Issue 38 - Heliops

2 0 0 6
A P R I L
THE MAGAZINE FOR THE CIVIL HELICOPTER INDUSTRY
I S S U E
3 8
I N T E R N A T I O N A L
– A comparison test
ISSUE 38
C O N T E N T S
22
32
42
50
cover shot by ned dawson
The S-61 – Wildfire’s Formidable FOE
Able to carry up to 18 fire fighters and within
minutes be reconfigured to drop 850 gallons
of water, the Arroyo Grande-based S-61
and its crew is proving to be a formidable
fire fighting team.
24
Celebrating Olympic Helos
HeliOps looks at the un-sung heroes of the 2006
Winter Olympics – the helos and pilots that
worked tirelessly in the background to
safeguard competitors and spectators alike,
and helped make the Games a success.
r e g u l a r
f e a tu r es
34
THE THREE SINGLES
From the Editor
3
The Agusta A119 Koala, Bell 407 and Eurocopter
New Products and Services
5
single-engine, light helicopter market. HeliOps
HeliOps Subscription Form
10
Personal Profile – Mike Smith
15
European Connection – Human
Factors Training Course
17
Legal Counsel 19
Flight Dynamics – Test Flying 21
AS350 B3 Squirrel form the foundation of the
recently had the opportunity to fly and
compare these three top helicopters.
42
SAFETY FEATURE: Wirestrikes
Operating in wire-infested environments does
not have to be a risky business, provided that
crews develop and adhere to a set of simple
‘awarenesses.’ BOB FEERST investigates
what can be done to mitigate the risks. 52
RUSSIAN TO THE RESCUE
The Mi-8’s mighty muscle was called on to
Flight Simulation– PC-Based
Flight Simulation
23
The Last Word – Innovation
64
evacuate five Department of Conservation
workers trapped on Raoul Island – an isolated
volcano 587nm from New Zealand – which
erupted suddenly in March, killing one worker.
ROB NEIL reports. 59
f r o m t h e e d ito r
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
PH ONE: + 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.
No one denies that
technology in aviation
is moving ahead at an
incredible rate, particularly its
applications in the military
and in the airline industry.
Yet for some reason, the
helicopter industry has been slow to
embrace technology, especially in the IFR
arena (see Nick Lappos’ comments in his
Last Word column this issue). Many of his
comments regarding heliport approaches
and departures reflect my own views
on the poor advancement of heliports
in the Western World. Those who have
read my past comments about such
development will be familiar with my
dissatisfaction with political, bureaucratic
and industry failings in establishing
heliports. Equally deplorable is the failure
by regulators to support the development
of systems enabling helicopter-specific IFR
approaches and departures into heliports
and airfields.
Regulators seem – inexplicably – to
almost discourage innovation, even when
it offers demonstrable commercial or
safety benefits, such as is the case in
Australia where the regulatory authority
continues to drag its heels over the
introduction of NVG, despite (or is it
because of?) a significant push by industry
for their introduction.
Governments, as Nick points out,
are not good innovators, but they
should create environments where
innovation can flourish – and encourage
it to happen. They should establish
protocols to ‘fast-track’ acceptance of
innovative ideas or technology that has
the potential to improve the industry
and/or increase safety. Unfortunately,
far too many bureaucrats in regulatory
bodies are out of touch with the industry,
with technology and with modern safety
research. A more open-minded and
constructive regulatory environment
is urgently needed, especially in the
helicopter industry.
On the subject of innovation – Helitech!
Following last year’s successful event in
the UK, Helitech is coming to Continental
Europe. Spearhead Exhibitions and the
indomitable Sue Bradshaw have been
responsible for building the UK Show to a
level of credibility and industry acceptance
second only to Heli Expo, and now this
year, for the first time Helitech will be
held outside the UK – at Cuatro Vientos
airfield, just five miles from Madrid’s
heart, from 3-5 October. The Madrid show
is geographically well-placed to attract
exhibitors, and operators should make an
effort to find the extra money to attend
and support this show.
In his article about wire strike
accidents in this issue, recognized expert
Bob Feerst talks about the ‘culture’
developed by professional power line
patrol crews to avoid the hazards and
manage the dangers associated with lowlevel flight. It is interesting that Bob raises
‘culture’ in his article, as it is ‘culture’ that
essentially determines how successfully
companies operate.
Best described as a body of learned
and shared behaviours common to a
given human grouping, ‘culture’ shapes
behaviour and consciousness within
an organization from generation to
generation; it is essentially a top-down
phenomenon in which management
shapes the principles and values that
an organization adopts including the
development of its ‘safety culture’. It is
this ‘culture’, I believe, that is the crux of
how well and safely a helicopter company
or organization works.
Much effort is focussed on using
technology to solve safety issues but
helicopter operations still depend greatly
upon the skill, knowledge, attitude – and
culture – of pilots and operators. There
must be acknowledgement that EMS, law
enforcement, agricultural, offshore oil
support and power line sectors all display
certain unique cultural characteristics, and
companies within those sectors have their
own unique sub-cultures.
For any company to develop a safety
culture it must find programs and tools
appropriate to its operations and a ‘onesize-fits-all’ approach certainly does not
work. Companies need to think carefully
about how programs and tools such as
CRM and risk management are developed
and used within their organizations.
Otherwise, they are wasting time, effort,
and money.
In striving to make sure HeliOps
stays relevant to the industry, we are
introducing more expert columns. In
this issue we welcome Jordan Moore
and his column on flight simulation.
As simulation at all levels continues to
develop, it continually proves its benefits
in improving safety.
Once, again, safe flying and enjoy more
of HeliOps’ feast of news, features and
information. n
3
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new p r o d ucts a n d se r vices
Virtual Basket
Soon after the completion
of the world’s only virtual
Winching Simulator, part
of its established Voice
Marshalling Simulator, Virtalis
is now collaborating with
Heli-Basket manufacturer,
Precision Lift. Virtalis’
system, which was originally
developed for the RAF by its
subsidiary VP Defense, has
recently been made into a
portable product so it can be
used by more organizations
and companies, and by
incorporating training for the
Heli-Basket, its usefulness
will increase.
A109 Float System
and Life Rafts
Dart has received FAA
approval for its emergency
float and life raft system for
the Agusta A109E. The Apical
Industries system consists
of four cylindrical floats
and reservoir installation
assemblies and, optionally,
two integrated six-man life
rafts. The system is designed
to interface with Agusta
structural and electrical float
provisions. Both the floats
and life rafts are electrically
deployed from the cockpit.
Additionally, the aft floats
are specifically designed
to reduce the chance of
a tail rotor strike during
autorotation water landing.
Keystone STCs
for S-92
An Epic Design
Heli-Dyne recently certified its new EPIC (Emergency Patient
In-flight Care) series advanced air medical interior for the
EC135. The EPIC was designed to meet all requirements of
FAR27.561 and FAR29.561 for High G Emergency Landing
loads. The EPIC cot is built using hard-anodized aircraftgrade aluminium tubing to provide strength and rigidity in
a lightweight design. The coating eliminates abrasion and
Keystone Helicopter has
FAA certification on 12 STCs
for an array of equipment
and accessories for the
S-92. Included in the STCs
are a nine-seat executive
interior, new user-friendly
handrail system, and
an executive lavatory
installation. These are the
first of many new products
Keystone plans for the S-92.
Other equipment earning
STCs includes improved
cabin aisle lighting, baggage
retention system, voice
checklist management
system, universal cockpit
display with electronic chart
database, JetMap II system,
machined replacement midcabin floor panel with a
flexible track system, gooseneck lighting, and cockpit sun
visor system.
oxidation and ensures quick and easy decontamination.
This exclusive design is FAA certified to allow the transport
of medical equipment, such as the isollete, weighing up to
300 lb. Heli-Dyne says that this is a first in the aero-medical
industry. The roll-in loading system with actuated folding-leg
design, along with other standard features including onehand release fold-down side rails for use in restricted space,
and lift-assist pneumatic backrest approved for all phases
of flight, support actual one-person operation and free the
Helicopter Art
The Art of Design (TAOD)
has partnered with Enstrom
to showcase a unique
paint scheme on an F-28.
TAOD produces some of the
most original and award-
medical staff to perform life-saving tasks.
winning paint designs in the
Another feature is the loading ramp. This ramp was designed
industry and is well known
to improve the ease of loading an occupied stretcher and
for its creative and unique
fits into the standard seat rails. It can quickly and easily be
designs on aircraft, boats,
pulled out for use in loading, and pushed back into place
motorcycles, and luxury
after the litter locks into location.
motor coaches.
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
new p r o d ucts a n d se r vices
Blue Sky for
20-Strong Fleet
EC145 EMS
Interior
Go Helitrans of Manvel, Tx,
has chosen Blue Sky’s satellite
tracking and voice system
for its entire fleet of 20 206B
and 206Ls. Using Blue Sky’s
SkyRouter, Go Helitrans is also
able to offer its own customers
the opportunity to track their
contracted helicopters from
the customer’s own desktop
over the Internet. Go Helitrans
has deployed Blue Sky’s
D1000C terminal and ACH1000
advanced control head. The
products give Go Helitrans a
complete tracking, messaging,
and voice solution that allows
them to manage and easily
communicate with all their
aviation assets. Using these
products, the company can
send and receive short code
messages between its fleet
of helicopters and ground
personnel, in addition to
checking aircraft position
reports.
Aerolite has a new STC for
the 145 interior that provides
for a two-patient capable
staggered configuration with,
according to the company,
excellent access to both
patients. Each patient has a
caregiver at their head and
side and each caregiver has
access to the airway of one
patient and the IV lines of the
other patient. The primary
patient is on the right side
of the aircraft which results
in the patient’s arm perfectly
oriented, by height and angle,
Analyzer Approved
for the ARRIEL 2B
in the lap of the primary
Turbomeca has issued a Service Information Letter (SIL)
also has a reversible and
approving the ACES Systems Viper 4040 Analyzer to perform
sliding caregiver seat in the
vibration analysis on the ARRIEL 2B engine. In compliance
co-pilot position. This allows
with the Turbomeca Engine Maintenance Manuals for the
a forward-looking position
ARRIEL 2B, service centers can now use the Viper 4040 to
as well as access to the cabin
collect tracked vibration data on the engine.
when a patient is on board.
caregiver for starting and
maintaining IVs. The interior
new p r o d ucts a n d se r vices
....and For the 412
Blue Sky for
Google Earth
Blue Sky is integrating its interactive
Web portal, SkyRouter with Google
Earth. The new capability provides
users with a detailed satellite image
overlaid with a 3-D view of an asset’s
track. Integration of the Google’s
mapping system now enables users
on the ground to track flights, as well
as examine past flights for detailed
analysis. SkyRouter provides a visual
representation of each past journey,
making it easy to compare and
contrast flights. This is especially
important when comparing the
history of several trips. Additionally,
analyzing past flights in Google
Earth can be a tremendous benefit
for operators. For example, pipe and
power line controllers can see exact
paths, altitudes, and speeds for a
specific flight, and operators can
analyze incident reports (natural
disasters, EMS sites, etc).
407 Fast Rope
Aeronautical Accessories has
announced an STC for a Bell 407
Fast Rope System. The Aeronautical
Accessories Fast Rope Kit is designed
to support a fast rope attached to two
opposing telescopic tube assemblies.
The Fast Rope Kit is capable of
handling a 300 lb load per side,
either individually or simultaneously,
while maintaining the aircraft center
of gravity limits. The telescoping
tubes can be retracted to allow
normal operation of the aircraft with
the doors closed and then easily
extended while in flight for external
deployment of the load. Each tube
assembly houses a manual springloaded plunger to securely lock the
telescoping tube in either the fully
extended or retracted positions. The
internal beam roof-mounted hardware
and structure allows easy pin-up or
quick removal of the Fast Rope Kit.
Dart has also introduced a life raft alternative for 412s currently operating with OEM
emergency floats. The Apical Industries FAA approved Replacement Mid-Float with Life
Raft Kit integrates into the OEM system and offers the advantage of an externally mounted
life raft. The Apical system includes the patented externally mounted life raft system
integrated in the mid-float. The system is the lightest available system of its type, weighing
only 143 lb, a 104 lb saving when compared to jettison life raft systems. Each mid-float
incorporates a twin tube full canopy reversible ten-man life raft (with 15-man overload) and
survival kit. The supplied inflation system for the life rafts attaches to existing
aircraft fittings and is activated either mechanically from the cockpit or by two externally
mounted T-handles.
2 0 0 6
A P R I L
I N T E R N A T I O N A L
THE MAGAZINE FOR THE CIVIL HELICOPTER INDUSTRY
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The
Burj-Al-Arab
Experience
The
In
the
New Era
EYE of the
AFTERMATH
in Zambia
The first word on
Change
of guard
in
K A T R I N A
DAWN of a
the
GOM
new products,
new deliveries and
happenings in the civil
helicopter industry.
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civi l
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in d ust r y
new p r o d ucts a n d se r vices
More NVG for EMS
Oscar Bernardi
Air St Luke’s and Idaho Helicopters Inc., St. Luke’s aviation provider, were approved by the
FAA to begin using the night vision equipment after the entire flight team of pilots and
medical crews completed flight training in February. Modifications needed to the aircraft
for compatibility with NVG technology as well as classroom training for the pilots and staff
were completed by Aviation Specialties – a local Boise company specializing in night vision
systems.
Sim Shift
In order to be closer to the high
concentration of S-76 operators in
the North Eastern United States,
CAE SimuFlite is relocating its S76 simulator from Dallas to its new
‘state-of-the-art’ training center near
Morristown, NJ. When training begins,
the simulator will alternate between
the C+ and the B models and will be
the only Level-D simulator to feature
full size chin windows. Meanwhile,
the Middle East’s first 412 full-flight
simulator, built by CAE and installed at
the Emirates-CAE Flight Training facility
in Dubai, has recently been qualified to
Level D and is ready for training.
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
BO105 Aftermarket
Dart is providing an expanded line
of BO105 products. Thirteen new
aftermarket products have been
developed from the experience of
offshore and EMS operators. New
items include the following STC’d kits:
• Cargo Quick Release Pin for the
rear clamshell doors.
• Replacement Fuel Cells
• Airframe Fuel Filter
• Fuel Pressure Transducer
• Improved Fuel Transfer System
• Positive Indication of #1 Hydraulic
System Failure
• Kevlar® Interiors for Cabin and
Cargo Area
• Linear Actuator
• Manual Bleed Air Anti-Ice System
• Low Fuel Audio Warning Horn
System
• Oil Cooler Fairing
• Several New Seating Solutions
• Shoulder Harnesses for Aft
Passenger Seat.
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
EC135 Takes Off
Eurocopter has certified an increased
take-off weight of 2,910 kg (from formerly
2,835 kg). LBA/EASA certification was
granted in February. Deliveries will
start in September. The new variant is
designated EC 135 T2i or P2i.
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
11
new p r o d ucts
Moving Map
Flight Display Systems has introduced a
Helicopter Moving Map product.
According to the company, some of its
customers have been using the fixed-wing
version of its Flight Display Moving
Map on their helicopters. The company
decided to introduce a dedicated
product package for helicopter in-flight
entertainment. Now passengers can
follow the route of flight as they approach
a city or business facility. Passengers for
any type of helicopter are provided with
real-time flight information, location,
air speed, altitude, and nearby cities
and roads in a convenient cabin display.
Avionics shops can customize the
location database to include custom
waypoints, such as downtown
helipads or rural factories of the
customer. Company logos and Welcome
Aboard screens are included at no
additional charge.
The Helicopter Moving Map is
powered by Windows XP Embedded
operating system software with a
worldwide topographic map database. The
small computer features fixed flash disk
drives with no moving parts, eliminating
over-heating issues and vibration
concerns. With a weight of just 2.2 lb
(1 kg), the Helicopter Moving Map
from Flight Display Systems was
designed with compact, rugged
environments in mind.
Z15 – A Joint Venture
After introducing the Z9 helicopter
production patent and jointly
developing the EC120, the Harbin Aviation
Industry Group (Hahang Group) has
started its third cooperation project on
complete helicopter development with
Eurocopter. The two companies have
decided to shoulder 50 percent of the
Powerline
Detection System
Protection you can hear.
One of the greatest hazards in helicopter operations is powerline
strikes. Our system senses the electromagnetic field emitted by
powerlines, and
provides a unique,
auditory alert in the
pilot’s headset.
Pilots literally
“hear” their
proximity to
powerline hazards.
The result is the
potential for
reducing powerline
strike accidents and
loss of life.
Exceedance
Warning System
Operating limits you can feel.
Exceeding operating limits causes premature component failure,
higher operating costs and accidents. Our solution is a tactile
feedback alert. When operating limits are approached or exceeded,
a collective shaker
delivers a unique
warning. Pilots
actually “feel” their
way around the
helicopter’s operating
envelope. The
benefits are safer
operations, less
maintenance
downtime, and lower
operating costs.
investment each to jointly design and
develop an advanced medium-sized
six-ton civil helicopter called the Z15.
They will build two assembly lines, one
in Harbin and the other in France, to
produce the helicopter which will be sold
on the global market.
(914) 946-9500 www.safeflight.com
Pioneering Safety and Performance Since 1946
( cheezy car air freshner optional )
Attacking fires this season?
Putting out a fire requires the right accessory ...
Before attacking the fire season, make sure you have the
right accessories on your aircraft
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
p e r son a l p r o f i l e
Mike Smith
Wellesbourne, UK
Running a helicopter
school and a Robinson
dealership in the UK is
quite a contrast from being
a commander out in the
jungle – Mike Smith has
been there and done it
all, with a flying career
spanning over 48 years.
my basic training I heard they were short
of helicopter pilots for their new specialist
pilot scheme. I really wanted to be a jet
jockey, but after three years they told me
if I stuck with helicopters I could become
an instructor. I decided not to go back to
fixed wing!
WHAT KIND OF MISSIONS DID YOU FLY
IN THE NAVY?
Three front line squadrons on aircraft
carriers – the first flying a Whirlwind,
and the second, a Wessex. Both were
anti-submarine. The third was my most
exciting commission as it was in Borneo.
I was a flight commander based in the
jungle which was really good fun. I left
the Navy in 1966.
HOW MANY HOURS DO YOU HAVE
AND ON WHICH TYPES?
Just over 24,000 hours total time with
23,000 on helicopters. I don’t really
remember how many types, but I’ve flown
most light helicopters.
DO YOU HAVE A FAVOURITE TYPE?
Not really, but if I had to choose it would
be the Hughes 500D. I think it’s the purest,
most maneuverable helicopter and it’s
been around for a long time. It was built
to the highest engineering standards for
lightness and speed.
WHICH KINDS OF FLYING HAVE YOU
DONE OVER THE YEARS?
Pretty well everything you can do – except
for crop spraying! I’ve never been a crop
spraying pilot as I always consider that’s a
definite accident waiting to happen!
WHEN DID YOU START UP ON YOUR OWN?
I formed HeliAir in 1983, initially as a
vehicle to enable me to become a freelance
instructor. I later took the opportunity
to start a little school, which I ran with
my son.
WHEN DID YOU START FLYING AND
HOW DID YOU GET INTO IT?
I left school in 1956 and avoided national
service by becoming an article clerk to a
solicitor. It was the most terribly boring
thing I ever did in my life! I started to
regret not going into the services, so
I went along, snuck in through a back
door and found the admiral in charge
of recruiting. He was so impressed that
I’d managed to get past security that he
helped me get into the Fleet Arm. After
HAS YOUR ROLE IN THE COMPANY
CHANGED AT ALL?
I was always happy as a pilot, instructor
and examiner, but I suppose one could
say that my wife, being a little ambitious,
talked me into becoming a businessman
too! We took on the Robinson dealership
and since 1997 have sold 298 new
machines.
WHAT HAS BEEN THE GREATEST MOMENT
OF YOUR CAREER?
A lot of satisfaction came out of our trip to
the North Pole. We had been trying for the
Round the World record, but the record-
holder objected to our application on the
basis we couldn’t prove we’d traversed
all the meridians. We had a video record
on the GPS, but unfortunately it ceased
working at one stage of the flight. We
weren’t too upset that we didn’t get the
official record though – we knew we’d
done it and our ‘unofficial’ record was 13
days, 14 hours and 40 minutes.
HAVE YOU HAD ANY CLOSE CALLS?
Once, in the Navy, we were returning
towards Culdrose in Cornwall following
a night exercise at sea. We could see
the lights of Falmouth in the distance.
Suddenly I noticed the white horses on the
surface of the water, and at the same time
the other pilot saw the radio altimeter low
proximity light, which came on at 30 ft.
We both grabbed the controls at once, and
pulled into a climb. I don’t know how close
we were to the water but it must have
only been a few feet. It turned out we had
engaged the autopilot without the altitude
channel in – we had been in a long steady
stabilized descent without realizing it.
It’s not to my credit that it happened, but
very much to my relief that I’m still here
to tell the story!
WHAT ARE YOUR VIEWS ON THE UK
HELICOPTER INDUSTRY?
I think it’s grossly over-rated! I feel quite
badly about the way the industry is
regulated – it dulls people’s imagination
and prevents them having the time to
apply common sense – they’re too busy
sticking to the minimum requirements. It
also makes things hugely more expensive
when things have to be certified, regulated
and processed so many times.
HOW WOULD YOU COMPARE YOUNG
PILOTS OF TODAY WITH THOSE WHO WERE
STARTING OUT WHEN YOU DID?
In my opinion they continue to get better
and better - I wouldn’t fall into the trap
of saying “they’re not like they used to be
in the old days” – it’s actually the reverse.
They are undoubtedly increasingly more
intelligent and free-spirited. They do come
up against more difficult barriers these
days, so I feel sorry for them in a way.
WHAT ADVICE WOULD YOU GIVE THOSE
TRYING TO GET INTO THE INDUSTRY?
Start young and learn to be very
disciplined. It’s actually a very tough job
– you’ve got to guard against complacency
and so on. Helicopter flying is probably
the most exciting type of flying – not
always rewarding, but if it’s what you like
doing, go for it. n
15
Helitech:06
www.helitech.co.uk
Helitech launches in Madrid...
3rd - 5th October 2006 Cuatro Vientos, Madrid, Spain
100% Helicopters
For further information and
to book your space contact:
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Patron:
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Tel: +44 (0) 20 8439 8894
Fax: +44 (0) 20 8439 8895
www.helitech.co.uk
by andrew healey
eu r o p e a n connection
All operators have to complete one,
registered helicopters.” However, he
but the level and depth of the training
says that, to date, overseas take-up
varies with the size of the operation.
has been patchy. “Transport Canada
Airlines need their particular training
is quite enthused about its benefits
needs analyzed and tailored in advance,
and encourages its operators, but
but staff of most general aviation
some administrations appear slower
businesses will require the initial
to appreciate the significance of the
awareness course followed by biennial
mandatory nature of this training.”
continuation training.
(Wherever possible, EASA airworthiness
Human factors or, more bluntly,
human failings affect us all by definition.
regulations are framed to mirror those
from the US FAA, for example.)
HUMAN FACTORS
We’re more familiar with their effect
EASA is starting to flex its muscles.
Any European operator that fails to put
TRAINING COURSE
as ‘Murphy’s Law’ which, if you need
reminding, basically says that anything
its engineers through the training runs
that can go wrong will go wrong. We all
the risk of being picked out at its next
accept that this happens from time-to-
JAR145 inspection. Three months warning
By September 28 this
time and the training is geared to making
and then the agency can invoke wide-
sure that the tendency for it to kick-in is
ranging powers to restrict operations.
year, every European
as low as possible.
air operator should be
uses the same material as CRM does
pressurized engineers are as prone to
for flight crew, deals with the history
poor judgement calls as are pilots. They
of human and mechanical causal
may not need to make the split-second
EASA requirement;
factors in incidents, and identifies the
decisions in the air but the consequences
principal areas of risk. It explains how
can be every bit as far-reaching.
their entire engineering
to introduce checks and balances, how
work force must have
to set up an error management program
(currently unrestricted) working hours
and, ultimately, how to introduce an all-
have an effect on his or her decision-
embracing ‘safety culture’. It claims that,
making process. The trick is to know you
rather than being just another drain on
are at that point before you start making
resources, investing in such a culture can
mistakes, and that is where the training
bring dramatic returns.
comes in. n
complying with a new
attended a one-day
human factors (HF)
training course.
The HF program, which broadly
The new requirement is a regulator’s
first acknowledgement that tired or
Every engineer will be aware that long
Now you may either roll your eyes
at the sight of yet another product
of the all-pervading nanny state, or
instinctively see it as something worth
doing. It doesn’t matter because, such is
life, you have to do it anyway. And UKbased trainer (and licensed engineer)
Chris Watkins says you don’t have long.
“External seminars are available but
sending everyone to attend them is
expensive and can disrupt a busy JAR145
operation. The alternative is to bring the
training on-site, after a suitable program
has been developed with your own QA
department. There isn’t much time to
start the ball rolling and only a limited
number of organizations can offer the
training.”
“There is an international aspect
to this as well,” says Watkins. “Part 145
organizations based anywhere will
need to comply if they want to continue
repairing or overhauling European-
The new requirement
is a regulator’s first
acknowledgement that
tired or pressurized
engineers are as prone
to poor judgement calls
as are pilots.
17
by robert van de vuurst
L E GAL C O U N seL
You may have been in this situation
can, if possible, go get your aircraft before
before – customer/friend/HAI drinking
the vultures start circling.
buddy calls up and needs to lease an
aircraft for a few months to fill a gap.
3. Aircraft return. If you’re taking a
“Sure,” you say, and reach into your desk
helicopter off your certificate, and leasing
drawer, pull out the old form lease that
it to someone who will put it on theirs,
you’ve used for years, and start changing
and especially in situations where the
out the names, aircraft descriptions, and
aircraft is going overseas, don’t forget to
payment amounts. You figure that you’ve
provide that, upon return, the aircraft has
used this form for years and nothing bad
to be in whatever condition is demanded
has happened, so why fix something that
by your certificate such that you can
just when you
isn’t broken?
immediately commence revenue flights.
THOUGHT YOU
some finer points that might not be
lessors were AOG for months, and spent
covered in your trusty old form and that
hundreds of thousands of dollars,
KNEW EVERYTHING
you should consider. While the topics
to get an aircraft in the right shape after
THERE IS TO
in this column are by no means all-
it came back.
encompassing, they do represent some
KNOW ABOUT
HELICOPTER LEASES
That’s all well and good, but there’s
I’ve heard of nightmare scenarios where
And if the aircraft isn’t returned in the
issues that have arisen in other lease
correct condition? Then the lease should
transactions and, as a result of getting
provide that the lease payments continue,
burned, forced some lessors to modify
even after the term has expired, until
their forms. Consider the following:
the aircraft is returned to the mandated
condition.
1. Capetown Convention. I discussed this
Here’s another item that most people
in the last issue (March 2006), but I can’t
don’t think about. Fuel. The last time
emphasize it enough - Capetown is here
I looked it was costing around $1,000 to fill
and you need to deal with it in your leases,
up a S-76, and that’s not chump change
especially since if Capetown applies, it
by anyone’s standards. Instead of your
can trump the law that would normally
aircraft being flown in on vapors, why not
apply in your jurisdiction. As such, if your
require full fuel?
lease is subject to the treaty and you don’t
Once again, these are just a few of the
register it in the database, you’re playing
many issues that should be considered
with fire. Put some language in the lease
when leasing your aircraft. Some might
to the effect that the lessee must register
consider them ‘picky’, but picky issues
with the international database and
have saved (and tortured) many a lessor
cooperate with recording the lease and
over the years. Don’t forget that in most
your ownership interest in the aircraft.
situations you will live or die by what’s
in your lease, so take the time to get
2. Default provisions. If the lessee doesn’t
your forms reviewed by counsel on a
pay, its in default, right? But what about
regular basis. n
‘cure’ periods? A lot of forms that I’ve seen
have standard ‘cure’ language in them
which basically say that the lessee isn’t
in default until it gets written notice
from the lessor, after which it’ll have ‘x’
number of days to fix the problem. But
why in the world should you let somebody
* The discussions in this column
are the opinion of the writer only,
and may not be relied upon as legal
advice without the expressed written
permission of the author.
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
law firm in south central United States, with
over 450 attorneys practicing in 10 offices in the
cure a payment breach? Giving them 15
US and one in Beijing, China. Van de Vuurst is
days to fix a maintenance problem is
a 1986 graduate of the University of Memphis
one thing, but if they’re not paying you
School of Law, and has concentrated his practice
then they’re probably not paying their
on aviation law, with an emphasis on helicopters
other creditors either, which means
that a bankruptcy (and a LOT of Maalox
moments for you) may not be far off.
and other rotor-wing activities since 1988.
In particular, he has extensive experience in
aircraft transactions, sales, leases (domestic
and international), securitizations, mergers and
Payment breaches should be an immediate
acquisitions, and FAA regulatory matters. He can
and without notice default so that you
be reached at rvandevuurst@bakerdonelson.com.
19
by mott stanchfield
GETTING IT RIGHT
Successful test flying
is less about heroics
and drama than it
is about meticulous
planning and
preparation as Mott
Stanchfield explains.
My career as a helicopter test pilot
began when I was fortunate enough to
meet a Hiller representative in Miami,
where I lived at the time. Three weeks
after our meeting – when we just
discussed general aviation – I received a
letter from the Hiller factory asking me
if I was interested in interviewing for a
position as a production test pilot with
their flight department.
I was accepted into the company as
a junior production test pilot and began
flying with a senior production test pilot
who introduced me to the rules and
procedures required to bring an aircraft to
acceptance standard.
The first lessons of my indoctrination
were simple; listen, watch and be quiet!
However, after three exhaustive weeks
of making multiple flights per day
and learning to identify and write up
‘squawks’ for corrective action, I became a
production test pilot.
During my first 18 months’ of
production test flying, I also worked
closely with the engineering department
focusing on aerodynamics and with the
vibratory section, focusing on stress
analysis which resulted in my achieving
‘big bucks and a parachute’ with an
elevation to ‘experimental test pilot’ status.
Armed with strong credentials I moved
to Enstrom as their chief pilot tasked
with developing and flight certifying the
f l i g h t d y n a m ics
F-28 series helicopter in the wake of the
unfortunate loss of the type’s prototype
and its pilot.
Enstrom’s initial design incorporated
a rigid-in-plane, free-to-flap rotor system
that proved beyond the company’s
financial capabilities to perfect. The
rotor was completely unstable at
certain flapping angles which imposed
unsustainable structural loads on the
control system.
Having experienced rotor divergence
myself – rotor divergence being instability
resulting from the rate of change of
aerodynamic forces exceeding that of
elastic restoring forces – I can attest
to the ugliness of the condition; to my
knowledge, no one has ever survived a
major divergent rotor in flight!
In my case I was forced to land without
the benefit of longitudinal cyclic control,
having lost this in flight. After landing,
each of the main rotor blades was bent
40 inches in the direction of the plane of
rotation, at the 18 percent position from
the blade retention end; in short, the rotor
was a mess and a measure of good fortune
must have accompanied my experience,
knowledgeable assessment and prompt
action to enable a safe recovery.
Prudent test pilots will examine every
possible aspect of engineering test flight
programmes ahead of actual flight in
order to understand the likely nature
of potential problems and to determine
the most effective (probable) methods
of recovery should abnormal conditions
arise – paying particular attention to
avoid flight conditions that might lead to
known (or predicted) adverse conditions
that might become unmanageable. To this
end, for a year (involving 125 flight hours),
I limited my flights to investigating the
onset of divergence and collecting data for
engineering.
Eventually it became evident that
a change was needed and I strongly
recommended a redesign to incorporate
a three-bladed fully-articulated rotor
system – retaining the majority of our
present rotor hub components – with
offset flapping hinges. This necessitated
adding lead/lag hinges and dampers to the
hub and redesigning the skid landing gear
incorporating four dampers to regulate
ground resonance.
Unfortunately, this wasn’t as easy
as it sounded. Engineering wanted to
obtain damping data before designing and
fabricating expensive hydraulic dampers,
so they constructed friction-operated
mechanical dampers for the landing gear
and installed three friction-operated hub
rotor dampers. The system worked rather
well as long as the dampers were kept dry
and the friction levels (and thus break-out
forces) were kept equal.
With the hub and gear dampers
installed and the helicopter tied down
with four equally spaced lines from a
single point on the main rotor drive shaft,
we started the engine and gently engaged
the rotor, slowly increasing speed in ten
rpm increments.
At high rotor rpm one of the frictional
rotor dampers apparently reached its
torsional breakout point early, allowing the
blade to ‘hunt’ and causing the system to
become unbalanced – which gave me the
ride of my life in the ground resonance
that followed. So much for the friction
dampers!
Hydraulic rotor hub and gear dampers
were completed, bench tested and
installed. In preparing for the next flight,
subsequent to a successful tie down test,
I asked the chief engineer why he had
elected to pressurize the landing gear
dampers to 175 psi. His answer that it was,
“Just to keep the dampers extended,” was
not the answer I wanted, but I already had
three options planned.
To keep the ship light for this flight I
flew with only five gallons of fuel and once
the rotor was engaged increased rotor rpm
in increments of ten rpm to determine
rotor behavior. I lifted to a hover and all
went well; the engineers were pleased, and
I chose to land. Serious ground resonance
began as soon as I gently touched down
so I lifted back to a hover and asked
engineering for a solution. After a minute
and with less than two and a half gallons
remaining, I need an immediate solution
but the engineers had nothing to offer.
Having planned for the possibility, I started
laughing, lowered the skids a couple of
inches from the ground, and then briskly
lowered the collective to compress the
dampers into their damping range and
shut down.
While the concept subsequently
evolved into the fine rotor system of today,
the main points to be learned from my
early experience in its development are;
the need to plan ahead; the need to make
thorough assessments (based on careful
planning) and the need to act promptly
and decisively in accordance with a preplanned course of action. n
21
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
by Jordan Moore
f l i g h t si m u l a tio N
In creating a 15,000-member global
PC-Based Flight
Simulation
— Virtually
Re-defining Reality
While nothing will ever
quite replace real life
experience in pilot
training, as the costs
of aircraft hire continue
to increase, new pilots,
as well as qualified
pilots wanting to
improve their skills or
maintain currency – are
increasingly turning
to home, PC-based
flight simulation to
maximize the benefits
of time (and money)
spent in real helicopter
cockpits.
helicopter flight simulation community
(Hovercontrol) I have found there to
be many unfounded preconceptions
regarding PC-based helicopter flight
simulation. Often, new members, many
of whom are helicopter professionals,
are unaware of the advancements in this
area; the technical capabilities of PC-based
simulation are worthy of several in-depth
discussions so, in future articles, I hope to
help readers discover what is available and
how they can use it to their benefit.
Behr Hannah is a typical member
of the Hovercontrol helicopter flight
simulation community; now a CFI for
a helicopter training organization, he
spent three years working and learning
his way through the civilian helicopter
training pipeline. When a friend gave him
a copy of Microsoft’s Flight Simulator,
Hannah had no previous experience with
flight simulation and he had only a basic
working knowledge of personal computers.
Although he was vaguely aware that
Microsoft’s simulation software included
helicopter models, like many pilots, he
incorrectly assumed that the features
would be unrealistic, lack detail and be
‘game-like’. He also assumed the typical
users of such software would be immature
‘teen-gamers’ interested only in flying
arcade-style games.
The reality is that the online
simulation community is a place where
thousands of helicopter enthusiasts
interact with serious aviation professionals
and software developers in a process that
continuously raises the standard and
quality of PC-based helicopter simulation
to the point that it can become a powerful
– as well as accurate and realistic training
tool for professional helicopter pilots.
The online simulation community
also provides for real instructors to work
with real students – in real time – the
benefits of which are obvious! Beyond
the helicopter professional instructor/
student scenario, the ‘enthusiasts’ who
benefit from the experience of helicopter
professionals offer their own contributions
in the form of advice and assistance to
members (like Behr Hannah) who may
have minimal computer knowledge,
enabling them to configure and customize
their own simulators to best effect.
Simulators allow pilots to expand their
knowledge and hone in on such skills
as instrument scan, navaid utilization,
approach procedures and verbal (radio)
communications procedures – all for no
cost and in a stress-free environment
conducive to effective learning.
PC-based simulators are now accurate
and realistic enough to maintain (or
improve) basic flying skills – especially
the important basics of such things as
auto-rotations or power management, so
that as students’ ‘real’ training progresses,
their home PC-based simulators can have
tangible benefits, reducing the ‘expensive’
amount of time otherwise required to
become familiar with such things in
real cockpits. Students who make use
of simulators invariably find it easier to
assimilate instructions and training in the
real world.
Beyond the direct ‘hands-on’
training opportunities offered by online
simulator communities like Hovercontrol,
members are able to share knowledge
about subjects that are not normally
part of routine training – such things
as helicopter aerodynamic theory and
advanced helicopter concepts – so that
they are encouraged to increase their own
knowledge and involvement.
Helicopter CFI Behr Hannah completed
a Hovercontrol Certified Pilot rating at the
same timeas he was finishing his CPL(H);
rather than ‘interfering’ with his ‘real’
helicopter training, the simulator training
– initially undertaken for ‘fun’ – proved to
be the perfect complement and actually
assisted his real training.
Now a qualified CFI in the real world,
Hannah has also become a Hovercontrol
Instructor Pilot and continues to enjoy the
transfer of skills between his simulation
and real-world experience. Personal
experience has dispelled Hannah’s onetime negative assumptions about PC-based
simulation to the extent that he now
believes as many helicopter professionals
as possible should become involved. He
is thankful that he didn’t overlook such a
capable tool and his only regret is that he
didn’t find the helicopter flight simulation
community sooner! n
Jordan Moore is the founder of Hovercontrol.
com – the largest helicopter flight simulation
community in the world with over 15,000
members. He is an experienced helicopter
flight simulation developer and an advocate for
the use of accurate PC-based helicopter flight
simulation within the industry for a variety of
training, marketing, and operational purposes.
23
C O V E R F E AT U R E
The S-61
– Wildfire’s
Formidable foe
Able to carry up to 18 fire fighters to a fire, and within minutes be
reconfigured to drop 850 gallons of water, the Arroyo Grande-based S-61
and its crew is proving to be a formidable fire fighting team.
story and PHOTOS by ned dawson
top left: All team members are firmly
attached to the aircraft when making
their way to the rappel door.
top right: Program Manager Ted Mathieson
oversees a ‘hook-up’.
above left: Leaning back allows
the fire fighter to safely clear the steps
once he commits to the rappel.
above MIDDLE: The fire fighter is watched all the
way to the ground. This ensures that if something
does happen the response is instantaneous.
above right: The hoist wire is always kept far
enough away from the side of the helicopter to
ensure that no fraying of the wire occurs, which
could comprise the safety of the fire fighters.
26
The Los Padres National Forest
covers nearly 1.95 million acres (7,890 km)
of central California’s scenic coast and
mountains. Stretching almost 220 miles
from north to south and up to about 75
miles wide, its vegetation ranges from
a semi-desert interior to thick redwood
forests on the coast, and altitudes from
sea level along the coast to 8,000 ft in the
mountains. The vegetation is primarily
chaparral (68 percent) and forested
lands (30 percent). The forested land
includes mixed evergreen forests, oak
woodland, pinyon-juniper woodland, and
conifer forest. Management of chaparral
vegetation uses prescribed burning and
wildfire suppression.
Los Padres serves an enormous and
diverse population including people
living in the San Francisco Bay Area,
the greater Los Angeles metropolitan
area, the southern San Joaquin Valley
and the many communities along the
south and central coast. A substantial
portion of the water needs of several
downstream communities comes from
the forest’s water catchments. Because
there are several heavily populated urban
interfacing areas adjacent to the forest
including Monterey-Carmel Valley, San
Luis Obispo, Santa Barbara and Ojai areas,
wildfires can, and do, cause significant
personal and economic losses. In one fire
alone recently, over 700 houses were lost.
The forest also has a valuable cultural
heritage as it is home to a number of
prehistoric and historic Native American
sites, and contains some of the most
extraordinary native rock art to be found
anywhere in the world.
Wildfire air attack not only increases the
speed of emergency response, but can
also be safer, more effective, and less
expensive than traditional ground-based
response.
Wildfire Air Attack
It is here that the United States
Forest Service (USFS) Arroyo Grande
Heli-base forms an essential part of the
forest service’s fire protection strategy
in the park. In service since 1977, the
base started out with a medium-sized
helicopter (a Bell 212) but now aviation
and fire fighters have come together
to form a tightly integrated team using
a heavy (Type 1) helicopter – an S-61
contracted from Pacific Helicopter Air
Tours in Hawaii. Using this machine,
the USFS has developed a capability that
is not only effective but flexible and
economical. Able to deliver up to 18 fire
fighters at a time or to deliver as much
as 850 US gallons (about 3,200 liters) to
a fire, per drop – this is an effective and
economical team. It is also unique in that
Pacific Helicopters, as a Part 135 operator,
Wildfires, which have burned more
than 2.3 million acres of the forest
since 1912, continue to devastate about
25,000 acres annually – most fires being
human-caused, some resulting from
lightning. Fire fighting in the interfacing
area is complicated by limited access
and the presence of buildings and
other structures, and aerial attack is
complicated by an extensive network
of power lines. Much of the forest
is without roads and there are ten
designated wilderness areas comprising
approximately 875,000 acres (about 48
percent) of the forest.
Use of aviation in fire management
is steadily increasing because of its
efficiency and ability to deploy assets
to fires independent of infrastructure.
ABOVE: The S-61 has proven to
be the ideal aircraft and is the
only Type-1 in the USFS fleet
used for rappelling fire fighters
into a specific area.
A Tight Team
“If a serious
problem requires an
immediate fly away,
the observer will
cut the rope. Every
guy is aware of this
possibility, but it has
never happened yet.”
27
above: Although rappelling is undertaken
only a small number of times each season,
training still has to be kept up.
above right: Mike ‘Duck’ McDonald
(Left) and Mike Burns (Right) are two of
the Pacific Helicopters pilots who man the
Arroyo Grande-based S-61.
can carry fire fighters to a scene and then
almost immediately start fighting a fire
with water.
Fire season for the helicopter and
its crews generally runs from June 1 to
November 1, although there have been
times when it has started a month early
or extended to as late as 19 December.
Thirty crew members work a roster that
provides 20 people at the base seven days
Rolls-Royce is pleased to introduce the new Model 250 Fullservice Integrated Rolls-Royce Support Team (FIRST) network.
Developed to ensure that the 4,500 operators of Model 250
powered helicopters and light aircraft around the world receive
www.rolls-royce.com
a week; crews work 40-hour weeks, with
routine days generally running from 9.30
am to 6.00 pm, although in a call out,
off-duty personnel will also come in to
provide full team support. Ted Mathieson,
who is the USFS man at Arroyo Grande,
explains that with its 30 fire fighters,
Arroyo Grande’s is the largest crew in the
nation giving him the potential to attack
multiple fires simultaneously, and with
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
the S-61, a capability to deliver those fire
fighters quickly and safely.
At the start of each day, the fire
fighters check the Daily Mission
Assignment Board that details, among
other things, which seat each fire fighter
is to occupy. This determines each
person’s role for the day. For example,
those designated to prepare the bucket
won’t have to take their own gear from
the aircraft, another designated fire
fighter will do it for them. Others are
assigned responsibility for hand-tools
and chainsaws. All the fire fighters are
trained to fulfil any role necessary; they
can drive the trucks, manage the loading
and unloading of the aircraft – including
calculating performance requirements
– and manage the heli-base movements if
required.
Performance planning takes place at
the start of each day. Typically, the S-61
can carry a full load of 18 fire fighters, the
540-gallon Bambi bucket and up to two
hours’ fuel to 3,500 ft and still have some
single-engine fly-away assurance – at
7,000 ft, the number of fire fighters that
can be carried reduces to about 10.
According to Mathieson, it typically
takes about three to four minutes from
‘the bell’ to becoming airborne. Before
landing near the fire, the crew conducts a
power check to make sure the helicopter
has HOGE performance with fly-away.
They reconnoitre the area to assess the
fire (features such as its intensity and
direction of travel), and they identify
water sources and determine the best
method of delivering the fire fighters.
A landing will be made if possible
ABOVE: The Arroyo Grande
helibase is a purpose-built facility
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top left: Prior to any rappel operation
crews check, and double check
each others gear – a thumbs up
giving the final sign off.
bottom left: Before the seasons starts,
a number of training missions are
conducted to ensure all crews are up-tospeed on their required tasks.
right: On this particular training flight,
crews are rappelling down into a
semi-confined area. During fire season it
would not be uncommon for firefighters
to be winched down between trees.
and once on the ground, the fire fighters
disembark and begin setting up the
Bambi Bucket. It usually takes less
than four minutes before the helicopter
can begin supporting the fire fighters
attacking the fire. Normally dispatched
with a 540 US gallon (2,044 liter) bucket,
the helicopter has access to 700-gallon
and 850-gallon Bambi buckets at the helibase if required. “The larger buckets are
heavier and take longer to set up,” says
Mathieson. “Even this one takes five guys
to lift and set up.”
The pilots bucket using a 150-ft long
line. “By using a bucket we can pull water
from small holes and from between high
trees where a tanked helicopter would be
severely limited,” notes Mathieson. “Also,
the 150-ft line means that there is little or
no downwash to affect the fire.”
30
When the helicopter is launched, a
fixed-wing air attack aircraft – in this
area either a Turbine Commander or an
OV-10 Bronco – is usually dispatched, and
typically arrives on site first. “However,
if there are multiple fires, such as a
lightning front that may spark seven
or eight fires, or if it’s in our backyard,
then we could be the first on scene,”
comments Mathieson. “We can let the
managers know the extent of the fire and
whether we need a second helicopter or
more resources.” The helicopter usually
launches with one-and-a-half to two hours
of fuel so that on arrival, it can deliver quite
a few buckets of water before needing to
refuel from either the fuel team’s tanker
truck, or from a nearby airport. Everything
is aimed at providing maximum support
to the fire fighter on the ground.
S-61 Ideal
According to Mathieson, the S-61 is
an ideal helicopter for the role in which,
he says, “it’s head and shoulders above
the Bell 212. It’s very stable in the hover,
comfortable, and provides good levels
of safety.” The S-61 has three methods
of fire fighter delivery; a normal flatpitch landing; a two-wheel landing (such
as landing on a razor-back ridge where
the rear wheel cannot be landed), and
rappelling. “Rappelling is the last choice,”
explains Mathieson. “We only use it
around ten percent of the time. We prefer
to land – it’s safer and it means we can
also ready the bucket.”
When rappelling, the fire fighters
move sequentially through the seats to
the rappelling unit. This ensures that
when not on the rope, they are securely
seated should something go wrong. The
observer, who is usually one of the senior
fire fighters, watches the evolution and
gives the pilots a running commentary on
its progress so that they are constantly
aware of the status of the rope should a
problem eventuate. If a problem (such as
a chip light) arises requiring a ‘fly away’,
then the pilot will call it out, and as
soon as the person on the rope is down,
the helicopter can be flown away – or
if there’s someone on the step he can
be brought back into the helicopter and
secured. If a serious problem requires an
immediate fly away, the observer will
cut the rope. “Every guy is aware of this
possibility, but it has never happened
yet,” explains Mathieson. “There’s only
one guy on the rope but there are a
number of people in the helicopter so that
is where the priority lies. Anyway, a firefighter probably has a better chance if he
is released, than if he is dragged through
the trees.”
Unrealized Potential
The S-61 has already been deployed
to five other states to fight fires and as it
becomes more widely known, Mathieson
suspects there will be more requests.
He believes that the helicopter is underutilized at the moment, “People at the
very top understand the concept,” he
says, “but they don’t seem to appreciate
its capability. They’re smart people in
Washington and I would be honoured to
show them what they’ve got and how it
works. They got us this capability and
they sign the cheques so it would be
worthwhile for them to come out and see
it working.”
Because it is such a valuable strategic
asset that could be more widely used,
Mathieson believes that control of the
S-61 should be passed to higher
levels – to the National Emergency
Fire Center (which has the ‘big picture’)
for example – because it would help
avoid any potential ‘turf ownership’
issues. He believes that the helicopter is
so capable and flexible that there should
be at least another two or three like it.
As he points out, a medium-sized
helicopter (usually carrying just six or
seven fully-equipped fire fighters)
would have to make two or three return
flights to match a single flight by
the S-61 – so by avoiding all those
multiple trips, it’s more economical than
using medium-sized helicopters. “It’s
also fast, it can be ready to deliver
water in less time, and it can remain on
station longer.”
Happy Customer
His only complaint with the helicopter
was its original black paint scheme; “You
would see the orange bucket before you
saw the helicopter,” says Mathieson.
When the helicopter went in for its
9,000-hour overhaul, Tom Hauptman
– the owner of Pacific Helicopters, asked
if there was anything it needed. After
the USFS team told him their views,
the helicopter came back looking like a
professional fire fighting aircraft instead
of a tourist machine. As Mathieson –
obviously a happy customer – comments,
“This is a good example of the customer
getting 100 percent co-operation from the
vendor.”
“Now when we call into various
bases or airports, people look at the
machine and go ‘wow’!” Mathieson adds,
“I look for about two or three guys a
year to join the team, and now that the
machine is clearly identifiable as a USFS
machine, it has become a very positive
recruitment tool.” n
Celebrating
Olympic Helos
With the 2006 Winter Olympics at an end, the world celebrates its
new Olympic heroes and their medals. While their pilots and crews
expect no medals, the helos that worked tirelessly in the background
to safeguard competitors and spectators alike should be recognized
for their part in helping to make a success of the Games.
story and PHOTOS by dino marcellino
top left & above left: The AB412s
of Corpo Forestale dello Stato were
kept busy during the lead-up to the
Games – moving both equipment
and supplies between the various
mountain locations.
top right: The Italian Fire Brigade
had its AB412 based at Pragelato
for the duration of the Games, at an
altitude of 1,524m.
above right: Air Green’s brand new
AW139 had its first outing just in time
for the beginning of the Games. It is
seen here in the hangar at Cafasse.
36
From 10 February to 19 March 2006
the eyes of the world were upon Turin
and its valleys as the city hosted the
20th Winter Olympic Games and the
9th Paralympic Winter Games.
Turin’s Olympic Mountain territory
comprized 90 towns and villages
in two main valleys. Athletes were
accommodated in three Olympic Villages
in Turin, Bardonecchia (altitude
1,312 m) and Sestriere (2,035 m). With
some events held as far as 105 km
from Turin itself, a great many people
– participants, officials and spectators
alike – had to travel over widely varying
terrain from low-lying Turin city at 240 m
elevation, to the highest mountain sites
at 2,800 m above sea level.
Creating the infrastructure and
facilities to host an influx of more than
6,000 accredited people from around the
globe – athletes, managers, journalists,
officials and sponsors, in addition to
1.5 million inhabitants and spectators,
placed heavy demands on Olympic
organizers, Turin local authorities and the
Italian government in assuring the health
and safety of all concerned.
In these troubled times with the
ever-present threat of terrorist attack,
the worries for officials and organisers
were many and varied as evidenced by
the level of protective and surveillance
‘coverage’ of the event, with statistics and
numbers more representative of a country
mobilized for war: a dedicated satellite, a
permanently airborne E-3A Sentry AWACS
aircraft, anti-aircraft missile batteries,
Typhoon fighters, 2,000 alpine troops,
400 paratroopers, 11,500 policemen, 1,000
firemen, armoured vehicles, ambulances,
police cars, and, of course, a great many
helicopters.
Turin and its mountain environment
highlighted the wonderful flexibility
and versatility of helicopters in which
they played vital roles for police and
health services as well as transporting
goods and VIPs. Both civil and military
helicopter operators worked together to
field the best equipment and personnel to
deal with the workload before and during
the Games.
Italian State Air Services
Italy’s police forces were tasked with
surveillance and assuring the security
of the Games and with monitoring and
controlling road traffic. In these roles
the Police, using AB206 and AB212
helicopters, and Carabinieri Air Units
using A109, AB206 and AB412s, flew as
required from their bases in Milan and
Turin-Volpiano respectively.
While the surveillance and security
work undertaken by police units
remained largely discreet and beyond
the notice of the general public, one
state air service whose presence was
far more visible in the days leading up
to the Games was the Corpo Forestale
dello Stato – the Italian Forestry Corps,
whose usual role is the protection of the
nation’s parks and forests and their flora
and fauna and which is more commonly
known for its role in fighting forest fires.
The Forestale Air Service operates three
helicopter types – NH500D, AB412 and
Erickson S-64 – all operating under the
‘Eagle’ callsign. Two machines, Eagle-15
and Eagle-16, were placed at the disposal
of Olympic Games organizers in lastminute efforts to complete various Games
sites, including in a single morning,
15 rotations by Eagle-16 from Sestriere
to the top of nearby ski-slopes (2,800 m
above sea level) to transport television
equipment belonging to a German TV
Channel.
In addition, while Forestale
helicopters are not usually called upon
to perform rescue work, for the period of
the Games, the service dedicated one of
its two AB412s for this role. In order to
ABOVE: The Bardonecchia detachment of
the Guardia di Finanza had its AB412
on standby for any EMS work during the
Games. Here it is seen parked with the
Snowboard slope in the background.
ensure the best service possible, Forestale
flew training missions in mountain
sites surrounding Sestriere, carrying
the Regional Medical Service’s doctors
and Civil National Rescue Organization’s
specialists and established a range of
protocols and procedures to cover all
manner of eventualities; flights were
made to all helipads in the Olympic valley
whose GPS coordinates were logged and
their approaches verified, and procedures
established for deploying canine units
and rescue teams along with their
equipment.
Italy’s third State police force, the
Guardia di Finanza Corps, detached
two of its AB412s to Turin and the
mountainous town of Bardonecchia – the
well-known ski-resort that played host to
the Olympic snowboard competitions and
site of one of the three Olympic villages.
37
although its highly trained rescue teams
were also available to fulfil a secondary
emergency role.
In order to ensure immediate
availability and rapid response, the VVF
deployed a temporary hangar in the
valley to accommodate the helicopters
at night and protect them from the low
temperatures, and with operational
offices and tankers at both bases, VVF’s
detachment was virtually completely
autonomous.
Civil Helicopters
above & above right: An Italian
Police AB212 becomes the first
helicopter to use the recently opened
Sestriere Helipad, nestled in the
mountains at an altitude of 2,000m.
Bardonecchia is also home to one of the
Corps’ specialized mountain rescue units,
the SAGF (featured in HeliOps issue 34).
Close to the border between Italy and
France, Bardonecchia sees a great
many visitors transit the area by both
road and rail.
The Vigili del Fuoco (Fire Brigade,
or simply VVF) sent its AB-412s to
Salbertrand and Pragelato resort – site of
the ski-jumping and cross-country skiing
competitions – to provide coverage of
the Olympic valley and to provide expert
assistance in the event of crashes or fire,
these being the VVF’s core activities,
In the years leading up to the Olympic
Games many helicopter operators
were involved in helping build Olympic
villages, roads, sporting facilities,
cableways and power-lines using
helicopters varying in size from the Lama
to the Super Puma.
The work for the civil helicopters didn’t
end with the completion of construction
projects; they became vital tools in the
production of film and television coverage
of the Games’ live drama. During the
games the TOBO-Torino 2006 (Torino
Olympic Broadcasting Organization)
utilized an Agusta A109 Power to film
events. Normally used by Helitalia-DRF in
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Turin and its mountain
environment highlighted
the wonderful flexibility and
versatility of helicopters in
which they played vital
roles for police and
health services as well as
transporting goods and VIPs.
the HEMS role, this machine was equipped
with a WESCAM aerial camera system for
the duration of the Games.
Helicopter Emergency Medical Service
The Piedmonte Regional Medical
Service, named 118 Piedmonte, has
a network of five helicopter bases
throughout the region. While Air Green
normally bases two AB412s in close
proximity to the Olympic valleys,
(one in Turin and the other at CuneoLevaldigi airport) in view of the scale and
importance of the Olympics, the company
elected to deploy its latest acquisition, its
Agusta-Westland AW139.
The AW139 is a jump ahead in
terms of internal space, performance,
communication systems, and stretcher
loading facilities, all of which make it
one of the best HEMS platforms available.
The first operational flight of the model
in 118’s red and white colours (and also
the first for a HEMS-equipped AW139)
took place on Sunday 5 February from the
company’s base in Cafasse, near Turin.
Throughout the Games the helicopter
was deployed at Sauze d’Oulx at its new
helipad situated 1,510 m above sea level
from which it was available around the
clock. From this base, the aircraft’s area
of operations encompassed the biathlon,
bobsleigh, freestyle and skeleton venues
as well as some renowned ski resorts such
as Cesana, Claviere and Sauze.
They may not have received the
medals that the athlete heroes received,
but the contributions of Italy’s helicopters
to a successful Games have been rewarded
by the establishment of new heliports at
other sites as well which, while they may
have been established specifically for the
Games, will – for places like Sestriere
and the hospitals of Pinerolo and
Orbassano – remain as a lasting legacy for
the communities they will continue
to serve. n
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The three
SINGLES
Sounding a little like a group of famous tenors,
three helicopters form the foundation of the
current turbine single-engine, light helicopter
market; they are the Agusta A119 Koala, Bell
407 and Eurocopter AS350 B3 Squirrel. HeliOps
recently had the opportunity to fly and compare
these three top helicopters. MARK OGDEN reports.
Ned Dawson
this page
Above: The Pennsylvania State
Police utilise a number of Koalas
in the law enforcement role and
to date the pilots have been
pleasantly surprised at how well
they are working out.
left: The B3 is at home in any
high altitude environment. Austrian
operator Knaus Helicopter have
a number of B3s working the
Austrian Alps.
opposite page: The 407 has been
a stalwart of the Alpine Helicopters
fleet in Canada for a number of
years. This Golden, BC based
machine is seen working with local
Phillip Knaus
firefighters.
Ned Dawson
Ned Dawson
Damiano Gualdoni
top left: N407LP is typical of the
corporate versions of the 407 found across
the United States.
top right: Protecting the borders of the
United States in the middle of summer
takes a tough machine, and since
introducing the B3 into their fleet, the US
Border Patrol has lived up to the task.
bottom left: What better place to find
a Koala hard at work than the Italian
mountains. This utility version, complete
with hook, is commonly used for moving
building materials.
44
There is no doubt that the helicopter
market is healthy as the recent HeliExpo Trade Show in Dallas highlighted.
Bell has a backlog of three years for its
407 model and AgustaWestland about a
year for its A119, although new orders
may incur much longer lead times with
many new orders going to the new US
facility. AgustaWestland initially plans to
produce ten aircraft per year in the new
facility but says capacity will increase as
the plant builds up and market demand
increases. Eurocopter has a 12 to 18
month lead-time for its hugely popular
350 series, although its distributors
usually book slots in order to have
machines available for customers in less
time.
As far as sales go, Agusta’s A119 trails
the pack with over 80 orders and slightly
more than that already delivered. Bell has
managed to sell 609 of its machines since
it entered production in 1996, and at the
time of writing, Eurocopter had built
nearly 500 B3s – the B3 being an updated
and upgraded version of its trusty AS350.
Each of these three helicopter models
also appears to reflect the philosophical
approach to the technology of its
respective manufacturer. Eurocopter
has been the leader of the pack when
it comes to new ideas and innovation,
in such things as true digital FADEC,
electronic displays, rotor head design and
the extensive use of composite materials.
Bell on the other hand has tended to stick
with the ‘tried and true’, progressing
through incremental improvements
in technology, although its upcoming
model 429 appears to be a significant
break-out and is a technological leap
for Bell. Agusta, in addition to its own
development work, makes the most of
past associations with companies such as
Bell and produces solid products that tend
to find niches not addressed by either of
the other two big manufacturers – the 139
being a good example of this. The A119 is
no different; straddling the light-twin and
big single sectors.
In this evaluation, I flight-tested each
helicopter, attempting to ‘base-line’ the
aircraft for performance comparisons and
I spoke to operators of each type to assess
aircraft reliability and company support.
Flight Evaluation
Thanks to the great efforts of
Australia’s local representatives, Hawker
Pacific for Bell, HeliFlite for Agusta and
Australian Aerospace for Eurocopter, I
was given the opportunity to evaluate
the three aircraft over two days in
very similar conditions. Humidity was
about 70 to 80 percent with ground
temperatures of around 25°C or ISA+10.
The flights were not intended to be ‘test
flights’ but were aimed at assessing the
general flying qualities, power margins
and sound levels of each machine – all
were loaded to 80 percent of their MAUW
for the evaluation.
The first thing that must be said of
these three machines is that they are
all great helicopters. The evaluation
revealed that they all handled well, had
lots of power and were comfortable. My
observations therefore might seem a
First Observations
Each helicopter owes something
to the past; Agusta’s 119 shares many
systems with the A109 Power although
the 119 has a single engine in a bigger
airframe. Eurocopter’s B3 has a long
lineage with the 350 series, while the Bell
407 owes much of its configuration to
the Longranger series, albeit with newly
designed rotor head and transmission
systems.
With its single P&W PT6B-37A, the
A119 Koala loses little, if anything, in
performance to its twin-engined sibling,
the Power. The 119 is a virtually all-metal
machine with little composite content; the
machine I flew was well-built and wellfinished with all the panels fitting closely.
The Koala’s cabin is the largest at
3.45 m3 (nearly 122 ft 3) and the most
flexibly configured of the three
helicopters, accommodating up to six
passengers in the rear cabin and another
in the cockpit, with the rear seating
allowing either forward-facing or club
seating. The baggage compartment,
which is lined to reduce the chance of
improperly secured cargo damaging the
tail boom, is located aft of the passenger
cabin in the ample tail boom. It is large at
nearly a cubic meter at .95m3 (over
33.5 ft 3) and (depending on the choice of
cabin configuration) can be up to 2.3 m
(7.54 ft) long – the longest of any of the
three helicopters.
With integrated tie-down points, the
baggage compartment has five zones
that accommodate a total of over 650 kg
(1,433 lb) with a floor loading of
500 kg/sq meter (102 lb/sq ft). This
baggage compartment is by far the most
useful of the three, although because
of its size, there could be a danger of
incorrect or over-loading, or improperly
secured cargo moving and exceeding
zone loadings. For EMS operations, the
baggage compartment can be used to
accommodate life support equipment,
which then keeps the cabin clear for
attendants to manage up to two patients
in litters. The Koala’s fuel cells can be
installed in a variety of ways and part of
the fuel cell area can be configured to fit
patient litters if the helicopter is being
used for EMS.
The AS350B3 tested was an
immaculate corporate machine that was
extremely well finished. Ease of entry to
the Squirrel, especially with its sliding
cabin door is noteworthy although its
height off the ground could cause some
passengers a little trouble. It had three
baggage compartments, one on each side
and one at the rear of the helicopter, and
although each baggage compartment is
not overly large, their cumulative total
volume at a cubic meter (35.3 ft 3) is
slightly more than the Koala’s. The sideby-side seating for up to five people in the
rear is suitable for tourist work but some
Ned Dawson
Phillip Knaus
Damiano Gualdoni
bit nit-picky but I wanted to pluck out
the differences, no matter how subtle
they seemed. What the comparison
highlighted was the necessity for
prospective operators to have a good
understanding of what they need from a
helicopter.
top left: ETI 2000 is one of
the newest operators in Italy to
introduce the Koala into the fleet.
When it comes to the utility version
of the Koala, Italian operators are
leading the way.
top right: With exceptional ability
to lift large loads the B3 is the most
common helicopter used for high
altitude lifting, replacing its older
cousin the SA315B Lama.
bottom right: Even downunder
the Bell 407 has gained
acceptance as a corporate
machine. Buzz Aviation were the
first ones to import the 407 in a
corporate role and it is seen here
flying past North Head Sydney, on
a sightseeing tour.
45
Ned Dawson
Ned Dawson
Agusta Westland
top left: It’s not everyday you see
a B3 moving Giraffe about, but for
Johan Nell of the South African
Dept of Land & Agriculture it’s just
one of the many tasks he and his
B3 undertake.
top right: The expanses of the
Florida Everglades are overseen
daily by a fleet of three 407s
operated by the South Florida
Water Management District based
in Fort Lauderdale. The speed of
the 407 allows them to cover a
large amount of ground on their
daily flights.
bottom left: Fitted with a Simplex
Fire Attack tank, the Koala is
transformed into an efficient
fire-fighting machine. Examples
are already flying in Italy and
Australia.
46
corporate customers may prefer a
face-to-face arrangement, which is
not available in the AS350 series. As in
the Koala, another passenger can be
accommodated in the cockpit.
The 407 was also well-built although
the finish on the machine flown was
not quite as good as its Italian or French
opposition. The cargo area was quite
limited with a compartment only 0.9 m
(3.1 ft) long and providing 0.45 m3 volume
– about half that of the opposition. The
rear cabin accommodates up to five
people in a club seating arrangement
with room for another passenger in the
cockpit.
I personally found the 407 cockpit
seating to be the most comfortable of the
three helicopters followed closely by the
B3, with the 119 the least comfortable;
but it should be noted that seating is
a subjective and personal preference
often dependent upon a pilot’s previous
experience.
Instrument panels on the three
helicopters differed in detail – the 407
having the oldest-style arrangement,
and the Koala featuring a mix of
traditional and ‘glass’ instruments, but
while all were uncluttered and easy to
read, I personally preferred the AS350B3’s
VEMD arrangement for engine limit
monitoring.
Cockpit visibility is good in all three
machines with the 407 being the best,
followed by the Koala. The AS350B3’s
panel is larger and the helicopter wider so
the pilot’s visibility is not as good.
Performance
As well as an evaluation flight of each
helicopter, the published performance
figures were examined and the helicopters
‘base lined’ as far as possible to provide
a fair comparison. The helicopters flight
characteristics were evaluated in the
hover and in forward flight.
All three helicopters demonstrated
excellent yaw control and authority
even at very high yaw rates (90 to 120
degrees per second); rates beyond what
would be considered normal. (The Koala
had the new tail rotor blades installed).
None of the helicopters demonstrated
any poor responses when arresting
the high yaw rates although care had
to be taken to avoid excessive torque
excursions while applying pedal. In
sideways flight, all three demonstrated
sufficient yaw authority to maintain
heading even at 25 to 30 kts, although
the Koala demonstrated a significant
pitch down during the movement, then
pitch up when stopping. I suspect this
to have been as a result of the effects of
main-rotor downwash on the horizontal
stabilizer; in any event, it did not prove
difficult to control.
As far as hover performance was
concerned, each helicopter performed
slightly better than its graph – hover
ceiling OGE for the AS350B3 being 9,600 ft,
the Koala 9,500 ft, while the 407 reached
8,000 ft. These figures are based on each
machine carrying 2.3 hours of fuel (no
reserve) and a 1,000 lb payload (in ISA+20
conditions).
Agusta Westland
the 407 had the most positive response.
Although the Koala has two stabilization
systems, pilot workload at the higher
bank angles (exceeding 30 degrees)
seemed greater – especially in roll – and
control loads appeared to be slightly
heavier.
Accepting that ‘smoothness’ is very
much dependent on how well a helicopter
is ‘set-up’ in maintenance test flying, of
the three helicopters the 407 was the
smoothest. Interestingly, the Koala seemed
to become smoother the faster it went.
Approaches to pads revealed that the
Koala needed a little more anticipation for
deceleration. Sloping ground landings in
all the aircraft were easy to fly with none
of the helicopters demonstrating any
‘twitchiness’ – although the B3 required
a little more attention during landings on
the tarmac.
The Koala had a dual hydraulic system
and was not flown ‘hydraulics-out’. The
407 reversion to hydraulics-out produced
no excursion and the approach and
landing were easy to fly. Hydraulics-out
in the B3 was certainly more challenging
and care was needed to avoid pilotinduced oscillations. The dual hydraulic
system for the B3 is recommended.
All three helicopters are good lifters
and none could be considered a slouch.
The B3’s graphs show it to be the best
performer followed closely by the Koala
and then the 407, though any significant
difference will likely only show at high
altitudes.
The Koala and 407 have the best range
Marc De Fontaine
Martin Lustyk
Climbs were made from near sea
level (ISA+10) to 5,000 ft and all three
helicopters climbed at around
1,000 ft/min at climb speed. The 407 was
the quickest climber – just – followed by
the B3, but the difference between the
three was negligible with rates of climb
for all three machines matching their
performance graphs. All three helicopters
reached their Vne without any struggle
and all three demonstrated excellent
engine response to brisk power inputs,
with the B3’s FADEC-controlled Arriel
being the most positive.
Range calculations using the graphs,
based on full-fuel to tanks-dry carrying a
1,000 lb payload at around 120 kts (in ISA
+20) showed the Koala’s range to be about
426 nm, 412 nm for the 407 and
375 nm for the B3. Fuel flow was the same
for both the Koala and the B3 at about
320 lb/hr while the 407 burned 285 lb/hr.
Interestingly, at 8,000 ft, fuel flows were
similar for all three helicopters at about
290 to 300 lb/hr.
In forward flight, the 407 seemed
the most stable and required the least
amount of pilot input to maintain steady
flight. The 407 also seemed to have the
lowest sound levels in the cockpit; the B3
was close on both qualities.
I found the control balance of the
407 to be the nicest (but again this can
be very much a personal preference).
At steep bank angles, the 407 was rocksteady while the B3 required only minor
pilot input to maintain attitude. Roll and
pitch rates on all three were good but
top left: This corporate configured
B3 is owned by a wealthy Florida
businessman who wanted a machine
he could use both in Florida in the
summer, and Colorado in the Winter.
The B3 proved to be the ideal choice
for him.
top right: The Koala is regularly seen
over New York City, with the NYPD
Air Support Unit operating a number
of the type, complete with a large
selection of specialist equipment,
including FLIR and Nitesuns.
bottom right: The all-around
versatility of the 407 has proven to
be a big hit with many South African
operators, hence the type
accounting for a large percentage
of the turbine fleet. This example
is operated by Henley Air from its
Johannesburg base.
47
capabilities at lower levels, though the B3
outperforms the 407 at higher altitudes.
The Koala has the greatest flexibility in
fuel tank configuration and its cabin/
baggage configurations and room are
hard to beat. The 407’s handling qualities
are, in my opinion, the best of the three
followed by the B3 and the Koala.
Operator Comment
All the operators I spoke to agreed
that flight manual performance figures
for all the helicopters are accurate or
even slightly pessimistic.
Roy Knaus of Knaus Helicopters in
Switzerland whose two B3s (logging about
650 hours annually) were used mainly
for external load and construction work
and some passenger transport, said that
the AS350B3 outperformed the 407 by
about 200 lb up to about 7,000 ft. “The
B3 is more like a Lama,” he says, “and
starts to climb when you pull power.
The 407 needs some time but with some
speed it also climbs very well. Our first
407 had low gear, no bubble window and
with the mirror installed inside the nose,
speed and the climb were fantastic. That
decreased when we installed the high
gear and the bubble window.”
Regarding manufacturer support,
his comment was, “Who is Eurocopter?
It is hard to reach somebody there!”
He believes that Eurocopter makes
good helicopters, but are not good at
support. One improvement that Knaus
wants urgently from Eurocopter is the
availability of a bubble window, “It is
still not EASA-approved and Eurocopter
should have supported the Swiss much
more in this issue.” Engine support is a
different issue however. “The TechRep
from Turbomeca is great and we are very
happy with the support we get from
them,” he says.
Johan Nell, the senior pilot for
South Africa’s Department of Land
and Agriculture says their B3 is used
for ‘just about anything’ – from VIP
flying to spraying. The helicopter
flies constantly between 100-hourly
inspections and hardly ever goes in for
minor snags, although it has recently
been experiencing main rotor blade
delamination. “We are waiting for the
reason from France; the blades had less
than 1,000 hours.” Nell says that while
he couldn’t fault the B3’s performance,
the direct operating costs quoted by
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Eurocopter were a bit optimistic.
“Ninety
percent of my work is at max all-up
weight and therefore it works very hard.
The lifting and spraying stands out for
me and that’s where the performance
shows.” When, at about 800 hours, he
noted a decrease in engine performance,
he sent the trend charts to Turbomeca.
“Because we had just switched over to the
SBH contract on the engine, I had another
engine within a few days – that’s what l
call service!”
Nell thinks that Eurocopter in South
Africa (ESAL) also needs to improve
customer service in order to live up to
it promises. “Eurocopter make a great
helicopter; if only their after sales
service could reach that of Bell’s, then
in my mind it would be a best seller.” He
believes Eurocopter’s prices, spares and
delivery times also need attention.
The Flitner Ranch in the US uses a
407 for a cowboy adventure program and
cattle ranching where the helicopter is
used to check on livestock and fences,
scatter salt for the cows (50 lb blocks),
transport ranch employees, conduct
photo missions, carry VIPs and also
transport program guests to high altitude
camps. “The helicopter has performed
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10-11,000 ft above sea level with heavy
loads and at high temperatures,” says
Dave Flitner. “The cabin could be a
bit more user-friendly and spacious
– especially for people over six feet tall!
Eurocopter has done it and Bell needs to
keep up, but the soundness and reliability
of the Bell makes this a non-issue and we
have had fabulous support from Bell.”
Andre Coetze from Henley Air in South
Africa (who use the 407 for VIP transport)
has been less happy with Bell. “Bell’s
support and spares provision has been
particularly poor lately and definitely
needs addressing. We’ve also had a few
niggling snags on the 407 that have been
irritating, including starter relays, oil
leaks on the CEFA and main transmission,
and main rotor blades not holding up to
their ‘on condition’ status.” Coetze notes
that Bell’s performance numbers were
very accurate and at times better than
expected, and comments, “The 407 is a
fantastic platform for all our operations,
except for its limited boot capacity; it
has superior performance and handling.”
Norman Osment in the UK operated
the Koala for VIP transport and rally-car
racing support and despite some initial
mechanical teething problems, describes
the 119 as a ‘wonderful workhorse’.
Osment feels that experienced Eurocopter
pilots might take some time to adjust to
the 119’s heavier controls, but praised its
rotor brake installation for its sensible
placement and effectiveness of operation,
describing it as, “The best rotor brake in
the industry!” He also likes the ample
power of its PT-6 engine, stating, “Even
at maximum all up weight, at 35°C at
5,800 ft, take-off power was not required
to get out of a confined area.” He found
fuel-burn improved with altitude, and
cruising at an average 68 to 70 percent
torque achieved a three hour 45 minute
endurance (with 15 minutes reserve)
which was ideal for his positioning flights
to Finland, Cyprus or Greece.
Osment did not like the Koala’s
cockpit seats however, and had to retrofit
the front seats with enhanced foam, “to
make the comfort match the range!” He
believes improvements in quality control
are necessary – especially concerning
non-mechanical items. He does not like
the mix of Garmin and King avionics,
which he feels causes noise cross-over
between the sets and he believes an
autopilot is essential if the helicopter is
to be used for long distance flights or flies
busy profiles.
Wrap Up
In summary, my flight comparison
of the three aircraft proved that it is
very much a case of ‘horses for courses,’
confirmed by the fact that operators of
each of the three types all seem satisfied
that their respective machines met
their expectations. As always, operators
need to assess their intended use for
a helicopter and then look at what is
important to them – range, performance,
and/or room – and the reliability (or
otherwise) of product-support. With
the high quality of choices available
to customers, manufacturers will have
to listen to requests for reliable
product-support if they are to retain
market share.
The good news for operators is that
with the market being healthy, they can
look forward to all the manufacturers
continually improving their products. n
s a f e t y FEAT U R E
Strike one...
Despite years of awareness about the devastation
Careflight
You’re Out!
caused by wire strike accidents, they continue to occur
all too frequently, claiming both lives and aircraft at
alarming rates throughout the world, but as
BOB FEERST explains, there is much that can be done
NZ CAA
to mitigate the risks.
Careflight
Careflight
this PAGE:
This Bell 206, which hit wires near
Wiseman’s Ferry, west of Sydney,
was the latest in a spate of wirestrikes
in Australia.
OPPOSITE PAGE:
TOP: The pilot of this Bell 206 that hit
wires while doing ag work in New
Zealand, became yet another statistic.
For ag pilots, wires are by far the
biggest danger they have to face.
middle: The latest wirestrike in
Australia added one more X to the
statistics database and was actually a
Careflight
wire from the power pole to the ground
that caught out this pilot. Because of
dense bush backgrounds many of these
In the early 1990s, the frightening
frequency at which wire strike accidents
were occurring in North America forced
the Helicopter Association International
(HAI) to react to the ensuing outcry from
the public, federal regulators and the
helicopter industry in general. A study
that followed a congressional assembly
bill in the state of California shocked
the industry when it revealed that there
were on average, two wire strikes a
week in North America with one fatality
occurring every 17 days. Furthermore,
the study established that the problem
was even worse than the numbers
suggested as many strikes never even
made it into the statistical database.
The study proposed a two-pronged
approach to solving the problem. The
first was a new initiative to enlist the
cooperation of the utility industry and the
owners of other obstructions in marking
some of their more dangerous wires and
towers which were known hazards to
aviation. The second was an aggressive
training program targeting specific
segments of the industry and providing
meaningful training in the skills
necessary to operate aircraft safely in
the wire and obstruction environments.
Until then, training had little substance
and usually consisted of showing the
aftermath of a wire strike accompanied
by a stern warning to be careful and to
“please watch out for the wires.”
The problem became so severe that
in 1992 the main theme of Heli Expo’s
International Convention in Miami,
wires are nearly impossible to see.
BOTTOM: It’s a proven fact that the
wires that are going to cause you to
have an accident are the ones that you
know are there. The skids of his UH12E
got caught in a fence when the pilot
was taking off during ag operations.
53
ATSB
ABOVE: Low level flying has
inherent dangers. The wire most
often hit is the low slung single
wire earth return or SWER. Houses
there is likely to be a low
slung wire in the area.
right & opposite: This MD530F
hit high-tension powerlines near
Te Anau in New Zealand, killing
all onboard. Even wires that pilots
know of will catch you out.
Florida, was the prevention of wire strike
accidents. That year’s shocking statistics
revealed that 40 percent of all fatalities in
the US civil helicopter industry were the
result of wire strikes.
Although every gravity-defying
machine is prone to the dangers of wire
strikes, helicopters are particularly
vulnerable and susceptible as their
service to society demands that they
operate routinely in wire-infested
environments. Helicopters have long
since proven indispensable in providing
services no other aircraft is capable of
– services that society has come to expect
and demand.
As it turned out, it was the electric
utility industry that held the key
to ‘meaningful training’ in the safe
operation of aircraft in the wire and
obstruction environment. When
compared with the rest of the helicopter
industry, its patrol crews had a
significantly lower accident rate having
long since realized that a stern warning
by management to “watch out for wires”
was wasted dialog since most wire – 4.6
million miles of it in the US alone – is
nearly invisible much of the time.
Out of necessity, professional power
54
NZ TAIC
and building are an obvious sign
line patrol crews had developed a
‘culture’ or an unwritten science around
the hazards associated with low level
flight and how to manage the dangers.
This science consisted of a set of basic
‘awarenesses’ that patrol crews had
to maintain at all times throughout
a flight. It was these awarenesses, or
core skills, that became the basis for a
massive training effort launched in the
early 1990s. The result was a dramatic
industry-wide decrease in wire and
obstruction strike accidents – despite a
rapid increase in helicopter utilization in
the same period. The training focused on
understanding the wire and obstruction
environment from inside the aircraft,
and awareness of the traps waiting for
unsuspecting crews.
Although the training proved very
effective for more than a decade, many
experienced pilots are now nearing
retirement and in combination with
training-program budget-cuts, the wire
strike accident rate is soaring again.
Careful post-accident investigations
have shown that in almost every case,
the absence of one or more of these
basic awarenesses were significant
contributing factors.
The following is a simple outline
of the core skills or basic awarenesses
that flight crews need to have in order
to operate safely in wire-infested
environments, regardless of the task
being performed:
l Wire and obstruction strike
avoidance is a crew responsibility.
Too often pilots fail to develop the
relationships necessary to utilize the
skills and abilities resident in their
non-pilot crew members. Helicopter
and fixed-wing operations differ
in that crew members, whether
patrolmen, police officers or flight
nurses, – are usually non-pilots. Crew
Resource Management (CRM) is often
overlooked or seen as not applicable to
those with a perceived lack of aviation
experience. This in an unfortunate,
flawed mentality because the skills
and awarenesses needed to prevent
a wire strike accident have nothing
to do with aviation experience, and
everything to do with a person’s
knowledge of the hazards in the
environment.
l Many non-flying regular crew
members in helicopters have a sound
understanding of the hazards involved
with flight in the wire environment
– at least as much knowledge as
the average pilot has. Failing to use
these extra sets of eyes dramatically
reduces the safety potential. In
many post-accident investigations
in which surviving crew were able
to be interviewed, it was frequently
the case that a crew member was the
first, if not the only one, to identify
the hazard. Unfortunately, all too
often, those crew members failed to
‘speak up’ because they had not
been trained to understand the
importance of their role as a part of
the safety team.
NZ TAIC
l Building a ‘culture’ where everyone
onboard the aircraft has a voice as a
crew member significantly increases
the safety margins when operating
at low level. CRM training for pilots
with non-pilot crew has become
very popular in much of the world,
particularly in the utility and EMS
industries whose decreasing wirestrike accident rates prove that it is
working.
l Understanding how to forecast the
presence of wire before it is visible
to the eye is the next skill. A number
of factors and circumstances can
render even the largest wires virtually
invisible to the naked eye. A basic
understanding of how power grid
systems and other wire-strung
structures are designed and built
is invaluable to helicopter crews
if they are to develop the kind of
situational awareness necessary to
predict the presence of invisible wires.
Understanding how to ‘read’ the ‘line
hardware’ of utility structures is a
core skill for low level crews. Once
crew members develop this rather
simple skill, then a utility structure
– something far more easily seen
than the frequently invisible wires
surrounding it – will give ample
warning of the likely presence of
invisible wires as well as their
direction relative to the structure.
l Awareness of the need to cross over
the top of known structures rather
than attempting to cross wires at midspan is another essential precaution
to take in order to avoid wire strike
accidents. Crossing over the top of a
structure is the best way to ensure
that you won’t hit any wires attached
to it. Although it might seem obvious,
unfortunately many wire strike
accidents have resulted from crews
failing to follow this simple commonsense rule.
l A basic understanding of ‘visibility
science’ – or ‘what’, ‘when’ and ‘why’
the human eye is capable of seeing
is another vital core skill. Without
getting overly technical, the human
eye does not do a very good job of
seeing something with a low spectral
profile – like wire! Factors such
as a wire’s size, its composition,
background colours and textures,
lighting angles and intensity as well
as atmospheric conditions all affect
our ability to see wires in time to
avoid them and this is all critical
knowledge for anyone flying in a wire
environment.
Once crews understand these limitations,
their knowledge needs to be applied
practically to the problems inherent in
operating aircraft near wire. The key
issue is that the visible characteristics
of wire are never constant; visible one
moment, wire can disappear even as you
look at it.
‘Awarenesses’
The following is a simple set of
‘awarenesses’ for crews to keep
constantly in mind as they work in the
wire and obstruction environment:
l Whenever your aircraft moves relative
to lines you are working around, the
visibility characteristics of those lines
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11/16/05 9:44:02 AM
l
l
l
NZ CAA
NZ CAA
l
NZ CAA
l
can change, often dramatically. Many
wire strikes involve crews hitting
wires that they ‘know’ are there
and result from losing sight of this
awareness.
Whenever a line changes direction
relative to your aircraft’s position, the
visibility characteristics of the line
can change dramatically.
Whenever the light intensity changes,
even a little, your ability to see wire
can be greatly reduced. Past accident
investigations have revealed some
astonishing footage of wire going in
and out of view in just a few seconds
due to barely noticeable changes in
light intensity. Just a few passing high
clouds on a bright sunny day can
cause wire to disappear right before
your eyes.
Atmospheric conditions such as
rain, fog, haze – even bright blue
sky – can have a dramatic effect on
your ability to see wire. Probably the
most deceptive is blue sky as it has
the tendency to ‘hide’ wire made
of certain alloys such as oxidized
copper or oxidized aluminum. Crews
must condition themselves to never
drop their guard in clear blue-sky
conditions; rather they should
sharpen their awareness as a clear
blue sky (normally an advantage in
most flight regimes) does not offer the
same advantages in seeing wires.
Visual illusions involving wires have
been responsible for numerous wire
strike accidents over the years. Patrol
crews, long-line operators and fire
fighting aircraft have learned some
hard lessons about the dangers of
optical illusions when operating in
close proximity to wire. It is important
never to judge your distance from a
wire by looking only at the wire itself
– the lack of a relative background
from which to accurately judge
perspective or distance from wires
has fooled even the most experienced
crews. Knowing that illusions are
prevalent and making a conscious
effort to constantly focus and refocus
on wire attachment points and other
objects in your field of view are the
keys to combating the dangers of
illusions.
Never enter an off-airport landing
area without a complete 360 degree
reconnaissance of the LZ. There have
been literally dozens of accidents
involving crews hitting wire on an
approach or departure from an area
they had previously recon’d. The effect
of varying lighting angles discussed
above can be used to your advantage
by making a complete orbital recon
in which the changing light angles
throughout an orbit should expose
the locations of all the wires below
and give the crew a complete picture
of the hazards and their locations.
It only takes a few extra seconds to
do a complete orbital recon; by not
doing it, you potentially sacrifice
critical information about the possible
presence of wire below you.
top left & right: While patrolling
one set of wires, the pilot of
this AS350B didn’t see another
another set of wires which were
on a converging course. This crash
resulted in one fatality.
bottom: This wirestrike over the
Shotover River in NZ claimed the
lives of everyone onboard this Bell
206B. The wire was strung high
over the river and just blended
into the bush background.
Collisions with Structures
l Thus far we have focused on problems
with wire. A common – and growing
problem, however, is collisions
with structures. Many structures,
particularly lattice structures, are
very difficult to see for the same
reasons as it is difficult to see wire.
Lattice structures, although often
very large, can still be difficult to
see under certain circumstances
and can be nearly as invisible as
wire. It is very easy to look ‘through’
and not see a lattice structure as
many accidents attest; pilots either
hitting the structure itself – or a wire
supported by it – because they didn’t
see the structure. Crews must train
themselves to actively search out
and see the often subtle, geometric
patterns in the environment that
might indicate the presence of an
invisible lattice structure.
There is plenty of evidence in the form
of lowered wire strike accident rates, to
prove that operating in wire-infested
environments does not have to be a
risky business, provided that crews
develop and adhere to a set of simple
awarenesses. A joint effort on the part
of obstruction owners to mark known
hazards, and the aviation industry to
train flight crews on the dynamics
of flight in the wire and obstruction
environment, will go a long way in saving
lives and keeping our industry safe. n
57
Russian
to the
Rescue
The Mi-8’s mighty muscle was called on to
evacuate five Department of Conservation
(DOC) workers trapped on Raoul Island
– an isolated volcano 587nm from New
Zealand – which erupted suddenly in March,
killing one DOC worker. With uncertainty
over further eruptions, a decision was made
to mount a long-range rescue mission.
ROB NEIL reports.
PHOTOS by NED DAWSON & ALEXANDER IVLEV
59
above: Conservation Minister Chris
The events of Friday 17 March this
Carter (right) was on hand to meet
year, provided a telling indication of what
society has come to expect of helicopters
and their operators, when, within half
an hour of the 8.20am volcanic eruption
on Raoul Island, which tragically claimed
the life of Department of Conservation
worker, Mark Kearney – New Zealand
helicopter company, Heli Harvest, was
notified by DOC and placed on standby to
evacuate the remote island.
Even before receiving the official
word to go, the Heli Harvest team
began installing long-range tanks to
ER-MHH, one of their two Mil Mi-8MTV1 helicopters, so that by the time New
Zealand’s Rescue Coordination Centre,
which had assumed control of the
operation within an hour of the
eruption, officially tasked them with
the job of rescuing and evacuating the
DOC team, they were well on the way to
being ready.
It was a decision that had to be made
because the geothermal activity on the
island was such that had they left the
DOC workers overnight, they may not
have had anyone to rescue the next
morning.
By midday the helicopter had left its
Taupo base for the 55-minute flight north
to Ardmore Airport.
The heavily-laden Mi-8 and its Russian
crew of three (with a Kiwi co-pilot and
a New Zealand police officer also on
board), departed Ardmore at 1.18pm
(accompanied by Piper Navajo, ZK-MJF,
flown by New Zealander Warren MacKay).
The rescue team had 587 nm of open
ocean ahead of them – and a race against
the survivors from Raoul when they
returned, and personally thanked
Aircraft Engineer Alexander Ivlev
for his efforts.
above right: The Mil-8 has been a
common sight in the Kiwi skies for
a number of years but is
more regularly seen with a load of
logs underneath.
Had they left the
DOC workers
overnight, they may
not have anyone to
rescue the
next morning.
60
daylight to enable an aerial search for the
missing DOC worker.
Their journey was made somewhat
easier by having Grant and Qwilton Biel’s
support from Heli Harvest’s Auckland
base – the pair supplying flight-planning,
navigation and performance information,
en-route communications and weather
forecasting. In clear weather with a tenknot tailwind to help them along at their
cruising altitude of 6,000 ft, it took the
rescuers four hours and twenty minutes
to reach Raoul Island.
Although the team was in constant
(indirect) contact with the survivors on
Raoul Island, there was understandable
concern about conditions at the island
and the possibility of further volcanic
activity. While all indications from the
survivors suggested things had settled,
the same volcanic unpredictability that
gave rise to the rescue being necessary
remained an ever-present concern for
all involved in the rescue.
There was thankfully no sign of
activity as the helicopter neared the
island. Pilot Alexey Ostapenko uplifted
a couple of DOC personnel before
immediately commencing a search of the
crater area, hoping to find the missing
Kearney. The search continued for as long
as the light allowed, although it seemed
clear from the start that there was little
hope for the missing man.
With light and hopes fading, the
team landed to refuel the helicopter for
the long trip home – utilising stocks of
fuel that Heli Harvest has maintained on
Raoul Island for the past 20 years to cover
just such an eventuality as this. Sixteen
above: Bubbling mudpools, and
heated water now spoil what was
once a quiet lake on Raoul Island.
210-liter drums of Jet-A1 later, and with
the how many DOC staff safely on-board,
the Mi-8 was ready for the flight home.
The ten-knot tailwind that had shortened
the outward journey – now a ten-knot
headwind – meant that it would be four
hours and forty-two minutes before the
helicopter was safely back at Ardmore.
Heli Harvest’s support crew were
not the only ones waiting for the rescue
helicopter to return. On the ground to
meet the returning survivors
were New Zealand’s Minister of
Conservation and senior managers from
the Dept of Conservation, along with a
victim support team.
After more than ten hours’ flying for
the day (and a significantly longer duty
period), it was too late for the helicopter
crew to return home to Taupo after
delivering the survivors, but they were
glad to be back on the mainland where a
hot meal (courtesy of Blythe Biel) awaited
them. While disappointed that there had
been nothing they could do to rescue the
missing man, they were pleased with what
they had achieved in returning the other
survivors safely home without incident.
Heli Harvest’s Qwilton Biel is full
of praise for the sturdy Mi-8. After
more than 12 years operating the Mil
(Heli Harvest was established in 1993),
Biel says he continues to be amazed at
its versatility and efficiency. Nothing
else in New Zealand matches its cabin
size; the Mi-8 can be a virtually selfcontained operation – able to carry its
own ground support vehicle even. While
Heli Harvest’s machines are primarily
heavy-lift workhorses, conducting
logging, fire fighting and construction
work throughout Australasia, the Raoul
Island rescue is indicative of the Mi-8’s
flexibility and perhaps helps explain its
global ubiquity.
Newspaper and television reports
of such rescue missions fail to convey
the scale of the efforts by helicopter
operators and crews – something few
non-aviators could fully appreciate in any
case – but the lack of media ‘fuss’ merely
highlights their professionalism. The fact
that no-one thinks twice about sending a
helicopter more than 1,000 km off shore
when lives are at stake is indicative of
just how much helicopters have become
an integral and essential part of our
social structure. n
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MDHI MD902
700 Liberty Avenue, Union NJ 07083, USA
Telephone: (908)686-4000 Fax: (908)686-9292 Web Site: www.breeze-eastern.com
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Systems • 1620 N.W. Perimeter Way • Troutdale,
Phone: 503-492-2105 • Fax: 503-492-2756
Oregon
97060
by Nick lappos
innovation
It built our world. People
who grew up with 45RPM
records now use musical cell
phones and flash JPEGS
and MPEGS across the
globe with a few key strokes;
CAT scans allow us to look
inside a living brain – to
‘watch’ it think.
However, as technology grows in
quantum leaps elsewhere, the instrument
landing systems that guide the world’s
aircraft to the ground continue to utilize
1945 technology – while pizza delivery
vans have a more accurate, reliable and
user-friendly guidance system resting
in the GPS navigation systems on their
dashboards! Still, we should be grateful
that airliners at least have instrument
procedures to follow – helicopters have
NO such instrument procedures to
heliports; why not?
Perhaps it is because by law, the
FAA and the CAA define and control
airspace and procedures; they ‘own’
the skies and they determine necessary
infrastructure.
The Government in charge of
innovation? Did ‘Government’ invent
email? design, fund and build cell phone
networks? invent television, radio and
cinema, or develop heart valves, MRIs,
CAT scans, and pacemakers? – No! Had
it been up to the US Post Office to invent
an email system, today we’d be sticking
stamps to our computer screens!
Innovation occurs when the three
main ‘stakeholders’ – Industry, Users and
Government – come together and blend
64
the last w o rd
their talents to make things happen. But
Government alone cannot do it.
Government exists to protect, to
unify and to create incentives for shared
resources. It regulates and polices – its
interest primarily in safety and order.
Responsibility for public protection
dictates that Government takes a strong
role in infrastructure development, and
good Government can unite disparate
stakeholders. Government control of
fundamental resources requires that
it helps lead innovation, of course, but
creativity is not exactly a Governmental
strength!
Industry (the makers of aircraft,
navigation systems and radios),
creates and manages technology, while
competition encourages the technical
change that allows industry to progress.
Industrial profit pays for research
and development, and here Industry’s
technical prowess outstrips Government
capabilities. Don’t think for a second
that Government ‘think-tanks’ invent
technology; Government pays industry
to do the research – NASA signed the
checks, but the Space Shuttle is a
Rockwell Collins invention.
Because of the need to work together
to create sales and inter-operability,
industry groups set the standards that
shape technical progress. Words like
JPEG, MPEG, FAX, ASCII, and DOS are all
part of our technical language because
manufacturers cooperated to define the
environment in which their products
could all work together. In effect, Industry
builds the infrastructure to meet the
public’s needs.
Helicopter operators know exactly
what they need in order to survive in
a world as competitive as Industry’s,
where pennies saved per hour can make
or break their operations; but they
understand the safety imperative; a single
accident can cost them a year’s profit.
It is important for helicopters to be
able to land where they need to and
when they need to, and so for helicopter
operators, ‘necessary infrastructure’
includes all-weather approaches to
heliports, and takeoff procedures that
recognize helicopters’ abilities and which
do not artificially constrain them to meet
airplane traffic patterns. Infrastructure,
airways, approaches and routes are not
just future theory – they are determining
factors in operators’ economic survival. A
missed approach or a helicopter grounded
by weather is a reason for passengers
or cargo to travel by some other means.
Every time a helicopter cannot do its job
due to weather, the small niche in which
we operate grows smaller and our industry
suffers a little. Every time a helicopter
crashes in the night fog, another potential
customer will find another way to travel
and forget us forever.
Small operability changes can enable
whole new missions, increasing growth
and profit, so operators – for whom small
changes in operating costs can make
large changes in profitability – are critical
to the success of infrastructure changes.
Without operator buy-in, infrastructure
products can fail from the start – witness
the MLS landing system!
Blended strengths and motives of
combined Government, Industry and
Operators create more responsive and
durable products. Everybody pays up
front – operators provide aircraft and
pilots, Industry brings new products to
the table, and Government measures
the success and approves the outcomes.
Sharing resources spreads the cost of new
development, and helps assure a tangible
end result – be it an approach, an airway
system or a new heliport. With three
partners all working together, the buy-in
from the start engenders consensus at
every step. With this approach, technical
progress in aviation could match
that of medicine, entertainment and
communications.
We should start with a team of
OEMs, several operators and the FAA/
CAA building a helicopter precision-IFR
network around one city or oil patch – a
comprehensive network incorporating a
new IFR route system, SIDs, and utilizing
GPS with WAAS to provide precision
approaches. Team-member-equipped
aircraft could establish airways and
approaches and provide the FAA with the
data necessary to certify the system.
WAAS would allow precision
approaches to heliports as well as to
‘feeder’ points in space. It would enable
narrow routes to be established within
25 miles of landing points permitting
approaches close to (but clear of) normal
airplane IFR patterns, with helicopter
SIDS and STARS for approaches
programmed into Flight Management
Systems and using ADS-B for nav updates
and comm links to allow flight following
– with satellite comms, if necessary – to
assure low altitude ATC communications.
All this technology already exists
– my frustration knows no bounds when
I realize how little use is made of it to
improve our helicopter world! n