february 2011 pdf

February 2011 Serving the Worldwide Helicopter Industry rotorandwing.com

TURBINE TIMETHE ROBINSON R66

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By Joy Finnegan

The following piece of work has made the rounds of mass e-mail blasts within the fly-ing community for years. It

is obviously of doubtful authentic-ity although parts of it do ring true. I don’t know who wrote it or when it was written (obviously not in 1917) but it makes me laugh every time I read it.

ROYAL FLYING CORPS MONTHLY SAFETY REPORT

The following safety tips are excerpts from a Royal Flying Corps monthly safety report. The report was signed C. St. John-Culbertson, Royal Flying Corps, Colonel, and was dated 21 December 1917.

INTRODUCTION. Another good month. In all, a total of 35 accidents were report-ed, only six of which were avoidable. These rep-resented a marked improvement over the month of November during which 84 accidents occurred, of which 23 were avoidable. This improvement, no doubt, is the result of experienced pilots with over 100 hours in the air forming the backbone of all the units.

RESUME OF ACCIDENTS 1. Avoidable accidents last month.a. The pilot of a Shorthorn, with over 7 hours

of experience, seriously damaged the undercarriage on landing. He had failed to land at as fast a speed as possible as recommended in the Aviation Pocket Handbook.

b. A B.E. 2 stalled and crashed during an artil-lery exercise. The pilot had been struck on the head by the semaphore of his observer who was signaling to the gunners.

c. Another pilot in a B.E. 2 failed to get air-borne. By an error of judgement, he was attempting to fly at mid-day instead of at the recommended best lift periods, which are just after dawn and just before sunset.

d. A Longhorn pilot lost control and crashed in a bog near Chipping-Sedbury. An error of skill on the part of the pilot in not being

able to control a machine with a wide speed band of 10 mph between top speed and stalling speed.

e. While low flying in a Shorthorn the pilot crashed into the top deck of a horse-drawn bus near Stonehenge.

f. A B.E. 2 pilot was seen to be attempting a banked turn at a constant height before he crashed. A grave error by an experienced pilot.

2. There were 29 unavoidable accidents.a. The top wing of a Camel fell off due to

fatigue failure of the flying wires. b. Sixteen B.E. 2s and nine Shorthorns had

complete engine failures. A marked improvement over November’s figure.

c. Pigeons destroyed a Camel and 2 Long-horns after mid-air strikes.

ACCIDENT BRIEFS No. 1 Brief No. 912 Squadron 3

December 1917. Aircraft type B.E. 2C No. XY 678,

Total solo - 4.20 Pilot Lt. J. Smyth-Worthington, Solo in type - 1.10 The pilot of this flying machine

attempted to maintain his altitude in a turn at 2,500 feet. This resulted in the aeroplane entering an unprecedented manoeuvre, entailing a considerable loss of height. Even with full power applied and the control column fully back, the pilot was unable to regain con-trol. However, upon climbing from the cockpit onto the lower mainplane, the pilot managed to correct the machine’s altitude, and by skillful manipulation of the flying wires successfully side-slipped into a nearby meadow.Remarks: Although, through inexperience, this pilot allowed his aeroplane to enter an unusual attitude, his resourcefulness in eventually landing without damage has earned him a unit citation. R.F.C..Lundsford-Magnus is investigating the strange behavior of this aircraft.

No. 2 Brief No. 847 Squadron 19December 1917. Aircraft type Spot-

ter Balloon J17983, Total solo 107.00 Pilot Capt. * * *, Solo in type 32.10Captain * * * of the Hussars, a bal-

loon observer, unfortunately allowed the spike of his full-dress helmet to impinge against the envelope of his balloon. There was a violent explosion and the balloon carried out a series of fantastic and uncontrollable manoeu-vres, while rapidly emptying itself of gas. The pilot was thrown clear and escaped injury. This pilot was flying in full-dress uniform because he was the Officer of the Day. In consequence it has been recommended that pilots will not fly during periods of duty as Officer of the Day. Captain * * * has requested an exchange posting to the Patroville Alps, a well-known mule unit of the Basques.

It goes on, but you get the gist. I share it with you not only for a laugh but to give praise to the progress being made throughout the helicop-ter industry. Often we focus on the negatives—the accidents, incidents and mistakes being made. But the fact is, safety is being focused on and is improving. Operators are embracing technologies such as night vision gog-gles, FOQA, HUMS, enhanced and synthetic vision, advanced simulation, autopilots and techniques like scenar-io-based training and just culture to improve safety in their operations.

Some day in the future, using what-ever advanced mass communication device is available, pilots will be send-ing around the apocryphal “Helicopter Operators Monthly Safety Report” and it will be a hoot. To imagine the absurd incidents in it will make people laugh. There will be a day when helicopter safety has improved so much that the accidents that happen today will be inconceivable. You are doing the hard work now. Stay the course.

Monthly Safety Report

Editor’s Notebook

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Feedback

Do you have comments on the rotorcraft industry or recent articles and viewpoints we’ve published? Send them to: Editor, Rotor & Wing, 4 Choke Cherry Road, Second Floor, Rockville, MD 20850, fax us at 301-354-1809 or email us at [email protected]. Please include a city and state or province with your name and ratings. We reserve the right to edit all submitted material.

4 RotoR & Wing magazine | febRuaRy 2011 W W W. R o t o R a n d W i n g . c o m

Single ParentIn the Carson Helicopters S-61 case (see “Hersman: Public Use Aviation’s Orphan,” January 2011 Rotorcraft Report, page 10), you have a certified operator operating a type-certificated aircraft contracted to a government entity, so it isn’t a true “orphan,” just a single parent.

The true “orphan” is where a gov-ernment entity is operating a non-type-certificated aircraft (military sur-plus). This is more like a street orphan, as there is no oversight in mainte-nance or operations, no requirement for certified pilots or mechanics, maintenance programs and TBOs are whatever the operator says that they are. No one is responsible for over-sight. Most operators in the public use sector follow the manufacturer and FAA recommendations but without oversight.

George QuackenbushAviation Advisor

Santiago, Chile

Public Use OversightGovernment agencies like the U.S. Forest Service, National Park Service, Bureau of Land Management, and state and local agencies have been contracting with “legitimate” com-mercial helicopter operators for decades. This is not a case to point fingers at public use operations as the “party at most fault.”

This accident occurred because of faulty oversight by the Forest Ser-vice. This is an agency that does not seem to be held accountable for its actions or in this case, inaction. The FAA most likely had regular visits to Carson as they held certificates in all of the major areas; Parts 133, 135, 145, etc. The aircraft they operated were civil certified. The reason they were classified as “public use” is because of the definition in FAR 1.1 regarding exclusive use to a government entity for more than 90 days.

Name Withheld

Organizational CultureI think that the Carson accident (see “NT SB: Weight Miscalculations, Improper Oversight Led to Crash,” Jan-uary 2011 Rotorcraft Report, page 10) can be explained by organizational culture! And I would also like to share the idea that: “All helicopters should be picked up like an old lady.” Always!

Luis A. MartinsMaintenance Inspector

Brazilian Air Force/MI-35m

NTSB FindingsCould Mr. Coultas be correct? (See “Co-Pilot Disputes NTSB Report,” Jan-uary 2011 Rotorcraft Report, page 11.) Perhaps, but that still doesn’t explain several of the findings by the NTSB.

Lee BensonSenior Pilot (Ret.)

Los Angeles County Fire Department

Hover CheckA flight that did not involve a hover check almost ended in disaster, cir-ca 1970 (see “The Ever-Stylish Hover Check,” Safety Watch, October 2010 page 60). It was my last flight on the job, taking off from a confined area in the Canadian Arctic. I was so relieved to be going home after three months of work flying a Bell 47G-2. Up collec-tive to climb vertical above the trees at less than gross. The right skid hooked a stump and the joy ride started—full left cyclic and heading for the trees, full right cyclic and heading for the

trees. After three of these I was above the trees and traveling sideways at great speed. Finally able to control flight, I returned to the main camp and landed very shakily. I vowed never again to leave without the hover check and when I had a flight school this was one of the necessary checks students were trained to perform.

Gerry McArthurConsultant, Vega Helicopters and Gem Air

Winnipeg Beach, Manitoba

Looking AheadResponding to “Year in Review: Look-ing Ahead” (December 2010 issue, page 22), General Atomics’ Jeff Nash submitted the following list of subjects that he’d like to see in the coming year: • Aircraft interior completions (com-pletion centers and MRO in general);• People (Who’s who at various aero-space companies);• FAA Safety Team-related items; • Night vision developments;• Cool new avionics;• Updates from AgustaWestland, Sikor-sky, Bell, Boeing, Eurocopter, American Eurocopter, Robinson, Schweizer, etc. • HAI events;• Glass cockpit stories;• Foreign operators;• FAA & NTSB news (required inspec-tions and accident findings); and• Flight training and simulators.

Jeff NashTechnical Writer/Editor, Specialty Engineering

General Atomics Aeronautical Systems

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▶ R&W’s Question of the Month

What are the most important steps you take during a pre-flight safety check?Let us know, and look for your and others’ responses in a future issue. You’ll find contact information below.

03_RW_020111_Feedback_p04_05.indd 4 1/20/11 10:56:49 AM

Services

Feedback

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Features cover story

24 ■turbine time for the Masses Pilot report on the R66 Turbine from Torrance, Calif.-based

Robinson Helicopter. By Ernie Stephens, Editor-at-Large

30 ■Heli-expo expectations Previewing various exhibitors at the 2011 version of the world’s

largest helicopter convention. By Dale Smith

34 ■electronic Maintenance tracking Technology is a tool for today’s modern helicopter maintenance

technician. By Dale Smith

38 ■Hiring Best Practices Where can you find the best pilots, crew, mechanics and support

staff? By Chris Baur

42 ■ training News Sikorsky reveals CH-53K virtual reality center. CAE to take over

CHC Helicopter training. By Rotor & Wing staff

Public serviceMilitarycommercialPersonal|corporate

this month From

(Above) A Cobham EFIS-equipped Enstrom 480B will be on display at Heli-Expo. (Below) Disputes have arisen in a CV-22

crash investigation in Afghanistan. (Right) Robinson’s R66.

12

30 Departments12 rotorcraft report20 People

20 Coming Events

23 Hot Products

51 Classified Ads

51 Ad Index

Columns 3 editor’s notebook

4 feedback

10 meet the contributors

46 offshore notebook

52 Right Seat

54 military insider

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7FEBRUARY 2011 | ROTOR & WING MAGAZINEW W W. R O T O R A N D W I N G . C O M

ServicesProductsTrainingPublic Service

©2011 by Access Intelligence, LLC. Contents may not be reproduced in any form without written permission.Publication Mail Sales Agreement No. 40558009

The editors welcome new product information and other industry news. All editorial inquiries should be directed to Rotor & Wing magazine, 4 Choke Cherry Rd., 2nd Floor, Rockville, Md. 20850, USA; 1-301-354-1839; fax 1-301-762-8965. E-mail: [email protected]. Rotor & Wing (ISSN-1066-8098) is published monthly by Access Intelligence, 4 Choke Cherry Rd., 2nd Floor, Rockville, Md. 20850, USA. Periodical postage paid at Rockville, Md. and additional mailing offices. Subscriptions: Free to qualified individuals directly involved in the helicopter industry. All other subscriptions, U.S.: one year $99; two years $188. Canada: one year $129; two years $208; Foreign: one year $149; two years $278.POSTMASTER: Send address changes to Rotor & Wing, P.O. Box 3089, Northbrook, Ill. 60065-3089, USA. Change of address two to eight weeks notice requested. Send both new and old address, including mailing label to Attn: Rotor & Wing magazine, Customer Services, P.O. Box 3089, Northbrook, Ill. 60065-3089, USA or call 1-847-559-7314. E-mail: [email protected]. Canada Post PM40063731. Return Undeliverable Canadian Addresses to: Station A, PO Box 54, Windsor, ON N9A 6J5.

THE ROTOR & WING COLLECTIVE• Check out our newest outlet for helicopter news—The Rotor & Wing Collective.

This free weekly e-letter features an in-depth Story of the Week, Top News Picks, Helicopter Jobs and links to Rotor & Wing’s Facebook and Twitter pages. Sign up now and we’ll keep you up-to-date about all the happenings in the helicopter world.

PODCASTS & WHITE PAPERS• A podcast from NSF is available at aviatontoday.com. Aerospace registrations and

standards expert Jeff Carr, business development manager for U.S. Midwest, helps listeners understand the dangers of counterfeit parts, how they can infiltrate a supply chain and what can be done to prevent that from happening. Listen to this free podcast at www.aviationtoday.com/podcasts

WEBINAR• Tune in Wednesday, Feb. 23 for “UAS Civil Airspace Integration: Progress and

Challenges,” a webinar from Avionics Magazine. Featured speakers include John S. Walker, President of JS Walker Group Aviation Solutions and Co-Chairman of RTCA Special Committee 203, Unmanned Aircraft Systems. Register for the webinar today at www.aviationtoday.com/webinars

DIRECT TO YOUR DESKTOP: CHECK YOUR E-MAILFEBRUARY 1• Digital edition of Rotor & Wing February 2011. Electronic version with enhanced web

links makes navigating through the pages of Rotor & Wing easier than ever.WEEK OF FEBRUARY 21• Rotor & Wing’s Military Insider. Get the latest updates from helicopter defense

companies around the world, from Military Editor Andrew Drwiega.WEEK OF FEBRUARY 21• HOT PRODUCTS for Helicopter Operators—Latest in equipment upgrades, performance

modifications, training devices and other tools for the rotorcraft industry.

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Vol. 45 | No. 2 February 2011

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8 ROTOR & WING MAGAZINE | FEBRUARY 2011

Access Intelligence, LLC4 Choke Cherry Rd., 2nd Floor

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EDITORIALJoy Finnegan Editor-in-Chief, [email protected] D. Parker Managing Editor, [email protected] Stephens Editor-at-Large, [email protected] Drwiega Military Editor, [email protected] de Briganti Paris Bureau ChiefClaudio Agostini Latin America Bureau ChiefBarney O’Shea Pacific Rim CorrespondentJoe West United Kingdom CorrespondentContributing Writers: Lee Benson; Ron Bower; Shannon Bower; Igor Bozinovski; Tony Capozzi; James Careless; Keith Cianfrani; Steve Colby; Frank Colucci; Pat Gray; Frank Lombardi; Douglas Nelms; Ray Prouty; Ann Roosevelt; Dale Smith; Terry Terrell; Todd Vorenkamp; Richard Whittle.

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Meet the Contributors

Chris Baur is a dual-rated ATP with more than 11,000 flight hours, a certified aircraft dispatcher and flight instructor. He is a retired military pilot who served in the U.S. Army, Coast Guard and Air Force

(ANG). Chris is currently president of Hughes Aerospace. His helicopter background includes flying the longest oce-anic rescue mission in history, flown in a USAF HH-60G Pavehawk. Chris is also type rated on numerous helicop-ters to include BH-206, SA-365 and HU-369. He flew Part 91 and Part 135 commercial helicopter operations in the Northeast during the 1980s.

andrew drwiega, Military Editor, is a senior defense journalist with a particular focus on military rotorcraft. He was the editor of Defence Helicopter for seven years. Andrew has reported on attachment from Iraq three times (the latest of which was with a U.S. Marine Corps MV-22 squadron), and twice with British forces in Afghanistan (Kandahar and Camp Bastion), as well as from numerous NATO and British exercises. He has reported on rotary forces across the world, and in doing so has flown in a wide variety of rotorcraft on training missions, exercises and operations, including the Osprey, Apache, Rooivalk and many others. He has an extensive military library of around 400 books.

Pat gray is our “Offshore Notebook” contributor, having f lown in Gulf of Mexico helicopter operations for 20-plus years. Prior to that, he was in Vietnam in 1958 as a young paratrooper. While there,

he flew with a French aero club and earned a Vietnamese pilot’s license. He returned in 1964 as an Army gunship pilot with the Utility Tactical Helicopter Co., the first armed helicopter unit deployed in combat. He retired from the Army Reserve as a chief warrant officer 4, with more than 30 years active and reserve service. Gray’s civil helicopter experience covers crop dusting and Alaska bush, corporate, pipeline and offshore flying.

andrew Parker is Managing Editor of Rotor & Wing, and Associate Editor for rotorandwing.com. He has served as

Managing Editor for Avionics magazine, as well as Aviation Maintenance. He has covered the aviation industry for six years, following four-plus years as a reporter for local newspapers in Northern Virginia.

Mike redMon is an ATP rated pilot with CFI, CFII, and MEI privileges. He began fly-ing helicopters for the U.S. Army and then moved to civilian fixed-wing flying. After six enjoyable years in helicopter EMS, he is back

to flying airplanes. Helicopters he has flown are the UH-1, OH-58, AH-64, BK-117, A-109E, BH-430, and BO-105.

dale sMith has been an aviation jour-nalist for 24 years specializing in business aviation. He is currently a contributing writer for Rotor & Wing and other leading aviation magazines. He has been a licensed pilot since 1974 and has flown 35 different types of general aviation, business and WWII vintage aircraft. In his spare time he moonlights as a award-winning aviation artist.

ernie stePhens, Editor-at-Large, began flying in the 1980s, earning his commer-cial pilot’s license and starting an aerial photography company as a sideline. In his regular job as a county police officer,

he was transferred to the department’s new aviation unit, where he served as the sergeant in charge and chief pilot until his retirement in 2006. In addition to Rotor & Wing, Ernie (aka “Werewolf ”) has written for Aviation Mainte-nance. He enjoys meeting our readers and flying a variety of helicopters.

riChard whittle, longtime Pentagon correspondent for The Dallas Morning News, writes regularly for Rotor & Wing about military aircraft and other related top-ics. Simon & Schuster published his book, “The Dream Machine: The Untold History of the Notori-ous V-22 Osprey,” in April 2010. It is available through www.amazon.com.

Mike Stanberry was a contractor specializing in erosion control when he decided that he needed a helicopter to access far-flung worksites. One thing led to another and

soon he was running a fledgling aviation company, operating an EMS service for a Shreveport, Louisiana, hospital. Today Metro Aviation is one of the nation’s largest EMS contractors, employing 180 pilots flying 70 helicopters in 38 locations. Stanberry vigorously promotes safety both at Metro and throughout the national EMS community. “We looked at accidents and identified four primary initiatives that could contribute significantly to safety,” he says. “Improved cockpit vision, operational oversight, coordinated safety management and insistence on the best professional training available.” He’s put that insight into practice at Metro. He’s on pace to certify all of his pilots for night-vision goggles. He’s helped develop and is installing cockpit video and audio recorders both to review and correct cockpit procedures and to combat crew complacency. And he’s implemented a comprehensive safety management system, ensuring an uncompromised emphasis on safe operations. As for training, Stanberry says,

“FlightSafety wrote the book. Its simulation-based training is obviously superior – you can cover so many more critical areas.” In particular, he’s enthusiastic about FlightSafety’s new Level 7 helicopter training devices, which deliver comprehensive yet cost-effective training tailored to an operator’s specific mission – whether that’s EMS, law enforcement, offshore, corporate transport or news gathering.

For more information, please contact any of our Learning Centers or call Scott Fera, Vice President Marketing: 718.565.4774. Our headquarters are at the Marine Air Terminal, LaGuardia Airport, New York 11371-1061. Email: [email protected]

flightsafety.com A Berkshire Hathaway company

CEOs on TrainingA SERIES

“Metro Aviation trains with FlightSafetybecause both go beyond what’s required

in the interest of enhancing safety.”

MIKE STANBERRY

President, Metro Aviation

Mike Stanberry, a helicopter and

single-engine fixed-wing pilot,

holds marketing and business

degrees from Louisiana State

University. He co-founded Metro

Aviation in Shreveport, Louisiana,

in 1982, bought out his partner a

few years later and has presided

over its steady growth ever since.

Stanberry serves as vice president

of the Air Medical Operators

Association, a safety-focused

EMS industry organization he

helped found. He’s also active

in the Helicopter Association

International and Association of

Air Medical Services, earning

the AAMS’ Jim Charlson award

for his significant contributions

to air medical transport safety.

Photo courtesy of Jennifer Robison

FLIGHTSAFETY STANBERRY/METRO AVIATION AD: ROTOR & WING - Bleed: 8-1/8” x 11” Trim: 7-7/8” x 10-3/4” COLOR VERIS PROOF PDF/X-1a

U.S

. Arm

y S

pc.

Gar

rett

Her

nand

ez

05_RW_020111_MeetCon_p10_11.indd 10 1/20/11 11:28:20 AM

Mike Stanberry was a contractor specializing in erosion control when he decided that he needed a helicopter to access far-flung worksites. One thing led to another and

soon he was running a fledgling aviation company, operating an EMS service for a Shreveport, Louisiana, hospital. Today Metro Aviation is one of the nation’s largest EMS contractors, employing 180 pilots flying 70 helicopters in 38 locations. Stanberry vigorously promotes safety both at Metro and throughout the national EMS community. “We looked at accidents and identified four primary initiatives that could contribute significantly to safety,” he says. “Improved cockpit vision, operational oversight, coordinated safety management and insistence on the best professional training available.” He’s put that insight into practice at Metro. He’s on pace to certify all of his pilots for night-vision goggles. He’s helped develop and is installing cockpit video and audio recorders both to review and correct cockpit procedures and to combat crew complacency. And he’s implemented a comprehensive safety management system, ensuring an uncompromised emphasis on safe operations. As for training, Stanberry says,

“FlightSafety wrote the book. Its simulation-based training is obviously superior – you can cover so many more critical areas.” In particular, he’s enthusiastic about FlightSafety’s new Level 7 helicopter training devices, which deliver comprehensive yet cost-effective training tailored to an operator’s specific mission – whether that’s EMS, law enforcement, offshore, corporate transport or news gathering.

For more information, please contact any of our Learning Centers or call Scott Fera, Vice President Marketing: 718.565.4774. Our headquarters are at the Marine Air Terminal, LaGuardia Airport, New York 11371-1061. Email: [email protected]

flightsafety.com A Berkshire Hathaway company

CEOs on TrainingA SERIES

“Metro Aviation trains with FlightSafetybecause both go beyond what’s required

in the interest of enhancing safety.”

MIKE STANBERRY

President, Metro Aviation

Mike Stanberry, a helicopter and

single-engine fixed-wing pilot,

holds marketing and business

degrees from Louisiana State

University. He co-founded Metro

Aviation in Shreveport, Louisiana,

in 1982, bought out his partner a

few years later and has presided

over its steady growth ever since.

Stanberry serves as vice president

of the Air Medical Operators

Association, a safety-focused

EMS industry organization he

helped found. He’s also active

in the Helicopter Association

International and Association of

Air Medical Services, earning

the AAMS’ Jim Charlson award

for his significant contributions

to air medical transport safety.

Photo courtesy of Jennifer Robison

FLIGHTSAFETY STANBERRY/METRO AVIATION AD: ROTOR & WING - Bleed: 8-1/8” x 11” Trim: 7-7/8” x 10-3/4” COLOR VERIS PROOF PDF/X-1a

05_RW_020111_MeetCon_p10_11.indd 11 1/20/11 11:28:29 AM

>>

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12 ROTOR & WING MAGAZINE | FEBRUARY 2011 W W W. R O T O R A N D W I N G . C O M

■ MILITARY | CRASH INVESTIGATION

Disputes Arise from Afghanistan CV-22 Crash Probe

For daily and breaking news involving helicopters, go to: www.aviationtoday/rwBecome a fan of Rotor & Wing on Follow us on @rotorandwing

A lengthy investigation into the fatal April 2010 crash of a U.S. Air Force Sp e cial O p erations Command ( A F S O C ) C V- 2 2 B O s p re y i n Afghanistan was inconclusive—and ended with a senior general disputing the chief investigator on a key finding.

Don Harvel, an airline pilot who as a Texas Air National Guard brigadier general led the eight-member Aircraft Investigation Board, concluded that one of 10 contributing factors was power loss in both the Osprey’s Rolls-Royce AE 1107C-Liberty engines. But AFSOC’s vice commander, Maj. Gen. Kurt Cichowski, declared in an adden-dum to the investigation that “the pre-ponderance of evidence in this report does not support a determination of engine power loss as a substantially contributing factor.”

Harvel, who retired from the Air Force as scheduled three months before AFSOC released his report Dec. 16, told Rotor & Wing the disagreement couldn’t be resolved because the Osprey’s flight incident recorder (FIR), which records engine data and instrument readings, was never recovered, though searchers retrieved a variety of classified gear at the crash site.

“Nobody in operations knew the flight incident recorder existed, and very few maintenance personnel knew it existed,” Harvel said, because the fact that the CV-22B carried a FIR was somehow omitted when the Air Force Osprey’s manual was “translated” from the Marine Corps MV-22B manual. “The only ones who knew it was on the airplane were the ones that actually had to test and maintain it,” Harvel said of the FIR, and none of them took part in

searching the wreckage. “I have a feeling it’s still out there,” he added.

Four hours after the crash, which occurred at 12:39 a.m. local time April 9, two Air Force A-10 “Warthog” air-craft dropped four 500-lb bombs on the wreckage, as an Army commander recommended, so it wouldn’t have to be guarded.

Even so, an Army unit from a nearby forward operating base later recovered the Osprey’s left engine and other parts, Harvel said. Harvel and other board members were flown over the

site in a helicopter a month and a half later but were told they couldn’t land because of a risk insurgents had planted explosives there. Speaking after he left the Air Force, Harvel said he believed the FIR—built to withstand a crash—might still be intact but may have been buried by the A-10 bombing or taken by scavengers.

Brig. Gen. OG Mannon, who became vice commander of AFSOC last fall after Cichowski was promoted to lieutenant general and assumed other duties, told reporters in December that

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Rotorcraft Report

13february 2011 | rotor & Wing magazineW W W. r o t o r a n d W i n g . c o m

no search for the FIR had been made after the wreckage was bombed and, absent new evidence, none would be undertaken. Harvel signed the report, making the investigation complete, Mannon said.

The crash was the first involving the Air Force version of the Osprey, a tiltrotor transport primarily flown by the Marines that can swivel two wingtip rotors up to take off and land like a helicopter and forward to fly like an airplane. The CV-22B that crashed, the lead among three carrying Army Rangers on a night raid against an insurgent target, touched down a quar-ter mile short of its intended landing zone, a desolate area five kilometers east/southeast of the village of Qalat, at about 80 knots.

The Osprey hit with its landing gear down and rotors up at more than 80 degrees, or nearly the 90 degrees used to land like a helicopter. It raced across the flat, sandy earth in what some aboard thought was a fast roll-on landing, then its front wheels bounced, struck the ground and collapsed. The nose plowed into the soft soil, then hit a two-foot-deep gully, flipping the aircraft tail-over-nose onto its back, crushing the cockpit and slamming the fuselage into the ground upside down.

Killed in the cockpit were two Air Force 8th Special Operations Squad-ron crew members: pilot Maj. Randell D. Voas, 43, who was in the left seat, and Senior Master Sgt. James B. Lackey, 45, a flight engineer seated in a jump seat between Voas and the copilot. Cpl. Michael D. Jankiewicz, 23, of the 3rd Battalion, 75th Ranger Regiment, and an Afghan woman interpreter, whose name was withheld, died in the cabin. The copilot, thrown from the aircraft in his seat, survived. Also surviving were another Air Force flight engineer, 13 Rangers, and a male Afghan inter-preter, all of whom had been kneeling in the cabin, wearing safety harnesses attached to the floor. Some were seri-ously injured.

Potential causes ruled out by the investigation included enemy fire, a

“brownout” landing that disoriented the pilot or vortex ring state, the cause of the worst Osprey crash in history, in which 19 Marines died at Marana, Ariz. on April 8, 2000, during an opera-tional test of the V-22.

Harvel and Cichowski agreed on nine contributing factors: inadequate weather planning, a poorly executed low visibility approach, an unexpect-ed 17-knot tailwind, a “challenging visual environment” on a moonless night, crew “task saturation,” the copilot becoming distracted and spending too much time looking outside the aircraft instead of at instruments, the crew pressing to achieve their first combat mission in Afghanistan, and an “unan-ticipated high rate of descent.”

Harvel concluded that while Voas flew his approach too fast and was surprised by the tailwind, the highly skilled pilot most likely was attempting an emergency roll-on landing because he lacked enough engine power to fly around or land in helicopter mode, as opposed to accidentally flying the Osprey into the ground.

If so, the CV-22B must have lost power in both engines, Harvel said, as a driveshaft connects the rotors and a

V-22 can land like a helicopter on one of its 6,150 shaft horsepower engines. The engines might have lost power due to compressor stalls caused by the right quartering tailwind combined with the high pressure altitude where the crash occurred—5,226 feet above sea level—or by mechanical failure, Harvel said.

In concluding that no power loss occurred, Cichowski cited a lack of any crew discussions or recorded warnings before the Osprey crashed as well as a Rolls-Royce study of the recovered left engine and analysis by the Naval Air Systems Command (NAVAIR), which runs the Osprey program. “The prob-ability of an engine failure, less than two seconds prior to impact, was assessed as being highly remote,” Cichowski wrote. Rolls-Royce concluded that “the left engine was operating at time of impact,” he added, and NAVAIR’s analysis “indicated” that “a single engine failure was unlikely.” —By Richard Whittle

The complete report, including w i t n e s s s t a t e m e n t s , i s available at www.afsoc.af.mil/accidentinvestigationboard/index.asp

■ ServiceS | Maintenance

come Together: Bell integrates Six SubsFort Worth, Texas-based Bell Helicopter Textron has consolidated six support and service divisions under its corporate brand. Five former subsidiaries now fall under the Bell Helicopter banner: Edwards & Associates of Piney Flats, Tenn., Louisiana-based Rotor Blades (Broussard) and Acadian Composites (Lafayette), Bell Aerospace Services (Bedford, Texas) and Ozark, Ala.-based U.S. Helicopter. Bell will continue to offer parts and accessories using the brand of the sixth company affected by the action—Aeronautical Accessories, also of Piney Flats.

Bell President & CEO John Garrison notes that integrating the subsidiaries “allows us to offer our customers a more complete support and service solution—from the time they buy a new Bell Helicopter to the time they retire their fleet.” Other Bell affiliates Edwards Rotorcraft Solutions of Fort Lauderdale, Fla., Corpus Christi, Texas-based McTurbine and SkyBOOKS (Jacksonville, Fla.) are not part of the integration effort.

The international Bell network of service and support locations now encom-passes 13 locations, employing more than 1,700 people. The business sector con-tributes more than a third of the company’s annual revenue, according to Bell.

For a full version of this story, visit www.rotorandwing.com

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Rotorcraft Report

■ CommerCial | Accident investigAtion

Carson Helicopters ‘Scapegoat’ in NTSB Crash Probe

A close look at documents from NTSB and a company it’s placing much of the blame on for a 2008 helicopter crash reveals a sharp contrast in viewpoints from government investigators and the operator—Perkasie, Pa.-based Carson Helicopters—as to what led the Sikorsky S-61 to fall from the sky. With all the ‘he said, she said’ allegations flying from NTSB investigators, Carson and the copilot who survived the crash, it’s hard to pinpoint exactly the real cause—it depends on who you talk to. Throw in claims of evidence tampering and the picture just gets cloudier.

Franklin Carson, president of Car-son Helicopters, issued a scathing open letter Jan. 12 to dispute the findings of NTSB’s two-year probe into the crash. The helicopter, which was under con-tract with the U.S. Forest Service, went down on Aug. 5, 2008 near Weaver-ville, Calif. Nine people died, including seven firefighters and the pilot, while four others were injured, including copilot William Coultas, who disputed

NTSB’s findings following a Dec. 7 public meeting where board members revealed the accident’s probable cause.

NTSB pinned much of the blame on Carson Helicopters, while acknowl-edging the role of improper oversight by FAA and USFS. Among the rea-sons cited were Carson’s “intentional” understatement of the helicopter’s empty weight, altering of the power available chart and practice of using above minimum specification torque figures. But the company disagrees: “Carson strongly believes that the acci-dent was caused by the loss of power to the #2 engine due to contamination in the fuel control, which the NTSB chose to ignore even after reviewing indisput-able evidence brought to its attention.” Franklin Carson also asserted that NTSB disregarded the copilot’s “direct testimony that he saw signs of power loss in the #2 engine immediately prior to the crash,” adding that investigators “ignored his direct reading of the actual air temperature at the scene in favor

of manufactured data that fit their preconceived narrative.” The company president also claims that NTSB mis-handled important evidence related to the probe, including losing parts from the fuel control unit (FCU).

Carson also challenged the notion that the error on the weight chart was intentional. The company “is not dis-puting that a Carson employee submit-ted incorrect information on the empty weight of the aircraft and the perfor-mance chart, but NTSB’s suggestion that it was condoned by the company is totally false and misleading.”

He notes that Carson Helicop-ters has been bound by limitations of being part of the investigation team, but “in light of NTSB’s arbitrary and one-sided hearing” on Dec. 7, the com-pany could not “stand silently by while NTSB ignores an ongoing safety-of-flight issue by trying to make Carson a scapegoat.”—By Andrew D. Parker Read the full version of this story at: www.rotorandwing.com

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Rotorcraft Report


■ Public Service | Law EnfoRcEmEnt

AW bolsters bulgarian border PoliceTwo AgustaWestland AW109 Powers and one AW139 have entered service with the Bulgarian Border Police. AgustaWestland handed over the helicopters during a January 15 ceremony at Sofia Airport (SOF) with Bulgarian government and police officials. The AW109s and AW139 will conduct airborne law enforcement, surveillance and border patrol missions as part of the European Union’s Schengen Zone. The A109

comes equipped with a moving map display, NVG-compatible cockpit, searchlight, weather radar, FLIR camera, radio suite and loudspeaker. Bulgaria already flies one AW109 Power, which began operations in 2010.

■ commerciAl | SERvicES

All Together Now: russian Helicopters consolidation FinalizedRussian Helicopters JSC has completed consolidating all of the country’s helicopter manufacturing and service entities. As part of the final stage of a process to “centralize control functions” that began in 2008, the UIC Oboronprom subsidiary acquired 75 percent of Rostvertol, increasing its equity in the company from around 23 percent. Russian Helicopters also owns majority stakes in the following companies: • Helicopter Service Co. (100 percent);• Kamov (99 percent);• Kazan Helicopters (66 percent);• Kumertau Aviation Production Enterprise (100 percent);• Mil Moscow Helicopter Plant (72 percent);• Progress Arsenyev Aviation Co. (75 percent);• Reductor-PM (81 percent);• Stupino Machine Production Plant (60 percent); and• Ulan-Ude Aviation Plant (75 percent).

Other partner organizations include AirTaxi Service (interior completions and maintenance), RET Kronshtadt (training, navigation and avionics), Tranzas (software and simulators); CSTS Dinamika (technical training for pilots and engineers), BETA AIR (testing equipment and avionics) and Ural Works of Civil Aviation (helicopter engine repairs and components).

■ ServiceS | componEntS

Kaman Aerostructures opens mexico SiteDuring a ceremony in late 2010 involving local and company representatives, Kaman Aerostructures officially opened its new manufacturing facility in Chihuahua, Mexico. The Kaman Aerospace subsidiary will initially make extrusions and sheet metal details at the site, which will eventually employ up to 500 people. Kaman plans to invest $10 million in the facility, which will ship parts to Kaman Aerostructures’ U.S. branch or directly to the end user.

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■ Military | AiRfRAmes

Four Eurocopter types Go airborneEurocopter completed the initial runs of four airframes in late 2010—the second prototype EC175, the Tiger HAD and NH Industries NH-90 tactical transport helicopter (TTH) for both France and Spain. The EC175 (shown at left) took off December 17 from the manufacturer’s plant in Marignane, France for a series of basic handling and system checks. The 45-minute flight comes about a year after the first EC175 prototype took to the

skies. Eurocopter and Aviation Industry Corporation of China (AVIC) are developing the EC175. The initial pre-serial French Tiger HAD (fire support and destruction) carried out its maiden flight the same day in Marignane. Eurocopter will test the French Tiger HAD along with the Spanish Tiger HAD over the next several months. The manufacturer has also completed initial flights for the French and Spanish (shown below) versions of the NH90 TTH. The French variant is being transferred to the Official French Flight Test Center in Istres, following a one-hour flight at Marignane. Eurocopter Espana assisted with the first flight of the Spanish NH90 TTH, which features GE CT7-8F5 engines. That airframe is being moved to Eurocopter’s facility in Albacete in preparation for flight tests leading up to full qualification from the Spanish Ministry of Defense.

■ sErvicEs | mAintenAnce

PaG Purchases avcenterAtlanta-based Precision Aviation Group (PAG) has reached an agreement to acquire Avcenter, a repair station in Dallas, Texas, that focuses on wheels, brakes and accessories. PAG plans to use the agreement to increase maintenance, repair and overhaul (MRO) services to helicopters and fixed-wing aircraft. President & CEO David Mast notes that since finalizing the transaction, PAG has “made substantial investments in tooling, equipment, training and inventory” to expand Avcenter’s services. Under the arrangement, Avcenter becomes a subsidiary of Precision Avionics & Instruments (PAI).

■ Products | Avionics

Faa Grants Becker dvcs6100 certThe Miramar, Fla .-based U.S. subsidiar y of Becker Avionics has obtained an FAA production certificate for its DVCS6100 digital voice communication system. Becker Avionics Group President & CEO Roland Becker notes that production will begin “immediately” for the DVCS6100. The company has also received an order for the DVCS6100 from Fort Myers, Fla.-based Lee County MEDSTAR. Lee County will upgrade its Bell 430 with the system, with Sarasota Avionics performing the installation as part of the completions process for the helicopter.

■ Military | AttAck

u.s. army orders arrowhead sensorsLockheed Martin has secured a $15-million U.S. Army contract to supply its VNsight low-light-level TV capability for the Boeing Apache’s Arrowhead modernized target acquisition designation sight/pilot night vision sensor (M-TADS/PNVS). The Lot 1 contract covers 65 VNsight sensors and spares for two Apache battalions. Lockheed Martin’s Missile and Fire Control division will produce the VNsight lens and its Akron, Ohio-based Mission Systems and Sensors unit will supply the camera.

■ Products | WiRing

laBarge to supply MH-60s WiringKaman Aerospace has inked a $1.6-million agreement with LaBarge Inc. for cockpit wiring harnesses on the Sikorsky MH-60S Seahawk. Production of the wiring harnesses is set to take place at LaBarge’s facility in Berryville, Ark., with completion scheduled for April 2011.

Eurocopter Photos

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Rotorcraft Report


■ CommerCial | AiRfRAmes

Tilton Given living legends awardMD Helicopters President & CEO Lynn Tilton was named the “Aviation Entrepreneur of the Year” during 8th Annual Living Legends of Aviation awards ceremony on January 20 in Beverly Hills, Calif. Tilton is founder and CEO of Patriarch Partners, which acquired MD Helicopters in 2005. She is being recognized for returning the company to profitability and bolstering support services for existing MD operators. The Kiddie Hawk Air Academy-produced Living Legends event—which included presentations from actors and aviation enthusiasts such as Morgan Freeman, John Travolta, Harrison Ford, Tom Hanks and Kurt Russell—also honored Frank Robinson, founder of Torrance, Calif.-based Robinson Helicopter.

■ ProduCTs | mAintenAnce

darT Teams with Heli-enterpriseOceanside, Calif.-based DART Helicopter Services has signed a distribution agreement with specialty rotorcraft tool and work stand supplier Heli-Enterprise. Under the partnership, DART will distribute the full line of Heli-Enterprise tools and custom/purpose-built maintenance and work stands.

■ serviCes | mAintenAnce

Columbia registered to eN/as9100Risk management firm Det Norske Veritas has registered Columbia Helicopters to the EN/AS9110 aerospace quality standard. The certification will allow Columbia to increase its maintenance, repair and overhaul (MRO) work, as several OEMs require maintenance organizations to obtain third-party registration. Columbia becomes one of around 350 companies to receive AS9110 certification, with less than 100 of those in the United States. Chris Hankland, director of quality, explains that in addition to meeting requirements for ISO 9001:2008 and EN/JISQ/AS9100:2004, Columbia has “met the additional EN/AS9110:2003 requirements to include additional safety, reliability and airworthiness for both military and commercial aircraft MRO.”

■ miliTary | AiRfRAmes

KuH to Feature Cobham antennasThe Korean Utility Helicopter (KUH) will come equipped with Cobham antennas and avionics. A long-term contract with Korea Aerospace Industries (KAI) calls for Cobham Antenna Systems to build the comm/nav antennas in the UK, with the navigation transceiver coming from U.S. division Cobham Avionics and Surveillance. KAI will manufacture the “Surion” in Sacheon, South Korea, with plans for up to 245 helicopters over the next 10 years. The KUH will replace a fleet of Bell UH-1Hs and MD500s.

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Rotorcraft Report

■ CommerCial | AiRfRAmes

mi-38 Performs initial long-HaulRussian Helicopters has carried out the first long-haul flight of the Mil Mi-38, following the maiden f light of the second prototype a i r f r a m e i n e a r l y December. OP-2 flew 800 km (497 miles) from Kazan to Moscow in late December, arriving at the Mil Moscow Helicopter Plant for further flight testing.

Earlier in the month, Russ i an Hel icopters announced that the sec-

ond prototype Mi-38 took to the skies for its first flight. Built by Mil Moscow Helicopter Plant and Kazan Helicopters, OP-2 has already conducted 26 ground run-ups and seven hover and low-speed checks. OP-2 features Pratt & Whitney Canada PW127 engines and IBKO-38 avionics from Tranzas, as well as upgrades to the hydraulic and fuel systems and main rotor blade modifications based on results from testing the first prototype, OP-1. Plans call for Mil Moscow Helicopter Plant to demonstrate OP-2 during 2011, with full production at Kazan projected to begin in 2013. A third prototype is currently in the assembly stage. The multi-role Mi-38 is intended for passenger transport, search and rescue, offshore and EMS operations.

■ serviCes | Logistics

aar receives logistics awardThe U.S. Department of Defense has awarded the AAR Corp. Defense Systems and Logistics division with a 2010 Secretary of Defense performance-based logistics (PBL) award. The Under Secretary of Defense for Acquisition, Technology and Logistics presented the award to AAR, Hamilton Sundstrand and the Navy’s Fleet Readiness Center-East. It recognizes the public-private partnership that supplies component-level supply chain support for the H-46 Sea Knight and H-53 Sea Stallion.

■ military | UnmAnned

Unmanned Fire-X takes off

Northrop Grumman and Bell Helicopter have conducted the first test flight of the Fire-X vertical unmanned air system (VUAS). The autonomous flight took place on Dec. 10 at the U.S. Army’s Yuma Proving Ground in Arizona.

■ PUbliC serviCe | PoLice

maryland Files suit over Helo CrashThe state of Maryland has issued a lawsuit against the U.S. government over a September 2008 helicopter crash that killed four people, claiming that FAA air traffic controllers failed to provide up-to-date weather information and adequate support in responding to a distress call. The Aerospatiale Dauphin, in operation with the Maryland State Police, was transporting patients from a car accident when it went down near Andrews Air Force Base. The lawsuit seeks $4 million.

■ serviCes | WAAs

eC135/145 Waas Certs approvedA m e r i c a n Eu ro c o p te r ’s FA A O r g a n i z a t i o n D e s i g n a t i o n Authorization (ODA) has issued supplemental type certificates (STCs) for wide area augmentation system (WAAS) upgrades on the EC135 and EC145. The STCs allow installation of the Garmin GNS430W or 530W with the MEGHAS display system on the helicopters.

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Russian Helicopters’ second Mi-38 prototype has gone airborne, conducting a long-haul mission in late December.

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Rotorcraft Report


■ Training | SimulatoRS

Helicopter iWg issues Simulator guidelinesAn international working group (IWG) under the UK’s Royal Aeronautical Society has developed new guidelines for the classification of civil helicopter flight simulation training devices (FSTDs). The four-year endeavor seeks to assist International Civil Aviation Organization (ICAO) efforts to publish Document 9625, a new Manual of Criteria for the Qualification of FSTDs.

The helicopter IWG built on a similar process undertaken for fixed-wing aircraft. The group plans to sub-mit a draft of the document to ICAO in early 2011. Among the most salient points the group is stressing include that:

• This is the first time that ICAO has considered helicopter simulation as a separate subject.

• An analysis of pilot training tasks and licenses forms the basis of the new device definitions, representing a sig-nificant change in approach to existing processes.

• One of the key aims of the effort is to improve access to simulation across the helicopter industry, and therefore improve safety.

According to the helicopter IWG, benefits of the “harmonization effort” will include reducing and simplifying administrative burdens, providing a more consistent approach for simula-tor manufacturers, expressing the suit-ability of specific FSTDs for various training tasks, and improving the qual-ity of training while reducing costs.

For more information about the proposed standards, contact Matt Jennings (training sub-group), [email protected], Stephane Clement (technical sub-group), [email protected]) or Rene Tassan, [email protected]

A copy of the helicopter IWG document can be found at: www.raes-fsg.org.uk/outsiders/

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Rotorcraft Report

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Feb. 23–25: Association of the U.S. Army (AUSA) Winter Symposium, Washington, D.C. Contact AUSA, phone 1-703-841-4300, toll free 1-800-336-4570 or visit www.ausa.org

March 5–8: Heli-Expo 2011, Orlando, Fla. Contact HAI, phone 1-703-683-4646 or visit www.heli-expo.com

March 16–18: Association of Air Medical Services (AAMS) Spring Conference, Washington, DC. Contact AAMS, phone 1-703-836-8732 or visit www.aams.org

March 21–24: 38th Annual International Operators Conference (IOC), San Diego, Calif. Contact NBAA, phone 1-202-783-9000 or visit www.nbaa.org

March 22–25: Aircraft Electronics Association (AEA) Annual Convention & Trade Show, Reno, Nev. Contact AEA, phone 1-816-347-8400 or visit www.aea.net

April 17–20: Quad-A Annual Convention, Nashville, Tenn. Contact Quad-A, 1-203-268-2450 or visit www.quad-a.org

April 19–21: 56th Annual Corporate Aviation Safety Seminar (CASS), San Diego, Calif. Contact Flight Safety Foundation, phone 1-703-739-6700 or visit www.flightsafety.org

May 1–6: Medical Transport Leadership Institute, Wheeling, W.V. Contact AAMS, 1-703-836-8732 or visit www.aams.org

May 2–5: 2011 Offshore Technology Conference, Houston, Texas. Contact OTC, 1-972-952-9494 or visit www.otcnet.org

May 3–5: AHS Intl 67th Annual Forum and Technology Display, Virginia Beach, Va. Contact AHS Intl, phone 1-703-684-6777 or visit www.vtol.org

May 17–19: European Business Aviation Association and NBAA’s EBACE 2010, Geneva, Switzerland. Contact EBAA, phone +32 2 766 0073 or visit www.ebaa.org

May 19–21: International Helicopter Industry Exhibition (HeliRussia 2011), Moscow, Russia. Contact HeliRussia, +7 495 958 9490 or visit www.helirussia.ru

May 24–27: AirMed World Congress 2011, Brighton, UK. Contact AirMed at +44 (0) 162 283 3448 or visit www.airmed2011.com

June 20–26: 49th Annual International Paris Air Show, Le Bourget, France. Contact Paris Air Show, phone +33(0)15 323 3333 or visit www.paris-air-show.com

July 20–23: Airborne Law Enforcement Association (ALEA) Annual Conference, New Orleans, La. Contact ALEA, phone 1-301-631-2406 or visit www.alea.org

Aug. 17–19: 8th Australian Pacific Vertiflite Conference on Helicopter Technology, Gladstone, Australia. Contact AHS Intl, phone 1-703-684-6777 or visit www.vtol.org

Sept. 27–29: Helitech Duxford 2011, Duxford, UK. Contact Reed Exhibitions, phone +44 (0) 208 439 8886 or visit www.helitechevents.com

Oct. 10–12: AUSA Annual Meeting, Washington, D.C. AUSA, phone 1-703-841-4300, 1-800-336-4570 or visit www.ausa.org

Oct. 10–12: National Business Aviation Association (NBAA) 64th Annual Meeting & Convention, Las Vegas, Nev. Contact NBAA, phone 1-202-783-9000 or visit www.nbaa.org

Oct. 17–19: Association of Air Medical Services (AAMS) Air Medical Transport Conference (AMTC), St. Louis, Mo. Contact AAMS, 1-703-836-8732 or visit www.aams.org

Co p p el l , Texa s - b a s e d B r a ntl y International has appointed Kyle Hardman as company president. He comes from Bell Helicopter Textron, where he was a principal engineer. Hardman will assist with efforts to return the Brantly B-2B light helicopter back into production.

Aviation Instru-ment Services (AIS) has hired David Perrin as a helicop-ter component and instrument sales

rep in Charlotte, N.C. He will also assist operators with component repair management and exchange services. Perrin’s previous experience includes at Sterling Helicopter in Philadelphia and StandardAero in Winnipeg.

Aspen Avionics of Albuquerque, N.M. has promoted Michael Studley to director of customer service-field service engineering. He will oversee the company’s group of field service engi-neers, which provide technical support to Aspen’s international network of Authorized Service Centers (ASCs). Studley was previously manager of field service engineering for the northeast U.S. and Europe.

Two AgustaWestland employees—Mike Sheppard from the field service department and Chris Ferguson from the Integrated Merlin Opera-tional Support (IMOS) team—have received Afghanistan Campaign Med-als. The pair deployed to Afghanistan from December 2009 to February 2010, supporting the UK Royal Air Force

AW101 Merlin Mk3’s entry into ser-vice. Based at Camp Bastion, Ferguson and Sheppard fielded technical ques-tions and assisted with modifications to the helicopter’s ballistic protection system.

Anthony Sis-neros is the new director of con-tinuous improve-ment for CIRCOR Aerospace Products

Group in Corona, Calif. In addition, he will represent the company’s aerospace group on the CIRCOR International Council for Continuous Improvement and Operational Excellence. Sisneros was formerly director of operations for Goodrich’s aerospace engine compo-nent manufacturing division.

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Rotorcraft Report


■ PUBLIC SERVICE | BORDER PATROL

Italian Guard Receives AW139AgustaWestland has handed over a second AW139 to the Italian Customs and Border Patrol Service (Guardia di Finanza).

During a Janu-ary 14 ceremony in Vergiate, the m a n u f a c t u r e r delivered the heli-copter to Chief of Staff Gen. Michele Adinolfi and Gen. Daniele Caprino, I n t e r - r e g i o n a l Commander for north-east Italy. The Italian Customs and Border Patrol Service operates another AW139 that entered operations in mid-2009.

■ MILITARY | ATTACK

Longbow Delivers 400th FCRU.S. Army officials joined Lockheed Martin and Northrop Grumman reps in December to mark handover of the 400th Longbow fire control radar (FCR) for the Boeing Apache at a ceremony in Orlando, Fla. Lockheed Martin and Northrop Grumman joint venture Longbow LLC delivered the milestone unit to the Army at Lockheed’s facility in Orlando, Fla. Col. Shane Openshaw, Army program manager for Apache, called the Longbow FCR a “battlefield force multiplier,” adding that the system’s targeting capabilities “provide critical support for ground troops while limiting the aircrew’s exposure to threats.” Longbow has also obtained a $26.8-million U.S. Army Aviation and Missile Command contract to supply life cycle support and logistics for 246 Longbow FCR systems.

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Operator: CareFliteMarket: United StatesIndustry: EMSEquipment: 4 x A109E


Operator: Omni Taxi AéreoMarket: BrazilIndustry: Oil & GasEquipment: 2 x S76C++


Operator: Global VectraMarket: IndiaIndustry: Oil & GasEquipment: 1 x B412EP


Operator: InaerMarket: France, Italy, Portugal, SpainIndustry: EMSEquipment: 3 x EC135T2 2 x A109E


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PROV IDING OVER $75,000,000 IN LEASE F INANCING

MILESTONE AVIATION GROUP IS PROUD TO HAVE PARTNERED WITH THE FOLLOWING COMPANIES:

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Rotorcraft Report

■ Military | CaRgo Resupply

Navy Evaluates K-MaX UaSKaman Aerospace and Lockheed Martin have obtained a $45.8-million U.S. Naval Air Systems Command contract to evaluate the K-MAX unmanned aerial system (UAS) in the cargo resupply role. The agreement calls for Lockheed Martin Aviation Systems and Kaman to provide two aircraft and three remote control ground stations to the Marines by summer 2011, when a quick reaction assessment will take place.

■ CoMMErCial | aCCessoRies

PZl Hook Certified Polish AgustaWestland subsidiary PZL-Swidnik has secured EASA approval to install an Onboard Systems Talon cargo hook on the SW-4. The cargo hook allows the single-engine helicopter to carry loads up to 650 kg (1,430 lbs) using SEI Industries’ Bambi Bucket.

■ ProdUCtS | avioniCs

itt Splits 3 WaysITT Corp. has unveiled plans to separate its business sectors into three distinct companies—ITT Corp., ITT Water Technology and ITT Defense and Information Solutions. Following the spinoff, ITT Corp. will include the company’s current Industrial Process, Motion Technologies, Interconnect Solutions and Control Technologies divisions. ITT will rename the new Defense & Information Solutions segment, with products and services to include night vision for helicopters, electronic warfare, radar, surveillance/reconnaissance systems, weather monitoring and navigation, as well as maintenance and engineering. For the full story, visit Rotor & Wing sister publication Avionics at www.aviationtoday.com/av

■ Military | ModifiCations

Helibras to Modify Brazilian aS350sEurocopter’s Helibras subsidiary has won a contract to modernize a fleet of 36 AS350 Ecureuils in operation with the Brazilian Army Aviation Command. The agreement includes a complete rebuilding of three of the helicopters. Terms of the deal call for work to start during 2011 and run through 2018. Helibras will modify the AS350s at its facility in Itajuba in southeastern Brazil. The military unit first incorporated the EC135 into its operations more than 20 years ago, and the upgrade effort will extend the service life of the helicopters by at least 25 years, according to Helibras.

Among the work slated for the helicopters includes: installation of a glass cockpit, automatic flight control system (AFCS), autopilot, and new seating. Helibras will develop the avionics suite for the AS350 with Sagem Avionics and Aeroeletronica, under an agreement inked in September. Sagem will supply the displays and Aeroeletronica will provide the computers and install the system.

Under a separate contract, Helibras handed over three EC725s to the Brazilian Armed Forces in December. Part of a 50-helicopter order, the initial trio of multi-role helicopters was built in France and final completions will occur in Brazil. Starting in 2012, assembly of the EC725s will occur at the new Helibras produc-tion complex in Itajuba. Deliveries are set to continue through 2016.

■ SErviCES | MaintenanCe

Bell to Support Canadian CH146Canada’s government has issued a $640-million contract for Bell Helicopter to support a fleet of Canadian Forces CH146 Griffons. The 10-year Optimized Weapon System Support (OWSS) agreement calls for Bell to supply management services, engineering and technical publications, maintenance, spares and consumable parts for the helicopters. The deal carries four one-year options that, if exercised, could raise the total value to $935 million (Canadian).

Helibras will modernize the Brazilian Army Aviation Command’s fleet of 36 Eurocopter AS350s.

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23February 2011 | rotor & Wing magazineW W W. r o t o r a n d W i n g . c o m

For the month of February

Erickson Selects Archangel AHR150AErickson Air-Crane has chosen Archangel Systems’ AHR150A air data attitude head-ing reference system (ADAHRS) and AFC001 automatic flight control for its S-64 fleet. Archangel supplies Erickson shipsets, consisting of two ADAHRS and two AFCs per S-64. Archangel has worked closely with Erickson during their TC approval process, culminating in the initial S-64 retrofit delivery to San Diego Gas and Electric in Decem-ber 2010. The AHR150A is a cost-effective ADAHRS at low size, weight and power budgets with FAA TSO C4c, C5e, C6d, C88a and C106 approvals. All software is DO178B Level A running on redundant and dissimilar processors. Developed for compatibility with fly-by-wire systems, data latencies are low. Air data is RVSM-compliant. The AFC001 has FAA TSO C9c approval with DO178B Level B software. Product details are available at www.archangel.com/products. Archangel Systems is an ISO 9001:2008 certified facility. Contact Archangel Systems, phone 1-334-826-8008, ext. 14 or visit www.archangel.com/about/contact-form

Multi-Function Data Acquisition UnitThe NORTH Flight Data Systems Multi-Function Data Acquisition Unit (MFDAU) is a self-contained unit that uses internal gyros and accelerometers to track three-dimensional movement, G forces and external systems data, including current ARINC 429 and 717 data streams, as well as multiple analog inputs from legacy helicopters and airplanes. The internal magnetometer and pitot static sensors provide accurate heading, speed and altitude infor-mation. Operating in direct alliance with the NORTH FDS Quick Access Recorder (QAR), the MFDAU is the primary com-ponent of the most comprehensive aviation safety equipment in the market, enabling customers to best manage, train, and improve the safety and performance of their operations. All NORTH FDS products have been tested to the most recent FAA DO-160F high vibration rotorcraft standards and are FAA STC’d. The product line will be displayed at HeliExpo 2011, Booth 4437. Contact NORTH Flight Data Systems, phone 1-817-561-9500 or visit www.northfds.com/products.html

Heliport Lights from FEC HeliportsFEC Heliports designs and manufactures high quality heliport lighting that is manufactured to meet heliport guideline recommendations worldwide. With the finest quality, fully warranted and best-priced options on the market, contact FEC at [email protected] for a free, no obligation quote for your heliport lighting system. www.heliportsequipment.com also offers a full range of products, including snow melting systems, fuel/water separators, fire suppression equipment, landing dollies, portable helipads, heli-copter power units, glide slope indicators, heliport rescue equipment and offshore helideck lighting. Contact FEC Heliports Worldwide Ltd., phone +44 1494 775226 or visit www.heliportsequipment.com

CPI with Automatic FDR & CVR Data CaptureThe Techtest Series 503 deployable Crash Position Indicator (CPI) provides a proven emergency alerting and locating capability and is now the CPI installation of choice for AgustaWestland, Euro-copter and Sikorsky. In the company’s continuing quest for product improvements, Techtest has now introduced an optional CPI memory module, which stores data from the aircraft’s flight data and cockpit voice recorders. Recovery of the CPI beacon therefore provides immediate access to essential safety data that could otherwise be extremely difficult to retrieve, especially after a sea ditching. To aid its physical recovery, the CPI beacon includes integral GPS, enabling it to continuously update the COSPAS-SARSAT satellite tracking system with its post-deployment position. Once retrieved, beacon’s stored flight and voice data can be read directly onto a hand-held download device for subsequent analysis. These latest enhancements to the Series 503 CPI offer important safety improvements, which dramatically improve the prospect of rapid post-accident recovery and analysis. Visit us at Booth 509 at HAI Heli-Expo. Contact HR Smith/Techtest, +44 1568 708744 or visit www.hr-smith.com

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PERSONAL/CORPORATE | LIGHT TURBINE

THE ROBINSON R66: TURBINE TIME for

THE MASSESRobinson Helicopter invited Rotor & Wing to try out the newly

certified R66 Turbine and Editor-at-Large Ernie Stephens

jumped at the opportunity.

By Ernie Stephens

Robinson Helicopter’s R66 Turbine was awarded an FAA type certificate on Oct. 25, 2010, and, based upon the 100 units already on order, is expected to be as popular as its top-selling piston stablemate, the R44. Base price for the five-seat, single-engine helicopter is $790,000.

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Turbine Time

THE ROBINSON R66: TURBINE TIME for

THE MASSES

Okay, I’ll tell you up front that I’ve never avoided a chance to check out a helicop-ter, even a bad one. Civilian or military, big or small, simple or complex, if it can

fly, I want to see what it will do. But I must also admit that when the call came for me to hop out to California to do an evaluation on the R66—Robinson Helicopter Company’s (RHC) first turbine ship—I felt my toes curl up just a

little bit more than usual.The debut of the R66—officially named the R66

Turbine—has been one of the most anticipated helicopter rollouts in decades. No other press conference at the Helicop-

t e r Association International’s annual Heli-Expo conference packs every inch of sitting and standing room like the Robinson briefing. And no other topic gets the audi-

ence leaning forward in their seats like R66 news.Each year since 2008, owner and founder Frank



Robinson takes to the podium, makes a few statements about the health of the company, shares some sales figures, then opens the floor for questions. And each year since 2008, at least the first three questions are about the R66. When will the world see the prototype? How much will it cost? Will it have six seats, since the R22 has two and the R44 has four? But year after year, the bushy-browed engineer would wryly build anticipation by sidestepping basic questions with a friendly, non-offen-sive, “Wait and see,” that would draw a collective chuckle from the crowd.

Frank Robinson’s masterful building of anticipation reached its conclusion when N4512G, a white R66 Turbine with red stripes, was unveiled at Heli-Expo in Houston, Texas on Feb. 21, 2010. That’s where I saw it in person for the first time. I, and most other people who have any sort of familiarity with R44s, took one look at the aircraft on display and said: “It looks different, but I’m not sure why.”

Any similarity between the R44 and its newest sibling, the R66, can lull the observer into thinking the only differ-ence will be in the powerplant. Not so. Most of the similarities between

the R44 and the R66 are limited to the exterior lines and interior appoint-ments that the company has made its own over the years. Even the signature T-handle cyclic that pilots either love or hate can be found aboard the R66. But that’s where most of the similarities end. The R66 is more new than old.

Lineage Any serious conversation about the R66 has to begin with the development of its two-seat stablemate, the piston-powered Robinson R22; brainchild of Frank Robinson, who left Bell Helicop-ter as an engineer in the 1970s to build a helo that the general public would have a better chance of affording. It worked, too. His 857-lb helicopter was liter-ally designed on the kitchen table of the Robinson home, and found its way to the marketplace in 1979, where it began a long run of record-setting sales.

With more R22s being sold than any other helicopter in its class, Robinson turned his attention to the cries of rent-al pilots, who wanted an economical helicopter similar to the R22, but with room for four people. Enter the R44, a stretched R22 with a more powerful engine and seating for four—two in the

front and two in the back. The aircraft went on the market in 1993, and within 15 years, became the only general avia-tion helicopter to outsell the R22.

The R22 and R44, in variants that ranged from float-capable designs to police models, gained widespread popularity around the world, forc-ing the company to move from its original general aviation-size hangar at Zamperini Field (TOA) in Torrence, Calif., to a cavernous, purpose-built 480,000-square-foot manufacturing facility across the runway.

But like a magician whose audience wants to see him pull another rabbit out of his hat, Frank Robinson’s cus-tomers wanted to see him pull a turbine out of his plant. And they wanted it to have all of the features of the $400,000 R44, but the reliability of a turbine-powered ship.

Robinson had released study after study showing that the derated four- and six-cylinder Lycoming piston engines running in his R22 and R44 were just as reliable (if not more so) than any turbine, but he could not argue with the efficiency turbine air-craft enjoyed in high, hot conditions. He also knew that the venerable Bell 206B Jet Ranger, which was slated to cease production soon, would leave a segment of the light turbine market looking for a new five-place helicopter to fill its spot. Fueled by those motivat-ing factors, and the desire of some of his loyal customers to transfer seamlessly into a turbine aircraft, Robinson set his design team on building the R66.

In just two years, the R66 went from the drawing board to FAA type certification, which was award on Oct. 25, 2010. Immediately thereafter, both the Robinson faithful, and those who wondered if they could be, came to Torrence to try out the newest member of the RHC family. In fact, as of this writing, Kurt Robinson, who took over as president of the company when his father entered semi-retirement in early in 2010, reports brisk order activity. “I

The R66 Turbine is powered by a Rolls-Royce RR300 engine that can deliver 300 shp, but is derated to 240 shp for Robinson. Placing the engine low and at a 37-degree angle saved headroom, while leaving room for a separate baggage compartment.

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Personal/CorPorate | Light tuRbine



think we have over a hundred [orders for the R66],” said Robinson, who chose not to reveal specific customers by name. “I don’t know if it’s over 110, but it’s certainly over 100.”

The Finished Product The closer you look, the less the $790,000 R66 resembles the R44. First, the R66’s cabin is noticeably wider than the R44’s—7.5 inches, to be exact—which also set the skids six inches wider than the 86-inch width on the R44. (A small horizontal stabilizer had to be attached to the bottom of the tail fin to help eliminate some unwanted airflow issues caused by the increased width.)

Other immediately noticeable fea-tures include air intakes and vents that help the Rolls-Royce RR300 gas turbine engine breathe while it’s producing 270 shp; power that’s used to lift a maxi-mum gross weight of 2,700 lbs to a den-sity altitude of no greater than 14,000 feet. The designers even installed the 172-lb engine at a 37-degree angle to make room for every Robinson pilot’s dream: a separate baggage compart-ment capable of accepting suitcases, golf clubs, or 300 lbs of anything else that needs to come along.

Gone, or so it seems at first inspec-tion, is the gas cap that’s usually near the base of the main rotor mast. It’s actually still there. Robinson’s engineers hid the fuel port behind a small door, which also conceals an area that can be used as a step when inspecting the rotor head. While the R66 retains nearly the same measurements from the forward blade tip to the tip of the tail, the inte-rior width of the cabin increased from 50.5 to 58 inches, giving the passengers significantly more shoulder room up front, and a third forward-facing seat in the back. Leg room, however, only got a 1-inch boost over what the R44 was born with.

Climbing Aboard It was cloudy, overcast, and the vis-ibility was nothing to write home to

mother about, but Robinson test pilot Doug Tomkins agreed to take me up in N4512G, the third R66 to come off the assembly line, and, at the time, still being used for some final tweaking.

He directed me to the right seat, which is designated for the pilot-in-command. Many old-school pilots poke fun at the spindly looking T-han-dle cyclic that Frank Robinson person-ally designed as a weight-saving feature, but my “horizontally-challenged” body has always appreciated the ease with which I could board an RHC aircraft by tilting it up and out of the way, as opposed to having to jack my leg up and over a conventional stick.

The tan leather interior, an option that’s fairly popular in the R44, provid-ed a very comfortable seat. The lengthy nose that gives the Robinson line its familiar profile makes for a spacious cabin with an impressive field of view.

I was also pleasantly surprised to see that the anti-torque pedals had been improved. The 90-degree opposing pegs had a couple of inches more space between them, so that the pilot’s feet aren’t placed so close together. They could also be adjusted a few inches

fore and aft to accommodate vari-ous leg lengths, now. The instrument panel was still all Robinson. It’s old, but functional mushroom design still had primary flight instrument in the wide portion, and secondary instruments below. Only a few subtle changes were made to accommodate the different parameters the pilot of a turbine heli-copter needs to monitor.

In the piston-powered R22 and R44, the gauge on the far right of the top row is a dual engine and rotor tachometer. In the R66, however, RHC swapped the engine tachometer for a power turbine (N2) monitor.

The large manifold pressure gauge of Robinson’s piston line is replaced by an engine percent torque meter in the R66. The engineers also gathered up all of the caution lamps installed in three different places across the panels of the R22 and R44, and relocated them behind a double-row annunciator panel above the primary instruments.

Once Tompkins was strapped in, he completed a short prestart checklist, then coached me on how to start he R66. Talk about dirt-simple: Battery and strobes on, key switched to IGNIT-

Turbine Time

SPECIFICATION r66 turbine

Engine Type rolls-royce rr300

Max Gross Weight 2,700 lbs

Empty Weight Equipped (including oil & std avionics) 1,280 lbs

Maximum Fuel (73.6 gal) 493 lbs

Passengers and Baggage with Maximum Fuel 927 lbs

Cruise Speed approximately 120 kts

Maximum Range (no reserve) approximately 325 nm/375 miles

Hover Ceiling IGE over 10,000 feet

Hover Ceiling OGE over 10,000 feet

Rate of Climb over 1,000 fpm

Maximum Operating Altitude 14,000 feet


28 RotoR & Wing magazine | febRuaRy 2011 W W W. R o t o R a n d W i n g . c o m28 W W W. R o t o R a n d W i n g . c o m

ER, press and release the start button on the collective, wait for the N1 gauge to read between 12 and 15 percent, push in the fuel valve on the instrument panel, and listen to the engine come to life. If anything goes wrong, just pull the fuel valve to the OFF position, and the compressor will continue to blow the temperature down in the engine.

Flying the R66 After completing an equally simple pre-takeoff checklist, it was time to go flying in the deteriorating muck that was the Torrence-Long Beach area that day. It would be quick, since we would be losing VFR conditions soon.

As usual with flying a Robinson when you haven’t been in one in a while, picking it up was ugly, but relatively safe. (I could tell, because the ground crew, while amused, did not run for cover.) This is due to the sen-sitivity of the controls, which is a nice thing once you get readjusted to them. And as is also usual in a Robinson, that readjustment period took only a couple of minutes.

Climb out past the tower at Tor-rence was spritely, to say the least. Pulling in the maximum allowable

torque (100 percent on the gauge) on a relatively mild day with an altim-eter setting of 29.80, produced a climb that I limited to 1,000 fpm. Not bad, considering we were probably about 300 lbs shy of the helicopter’s 927-lb useful load.

The approved test flight area for Robinson is above the Port of Long Beach, approximately six miles south-east of the airport. At 80 KIAS, that gave me a few minutes to assess the aircraft’s manners. And the first man-nerism I noticed was how smooth the ride was. Yes, most turbines offer a rattle-free trip. But I guess what made it so noticeable was that it used to be common to see the instrument panel in a Robbie—or any piston helicopter, for that matter—vibrating all over the place while in flight. It just didn’t hap-pen in the R66.

Close your eyes, and the R66’s hydraulically boosted cyclic and col-lective will make you feel like you’re in a Bell 206B. The controls aren’t wishy-washy. They offer excellent feedback and response to commands. (And yes, like the R22 and R44, the cyclic can be comfortably controlled using just three fingers.)

Since our track took us directly to the grassy practice landing area, which is in the middle of the second busiest seaport in the world, I asked if I could execute a normal approach. Tompkins’ reply was the same as it would be throughout the short flight: “Whatever you feel like doing.”

Hauling back on the power until I reached 60 KIAS was uneventful, and when I lowered the collective to begin my decent, there was no argu-ment from the aircraft. It just settled towards the turf, politely answered my call for some hover power at the bot-tom, and plopped itself straight down on the ground upon command.

There was plenty of room for a normal takeoff, but I wanted another demonstration of the R66’s available power. So, I pulled the ship up into a pure vertical climb. Tail rotor authority never waned, and I was sorry that I had to transition into forward flight at 900 feet. AGL to avoid going IFR, because the aircraft felt like it had another few hundred feet of climb left in it.

It was now time for what I call the “Giddyap Test,” where I pull in the maximum amount of available power to see what the aircraft will do. Again, the first thing I noticed was how funny it felt to be in a small helicopter that wasn’t being rattled all over the sky by a four-stroke engine. Acceleration was smooth all the way up to the top of the green arc on the torque gauge, which gave us a nice 120-KIAS ride in zero winds.

Every other maneuver I tried, from out-of-ground-effect hovers to abrupt turns, and from climbs to descents, were met with what could only be interpreted as an aircraft yawning from boredom: It was responsive, but acted as if it could take a lot more if asked, and I might have asked too, had the ceilings not begun dropping. So, I pulled N4512G hard over, and started back to Torrence to try a couple of autorotations before the clouds intruded any more.

The Robinson R66 Turbine’s instrument panel bears a striking resemblance to the R22 and R44, with only a few changes to accommodate turbine engine monitoring. Note the new warning light panel at the top of the instrument pedestal.

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Personal/CorPorate | Light tuRbine



After getting cleared by the tower, I lined up with runway 29R about one-fourth mile out, and rolled the throttle off. The R66 glided towards the runway at approximately 1,100 fpm, and between 65 and 70 KIAS, with the rotors at 100 percent rpm and very few control inputs from me. In fact, the ride down was so uneventful, I was able to take couple of seconds here and there to enjoy the view. At the bot-tom, Tompkins requested that I roll the engine back online for a power recov-ery, which I did after a gentle flare. It was the way an autorotation should be, but seldom is when I’m driving: efficient, effective and calming.

After standing next to the runway to take some stills and video footage of Tomkins shooting some autos that I could post at www.rotorandwing.com, I hopped back in, and let him air taxi us back to the RHC plant.

Shutdown of the R66 was as ele-mentary as the start up. After putting the collective in the full down position, the throttle is rolled off, the engine is given a two-minute cool down period, and the fuel valve is closed. Just take a few seconds to ensure that the N2

and rotor needles have split, and the internal engine temperature is trend-ing down, and it’s time to shut off the battery and put it away.

Final ImpressionsIn a word: Wow! In 60 words or less: Expect the Robinson R66 Turbine to be as plentiful in the skies as minivans

are at little league baseball games. Because as everyone already expected from the mind of Frank Robinson, this aircraft is a winner, and could become the premier entry-level turbine heli-copter many people have been waiting for.

To see videos of Ernie’s flight, go to www.rotorandwing.com.

A group of R66 hulls stands ready to be competed at Robinson’s 480,000 square-foot assembly building in Torrence, Calif. The two-seat R22 and best-selling four-seat R44 are assembled under the same roof.

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Turbine Time

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Heli-ExpoBooth1006



COMMERCIAL | EVENT COVERAGE

HELI-EXPOEXPECTATIONS

A preview of some of the hottest exhibitors at Heli-Expo 2011.

By Dale Smith

If you’re a helicopter pilot, operator, technician or just a lover of all things that can hover, then there’s no better place to be this March 5th through 8th than the Orlando Orange County Convention Center—home of HAI’s Heli-Expo 2011. In case you haven’t attended in the past few years, Heli-Expo has grown to the world’s largest helicopter event. This year’s Expo will be the biggest ever. According to HAI, the 2011 tradeshow will take up more than one million square feet of

floor space and feature upwards of 600 exhibitors, 65 helicopters and thousands of attendees. To top it all off, there are hun-dreds of hours of meetings and educational courses.

With all that floor space and exhibitors to cover—not to mention navigating through the estimated 17,000-plus attendees—trying to take it all in three-days can be just a bit overwhelming. To help you make the most of your floor time, Rotor & Wing has assembled a short list of not-to-be-missed exhibitors. So before taking that first step onto the Heli-Expo 2011 floor, let your fingers do the walking through our list. Your feet will thank you.

Aspen AvionicsBooth Number: 2255Contact: Anson Grey, manager of helicopter programs, or Mike McKinney, helicopter sales manager

NOT TO MISS: Demonstration of Aspen’s EFD1000H Pro primary flight display for helicopters. The “big things in little packages” experts from Aspen Avionics will use Heli-Expo to exhibit the EFD1000H Pro PFD. Like the fixed-wing versions of Aspen’s versatile products, the EFD1000H gives operators an amazing amount of display capabilities, versatility and reliability if a unit that is a direct drop-in replacement for traditional analog instruments. With a list price of under $15,000, the EFD1000H is the lowest cost glass panel upgrade available for helicopters, accord-ing to the company.

Aspen says that the EFD1000H is especially attractive to helicopter operators because it uses a unique solid-state AHRS system, which is resistant to vibration-induced problems that contribute to the high failure rates of analog instruments.

Aero Dynamix, Inc.Booth Number: 1337Contact: Mike Guinn, manager of sales and marketing

NOT TO MISS: ESPN commentator Andy Petree’s night vision imaging system (NVIS)-equipped Bell 206. The night vision cockpit lighting specialists at Aero Dynamix will showcase the NVIS-compatible lighting system modification recently com-pleted in ESPN NASCAR commentator Andy Petree’s Bell 206B. The new system features a complete Garmin avionics suite, including a GNS 530W, 430W, GMA 347, GTX 327 and GDU 620.

The installation also features new Aero Dynamix NVIS-compatible edge lit panels (ELPs) for the switch panel, overhead switch panel, and air conditioning panel, as well as a custom overlay for the entire instrument panel.

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Heli-Expo Preview

HELI-EXPOEXPECTATIONS

Becker Avionics, Inc.Booth Number: 1652Contact: Markus Schmitz, president/general manager

NOT TO MISS: DVCS 6100 Digital Airborne Voice Communications/Intercom System. Becker Avionics will be showcasing its latest communications, navigation, surveillance and SAR equipment for airborne and ground applications. Highlights will include the new DVCS 6100, which according to the company is the first airborne digital audio selector and intercom system to achieve FAA technical standard order (TSO)

approval in both the U.S. and Europe. The DVCS is specifi-cally designed for emergency and tactical operators. It delivers crystal-clear voice quality for both ATC and cabin intercom communications.

Becker will also display its new MR 510 personal locator bea-con (PLB). This new ruggedized, multi-platform PLB features COSPAS-SARSAT compliance, automatic water activation, VHF/UHF voice communication and a 12-channel GPS system based on the latest technology to provide detection and accurate location positioning anywhere in the world.

CAE Booth Number: 1349Contact: Alberto Costa, vice president, helicopter training systems

NOT TO MISS: Video of CAE’s new 3000 Series mis-sion simulator. Along with its usual array of training offerings, one highlight of this year’s Heli-Expo will be a video of CAE’s new 3000 Series helicopter mission simulator, which was recently qualified for training by the FAA. The simulator delivers a 220-degree hori-zontal and an 80-degree vertical field of view to create an immersive, mission-focused experience. The view, combined with new-generation computer graphics, provides unprecedented realism for helicopter-specific training scenarios, including offshore, emergency medi-cal services (EMS), law enforcement, long line, high-altitude, corporate and other specialized operations.

CAE will also be using the Heli-Expo stage to celebrate other announcements, including FAA’s recent approval of its new e-Learning for “no classroom” initial and recurrent helicopter ground schools and the company’s recent acquisition of CHC Helicopter’s training operations.

CobhamBooth Number: 4028Contact: Rob Creighton, marketing manager

NOT TO MISS: Cockpit simulator equipped with Cobham synthetic vision. The main attraction of the Cobham booth will be the opportunity to “fly” Cobham’s new simulator featuring the company’s PFD with highway-in-the-sky (HITS) synthetic vision. According to the company, the simulator’s system is similar to the EFIS displays that were recently chosen by both the Los Angeles County Sheriff ’s Department and the Los Angeles Police Department.

While the new simulator is reason enough to visit their booth, the company comes to Heli-Expo with a host of products from many of its other divisions, including HeliSAS (helicopter autopilot and stability augmentation system); a new HD video surveillance system; new NAV/COM radios; ELTs; and aircrew restraint systems.



DART Helicopter ServicesBooth Number: 4628Contact: Mike O’Reilly or Steve Joseph

not to miss: A total of 22 helicopter products and service providers in one booth. Along with developing more than 450 aftermarket helicopter STCs, DART Helicopter Services is the sales and marketing representative for everything rotorcraft—from a 200-amp starter generator for a Eurocopter AS350 to the Ample Pod luggage carrier for a Robinson R44 and anything in between. DART represents a growing list of helicopter accessory, parts, products and services providers. Companies that will have a presence in DART’s Heli-Expo booth will include:

Enstrom Helicopter Corp.Booth Number: 3321Contact: Dennis Martin, international sales/program manager

not to miss: Cobham (Chelton) EFIS-equipped Enstrom 480B light turbine helicopter. Enstrom comes to Heli-Expo celebrating recent fleet orders for the 480B heli-copter. The Royal Thai Army has ordered 16 480Bs and the Japanese Self Defense Force has purchased 30. Both orders are to modernize training fleets. Enstrom is also announcing that the 480B has recently earned certifica-tion in China. Powered by a Rolls Royce 250 series engine, the 480B is currently in service in 18 countries worldwide.

The company is also announcing a number of recent upgrades to the 480B, including the Isolar Ag-Spray sys-tem and the Safeflight powerline detection system. Along with the Cobham 3D HITS-equipped 480B, Enstrom will also have a new 280FX—the only turbocharged piston engine helicopter in production today—on display.

Absolute Fire Solutions•Airworthy Products, Inc.•AKV, Inc.•Apical Industries•Aviatech Technical Services•Bristow Technical Services Ltd.•Cargo Net Innovations•DART Aerospace•

Donaldson Aerospace and Defense•Eagle Copters•Flight Management Systems•Geneva Aviation•HELIFAB, Inc.•Heli-Enterprise, Inc.•Heli-Lynx•RSG Products, Inc.•

Offshore Helicopter Support •Services

Red Barn Machine, Inc.•Red Box International•Spectrolab, Inc.•Tyler Technologies•Wysong Enterprises, Inc.•

Goodrich Corp.Booth Number: 2142Contact: Sherry Bergstrom, director of marketing and communications

not to miss: Vigor HUMS for Sikorsky S-76D. Goodrich Corp. is showcasing its broad range of helicopter technology, including the Vigor health and usage management system (HUMS). Vigor, currently used on the S-76D, is a new family of full functionality HUMS optimized for mid-size helicopters. According to the company, Vigor alerts the user to take corrective actions to prevent future costly maintenance and advises of unavoidable future maintenance tasks so the user can minimize operational impact.

Goodrich’s booth will also be home to a host of other products, including rescue hoist systems; engine control and FADEC systems; actuation, air data and power systems; interior and seating systems; and customized aftermarket support solutions.

CommerCial | event coveRage



MD HelicoptersBooth Number: 1618Contact: Debbie Jones, sales and marketing

not to miss: MD902 Explorer with new VIP SPIFR interior. MD Helicopters is planning to have a variety of models gracing their Heli-Expo booth, including an MD530F, MD500E and a factory new MD902 Explorer—all with new avionics offerings. Along with its new panel, the Explorer will sport the company’s new high-end VIP interior, which features a long list of comfort and convenience enhancements, including a five-place interior with leather uphol-stered Fischer energy attenuating business seats, leather side panels and ceiling, additional acoustic sound insulation, cabin/cockpit pri-vacy window, aft-facing credenza with video monitor and DVD/CD player, cabin ICS with Bose Series X headsets, LED reading lights, upgraded wool carpeting, and more.

Night Flight ConceptsBooth Number: 3428Contact: Adam Aldous, president

not to miss: NVIO night vision goggle (NVG) computer-based training solution. If you’re among the growing number of NVG users, then you need to stop by the Night Flight Concepts booth to demo its new FAA-approved NVIO NVG computer-based training program. The NVIO CBT is an Internet-based, blended training solution that combines self-paced courseware and practices covering a broad range of NVG-specific procedures and operational scenarios. The interac-tive CBT program combines 3D graphics with advanced synthetic environments and the latest online training method-ologies to achieve the highest degree of learning effectiveness and comprehension, while reducing overall training costs. Complementing the NVIO online CBT is the company’s recently introduced NVG website: www.NVGsafety.com. This is a new resource website created to help flight departments with night vision systems (NVIS) program management and to pro-mote safe, effective NVG use.

NORTH Flight Data SystemsBooth Number: 4437Contact: Jeff Warner, president

not to miss: CVR/FDR with integrated Iridium satellite modem. NORTH Flight Data Systems, LLC will use Heli-Expo to introduce its new flight data system—a multifunction data acquisition unit (MFDAU) with a built-in Iridium satellite modem. The Iridium modem combined with the MFDAU’s self-contained 3D movement sensors, engine and airframe data inputs will provide operators with precise, real-time aircraft tracking capability without the need to purchase and install a stand-alone Iridium satellite transmitter and antenna.

NORTH Flight will also be displaying its popular cockpit voice and video recorders, quick access recorder (QAR) and new high-resolution color cockpit camera. To ensure that customers realize the true benefit of flight data recording, NORTH Flight will be offering a complete FOQA analysis and animation service utilizing Part 121 caliber software.

Heli-Expo Preview



Products | maintenance

ElEctronic MaintEnancE trackingtechnology as a tool for helicopter maintenance technicians.By Dale Smith

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Mx Tracking

ElEctronic MaintEnancE trackingTechnology as a tool for helicopter maintenance technicians.By Dale Smith

A friend of mine recently asked me why helicopters were so expensive to buy and operate. The simple

answer to both parts of the question is complexity. Helicopters have a large number of moving parts, designed for minimal weight and high stress (fatigue) conditions. Even the ‘simplest’ light helicopter is a true marvel of mechanical engineering.

This, combined with a low toler-ance for failure, results in high main-tenance rates and costs. In a published report, the U.S. Army stated that its Ratios of Maintenance Man Hours (MMH) to flight hours for light turbine helicopters averages 4:1. Of course, not all of those MMH hours are actu-ally spent on working on the machine. A good percentage is often spent just researching current maintenance information so a technician knows what to fix in the first place.

With apologies to Mr. Bernoulli, in today’s maintenance compliance and regulation-heavy world, it’s not lift force that keeps a helicopter in the air, it’s paperwork.

“The rotary wing industry is so complex. There are so many inspec-tions. New dash numbers on parts that all have different life limits and that changes the inspection cycles on components. People can’t keep up with it all,” explained Jim Willis, chief operating officer for SkyBOOKS. “An electronic tracking system like ours will automatically update and keep all the maintenance requirements current.”

Software, Service or In-Between?“When you’re talking about electronic maintenance tracking for helicopters, you have basically two types,” said Den-nis Steinbeck, vice president of Avtrak. “One is what I call ‘Do It Yourself ” software or a shell program. It’s up to the user to do all the work to populate their data and then to keep it current. That’s probably the most popular form used in the helicopter market today. Most of these programs run on the company’s

PC or LAN [local area network].”Many companies offer these types

of programs, “but one of the best exam-ples is a simple Excel spreadsheet,” he added. “There are several problems with this type of solution—one, there is no security with the information. Another is that there is limited access to the data and, last but not least, they are a lot of work to keep accurate. I also think they give people a false sense of confidence about how they are actually tracking the information. Most of these operators ultimately find that they are not tracking all of the information they need to be compliant.”

Steinbeck said that another option for electronic maintenance tracking is to use a complete service provider. “Avtrak is not a software company, we are a subscription service company—yes, there is software involved as part of our service, but more importantly we are staffed with A&Ps and IAs. People behind the screen who are helicopter maintenance experts,” he said.

“We provide more than just access to maintenance tracking, you get full service, which means when an OEM issues a revision to their maintenance manual or there is a service bulletin or AD, we incorporate that into our sys-tem and notify the user.”

While Steinbeck’s DIY and com-plete service solutions represent the far ends of the options for electronic maintenance tacking, there are other products that for lack of a better word, are referred to as “hybrids.” They are PC-based but offer some level of Inter-net connectivity. One example is the new Sentinel AD tracking product from Avantext.

“We were one of the first to pioneer the electronic distribution of airwor-thiness directives that allow people to rapidly search and aggregate data around the AD’s,” explained Avantext’s president, Kurt Schoenkopf. “I call this ‘AD tracking heavy.’ We provide users a dashboard that lets them track all the components they are responsible for during an annual inspection and notify them about what is coming due during



the next annual. If there’s an emergency AD issued, we will be able to flag that for the maintenance professional’s attention.”

“We have built a lot of time-saving applications into the new program to allow people to pull information they need,” he added. “It lets them spend less time searching data and spend more time doing what they do best, which is repairing the aircraft.” While any type of electronic main-tenance tracking is a great benefit to users, the web-based packages offer the added advantage of instantly sharing information with anyone around the world. Pilots can keep an aircraft’s flight time current and can be instantly noti-fied of any changes to that machine’s status.

“You have total mobility worldwide to access the status of any of your air-craft,” Willis said. “For example, Heliser-vicio in Mexico is getting 100 to 150 hours per month utilization per heli-copter, and they operate 40 of them at a time. Needless to say, they have crews coming and going all the time at differ-ent locations. Having access to current information is critical to their pilots and aircraft maintenance people.”

“When a pilot finishes his shift he updates all the hours and information for that aircraft,” he continued. “Then when the next pilot comes on his shift, he can instantly look at all the informa-tion about that helicopter’s condition. He can see if there are any MEL items or flight restrictions that pertain to that particular aircraft,” Willis said.

“Electronic tracking packages make this super easy by translating the infor-mation into our ‘stoplight’ indicators—green means life’s good, you can con-tinue to fly. Yellow says it’s approach-ing a user-defined period until the next maintenance event. And red says there’s no flying that helicopter today.”

While it may seem that large fleet operators may benefit most from this type of technology, Steinbeck said that the smaller, one-technician/one-helicopter operations gain some big advantages too. “Large operators often

have their own quality control depart-ment to handle this type work and we have services designed for them,” he said. “But the small single-aircraft operators can really benefit by the fact that Avtrak will assign one of our own people—we call them ‘Compliance Specialists’ to support them. These spe-cialists become a literal extension of the operator’s maintenance operation.”

When it comes time to plan a main-tenance event, operators “will have an expert available to help them,” Stein-beck said. “What do they need to plan for? What can they do to minimize the downtime and maximize availability? What can they do now to make the maintenance event more efficient? We are that second opinion that smaller operators often need.”

No Complacency About ComplianceToday ’s electronic maintenance tracking tools are also proving to be extremely helpful ensuring that aircraft are up-to-date and compliant. “We have a product called NavigatorV that includes a ‘Profile & Compliance’ tool, where an operator can actually define their aircraft by its airframe and major components including part and serial numbers,” explained Bob Jones, prod-uct marketing specialist for Aircraft Technical Publishers (ATP). “It cre-ates an electronic compliance record with one page for each component on the aircraft. The sheet shows all cur-rent ADs and SBs and you can easily keep track of your compliance status.” Because the information is updated

every night, “the next time the aircraft comes in for maintenance, a technician simply opens that aircraft’s file and sees what needs to be done,” he continued. “It’s a real popular system.”

“Technically you could do all this manually, but that leads to errors and you really can’t afford to miss anything,” Steinbeck continued. “There’s just a lot to keep track of. Once you get your arms around the helicopter manufac-turer’s current requirement you need to review the equipment installed through STCs, which often have their own inspection requirements and additional instructions for continued airworthiness (ICAs). People often forget to figure those requirements into their tracking methods.”

“Another critical matter is if you are a Part 135 charter operator and you get ramp checked and you are out of compliance, the cost per violation is probably two or three times the cost of an annual subscription to a tracking service,” he said. “So there are a lot of important reasons why you want to have all your ducks in a row when it comes to this stuff.”

Accurate compliance monitoring goes well beyond the financial penalty of a botched ramp check. According to SkyBOOKS’ Willis, active compliance monitoring can greatly improve safety.

“Eurocopter released a study say-ing that 75 percent of accidents were sadly, repetitively predictable and non-compliance related. They over-flew an inspection or the pilots missed the recurrent training required for what-ever reason,” he said. “The surprising

Products | maintenance



thing to me was that three out of four of the total accidents were because the operators failed to comply with known crew or maintenance compli-ance issues, airworthiness directives or service bulletins. They were running so hard they just inadvertently failed to comply with the requirements.”

SkyBOOKS provides “the capabil-ity for users to track crew currency simulator training for night vision goggles, auto-rotation requirements or whatever,” Willis added. “It’s all part of the value equation.”

Creating ‘Smart Parts’ADs, SBs, compliance requirements, annual inspections and just your plain ‘ol maintenance practices—if you said that it all adds up to a pile of informa-tion for a technician to keep track of, you’d be right. But wait, as they say, there’s more.

“Unlike the majority of fixed-wing aircraft, which are a fixed overhead for a business, when you look at the rotorcraft industry the vast majority of all helicopters are flown for hire in one form or another,” Willis said. “As a result operators are very conscious about keeping their aircraft flying while controlling all the expenses associated with each one.”

That need to keep ‘em flying is why the significant majority of helicopter operators practice the art of “part swap-ping,” or taking a part off of one helicop-ter and using it on another. While it’s a perfectly legal and safe practice, it does however create a bit of a parts tracking nightmare, which, of course, can be significantly lessened with electronic maintenance tracking technology.

“With component tracking you can actually put on the details of all the components on a particular helicop-ter—anything that has a serial number on it,” Jones said. “Each of those com-ponents then carries a data record of its total time, cycles, landings, retirement index number (RIN) counts—all that kind of information and their limits.”

“Once they’re tracked, they become ‘smart parts.’ The aircraft may have X

amount of time and the components may have Y and Z amounts of time on them individually—all have differ-ent requirements for time changes or inspections,” he continued. “The point is each part now has the informa-tion tagged to it. If the part is moved between ships, it takes its current data along with it. This eliminates the need to manually keep track of each compo-nent as it moves through the fleet.” (If the technicians remember to update the electronic logbooks.)

“We’re developing internal cal-culators that ensure we are helping technicians track the component and engine cycles correctly,” Willis said. “If you don’t the alternative is potentially violating life-limits or retiring a com-ponent at 50, 60 or 70 percent of its intended useful life. That’s an expensive mistake.” Another “expensive mistake” that proper component tracking helps eliminate is an operator’s inability to prove a component’s total time or cycles when it comes time to claim a warranty repair. Willis said that when SkyBOOKS started offering the com-ponent tracking capability, the com-pany surveyed customers, who said this capability was the “impossible dream,” it was too hard to track manually.

“It is very difficult to do manually, but electronically it’s very easy,” he said. “If the operator keeps their records up to date it’s easy to validate the hours, calendar days and cycles for every part they install. They now have all the information and documentation about the component at the point of failure so they can return that part to the manu-facturer for warranty repair or replace-ment regardless of how many airframe movements are involved.”

Willis also explained that Sky-BOOKS (along with other electronic maintenance products) can enable operators to attach a digital copy of the original 8130, 8110 or historical service record to each part to show that they are using FAA-approved parts with the original documentation and certifica-tion attached. “Why is this important? Willis asked. “Because if you are a Part

135 operator you must not only have a document saying, ‘Yes, I did this,’ but you must be able to show the certificate of origin of that part. We can now do this within our system. We can tie in the original OEM warranty informa-tion.”

Easy Does It…Of course all of these advanced search and notification capabilities wouldn’t be much of an advantage if the information were hard to extract from the software. Thankfully, that’s not the case.

“One of the things we’ve spent a lot of time doing is working with usability consultants and improving the funda-mental usability of our products,” Avan-text’s Schoenkopf said. “Improving the way people interact with the technol-ogy to get them around an application quickly and easily. We’ve done exten-sive studies from an end-user perspec-tive to make sure we’re capturing the paths to information as quickly as we possibly can.”

“We’re working really hard to come up with what we call ‘Self-Directed User Interfaces.’ What that really means is someone can go in and use our pro-gram with very little instruction,” he added. “The workflows are very, very simple. Our system is designed from the perspective of the way people need to navigate as opposed to being design-driven to look pretty.”

“By and large we see this as an advanced research tool, but we know that research is not considered billable hours,” Schoenkopf said. “Anything we can do to shorten that cycle and help keep the mechanic focused on the pro-cess will benefit the end-user.”

“We’ve been helping technicians keep their information search accurate and efficient by automating the back-end process for 40-years,” Jones said. “Until you see it first hand you just don’t realize how much time your techni-cian spends managing all the required paperwork and documentation—I can’t imagine doing it manually. There wouldn’t be time left to actually work on the helicopter.”

Mx Tracking



SERVICES | PERSONNEL

Where do the best pilots and crewmembers come from? When you listen to different people talk,

there is a sense they might have a cer-tain technique for or “secret sauce” for selecting the best candidate. We’ve all heard and read disappointing examples of how bad pilots had penetrated vari-ous organizations but were identified over the course of time and eliminated. I’ve listened to the discussion of which pilot might be better—military or civil-ian. So while much emphasis has been placed on identifying the bad pilot or crewmember, it would be productive to discuss how to find the good pilot or crewmember.

So what makes a good pilot , mechanic or dispatcher? A good crew-member is a good employee. A good employee may mean different things to several people but there are some com-mon threads. Does anyone want an employee that is unreliable, argumen-tative, or unable to respect and operate within the rules? A person that will call in sick on holidays based on both the Hallmark and Mayan calendar?

So what are the factors that make a good worker? Is it their pedigree, flight time, aircraft qualifications, or ability

to assimilate into the group? We’ve all heard the stories about the pilot that misrepresented their experience. Or the pilot that is a great stick, but likes to operate the aircraft at the edge of the envelope. Then there’s the mechanic who is knows more about workman’s comp than troubleshooting a hydraulic leak. This guy seems to fall more than Jerry Lewis and Steve-O at a potato sack race. I’d have to say these types of employees represent that quintessen-tial one percent—we’ve got them, as do many other industries. You need look no further than our banking industry for some current examples of “cooking the books,” pushing the envelope and falling down on the job. So how do we accomplish due diligence and avoid making the costly mistakes of not hiring the best talent for our organizations?

While there is no perfect way to accomplish this, there are some com-mon threads. Who were your mentors? Who did you enjoy working with the most, and why? Before you can realize your staffing goals, you should devote some time towards quantifying what you want, not necessarily focusing on what you don’t want.

Create a recruiting mechanism. Not getting the pilot applicants you really

want? How do perspective employees learn about your company and the opportunities it offers? What is your reputation as an employer? Do you advertise or strictly word-of-mouth? Have you considered subscribing to one of several professional database services such as the one offered by Aviation Today?

This type of online service will allow potential applicants to discover factual information about your organi-zation and submit their qualifications, applications and referral letters online. This affords the opportunity to search across a wide variety of applicants using tailored criteria. Do you require applicants to obtain one or more refer-ral letters from current employees or other industry professionals? If the size of your company supports it, have you considered a sponsorship program to identify, recruit and refer perspective pilots? One caveat. To keep the refer-rals from becoming boilerplate, hold the sponsor accountable for the people they recommend. There’s a bonus—all this activity can occur using one of the many web-based systems mentioned above, saving valuable time, resources and data corruption. (Somehow, you knew I was going involve technology).

Wfrom? When you listen misrepresented their experience. Or opportunities it offers? What is your Where do the best pilots and crewmembers come

to assimilate into the group? We’ve all heard the stories about the pilot that

want? How do perspective employees learn about your company and the

H I R I N G B ESTPRACTICES FORHELICOPTER OPERATORSWhere do the best pilots, crewmembers and support staff come from?

By Chris Baur

11_RW_020111_Hiring_Best_Practices_Pg38_41.indd 38 1/20/11 12:05:52 PM


Helicopter Hiring

Now that some potential candidates are identified, how do you screen them? It depends on the organization. In my experience, the U.S. Army spent a lot of time reporting, saluting, grooming and saluting. (Did I mention saluting?) The U.S. Customs Service had me sit in a chair in a hallway for three hours. The Air Force spent 18 months pro-cessing, losing, reprocessing and losing my flight physical. I guess you can have perspective candidates listen to Kenny G until they blackout. It’s a watershed opportunity for you to discover more about the perspective employee and for them to discover more about the organization.

Another way to avoid expending valuable and limited training resources is to allow a prospective employee the opportunity to respectfully decline if they don’t see a good fit. Can your company afford a repetitive cycle of recruiting, hiring, and training when a new hire quits due to misunderstood expectations? (Did you think it was all about you?)

There are several tools at your dis-posal to aid in the selection process. Think about a flight test in either an air-craft or simulator to evaluate basic air-manship. Consider a standardized pro-file that is no more than 15-20 minutes. Also consider a Line Oriented Flight Training (LOFT) scenario to evaluate their both the candidate’s experience and human factors skills. These can be accomplished in a flight training device (FTD) or a non-motion simulator, at a nominal cost. It will quickly identify the good, the bad and the ugly.

Similar practical scenarios can be developed for mechanics and dispatch-ers alike. Enlist the members of your team as a great resource to construct the scenarios used in the evaluation process.

InterviewIn regards to the interview, do you want to make the applicant nervous or relaxed? Which candidate is more

likely to present their real persona; the starched stiff one or the relaxed one? Is this a time to get to know your prospec-tive crewmember or an interrogation? How many people do you need to conduct the interview, a panel of eight to ten, seated by rank or position, or will two or three suffice, casually seated? A bottle of water? No water?

Give some thought to using of behavior-based questions, available from several vendors. Examples of behavior-based questions are: “Tell us about a time you disagreed with your superiors,” and “Tell us about a time you had to work with someone you didn’t get along with.” While there is not a right or wrong response to an individu-al question, the interviewer can identify trends and develop an understanding of the candidate’s experience solving problems and leadership potential. This is also an opportune time to ask technical questions about previous aircraft flown, FAR/AIM, meteorol-ogy or present an approach plate for discussion.

Strive to keep your process as stan-dardized as possible so everyone has a

fair opportunity and a consistent result. At the end of the interview, give the applicant the opportunity to ask ques-tions of you and the panel. Take the time to ask if there is anything they’d like to share about themselves that you haven’t asked. That is another water-shed opportunity for a relaxed appli-cant to provide some essential informa-tion you may never have known.

After the interview, be sure and offer the prospective employee the opportunity to have a tour of your facil-ity and speak with other employees.

The background check comes next. There are several competent agencies that can perform the required Trans-portation Security Administration background checks and more. In fact, civilian companies can provide the same criminal and civil background checks that the military performs and supply your organization with the results even faster. Look beyond the difficult. Try a Google search and the popular social networking sites. Maybe your candidate is an amateur alligator wrestler, astronaut or Evil Knievel-type daredevil. When released by your

Ern

ie S

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hens



prospective employee, their former employers have an obligation to supply their flight records for your inspection.

Indoctrination 101 So you’ve made your selections and are ready to move on. Not so fast! Many

great employees get off to a not-so-great start when they are left to figure out how to successfully integrate into an organization. It’s not unusual to have anxiety when starting a new job, especially if relocation is also involved. If your organization can support it, the

sponsorship program really helps dur-ing the transition. This is also another great opportunity for technology to extend your resources with computer based indoctrination and training media. Another cost efficient oppor-tunity to impart your culture, company resources, policies and training using proven self-paced media. Employees can accomplish everything from pro-cessing their healthcare choices, W-4 and uniform purchases in a standard-ized, structured format that doesn’t drain your administrative staff.

This same medium can be used to provide web-based initial training so new pilots, mechanics and dispatchers have a familiarity and basis of knowl-edge prior to their first day of on-site training.

Students are more likely to absorb and retain information when they get familiar with the material in a low threat environment. How well do you learn when your mind is preoccupied with hazards, threats and uncertainty?

When you are paying crewmem-bers by the hour, you want them to receive maximum benefit from their training.

Ultimately, we all want to recruit and retain the best flight crewmembers so we can provide the safest, most effi-cient and highest level of service to our valued customers. Like many projects, it’s all in the prep work. Think about what your current process looks like and the results you are experiencing.

The best talent available doesn’t come from a specific branch of the military, a certain f light or trade school, college or university. Seldom does the best talent beat a path to your door. You have to create a viable passageway to your organization that provides open and clear communica-tion with equal opportunity to all applicants.

Through the use of technology you can maximize your costs, time and opportunity to recruit, evaluate, select, indoctrinate and train the best.

www.avionics-event.com

Exhibition and Conference

Date16-17 March 2011

VenueM.O.C. Event Centre

LocationMunich, Germany

Are you up to date with the latest on:

Your Invitation to Munich – Register Today for Early Bird SavingsThe leading event for commercial, civil and military aerospace and defence electronics industries

A multi-faceted event, with conference sessions, technology workshops, masterclasses and packed exhibition �oor, Avionics & Defence Electronics Europe brings the industry together to discuss the important issues of the day.

It is the annual event that provides you the opportunity to update your knowledge and skills and understand the evolution in the industry, to be better prepared for the future.

Early Bird Discount - Register by 16th February 2011 for Savings

Register yourself and your colleagues as conference delegates by 16th February 2011 and bene�t from the Early Bird Discount Rate.

Event Highlights:Opening Keynote Session - with leading industry representativesHelicopter Conference Session - Modernizing Helicopter Avionics Panel Discussion - Making the Business Case for Integrating New Avionics Networking Reception

For full conference programme, details of networking events, exhibits and to register online visit www.avionics-event.com

Owned and Produced By:

Official Media Partners:

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Supporting Organisations:

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SES & NEXT GEN TECHNOLOGYCHALLENGES AND SOLUTIONS

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SERVICES | PERSONNEL



Employee LoyaltyYou’ve done your homework and hired the best. Now, how do you keep them? Replac-ing a lost employee costs 150 percent of that person’s annual salary. To increase the loyalty and engagement of your employ-ees follow these 10 basic principles and action items:

1. Start by measuring employee engagement. Using a scale of agreement, a survey can express quantitative mea-surements of employee engagement. This can yield a rich source of inexpensive opportunities to make employees happy.

2. Gather compliments in addition to concerns. Companies can find out if their engagement efforts make a meaningful, lasting contribution to employees in this way. Engagement is most effectively mea-sured both quantitatively through scaled questions, and qualitatively through open-ended comments.

3. Help your employees to see the big picture, how they contribute to a function-ing whole. A ‘chain of customers’ exists from the bottom of the organization up to the top. Where outward facing employees

serve a customer, supervisors must serve and empower retail employees, managers must serve and empower supervisors, etc.

4. Close training gaps. Make sure there are no major training gaps in your orga-nization. Training should be up-to-date. Make sure employees know about training opportunities.

5. Train and encourage seasoned employees to be mentors. A mentor-ing program can facilitate dynamic skill growth throughout an organization.

6. Promote team-building activities among employee groups. There are well-documented benefits to creating trust and acceptance among work groups. Team-building activities don’t have to be expensive and can be found through a simple web search.

7. Build a supportive environment before addressing compensation com-plaints. Sometimes dissatisfaction with wages merits investigation. Often, dis-satisfaction masks problems. Employees voice problems in terms of a compensa-tion issue.

8. Don’t be afraid to tell them the truth. Respect your employees through degrees of transparency. Communicate how your business is doing at least quarterly. Give your employees confidence in the future and information to understand shifts in corporate policy due to economic or com-petitive environment.

9. Retrain or get rid of bad managers. One bad manager can pollute multiple layers of an organization. Your most tal-ented employees will be the first ones to leave in the face of poor management. Poor managers bring down the morale of employees, which in turn spills over to the engagement level of customers and ulti-mately reflects that group’s performance and profits.

10. Recognize employee contributions. Recognition from a supervisor at least two ranks above an employee makes a mean-ingful, engaging difference in morale.

Adapted from “The Top 11 Ways to Increase Your Employee Loyalty” by Kyle LaMalfa, best practices manager and loyalty expert, Allegiance, Inc.

Helicopter Hiring



Training news CAE Inks CHC Agreement 42Leading Edge to Train FAA 43Bell Trainers Arrive in Iraq 44

Sikorsky Uncovers CH-53K Virtual Reality CenterStratford, Conn.-based Sikorsky Aircraft has opened a new 3D “virtual reality” center for the U.S. Marine Corps CH-53K. Situated within engineering labs at the company’s primary facility in Stratford, the center will incorporate 12 cameras, a head-mounted display, gloves, a gripping tool and software linked to three computers that will make up the “command center” to control the system.

Dr. Michael Torok, vice president and chief engineer for U.S. Marine Corps programs, notes that the center will allow “the team to find production and maintenance issues that typically only could be found during the initial build of the aircraft.” This will save time and money during the design process, he adds. Mike Miller, vice president of research and engineering, says that designers “will no longer have to rely on their imaginations to understand assembly and maintenance issues,” instead being able to “experience them long before parts are fabricated.” Sikorsky received a $3-billion SDD contract in April 2006 to develop the CH-53K, which is a heavy lift replacement for the Marine Corps’ CH-53E.

Sikorsky’s new “virtual reality” center in Stratford, Conn. will help designers address assembly and maintenance issues for the CH-53K.

Sik

orsk

y

CAE to Take Over CHC TrainingCHC Helicopter has reached an agreement to transfer all of its rotorcraft flight training operations to Montreal-based CAE. The deal includes four CHC full flight simulators in Canada, Norway and the UK. The long-term partnership involves CAE providing general courses, pilot provisioning and search and rescue training to more than 2,000 CHC helicopter pilots and maintenance personnel.

The simulators involved in the transaction are a Eurocopter AS332L/L1 Super Puma and Sikorsky S-61 based in Stavanger, Nor-way, an AS332L2 in Aberdeen, UK and a Sikorsky S-76 in Vancou-ver, B.C. They will compliment CAE simulators in the Middle East (Emirates-CAE Bell 412 in Dubai), Europe (Rotorsim AgustaWest-land AW109 and AW139) and North America (Sikorsky S-76C+ and S-76B in Morristown, N.J. and AW139 through Rotorsim). CAE also plans to launch Bell 412 training in Mexico and India, with joint ven-ture partner Hindustan Aeronautics Ltd.

U.S. Army Helicopter Overwater Survival Training (HOST) water survival instructor Bob Wood teaches breathing techniques using a scuba apparatus to WO1 Jason Sargent, 2nd Lt. Sarah Brakefield and WO1 Clint Moore during HOST training.

U.S

. Arm

y/E

mily

Bra

inar

d

12_RW_020111_Helicopter_Training_p42_45.indd 42 1/20/11 12:37:54 PM


Safety & training

Barco Sims to Train GermansCAE and Germany’s defense pro-curement agency, BWB, have chosen Barco simulators to train students at the Army Aviation School in Buck-eburg, Germany. Under the deal, Barco will upgrade 11 helicopter simulators with a total of 88 Sim 7 high-resolution projectors. The school is responsible for training German Armed Forces helicopter pilots. The facility houses eight Euro-copter EC135, two Bell UH-1D and two Sikorsky CH-53 simulators. CAE Germany received a related contract to upgrade the visual display systems for the CAE-built simulators.

FAA Pilots Train on Leading EdgeBend, Ore.-based Leading Edge Avia-tion (LEA) has won a contract to train FAA aircraft certification and instructor pilots. The agreement calls for LEA to supply helicopter pilot training for Flight Standards Opera-tional inspectors and Aircraft Certi-fication pilots. Courses will include ground and flight training on various types, including the Bell 206B3 and Robinson R44, as well as instru-ment flight, turbine transition train-ing, SOPs and emergency response. President Brad Fraley notes that LEA will train FAA pilots “in every aspect of helicopter flight, from primary through advanced.” LEA operates a fleet of R22s, R44s and Bell 206s at its flight school in Bend.

Enflite AS9100B CertifiedGeorgetown, Texas-based Enflite has obtained AS9100B certification. The division of LifePort completed an audit that also resulted in the upgrade of its existing ISO9002:2008 cer-tificate to ISO9001:2008. LifePort is a unit of Sikorsky Aerospace Services (SAS).

Air Methods Gains SMS Level 2FAA has granted Level 2 exit status for Air Methods’ safety management system (SMS) program. The designation signifies that the HEMS operator has completed Level 2 under FAA Advisory Circular 120-92. Air Methods becomes the first helicopter operator to exit Levels 1 and 2, and is one of eight operators (including major U.S. commercial airlines) to achieve Level 2 status.



A high standard of training solutions including type, recurrent and operational packages Full flight simulators to support all phases of training in a cost effective, safe and realistic training environment A wide range of normal, emergency and operational flight conditions to improve safety and drive effective operations

THE FAMILYTRAINING FOR EFFECTIVE OPERATIONS

Utah Police First AS350 Sim TraineesAmerican Eurocopter has com-pleted course work for the inau-gural customer of its new AS350 flight and mission simulator—Utah Highway Patrol’s Aero Bureau. Capt. Steve Rugg, Aero Bureau pilots and crew members trained on the device, which offers a variety of mission-specific applications, including airborne law enforce-ment, NVG, crew resource man-

agement (CRM) and helicopter emergency medical services (HEMS) training. The simulator can convert from an AS350B2 to an AS350B3 and features a

full-motion platform, full cabin, autopilot, moving map, FLIR Star Safire II and Spectrolab SX-16 searchlight. Rugg notes that the bureau plans to “work the AS350 simulator into the mix for our training programs, because we can train in the simu-lator in ways that we could not do in an actual aircraft.”

He adds that the response from the simulator “was a lot like the real aircraft and with the realistic environments, we were able to practice our emergency proce-dures in actual mission scenarios.” The unit flies two AS350B2s in support of the Utah Department of Public Safety.

Utah Highway Patrol Aero Bureau pilots and crew have completed training in Eurocopter’s new AS350 flight and mission simulator. Shown here is one of the bureau’s AS350B2s during a 2009 mountaintop rescue operation.

Eur

ocop

ter

Bell T-407 Trainers Arrive in IraqIraq’s Army Aviation Command has received three new Bell T-407s. The helicopters will train Iraqi Army pilots leading up to the delivery of EADS Armed Scout Helicopters by the end of 2011. Describing the handover to Camp Taji as a “landmark occasion” for the Iraqi government, U.S. Air Force Brig. Gen. Scott Hanson added that the T-407s are “critical to building a mod-ern, dependable capability” in the Iraq Army Aviation Command. Hanson is director of Iraq training and advisory mission-Air Force, and commander of the 321st Air Expeditionary Wing. Iraq’s Army currently has two recently qualified instructor pilots, who will work with U.S. counterparts to estab-lish training courses for the Armed Scout Helicopter program.

March 2011:

Bell Evolves—How has Bell Helicopter evolved over the last few years? Rotor & Wing explores both the civil and military programs and how the company is beefing up its civil product line to better compete in today’s mar-ket. We talked with industry experts, Bell CEO John Gar-rison, as well as Bell top management, including Com-mercial SVP Larry Roberts and EVP Military Bob “Too Tall” Kenney, EVP Operations Pete Riley and EVP Engineering Jeff Lowinger, to find out.

On the Record with Marc Paginini —Marc Paganini has a well-focused vision for taking American Eurocopter to new heights. It will be a company with a stream of new and upgraded helicopter models, strong civil and military sales from a solid U.S. manufactur-ing and assembly base. It will also be a company with strong and growing service and customer support capabilities. Learn more in our interview with Marc by Bob Cox.

Bonus Distribution: Heli-Expo 2011, March 5-8 in Orlando, Fla. AEA Convention, March 22–25 in Reno, Nev.



RotoR & Wing 2010 Safety and training Summit

A high standard of training solutions including type, recurrent and operational packages Full flight simulators to support all phases of training in a cost effective, safe and realistic training environment A wide range of normal, emergency and operational flight conditions to improve safety and drive effective operations

THE FAMILYTRAINING FOR EFFECTIVE OPERATIONS



By Pat Gray

COMMERCIAL | OFFSHORE

Not all helicopter flights are over water on the edge of the Gulf of Mexico. As happens in all the other 50 states, we

have our share of medical, law enforce-ment, ENG, aerial applicators and other overland helicopter operations. But, in considering the high flight intensity of our geographical area, it would be a safe bet to say at least 90 percent of all flights are energy related, oil and gas for now, and maybe some wind power or tidal power, etc., in the future. Who’s to say?

One area of flying, that may sur-prise some readers, is the use of heli-copters for pipeline patrol.

The Federal Energy Regulatory Commission (FERC) requires all pipe-line owners and operators to inspect their lines periodically to help in main-taining pipeline integrity. Most opt to do so by aerial means, the vast majority being done by fixed-wing aircraft. We are talking thousands and thousands of miles here, over farmland, mountains, deserts, even through metropolitan areas. Airplanes are faster in most cases and no doubt, are cheaper to operate, but, as the late Paul Harvey would say, “Here’s the rest of the story.”

A great number of hydrocarbon pipelines originate here in the Gulf to begin their journey north. Some deliv-er gas, others liquid. The lines could be as far as 150 miles or more off shore (sub-sea) and they too are inspected for leaks, which would be evidenced by bubbles or perhaps an oil sheen. This is a helicopter task and one that has been met with many successes over the years; that is finding and reporting suspected leaks.

You might ask, why would a line under the sea leak? These lines are required to have a minimum of six feet of earth or mud cover when the pipe is put down. To get it, a trench is dug by using what is referred to as a jet barge that uses very high pressure water jets to dig the trench, the pipe is then set in the trench and covered. Over the years, anchors are dropped on it, shrimp fish-ermen foul nets in it, and movement of the sea can uncover portions of the line. There could also be internal cor-rosion taking place.

Though I do not have the exact number of hours flown annually in the immediate Gulf area, my personal experience tells me it is at least several thousand and that would only cover the sub-sea, marsh areas and maybe 50 miles in from the beach. There are hundreds of pipelines lying on the floor of the Gulf.

No doubt, it is difficult to fly direct-ly over a line that has no ground mark-ers (sub-sea) and perhaps having a crosswind to contend with. GPS can help by establishing waypoints over known locations that can keep a rea-sonable track going, plus many pipes are laid that connect platforms (rigs) in a network. It is often possible to see a distant platform from the current deck you are on, and then fly the track between the connecting platforms. Other problems that arise could be determining the originating location of the bubbles or oil sheen. Underwa-ter currents can displace the bubble pattern and surface winds spread the sheen indicator downwind from its source. Once the problems have been discovered and reported, the owner

of the line can bring in surface vessels with more sophisticated equipment to fix the exact location of the leak and begin repairs.

The overwater flights certainly will not account for the large number of hours flown by helicopters for pipeline inspection. Quite a few of the major oil and gas companies have come to realize the value that rotorcraft bring to the table and they use the helicop-ters from the beach all the way into the interior of the country. Visibility from the helicopter is unequaled in an aerial vehicle, except maybe a balloon basket or the Space Station. The highly vari-able speed allows more time for min-ute examination of an anomaly. The ability to land at the site has prevented numerous potential accidents by the aircrew’s actions in shutting down and conferring with bulldozer and back-hoe operators who were approaching the lines and were not aware of the dangers.

Encroachment is a major concern of pipeline companies, some of which are the above mentioned excavat-ing equipment operators, owners of mobile homes who place them over the lines, all types of construction projects including barns, swimming pools and homes.

There are many other inspection processes done during the flights, such as leak surveys and right-of-way condi-tion reports, but it is not my intent to cover those activities. The purpose here is to inform the reader of one of the many uses of energy industry air-craft here on the Gulf Coast, especially one that is so critical to our nation’s movement to the green side.

Gulf Pipeline Patrol

Offshore Notebookwww.avionics-event.com






Dear Colleague,

Your Invitation to the leading event for global commercial and military avionics and defence electronics

Avionics & Defence Electronics Europe is the annual event that provides you the opportunity to update your knowledge and skills and understand the evolution in the industry, to be better prepared for the future.

In one of the most innovative industries, avionics and defence electronics is always evolving, looking to stay ahead of the game. Keeping up with the changes in technologies and future industry strategies is also a challenge.

A multi-faceted event, Avionics & Defence Electronics Europe brings the industry together to discuss the important issues of the day, with dedicated conference tracks for avionics and defence electronics, plus technology workshops and masterclasses that will provide a highly important educational angle.

Another exciting development are the two panel discussions, which will bring much debate and o�ering di�ering sides to the arguments for both the avionics and the defence electronics professional.

The conference programme also includes dedicated session on “Modernizing Helicopter Avionics” looking at trends and solutions from industry on upgrading helicopter cockpits with the latest in terrain avoidance systems, displays, and other avionics systems.

We are also delighted that the Technical University of Munich, German Society for Aeronautics and Astronautics (DGLR) and Royal Aeronautical Society (RAeS) will be hosting a lecture on the evening of Tuesday 15th March, to which delegates, visitors and exhibitors of Avionics & Defence Electronics Europe are also invited.

The accompanying exhibition will showcase leading and state-of-the-art technologies and products displayed by around 60 exhibitors from Europe and around the globe and will see leading associations and media from across the sector. A great opportunity to discover what’s new and up-and-coming in the world of avionics and defence electronics.

If you are involved in the aviation electronics and defence electronics market, you cannot a�ord to miss Avionics & Defence Electronics Europe. The event will enable you to make important connections that are key to success in the European and global commercial and defence aerospace and defence electronics industries.

We look forward to welcoming you to Munich.

John McHaleConference Director

Official Media Partners: Owned and Produced by: Premier Sponsor: Supporting Organisations:Bronze Sponsor and Lanyard Sponsor:

Conference HighlightsModernizing Helicopter AvionicsChair: Jacok Gaetner, Deputy Chief Technical O�cer & Vice President of Expertise and Support, Esterel, Germany

LPV Approaches for O�shoreGeert Mansvelt, Business Development Manager, EuroAvionics, Germany

Situational Awareness: New DimensionsPhilip Moylan, Regional Marketing, CMC, CanadaEurocopter Next-Gen Avionics Upgrade

Additional Conference Speakers:Tom Maier, Senior Manager, Airbus, FranceChad Cundi�, Vice President, HoneywellJoel Otto, Senior Director, Commercial Systems Marketing, Rockwell CollinsKen Crowhurst, Senior Vice President, NavAero, Sweden Roland Goerke, Cassidian, Germany

You can register for Avionics & Defence Electronics Europe online at www.avionics-event.com

13_RW_020111_Offshore_p46_51.indd 46 1/20/11 12:41:07 PM

NOVEMBER 2010 | ROTOR & WING MAGAZINEW W W. R O T O R A N D W I N G . C O M

www.avionics-event.com






Dear Colleague,

Your Invitation to the leading event for global commercial and military avionics and defence electronics

Avionics & Defence Electronics Europe is the annual event that provides you the opportunity to update your knowledge and skills and understand the evolution in the industry, to be better prepared for the future.

In one of the most innovative industries, avionics and defence electronics is always evolving, looking to stay ahead of the game. Keeping up with the changes in technologies and future industry strategies is also a challenge.

A multi-faceted event, Avionics & Defence Electronics Europe brings the industry together to discuss the important issues of the day, with dedicated conference tracks for avionics and defence electronics, plus technology workshops and masterclasses that will provide a highly important educational angle.

Another exciting development are the two panel discussions, which will bring much debate and o�ering di�ering sides to the arguments for both the avionics and the defence electronics professional.

The conference programme also includes dedicated session on “Modernizing Helicopter Avionics” looking at trends and solutions from industry on upgrading helicopter cockpits with the latest in terrain avoidance systems, displays, and other avionics systems.

We are also delighted that the Technical University of Munich, German Society for Aeronautics and Astronautics (DGLR) and Royal Aeronautical Society (RAeS) will be hosting a lecture on the evening of Tuesday 15th March, to which delegates, visitors and exhibitors of Avionics & Defence Electronics Europe are also invited.

The accompanying exhibition will showcase leading and state-of-the-art technologies and products displayed by around 60 exhibitors from Europe and around the globe and will see leading associations and media from across the sector. A great opportunity to discover what’s new and up-and-coming in the world of avionics and defence electronics.

If you are involved in the aviation electronics and defence electronics market, you cannot a�ord to miss Avionics & Defence Electronics Europe. The event will enable you to make important connections that are key to success in the European and global commercial and defence aerospace and defence electronics industries.

We look forward to welcoming you to Munich.

John McHaleConference Director

Official Media Partners: Owned and Produced by: Premier Sponsor: Supporting Organisations:Bronze Sponsor and Lanyard Sponsor:

Conference HighlightsModernizing Helicopter AvionicsChair: Jacok Gaetner, Deputy Chief Technical O�cer & Vice President of Expertise and Support, Esterel, Germany

LPV Approaches for O�shoreGeert Mansvelt, Business Development Manager, EuroAvionics, Germany

Situational Awareness: New DimensionsPhilip Moylan, Regional Marketing, CMC, CanadaEurocopter Next-Gen Avionics Upgrade

Additional Conference Speakers:Tom Maier, Senior Manager, Airbus, FranceChad Cundi�, Vice President, HoneywellJoel Otto, Senior Director, Commercial Systems Marketing, Rockwell CollinsKen Crowhurst, Senior Vice President, NavAero, Sweden Roland Goerke, Cassidian, Germany

You can register for Avionics & Defence Electronics Europe online at www.avionics-event.com


CONFERENCE PROGRAMME AT A GLANCE

Wednesday 16 March 2011

09:00 - 10:00 Opening Keynote

10:00 - 10:30 Co�ee Break

Conference Workshops Defence Electronics Europe Masterclasses

10:30 - 12:30Session 1

SES and Future Avionics Systems

10:30-11:30 ARINC 661 Standard Workshop Trends In Electronic Warfare and

Signals Intelligence Technology

Developing Safety Critical Application Using SCADE for Deploying on a COTS

RTOS Platform11:30-12:30

Mastering Integration Complexity

12:30 - 14:00 Lunch

14:00 - 15:30Session 2

ATM Avionics Realities

14:30-15:30Advanced System Integration

and Complexity Reduction with Ethernet-based and Time-

Triggered Electronic Platforms

COTS Integration Challenges

IMA/ARINC 653 Software Timing Veri�cation with

DO-178B: Function-level, Partition-level and

System Level

15:30 - 16:00 Co�ee Break

16:00 - 17:30Session 3

Panel Discussion- Making the Business Case for

Integrating New Avionics

16:30-17:30Security in Airborne Systems

Panel Discussion - Trends in Defence Spending and

Procurement in Europe

Implementing an AFDX End System in Complex FPGA Logic - Objectives

and Safety Considerations

Thursday 17 March 2011


08:30-10:00Session 4

Avionics Market and Tra�c Forecasts

09:00-10:00Software Test and Certi�cation:

Code Coverage Analysis based on Source and Object Code?

Thermal and Power Management of Military Systems

Understanding DO-178-C Certi�cation for Avionics

Software

10:00 - 10:30 Co�ee Break

10:30-12:30Session 5

Modernizing Helicopter Avionics

10:30-11:30Model-based approach for IMA

platform early validation

Managing Obsolescence in Open Military Systems

AEA Workshop - SESAR - The Airlines Perspective

11:30-12:30Presentation on CMC’s

development of full performance vertical navigation in a retro�t

CMA-9000 FMS

12:30 - 14:00 Lunch

14:00 - 16:00Session 6

EFBs and Avionics System Certi�cation Challenges

Military CommunicationsBavAIRia Aerospace

Symposium

Opening Keynote Session - Tuesday 16th March 20119am – 10:30am

• Capt. Manfred Mueller, Head of Flight Safety, Lufthansa Airlines

• Vincent De Vroey, General Manager Technical & Operations, Association of European Airlines

• *Brigadier General Reinhard Wolski, Director, Army Aviation and Commander, German Army Aviation

* Invited

Exhibition TimesWednesday 16th March - 10:00am – 6:00pmThursday 17th March - 9:30am – 4:30pm

Opening KeynoteOpen and FREE of charge to allWednesday 16th March - 9:00am – 10:00am

Networking ReceptionWednesday 16th March - 5:30pm – 7:00pm

Exhibitor PresentationsOpen and FREE of charge to allThroughout the exhibition opening hours

For full conference programme and speakers visit www.avionics-event.com

Representatives from civil, commercial, government and military, of senior management, executives and decision makers from the following sectors:

• Airlines and Operators• End users• Airframers• Systems Integrators• Prime contractors• Mission Systems• Design & Planning• International defence agencies• Departments or Ministries of Defence• Dignitaries and Officers from the Armed Forces

Networking LectureTuesday 15th March 2011 - 7.30pmTechnical University of Munich / Technische Universitaet MuenchenTogether with the TUM, DGLR and RAeS, Avionics & Defence Electronics Europe registered delegates, visitors and exhibitors are invited to join this networking lecture to listen to a presentation on “Electronic Flight Bags (EFBs) in the Airline Industry” before enjoying the delightful hospitality and refreshments prepared by our hosts.For further information visit www.avionics-event.com

AEA Workshop Thursday 17th March 2011 - 10:30-12:30SESAR – The Airlines PerspectiveThe Association of European Airlines will be hosting a workshop providing the latest updates and airline perspectives on SESAR, including speakers from the AEA, Lufthansa, Air France, TAP Portugal and SESAR JU.

Airline Partner ProgrammeIf you are an industry professional working for an airline or operator, then you could benefit from being part of our Airline Partner Programme, including VIP access to all areas, designed to make your attendance to Avionics & Defence Electronics Europe easy and more enjoyable.

For further details on the Avionics & Defence Electronics Europe conference and exhibition and to register online visit www.avionics-event.com

WHO SHOULD ATTEND HOW TO REGISTER

ACQ INDUCOM

ADSE

AIR DATA INC.

AITECH SYSTEMS LTD

ASM*AIRCRAFT SYSTEMS & MANUFACTURING

AVIONICS INTELLIGENCE

AVIONICS MAGAZINE

BAVAIRIA

BENCHMARK ELECTRONICS B.V.

BERNER & MATTNER

BETA-AIR

CREATIVE ELECTRONIC SYSTEMS

DEUTSCHE GESELLSCHAFT FÜR LUFT- UND RAUMFAHRT �DGLR�

ELETTRONICA GMBH

ESSP SA

ESTEREL TECHNOLOGIES

ESTERLINE CMC ELECTRONICS

EUROAVIONICS

GOODRICH

HEITEC AG

HORTEC

INDUSTRY MEDIA STAND

KONTRON AG

LDRAM

MEN MIKRO ELEKTRONIK GMBH

MILITARY & AEROSPACE ELECTRONICS

NDF SPECIAL LIGHT PRODUCTS B.V.

NATIONAL AEROSPACE LABORATORY NLR

NEDAERO COMPONENTS B.V.

NETHERLANDS AEROSPACE GROUP

PARASOFT DEUTSCHLAND GMBH

PENNWELL

PRESAGIS

ROTOR & WING MAGAZINE

SEPTENTRIO SATELLITE NAVIGATION

SPECIALTY COATING SYSTEMS

TECHNICAL UNIVERSITY OF MUNICH

TECHSAT GMBH

TECHNOTRON ELEKTRONIK GMBH

TYCO ELECTRONICS UK LTD

VECTOR INFORMATIK GMBH

VEROCEL

WIND RIVER GMBH

Choose from 4 simple ways to register for Avionics & Defence Electronics Europe conference and exhibition.

• Register online at www.avionics-event.com

• Complete the registration form in this booklet and fax back to +1 918 831 9161

• Complete the registration form in this booklet and email to [email protected]

• Complete the registration form at in this booklet and post to: PennWell Registration (Avionics Expo), PO Box 973059, Dallas, TX 75397-3059, USA


Register yourself and your colleagues as conference delegates by 16th February 2011 and benefit from the Early Bird Discount Rate.

Conference Discount for Association MembersIf you are a member of one of the following associations, benefit from a 20% discount on conference delegate fees:

• bavAIRia

• Deutsche Gesellschaft für Luft- und Raumfahrt - Lilienthal-Oberth e.V. (DGLR)

• Bundesverband der Deutschen Luft- und Raumfahrtindustrie eV. (BDLI)

• Royal Aeronautical Society (RAeS)

• Middle East Aerospace Consortium (MEAC)

• Netherlands Aerospace Group (NAG)

• Netherlands Industrie voor Defensie en Veiligheid (NIDV)

• Knowledge Transfer Network (KTN)

• Institute of Engineering & Technology (IET)

EXHIBITOR LIST, AS AT 31 DECEMBER 2010, INCLUDES:

FOR A FULL LIST OF EXHIBITS, PRODUCTS AND SERVICES VISIT: WWW.AVIONICS-EVENT.COM


CONFERENCE PROGRAMME AT A GLANCE

Wednesday 16 March 2011

09:00 - 10:00 Opening Keynote

10:00 - 10:30 Co�ee Break


10:30 - 12:30Session 1

SES and Future Avionics Systems

10:30-11:30 ARINC 661 Standard Workshop Trends In Electronic Warfare and

Signals Intelligence Technology

Developing Safety Critical Application Using SCADE for Deploying on a COTS

RTOS Platform11:30-12:30

Mastering Integration Complexity

12:30 - 14:00 Lunch

14:00 - 15:30Session 2

ATM Avionics Realities

14:30-15:30Advanced System Integration

and Complexity Reduction with Ethernet-based and Time-

Triggered Electronic Platforms

COTS Integration Challenges

IMA/ARINC 653 Software Timing Veri�cation with

DO-178B: Function-level, Partition-level and

System Level

15:30 - 16:00 Co�ee Break

16:00 - 17:30Session 3

Panel Discussion- Making the Business Case for

Integrating New Avionics

16:30-17:30Security in Airborne Systems

Panel Discussion - Trends in Defence Spending and

Procurement in Europe

Implementing an AFDX End System in Complex FPGA Logic - Objectives

and Safety Considerations



08:30-10:00Session 4

Avionics Market and Tra�c Forecasts

09:00-10:00Software Test and Certi�cation:

Code Coverage Analysis based on Source and Object Code?

Thermal and Power Management of Military Systems

Understanding DO-178-C Certi�cation for Avionics

Software

10:00 - 10:30 Co�ee Break

10:30-12:30Session 5

Modernizing Helicopter Avionics

10:30-11:30Model-based approach for IMA

platform early validation

Managing Obsolescence in Open Military Systems

AEA Workshop - SESAR - The Airlines Perspective

11:30-12:30Presentation on CMC’s

development of full performance vertical navigation in a retro�t

CMA-9000 FMS

12:30 - 14:00 Lunch

14:00 - 16:00Session 6

EFBs and Avionics System Certi�cation Challenges

Military CommunicationsBavAIRia Aerospace

Symposium

Opening Keynote Session - Tuesday 16th March 20119am – 10:30am

• Capt. Manfred Mueller, Head of Flight Safety, Lufthansa Airlines

• Vincent De Vroey, General Manager Technical & Operations, Association of European Airlines

• *Brigadier General Reinhard Wolski, Director, Army Aviation and Commander, German Army Aviation

* Invited

Exhibition TimesWednesday 16th March - 10:00am – 6:00pmThursday 17th March - 9:30am – 4:30pm

Opening KeynoteOpen and FREE of charge to allWednesday 16th March - 9:00am – 10:00am

Networking ReceptionWednesday 16th March - 5:30pm – 7:00pm

Exhibitor PresentationsOpen and FREE of charge to allThroughout the exhibition opening hours

For full conference programme and speakers visit www.avionics-event.com

Representatives from civil, commercial, government and military, of senior management, executives and decision makers from the following sectors:

• Airlines and Operators• End users• Airframers• Systems Integrators• Prime contractors• Mission Systems• Design & Planning• International defence agencies• Departments or Ministries of Defence• Dignitaries and Officers from the Armed Forces

Networking LectureTuesday 15th March 2011 - 7.30pmTechnical University of Munich / Technische Universitaet MuenchenTogether with the TUM, DGLR and RAeS, Avionics & Defence Electronics Europe registered delegates, visitors and exhibitors are invited to join this networking lecture to listen to a presentation on “Electronic Flight Bags (EFBs) in the Airline Industry” before enjoying the delightful hospitality and refreshments prepared by our hosts.For further information visit www.avionics-event.com

AEA Workshop Thursday 17th March 2011 - 10:30-12:30SESAR – The Airlines PerspectiveThe Association of European Airlines will be hosting a workshop providing the latest updates and airline perspectives on SESAR, including speakers from the AEA, Lufthansa, Air France, TAP Portugal and SESAR JU.

Airline Partner ProgrammeIf you are an industry professional working for an airline or operator, then you could benefit from being part of our Airline Partner Programme, including VIP access to all areas, designed to make your attendance to Avionics & Defence Electronics Europe easy and more enjoyable.

For further details on the Avionics & Defence Electronics Europe conference and exhibition and to register online visit www.avionics-event.com

WHO SHOULD ATTEND HOW TO REGISTER

ACQ INDUCOM

ADSE

AIR DATA INC.

AITECH SYSTEMS LTD

ASM*AIRCRAFT SYSTEMS & MANUFACTURING

AVIONICS INTELLIGENCE

AVIONICS MAGAZINE

BAVAIRIA

BENCHMARK ELECTRONICS B.V.

BERNER & MATTNER

BETA-AIR

CREATIVE ELECTRONIC SYSTEMS

DEUTSCHE GESELLSCHAFT FÜR LUFT- UND RAUMFAHRT �DGLR�

ELETTRONICA GMBH

ESSP SA

ESTEREL TECHNOLOGIES

ESTERLINE CMC ELECTRONICS

EUROAVIONICS

GOODRICH

HEITEC AG

HORTEC

INDUSTRY MEDIA STAND

KONTRON AG

LDRAM

MEN MIKRO ELEKTRONIK GMBH

MILITARY & AEROSPACE ELECTRONICS

NDF SPECIAL LIGHT PRODUCTS B.V.

NATIONAL AEROSPACE LABORATORY NLR

NEDAERO COMPONENTS B.V.

NETHERLANDS AEROSPACE GROUP

PARASOFT DEUTSCHLAND GMBH

PENNWELL

PRESAGIS

ROTOR & WING MAGAZINE

SEPTENTRIO SATELLITE NAVIGATION

SPECIALTY COATING SYSTEMS

TECHNICAL UNIVERSITY OF MUNICH

TECHSAT GMBH

TECHNOTRON ELEKTRONIK GMBH

TYCO ELECTRONICS UK LTD

VECTOR INFORMATIK GMBH

VEROCEL

WIND RIVER GMBH

Choose from 4 simple ways to register for Avionics & Defence Electronics Europe conference and exhibition.

• Register online at www.avionics-event.com

• Complete the registration form in this booklet and fax back to +1 918 831 9161

• Complete the registration form in this booklet and email to [email protected]

• Complete the registration form at in this booklet and post to: PennWell Registration (Avionics Expo), PO Box 973059, Dallas, TX 75397-3059, USA


Register yourself and your colleagues as conference delegates by 16th February 2011 and benefit from the Early Bird Discount Rate.

Conference Discount for Association MembersIf you are a member of one of the following associations, benefit from a 20% discount on conference delegate fees:

• bavAIRia

• Deutsche Gesellschaft für Luft- und Raumfahrt - Lilienthal-Oberth e.V. (DGLR)

• Bundesverband der Deutschen Luft- und Raumfahrtindustrie eV. (BDLI)

• Royal Aeronautical Society (RAeS)

• Middle East Aerospace Consortium (MEAC)

• Netherlands Aerospace Group (NAG)

• Netherlands Industrie voor Defensie en Veiligheid (NIDV)

• Knowledge Transfer Network (KTN)

• Institute of Engineering & Technology (IET)

EXHIBITOR LIST, AS AT 31 DECEMBER 2010, INCLUDES:

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Individual Full Conference(Includes 2-day Conference, Conference Proceedings, Keynote, Exhibitor Presentations, Exhibition, Networking Reception, Coffee Breaks and Lunch)

Paid before 16 February 2011 ..................................................................... €920 Paid on or after 16 February 2011 .............................................................. €980

Individual Day Delegate Individual Delegate (Single Day Registration)........................................... €705

(Includes access to Conference on the day, Exhibitor Presentations, Exhibition, Coffee Breaks and Lunch on the day)

Wednesday 16th Thursday 17th

Student Full Delegate (Student I.D. required) (Includes 2-day Conference, Conference Proceedings, Keynote, Exhibitor Presentations, Exhibition, Networking Reception, Coffee Breaks and Lunch)

Student Full Conference ............................................................................... €100

Exhibitor Full Conference (must be an exhibiting company)(Includes 2-day Conference, Conference Proceedings, Keynote, Exhibitor Presentations, Exhibition, Networking Reception, Coffee Breaks and Lunch)

Exhibitor Full Conference ...................................................................€490

Corporate PlanFor 3 or more delegates, enjoy a 33% discount on each delegate place.(Includes 2-day Conference, Conference Proceedings Keynote, Exhibitor Presentations, Exhibition, Networking Reception, Coffee Breaks and Lunch)

a. Corporate Plan (Group of up to 3 Delegates) .......................€1960 (Save 33%) b. Corporate plan (Group of up to 6 Delegates) .......................€4715 (Save 33%) c. Corporate Plan (Group of up to 9 Delegates) ......................€7050 (Save 33%)

Association Full Conference Please indicate the Association you are registering under .............................€ 785

BavAIRia DGLR RAeS NAG NIDV IET KTN MEAC BDLI

Exhibit Floor Visitor Only………………………………….....................FREE(Includes Keynote, Exhibitor Presentations, Exhibition, Networking Reception)

TUM Networking Lecture………………………………….....................FREE

Lunch Tickets Weds 16th Thurs 17th ..........................................................................................€35

Conference Proceedings only ...........................................................................€100

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Cancellation: Cancellation of registration must be received in writing. Any individual, exhibitor or corporate registrations cancelled before 19 February 2011 will receive a 50% refund of registration fee. After 19 February 2011 no refunds will be permitted. Substitutions may be made at any time by contacting the registration of�ce In writing.

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Wednesday 16th March 2011

10:30-11:30ARINC 661 Standard Workshop............................................................€55

11:30-12:30Mastering Integration Complexity.......................................................€55

14:30-15:30

Advanced System Integration and Complexity Reduction with Ethernet-based and Time-Triggered Electronic Platforms ................€55

16:30-17:30 Security in Airborne Systems ..............................................................€55

Thursday 17th March 2011

09:00-10:00 Software Test and Certi�cation: Code Coverage Analysis based on Source and Object Code? ....................................................................€55

10:30-11:30

Model-based approach for IMA platform early validation ...............€55 11:30-12:30

Presentation on CMC’s development of full performance vertical navigation in a retro�t CMA-9000 FMS .............................................€55

Master Classes (Includes access to selected Master Class only)


10:30-12:30 Developing Safety Critical Operation Using SCADE

For Deploying on a COTS RTOS Platform....................................€100

14:00-15:30IMA/ARINC 653 Software timing veri�cation with DO-178B: function-level, partition-level and system level ..............................€100

16:00-17:30Implementing an AFDX End System in complex FPGA Logic - Objectives and Safety Considerations ..............................................€100


08:30-10:00 Understanding DO-178-C Certi�cation for Avionics...........................€100

10:30-12:30AEA Workshop – SESAR – The Airlines Perspective ..........................€100

14:00-16:00BavAIRia Aerospace Symposium .........................................................€100

Conference and Exhibition Date: 16-17 March 2011 Venue: M.O.C. Event Centre Location: Munich, Germanywww.avionics-event.com

Workshops (Includes access to selected Workshops only)

Yes please send me the Avionics Intelligence eNewsletter

R&W MAG


First Name:

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Company:

Complete Mailing Address:

Postal code:

Telephone: (+ ) Fax: (+ )

Email:

Business/IndustryCommercial OperatorBusiness/Corporate OperatorAircraft ManufacturerAvionics Systems IntegratorAvionics SoftwareAvionics Subsystem/Component Mfr

Airport OperationsFixed Base OperatorMaintenance/Repair/OverhaulTest/ATE/Avionics SupportMilitary/GovernmentDistributor/Dealer

Job FunctionAvionics/Electronics EngineerAvionics Maintenance SupervisorAvionics Technician/MechanicEngineering Management

Program/Project ManagementOperatorations ManagementResearch & DevelopmentCorporate ManagementProcurement/PurchasingMilitary/GovernmentPilotConsultant

Individual Full Conference(Includes 2-day Conference, Conference Proceedings, Keynote, Exhibitor Presentations, Exhibition, Networking Reception, Coffee Breaks and Lunch)

Paid before 16 February 2011 ..................................................................... €920 Paid on or after 16 February 2011 .............................................................. €980

Individual Day Delegate Individual Delegate (Single Day Registration)........................................... €705

(Includes access to Conference on the day, Exhibitor Presentations, Exhibition, Coffee Breaks and Lunch on the day)

Wednesday 16th Thursday 17th

Student Full Delegate (Student I.D. required) (Includes 2-day Conference, Conference Proceedings, Keynote, Exhibitor Presentations, Exhibition, Networking Reception, Coffee Breaks and Lunch)

Student Full Conference ............................................................................... €100

Exhibitor Full Conference (must be an exhibiting company)(Includes 2-day Conference, Conference Proceedings, Keynote, Exhibitor Presentations, Exhibition, Networking Reception, Coffee Breaks and Lunch)

Exhibitor Full Conference ...................................................................€490

Corporate PlanFor 3 or more delegates, enjoy a 33% discount on each delegate place.(Includes 2-day Conference, Conference Proceedings Keynote, Exhibitor Presentations, Exhibition, Networking Reception, Coffee Breaks and Lunch)

a. Corporate Plan (Group of up to 3 Delegates) .......................€1960 (Save 33%) b. Corporate plan (Group of up to 6 Delegates) .......................€4715 (Save 33%) c. Corporate Plan (Group of up to 9 Delegates) ......................€7050 (Save 33%)

Association Full Conference Please indicate the Association you are registering under .............................€ 785

BavAIRia DGLR RAeS NAG NIDV IET KTN MEAC BDLI

Exhibit Floor Visitor Only………………………………….....................FREE(Includes Keynote, Exhibitor Presentations, Exhibition, Networking Reception)

TUM Networking Lecture………………………………….....................FREE

Lunch Tickets Weds 16th Thurs 17th ..........................................................................................€35

Conference Proceedings only ...........................................................................€100

Method of Payment: Check enclosed (in Euro’s ONLY) Pennwell / Avionics 2011

Wire (Wire information will be provided on invoice)

Credit Card: Visa Mastercard AMEX Discover

Please add all selections and total here: €

Add 19% German VAT: €

TOTAL DUE: €

Credit Card Number

Expiry Date

Full Name (as it appears on card):

Card Holder Signature:

Registration Form

Payment must be received prior to the conference. If payment is not received by the conference date, the registration fee must be guaranteed on charge card until proof of payment is provided. Make check payable to Pennwell International/Avionics 2011.

Cancellation: Cancellation of registration must be received in writing. Any individual, exhibitor or corporate registrations cancelled before 19 February 2011 will receive a 50% refund of registration fee. After 19 February 2011 no refunds will be permitted. Substitutions may be made at any time by contacting the registration of�ce In writing.

1. Fax:

Direct: +1 918 831 9161

Toll-Free (US only):

+1 888 299 8057

2. Website:www.avionics-event.com

3. Mail:

Pennwell Avionics Europe 2011

P.O. Box 973059

Dallas, TX 75397-3059 USA

4. Email

Complete this form

and email to:

[email protected]

PLEASE USE THIS CODE WHEN REGISTERING

(Registration con�rmation will be sent via-email, if a unique email address is provided)

Country:

To register, please complete the registration form below and return.Specify Sector of interest: Avionics Defence


10:30-11:30ARINC 661 Standard Workshop............................................................€55

11:30-12:30Mastering Integration Complexity.......................................................€55

14:30-15:30

Advanced System Integration and Complexity Reduction with Ethernet-based and Time-Triggered Electronic Platforms ................€55

16:30-17:30 Security in Airborne Systems ..............................................................€55

Thursday 17th March 2011

09:00-10:00 Software Test and Certi�cation: Code Coverage Analysis based on Source and Object Code? ....................................................................€55

10:30-11:30

Model-based approach for IMA platform early validation ...............€55 11:30-12:30

Presentation on CMC’s development of full performance vertical navigation in a retro�t CMA-9000 FMS .............................................€55

Master Classes (Includes access to selected Master Class only)


10:30-12:30 Developing Safety Critical Operation Using SCADE

For Deploying on a COTS RTOS Platform....................................€100

14:00-15:30IMA/ARINC 653 Software timing veri�cation with DO-178B: function-level, partition-level and system level ..............................€100

16:00-17:30Implementing an AFDX End System in complex FPGA Logic - Objectives and Safety Considerations ..............................................€100


08:30-10:00 Understanding DO-178-C Certi�cation for Avionics...........................€100

10:30-12:30AEA Workshop – SESAR – The Airlines Perspective ..........................€100

14:00-16:00BavAIRia Aerospace Symposium .........................................................€100

Conference and Exhibition Date: 16-17 March 2011 Venue: M.O.C. Event Centre Location: Munich, Germanywww.avionics-event.com

Workshops (Includes access to selected Workshops only)

Yes please send me the Avionics Intelligence eNewsletter

R&W MAG


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Training | WeatheR

By Mike Redmon

Ounce of Prevention

Controlled flight into terrain, (CFIT) is the number one cause of fatal helicopter acci-dents. The overwhelming

majority of these CFIT accidents occur during inadvertent instrument meteo-rological conditions (IIMC). The U.S. military, FAA and various other agen-cies have all tried to eliminate or at least mitigate this hazard to helicopter crews but haven’t had rousing success. IIMC is a pilot-induced emergency that can be avoided. I’d like to share my thoughts on how to reduce these accidents.

With some caveats, the FAA has authorized the HEMS Weather Tool for EMS pilots to use. It is a good product but it is only as good as the information it has access to. Assume two airports 40 miles apart are reporting CAVU. The HEMS Weather Tool will predict CAVU for the low lying swamp that sits between the two airports. There just aren’t that many weather reporting sta-tions in rural areas to make this product foolproof. We have all seen airports reporting 10 miles visibility and the approach end of the runway fogged in.

Weather radar also has shortcom-ings. The national radar summary is just a composite picture of what precipita-tion the single site radars are detecting. The radar sites can only pick up normal rain/wet snow to about 80 miles and intense rain/wet snow out to around 140 miles. That’s the first problem. A lack of precipitation being displayed might not mean anything in locations far from any weather radar site. Take a location such as Findlay, Ohio. The closest radar site is 90 miles away. Another shortcoming is that snow, especially cold dry snow, doesn’t pick up on radar very well. Add distance to

the equation and the radar screen will be blank but there could be a lake effect snow storm at your location. Also, the radar tilts up a minimum of .5 degrees. The radar beam will not see anything below 6,000 feet AGL when it gets 120 miles away. Lake effect snow bands are many times below this altitude. Instead of relying solely on the NWS radar images, I like using the local TV station’s weather radar. They are very accurate and can tell you exactly where the precipitation is located in your local flying area.

I was burned a couple of times by WSI. Both times in the middle of the night. I checked the weather which looked exactly like it did earlier in the night. Both times it didn’t register that the weather information was hours old. Maybe I missed that fact since I just got awakened from my “safety nap.” At some point I realized the weather I was seeing wasn’t the same as what I had just read on the WSI. Upon returning to the base I’d see that the WSI comput-er was “locked up” and hadn’t received an update in hours. A simple check of the METAR time would have clued me in to the issue.

You can only accept flights that are above your company weather mini-mums. Once on a trip and the weather goes below company minimums, you have no option but to discontinue the flight. The decision is not yours to make anymore. Weather minimums in EMS have increased over the last few years. In some circumstances they can be too high, but following the rules and regula-tions is a sign of professionalism. The ability to judge the flight visibility is one key to avoiding IIMC. This can be dif-ficult at night when flying over remote

areas due to the lack of ground lights. This is one of the reasons I went IIMC. I didn’t see a snow band until I was in it. I learned if there was any chance of poor weather to fly where there are ground lights. Following highways is great because car lights help judge flight visibility. Maybe your company check airman isn’t from your part of the country and just comes into town for Part 135 check rides. Ensure you share with any new pilots the local weather patterns. Go one step forward and put the information in the base reading file. Don’t let the new pilot figure it out one dark night by himself.

CFIT isn’t solely a function of poor weather and IIMC. Plenty of helicop-ters have smacked towers and wires in broad daylight. Since I was lazy, I would fly at or above the minimum elevation figure on the sectional chart. I would only deviate from that number for weather or if I knew the location of obstructions without the use of the map. I never assumed I would see any of the towers in my flight path. Tower lights do burn out from time to time. When flying lower than the MEF, ensure you fly a known route. Do this even if it adds a few minutes to your trip. I liked following major roadways when in a new area and my helicopter didn’t have a moving map GPS. This helped me in pinpointing my exact location at all times.

I have a couple of suggestions for aviation managers, too. First, a moving map GPS with XM Satellite weather should be installed in all EMS helicop-ters. I would also add the terrain data-base. An even smaller investment is the ability to get weather on the pilot’s cell phone. Fly Safe!

Right Seat

14_RW_020111_Right Seat_p52_53.indd 52 1/20/11 12:43:52 PM


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14_RW_020111_Right Seat_p52_53.indd 53 1/20/11 12:47:51 PM


By Andrew Drwiega

Military | technology

The U.S. Army is not short of commitments; an ongoing war in Afghanistan, troops still engaged in New Dawn in Iraq,

worries over the volatility of North Korea and a Chinese defense budget with a recent tendency to climb steeply with every passing year. In fact, U.S. forces operate in around 80 countries. But there was concern among those attending this year’s AUSA Aviation Symposium and Exposition in Wash-ington, DC that substantially cutting the Army’s budget at this point in time would be contradictory to the nation’s requirements. Although the helicopter has finally come into the spotlight as a mission-critical system in support of the soldier on the ground, all is not as well as it may appear to be.

Army Aviation still has a share of the annual Army budget in excess of its size. Col. William Morris, director of Army Aviation at the Office of the Dep-uty Chief of Staff (G3/5/7), said during the first day of AUSA that the Aviation Branch accounts for seven percent of the Army, while his colleague, Col. Ran-dolph Rotte, Army Aviation Division Chief, said later that aviation was still benefiting from more than 20 percent of the total Army budget.

BG William Crosby, PEO Aviation, wrapping up the first day’s sessions, said that his remit was to caretake the $7.06 billion that Army Aviation has. However, to a great extent the health of Army Aviation is due in no small measure to the cancellation of the Comanche program several years ago. We are passed that and worries are surfacing about where aviation will be post-2025.

Many may deride the idea that such an outwardly healthy branch of the Army could indulge itself in such long-

term concerns. But as Crosby stated, “the only new thing I am buying is UAVs.” What he meant was that com-position of the current fleet has been reliant on the upgrading and modifica-tion of many well-proven platforms, but that the design of these will make them redundant in the face of new technology available in the post-2025 world. The much-lauded CH-47F is based on a 70-year-old design. The rest of the battle-hardened mainstays used by today’s warfighters fair little better—the UH-60, AH-64 and OH-58 were all designed around half a century ago. The money has been spent on sustain-ing and upgrading old designs—with much success, it should be acknowl-edged. The exception is the UH-72A Lakota, albeit on off-the-shelf procure-ment of an existing design (EC145).

But the fact is that a bow wave of complacency and comfort has resulted in a lack of investment in Science and Technology (S&T) that should be lead-ing the way toward next generation aircraft. Crosby criticised the existing S&T budget—a mere $107 million out of $7.06 billion (or a little over 1.5 percent of the whole budget)—calling it a ‘pittance’. Individual companies are making progress through their own funding, he noted: Sikorsky with its X2 (now being developed into the Raider program with the Armed Aerial Scout requirement in mind) and Piasecki’s X49A Speed Hawk vectored thrust ducted propeller (VTDP) compound helicopter program, which aims to demonstrate potential improvements in speed (200-plus kts), range, surviv-ability and reliability. Last year Euro-copter entered this speed arena with its X3 demonstrator. Crosby said that the future lies in high-speed (greater than 170 kts), fly-by-wire, composites

and signature reductions. “We have to invest in our future” he said.

But the onus has turned towards fiscal responsibility. MG Mark Brown, Deputy for Acquisition & Systems management, spoke about the require-ment to achieve a two-to-three percent net annual growth in warfighting capa-bilities without a commensurate bud-get increase. Brown said that the task had been outlined in 2010 by Army Secretary John McHugh: “We need an agile system that rapidly develops, purchases, and fields innovative solu-tions for our soldiers without breaking our commitment to be good stewards of taxpayers’ dollars.”

To this end, Ellis Golson, Direc-tor of Capabilities for Acquisition & System Management, Office of the Assistant Secretary of the Army (Acquisition, Logistics & Technology) said that although the UAS ‘genie was out of the bottle,’ it didn’t automati-cally mean that capabilities such as a vertical takeoff/landing (VTOL) UAS had to be the immediate way forward. He too talked about cost-effectiveness but iterated one of the ongoing chal-lenges of acquisition—“how to estab-lish set requirements when technology changes so fast.” He delivered a cold reminder about the pace of the acqui-sition system, saying that it was likely that it would take seven years between the Milestone A on the acquisition of the proposed AAS to the fielding of the first aircraft. However, it is this length of time that concerns Crosby today.

“Recently completed analysis indi-cates the need for a new generation of vertical lift platforms to start being fielded in the 2025 timeframe.”

The question remains: how do you do that on an S&T budget of $107 mil-lion?

Budget Shortfalls on NextGen

Military Insider

www.vtol.orgAHS International, 217 N. Washington St. • Alexandria, VA • 22314-2538 • USA

Tel: (703) 684-6777 • Fax: (703) 739-9279 • Email: [email protected]

For more than 67 years AHS International has worked to advancethe development of worldwide vertical flight technology.

Attend the AHS International67th Annual Forum &

Technology Display so you won’t miss:

• Straight Talk from the CEOs

• Short Course on “RotorcraftFlight Dynamics ModelIdentification and FlightControl Design using CIFER®and CONDUIT®” by Dr, MarkTischler, U.S. Army AMRDEC

• AHS Alexander A. NikolskyLecture by William Bousmanon “Full-Scale AirloadsMeasurements –Extraordinary Costs,Extraordinary Benefits”

• U.S. Army, Navy and MarineCorps Program ManagerBriefings

• 250 presentations onAerodynamics, Acoustics,Dynamics, Flight Simulation, HUMS,Handling Qualities, History, Operations,Product Support, Test & Evaluation andmuch more…

• Special Sessions including the VerticalLift Consortium and IHST

• Exhibits displaying the latest verticalflight technology from around theworld

• The Vertical Flight FoundationReception and AHS Grand AwardsBanquet

Sponsors Include:

15_RW_020111_Military_Insider_p54_56.indd 54 1/20/11 12:49:54 PM

55june 2010 | RotoR & Wing magazineW W W. R o t o R a n d W i n g . c o m

www.vtol.orgAHS International, 217 N. Washington St. • Alexandria, VA • 22314-2538 • USA

Tel: (703) 684-6777 • Fax: (703) 739-9279 • Email: [email protected]

For more than 67 years AHS International has worked to advancethe development of worldwide vertical flight technology.

Attend the AHS International67th Annual Forum &

Technology Display so you won’t miss:

• Straight Talk from the CEOs

• Short Course on “RotorcraftFlight Dynamics ModelIdentification and FlightControl Design using CIFER®and CONDUIT®” by Dr, MarkTischler, U.S. Army AMRDEC

• AHS Alexander A. NikolskyLecture by William Bousmanon “Full-Scale AirloadsMeasurements –Extraordinary Costs,Extraordinary Benefits”

• U.S. Army, Navy and MarineCorps Program ManagerBriefings

• 250 presentations onAerodynamics, Acoustics,Dynamics, Flight Simulation, HUMS,Handling Qualities, History, Operations,Product Support, Test & Evaluation andmuch more…

• Special Sessions including the VerticalLift Consortium and IHST

• Exhibits displaying the latest verticalflight technology from around theworld

• The Vertical Flight FoundationReception and AHS Grand AwardsBanquet

Sponsors Include:


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