifting. Pilots come out thinking
they know everything about flying, but
soon realize they know ‘bugger-all’ and
have to go and learn it all again with a
different emphasis.”
“Our pilots,” he says, “have to be
flexible to meet customer needs and be
able to work in poor visibility, into tight
“I have a sophisticated
process to figure out
who to employ...it
involves interviews at
the pub. I have found
it better than formal
psychometric testing.”
sites and on tight schedules. They earn
their money!” Starspeed, which can’t
compete with offshore-pilots’ salaries of
more than £80,000, nevertheless enjoys
a low turnover of pilots whose salary
packages exceed the industry average.
The pilots all have to be flexible and
be able to think on their feet in order to
meet customer’s requirements at short
notice. “I only employ people I like,” says
Voy. “I have a sophisticated process to
figure out who to employ...it involves
interviews at the pub. I have found it
better than formal psychometric testing.”
Each pilot is responsible for a
particular aircraft and its equipment,
including its headsets and instrument
plates, and it is up to the pilot to ensure
the aircraft is always well presented. Each
aircraft is checked daily by an engineer;
it is polished at least once a week and
is cleaned each time it returns from a
flight. “It’s interesting that the people
who usually pick up any problems on
the aircraft are the polishers. They know
every part of the aircraft and can pick
up a problem before it really manifests
itself,” says Voy.
Some of Starspeed’s clients require
helicopters with JAA Class 1 performance
– performance that ensures a helicopter’s
ability to either land on the pad or climb
above buildings should an engine fail
(similar to the old Cat A). In the UK,
landings in built-up areas are prohibited
without express permission of the UK
Civil Aviation Authority (CAA), which
also requires any helicopter operating
in congested areas to have Class 1
performance. According to Voy, the CAA
Era Helicopters LLC, one of the world’s
leading helicopter operators, is now
hiring Pilots and Aircraft Maintenance
Technicians.
All pilot applicants must have instrument ticket and a
minimum of 1250 hours. Bonus paid for ATP Certification.
Bonus paid for flight hours and paid per diem. Era offers
a 14-day on / 14-day off schedule.
Seeking experienced technicians with A&P License.
Experience with Sikorsky S-61/S76, Agusta A119/A109,
Eurocopter EC120/AS350 experience preferred. Field
Experience required for 14 day on/14 day off work
schedule with paid per diem.
Era offers a very competitive compensation and benefit
package which includes an employer sponsored 401k plan.
Please send resume and cover letter to:
Human Resources Department
Era Helicopters LLC
P. O. Box 6550
Lake Charles, LA 70606
or email to:
jfield@erahelicopters.com
Equal Opportunity Employer
authorizes most charter companies to
operate in built-up areas without the need
for individual approvals provided they
comply with various specified operating
conditions.
A Favourite?
above: Voy thinks that the
EC155 is great for operating to
airfields but its single engine
performance makes life hard
with inner city pads.
left: Starspeed’s pilots are
handpicked by Voy for their
ability and flexibility. They are
the ‘face’ of the company and
its success largely relies on their
performance.
Mark Ogden
With no ties to any manufacturer,
maintenance company or sales
organization, Voy is in the enviable
position of being able to objectively assess
many of the most exquisite helicopters
available. When asked about his personal
preferences, Voy says that it really is a
case of ‘horses for courses’. He thinks the
Twin Squirrel is a great working airframe,
good for carrying four passengers up to
100 nm (beyond which its limited speed
becomes a problem), and he likes the
improved performance of the 355N over
the F and F2 models. “When using the
helipad in Battersley without floats, the
vertical-takeoff payload difference is
340 kgs.”
Regarding the Dauphin, Voy says
that while he is happy with its airfield
capabilities, it lacks single-engined
performance. “From a small city site we
can carry six passengers, but only 10
minutes of fuel with reserves. It’s not
very good but it gets us out of the city to
an airfield where we can take on fuel and
then go for three hours.”
The Bell 222 – which was certified for
vertical helipad operation in the UK in
1978, is much the same. “The 222 is our
best-value twin-engine single-pilot IFR
helicopter,” he comments. Voy explains
that the owner paid $US400,000 at a
time when the LTS101 engine was having
trouble and was dreadfully unreliable,
adding that the engine problem was
probably the reason for the aircraft’s
limited success. The engine manufacturer
has since invested a lot of money to fix it
and the 222 is now a very good aircraft.
According to Voy, the 222’s owners
are delighted with their aircraft, which,
although 25-years old, is in pristine
condition having flown only 5,500 hours.
“The 222 is a beautiful aircraft and
people love flying in it. Where else would
you find a six-passenger, single-pilot
IFR machine for so little investment?
Salesmen keep asking me when the
owners will change it and keep offering
me three million dollar helicopters in
exchange. What’s the point?”
The S-76, according to Voy, is probably
the best helicopter in the market. “The
EC155 is coming along but it still doesn’t
have the single-engine performance
that the S-76C+ has.” He says the S-76
appeals to passengers who want a fast,
comfortable aircraft. “At £2,300 an hour,
it really is an aircraft for people who
want the best and who are prepared to
pay for it.”
Having started out flying Bells,
Voy thinks that the US manufacturers
misread the market by failing to invest in
technology and by not realising the trend
towards single-pilot IFR. “Bell has finally
produced the 429 but I think it is 20 years
too late. They have ceded too much of the
market to Eurocopter for whom putting
two engines into the Squirrel was a very
successful move.”
No plans to retire
Today, it is fair to say that Starspeed
is David Voy. He grew the company and
gave it its personality. It is to him that
people look for knowledge and experience
and it is Voy that helicopter owners know
they can call 24-hours a day, seven days a
week. At 63, although he has no plans to
retire, he is trying to take a slightly more
back-seat role in the day-to-day running
of the company. “The sign saying ‘gone to
golf’ hasn’t been used yet...but it will be,”
he muses. But then adds, “The owners
can talk to me anytime, anywhere and I
don’t want that to stop.”
While he may bring another aircraft
online this year, he thinks it will be the
last. “We have an excellent team here
but we want to stay small. There are
no ‘levels of management’ or any of the
overheads that would go with it,” he says.
Just goes to show that with smart
business acumen and a dedication to
quality and uncompromising service, you
can develop a small charter company
into becoming the UK’s largest corporate
multi-engine operator, without even
owning a helicopter! n
31
The
Outback
classroom
For two weeks a year, the usual tranquillity of
a sheep station on the edge of the outback in
south-eastern Australia, is interrupted by the
arrival of a fleet of helicopters and a group
of students eager to fly them. MARTIN BASS
follows the herd to discover just what all the
commotion is about.
PHOTOS by martin bass
“Flying around a
manicured airport
only goes so far in
creating a competent,
employable pilot. Some
time out here puts
students in a real flying
environment.”
top right: One of Kestrel’s R22s
is hook-equipped, giving students
the opportunity to be trained in
flying with sling loads.
above left: Apart from the flying,
students get plenty of marshalling
experience on the ground during
the sling load exercises.
above centre: Student Billie Jo
Kies learns the art of precision
flying as she lands the JetRanger
on a narrow bridge.
above right: Billie Jo at the
controls with instructor Paul Fulton.
34
I have travelled to rural Victoria
to join Kestrel Aviation’s twice-yearly
‘flyaway’ event – an opportunity for some
of the school’s rotary wing students to
participate in a week of intensive flying
training at Kulnine Station – a second
home for Kestrel Aviation, whose main
operation is based at Mangalore in the
Goulburn Valley north of Melbourne.
Located on the Murray River 70 km
west of Mildura, Kulnine is a working
sheep and wheat property of some 30,000
acres, and is Kestrel’s rural helicopter
training ground. The experience is
designed to take us out of the comfort
zone of aerodromes, offices, training
areas and air-conditioned classrooms and
put us in an environment where many
young Australian helicopter pilots cut
their teeth – the outback.
I’m cocooned inside a Robinson R22
for my first lesson in the art of bush
flying. We’re told we have a muster on
this morning with about 1,100 sheep to
move. “We’ll go and make sure there are
no strays and then we can do some low
level practice,” says my instructor Ray
Cronin. On the edge of the muster, we fly
low and slow as we scour the tree line,
paddocks and riverbanks for stragglers.
Before too long we’ve rounded up the
strays and we’re heading for the river to
practice some confined-area approaches.
Several times under Ray’s direction I
fly low over the treetops along the river
until he points to a possible landing area.
My task is to ensure it is suitable and that
I can get in and out safely – an interesting
exercise given the strong winds gusting
around the trees. Nevertheless, I manage
to negotiate my way in and out on each
occasion, flying the Robinson tentatively
over the water and between the trees to
each landing site. Departing some sites
requires flying the aircraft backwards
from the landing area out to the middle
of the river to enable a climb clear of
obstacles. Other sites offer so little room
to land that I have to leave the boom out
over the water to keep the main rotor
clear of obstacles. All the while I have to
concentrate hard on my flying to avoid
becoming too attentive to the incredible
landscape outside.
The ‘infrastructure’ at Kulnine is
somewhat more rudimentary than the
typical flying school environment with
the shearers’ mess forming our kitchen
and dining quarters, operations center,
study area and radio room. Nearby are
several wooden bunkrooms, formerly
the shearers’ quarters, and an amenities
block. Some students stay in the
bunkrooms whilst others prefer to pitch
tents around the mess hall or down by
the river. The airstrip is about 100 m from
the mess and modest squares of carefully
tended grass mark out the helipads along
one side. The grass pads are designed
to minimize dust blowing up around
arriving and departing helicopters.
In 1986 Kestrel Aviation’s owners,
Ray and Eleanor Cronin, became well
acquainted with the area and its locals
during aerial pig culling operations which
they flew for the Pastoral Protection
Board. Having previously used other
stations for ‘flyaways’, they saw an
opportunity to offer their students
some real bush flying experience and
bought Kulnine in 2001, where they have
organized regular training events for
their students ever since.
On the first night of our flyaway Ray
briefs us on some of the issues relevant
to training in this environment. “Wires!
Wires! Wires! They are the number one
hazard around the base – and further
afield, so be careful!” he emphasises. “Out
here you’ll be keen to do some extreme
flying,” but adds, “you’ll all get your
chance at some challenging flying, but
it must be with an instructor. If you’re
flying alone, don’t give in to temptation
and do anything you can’t handle,”
he cautions. “Just fly the sortie you’ve
talked through with your instructor
and stick to it. Too many pilots come to
grief stretching themselves beyond their
capabilities. It’s never happened here and
I’m determined that it won’t.”
The need for co-operation on the
ground is also drummed into us. We
are all expected to play our part; from
refuelling the aircraft and tying them
down each afternoon, to washing up
after meals and keeping the place clean.
A portable transceiver in one corner of
Above: The Murray River
bushland provides a spectacular
backdrop but some tough terrain
to navigate around, during the
week’s flight training.
My task is to ensure
it is suitable and
that I can get in
and out safely – an
interesting exercise
given the strong
winds gusting
around the trees.
35
We practice landing
the aircraft on rickety
wooden bridges,
make approaches
to impossibly small
clearings on the river,
chase sheep and
kangaroos around
the paddocks, and
navigate our way over
terrain with precious
few features to tell us
where we are.
right: Billie Jo Kies practices
her sling load technique
moving temporary cattle yards
between paddocks.
the mess-hall provides rudimentary air
traffic control and we are all expected to
do a daily stint on the radio, providing
co-ordination for aircraft entering and
leaving the circuit around the Kulnine
airstrip, and monitoring each flight as
pilots report in at regular intervals.
As I look around the hall during the
briefing I’m struck by the multicultural
nature of the event. Kestrel is a fully
accredited training organization and
takes in many overseas students.
Students at this flyaway represent four
countries from outside Australia. In the
past, students have come from as far
36
afield as Japan, Oman, Ireland, England,
Germany, Denmark and Qatar.
The training schedule is intensive at
Kulnine with the flying program running
from about 6.30 am until 4.00 pm each
day. Students and instructors are ‘up
and at it’ at first light, pre-flighting each
aircraft for a hard day in the dust. Each
day’s schedule is planned the evening
before and the instructors review the
progress of each student prior to the
next day’s sorties. Students consult the
white-board after dinner to find out when
they’re flying the next day and what they
will be doing.
Above left: Students relish the
opportunity to develop their low
flying skills over land and water
at Kulnine Station.
Above: On the edge of
Australia’s outback, the horizon
around Kulnine Station goes on
forever.
left: Apart from being Kestrel’s
instrument trainer, the Schweitzer
300 CB gives students some time
away from the R22 and some
valuable experience in flying
without a governor.
Rather than addressing aspects of
flight training that can be taught at any
airfield, the flying at Kulnine is focused
on learning to handle helicopters safely
in real operational scenarios, performing
tasks they commonly perform in the
outback environment. Throughout the
week and under the close supervision of
a team of flying instructors, we all pick
up valuable experience in aerial stock
control, flying with sling loads, low-level
and confined area operations and remote
area navigation. Over the last 18 years
about 450 students have participated
in Kestrel’s flyaways. For most of them
the week at Kulnine would have been
one of the most memorable and intense
experiences in their training.
Billie Jo Kies is a prime example.
Having completed most of the training
for her commercial licence at Mangalore,
she hopes that the ‘Kulnine experience’
will polish her flying skills in preparation
for her flight test. Billie Jo’s family owns
and operates Barossa Helicopters in South
Australia and, following in the footsteps
of her father Peter and her elder sister
Brigitte, she plans to join the company as
a charter pilot as soon as she can.
Billie Jo arrived at Kulnine with 75
hours of training under her belt and plans
to do about 15 hours during the week.
Under the watchful eye of instructor
Paul Fulton, and armed with Barossa
Helicopters’ B206 JetRanger, she spends
the week building valuable time and
experience slinging temporary cattle
yards out to remote paddocks, searching
“Too many pilots come
to grief stretching
themselves beyond
their capabilities. It’s
never happened here
and I’m determined
that it won’t.”
37
is certainly not the kind of experience I’d
be picking up in a normal flying school
setting,” she laughs.
One of Kestrel’s R22s is equipped
with a hook for sling load training – in
many ways the most challenging aspect
of the week’s flying, requiring calmness,
precision and judgement that typically
ABOVE: When the day is done,
students and instructors gather in
the shearer’s mess for dinner and
much needed relaxation.
for straying stock around the saltpans,
honing her skills in confined area
operations, and navigating her way across
some of Australia’s most remote country.
“The flying has been very intensive
and I’m learning so much out here,” she
comments between sorties. “Kulnine
Station is a real working environment
and we’re all getting a taste of what it’s
like to perform real tasks as pilots. This
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Developed to ensure that the 4,500 operators of Model 250
powered helicopters and light aircraft around the world receive
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come with years of practice.
During each sling training session,
two other students make up the ground
crew. One is responsible for directing
the helicopter into position with hand
signals to pick up or release the load.
The other has the task of preparing the
load for pick-up and moving in under
the helicopter to attach the line as the
student in the aircraft holds a hover at
six feet. The load itself is a net filled with
plastic water drums and a line of around
15 ft with a steel clamp to attach to the
helicopter’s hook.
On day three it is my turn to try
my hand at the sling. With Ray next to
me I lift off and fly a quick circuit to
familiarize myself with the staging area.
On approach I pick up the hand signals
from my director and fix my stare on him
as I fly the approach. As the hand signals
direct me in, the load disappears under
the highest levels of support, the Model 250 FIRST network brings
together the expertise of three Rolls-Royce Service Centers (RRSC),
thirteen independently-owned Authorized Maintenance Centers
(AMC), four independently-owned Authorized Military Overhaul
left: After years of drought, recent
rainfall left Kulnine station dotted
with small, picturesque lakes.
“This is certainly
not the kind of
me and I am relying solely on my director
to place the hook over the load.
When the hands stopped moving,
the other ground crew moves in under
the helicopter. After what seems to
be an eternity he emerges from under
the Robinson and moves off to my two
o’clock. The hand signals direct me to
come up slowly and move forward to
center the load beneath me. I feel the
aircraft sway gently as it takes the weight
and lifts the load clear of the ground.
The director’s ‘thumbs up’ clears me to
move off.
After flying the circuit I turn onto
final approach and pick up the hand
signals once again. Slowing to 30 kts I fly
a steep descent as we near the staging
area. My target is a white cross on the
airstrip and I keep it in my peripheral
experience
I’d be picking up
in a normal flying
school setting.”
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Trusted to deliver excellence.
right: A student holds the R22
in a steady hover whilst the
ground crew attaches the load
far right: Students are taken
to their limits as they take turns
in flying the sling load onto a
narrow bridge over the river.
“We’ve done around
6,000 hours of flying
on these flyaways
alone and we haven’t
had a single incident.
I reckon that’s
testimony to how
much the students
get into it and take
their flying seriously.”
40
vision as I edge in. When it disappears
from view I creep forward until the hand
signals put the load over the mark and
I lower it onto the ground. When my
director gives me the sign I hit the button
and his ‘thumbs-up’ tells me the load was
safely released.
I breathe a huge sigh of relief as I
move off for another circuit followed by
another pick-up. This is true teamwork
for all the students involved and, under
Ray’s watchful eye, I have done my bit to
ensure the exercise had been conducted
safely and efficiently.
Later in the week it is time for some
low-flying practice with Paul Fulton as my
instructor. “It’s easy to get lost out here.
Things look the same in every direction
and there are very few ground features to
help you orientate yourself,” he tells me
as we stare out over the barren landscape
to the horizon. We fly around for a while
as he familiarizes me with Kulnine’s
proportions and some of the significant
landmarks in the area.
After Paul selects a suitable spot, I
study the area and fly the approach to
a large area of open ground bordered by
a thick line of gum trees along the river
and encircled by loose clusters of trees.
“Take us around the perimeter of the
open ground, hold 50 ft and maintain
a constant angle of bank,” Paul directs.
I roll the Robinson into a gentle left
turn, but as I hold 50 kts, it is hard to
maintain a constant bank angle as I pull
the helicopter into several tight turns to
the left and right to avoid trees. “Come
back inside the tree line,” Paul says as
I sheepishly head back to open ground,
feeling vaguely frustrated.
“Now try that exercise again at
30 kts and see what happens,” he says.
Sure enough, as soon as I slow things
down, my turns get a lot tighter and more
precise. “This is a good exercise to show
you that it’s not always about speed,”
Paul explains as I hold a steady hover in
the center of the saltpan. “Sometimes
you’re a lot better off at lower speeds,
particularly around trees. You have more
time to assess your flight path and avoid
obstacles. When you’re mustering or
doing any type of low-flying, these are
critical considerations.”
I follow his advice, holding the
helicopter at 30 kts while cutting a path
inside the tree line in steady circles
around the saltpan. Under Paul’s direction
I manoeuvre the Robinson into the trees,
watching ahead to work out a flight
path clear of all obstacles. The session
is thrilling and gives me a growing
confidence and skill in handling the high
pressure of low-flying. As the lesson
progresses I make mistakes,
learn from them, and then take the
experience with me. After an hour of
wheeling the helicopter around chasing
imaginary sheep, I’m getting tired. We
climb away from our training ground back
to Kulnine for a well-deserved break and
some lunch.
That’s how it is from sun-up to
sundown. Every day we practice landing
the aircraft on rickety wooden bridges,
make approaches to impossibly small
clearings on the river, chase sheep and
kangaroos around the paddocks, and
navigate our way over terrain with
precious few features to tell us where we are.
Over the past 18 years Ray and his
instructors have accumulated a great
deal of knowledge about the flying
environment and how their students
react to it. “We’ve done around 6,000
hours of flying on these flyaways alone
and we haven’t had a single incident. I
reckon that’s testimony to how much
the students get into it and take their
flying seriously,” he says. “Flying around
a manicured airport only goes so far in
creating a competent, employable pilot.
Some time out here puts students in a
real flying environment – one they’re
likely to come across at some time as
commercial pilots. It gives them a chance
to see how changeable everything is from
day-to-day, and how much they have to rely
on themselves and their skills to get by.”
At the end of the flyaway at Kulnine,
the tiredness is visible on every face. We
have all experienced an intense week
together, honing our skills as pilots and
learning plenty about the outback flying
environment. Most of us leave with a
few more friends and arguably the most
valuable 10 to 15 hours flight time in
our logbooks. In terms of the skill and
experience we have gained, I’m sure I
wasn’t the only one who felt that this
week was time well spent. n
above: The still of the early
morning is a perfect time to practice
formation flying as the sun rises
over Kulnine Station.
HAIL the
Heliport!
In theory, helicopters are an ‘all-in-one’ transport solution – able to replace
cars, trucks, buses, boats and aeroplanes, but in practice, a number of ‘socially
unacceptable’ limitations have so far prevented their being considered as viable
inter-city transport. AERT VAN DER GOES VAN NATERS, a Heliport developer for
Helinet in the Netherlands, hopes this may be about to change.
PHOTOS by ned dawson and aert van der goes van naters
Ned Dawson
Ned Dawson
above: Even heliports such
as Monaco have felt the
encroachment of high-rise
buildings. Not that long ago, areas
surrounding the heliport were
primarily vacant land.
44
As European cities become busier
and busier and their roads, railways
and airports increasingly become
clogged with exponentially growing
traffic, helicopters are becoming viewed
– especially by business travellers – as
the only remaining way to move safely,
reliably and quickly between cities.
In a paradoxical conundrum, the
same urban expansion that would seem
to invite increased helicopter use also
presents the most significant barrier
to its greater implementation, because
unfortunately – at least until very
recently – helicopter noise has been
viewed as ‘environmentally unacceptable’
by a general public convinced that all
helicopters sound like overloaded Hueys
hovering 50 ft above their heads.
While enough older, noisy helicopters
remain to perpetuate this impression, the
truth is that technology is increasingly
permitting helicopter designers to
produce quieter aircraft and to have goals
of achieving ‘negligible environmental
impact’ including helicopter noise levels
of no more than 75 dBAs at 500 ft.
The demand by the public, especially
in Europe, for quieter helicopters is
encouraging manufacturers to continue
seeking technological solutions to noise
issues. There has already been a big
improvement in the level and type of
noise in today’s helicopters –tomorrow’s
will be even quieter.
The European Union is investing in a
project called Friendcopter that promises
quieter helicopters by the end of 2008.
Begun in March 2004, Friendcopter
involves a consortium of some 34
European partners including helicopter
manufacturers like Eurocopter, research
establishments such as Netherlands
NLR (National Aerospace Laboratory),
and universities. With all in agreement
that the next generation of helicopters
will have to improve further with
respect to environmental impact if
they are to gain greater public
acceptance, the Friendcopter project has
the following goals:
• Acoustic footprint reduced between
30% and 50% (depending on the flight
conditions).
• A reduction in fuel consumption of up
to 6% for high speed flight.
• Cabin noise levels below 75 dBAs
(similar to airliner cabins) in normal
cruise flight.
left: Today’s heliports are
becoming more and more
state-of-the-art, as evidenced
by the structures at this Dutch
Aert van der Goes van Naters
EMS heliport.
• Cabin vibrations below 0.05 g in cruise
flight – also comparable to airliner
ride comfort.
Many in the world are looking for
alternatives to petroleum; a search has
already resulted in the first hydrogenpowered aircraft, and turbine engines
able to run on bio-diesel. Improved
technologies will make engines less
thirsty, so this is one area in which
helicopters’ impact on the environment
can be significantly reduced.
If helicopters are to play a significant
role in the growing demand for mobility,
the industry’s first task will be to arrange
its own infrastructure and this will
rely on European helicopter operators
– without the support of the EU.
No train can operate without a
railway; no car without a road; no plane
without an airstrip – and no inter-city
helicopter without a heliport. Although
helicopters are technically perfectly
capable of operation without formal
infrastructure, if they are to offer a
serious travel solution for demanding
business travellers, then a piece of grass
or a corner of a parking lot will not be
enough - operators will have to offer fullservice heliports as close as possible to
major business districts.
Hoops and Hurdles
Unfortunately, while many of
the major issues surrounding the
establishment of heliports relate to
politics rather than aviation, it is left
to helicopter operators to develop the
needed infrastructure... which is largely
why it has not been happening. There is
just not sufficient return on investment
or time for helicopter operators to make it
worth their while.
Because heliports are considered to be
small airfields, they require appropriate
environmental permits, and developers
have to jump through a myriad of
bureaucratic hoops. In the Netherlands
where off-airport landings are unusual,
companies struggle to develop their own
heliports which, because they are used for
public transport, must comply with standards
laid down in the ICAO Heliport Manual.
Although such efforts involve huge
burdens for those trying to establish
heliports, the eventual issue of permits
at least gives developers some certainty
that their heliports will be able to operate
for some time. The biggest problem in
obtaining permits is securing public
acceptance of heliports with people
fearing the inconvenience of the noise.
It often takes several years for a permit
application to work through the system,
and in Western Europe developers
need to be patient to realize returns on
their investments as it presently takes
from four to five years for a full-service
heliport to attract significant daily traffic.
From a planning authority’s
perspective, the likely noise impact
predictions for a heliport site are just
as important as flight-safety aspects,
so an acoustic survey is an essential
requirement of an environmental permit
application. The three major indices
comprising an acoustic survey are:
If they are to offer a
serious travel solution
for demanding
business travellers,
then a piece of grass
or a corner of a
parking lot will not
be enough.
• The number of daily movements
45
right: The location of a
heliport must take into account
a lot of factors, including
approach and departure
paths. This heliport in The
Netherlands has a variety of
Aert van der Goes van Naters
options for operators.
• The predicted times of day for these
movements, and
• The noise level of the helicopter
type(s) planned to use the heliport.
It needs to be real
and significant
infrastructure with
heliports close to
city centers and
office complexes and
not hidden away in
industrial areas where
they can ‘do no harm.’
46
With this information in hand, a
specialized acoustical technician can
calculate a noise footprint which can
then be overlaid on a topographical
map. Evening and night flights incur
‘penalties’ in terms of the calculations
– and the inherently noisier a helicopter
type, the more penalties it incurs. With a
European standard of 50 dBAs considered
to be the maximum ‘average’ daytime
noise level experienced in a house, every
three dBAs of additional noise from a
helicopter will double the noise footprint.
Accordingly, it is prudent to seek
locations already subject to a lot of
noise – such as highway intersections
– where the noise of helicopters can
merge less obtrusively with existing
background noise.
New Specialization
Heliport development in Europe has
become a specialist industry-within-anindustry and several companies have
branched into the field. Nevertheless,
despite the demand for this specialist
service, the lack of finance is a stumbling
block –developing a full service heliport
with a well-lit landing area, several
helipads, a hangar for three helicopters,
offices, a fuel installation as well as all
the work on permits and environmental
research will cost about €700,000
(US$850,000) – excluding the price of at
least 3,000m2 of land.
Although this is a lot of money – and
is typical of what any new business in
Europe could expect to have to invest
in start-up infrastructure – it would not
be viable for a company with only one
or two helicopters that might each use
such a facility only three or four times a
day. To be viable it would require regular,
frequent, daily operations by a number
of helicopters carrying predictably high
passenger numbers. With hangar space
rented out and a landing fee charged per
passenger, it would be possible to make
a good return on investment – perhaps
as much as €150,000 to €250,000.
(US$180,000 to US$300,000).
The Snowball Effect
There are so many problems
today with surface transport – traffic
jams, pollution, and susceptibility to
infrastructure disruption – that if a
network of heliports were to be created
across Europe especially near its big
cities, it would create a snowball effect
and as it became easier to travel between
cities by helicopter, more people would
use the service more often. Furthermore,
a suitable network of heliports might
encourage large companies to consider
owning helicopters. A helicopter network
would offer a safe, quick and secure
method of transport which, with a little
imagination, could potentially bring
to life the (as-yet unrealized) vision by
an earlier generation of designers of
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above: Preparation for developing
a heliport in today’s noise
sensitive environment entails a lot
of diagrams showing which areas
will be more impacted by the
noise than others.
scheduled helicopter flights between
European cities.
Despite the potential for helicopter
manufacturers who stand to profit
enormously from the greater demand for
their products that such developments
would bring, none of them feel it is their
place to invest in infrastructure and all
share the opinion that their place is to
simply make helicopters.
This is unfortunate because the
additional jobs and money that they
could contribute to a European economy
would give them significant influence as
an important lobby group. Their influence
would undoubtedly improve public
awareness of the advantages associated
with heliports and strengthen the
opposition to the objections of unrealistic
environmentalists.
I believe it is time for a joint effort
between operators and manufacturers
to support the development of heliport
infrastructure in Europe. It needs to be
real and significant infrastructure
with heliports close to city centers
and office complexes and not hidden
away in industrial areas where they
can ‘do no harm.’ The close proximity
of so many countries and large cities
throughout Europe, whose roads, rail
systems and major airports frequently
do not directly service business
centers, makes it perfect for heliport
infrastructure development for which
the time is ripe. The European Helicopter
Association should play a role in this
development and form a European
heliport committee as its US brother,
the HAI, has done. Such a committee is
needed to work on improving political
and public acceptance of heliports.
Helinet’s vision and plan to be the
first operator in Europe with a network
of twelve heliports in three countries
is a big step in the right direction and
the company hopes to start scheduled
services between European cities in 2007.
While I am convinced that this will
some day come true, it will help if the
helicopter industry – particularly the
European helicopter industry – grows up
and embraces what is common practice
among many industries; to look beyond
short-term commercial self-interest, and
invest time and money in environmental
and political issues. The more people
within the industry who address these
issues, the better and more prosperous it
will be for the industry as a whole. n
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Heli Expo
does
Dallas
Heli Expo 2006 personified everything about its host state
– Texas. It was big, brash and loud – but most importantly,
it was friendly and successful. Held in the massive millionsquare-feet of floor space of the Dallas Convention Center,
it was an outstanding event that brilliantly showcased much of
the best and the brightest of the world’s civil helicopter market.
story and photos by rob neil
Sikorsky handed over the first
S-76 branded in the new livery
for the Bristow/Air Logistics
family amid fanfare.
top right: Erickson Aircrane had not one,
but two Corpo Forestale Aircranes on
display and were among the most popular
attractions at Heli Expo.
above left: A 902 from AeroCare and the
Tulsa Police Dept’s MD500E were the main
attractions on the MD Helicopters stand.
above right: A prospective customer
takes a closer look at Aerometal’s
immaculate MD500D.
main pic: This NVG-equipped EC135
was displayed by Louisiana-based EMS
completion specialist, Metro Aviation.
far left: Mike Whitter from Heli-Lynx is
seen here presenting Abitibi Helicopters
with their first AS350FX.
left: Not content with new
carbon fibre blades, Carson Helicopters
S-61 was now sporting a state-of-the-art
Sagem glass cockpit.
51
above: Bell CEO Mike
Redenbaugh enthusiastically
unveiled the brand new Bell 417
in typical theatrical style.
right: One can’t help but be
impressed by the cockpit layout
in the S-92.
far right: The deal is inked
between Sikorsky and US
Helicopter for a fleet of S-76s
which will take passengers from
NYC to LaGuardia and JFK.
No first-time visitor to Heli Expo (like
me) could fail to be impressed by the
scale of the event and by the diversity
of products and services on show. With
a record 521 exhibitors in attendance,
this biggest-ever Heli Expo represented
an obvious confidence in the global
helicopter industry that was exciting
to experience. As highlighted in ‘From
the Editor’, 2005 was a record sales year
for almost all helicopter manufacturers
whose bulging order books make it clear
that the industry, despite its generally
acknowledged difficulties of rising costs,
scarcity of parts and materials, and rising
52
oil prices – is still buoyant and positive.
More than US$620 million worth of orders
for new helicopters were announced at
Dallas!
Almost every exhibit at the show
demonstrated the flexibility and
adaptability of the industry to confront
the challenges it faces. Events like Heli
Expo are refreshing reminders that a
great many clever and capable individuals
and companies continue to seek and
find solutions to all manner of technical
and operational problems for helicopter
operators around the world.
The Expo is also the perfect venue
Were it not for Heli
Expo, such immediate
sales success would
likely be impossible
– at least without
spending vastly more
money in advertizing
than the cost to
exhibit at Heli Expo.
for everyone in the industry – from
the biggest companies like Eurocopter,
Bell Agusta-Westland and Sikorsky, to
the smallest of suppliers and specialist
manufacturers of helicopter-related
widgets – to get together and network
productively over three intensive days of
social as well as commercial interaction.
While such shows provide the perfect
opportunity for airframe manufacturers
to announce big deals and orders, they
are the ideal platforms for fledgling
companies to launch new products
such as the innovative Mobile Hangar
displayed at this year’s show. Heli Expo
gave the producers of the Mobile Hangar
the best possible opportunity to promote
their new product to exactly the right
market – the result being that more
than 20 firm orders, and more than 40
potential orders generated directly from
their presence at the Expo. Not bad for a
start-out company that completed its first
mobile hangar only days before appearing
in Dallas. Were it not for Heli Expo, such
immediate sales success would likely be
impossible – at least without spending
vastly more money in advertizing than
the cost to exhibit at Heli Expo.
Of course, no major aircraft
show would be complete without the
‘unveiling’ of new models or deals by
major companies, and Heli Expo 2006 was
no exception – with Bell Helicopter, in
true Texan style, launching its new 417
spectacularly amid clouds of smoke and
a rock concert-worthy lighting display.
Following an introduction by Bell’s CEO,
Mike Redenbaugh, a brief but spellbinding appearance by Cirque-du-Soleil
performers preceded the covers being
lifted from the beautifully presented 417
that stood on a raised platform alongside
its bigger brother, the 429 – both aircraft
painted in matching dark elegant colours.
It would have been difficult to
match Bell’s spectacle – and no one did.
However, Sikorsky came close, quickly
following Bell’s presentation by unveiling
an S-76 in the colours of Air Logistics
top: Undoubtedly one of the most
amazing paint schemes of any
helicopter at the Show, was this
F-28 on the Taod Design stand.
above left: ITT Systems displayed
this pair of new generation NVGs
mounted on an impressive looking
helmet.
above left: Throughout the Show
the halls were packed with visitors,
with total attendance on day one
exceeding that from the whole of
the previous show.
53
top: One of the star attractions
for 2006 was Eagle Helicopters’
new 212 Single, which took pride
of place on the Dart Helicopter
Services display.
above left: The cockpit layout of
the new Bell 429 is both functional
and user friendly as seen here in
the corporate mockup.
above right: Interest was
always high in the current, and
next generation engines as was
evidenced by the number of
people inspecting Rolls-Royce’s
engine cutaways.
54
– part of the Bristow Group which has
35 S-76C+ helicopters on order and more
expected to follow in the next three
months. Also announced by Sikorsky at
the Expo was an order by US Helicopters
for four new S-76C++ machines with
which US Helicopters intends to operate
a scheduled service between Manhattan
heliports and New York’s major airports.
As usual at such events, there were
various upgrades and modifications
for a whole range of helicopters on
display. There were several re-power
modifications displayed; the Canadian
Heli-Lynx conversion of the AS350BA
with a Honeywell LTS101 engine, a wiring
refit, digital engine instrumentation and
several other modifications, produces a
helicopter with an additional
360 lb of internal gross weight, 240 lb
greater external gross, better altitude
performance and significantly better
operating economy, with a fuel burn
around 20 to 25 percent better than the
original aircraft.
DynCorp International unveiled a
beautifully finished Bell 205 ‘Global
Eagle’ conversion for Alaskan operator,
Temsco Helicopters. This conversion
replaces the 205’s ageing Lycoming
engine with a Pratt and Whitney PT6C67D. While substantially improving fuel
economy over the engine it replaces,
the ultra-reliable PT6 simultaneously
increases power from the standard
Hueys of around 1,300 shp to 1,675 shp,
above left: The BA609 mockup
was impressive and was a crowd
pleaser throughout the Show. The
test aircraft flew a number of demos
during the Show at the Bell factory.
above right: DynCorp Intl, in co-
operation with Temsco Helicopters,
were on-hand to show off their new
project.
left: What better way to work on
your R-44 no matter where you are
and what the weather. This solution
was finished just days before the
Show started and arrived there in
which, in Temsco’s case, combined with
a 212’s rotor and hydraulics, produces a
helicopter that outperforms the 212 for a
conversion cost of around US$1million.
Other ‘Global Eagle’ changes to the
helicopter include an extremely efficient
tail-rotor conversion from ‘pusher’ to
‘tractor’ configuration, and the addition
of a tail-boom strake along the left side
which combine to increase tail-rotor
effectiveness by around 40 percent.
Temsco’s machine had its nose
replaced with a 212 front-end which
improved its aesthetic appearance
no-end, while accommodating dual
batteries, and the fuselage incorporated
a wonderfully-crafted engine cowling
produced by Tom Foster of CMR Inc.,
which while not part of the standard
Global Eagle conversion, finished the
helicopter off beautifully.
Avionics and cockpit displays
featured prominently throughout the
Expo venue, with both new-build options
and conversions offered by various
manufacturers. Modern displays are things
of beauty in any setting and their visual
appeal was put to best use in a number of
stands as the virtues of their safety benefits,
reduced weight, increased reliability and
greater ease of use were extolled.
All the new models by the big
manufacturers – Bell, Sikorsky, AgustaWestland and Eurocopter – featured
beautifully laid-out glass cockpits; the
attractive Chelton EFIS system, with
its moving map incorporated with the
primary flight display was on show,
while Thales displayed a cockpit mock-up
featuring its latest ‘TopDeck’ integrated
avionics system, as fitted to the new
S-76D that incorporates an intuitive
and logical cursor-control for flight
management computer entry.
Simulators featured prominently as
might be expected, as safety awareness
nick of time.
and the need for greater training in more
complex and increasingly expensive
helicopters, becomes the norm for the
industry.
Indeed, safety was a big issue
everywhere with numerous operators,
manufacturers and modifiers producing
and promoting greater safety in every
aspect of helicopter operations.
While MD Helicopters’ presence at
the show was limited to two aircraft – an
MD500E and an AeroCare Explorer – a
highlight of the show was the company’s
press briefing given by new CEO, Lynn
Tilton. For those who may not be aware of
Tilton’s history with MD, having bought
the company, Tilton proceeded to pay
off its creditors – something that while
legally she could have avoided – morally
55
she did not wish to do. This has to be
seen as an indication of the kind of
person now at the helm of this recently
struggling, but now rebuilding company.
Her openness and willingness to answer
any questions at the press briefing,
without politics or hesitation, was further
indication of her intent to resurrect MD
Helicopters to greatness.
There was no attempt made to shrink
or hide from the difficulties or problems
inherited from former management
– only promises to rectify every existing
difficulty and delay for current MD
owners in obtaining parts and service,
and to eliminate the failings within the
industry that led to MD Helicopters’ near
demise. With her reputation as the owner
of 67 major companies around the globe
at stake, it is no small thing for Tilton and
her near six-billion-dollar-worth, to take
on the responsibility of rebuilding MD
Helicopters, nor to make the promises she
publicly made to clients and customers.
Tilton came across as fiercely proud
of the helicopters her company produces.
Having made the point that 20 percent
of all global helicopter accidents are tailrotor related, she reasonably concluded
that with their NOTAR technology, her
helicopters are at least 20 percent safer
than anything else available in their
class! She is adamant that she aims to
continue to produce the safest and most
reliable helicopters anywhere – indeed,
she has her own Explorer on order,
although as Tilton hastened to point out,
her helicopter will wait until the company
has fulfilled its contracted obligations to
existing customers.
There were one or two doom-sayers
and gloom merchants in Tilton’s press
audience, but notably they were in the
audience and not fronting their own
multi-million dollar companies with six
billion dollar personal fortunes behind
them. It will be very interesting to
observe the waves made by Tilton and
MD Helicopters in the next two years,
as MD ramps up production and turns
the conventional out-sourcing model
of helicopter construction on its head
– returning to in-house production of
components and spares. There is no
doubt that, from an operational pointof-view, all past spares difficulties aside
– MD helicopters have a loyal customer
following around the world and as
their past difficulties are overcome, MD
should give other manufacturers of light
helicopters something to think about!
Something that came across clearly
at the Expo was an overwhelming sense
of purpose by every manufacturer – as
well as those who support helicopter
operations around the world – to produce
the very best they are capable of, because
of their awareness of the life-dependent
and critical jobs that helicopters are
routinely asked to perform.
Bell’s Mike Redenbaugh referred to
this awareness in his presentation, as did
many others. These are people keenly
aware of the importance of the products
they produce – an importance that goes
well beyond the production of purely
functional machines.
It is not just a cliché, nor is it
overdramatic to talk about helicopters
and helicopter crews performing heroic
and noble deeds of greatness – these
machines and their people perform tasks
around the globe that, while ‘routine’ for
operators, cannot be objectively described
as anything other than magnificent – and
this knowledge and feeling, while it is
generally unspoken, was strongly felt and
was evident everywhere at Heli Expo.
Heli Expo 2006 might have been a trade
show for the helicopter industry, but
it was far more than just a trade show
– this biggest ever Heli Expo was, without
doubt, a big success. n
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E M S F E AT U R E
baptism
of FIRE
A new EMS helicopter was ‘dumped in the
deep end’ during its first week of service in
January, as its crew rescued casualties of
a gruelling bush canoe race in South Africa.
story by andrew healey
photos by JULIE DE VRIES AND CHRIS BOTHA
right: It took rescuers
90 minutes to free the
canoeist trapped under a
boulder in rapids.
Previous page
top: Even fellow competitors
joined the rescue team of
Netcare 911 personnel, the
South African Police and fire
and rescue personnel.
bottom: The A-Star
provided a medevac service
to 2,000 canoeists in
the Hansa Powerade Dusi
Canoe Marathon.
“The value of an
air ambulance was
reinforced by the
water rescue of
one canoeist who
was trapped under
a boulder in rapids
below a dam wall.
His face was barely
above the breaking
waters for more
than an hour.”
60
From its base at Durban, on the
country’s south-eastern coast, the
Eurocopter AS350 B2 was dispatched to
support the Hansa Powerade Dusi Canoe
Marathon – an annual three-day event
held along over 100 kms of rivers running
through KwaZulu Natal province, back
towards Durban.
‘The ‘Dusi’ is a highlight of South
Africa’s sporting calendar and regularly
attracts a field of over 2,000 canoeists
– from home and abroad – to tackle the
challenging waters and inhospitable
terrain. The race involves negotiating
no fewer than 26 stretches of rapids or
weirs, and several kilometers of portaging
(running with the boat around the most
dangerous or impassable rapids). High
gorges with rough dirt roads make access
to the water difficult – some areas can be
accessed by four wheel drives, some only
by off-road motorbike, and some only by
air. Snake bites also pose a risk during
the portaging stretches.
With over 80 doctors, nurses and
paramedics on duty, Netcare 911, the
helicopter’s parent organization, was
the official provider of EMS support to
competitors and spectators at the Dusi.
Netcare Manager Serge Avice du Buisson
says that the Dusi is, “always fraught
with challenges – both in and out of the
water. This year’s event was no exception
and the helicopter (call sign Netcare 3)
was used to recover and transport four
patients to medical facilities in Durban.”
The B2 was flown by Cameron Dalziel
and carried a doctor and paramedic.
The four evacuations involved a heartattack victim, a near-drowning, a
motorbike accident and a trapped
canoeist. “The value of an air ambulance
was reinforced by the water rescue of
one canoeist who was trapped under
a boulder in rapids below a dam wall.
His face was barely above the breaking
waters for more than an hour,” says Avice
du Buisson.
In a 90-minute intervention that
involved fellow competitors, Netcare
911 personnel, the South African Police
and fire and rescue personnel, the
trapped canoeist was finally freed and
carried by helicopter on a long-line
from the riverside to a staging point
on a nearby bridge. The patient was
assessed by a doctor and paramedic
before being airlifted to a Durban hospital
for treatment for hypothermia, cuts
and bruises, where he later made a full
recovery.
A second helicopter – a South African
Police Services Bo105 flown by Captain
Adriaan Odendaal and Inspector Gideon
van Zyl, brought the rescuers to the pointof-rescue.
Netcare 911 set up three medical
stations along the route each day and a
tent at stopover points. Two emergency
response vehicles, nine ambulances,
six motorbikes, two jet-skis and two
‘life-support’ quad bikes supported the
medical personnel. But it was the added
capability of the helicopter that made the
difference between life and death in the
case of the trapped canoeist. n
T h e
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p e r s o nal p r o file
Dale Weir
Command Pilot,
Columbia Helicopters
Portland, Oregon
SO HOW DID YOU GET INTO WORKING
FOR COLUMBIA?
moment, but the famous ‘Hover Barge Tow’
After I got back from Vietnam, Columbia
four pilots involved in that. The interesting
were advertising for tandem rotor pilots
thing is that it was taken around 1982, and
with 1,000 hours, so I went for the job. I
we’re hiring pilots now who weren’t even
have been with Columbia for 33 years now.
born when it was taken! On that job we
SOUNDS LIKE YOU STARTED OUT AT AN
EARLY AGE THEN?
Oh yes, I started out building model
From flying Chinooks
aeroplanes, working at the airport pumping
in Vietnam to logging
I’d get offered a ride, which was great. You
and fire-fighting, the
pity - they don’t even let kids on airports
man behind the famous
WHICH HELICOPTER DO YOU ENJOY MOST?
‘Hover Barge Tow’ picture
talks about his flying
experiences.
gas and washing aircraft - and occasionally
don’t see much of that anymore. It’s a real
these days.
You know they’re all different, and there
are things you get to like about each
individual machine. The BV-107 has been
Columbia’s workhorse. It’s the DC-3 of
helicopters! They’ll be going on forever. I
have a long-term relationship with that
helicopter, as well as the Chinook, which
got me into tandem rotor helicopters,
thanks to the army!
WHAT’S YOUR OBSERVATION OF THE
INDUSTRY AS IT IS NOW COMPARED TO
THE EARLY YEARS?
The industry has become huge – you only
have to look around Heli Expo to see that!
We would never have dreamed 33 years
ago that we’d have glass cockpits! With
lift work though, this stuff doesn’t really
help to get any more turns per hour, or
put more water on the fire. Our flying is
of the reasons it appeals to me! Technology
IF YOU COULD GIVE ADVICE TO NEW
PEOPLE TRYING TO GET INTO THE INDUSTRY
WHAT WOULD IT BE?
Well, I started 37 years ago in the military,
so how I got into the business is not
necessarily how people would get in now. I
think it’s really tough taking the civil route
because you have to spend your own money
In Vietnam, in a Chinook. We lost the
really good 1,500-hour R22 instructors, who
transmission at 1,500 ft. The area was
are really well-suited to our line of work. n
I have seen is that we are getting a lot of
full of trees and it put us all in hospital.
I broke my back, but we all survived. At
Columbia, emergencies are something we
25,300. I started on the Hiller 12, followed
emergencies nowadays. When I first
by the Huey, and at graduation I was offered
started out, an engine or systems failure,
the opportunity to fly Chinooks with the
was quite ordinary, but as maintenance
Army. I also flew a Super Puma for a while,
and engineering has improved and we
and a Sky Crane for about four years. I
have come to know our aircraft better, it’s
enjoyed that – it was great travelling.
happening far less. One thing about logging
checklists, and as a result we have fewer
is that you can be going up and down the
same hillside for hours with no problems,
so you have to pay attention to avoid being
caught out by the unforeseen!
to bed, then got up to do it all over again.
WHAT HAS BEEN THE GREATEST MOMENT
OF YOUR CAREER?
Tiring but great!
Oh man! It’s really tough to pinpoint one
day long, went home, had dinner, went
great milestone in his career.
and work very hard to get a job. One thing
train heavily for. We use airliner-oriented
in the Chinook and fire-fighting. I flew all
who has passed away now, it was also a
WHAT’S THE WORST MOMENT IN FLYING
THAT YOU’VE HAD?
HOW MANY HOURS HAVE YOU FLOWN
AND IN WHICH TYPES?
About 1,200 hours, with Columbia - logging
exaggerated attitude. For the photographer,
great deal.
lift work.
WHAT’S THE MOST FLYING YOU EVER
DID IN ONE YEAR?
in front of us, which does give it an
but the actual flying part hasn’t changed a
that’s a pretty hard combination to beat for
helicopters.
was taken from a 212, which was hovering
lot of computer designing, so there’s extra
rotor design, two engines, two pilots -
join a program – which started my career in
more dramatic than it really was! Also it
advances have a lot to do with reliability,
airliner but a great lift machine! A tandem
infantryman didn’t appeal, so I decided to
so the picture makes it look considerably
constructed back before engineers did a
airliner, yet it turned out not such a great
in the late 1960s. The concept of being an
hold it there. They were long tiring days,
For one they’re tough! These aircraft were
funny how the 107 was designed as an
be a fixed-wing pilot when I was drafted
want to stay in that attitude - you had to
basically still ‘stick and rudder’ flying - one
nowadays. I like that very much. It’s really
The Army, by accident! I was intending to
had to do about 10 kts. The aircraft didn’t
WHAT’S YOUR FAVORITE THING
ABOUT 107s?
margin built into them that you don’t see
WHAT GOT YOU INTO FLYING HELICOPTERS?
photograph is one of them. I was one of
63
by Nick lappos
To Err is Human
Air crash statistics tell us
that the great majority of
crashes and ‘incidents’ are
the result of some form of
human error. ‘Pilot-error’ or
‘crew-error’ – they’re both
terms for the same mistakes
that we fallible humans are
all prone to make. If it were
as true as the impersonal
statistics apparently suggest,
then it would be logical to
attempt to prevent these
accidents just by improving
‘the human’ – by more
frequent and more realistic
training and by imposing
stricter controls on crews.
I believe that such a simplistic view
misses the point and is fundamentally
wrong. Certainly the ‘human aspect’
needs to be addressed – but only as part
of the overall system. When we find
pilots with 5,000 hours and 10 years’
experience having pilot-error accidents,
it is surely time to look at the aircraft and
the tasks that we are asking those human
aircrews to perform.
When an aircraft crashes and humanerror is attributed as the cause, often
factors that are completely intolerant of
less-than-perfect human performance
are ignored, factors such as an aircraft’s
inherently poor controllability or a truly
adverse operating environment. Call it
human error if you wish, but I suggest
it is actually somewhat ‘normal’, and I
64
t h e la s t w o r d
believe that we can only get so far by
working on the human. It is time to
look closely at the machines and the
airways systems to find ways of reducing
opportunities therein for human-error to
occur.
Here is an experiment to illustrate my
point. Stand in the middle of a large room
with a bucket of tennis balls and try to
throw the balls, one at a time, through
the half-open window in the far wall.
Count the number of times you ‘miss’ the
window. This is the human-error rate for
the task. Now move further away to the
far side of the room – or close the window
further – and see how your performance
of successful (through-the-window
throws) drops off; the pilot-error rate
increases. Move very close to the window
or open it completely, and the pilot-error
rate drops dramatically. If the ball and
window experiment seems simplistic,
just try a night EMS mission in the rain
– where not only is the window narrower
and much further away, but you have to
wear dark glasses as well!
Methods and tools exist today
– some involving proven technology
demonstrated in helicopters as long as
ten years ago, that can make the tasks of
piloting and controlling helicopters easier.
The easier their tasks, the less prone are
pilots to err, and the lower will be the
accident rate. Here are three of them:
1. Here now – EGPWS
Already in existence and available
immediately, EGPWS (Enhanced Ground
Proximity Warning Systems), which
incorporates a coloured map and a set of
warnings, can practically eliminate CFIT
and should be made mandatory for all
night operations.
An EGPWS costs US$50,000, but with
a fatal accident statistically costed at
US$50 million, its use in preventing just
ONE helicopter accident would pay for
an EGPWS in every civil helicopter on a
continent! As the saying goes, “Pay me
now – or pay me later!”
2. Ready In Two Years – Helicopterspecific airways and approaches
We continue to fly hand-me-down
airplane routes with no approaches
to heliports because civil authorities
either can’t settle on approval criteria,
or they can’t seem to find the money to
pay controllers to talk to us. As a result,
operational helicopters fly UNDER cloud
– unable to enter it to do their jobs! Talk
about Catch-22 – a ‘requirement’ to scudrun, endorsed by every regulator who
won’t approve a helicopter procedure.
Eight years ago, I was flying hundreds
of instrument approaches to a hover at a
heliport, using a last-generation autopilot,
an enhanced GPS and a simple FMS-based
decelerating approach. Why don’t we
have them now? A FAA official told me at
Heli-Expo that, “Nobody ever asked us for
them!” Within 18 months we could have
WAAS-based low-altitude airways with
approaches to rigs and heliports – if we
demand them!
3. Ready in Five Years – Fly-by-Wire
control systems.
Fly-by-Wire is more than just
‘computer control.’ FBW allows us to
‘tune’ a helicopter to fly like a ‘57 Chevy
or like a B-52. It negates the need to hire
skilled young people with an ability
to balance the controls to maintain
a tenth of a degree of attitude while
simultaneously co-ordinating ground
speed and hover-height. Think of a Doppler
SAR approach but with a stick that lets
you fly precisely while it auto-hovers.
A decade ago I flew the Shadow
research-helicopter fitted with a velocityand-position-hold control-system that
totally eliminated the need for visual
judgement of altitude and speed. With
this system, even non-pilots would be
able to fly precision hover and landing
tasks within a few minutes of entering
a cockpit. Such a system should all-but
eliminate white-out/brown-out accidents
and would make night rig-landings a
piece of cake where you would drive up
to the rig, reach zero-speed over the pad,
and then lower the collective to land.
The only difference between
instrument flight and visual flight
would be the view outside the windows.
If desired, the radar altimeter could
be linked to the collective and an
obstruction sensor to the cyclic, resulting
in an aircraft that could not be flown into
the ground, any more than a car could be
driven into the wall at the car wash!
What about cost and weight penalty?
There is none! FBW is cheaper and lighter
than mechanical controls; just as LCD
cockpit displays have made mechanical
gauges obsolete, FBW should be the
control standard for the future.
Summary
Given the choice and a blank piece
of paper, what would I change about the
machine/operational system/air traffic
system? As a test pilot, I would start with
the machine. I think perhaps the worst
kind of pilot-error is that of pilots just
accepting what they are given without
insisting it be made better! n