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ISSUE 37

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SErVICE rICH - aSSET frEEUK operator Starspeed has established itself

as one of the country’s premier corporate

operators without even owning a helicopter. 22

THE OUTBaCK ClaSSrOOMFor two weeks a year, the usual tranquillity of an

Australian outback sheep station is interrupted

by the arrival of a fleet of helicopters, and

a group of students eager to fly them. 32

HaIl THE HElIPOrTSeeing heliports scattered throughout

Europe, allowing cities and even countries

to be linked by helicopters, is a dream that

Dutch heliport designer Aert Van Der Goes

Van Naters has. Is it possible and if so

how does it become a reality? 42

HElI EXPO dOES dallaSBig, bold, brash and outstandingly successful,

we review the brightest advancements

showcased at this year’s Heli Expo. 50

BaPTISM Of fIrEA new EMS helicopter is ‘dumped in the

deep end’ during its first week of service, when

it’s missioned to provide support for a

gruelling bush canoe race in South Africa. 58

cover shot by NEd dawSON

From the Editor 3

New Products and Services 7

Subscription Page 10

Flight Dynamics – Height Velocity

Flight Envelope 17

Legal Council – The Cape Town

Convention 19

European Connection – Terrorism and

the London Metropolitan Police 60

Personal Profile – Dale Weir 62

The Last Word – To Err is Human 64

Somelike it

HOT....

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Make the right choice. Choose Isolair Helicopter Systems today!

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

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

3

heli expo 2006 has come and gone, and what an exposition it was. Over 14,000 people attended on the first day – about the same number who visited Anaheim over three days in 2005. To say the atmosphere was exuberant would probably

be an understatement. New helicopters are being ordered even when there’s no hope of those orders being filled for months, or even years. All the manufacturers, except Eurocopter, admitted that raw material was looming as a potential problem with airliner manufacturers pulling in material for their booming industry. (Eurocopter claims that it has locked in long-term supplies for its production plans.)

At the Show, Bell’s order book for the 429 stood just shy of 200 as development continued. Its main rotor flew on a test bed 427 on the Monday of the Show. Bell also revealed the 417 – an upgraded and up-powered 407; it will have a 100SHP over the current AS350B3. Bell’s capital investment has grown by more than 1,000 percent since 2002 – from just US$13 million to over US$150 million last year. And as if to warn Eurocopter that its dominance is being challenged, Bell was touting how it had beaten the European giant in new helicopter civil sales last year – maybe it was only by one, but the change in Bell’s fortunes has been dramatic and Eurocopter may finally now have an innovative rival. That’s good for Bell, good for Eurocopter (will keep it on its toes) and good for the industry!

Eurocopter continues to enjoy the fruits of its development with the EC145 taking off in sales, with manufacturing rates increasing from 19 to 25 a year to meet demand. The company was showing off its Mt Everest accomplishment with a certain typical French flair. Nearly 200 AS350s were sold last year, which was an extraordinary achievement and a testament to the longevity and continual development of this model. The only thing Eurocopter should avoid is a tendency to ‘bag’ its competitors during product briefings; it was not well received by some members of the audience. I personally prefer manufacturers to highlight their product through honest promotion without resorting to negative (and often untrue) comments on competitor products. Enough said.

After an extraordinary 800+ production in 2005, Robinson was expecting a slight slow-down but it looks like even they will meet or even exceed that production rate this year. Frank is to test a new autopilot for the R44 perhaps opening up the possibility of an IFR Robbie. The company is also moving towards encouraging flying schools to adopt the R44 over the smaller sibling – a move I think that would be very worthwhile. The R22 is a good machine, but I like the 44’s robustness and nice handling qualities.

AgustaWestland continues to grow with a 100 percent increase in orders in 2005, and is enjoying the success of its re-branded and very desirable AW139 and A109 product lines. With over 150 orders for the 139 and over 60 for the 109 Grande, AgustaWestland is also looking to ramp up its production rates.

Sikorsky’s S-76 just seems to get better with age. I had a look at the displays proposed for the upcoming D model and they are nothing short of incredible. Four huge screens present clear and well-defined and uncluttered information. Apparently some operators want a fifth screen! I think that could be distracting but, hey! – I guess Sikorsky will provide what the customer wants.

I also heard someone criticizing the use of vertical strip displays. I wasn’t too sure about them when I first used the VIDS in the Seahawk, but now I love them. In the right place they are extremely effective.

What was also good to see at Heli Expo was the Russian contingent. The companies there have undergone a significant restructuring to reduce duplication and costs, and to improve the promotion of their aircraft. Russian helicopters are amazing for their robustness, and with a recognizable civil certification process, I think in a very short time the Russians will be serious contenders on the world market.

Last but certainly not the least, MD continues its comeback. A very frank industry briefing by CEO Lynn Tilton painted a picture of a company that was teetering on the brink and explained it has taken a hell of a lot more to get things on the road again than even she was expecting. But she certainly is pouring in resources to get MD back on its feet. The problem is that she is trying to revive this company at a time when even the big boys are having problems with the capacity of suppliers to deliver. She is toying with some fairly radical solutions and calling on the resources of some of the other 66 companies in her group to get the company moving. She continues to shake, rattle and roll and it certainly seems she is prepared for the long haul.

HeliOps is proud to be reporting from the forefront of this booming industry, and to keep up with the tremendous growth, we too are bringing on a wealth of new talent to keep abreast of what’s happening in various segments of the industry worldwide. Nick Lappos, from Savannah, Georgia joins us as our Technology Editor, Andrew Healey from the UK will bring us his European view every issue, and for matters legal, we introduce United States-based, Robert Van De Vuurst, an attorney who specialises in rotary-wing matters, who will give our readers an insight into the complex issues of law and helicopter operations.

Safe flying and enjoy this issue’s feast of news, features and information. n

By mark ogden

PUBLISHerNeville (Ned) dawson

edITorMark Ogden

dePUTy edITorrob Neil

US edITorSdustin Blackaaron fitzgerald

Uk edITorSarah Bowen

LegaL edITorrobert Van de Vuurst

eUroPean edITorandrew Healey

TecHnoLogy edITorNick lappos

ITaLIan correSPondenTdamiano gualdoni

ScandInavIan correSPondenTrickard gilberg

ProJecT managerCathy Horton

ProofreaderBarbara McIntosh

deSIgngraphic design Services ltd

Pre-PreSSVision Through Communication

PrInTIngPrint world

edITorIaL addreSSOceania group Intl PO Box 37 978, Parnell auckland, New Zealand PHONE: + 64 21 757 747 faX: + 64 9 528 3172

emaILinfo@heliopsmag.com

WeBSITewww.heliopsmag.com

is published by Oceania group Intl. Contents are copyright and may not be reproduced without the written consent of the publisher. Most articles are commisioned but quality contributions will be considered. whilst every care is taken Oceania group Intl accept no responsibility for submitted material. all views expressed in HeliOps are not necessarily those of Oceania group Intl.

f r O M T H E E d I T O r

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

Protecting the engines of freedom.

Protecting the engines of the world.

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

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

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

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

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

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

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

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

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

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

N E w P r O d U C T S a N d S E r V I C E S

BIg POwEr IN a lITTlE CaSEThe new Start Pac Mini Power Supply is designed to power up 24/12 Volt aircraft systems. The voltage output is set to 28.5/14.2 Volts to simulate the same voltage as when the aircraft is running under power. Maximum amperage output is 25/50 amps which is adequate for most light aircraft. If overloaded, the Mini Power Supply will trip off and reset itself after a short period of time. The company says that the unit is ideal for powering up new aircraft with glass cockpits. When utilizing the Mini Power Supply, the entire aircraft electrical system can be powered up for GPS programming and electrical maintenance. The Start Pac Mini Power Supply is available in both 24 and 12 Volts output.

MaPPEd By SaTEllITESky Connect introduced a new web-based mapping solution. The Tracker-MAP system provides street-level detail that enables operators to precisely pinpoint an aircraft’s location anytime and anywhere worldwide. The Mission Management Unit delivers single-switch control to two-way satellite text messaging and voice calls. While in flight, operators may send standard or user-defined custom messages, such as number of passengers, current fuel load, next landing site, etc., using pre-programmed text report functions.

CrOSSTUBES fOr allDart has certified crosstubes that are compatible with both their patented Round-I-BeamTM skidtubes and OEM skidtubes. TC and FAA have approved the new OEM-compatible high crosstubes for most Bell single and multi-engine models. DART says that the design and quality of the crosstubes will remain unchanged – only the manner of attaching them to the skidtubes has been modified. DART plans to certify crosstubes for the AS350/AS355 in mid-2006.

a fIlTEr fOr THE KOalaAFS has been selected by Agusta to develop and certify a

high-performance inlet barrier filter (IBF) system for the A119

Koala. AFS is targeting a mid-2006 certification for the new

IBF system to support existing Koala customers and future

deliveries. The straightforward modular design of the system

allows a direct replacement for the FOD screen or Engine

Air Particle Separator. The new Koala IBF system features

easy-to-clean flat filters, integral bypass system, and a

maintenance aid for on-condition service intervals.

PUlSElITE fOr THE 407 aNd a119The Pulselite model 3060S for

rotorcraft is now certified for

installation on the 407 and

A119. Precise Flight says that

the 3060S, initially certified

for the EC120, AS350 and

EC130 series helicopters,

has become very popular

with operators because

of its robust construction,

reliability, high wattage

capability, quiet operation and

TCAS/TCAD auto-activation

feature.

HUMS fOr EC135Honeywell’s VXP HUMS is to be

available as an option on the

EC135. It will provide EC135

operators with the ability to

record, monitor and diagnose

data from numerous sensors,

all in one unit and without the

need for additional equipment.

An enhanced version of VXP

under development will also

contribute to expanding

functionality to include

capturing engine exceedance

and usage, flight operations

data and trends. The VXP

system includes on-board

sensors and a data processor,

called the acquisition unit,

which uses proprietary

algorithms to calculate specific

maintenance solutions.

mdhelicopters.com

CO

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TLYNN TILTONChairman of the Board of DirectorsMD Helicopters, Inc.

“Customer-centric. It’s a term that de nes all that

we do and how we do it at MD Helicopters. It is the

foundation of our strong commitment to our customer

and operator, because we understand that the

success of this company will be ultimately measured

by the depth of your appreciation. Our long-term

success will be built upon our indelible passion for

superior product, innovative thought and operational

processes that are inherently focused on the needs

of our customer. I want to hear what you have to say

about our products and our services – it is the only

way that I can transcend MD into a company that you

can trust. It’s a new day at MD Helicopters and I have

pledged my personal commitment to capitalize upon

the innovative technology and the strength of MD’s

products and build the spectacular. My journey and

the path we pave at MD begin with listening to you.”

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

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

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fIrST flIgHT Of THE 429 rOTOr SySTEMBell reached another

milestone in the development

of its 429 light twin when its

new high performance main

rotor system flew for the first

time. In the past year, the

company has successfully

completed the evaluation of

an improved engine, intake,

exhaust, tail rotor control

cables, autopilot, aircraft data

interface unit, and now the

main rotor system. According

to Bell, the main rotor is the

sixth and final major new

system to be demonstrated

before the 429’s first flight

later this year. The main

rotor blade, a product of Bell’s

MAPL program, incorporates

new advanced manufacturing

technology to make the

blades more producible

and affordable, as well as

featuring lower tip speed and

swept tip design to reduce

external noise levels.

4wd TOwThe new V404 Four Wheel Drive Tow cart has been designed to tow a heavier range of helicopters. Designed for use on irregular, icy, or soft surfaces, it provides extra traction and power to easily tow the 206, 407 & 427 as well as the EC120, 130, 135, 145, AS350, 355 and BK117.

8 MINUTES IN NEw yOrKUS Helicopter, the only

certified scheduled helicopter

airline service in the United

States, announced tickets can

now be purchased via http://

www.flyush.com for the eight

minute airport commute

between JFK International

Airport (JFK) and Downtown

Manhattan Heliport (JRB),

at Wall Street. Flights

commence March 27, 2006 for

the first of several routes that

the company will offer. US

Helicopter is the

first scheduled helicopter

airport shuttle service in

more than a decade to

provide travel between

Manhattan and NYC area

airports. The service is

designed to meet the needs

of time-sensitive business

travellers worldwide who

would otherwise spend

upwards of two hours or

more (each-way) travelling

in a taxi, town car or limo.

In April, service will expand

to include flights from the

East 34th Street Heliport

to JFK. Service to and from

LaGuardia and Newark

Airports will commence in

the second and third quarters

of 2006, respectively.

KEy TO S-92 STCsKeystone has received FAA

certification on 12 STCs

for an array of equipment

and accessories for S-92.

Included are a nine-seat

executive interior, new user-

friendly handrail system,

and an executive lavatory

installation. Other equipment

earning STCs include

improved cabin aisle lighting,

baggage retention system,

voice checklist management

system, universal cockpit

display with electronic chart

database, JetMap® II system,

machined replacement mid-

cabin floor panel with a

flexible track system, goose-

neck lighting, and cockpit sun

visor system.

r22 aNd r44 gET a PUlSEPrecise Flight says that Leading Edge Avionics will be the

launch customer for its new HID (high intensity discharge)

Pulselite System for the R22 and R44. The company says that

HID lighting produces more light, lasts longer, and uses less

energy, and that this product combined with the enhanced

conspicuity of the Pulselite will result in unsurpassable

safety and visual performance for aircraft, both in the air and

on the ground. A 35-Watt HID lamp produces up to six times

the lumens of a standard landing light bulb, making the

light as bright as a 200-Watt lamp. HID Lighting is apparently

designed to produce light that is closer to that of natural

sunlight, providing the pilot with improved peripheral vision

and greatly enhanced visibility. Additionally, HID lighting has

a far greater product life averaging up to 5,000 hours, and

uses significantly less energy than standard aviation lighting.

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

HONEywEll aNd SOlOy STCHoneywell and Soloy have obtained an FAA STC for the installation of the LTS101-700D-2 turboshaft engine upgrade for the AS350B2 AStar helicopter. The engine can provide more than a 14 percent takeoff power improvement at sea level and 18 percent at hot day conditions by the introduction of a new gas producer turbine assembly when compared to the LTS101-600A-3A. The cooled turbine not only increases available power, it increases disk life from 6,300 to 15,000 cycles, resulting in reduced operating costs. The LTS101-700D-2 also incorporates an updated and proven reduction gear-set from other LTS101 models. These changes reduce accumulated power turbine cycles by 35 percent and increase torque limits by 6 percent. Soloy and Honeywell are also offering the Helicopter Service Plan price-per-flight-hour program as an option for customers to set their engine cost of operation.

9

N E w P r O d U C T S a N d S E r V I C E S

NEw faCIlITIESDallas Airmotive’s Louisiana

facility is being designated

a key support arm for

component repair and

exchange. Investments

in new technology and

equipment will enable the

facility to expand its support

to additional rotor-wing

engines as well as adding

fixed-wing engine types.

While well known for its

component repair capabilities

for the Rolls-Royce Model 250

engine, the Lafayette facility

is planning to add PT6A/T,

JT15D and PW300/PW500

component repair capabilities

during the upcoming year. In

addition to direct customer

support, the Lafayette facility

also supports nine Regional

Turbine Centers in the USA

and Europe. The Lafayette

Facility is likewise becoming

integral to overhaul shop

support for the company’s

main overhaul facilities in

Dallas, TX, Neosho, MO and

Portsmouth, England. Both

Neosho and Portsmouth

locations are Rolls-Royce

250 Authorized Maintenance

Centers (AMC) and part of the

Rolls-Royce FIRST Network.

COlIBrI EqUIPMENT UPdaTERegourd Aviation has obtained EASA certification for its

integrated next-generation equipment package that the

company claims dramatically enhances safety whilst offering

a robust, intuitive and user-friendly flight deck environment.

For less than the price of a new EC120, the company says it

can offer within four months, a recent and low time Voyager-

equipped machine. The equipment package includes a Sagem

2 axis auto-pilot coupled with

a Garmin GNS480 GPS

integrated with a hi-res

Sagem PFD and GTX32

Transponder. A Ryan

9900 BX TCAD identifies

surrounding traffic, and

reports their movements

and differential altitude on

a high-res Moving-Terrain

MFD. This MFD displays

full-color original chart

material and graphical

non-stop weather

information from the

European Radar Network.

Other features include

terrain warning, high-end

sound system, noise reduction

head-sets and extra strobe lights.

THOMMEN fOr VIP EC120REVUE THOMMEN AG has

announced that a recent VIP

modification completed by

SunAircraft Service SA in

Ticino, Switzerland included

seven Thommen instruments.

According to Thommen the

standard instruments in

the aircraft did not meet

the buyer’s standards for

reliability, quality and

appearance. The buyer also

needed digital Air Data

to integrate with the GPS, the

Mode S Transponder

and TCAS.

SIMPlEX ENTErS NEw fIEldSimplex has unveiled an innovative airborne portable life

support product called the Mobile Intensive-Care Rescue

Facility (MIRF). It is a fully self-contained medical transport

bed that was developed for stand-alone intensive care

management of the critically ill. Simplex is now the sole

and exclusive worldwide distributor of the MIRF, which is

currently manufactured by Buchanan Advanced Composites

of Queensland, Australia. MIRF is protected by US and

Australian patents and has been approved for aircraft use by

The Civil Aviation Safety Authority of Australia. US FAA and

EASA approval is expected.

The self-powered MIRF features an internal multi-function

display that monitors cuff blood pressure, invasive blood

pressure, body temperature, heart rate, O2 saturation, and has

a CO2 sensor. The MIRF also has an electro-cardiogram,

a ventilator, an infusion pump, a syringe pump, a defibrillator,

a suction unit and onboard oxygen. The unit operates on

10 to 24 VDC, and 110 to 240 VAC (40 – 400 Hz) electrical

power sources. The internal battery will support the medical

equipment for up to seven hours and is recharged when

connected to outside power.

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New EraThe

DAWN of a

in Zambia

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1 yEar 2 yEarS

ExperienceBurj-Al-Arab

The

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the GOM

Change of guardin

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

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N E w P r O d U C T S a N d S E r V I C E S

CINEflEX INTrOdUCES MUlTI-SENSOr VErSION Of V14 MagNUMCineflex has debuted its new V14 Magnum Multi- Sensor (MS) camera system. Cineflex says that the Magnum MS is the world’s first imaging system to combine a high-definition (HD) day/night camera

coupled with an extended focal length lens, a real-time wide

field-of-view camera, and a long-range, three field-of-view infrared thermal sensor. The Magnum MS system is expected to revolutionize high altitude surveillance and major incident tactical

imaging.

EaSa CErTIfICaTION Of POwErlINE dETECTION SySTEMSafe Flight’s Powerline Detection System (PDS) will be

installed and EASA certified on the Eurocopter AS 355

through Trans Helicopter Service (THS) of Paris, France. THS

has filed a certification request to the European Aviation

Safety Agency in Cologne Germany for the 25 European

countries. The Powerline Detection System will be marketed

and distributed through THS, and negotiations are underway

with two major European insurance companies to obtain

discounted aircraft insurance as well as with Eurocopter of

France for installation and support.

gETTINg BIggErFlorida-based FH1100

Manufacturing Corp. (FMC)

is expanding its factory

flight training program. The

new Van Nevel Helicopters

Academy will open in May

to the public and it will offer

all turbine ab-initio training

through Commercial and

CFI-I ratings. According

to the company, all of the

instruction will be in the Rolls

Royce 250 C-20B-powered

FH1100 at a rate comparable

to piston-engine trainers. The

company’s plan is to provide

a comprehensive, real-world

training course for aspiring

professional pilots including

training in such areas as

elevated platform operations

for those with a goal of

working in the offshore

oil industry. External load

training may also be provided

at advanced levels.

HUMS fOr COlUMBIaHoneywell’s VXP HUMS will

be installed by Columbia

Helicopters on its Boeing

234s and 107s. Columbia will

pursue a STC from the FAA

for the application of the

VXP system to its current

fleet of 22 Boeing helicopters.

In the initial phase of the

certification process, which

began in December 2005,

Columbia began utilizing

ground-based equipment to

demonstrate the capability

of Honeywell’s tandem rotor

track and balance monitoring

system. In the second phase

of the program, a plan for

permanently installing the

equipment on the aircraft and

expanding its application to

monitor additional systems

and parameters will be

developed.

aSU NIgHT VISION Aviation Specialties Unlimited

(ASU) has installed night

vision goggles in REACH

and St.Mary’s helicopters.

The operators have had the

equipment installed in their

A109, 407, BO105 and 412EP

fleets.

CHElTON IN MdMD has added the Chelton FlightLogic Synthetic Vision

Electronic Flight Information System (EFIS) to its list of

optional equipment for the popular MD Explorer series.

The EFIS system is immediately available for dual-pilot IFR

configurations. By mid-2007, the system will be available on

single-pilot IFR MD Explorers with auto-pilot. The existing

single-pilot (non-EFIS) IFR and Integrated Instrument

Display (IIDS) system will remain on the aircraft as standard

equipment. The new system presents obstructions and

terrain on the primary flight displays in real time, giving

pilots the ability to fly precision approaches to rooftops and

oil platforms with complete confidence in the helicopters’

location. The Chelton system integrates data from GPS, an

attitude/heading reference (AHRS) system, air data computer

(ADC) and a Class C terrain awareness and warning system

(TAWS) to present real-time positioning information in

synthetic three dimensional images on the cockpit displays.

KEySTONE ‘dOES’ 412sKeystone has been selected

by the Consolidated Fire

Protection District of Los

Angeles County to fit-

out two new Bell 412EP

helicopters. The estimated

cost to customize both

aircraft is US$2.3 million,

and all work, including

design and engineering

approvals, will be performed

at Keystone’s completion

facility in Coatesville, Penn.

Keystone expects to receive

the helicopters in March and

deliver them sometime mid-

year.

Pimp Your Ride.

Dart now offers Apical floats with mid-bag external rafts on the Dart patented I-Beam skid tubesfor the Bell 206, 206L, 407, 212, UH-1, 412, the Eurocopter AS 350, 355 and floats with mid-bag external rafts for the EC 130, EC 135 and the Agusta A119.

Lighter weight and more useable cabin space are always a welcome accessory.

Call to see how your helicopter can adapt and excel in your environment.

1-613 -632-3336 or 1-800 -556 -4166 / Canadian Sales ask for Ext. 1121-246-420 -7282 / International Sales ask for Ext. 113

www.DartHelicopterServices.com

( fuzzy dice optional )

Heli-Ops_Dart_Ad.qxd 3/14/06 2:34 PM Page 1

fIlTErEdAerospace Filtration Systems has been selected by Bell to

provide a fully integrated high-performance inlet barrier filter

(IBF) system for the new Bell 417 as part of the FAA

Type Certified design and for the US Army Armed

Reconnaissance Helicopter (ARH). According to the company,

unique to this program is a new teaming arrangement

between AFS and Donaldson Company to develop an

advanced Bell 417 filter. The companies are working

together to ultimately introduce Donaldson’s dry media

filter technology on the 417/ARH. The dry media simplifies

service with the use of compressed air or an environmentally

friendly cleaning solution and water, eliminating the time

and attention required to dry and re-oil filters.

The new 417 IBF is the first fully integrated barrier filter to

be offered on an aircraft TC. The system was designed from

the start around the structural engine inlet plenum, which

AFS provides and configured to accommodate either a

foreign object screen or barrier filter as requested by the

customer. This new IBF system for the Bell 417 features

the flat filter design used in the Bell 407 and OH-58D systems,

along with a supplemental bypass system. The system

will feature an integral maintenance aid allowing on-

condition cleaning intervals, eliminating unnecessary service.

arrIUS 2B2 TO POwEr EC135 T2iTurbomeca says its Arrius

2B2 engine will allow the

EC135 T2i helicopter to reach

a Maximum Take-Off Weight

of 2,910kg and increase its

performance. Turbomeca

developed a new EECU

(Electronic Engine Control

Unit) software, increasing

Take-Off Power as well as

Hot and High Performance.

Already certified by the

European Aviation Safety

Agency (EASA), the new

Turbomeca EECU software

will be embodied on all

new EC135 T2s. The new

EECU software will also be

retrofitted to all EC 135 T2s

and will be supplied free

of charge to Turbomeca

operators. The engine TBO

is at 3,500 hours since the

certification.

N E w P r O d U C T S a N d S E r V I C E S

MOrE THalES Thales has developed a new

TopDeck Integrated Electronic

Standby Instrument (IESI)

specifically designed for

the helicopters. Thales has

drawn on expertise, gained

in both Active Matrix LCD

(AMLCD) technology and

solid state sensors including

inertial and pressure

components, to propose a

self-contained IESI. Based

on embedded sensors, the

TopDeck IESI provides the

pilot with Attitude, Altitude

and Airspeed indications

in a single line replaceable

unit. Featuring a colour,

high definition and fully

sun readable AMLCD, and is

compatible with all cockpits

of new generation helicopters.

The TopDeck IESI has already

been selected on S-76D and

is proposed for the ABW139,

AW149 and CH47.

You can count on K-MAX.Many missions require efficient heavy lifting. One helicopter does it better than the rest. Conceived and designed to perform repetitive external lifting, the K-MAX excels, lifting 6,000 pounds while delivering unmatched performance and reliability. What’s more, K-MAX has the highest availability rate and the lowest maintenance man-hour per flight hour of any helicopter in its class.

A fleet of hard-working K-MAX helicopters will be ready to respond to the most difficult missions — from delivering supplies to clearing debris or rebuilding — any where, any time. You can count on it.

Kaman Aerospace · Connecticut USA · 1-860-243-7006 · frenchm-kac@kaman.com

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

15

800.257.4847 US & Canada 425.353.6591 Internationalwww.b l raerospace .comdavemarone@bl raerospace .com

Scores of operators are reaping the benefits of NASA-patented

technology tailboom strakes from BLR Aerospace. With more

than 600 systems in use, operators are reaping benefits that

range from improved payload (lift hundreds of pounds more)

to unprecedented stability of flight. A proven technology

with more than 1 million flight hours to date, BLR strakes

are truly a revolution in technology and performance.

Don’t change your helicopter – change your

performance. Do you have your strakes yet?

BLR AerospacePerformance Innovation

600Aircraft.

1 millionHours.Do you have your strakes yet?

BLR P2 ad HO.indd 1 1/17/06 9:38:29 AM

N E w P r O d U C T S a N d S E r V I C E S

SafEr EMS? Fatal accidents involving Helicopter Emergency Medical Services (HEMS) could be reduced with help from the Chelton’s EFIS/TAWS (Terrain Awareness and Warning System). The FAA is considering mandating TAWS for HEMS. Chelton’s combination has already satisfied the TAWS requirement for all categories of fixed wing aircraft and includes Class A and B helicopter TAWS (H-TAWS). The Forward-Looking Terrain Awareness (FLTA) benefit of the Chelton EFIS utilizes databases for terrain, obstruction, helipads, airport and runway depictions that integrate with helicopter positioning, ground track, groundspeed, bank angle, altitude and VSI to alert the pilot to hazardous terrain or obstructions. If the helicopter performs a turn, the protection envelope of the FLTA expands to provide additional alerts about the terrain and obstructions which the rotorcraft is turning toward. The system also provides alerts for excessive rate of descent, premature descent, and excessive Glideslope deviation. Other alerts include higher-than-expected sink rate right after takeoff or on the first leg of a missed approach, and excessive closure rate with terrain. These alerts take the form of visual and audible cues. For helicopters, Class B H-TAWS is built into the system as a standard feature and Class A is available as an option.

a ‘lITE’ TOrrENTUlaSEI Industries has introduced its newest product, the Torrentula ‘Lite’ Valve, a variable dump option for smaller Bambi buckets and retrofitable to standard buckets. The ‘Lite’ addition provides variable dump capability to a range of bucket sizes from 120 to 440 gallons. With design features that are both economical and operator-friendly, the Torrentula ‘Lite’ uses less power than any other comparable valve available on the market. Typically, the Torrentula ‘Lite’ can be installed using the aircraft’s existing electrical configuration. In addition to these features, the Torrentula Lite’s easy-to-install retrofit kit also allows the complete removal of the existing valve and control head, which provides spares for use elsewhere.

SafEr MdsMD Helicopters has committed to pioneer cutting-edge helicopter technology by incorporating the safety recommendations of the International Helicopter Safety Team (IHST). Beginning with 2007 aircraft deliveries, all MDHI products will include wire strike protection, cockpit voice and video recorders, HUMS, and terrain awareness warning systems (TAWS). A Fly Safety Training package will also be added to MDHI’s Training Program.

Professional Pilot Programmenew Zealand

live on the beach, and fly in the mountains...Located right on the beautiful Kapiti Coast, yet only minutes from the Tararua Ranges and low level flying areas. HELiPRO can offer a fantastic training base at Paraparaumu Airport, just 30 minutes drive from Wellington. We can train you from your Private through to your Commercial Pilots Licence or to further your ratings capabilities. Because HELiPRO is New Zealand’s largest commercial operator, you have the opportunity to gain invaluable experience as a crewman on real commercial jobs, such as firefighting, lifting work and frost prevention.

Call us on 00 64 06 298 2984 to receive your training information Pack toDaY!www.helipro.co.nz

17

HEIgHT VElOCITy flIgHT ENVElOPE

HV is the proper

industry term for a

flight condition poorly

described as the ‘dead

man’s curve’. It is in

fact, just the opposite.

The term is a leftover

from the early days of

helicopter flight when

the industry knew little

of this flight regime.

It is sorely outdated,

misleading and shows

ignorance of the

subject.

f l I g H T d y N a M I C SBy moTT STancHfIeLd

During my tenure at the Hughes Tool

Company, Helicopter Division, it was

compulsory for all concerned personnel

to attend maintenance or flight courses.

However, as a pilot I always requested

the maintenance course to gain insight

into the equipment. These courses were

conducted primarily for equipment users.

One morning during one of the

maintenance classes, a 22-year-old

mechanic from Argentina asked what I

regarded as a brilliant question. “Why

does the Hughes 269A/300 model have a

manifold pressure climb-out limitation of

26.2 inches between ground level to the

peak of the HV diagram?” The instructor

answered, “So as not to cause dirt, grass

and other matter to be blown into the

engine induction system.”

His answer is not uncommon, but it

is wrong, and such a misrepresentation

made me cringe a little. Recognizing my

obvious disagreement, the instructor

asked me if I had a better answer. I told

him I had the correct answer. Going to

the blackboard I drew the appropriate HV

flight envelope and asked the class if they

were familiar with the HV flight envelope?

No one was. Not surprised, I restated the

question, “Dead Man’s Curve”? Everyone

knew all about that unpleasant term.

At this point I explained the manifold

pressure limit is a limit on the main rotor

pitch angle of attack during climb out

to 300 ft AGL. Above this height,

any remaining power may be used.

The 269/300 series are highly reliable

helicopters and have a reasonable, but

rather sizably-loaded main rotor system.

This means that at maximum gross

weight, the main rotor is supporting a

large amount of aircraft weight per square

foot of the rotor disk area. Therefore,

in the event of power loss, there could

be substantial loss of main rotor RPM,

resulting in serious damage if the

power delivered to the rotor system

exceeds 26.2 inches of manifold pressure

and the corresponding rotor blade

angle-of-attack.

The manifold limit procedure is a

rather clever way of restricting excessive

blade angles of attack. When flying beyond

the shaded area of the HV diagram,

full power may be used at any altitude

or airspeed. Since acquiring the Type

Certificate, Schweizer made remarkable

improvements throughout the rotor

system and airframe of the former

Hughes helicopters.

It should be noted, however, that other

single-engine helicopters do not have a

limitation requirement for aerodynamic

main rotor blade angle other than the ‘up

stop’, nor do models beyond the 269/300.

During the certification process of any

helicopter, the FAA wisely requires the

manufacturer to develop and validate an

HV diagram. Both the manufacturer and

the FAA leave the validation process in the

capable hands of an engineering flight test

pilot. Flying and establishing the limits of

the HV diagram envelope is critical, and

any violation of procedures constitutes a

severely hazardous condition.

The substantiation of the HV Flight

Envelope is conducted during the early

morning, with winds no greater than three

miles per hour. The highest point of the

diagram is substantiated from a hover

at zero airspeed. To begin, the throttle is

rapidly closed to idle or flight idle, and

the collective is held at the hover position

for 1.5 seconds before being lowered. This

relatively long period of time is required

to allow for the average pilot’s reaction

time, during which the rotor RPM usually

descends somewhere just below the

minimum red line.

The recovery method for the peak

of the HV diagram generally is to

expeditiously rotate the nose to pick

up airspeed, then rotate into the flare

at an airspeed above 40 mph for a safe

auto-rotative touchdown. This maneuver

converts airspeed into rotor RPM as

needed.

The remaining points that constitute

the HV diagram are flight verified at

incremental altitudes at airspeeds that

are obtainable for landings and without

collective delays.

Pilots and mechanics should

not assume that the HV diagrams

are conservative – THEY ARE NOT!

Understanding and respecting them is

of paramount importance. The young

Argentine mechanic took nothing for

granted and is my kind of mechanic. Pilots

and mechanics should follow his example

by never hesitating to ask a question from

someone who has shown their knowledge

in positive ways.

When you get an answer, think about

it. If you feel the answer is incorrect – keep

looking! There are books to refer to and

flight schools to seek solutions from.

Call the manufacturer or an FAA regional

office if you have further doubt or need

verification.

Of course, be sure you’ve read the

flight manual first and always be attentive

to your takeoff airspeeds and climb-out

angles. n

LLoyd Ad190106-1. (Converted)-4 1/19/06 11:56 AM Page 1 C M Y CM MY CY CMY K

19

l E g a l C O U N C I lBy roBerT van de vUUrST

THE CaPE TOwN CONVENTION - a new era for aircraft sales and leasing

A new international convention may

alleviate some of your concerns. On

March 1, 2006, The Convention on

International Interests in Mobile

Equipment, known as the ‘Cape Town

Convention’, entered into force among

nine ratifying nations (Panama, Ethiopia,

Nigeria, United States, Pakistan, Oman,

Ireland, Malaysia, and Senegal). The Cape

Town Convention adopts a framework

for registering and enforcing legal

rights and interests in aircraft, and

certain transactions involving them. It

accomplishes this by providing three

benefits. First, it creates a central

International Registry (located in Ireland),

which will serve as a depository for the

registration of actual and prospective

interests in helicopters by the parties to

purchases, leases, financings and other

similar agreements. Second, it provides for

priority among registrants, and, in some

cases, unregistered interests.

Under the Cape Town Convention,

an ‘international interest’ is an interest

relating to an aircraft which can be

granted under, among other things,

a contract for purchase, a security

agreement, or a lease. The Convention

attempts to establish standardized rules

governing notice and priority among

owners, lessors and creditors by requiring

registration of the parties and their

interests arising under such transactions.

It establishes priority on the basis of who

is first to register an interest, and by (and

here is where the third benefit comes in)

creating a more uniform set of remedies

and procedures in the event of a default.

In other words, how you regain possession

of your helicopter and deregister it from

the foreign country.

The overall goal is a more effective

system of international aircraft

registration that is built upon principles of

reliability and predictability of outcome,

and accordingly, to promote less risk for

international aviation transactions.

The most important features of

this new Cape Town Convention that you

should be aware of going forward are:

l The Convention applies only if the

‘debtor’ (which can also be a purchaser

or lessee) is located in a country that

has ratified the Convention, or if the

If you have ever sold,

leased, or financed a

helicopter outside of

your home country,

you may recall some

concerns that you

probably had. What’s

the law in that country

with regard to securing

my interest? What in

the world do I do if the

lease goes into default

and I have to go get my

helicopter back?

Robert Van de Vuurst is a member of the

Baker, Donelson, Bearman, Caldwell & Berkowitz

law firm, and is resident in its Johnson City,

Tennessee office. Baker, Donelson is the largest

law firm in south central United States, with

over 450 attorneys practicing in 10 offices in the

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

a 1986 graduate of the University of Memphis

School of Law, and has concentrated his practice

on aviation law, with an emphasis on helicopters

and other rotor-wing activities since 1988.

In particular, he has extensive experience in

aircraft transactions, sales, leases (domestic

and international), securitizations, mergers and

acquisitions, and FAA regulatory matters. He can

be reached at rvandevuurst@bakerdonelson.com.

aircraft is registered in a ratifying

country. As of now, unfortunately,

only the nine countries noted

previously have ratified — numerous

other countries are working towards

ratification, however, and hopefully

in the near future, enough will be

on board to make the Cape Town

Convention an effective tool in most

transactions.

l The parties to an agreement

creating an interest must first sign up

as users of the International

Registry (which is done via the Web

at www.aviareto.aero).

l Countries ratifying the Convention can

reserve the right to opt in-or-out of

certain of its provisions. Accordingly,

before you structure a transaction in

any given country, you should first

determine exactly which parts of the

Convention are applicable.

Lastly, it should be noted that the Cape

Town Convention does not eliminate the

need to register aircraft for nationality

purposes, so keep filing your documents

with the FAA as applicable, of course.

Finally, it would be impossible to go

into the fine points of the Cape Town

Convention in this column — it is simply

too new and complex. If you have any

questions or require assistance with

the Convention issues, you should seek

counsel before your finalize your deal. n

21

it is interesting to read that

London’s Metropolitan Police is to get

three new EC145s. They will supplement

and eventually replace a pair of heavily-

used AS-355 Twin Stars, and are currently

being role-equipped by Eurocopter’s UK

distributor, McAlpine Helicopters. They

will start entering service later this year.

It almost goes without saying that

these helicopters will be role-equipped to

a level that is already the envy of many

western police operations – even those

in the States who saw the sense in them

years before we did. Britain’s coppers love

their helicopters and while they might

complain about a political rally that

involves paying the bobbies on the street

overtime, there always appears to be cash

for the latest bells-and-whistles on a

new-generation rotorcraft.

It wasn’t so long ago that a moving

map was considered the height of

helicopter sophistication; now whole

task-management systems integrate

images from multi-sensor pods, display

their output on touch screen picture-in-

picture cabin displays and downlink all

this data to force co-ordination centers.

There’s so much data, that triaging it is

becoming an issue. It will not be long

before, in the manner used in military

machines, this will have to be done

automatically.

But this isn’t what caught my eye.

Part of the reason that the Met chose the

EC145, apparently, is for its roomier cabin.

This will allow for new roles that extend

their capability far beyond surveillance

and co-ordination of assets. They will be

fitted with hard points to enable fast-

roping, abseiling and casualty evacuation

– duties envisaged in a review carried out

in the wake of July’s London bombings.

This is all very exciting, but it

indicates an unprecedented expansion

of the policeman’s duties. Fast-roping

means paramilitary SWAT-type tactics

and pre-emptive strikes – risky jobs

that in the past have been carried out

by military Special Forces. It involves, to

my mind, squads of heavily armed men

swooping on a terrorist cell by night via

a helicopter hovering very close to a

building, and recovering them and the

wounded afterwards.

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

My concern is that if a

police force decides to

use its aviation assets

in an offensive role,

you have to consider

overhauling the system

completely.

By andreW HeaLey

TErrOrISM aNd

THE lONdON

METrOPOlITaN

POlICE

The fact that we (as British

citizens) do not appear to have been

consulted about this change in tactics is

symptomatic of the sea-change in politics

that has taken place in the country since

7/7. Practically anything can be withheld

from us these days on the grounds of

protecting us from terrorism. But that is

‘by the by.’

My concern is that if a police force

decides to use its aviation assets in an

offensive role, you have to consider

overhauling the system completely.

Aircrew will also need specialist training

on how to hover 20 ft above buildings

on NVG. They, and the teams, will have

to practice tactics such as what to do

if someone starts shooting back at

them. And most importantly of all, the

helicopters and their crews will need

protection against that armed response.

I would rather leave the work where

it was, with the SAS. After all, that is part

of their raison d’être and they train for

it regularly. Their helicopters are armed

and their pilots are protected by armour.

Police ones, as yet, are not.

I may be yearning for the return of

more innocent times, but I believe the

police should be civil and the army...

er...military! And overlapping their roles

involves a host of implications that we

don’t appear to be thinking through. n

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

Asset Free

Service rich

As corporate helicopter flying has

become essential to conducting

business in the UK, one company,

Starspeed, identified a niche market

of managing, not owning, high-end,

multi-engined helicopters, and has

become one of the country’s leading

corporate operators, providing

services to royalty, politicians,

entertainers and business executives.

story by mark ogden

PHotos by ned dawson

Service rich

sim

on b

row

ne

24

FOUndEd by John Dickin in 1978,

Starspeed began life as a small charter

company operating a Bell 206B and 206L

from a small airfield at Blackbushe in

Surrey. As time went by and the company

began moving further into the VIP and

corporate market, many of its clients

began to express a preference for the

additional safety and comfort offered by

twin-engined machines, and so Starspeed

began addressing their requirements by

moving from the Bell singles into the

Twin Squirrel.

In addition, many customers

increasingly wanted to own helicopters –

but without the associated administrative

burden involved with aircraft ownership,

so Starspeed began providing an asset

top: starspeed has grown from being a small charter operator to an

asset management company operating helicopters such as the

s-76 and EC155 for clients.

above right: Corporate operations and long distance flying demand a level of

luxury usually only seen in business jets.

“To make any

money out of an

aircraft, you need

to fly 600 hours’

charter a year – and

that does not even

start to pay back

the capital.”

sim

on b

row

ne

25

management service for those wanting

their own machines. Today, Starspeed

maintains a fleet of seven helicopters

including the S-76, EC155, Dauphin and

Bell 222, however it no longer owns any

aircraft.

Chief Executive David Voy, who

joined the company in 1987 explains,

“The problem with the industry here,”

he says, “is that to make any money out

of an aircraft, you need to fly 600 hours’

charter a year – and that does not even

start to pay back the capital.”

He says that such utilization is almost

impossible in the UK. “Many people

typically want an aircraft for a two-hour

flight to a destination where they will

spend a couple of days before flying

back, or else everyone wants aircraft

at once on one particular day for some

big event.” He explains that this kind of

market makes it difficult to generate the

number of hours needed on one airframe

and that if Starspeed actually owned

aircraft it would not be able to survive

in business. Starspeed maintains a low

operating cost base and the use of small

GA airfields such as Blackbushe, rather

than major airports helps keep costs

down. “Blackbushe is a good little airfield

we can use seven days a week although

we would like to have its hours extended

past the current 7 am to 10 pm.”

Voy attributes the company’s success

to several factors. “We have no capital

investment, we are small and focussed

and we do our job very well.” Voy also

realizes the value of his 30 years’ industry

experience in helping answer customers’

questions and in dealing with the myriad

of operational quirks. Having flown in

the same environment for 30 years, he

is also familiar with all the available

landing sites. He is fully aware that a

good reputation takes a long time to build

but only a very short time to lose so he

relies on his team to maintain the high

standing his company enjoys.

Despite a low public profile (Starspeed

has no ‘front office’ and does not

“I ran one

advertisement in

the Central London

Yellow Pages but

had no PR and no

business plan. I think

I broke all the rules.”

left: the helicopters operated by

starspeed including the s-76 and

EC155 carry the captains of UK

Industry, british royalty and the

world’s entertainers.

27

advertise), the company and demand for

its VIP service has continued to grow.

“We developed through word of mouth,”

comments Voy. “I ran one advertisement

in the Central London Yellow Pages but

had no PR and no business plan. I think I

broke all the rules.”

“I haven’t actually worked out a way

to successfully market the top end of

the VIP market. Such people don’t read

handouts or brochures – they rely on

word of mouth. In the strata they move

in, if they want a helicopter, they ask

someone they know who uses one.”

AssEt MAnAgEMEntThe old adage that ‘time is money’

has never been as true as it is in today’s

business world. With the UK motorways

sometimes described as the biggest

car parks in the world, helicopters are

becoming the transport of choice for

successful business people – and the

sector is growing.

The Bell 222 was the beginning of

Starspeed’s aircraft asset management

and demonstrated how a business can

develop along lines never originally

envisaged. “The 222 was a distressed

sale and one of our clients decided to buy

it,” explains Voy. “It was the first twin

we operated and it was what led to our

clients eventually deciding in favour of

twins instead of singles.”

The company arranges everything

for owners, from initial search and

purchase of a helicopter to placing it on

the UK Register, as well as arranging

and monitoring maintenance. For its

service, Starspeed levies an annual

fixed charge with additional charges as

required for crew, operations support and

maintenance.

Voy believes that the main reason

people want to privately own helicopters

is because, “they want them...and

because they can!” The argument about

a helicopter being a business tool is true,

but that is just a reason to use one. The

motivation for buying one is purely the

desire for ownership. Understandably,

people prefer to be in a machine they

know and like...and it’s fun! Which is

– you have to admit – the way to do it.”

Much of the company’s 2,000 annual

flying hours are business-related

above: Voy thinks the s-76 is

probably the best helicopter

on the market and appeals to

passengers who want a fast,

comfortable flight.

left: skimming over the European

countryside and beyond the road

traffic makes helicopters such as

the s-76 and EC155 invaluable

business tools.

“Owners understand

that if they want to fly

when we have charters,

then the charters have

to take priority; the day

we take an airframe

away from a charter

customer is the last

time we will see them.”

28

away from a charter customer is the last

time we will see them.” He adds, “Owners

accept this possibility, but in reality, we

generally have enough pilots and contacts

in the industry to secure another aircraft

for a charter, which then allows us to re-

lease an aircraft back to its owner.”

It helps to know the owners’ schedule

– for example, Starspeed knows that one

owner uses his S-76 extensively for about

three months each summer to travel to

Europe, but that the helicopter is usually

available for charter work for the rest of

the year. Even when some machines are

not available for charter, Starspeed still

provides asset management – including

pilots, who often provide a ‘chauffeur

service’, picking up many owners from

their homes. “Our customers are, without

exception, some of the nicest people you

could meet and we provide them with

a good service – which is what they are

paying for.”

To aid planning and pilots’ situational

awareness, Starspeed maintains

a database of all the pads it uses,

incorporating textual information

describing a pad’s size and its approaches,

as well as pictures of each pad.

EUroPEAn PotHolEsBringing aircraft onto the UK Register

is no simple task, especially since the

‘Europeanization’ of aviation regulation.

“A Dauphin we previously dealt with

took nearly four months to bring onto

the register. We are currently handling

another Dauphin, which will be a private

machine, but it is a very protracted

process to transfer,” explains Voy. “This

aircraft originated from Brazil and

there were some modifications made to

electrical wiring in South America for

the avionics. Now EASA (European Air

Safety Authority) covers certification.

Anything that has not been certified in

Europe before has to go through a system

in Cologne, which is in its early days and

is an administrative nightmare. It is far

worse than JAA ever was, but we hope

that it will improve when it all settles

down. It is fair to say that the system

is archaic; somehow it seems to have

incorporated the worst ideas from each

country.”

The company flies throughout the

UK and Europe and operations at this

level demand much of the pilots, all of

whom hold airline transport licences,

night and instrument ratings and are

highly experienced, at least four of them

being both examiners and instructors.

While some have military backgrounds

and some commercial, all have previous

command experience. David Warren,

the company’s chief pilot is an ex-navy

pilot with over 14,000 flying hours.

Voy considers military training usually

produces a good overall pilot but it is

just the basis. “Service training provides

experience in a wide variety of work

including low flying, obstacle clearance

and load lifting. Pilots come out thinking

they know everything about flying, but

soon realize they know ‘bugger-all’ and

have to go and learn it all again with a

different emphasis.”

“Our pilots,” he says, “have to be

flexible to meet customer needs and be

able to work in poor visibility, into tight

the s-76 is for those who

want the best and are

prepared to pay for it.

– business travel, transporting goods, and

visiting factories, facilities and processing

plants. However, there is still a lot of

private and charter flying to sporting

events such as horse and motor racing

and shooting on the Moors.

Until recently, Voy and his team

managed the business from an office at

his home, but as the company grew and

more pilots came on board Voy realized

that he needed bigger premises to have

face-to-face time with them.

Starspeed employs a team of people

to clean, prepare and polish the aircraft

and although it does not conduct its own

maintenance, the company employs a

quality engineering manager to work with

its maintenance sub-contractor, PremiAir,

with whom each of the aircraft under

Starspeed’s charge has an individual

engineering contract. It is interesting

– and could only happen in the

gentlemanly UK – that while PremiAir’s

Debenham division is a competitor in

the helicopter charter market, Starspeed

has its offices co-located with PremiAir’s

maintenance division at Blackbushe.

Providing a charter service using

helicopters owned by others takes a clear

understanding of how the aircraft will be

utilized by their owners. Some owners

prefer not to make their helicopters

available for charter and are prepared to

accept higher costs. Others understand

that in order to defray their costs, they

need to release their machines. “In those

cases,” Voy explains, “owners understand

that if they want to fly when we have

charters, then the charters have to take

priority; the day we take an airframe

sites and on tight schedules. They earn

their money!” Starspeed, which can’t

compete with offshore-pilots’ salaries of

more than £80,000, nevertheless enjoys

a low turnover of pilots whose salary

packages exceed the industry average.

The pilots all have to be flexible and

be able to think on their feet in order to

meet customer’s requirements at short

notice. “I only employ people I like,” says

Voy. “I have a sophisticated process to

figure out who to employ...it involves

interviews at the pub. I have found it

better than formal psychometric testing.”

Each pilot is responsible for a

particular aircraft and its equipment,

including its headsets and instrument

plates, and it is up to the pilot to ensure

the aircraft is always well presented. Each

aircraft is checked daily by an engineer;

it is polished at least once a week and

is cleaned each time it returns from a

flight. “It’s interesting that the people

who usually pick up any problems on

the aircraft are the polishers. They know

every part of the aircraft and can pick

up a problem before it really manifests

itself,” says Voy.

Some of Starspeed’s clients require

helicopters with JAA Class 1 performance

– performance that ensures a helicopter’s

ability to either land on the pad or climb

above buildings should an engine fail

(similar to the old Cat A). In the UK,

landings in built-up areas are prohibited

without express permission of the UK

Civil Aviation Authority (CAA), which

also requires any helicopter operating

in congested areas to have Class 1

performance. According to Voy, the CAA

“I have a sophisticated

process to figure out

who to employ...it

involves interviews at

the pub. I have found

it better than formal

psychometric testing.”

Era Helicopters LLC, one of the world’s leading helicopter operators, is now hiring Pilots and Aircraft Maintenance Technicians.

All pilot applicants must have instrument ticket and a minimum of 1250 hours. Bonus paid for ATP Certifi cation.Bonus paid for fl ight hours and paid per diem. Era offers a 14-day on / 14-day off schedule.

Seeking experienced technicians with A&P License. Experience with Sikorsky S-61/S76, Agusta A119/A109, Eurocopter EC120/AS350 experience preferred. Field Experience required for 14 day on/14 day off work schedule with paid per diem.

Era offers a very competitive compensation and benefi t package which includes an employer sponsored 401k plan.

Please send resume and cover letter to:

Human Resources DepartmentEra Helicopters LLCP. O. Box 6550Lake Charles, LA 70606or email to:jfi eld@erahelicopters.com

Equal Opportunity Employer

Era heliops ad.indd 1 1/30/06 12:48:04 PM

31

authorizes most charter companies to

operate in built-up areas without the need

for individual approvals provided they

comply with various specified operating

conditions.

A FAVoUrItE?With no ties to any manufacturer,

maintenance company or sales

organization, Voy is in the enviable

position of being able to objectively assess

many of the most exquisite helicopters

available. When asked about his personal

preferences, Voy says that it really is a

case of ‘horses for courses’. He thinks the

Twin Squirrel is a great working airframe,

good for carrying four passengers up to

100 nm (beyond which its limited speed

becomes a problem), and he likes the

improved performance of the 355N over

the F and F2 models. “When using the

helipad in Battersley without floats, the

vertical-takeoff payload difference is

340 kgs.”

Regarding the Dauphin, Voy says

that while he is happy with its airfield

capabilities, it lacks single-engined

performance. “From a small city site we

can carry six passengers, but only 10

minutes of fuel with reserves. It’s not

very good but it gets us out of the city to

an airfield where we can take on fuel and

then go for three hours.”

The Bell 222 – which was certified for

vertical helipad operation in the UK in

1978, is much the same. “The 222 is our

best-value twin-engine single-pilot IFR

helicopter,” he comments. Voy explains

that the owner paid $US400,000 at a

time when the LTS101 engine was having

trouble and was dreadfully unreliable,

adding that the engine problem was

probably the reason for the aircraft’s

limited success. The engine manufacturer

has since invested a lot of money to fix it

and the 222 is now a very good aircraft.

According to Voy, the 222’s owners

are delighted with their aircraft, which,

although 25-years old, is in pristine

condition having flown only 5,500 hours.

“The 222 is a beautiful aircraft and

people love flying in it. Where else would

you find a six-passenger, single-pilot

IFR machine for so little investment?

Salesmen keep asking me when the

owners will change it and keep offering

me three million dollar helicopters in

exchange. What’s the point?”

The S-76, according to Voy, is probably

the best helicopter in the market. “The

EC155 is coming along but it still doesn’t

have the single-engine performance

that the S-76C+ has.” He says the S-76

appeals to passengers who want a fast,

comfortable aircraft. “At £2,300 an hour,

it really is an aircraft for people who

want the best and who are prepared to

pay for it.”

Having started out flying Bells,

Voy thinks that the US manufacturers

misread the market by failing to invest in

technology and by not realising the trend

towards single-pilot IFR. “Bell has finally

produced the 429 but I think it is 20 years

too late. They have ceded too much of the

market to Eurocopter for whom putting

two engines into the Squirrel was a very

successful move.”

no PlAns to rEtIrEToday, it is fair to say that Starspeed

is David Voy. He grew the company and

gave it its personality. It is to him that

people look for knowledge and experience

and it is Voy that helicopter owners know

they can call 24-hours a day, seven days a

week. At 63, although he has no plans to

retire, he is trying to take a slightly more

back-seat role in the day-to-day running

of the company. “The sign saying ‘gone to

golf’ hasn’t been used yet...but it will be,”

he muses. But then adds, “The owners

can talk to me anytime, anywhere and I

don’t want that to stop.”

While he may bring another aircraft

online this year, he thinks it will be the

last. “We have an excellent team here

but we want to stay small. There are

no ‘levels of management’ or any of the

overheads that would go with it,” he says.

Just goes to show that with smart

business acumen and a dedication to

quality and uncompromising service, you

can develop a small charter company

into becoming the UK’s largest corporate

multi-engine operator, without even

owning a helicopter! n

above: Voy thinks that the

EC155 is great for operating to

airfields but its single engine

performance makes life hard

with inner city pads.

left: starspeed’s pilots are

handpicked by Voy for their

ability and flexibility. they are

the ‘face’ of the company and

its success largely relies on their

performance.

Mar

k o

gden

For two weeks a year, the usual tranquillity of

a sheep station on the edge of the outback in

south-eastern Australia, is interrupted by the

arrival of a fleet of helicopters and a group

of students eager to fly them. MARTIN BASS

follows the herd to discover just what all the

commotion is about.

PHOTOS by martin bass

Outbackthe

classroom

34

I have travelled to rural Victoria

to join Kestrel Aviation’s twice-yearly

‘flyaway’ event – an opportunity for some

of the school’s rotary wing students to

participate in a week of intensive flying

training at Kulnine Station – a second

home for Kestrel Aviation, whose main

operation is based at Mangalore in the

Goulburn Valley north of Melbourne.

Located on the Murray River 70 km

west of Mildura, Kulnine is a working

sheep and wheat property of some 30,000

acres, and is Kestrel’s rural helicopter

training ground. The experience is

designed to take us out of the comfort

zone of aerodromes, offices, training

areas and air-conditioned classrooms and

put us in an environment where many

young Australian helicopter pilots cut

their teeth – the outback.

I’m cocooned inside a Robinson R22

for my first lesson in the art of bush

flying. We’re told we have a muster on

this morning with about 1,100 sheep to

move. “We’ll go and make sure there are

no strays and then we can do some low

level practice,” says my instructor Ray

Cronin. On the edge of the muster, we fly

low and slow as we scour the tree line,

paddocks and riverbanks for stragglers.

Before too long we’ve rounded up the

strays and we’re heading for the river to

practice some confined-area approaches.

Several times under Ray’s direction I

fly low over the treetops along the river

until he points to a possible landing area.

My task is to ensure it is suitable and that

I can get in and out safely – an interesting

exercise given the strong winds gusting

around the trees. Nevertheless, I manage

to negotiate my way in and out on each

occasion, flying the Robinson tentatively

over the water and between the trees to

each landing site. Departing some sites

requires flying the aircraft backwards

from the landing area out to the middle

top right: One of Kestrel’s R22s

is hook-equipped, giving students

the opportunity to be trained in

flying with sling loads.

above left: Apart from the flying,

students get plenty of marshalling

experience on the ground during

the sling load exercises.

above centre: Student billie Jo

Kies learns the art of precision

flying as she lands the JetRanger

on a narrow bridge.

above right: billie Jo at the

controls with instructor Paul Fulton.

“Flying around a

manicured airport

only goes so far in

creating a competent,

employable pilot. Some

time out here puts

students in a real flying

environment.”

35

of the river to enable a climb clear of

obstacles. Other sites offer so little room

to land that I have to leave the boom out

over the water to keep the main rotor

clear of obstacles. All the while I have to

concentrate hard on my flying to avoid

becoming too attentive to the incredible

landscape outside.

The ‘infrastructure’ at Kulnine is

somewhat more rudimentary than the

typical flying school environment with

the shearers’ mess forming our kitchen

and dining quarters, operations center,

study area and radio room. Nearby are

several wooden bunkrooms, formerly

the shearers’ quarters, and an amenities

block. Some students stay in the

bunkrooms whilst others prefer to pitch

tents around the mess hall or down by

the river. The airstrip is about 100 m from

the mess and modest squares of carefully

tended grass mark out the helipads along

one side. The grass pads are designed

to minimize dust blowing up around

arriving and departing helicopters.

In 1986 Kestrel Aviation’s owners,

Ray and Eleanor Cronin, became well

acquainted with the area and its locals

during aerial pig culling operations which

they flew for the Pastoral Protection

Board. Having previously used other

stations for ‘flyaways’, they saw an

opportunity to offer their students

some real bush flying experience and

bought Kulnine in 2001, where they have

organized regular training events for

their students ever since.

On the first night of our flyaway Ray

briefs us on some of the issues relevant

to training in this environment. “Wires!

Wires! Wires! They are the number one

hazard around the base – and further

afield, so be careful!” he emphasises. “Out

here you’ll be keen to do some extreme

flying,” but adds, “you’ll all get your

chance at some challenging flying, but

it must be with an instructor. If you’re

flying alone, don’t give in to temptation

and do anything you can’t handle,”

he cautions. “Just fly the sortie you’ve

talked through with your instructor

and stick to it. Too many pilots come to

grief stretching themselves beyond their

capabilities. It’s never happened here and

I’m determined that it won’t.”

The need for co-operation on the

ground is also drummed into us. We

are all expected to play our part; from

refuelling the aircraft and tying them

down each afternoon, to washing up

after meals and keeping the place clean.

A portable transceiver in one corner of

above: The Murray River

bushland provides a spectacular

backdrop but some tough terrain

to navigate around, during the

week’s flight training.

My task is to ensure

it is suitable and

that I can get in

and out safely – an

interesting exercise

given the strong

winds gusting

around the trees.

36

the mess-hall provides rudimentary air

traffic control and we are all expected to

do a daily stint on the radio, providing

co-ordination for aircraft entering and

leaving the circuit around the Kulnine

airstrip, and monitoring each flight as

pilots report in at regular intervals.

As I look around the hall during the

briefing I’m struck by the multicultural

nature of the event. Kestrel is a fully

accredited training organization and

takes in many overseas students.

Students at this flyaway represent four

countries from outside Australia. In the

past, students have come from as far

afield as Japan, Oman, Ireland, England,

Germany, Denmark and Qatar.

The training schedule is intensive at

Kulnine with the flying program running

from about 6.30 am until 4.00 pm each

day. Students and instructors are ‘up

and at it’ at first light, pre-flighting each

aircraft for a hard day in the dust. Each

day’s schedule is planned the evening

before and the instructors review the

progress of each student prior to the

next day’s sorties. Students consult the

white-board after dinner to find out when

they’re flying the next day and what they

will be doing.

right: billie Jo Kies practices

her sling load technique

moving temporary cattle yards

between paddocks.

We practice landing

the aircraft on rickety

wooden bridges,

make approaches

to impossibly small

clearings on the river,

chase sheep and

kangaroos around

the paddocks, and

navigate our way over

terrain with precious

few features to tell us

where we are.

37

Rather than addressing aspects of

flight training that can be taught at any

airfield, the flying at Kulnine is focused

on learning to handle helicopters safely

in real operational scenarios, performing

tasks they commonly perform in the

outback environment. Throughout the

week and under the close supervision of

a team of flying instructors, we all pick

up valuable experience in aerial stock

control, flying with sling loads, low-level

and confined area operations and remote

area navigation. Over the last 18 years

about 450 students have participated

in Kestrel’s flyaways. For most of them

the week at Kulnine would have been

one of the most memorable and intense

experiences in their training.

Billie Jo Kies is a prime example.

Having completed most of the training

for her commercial licence at Mangalore,

she hopes that the ‘Kulnine experience’

will polish her flying skills in preparation

for her flight test. Billie Jo’s family owns

and operates Barossa Helicopters in South

Australia and, following in the footsteps

of her father Peter and her elder sister

Brigitte, she plans to join the company as

a charter pilot as soon as she can.

Billie Jo arrived at Kulnine with 75

hours of training under her belt and plans

to do about 15 hours during the week.

Under the watchful eye of instructor

Paul Fulton, and armed with Barossa

Helicopters’ B206 JetRanger, she spends

the week building valuable time and

experience slinging temporary cattle

yards out to remote paddocks, searching

above left: Students relish the

opportunity to develop their low

flying skills over land and water

at Kulnine Station.

above: On the edge of

Australia’s outback, the horizon

around Kulnine Station goes on

forever.

left: Apart from being Kestrel’s

instrument trainer, the Schweitzer

300 Cb gives students some time

away from the R22 and some

valuable experience in flying

without a governor.

“Too many pilots come

to grief stretching

themselves beyond

their capabilities. It’s

never happened here

and I’m determined

that it won’t.”

for straying stock around the saltpans,

honing her skills in confined area

operations, and navigating her way across

some of Australia’s most remote country.

“The flying has been very intensive

and I’m learning so much out here,” she

comments between sorties. “Kulnine

Station is a real working environment

and we’re all getting a taste of what it’s

like to perform real tasks as pilots. This

above: When the day is done,

students and instructors gather in

the shearer’s mess for dinner and

much needed relaxation.

is certainly not the kind of experience I’d

be picking up in a normal flying school

setting,” she laughs.

One of Kestrel’s R22s is equipped

with a hook for sling load training – in

many ways the most challenging aspect

of the week’s flying, requiring calmness,

precision and judgement that typically

come with years of practice.

During each sling training session,

two other students make up the ground

crew. One is responsible for directing

the helicopter into position with hand

signals to pick up or release the load.

The other has the task of preparing the

load for pick-up and moving in under

the helicopter to attach the line as the

student in the aircraft holds a hover at

six feet. The load itself is a net filled with

plastic water drums and a line of around

15 ft with a steel clamp to attach to the

helicopter’s hook.

On day three it is my turn to try

my hand at the sling. With Ray next to

me I lift off and fly a quick circuit to

familiarize myself with the staging area.

On approach I pick up the hand signals

from my director and fix my stare on him

as I fly the approach. As the hand signals

direct me in, the load disappears under

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Developed to ensure that the 4,500 operators of Model 250

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

Facilities (AMOF) and four independently owned Authorized Repair

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

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

me and I am relying solely on my director

to place the hook over the load.

When the hands stopped moving,

the other ground crew moves in under

the helicopter. After what seems to

be an eternity he emerges from under

the Robinson and moves off to my two

o’clock. The hand signals direct me to

come up slowly and move forward to

center the load beneath me. I feel the

aircraft sway gently as it takes the weight

and lifts the load clear of the ground.

The director’s ‘thumbs up’ clears me to

move off.

After flying the circuit I turn onto

final approach and pick up the hand

signals once again. Slowing to 30 kts I fly

a steep descent as we near the staging

area. My target is a white cross on the

airstrip and I keep it in my peripheral

left: After years of drought, recent

rainfall left Kulnine station dotted

with small, picturesque lakes.

“This is certainly

not the kind of

experience

I’d be picking up

in a normal flying

school setting.”

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

service Integrated Rolls-Royce Support Team (FIRST) network.

Developed to ensure that the 4,500 operators of Model 250

powered helicopters and light aircraft around the world receive

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

Facilities (AMOF) and four independently owned Authorized Repair

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

industry-recognized service partners reaffirms our commitment to

offering our operators a freedom of choice in authorized engine

the highest levels of support, the Model 250 FIRST network brings

together the expertise of three Rolls-Royce Service Centers (RRSC),

thirteen independently-owned Authorized Maintenance Centers

(AMC), four independently-owned Authorized Military Overhaul

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

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

us via model250custsupp@rolls-royce.com.

Trusted to deliver excellence.

GTP 8503_Heli-Ops_11/05/2004

www.rolls-royce.com

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

40

vision as I edge in. When it disappears

from view I creep forward until the hand

signals put the load over the mark and

I lower it onto the ground. When my

director gives me the sign I hit the button

and his ‘thumbs-up’ tells me the load was

safely released.

I breathe a huge sigh of relief as I

move off for another circuit followed by

another pick-up. This is true teamwork

for all the students involved and, under

Ray’s watchful eye, I have done my bit to

ensure the exercise had been conducted

safely and efficiently.

Later in the week it is time for some

low-flying practice with Paul Fulton as my

instructor. “It’s easy to get lost out here.

Things look the same in every direction

and there are very few ground features to

help you orientate yourself,” he tells me

as we stare out over the barren landscape

to the horizon. We fly around for a while

as he familiarizes me with Kulnine’s

proportions and some of the significant

landmarks in the area.

After Paul selects a suitable spot, I

study the area and fly the approach to

a large area of open ground bordered by

a thick line of gum trees along the river

and encircled by loose clusters of trees.

“Take us around the perimeter of the

open ground, hold 50 ft and maintain

a constant angle of bank,” Paul directs.

I roll the Robinson into a gentle left

right: A student holds the R22

in a steady hover whilst the

ground crew attaches the load

far right: Students are taken

to their limits as they take turns

in flying the sling load onto a

narrow bridge over the river.

turn, but as I hold 50 kts, it is hard to

maintain a constant bank angle as I pull

the helicopter into several tight turns to

the left and right to avoid trees. “Come

back inside the tree line,” Paul says as

I sheepishly head back to open ground,

feeling vaguely frustrated.

“Now try that exercise again at

30 kts and see what happens,” he says.

Sure enough, as soon as I slow things

down, my turns get a lot tighter and more

precise. “This is a good exercise to show

you that it’s not always about speed,”

Paul explains as I hold a steady hover in

the center of the saltpan. “Sometimes

you’re a lot better off at lower speeds,

particularly around trees. You have more

time to assess your flight path and avoid

obstacles. When you’re mustering or

doing any type of low-flying, these are

critical considerations.”

I follow his advice, holding the

helicopter at 30 kts while cutting a path

inside the tree line in steady circles

around the saltpan. Under Paul’s direction

I manoeuvre the Robinson into the trees,

watching ahead to work out a flight

path clear of all obstacles. The session

is thrilling and gives me a growing

confidence and skill in handling the high

pressure of low-flying. As the lesson

progresses I make mistakes,

learn from them, and then take the

experience with me. After an hour of

“We’ve done around

6,000 hours of flying

on these flyaways

alone and we haven’t

had a single incident.

I reckon that’s

testimony to how

much the students

get into it and take

their flying seriously.”

wheeling the helicopter around chasing

imaginary sheep, I’m getting tired. We

climb away from our training ground back

to Kulnine for a well-deserved break and

some lunch.

That’s how it is from sun-up to

sundown. Every day we practice landing

the aircraft on rickety wooden bridges,

make approaches to impossibly small

clearings on the river, chase sheep and

kangaroos around the paddocks, and

navigate our way over terrain with

precious few features to tell us where we are.

Over the past 18 years Ray and his

instructors have accumulated a great

deal of knowledge about the flying

environment and how their students

react to it. “We’ve done around 6,000

hours of flying on these flyaways alone

and we haven’t had a single incident. I

reckon that’s testimony to how much

the students get into it and take their

flying seriously,” he says. “Flying around

a manicured airport only goes so far in

creating a competent, employable pilot.

Some time out here puts students in a

real flying environment – one they’re

likely to come across at some time as

commercial pilots. It gives them a chance

to see how changeable everything is from

day-to-day, and how much they have to rely

on themselves and their skills to get by.”

At the end of the flyaway at Kulnine,

the tiredness is visible on every face. We

have all experienced an intense week

together, honing our skills as pilots and

learning plenty about the outback flying

environment. Most of us leave with a

few more friends and arguably the most

valuable 10 to 15 hours flight time in

our logbooks. In terms of the skill and

experience we have gained, I’m sure I

wasn’t the only one who felt that this

week was time well spent. n

above: The still of the early

morning is a perfect time to practice

formation flying as the sun rises

over Kulnine Station.

In theory, helicopters are an ‘all-in-one’ transport solution – able to replace

cars, trucks, buses, boats and aeroplanes, but in practice, a number of ‘socially

unacceptable’ limitations have so far prevented their being considered as viable

inter-city transport. AERT VAN DER GOES VAN NATERS, a Heliport developer for

Helinet in the Netherlands, hopes this may be about to change.

HAIL theHeliport!

PHOTOS by ned dawson and aert van der goes van naters

Heliport!

ned

daw

son

44

As EuropEAn cities become busier

and busier and their roads, railways

and airports increasingly become

clogged with exponentially growing

traffic, helicopters are becoming viewed

– especially by business travellers – as

the only remaining way to move safely,

reliably and quickly between cities.

In a paradoxical conundrum, the

same urban expansion that would seem

to invite increased helicopter use also

presents the most significant barrier

to its greater implementation, because

unfortunately – at least until very

recently – helicopter noise has been

viewed as ‘environmentally unacceptable’

by a general public convinced that all

helicopters sound like overloaded Hueys

hovering 50 ft above their heads.

While enough older, noisy helicopters

remain to perpetuate this impression, the

truth is that technology is increasingly

permitting helicopter designers to

produce quieter aircraft and to have goals

of achieving ‘negligible environmental

impact’ including helicopter noise levels

of no more than 75 dBAs at 500 ft.

The demand by the public, especially

in Europe, for quieter helicopters is

encouraging manufacturers to continue

seeking technological solutions to noise

issues. There has already been a big

improvement in the level and type of

noise in today’s helicopters –tomorrow’s

will be even quieter.

The European Union is investing in a

project called Friendcopter that promises

quieter helicopters by the end of 2008.

Begun in March 2004, Friendcopter

involves a consortium of some 34

European partners including helicopter

manufacturers like Eurocopter, research

establishments such as Netherlands

NLR (National Aerospace Laboratory),

and universities. With all in agreement

that the next generation of helicopters

will have to improve further with

respect to environmental impact if

they are to gain greater public

acceptance, the Friendcopter project has

the following goals:

• Acoustic footprint reduced between

30% and 50% (depending on the flight

conditions).

• A reduction in fuel consumption of up

to 6% for high speed flight.

• Cabin noise levels below 75 dBAs

(similar to airliner cabins) in normal

cruise flight.

above: Even heliports such

as Monaco have felt the

encroachment of high-rise

buildings. not that long ago, areas

surrounding the heliport were

primarily vacant land.

ned

daw

son

45

• Cabin vibrations below 0.05 g in cruise

flight – also comparable to airliner

ride comfort.

Many in the world are looking for

alternatives to petroleum; a search has

already resulted in the first hydrogen-

powered aircraft, and turbine engines

able to run on bio-diesel. Improved

technologies will make engines less

thirsty, so this is one area in which

helicopters’ impact on the environment

can be significantly reduced.

If helicopters are to play a significant

role in the growing demand for mobility,

the industry’s first task will be to arrange

its own infrastructure and this will

rely on European helicopter operators

– without the support of the EU.

No train can operate without a

railway; no car without a road; no plane

without an airstrip – and no inter-city

helicopter without a heliport. Although

helicopters are technically perfectly

capable of operation without formal

infrastructure, if they are to offer a

serious travel solution for demanding

business travellers, then a piece of grass

or a corner of a parking lot will not be

enough - operators will have to offer full-

service heliports as close as possible to

major business districts.

HOOPS and HurdlESUnfortunately, while many of

the major issues surrounding the

establishment of heliports relate to

politics rather than aviation, it is left

to helicopter operators to develop the

needed infrastructure... which is largely

why it has not been happening. There is

just not sufficient return on investment

or time for helicopter operators to make it

worth their while.

Because heliports are considered to be

small airfields, they require appropriate

environmental permits, and developers

have to jump through a myriad of

bureaucratic hoops. In the Netherlands

where off-airport landings are unusual,

companies struggle to develop their own

heliports which, because they are used for

public transport, must comply with standards

laid down in the ICAO Heliport Manual.

Although such efforts involve huge

burdens for those trying to establish

heliports, the eventual issue of permits

at least gives developers some certainty

that their heliports will be able to operate

for some time. The biggest problem in

obtaining permits is securing public

acceptance of heliports with people

fearing the inconvenience of the noise.

It often takes several years for a permit

application to work through the system,

and in Western Europe developers

need to be patient to realize returns on

their investments as it presently takes

from four to five years for a full-service

heliport to attract significant daily traffic.

From a planning authority’s

perspective, the likely noise impact

predictions for a heliport site are just

as important as flight-safety aspects,

so an acoustic survey is an essential

requirement of an environmental permit

application. The three major indices

comprising an acoustic survey are:

• The number of daily movements

left: Today’s heliports are

becoming more and more

state-of-the-art, as evidenced

by the structures at this dutch

EMS heliport.

If they are to offer a

serious travel solution

for demanding

business travellers,

then a piece of grass

or a corner of a

parking lot will not

be enough.

aer

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oes

van

nat

ers

46

• The predicted times of day for these

movements, and

• The noise level of the helicopter

type(s) planned to use the heliport.

With this information in hand, a

specialized acoustical technician can

calculate a noise footprint which can

then be overlaid on a topographical

map. Evening and night flights incur

‘penalties’ in terms of the calculations

– and the inherently noisier a helicopter

type, the more penalties it incurs. With a

European standard of 50 dBAs considered

to be the maximum ‘average’ daytime

noise level experienced in a house, every

three dBAs of additional noise from a

helicopter will double the noise footprint.

Accordingly, it is prudent to seek

locations already subject to a lot of

noise – such as highway intersections

– where the noise of helicopters can

merge less obtrusively with existing

background noise.

nEw SPEcializaTiOnHeliport development in Europe has

become a specialist industry-within-an-

industry and several companies have

branched into the field. Nevertheless,

despite the demand for this specialist

service, the lack of finance is a stumbling

block –developing a full service heliport

with a well-lit landing area, several

helipads, a hangar for three helicopters,

offices, a fuel installation as well as all

the work on permits and environmental

research will cost about €700,000

(US$850,000) – excluding the price of at

least 3,000m2 of land.

Although this is a lot of money – and

is typical of what any new business in

Europe could expect to have to invest

in start-up infrastructure – it would not

be viable for a company with only one

or two helicopters that might each use

such a facility only three or four times a

day. To be viable it would require regular,

frequent, daily operations by a number

of helicopters carrying predictably high

passenger numbers. With hangar space

rented out and a landing fee charged per

passenger, it would be possible to make

a good return on investment – perhaps

as much as €150,000 to €250,000.

(US$180,000 to US$300,000).

THE SnOwball EffEcTThere are so many problems

today with surface transport – traffic

jams, pollution, and susceptibility to

infrastructure disruption – that if a

network of heliports were to be created

across Europe especially near its big

cities, it would create a snowball effect

and as it became easier to travel between

cities by helicopter, more people would

use the service more often. Furthermore,

a suitable network of heliports might

encourage large companies to consider

owning helicopters. A helicopter network

would offer a safe, quick and secure

method of transport which, with a little

imagination, could potentially bring

to life the (as-yet unrealized) vision by

an earlier generation of designers of

right: The location of a

heliport must take into account

a lot of factors, including

approach and departure

paths. This heliport in The

netherlands has a variety of

options for operators.

It needs to be real

and significant

infrastructure with

heliports close to

city centers and

office complexes and

not hidden away in

industrial areas where

they can ‘do no harm.’

aer

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oes

van

nat

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throughout Europe, whose roads, rail

systems and major airports frequently

do not directly service business

centers, makes it perfect for heliport

infrastructure development for which

the time is ripe. The European Helicopter

Association should play a role in this

development and form a European

heliport committee as its US brother,

the HAI, has done. Such a committee is

needed to work on improving political

and public acceptance of heliports.

Helinet’s vision and plan to be the

first operator in Europe with a network

of twelve heliports in three countries

is a big step in the right direction and

the company hopes to start scheduled

services between European cities in 2007.

While I am convinced that this will

some day come true, it will help if the

helicopter industry – particularly the

European helicopter industry – grows up

and embraces what is common practice

among many industries; to look beyond

short-term commercial self-interest, and

invest time and money in environmental

and political issues. The more people

within the industry who address these

issues, the better and more prosperous it

will be for the industry as a whole. n

scheduled helicopter flights between

European cities.

Despite the potential for helicopter

manufacturers who stand to profit

enormously from the greater demand for

their products that such developments

would bring, none of them feel it is their

place to invest in infrastructure and all

share the opinion that their place is to

simply make helicopters.

This is unfortunate because the

additional jobs and money that they

could contribute to a European economy

would give them significant influence as

an important lobby group. Their influence

would undoubtedly improve public

awareness of the advantages associated

with heliports and strengthen the

opposition to the objections of unrealistic

environmentalists.

I believe it is time for a joint effort

between operators and manufacturers

to support the development of heliport

infrastructure in Europe. It needs to be

real and significant infrastructure

with heliports close to city centers

and office complexes and not hidden

away in industrial areas where they

can ‘do no harm.’ The close proximity

of so many countries and large cities

above: Preparation for developing

a heliport in today’s noise

sensitive environment entails a lot

of diagrams showing which areas

will be more impacted by the

noise than others.

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Heli Expo 2006 personified everything about its host state

– Texas. It was big, brash and loud – but most importantly,

it was friendly and successful. Held in the massive million-

square-feet of floor space of the Dallas Convention Center,

it was an outstanding event that brilliantly showcased much of

the best and the brightest of the world’s civil helicopter market.

Heli expodoesDallas

story and photos by rob neil

51

top right: Erickson aircrane had not one,

but two Corpo Forestale aircranes on

display and were among the most popular

attractions at heli Expo.

above left: a 902 from aeroCare and the

tulsa police dept’s Md500E were the main

attractions on the Md helicopters stand.

above right: a prospective customer

takes a closer look at aerometal’s

immaculate Md500d.

main pic: this nVG-equipped EC135

was displayed by Louisiana-based EMs

completion specialist, Metro aviation.

far left: Mike Whitter from heli-Lynx is

seen here presenting abitibi helicopters

with their first as350FX.

left: not content with new

carbon fibre blades, Carson helicopters

s-61 was now sporting a state-of-the-art

sagem glass cockpit.

sikorsky handed over the first

s-76 branded in the new livery

for the bristow/air Logistics

family amid fanfare.

52

No first-time visitor to Heli Expo (like

me) could fail to be impressed by the

scale of the event and by the diversity

of products and services on show. With

a record 521 exhibitors in attendance,

this biggest-ever Heli Expo represented

an obvious confidence in the global

helicopter industry that was exciting

to experience. As highlighted in ‘From

the Editor’, 2005 was a record sales year

for almost all helicopter manufacturers

whose bulging order books make it clear

that the industry, despite its generally

acknowledged difficulties of rising costs,

scarcity of parts and materials, and rising

oil prices – is still buoyant and positive.

More than US$620 million worth of orders

for new helicopters were announced at

Dallas!

Almost every exhibit at the show

demonstrated the flexibility and

adaptability of the industry to confront

the challenges it faces. Events like Heli

Expo are refreshing reminders that a

great many clever and capable individuals

and companies continue to seek and

find solutions to all manner of technical

and operational problems for helicopter

operators around the world.

The Expo is also the perfect venue

above: bell CEo Mike

redenbaugh enthusiastically

unveiled the brand new bell 417

in typical theatrical style.

right: one can’t help but be

impressed by the cockpit layout

in the s-92.

far right: the deal is inked

between sikorsky and Us

helicopter for a fleet of s-76s

which will take passengers from

nyC to LaGuardia and JFK.

53

for everyone in the industry – from

the biggest companies like Eurocopter,

Bell Agusta-Westland and Sikorsky, to

the smallest of suppliers and specialist

manufacturers of helicopter-related

widgets – to get together and network

productively over three intensive days of

social as well as commercial interaction.

While such shows provide the perfect

opportunity for airframe manufacturers

to announce big deals and orders, they

are the ideal platforms for fledgling

companies to launch new products

such as the innovative Mobile Hangar

displayed at this year’s show. Heli Expo

gave the producers of the Mobile Hangar

the best possible opportunity to promote

their new product to exactly the right

market – the result being that more

than 20 firm orders, and more than 40

potential orders generated directly from

their presence at the Expo. Not bad for a

start-out company that completed its first

mobile hangar only days before appearing

in Dallas. Were it not for Heli Expo, such

immediate sales success would likely be

impossible – at least without spending

vastly more money in advertizing than

the cost to exhibit at Heli Expo.

Of course, no major aircraft

show would be complete without the

‘unveiling’ of new models or deals by

major companies, and Heli Expo 2006 was

no exception – with Bell Helicopter, in

true Texan style, launching its new 417

spectacularly amid clouds of smoke and

a rock concert-worthy lighting display.

Following an introduction by Bell’s CEO,

Mike Redenbaugh, a brief but spell-

binding appearance by Cirque-du-Soleil

performers preceded the covers being

lifted from the beautifully presented 417

that stood on a raised platform alongside

its bigger brother, the 429 – both aircraft

painted in matching dark elegant colours.

It would have been difficult to

match Bell’s spectacle – and no one did.

However, Sikorsky came close, quickly

following Bell’s presentation by unveiling

an S-76 in the colours of Air Logistics

top: Undoubtedly one of the most

amazing paint schemes of any

helicopter at the show, was this

F-28 on the taod design stand.

above left: Itt systems displayed

this pair of new generation nVGs

mounted on an impressive looking

helmet.

above left: throughout the show

the halls were packed with visitors,

with total attendance on day one

exceeding that from the whole of

the previous show.

Were it not for Heli

Expo, such immediate

sales success would

likely be impossible

– at least without

spending vastly more

money in advertizing

than the cost to

exhibit at Heli Expo.

54

– part of the Bristow Group which has

35 S-76C+ helicopters on order and more

expected to follow in the next three

months. Also announced by Sikorsky at

the Expo was an order by US Helicopters

for four new S-76C++ machines with

which US Helicopters intends to operate

a scheduled service between Manhattan

heliports and New York’s major airports.

As usual at such events, there were

various upgrades and modifications

for a whole range of helicopters on

display. There were several re-power

modifications displayed; the Canadian

Heli-Lynx conversion of the AS350BA

with a Honeywell LTS101 engine, a wiring

refit, digital engine instrumentation and

several other modifications, produces a

helicopter with an additional

360 lb of internal gross weight, 240 lb

greater external gross, better altitude

performance and significantly better

operating economy, with a fuel burn

around 20 to 25 percent better than the

original aircraft.

DynCorp International unveiled a

beautifully finished Bell 205 ‘Global

Eagle’ conversion for Alaskan operator,

Temsco Helicopters. This conversion

replaces the 205’s ageing Lycoming

engine with a Pratt and Whitney PT6C-

67D. While substantially improving fuel

economy over the engine it replaces,

the ultra-reliable PT6 simultaneously

increases power from the standard

Hueys of around 1,300 shp to 1,675 shp,

top: one of the star attractions

for 2006 was Eagle helicopters’

new 212 single, which took pride

of place on the dart helicopter

services display.

above left: the cockpit layout of

the new bell 429 is both functional

and user friendly as seen here in

the corporate mockup.

above right: Interest was always high in the current, and next generation engines as was

evidenced by the number of people inspecting rolls-royce’s

engine cutaways.

55

which, in Temsco’s case, combined with

a 212’s rotor and hydraulics, produces a

helicopter that outperforms the 212 for a

conversion cost of around US$1million.

Other ‘Global Eagle’ changes to the

helicopter include an extremely efficient

tail-rotor conversion from ‘pusher’ to

‘tractor’ configuration, and the addition

of a tail-boom strake along the left side

which combine to increase tail-rotor

effectiveness by around 40 percent.

Temsco’s machine had its nose

replaced with a 212 front-end which

improved its aesthetic appearance

no-end, while accommodating dual

batteries, and the fuselage incorporated

a wonderfully-crafted engine cowling

produced by Tom Foster of CMR Inc.,

which while not part of the standard

Global Eagle conversion, finished the

helicopter off beautifully.

Avionics and cockpit displays

featured prominently throughout the

Expo venue, with both new-build options

and conversions offered by various

manufacturers. Modern displays are things

of beauty in any setting and their visual

appeal was put to best use in a number of

stands as the virtues of their safety benefits,

reduced weight, increased reliability and

greater ease of use were extolled.

All the new models by the big

manufacturers – Bell, Sikorsky, Agusta-

Westland and Eurocopter – featured

beautifully laid-out glass cockpits; the

attractive Chelton EFIS system, with

its moving map incorporated with the

primary flight display was on show,

while Thales displayed a cockpit mock-up

featuring its latest ‘TopDeck’ integrated

avionics system, as fitted to the new

S-76D that incorporates an intuitive

and logical cursor-control for flight

management computer entry.

Simulators featured prominently as

might be expected, as safety awareness

above left: the ba609 mockup

was impressive and was a crowd

pleaser throughout the show. the

test aircraft flew a number of demos

during the show at the bell factory.

above right: dynCorp Intl, in co-

operation with temsco helicopters,

were on-hand to show off their new

project.

left: What better way to work on

your r-44 no matter where you are

and what the weather. this solution

was finished just days before the

show started and arrived there in

nick of time.

and the need for greater training in more

complex and increasingly expensive

helicopters, becomes the norm for the

industry.

Indeed, safety was a big issue

everywhere with numerous operators,

manufacturers and modifiers producing

and promoting greater safety in every

aspect of helicopter operations.

While MD Helicopters’ presence at

the show was limited to two aircraft – an

MD500E and an AeroCare Explorer – a

highlight of the show was the company’s

press briefing given by new CEO, Lynn

Tilton. For those who may not be aware of

Tilton’s history with MD, having bought

the company, Tilton proceeded to pay

off its creditors – something that while

legally she could have avoided – morally

than anything else available in their

class! She is adamant that she aims to

continue to produce the safest and most

reliable helicopters anywhere – indeed,

she has her own Explorer on order,

although as Tilton hastened to point out,

her helicopter will wait until the company

has fulfilled its contracted obligations to

existing customers.

There were one or two doom-sayers

and gloom merchants in Tilton’s press

audience, but notably they were in the

audience and not fronting their own

multi-million dollar companies with six

billion dollar personal fortunes behind

them. It will be very interesting to

observe the waves made by Tilton and

MD Helicopters in the next two years,

as MD ramps up production and turns

the conventional out-sourcing model

of helicopter construction on its head

– returning to in-house production of

components and spares. There is no

doubt that, from an operational point-

of-view, all past spares difficulties aside

– MD helicopters have a loyal customer

following around the world and as

their past difficulties are overcome, MD

should give other manufacturers of light

helicopters something to think about!

Something that came across clearly

at the Expo was an overwhelming sense

of purpose by every manufacturer – as

well as those who support helicopter

operations around the world – to produce

the very best they are capable of, because

of their awareness of the life-dependent

and critical jobs that helicopters are

routinely asked to perform.

Bell’s Mike Redenbaugh referred to

this awareness in his presentation, as did

many others. These are people keenly

aware of the importance of the products

they produce – an importance that goes

well beyond the production of purely

functional machines.

It is not just a cliché, nor is it

overdramatic to talk about helicopters

and helicopter crews performing heroic

and noble deeds of greatness – these

machines and their people perform tasks

around the globe that, while ‘routine’ for

operators, cannot be objectively described

as anything other than magnificent – and

this knowledge and feeling, while it is

generally unspoken, was strongly felt and

was evident everywhere at Heli Expo.

Heli Expo 2006 might have been a trade

show for the helicopter industry, but

it was far more than just a trade show

– this biggest ever Heli Expo was, without

doubt, a big success. n

she did not wish to do. This has to be

seen as an indication of the kind of

person now at the helm of this recently

struggling, but now rebuilding company.

Her openness and willingness to answer

any questions at the press briefing,

without politics or hesitation, was further

indication of her intent to resurrect MD

Helicopters to greatness.

There was no attempt made to shrink

or hide from the difficulties or problems

inherited from former management

– only promises to rectify every existing

difficulty and delay for current MD

owners in obtaining parts and service,

and to eliminate the failings within the

industry that led to MD Helicopters’ near

demise. With her reputation as the owner

of 67 major companies around the globe

at stake, it is no small thing for Tilton and

her near six-billion-dollar-worth, to take

on the responsibility of rebuilding MD

Helicopters, nor to make the promises she

publicly made to clients and customers.

Tilton came across as fiercely proud

of the helicopters her company produces.

Having made the point that 20 percent

of all global helicopter accidents are tail-

rotor related, she reasonably concluded

that with their NOTAR technology, her

helicopters are at least 20 percent safer

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A new EMS helicopter was ‘dumped in the

deep end’ during its first week of service in

January, as its crew rescued casualties of

a gruelling bush canoe race in South Africa.

story by andrew healey

photos by JUlIe de VrIeS AND ChrIS BOTha

baptismofFiRE

E M S F E A T U R E

60

FRoM iTS bASE at Durban, on the

country’s south-eastern coast, the

Eurocopter AS350 B2 was dispatched to

support the Hansa Powerade Dusi Canoe

Marathon – an annual three-day event

held along over 100 kms of rivers running

through KwaZulu Natal province, back

towards Durban.

‘The ‘Dusi’ is a highlight of South

Africa’s sporting calendar and regularly

attracts a field of over 2,000 canoeists

– from home and abroad – to tackle the

challenging waters and inhospitable

terrain. The race involves negotiating

no fewer than 26 stretches of rapids or

weirs, and several kilometers of portaging

(running with the boat around the most

dangerous or impassable rapids). High

gorges with rough dirt roads make access

to the water difficult – some areas can be

accessed by four wheel drives, some only

by off-road motorbike, and some only by

air. Snake bites also pose a risk during

the portaging stretches.

With over 80 doctors, nurses and

paramedics on duty, Netcare 911, the

helicopter’s parent organization, was

the official provider of EMS support to

competitors and spectators at the Dusi.

Netcare Manager Serge Avice du Buisson

says that the Dusi is, “always fraught

with challenges – both in and out of the

water. This year’s event was no exception

and the helicopter (call sign Netcare 3)

was used to recover and transport four

patients to medical facilities in Durban.”

The B2 was flown by Cameron Dalziel

and carried a doctor and paramedic.

The four evacuations involved a heart-

attack victim, a near-drowning, a

motorbike accident and a trapped

canoeist. “The value of an air ambulance

was reinforced by the water rescue of

one canoeist who was trapped under

a boulder in rapids below a dam wall.

His face was barely above the breaking

waters for more than an hour,” says Avice

du Buisson.

In a 90-minute intervention that

involved fellow competitors, Netcare

911 personnel, the South African Police

and fire and rescue personnel, the

trapped canoeist was finally freed and

carried by helicopter on a long-line

from the riverside to a staging point

on a nearby bridge. The patient was

assessed by a doctor and paramedic

before being airlifted to a Durban hospital

for treatment for hypothermia, cuts

and bruises, where he later made a full

recovery.

A second helicopter – a South African

Police Services Bo105 flown by Captain

Adriaan Odendaal and Inspector Gideon

van Zyl, brought the rescuers to the point-

of-rescue.

Netcare 911 set up three medical

stations along the route each day and a

tent at stopover points. Two emergency

response vehicles, nine ambulances,

six motorbikes, two jet-skis and two

‘life-support’ quad bikes supported the

medical personnel. But it was the added

capability of the helicopter that made the

difference between life and death in the

case of the trapped canoeist. n

rIghT: It took rescuers

90 minutes to free the

canoeist trapped under a

boulder in rapids.

PreVIOUS Page

TOP: Even fellow competitors

joined the rescue team of

Netcare 911 personnel, the

south African police and fire

and rescue personnel.

BOTTOm: the A-star

provided a medevac service

to 2,000 canoeists in

the hansa powerade Dusi

Canoe Marathon.

“The value of an

air ambulance was

reinforced by the

water rescue of

one canoeist who

was trapped under

a boulder in rapids

below a dam wall.

His face was barely

above the breaking

waters for more

than an hour.”

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

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

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

FAA Approved Repair Station

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

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

A World Class Leader Specializing

in the Repair & Overhaul of PWC

- PT6T Turbo-shaft Power Sections,

Combining Gearboxes, and PT6A

Turboprop Engines for over 20 years.

PWC - PT6

REPAIR AND

OVERHAUL

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

63

so hoW DID yoU GEt INto WorKING For CoLUMbIA?After I got back from Vietnam, Columbia

were advertising for tandem rotor pilots

with 1,000 hours, so I went for the job. I

have been with Columbia for 33 years now.

soUNDs LIKE yoU stArtED oUt At AN EArLy AGE thEN?Oh yes, I started out building model

aeroplanes, working at the airport pumping

gas and washing aircraft - and occasionally

I’d get offered a ride, which was great. You

don’t see much of that anymore. It’s a real

pity - they don’t even let kids on airports

these days.

WhICh hELICoptEr Do yoU ENJoy Most?You know they’re all different, and there

are things you get to like about each

individual machine. The BV-107 has been

Columbia’s workhorse. It’s the DC-3 of

helicopters! They’ll be going on forever. I

have a long-term relationship with that

helicopter, as well as the Chinook, which

got me into tandem rotor helicopters,

thanks to the army!

WhAt’s yoUr FAVorItE thING AboUt 107s?For one they’re tough! These aircraft were

constructed back before engineers did a

lot of computer designing, so there’s extra

margin built into them that you don’t see

nowadays. I like that very much. It’s really

funny how the 107 was designed as an

airliner, yet it turned out not such a great

airliner but a great lift machine! A tandem

rotor design, two engines, two pilots -

that’s a pretty hard combination to beat for

lift work.

WhAt’s thE Worst MoMENt IN FLyING thAt yoU’VE hAD?In Vietnam, in a Chinook. We lost the

transmission at 1,500 ft. The area was

full of trees and it put us all in hospital.

I broke my back, but we all survived. At

Columbia, emergencies are something we

train heavily for. We use airliner-oriented

checklists, and as a result we have fewer

emergencies nowadays. When I first

started out, an engine or systems failure,

was quite ordinary, but as maintenance

and engineering has improved and we

have come to know our aircraft better, it’s

happening far less. One thing about logging

is that you can be going up and down the

same hillside for hours with no problems,

so you have to pay attention to avoid being

caught out by the unforeseen!

WhAt hAs bEEN thE GrEAtEst MoMENt oF yoUr CArEEr?Oh man! It’s really tough to pinpoint one

WhAt Got yoU INto FLyING hELICoptErs?The Army, by accident! I was intending to

be a fixed-wing pilot when I was drafted

in the late 1960s. The concept of being an

infantryman didn’t appeal, so I decided to

join a program – which started my career in

helicopters.

hoW MANy hoUrs hAVE yoU FLoWN AND IN WhICh typEs?25,300. I started on the Hiller 12, followed

by the Huey, and at graduation I was offered

the opportunity to fly Chinooks with the

Army. I also flew a Super Puma for a while,

and a Sky Crane for about four years. I

enjoyed that – it was great travelling.

WhAt’s thE Most FLyING yoU EVEr DID IN oNE yEAr?About 1,200 hours, with Columbia - logging

in the Chinook and fire-fighting. I flew all

day long, went home, had dinner, went

to bed, then got up to do it all over again.

Tiring but great!

Dale WeirCommand Pilot, Columbia Helicopters Portland, Oregon

From flying Chinooks

in Vietnam to logging

and fire-fighting, the

man behind the famous

‘Hover Barge Tow’ picture

talks about his flying

experiences.

moment, but the famous ‘Hover Barge Tow’

photograph is one of them. I was one of

four pilots involved in that. The interesting

thing is that it was taken around 1982, and

we’re hiring pilots now who weren’t even

born when it was taken! On that job we

had to do about 10 kts. The aircraft didn’t

want to stay in that attitude - you had to

hold it there. They were long tiring days,

so the picture makes it look considerably

more dramatic than it really was! Also it

was taken from a 212, which was hovering

in front of us, which does give it an

exaggerated attitude. For the photographer,

who has passed away now, it was also a

great milestone in his career.

WhAt’s yoUr obsErVAtIoN oF thE INDUstry As It Is NoW CoMpArED to thE EArLy yEArs?The industry has become huge – you only

have to look around Heli Expo to see that!

We would never have dreamed 33 years

ago that we’d have glass cockpits! With

lift work though, this stuff doesn’t really

help to get any more turns per hour, or

put more water on the fire. Our flying is

basically still ‘stick and rudder’ flying - one

of the reasons it appeals to me! Technology

advances have a lot to do with reliability,

but the actual flying part hasn’t changed a

great deal.

IF yoU CoULD GIVE ADVICE to NEW pEopLE tryING to GEt INto thE INDUstry WhAt WoULD It bE?Well, I started 37 years ago in the military,

so how I got into the business is not

necessarily how people would get in now. I

think it’s really tough taking the civil route

because you have to spend your own money

and work very hard to get a job. One thing

I have seen is that we are getting a lot of

really good 1,500-hour R22 instructors, who

are really well-suited to our line of work. n

p E r s o N A L p r o F I L E

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

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

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

FAA Approved Repair Station

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

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

A World Class Leader Specializing

in the Repair & Overhaul of PWC

- PT6T Turbo-shaft Power Sections,

Combining Gearboxes, and PT6A

Turboprop Engines for over 20 years.

PWC - PT6

REPAIR AND

OVERHAUL

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

64

believe that we can only get so far by working on the human. It is time to look closely at the machines and the airways systems to find ways of reducing opportunities therein for human-error to occur.

Here is an experiment to illustrate my point. Stand in the middle of a large room with a bucket of tennis balls and try to throw the balls, one at a time, through the half-open window in the far wall. Count the number of times you ‘miss’ the window. This is the human-error rate for the task. Now move further away to the far side of the room – or close the window further – and see how your performance of successful (through-the-window throws) drops off; the pilot-error rate increases. Move very close to the window or open it completely, and the pilot-error rate drops dramatically. If the ball and window experiment seems simplistic, just try a night EMS mission in the rain – where not only is the window narrower and much further away, but you have to wear dark glasses as well!

Methods and tools exist today – some involving proven technology demonstrated in helicopters as long as ten years ago, that can make the tasks of piloting and controlling helicopters easier. The easier their tasks, the less prone are pilots to err, and the lower will be the accident rate. Here are three of them:

1. Here now – EGPWSAlready in existence and available

immediately, EGPWS (Enhanced Ground Proximity Warning Systems), which incorporates a coloured map and a set of warnings, can practically eliminate CFIT and should be made mandatory for all night operations.

An EGPWS costs US$50,000, but with a fatal accident statistically costed at US$50 million, its use in preventing just ONE helicopter accident would pay for an EGPWS in every civil helicopter on a continent! As the saying goes, “Pay me now – or pay me later!”

2. Ready In Two Years – Helicopter-specific airways and approaches We continue to fly hand-me-down

airplane routes with no approaches to heliports because civil authorities either can’t settle on approval criteria, or they can’t seem to find the money to pay controllers to talk to us. As a result, operational helicopters fly UNDER cloud – unable to enter it to do their jobs! Talk about Catch-22 – a ‘requirement’ to scud-run, endorsed by every regulator who won’t approve a helicopter procedure.

Eight years ago, I was flying hundreds of instrument approaches to a hover at a heliport, using a last-generation autopilot, an enhanced GPS and a simple FMS-based decelerating approach. Why don’t we have them now? A FAA official told me at Heli-Expo that, “Nobody ever asked us for them!” Within 18 months we could have WAAS-based low-altitude airways with approaches to rigs and heliports – if we demand them!

3. Ready in Five Years – Fly-by-Wire control systems. Fly-by-Wire is more than just

‘computer control.’ FBW allows us to ‘tune’ a helicopter to fly like a ‘57 Chevy or like a B-52. It negates the need to hire skilled young people with an ability to balance the controls to maintain a tenth of a degree of attitude while simultaneously co-ordinating ground speed and hover-height. Think of a Doppler SAR approach but with a stick that lets you fly precisely while it auto-hovers.

A decade ago I flew the Shadow research-helicopter fitted with a velocity-and-position-hold control-system that totally eliminated the need for visual judgement of altitude and speed. With this system, even non-pilots would be able to fly precision hover and landing tasks within a few minutes of entering a cockpit. Such a system should all-but eliminate white-out/brown-out accidents and would make night rig-landings a piece of cake where you would drive up to the rig, reach zero-speed over the pad, and then lower the collective to land.

The only difference between instrument flight and visual flight would be the view outside the windows. If desired, the radar altimeter could be linked to the collective and an obstruction sensor to the cyclic, resulting in an aircraft that could not be flown into the ground, any more than a car could be driven into the wall at the car wash!

What about cost and weight penalty? There is none! FBW is cheaper and lighter than mechanical controls; just as LCD cockpit displays have made mechanical gauges obsolete, FBW should be the control standard for the future.

sUMMAryGiven the choice and a blank piece

of paper, what would I change about the machine/operational system/air traffic system? As a test pilot, I would start with the machine. I think perhaps the worst kind of pilot-error is that of pilots just accepting what they are given without insisting it be made better! n

t h E L A s t W o r D

to Err Is hUMAN

Air crash statistics tell us

that the great majority of

crashes and ‘incidents’ are

the result of some form of

human error. ‘Pilot-error’ or

‘crew-error’ – they’re both

terms for the same mistakes

that we fallible humans are

all prone to make. If it were

as true as the impersonal

statistics apparently suggest,

then it would be logical to

attempt to prevent these

accidents just by improving

‘the human’ – by more

frequent and more realistic

training and by imposing

stricter controls on crews.

i bEliEvE that such a simplistic view misses the point and is fundamentally wrong. Certainly the ‘human aspect’ needs to be addressed – but only as part of the overall system. When we find pilots with 5,000 hours and 10 years’ experience having pilot-error accidents, it is surely time to look at the aircraft and the tasks that we are asking those human aircrews to perform.

When an aircraft crashes and human-error is attributed as the cause, often factors that are completely intolerant of less-than-perfect human performance are ignored, factors such as an aircraft’s inherently poor controllability or a truly adverse operating environment. Call it human error if you wish, but I suggest it is actually somewhat ‘normal’, and I

by nICk laPPOS