T H E M A G A Z I N E F O R T H E C I V I L H E L I C O P T E R I N D U S T R Y

I S S U E 3 8

AP

RI

L

20

06

I N T E R N A T I O N A L

– A compArison test

3222 42 50

ISSUE 38

C O N T E N T S

r E g U l a r f E a T U r E S

ThE S-61 – WIldfIrE’S fOrmIdablE fOEAble 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 hElOSHeliOps 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. 34

ThE ThrEE SINglESThe Agusta A119 Koala, Bell 407 and Eurocopter

AS350 B3 Squirrel form the foundation of the

single-engine, light helicopter market. HeliOps

recently had the opportunity to fly and

compare these three top helicopters. 42

SafETy fEaTUrE: WIrESTrIkESOperating 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 rESCUEThe Mi-8’s mighty muscle was called on to

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

cover shot by NEd daWSON

From the Editor 3

New Products and Services 5

HeliOps Subscription Form 10

Personal Profile – Mike Smith 15

European Connection – Human

Factors Training Course 17

Legal Counsel 19

Flight Dynamics – Test Flying 21

Flight Simulation– PC-Based

Flight Simulation 23

The Last Word – Innovation 64

CHELFEST06-02 Harrods 19/1/06 12:12 Page 1

3

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 low-

level 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 ‘one-

size-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

by mark ogden

PUBLISHerNeville (Ned) dawson

edITormark Ogden

dePUTy edITorrob Neil

US edITorSdustin blackaaron fitzgerald

Uk edITorSarah bowen

LegaL edITorrobert Van de Vuurst

eUroPean edITorandrew healey

TecHnoLogy edITorNick lappos

ITaLIan correSPondenTdamiano gualdoni

ScandInavIan correSPondenTrickard gilberg

ProJecT managerCathy horton

Proofreaderbarbara mcIntosh

deSIgngraphic design Services ltd

Pre-PreSSVision Through Communication

PrInTIngprint World

edITorIaL addreSSOceania group Intl pO box 37 978, parnell auckland, New Zealand phONE: + 64 21 757 747 faX: + 64 9 528 3172

emaILinfo@heliopsmag.com

WeBSITewww.heliopsmag.com

is published by Oceania group Intl.

Contents are copyright and may not be reproduced

without the written consent of the publisher. most

articles are commisioned but quality contributions

will be considered. Whilst every care is taken

Oceania group Intl accept no responsibility for

submitted material. all views expressed in heliOps

are not necessarily those of Oceania group Intl.

f r O m T h E E d I T O r

AerospAce FiltrAtion systems, inc. 1-636-300-5200 fax 1-636-300-5205 www.AFsfilters.com Contact AFS for information on systems pending certification.

Protecting the engines of freedom.

Protecting the engines of the world.

If you need effective engine protection, you need AFS.AFS leads the industry with high-performance, engine inlet barrier filtration systems for

commercial and military propulsion systems. Our military systems are serving around the

globe and the results are impressive — increased capabilities and reduced operating costs.

The OH-58D Kiowa Warrior fleet has been accumulating significant operating hours in Iraq

under the harshest conditions, and their engines are reaching Time Between Overhaul limits.

A true testament to the value of AFS inlet barrier filters.

Wherever you find hard-working helicopters, you’ll find AFS systems. From the desert of

Iraq to the desert of Arizona, AFS systems are protecting engines, enhancing performance,

and delivering a range of benefits that help operators do what they do best.

AFS 1P ad HO.indd 1 1/9/06 1:29:56 PM

N E W p r O d U C T S a N d S E r V I C E S

aN EpIC dESIgNHeli-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 aircraft-

grade aluminium tubing to provide strength and rigidity in

a lightweight design. The coating eliminates abrasion and

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 one-

hand 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

medical staff to perform life-saving tasks.

Another feature is the loading ramp. This ramp was designed

to improve the ease of loading an occupied stretcher and

fits into the standard seat rails. It can quickly and easily be

pulled out for use in loading, and pushed back into place

after the litter locks into location.

kEySTONE STCs fOr S-92Keystone 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 mid-cabin floor panel with a flexible track system, goose-neck lighting, and cockpit sun visor system.

VIrTUal baSkETSoon 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 rafTSDart 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.

hElICOpTEr arTThe 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-

winning paint designs in the

industry and is well known

for its creative and unique

designs on aircraft, boats,

motorcycles, and luxury

motor coaches.

mdhelicopters.com

CO

MM

ITM

EN

TLYNN TILTONChairman of the Board of DirectorsMD 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.”

American Pride Rising to New Heights | ph: 480.346.6344 | e-mail: lynn@mdhelicopters.com

115-18328_MD_HeliOps.indd 1 1/13/06 12:02:16 PM

N E W p r O d U C T S a N d S E r V I C E S

blUE Sky fOr 20-STrONg flEETGo 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.

aNalyZEr apprOVEd fOr ThE arrIEl 2bTurbomeca has issued a Service Information Letter (SIL)

approving the ACES Systems Viper 4040 Analyzer to perform

vibration analysis on the ARRIEL 2B engine. In compliance

with the Turbomeca Engine Maintenance Manuals for the

ARRIEL 2B, service centers can now use the Viper 4040 to

collect tracked vibration data on the engine.

EC145 EmS INTErIOrAerolite 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,

in the lap of the primary

caregiver for starting and

maintaining IVs. The interior

also has a reversible and

sliding caregiver seat in the

co-pilot position. This allows

a forward-looking position

as well as access to the cabin

when a patient is on board.

Testfile-1.indd 1 16/5/05 9:18:47 am

N E W p r O d U C T S a N d S E r V I C E S

blUE Sky fOr gOOglE EarThBlue 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 rOpEAeronautical 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 spring-loaded 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.

....aNd fOr ThE 412 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.

10

� � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � �

� � � � � � � �

������������

� � � � � � � � � � � � �

New EraThe

DAWN of a

in Zambia

MY CHEQUE FOR $ IS ENCLOSED TO OCEANIA GROUP

CHARGE MY CREDIT CARD VISA MASTERCARD AMEX

NAME ON CARD: EXPIRY DATE:

CARDHOLDER’S SIGNATURE:

Australia & Pacific Islands $75 NZD $140 NZD

New Zealand $70 NZD $130 NZD

United States & Canada $85 NZD $160 NZD

UK, Europe & Rest of World $95 NZD $180 NZD

T h E m a g a Z I N E f O r T h E C I V I l h E l I C O p T E r I N d U S T r y

SUbSCrIpTIONS

AFTERMATHEYE of the

K A T R I N AIn

the

The first word on

new products,

new deliveries and

happenings in the civil

helicopter industry.

AIRMAILED TO YOUR DOOR

MR/MRS/MS:

ADDRESS:

COUNTRY: POSTCODE:

PHONE: ( ) EMAIL:

4 I wish to subscribe to HeliOps for 1 year (8 issues)

4 I wish to subscribe to HeliOps for 2 years (16 issues)

pOST: HeliOps Subscriptions PO Box 37 978, Parnell Auckland, New Zealand

phONE: +64 21 757 747

faX: +64 9 528 3172

EmaIl: info@heliopsmag.com

1 yEar 2 yEarS

ExperienceBurj-Al-Arab

The

� � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � �

� � � � � � � �

������������

� � � � � � � � � � � � �

the GOM

Change of guardin

T H E M A G A Z I N E F O R T H E C I V I L H E L I C O P T E R I N D U S T R Y

I S S U E 3 8

AP

RI

L

20

06

I N T E R N A T I O N A L

11

600Aircraft.

1 millionHours.Do you have your strakes yet?

Scores of operators are reaping the benefits of NASA-patented technology tailboom strakes from BLR Aerospace. With more than 600 systems in use, operators are reaping benefits that range from improved payload (lift hundreds of pounds more) to unprecedented stability of flight. A proven technology with more than 1 million flight hours to date, BLR strakes are truly a revolution in technology and performance.

Don’t change your helicopter – change your performance. Do you have your strakes yet?

BLR AerospacePerformance Innovation

800.257.4847 US & Canada 425.353.6591 Internationalwww.BLRaerospace.com

davemarone@BLRaerospace.com

BLR P2 ad HO.indd 2 4/5/06 1:28:35 PM

N E W p r O d U C T S a N d S E r V I C E S

SIm ShIfTIn order to be closer to the high concentration of S-76 operators in the North Eastern United States, CAE SimuFlite is relocating its S-76 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.

mOrE NVg fOr EmSAir 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.

EC135 TakES OffEurocopter 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.

bO105 afTErmarkETDart 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.

Osc

ar b

erna

rdi

N E W p r O d U C T S

mOVINg mapFlight 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 VENTUrEAfter 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

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.

Powerline Detection System

(914) 946-9500 www.safeflight.com

One of the greatest hazards in helicopter operations is powerlinestrikes. Our system senses the electromagnetic field emitted bypowerlines, andprovides a unique,auditory alert in thepilot’s headset.Pilots literally“hear” theirproximity topowerline hazards.The result is thepotential forreducing powerlinestrike accidents andloss of life.

Pioneering Safety and Performance Since 1946

Protection you can hear.

ExceedanceWarning System

Operating limits you can feel.Exceeding operating limits causes premature component failure,higher operating costs and accidents. Our solution is a tactilefeedback alert. When operating limits are approached or exceeded,

a collective shakerdelivers a uniquewarning. Pilotsactually “feel” theirway around thehelicopter’s operatingenvelope. Thebenefits are saferoperations, lessmaintenancedowntime, and loweroperating costs.

#21096 HeloCombo_Heliops3_06 3/27/06 3:22 PM Page 1

Attacking fires this season?Putting out a fire requires the right accessory ...Before attacking the fire season, make sure you have theright 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. 1121-246 -420 -7282 / International Sales ask for Ext. 113

www.DartHelicopterServices.com

(cheezy car air freshner optional )

Heli-Ops_Dart_Ad.qxd 4/11/06 2:47 PM Page 1

15

Attacking fires this season?Putting out a fire requires the right accessory ...Before attacking the fire season, make sure you have theright 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. 1121-246 -420 -7282 / International Sales ask for Ext. 113

www.DartHelicopterServices.com

(cheezy car air freshner optional )

Heli-Ops_Dart_Ad.qxd 4/11/06 2:47 PM Page 1

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.

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-

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

Mike SmithWellesbourne, 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.

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

p E r S O N a l p r O f I l E

Helitech:06w w w . h e l i t e c h . c o . u k

100% Helicopters

Patron:

Helitech launches in Madrid...3rd - 5th October 2006 Cuatro Vientos, Madrid, Spain

For further information andto book your space contact:

Sue Bradshaw

Email: sue@helitech.co.ukTel: +44 (0) 20 8439 8894Fax: +44 (0) 20 8439 8895

www.helitech.co.uk

5174 Helitech 06 Madrid Ad 29/3/06 13:56 Page 1

17

All operAtors have to complete one,

but the level and depth of the training

varies with the size of the operation.

Airlines need their particular training

needs analyzed and tailored in advance,

but staff of most general aviation

businesses will require the initial

awareness course followed by biennial

continuation training.

Human factors or, more bluntly,

human failings affect us all by definition.

We’re more familiar with their effect

as ‘Murphy’s Law’ which, if you need

reminding, basically says that anything

that can go wrong will go wrong. We all

accept that this happens from time-to-

time and the training is geared to making

sure that the tendency for it to kick-in is

as low as possible.

The HF program, which broadly

uses the same material as CRM does

for flight crew, deals with the history

of human and mechanical causal

factors in incidents, and identifies the

principal areas of risk. It explains how

to introduce checks and balances, how

to set up an error management program

and, ultimately, how to introduce an all-

embracing ‘safety culture’. It claims that,

rather than being just another drain on

resources, investing in such a culture can

bring dramatic returns.

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 UK-

based 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-

E U r O p E a N C O N N E C T I O N

The new requirement

is a regulator’s first

acknowledgement that

tired or pressurized

engineers are as prone

to poor judgement calls

as are pilots.

by andreW HeaLey

hUmaN faCTOrS

TraININg COUrSE

registered helicopters.” However, he

says that, to date, overseas take-up

has been patchy. “Transport Canada

is quite enthused about its benefits

and encourages its operators, but

some administrations appear slower

to appreciate the significance of the

mandatory nature of this training.”

(Wherever possible, EASA airworthiness

regulations are framed to mirror those

from the US FAA, for example.)

EASA is starting to flex its muscles.

Any European operator that fails to put

its engineers through the training runs

the risk of being picked out at its next

JAR145 inspection. Three months warning

and then the agency can invoke wide-

ranging powers to restrict operations.

The new requirement is a regulator’s

first acknowledgement that tired or

pressurized engineers are as prone to

poor judgement calls as are pilots. They

may not need to make the split-second

decisions in the air but the consequences

can be every bit as far-reaching.

Every engineer will be aware that long

(currently unrestricted) working hours

have an effect on his or her decision-

making process. The trick is to know you

are at that point before you start making

mistakes, and that is where the training

comes in. n

By September 28 this

year, every European

air operator should be

complying with a new

EASA requirement;

their entire engineering

work force must have

attended a one-day

human factors (HF)

training course.

LLoyd (Snake&ladd (Converted)-1 4/3/06 6:00 PM Page 1 C M Y CM MY CY CMY K

19

l E g a l C O U N S E lby roBerT van de vUUrST

JUST WhEN yOU ThOUghT yOU kNEW EVEryThINg ThErE IS TO kNOW abOUT hElICOpTEr lEaSES

you mAy have been in this situation

before – customer/friend/HAI drinking

buddy calls up and needs to lease an

aircraft for a few months to fill a gap.

“Sure,” you say, and reach into your desk

drawer, pull out the old form lease that

you’ve used for years, and start changing

out the names, aircraft descriptions, and

payment amounts. You figure that you’ve

used this form for years and nothing bad

has happened, so why fix something that

isn’t broken?

That’s all well and good, but there’s

some finer points that might not be

covered in your trusty old form and that

you should consider. While the topics

in this column are by no means all-

encompassing, they do represent some

issues that have arisen in other lease

transactions and, as a result of getting

burned, forced some lessors to modify

their forms. Consider the following:

1. Capetown Convention. I discussed this

in the last issue (March 2006), but I can’t

emphasize it enough - Capetown is here

and you need to deal with it in your leases,

especially since if Capetown applies, it

can trump the law that would normally

apply in your jurisdiction. As such, if your

lease is subject to the treaty and you don’t

register it in the database, you’re playing

with fire. Put some language in the lease

to the effect that the lessee must register

with the international database and

cooperate with recording the lease and

your ownership interest in the aircraft.

2. Default provisions. If the lessee doesn’t

pay, its in default, right? But what about

‘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

cure a payment breach? Giving them 15

days to fix a maintenance problem is

one thing, but if they’re not paying you

then they’re probably not paying their

other creditors either, which means

that a bankruptcy (and a LOT of Maalox

moments for you) may not be far off.

Payment breaches should be an immediate

and without notice default so that you

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

US and one in Beijing, China. Van de Vuurst is

a 1986 graduate of the University of Memphis

School of Law, and has concentrated his practice

on aviation law, with an emphasis on helicopters

and other rotor-wing activities since 1988.

In particular, he has extensive experience in

aircraft transactions, sales, leases (domestic

and international), securitizations, mergers and

acquisitions, and FAA regulatory matters. He can

be reached at rvandevuurst@bakerdonelson.com.

can, if possible, go get your aircraft before

the vultures start circling.

3. Aircraft return. If you’re taking a

helicopter off your certificate, and leasing

it to someone who will put it on theirs,

and especially in situations where the

aircraft is going overseas, don’t forget to

provide that, upon return, the aircraft has

to be in whatever condition is demanded

by your certificate such that you can

immediately commence revenue flights.

I’ve heard of nightmare scenarios where

lessors were AOG for months, and spent

hundreds of thousands of dollars,

to get an aircraft in the right shape after

it came back.

And if the aircraft isn’t returned in the

correct condition? Then the lease should

provide that the lease payments continue,

even after the term has expired, until

the aircraft is returned to the mandated

condition.

Here’s another item that most people

don’t think about. Fuel. The last time

I looked it was costing around $1,000 to fill

up a S-76, and that’s not chump change

by anyone’s standards. Instead of your

aircraft being flown in on vapors, why not

require full fuel?

Once again, these are just a few of the

many issues that should be considered

when leasing your aircraft. Some might

consider them ‘picky’, but picky issues

have saved (and tortured) many a lessor

over the years. Don’t forget that in most

situations you will live or die by what’s

in your lease, so take the time to get

your forms reviewed by counsel on a

regular basis. n

* 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.

21

gETTINg IT rIghT

Successful test flying

is less about heroics

and drama than it

is about meticulous

planning and

preparation as Mott

Stanchfield explains.

f l I g h T d y N a m I C Sby moTT STancHfIeLd

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-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 pre-

planned course of action. n

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

Kaman 1P ad HO.indd 3 2/17/06 12:38:01 PM

23

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.

f l I g h T S I m U l a T I O Nby Jordan moore

IN creAtINg a 15,000-member global

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 one-

time 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.

C O V E R F E A T U R E

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

The S-61 Wildfire’s

Formidable Foe–

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.

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.

27

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 attackWildfires, 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.

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.

a tigHt teaMIt 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,

“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.”

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.

Rolls-Royce is pleased to introduce the new Model 250 Full-

service 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

The Rolls-Royce Model 250 FIRST network. Your winning hand for Model 250 support.

Facilities (AMOF) and four independently owned Authorized Repair

Facilities (ARF). This combination of Rolls-Royce owned facilities and

industry-recognized service partners reaffirms our commitment to

offering our operators a freedom of choice in authorized engine

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

support, while ensuring the highest levels of quality service. For

more details, visit our website at www.rolls-royce.com or contact

us via model250custsupp@rolls-royce.com.

Trusted to deliver excellence.

GTP 8503_Heli-Ops_11/05/2004

www.rolls-royce.com

GTP_8503_HO_11042005.indd 1 11/4/2005 3:30:40 PM

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

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

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.

29

Rolls-Royce is pleased to introduce the new Model 250 Full-

service 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

The Rolls-Royce Model 250 FIRST network. Your winning hand for Model 250 support.

Facilities (AMOF) and four independently owned Authorized Repair

Facilities (ARF). This combination of Rolls-Royce owned facilities and

industry-recognized service partners reaffirms our commitment to

offering our operators a freedom of choice in authorized engine

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

support, while ensuring the highest levels of quality service. For

more details, visit our website at www.rolls-royce.com or contact

us via model250custsupp@rolls-royce.com.

Trusted to deliver excellence.

GTP 8503_Heli-Ops_11/05/2004

www.rolls-royce.com

GTP_8503_HO_11042005.indd 1 11/4/2005 3:30:40 PM

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

and because it is operated by

the Usfs, becomes a federal

government asset.

30

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 heli-

base 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.”

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.

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-to-speed 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.

s-61 ideaLAccording 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 flat-

pitch 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 fire-

fighter 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 under-

utilized 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 cUstoMerHis 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

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.

Olympic HelosCelebrating

story and PHotos by dino marcellino

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,

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.

37

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 servICesItaly’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 last-

minute 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.

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,

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 HelICoPtersIn 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

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.

4 These are 2 of our latest products, there are simply too many to list.

4 We design & manufacture Long Range Fuel Systems, Rescue hoists, Special seating Radomes

4 We are specialists in the design of Modifi cations for the AS350, AS355, BK117

4 Our latest product is a Hoist System for the SA365 Series designed for the Breeze Eastern 600 Lb HS 20200

BK117 SAND FILTER

AS350/355 450 LB HOIST

Contact: Russell GouldenHelicopter Projects / Support Manager

Airwork (NZ) Ltd,PO Box 72-516,

Papakura,Auckland,

New Zealand

Ph: +64-9-295 2100Fax: +64-9-295 2106

e-mail: russellg@airwork.co.nzwww.airwork.co.nz

• Increases engine life 10 X• 96.7% installed effi ciency• Lightweight• Low pressure loss• Reduced drag

“Smart Aviation Solutions”

• Electrically actuated power boom arm• Ease of stretcher & person ingress• Good skid clearance• Facilitates diffi cult rescue missions

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 Cuneo-

Levaldigi 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

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.

“Others sell parts, we sell SUPPORT”

Vancouver, BC - #403-17768 65A Avenue - Surrey, BC V3S-5N4 Canada604-575-0236 FAX 604-575-0237 http://www.heliparts.ca

Precision Heliparts Canada is your source for Inventory Supported Maintenance/Repair/Overhaul (ISMRO) with

its 22,000+ item rotables inventory.

Agusta - Bell - Eurocopter MD - Sikorsky and more!

A Precision Aviation Group Company

Overhaul - Repairs - Exchange - Sales

N o r t h s t a r A e r o s p a c e

Turbine Engine Service GroupP.O. Box 460, Stroud, Oklahoma, USA 74079-0460 Tel: (918) 968-9561 Fax: (918) 968-9564

Web Site: www.pt6t.com Email Address: pt6.sales@nsaero.com

FAA Approved Repair Station

T h e l e a d i n g l i g h t i n a v i a t i o n s e r v i c e s .

T U R B I N E E N G I N E S E R V I C E G R O U P

A World Class Leader Specializing

in the Repair & Overhaul of PWC

- PT6T Turbo-shaft Power Sections,

Combining Gearboxes, and PT6A

Turboprop Engines for over 20 years.

PWC - PT6

REPAIR AND

OVERHAUL

Ad_Heliops.indd 1 12/14/05 2:23:27 PM

three SINGLESThe

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.

Don

McT

ighe

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

firefighters.

Ned

Daw

son

Phill

ip K

naus

44

There is no doubt that the helicopter

market is healthy as the recent Heli-

Expo 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 EvAluATioNThanks 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

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.

Ned

Daw

son

Ned

Daw

son

Dam

iano

Gua

ldon

i

45

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.

FirST oBSErvATioNSEach 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 well-

finished with all the panels fitting closely.

The Koala’s cabin is the largest at

3.45 m3 (nearly 122 ft3) 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 ft3) 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 ft3) is

slightly more than the Koala’s. The side-

by-side seating for up to five people in the

rear is suitable for tourist work but some

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.

Dam

iano

Gua

ldon

i

Phill

ip K

naus

Ned

Daw

son

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.

PErForMANCEAs 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).

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.

Ned

Daw

son

Ned

Daw

son

Agu

sta

Wes

tland

47

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 rock-

steady while the B3 required only minor

pilot input to maintain attitude. Roll and

pitch rates on all three were good but

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 pilot-

induced 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

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.

Mar

c D

e Fo

ntai

neA

gust

a W

estla

nd

Mar

tin l

usty

k

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

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

particularly well at high altitudes of

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 CoMMENTAll 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.” C M Y CM MY CY CMY K

• NVG Cockpit Modifications

• FAA Approved 135/141NVG Flight Training

• ITT AN/AVS-9 PinnacleNight Vision Goggles

• FAA Approved ANVIS Goggle Maintenance

...is Clear to See.

208.426.8117 / 4632 West Aeronca StreetBoise, ID 83705 / www.asu-nvg.com

Aviation Specialties Unlimited, Inc.

Complete Night Vision Systems:

WECO HeliOps ad Apr05.fh8 3/3/05 1:46 PM Page 1

Composite

C M Y CM MY CY CMY K

We offer a convenientcombination of overhaulservices, exchange units,and component sales forthe aviation community,including:

• Corporate Fixed-WingAircraft • Helicopters

• OEMs • FBOs• Regional/Commercial

Airlines • Military

Call for more information:Headquarters: 800 531-4073or 916 645-8961So. California: 800 691-9326

Free T-shirt! Visit our website:www.wecoaerospace.com/heli

The International Standard in Aviation ServicesWECO is an interna-

tionally renowned over-haul facility specializingin electrical and electron-ic accessories and instru-ment service.

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

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 uPIn 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

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,

s a f e t y f e a t U R e

Despite years of awareness about the devastation

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

to mitigate the risks.

You’re out! Strike one...

NZ

CA

AC

aref

light

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,

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

wire from the power pole to the ground

that caught out this pilot. Because of

dense bush backgrounds many of these

wires are nearly impossible to see.

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

Car

eflig

htC

aref

light

Car

eflig

ht

54

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

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.

ABOVE: Low level flying has

inherent dangers. The wire most

often hit is the low slung single

wire earth return or SWER. Houses

and building are an obvious sign

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.

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.

ATS

B

NZ

TAIC

When you need a replacement window for your helicopter, you need it now.

Your aircraft is sitting on the ground — not flying missions, not carrying

passengers, not moving things around. In short, it’s costing you money

and it’s not doing its job.

Our job at Tech-Tool Plastics is not only to design and build

the best windows for your helicopter, but to keep them

in stock. That means chances are, if you need one, we

have it on our shelf right this very minute. And that

means the sooner you call, the

sooner you’ll be back where you

need to be — flying.

We keep your needs in mind. (And in stock.)

Tech-Tool Plastics Inc., 7800 Skyline Park Drive, Fort Worth TX 76108 USA1-800-433-2210 1-817-246-4694 fax 1-817-246-7402 www.tech-tool.com

TT ad HO2.indd 3 11/16/05 9:44:02 AM

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 wire-

strike 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 mid-

span 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 common-

sense 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

NZ

TAIC

57

can change, often dramatically. Many

wire strikes involve crews hitting

wires that they ‘know’ are there

and result from losing sight of this

awareness.

l Whenever a line changes direction

relative to your aircraft’s position, the

visibility characteristics of the line

can change dramatically.

l 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.

l 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.

l 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.

l 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.

CoLLISIoNS WITH STRUCTURESl 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

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.

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

NZ

CA

AN

Z C

AA

NZ

CA

A

59

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.

ruSSian to the

rescue

PHoToS By NEd dAWsON & AlEXANdEr iVlEV

60

the events of Friday 17 March this

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-8MTV-

1 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

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 ten-

knot 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: Conservation Minister Chris

Carter (right) was on hand to meet

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.

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

ABOVE: Bubbling mudpools, and

heated water now spoil what was

once a quiet lake on Raoul Island.

Somelike it

HOT....

...we don’t!Our systems can be found in operation throughout the world. From the United States to Canada, Mexico, Korea, Taiwan, Spain, France, Portugal, Italy and Russia. Working hand in hand with the customer, we will help you to get the best built product, save you money and help take care of the environment!

Make the right choice. Choose Isolair Helicopter Systems today!

www.isolairinc.com - sales@isolairinc.comIsolair Helicopter Systems • 1620 N.W. Perimeter Way • Troutdale, Oregon 97060

Phone: 503-492-2105 • Fax: 503-492-2756

BREEZE-EASTERN

HS-20200

AGUSTA BELL 212/412

AGUSTA BELL AB139

MDHI MD902

HS-29700

AGUSTA A109K2

EUROCOPTER AS-350B3

HS-10300

AGUSTAWESTLAND EH-101

EUROCOPTER AS365(HH65)

HS-29900

SIKORSKY UH-60Q

AGUSTAWESTLAND EH101

HELICOPTER RESCUE HOISTS700 Liberty Avenue, Union NJ 07083, USA

Telephone: (908)686-4000 Fax: (908)686-9292 Web Site: www.breeze-eastern.com

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 self-

contained 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

Somelike it

HOT....

...we don’t!Our systems can be found in operation throughout the world. From the United States to Canada, Mexico, Korea, Taiwan, Spain, France, Portugal, Italy and Russia. Working hand in hand with the customer, we will help you to get the best built product, save you money and help take care of the environment!

Make the right choice. Choose Isolair Helicopter Systems today!

www.isolairinc.com - sales@isolairinc.comIsolair Helicopter Systems • 1620 N.W. Perimeter Way • Troutdale, Oregon 97060

Phone: 503-492-2105 • Fax: 503-492-2756

64

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

T H E L A S T W o R D

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

By Nick lAPPOs