2 0 0 6

A P R I L

THE MAGAZINE FOR THE CIVIL HELICOPTER INDUSTRY I N T E R N A T I O N A L

I S S U E 3 8

– A comparison test
 ISSUE 38

C O N T E N T S

22 32 42 50
cover shot by ned dawson

The S-61 – Wildfire’s Formidable FOE

Able to carry up to 18 fire fighters and within
minutes be reconfigured to drop 850 gallons
of water, the Arroyo Grande-based S-61
and its crew is proving to be a formidable
fire fighting team. 24

Celebrating Olympic Helos

HeliOps looks at the un-sung heroes of the 2006
Winter Olympics – the helos and pilots that
worked tirelessly in the background to
safeguard competitors and spectators alike,
and helped make the Games a success. 34

r e g u l a r f e a tu r es THE THREE SINGLES

3
The Agusta A119 Koala, Bell 407 and Eurocopter
From the Editor
AS350 B3 Squirrel form the foundation of the
single-engine, light helicopter market. HeliOps
New Products and Services 5 recently had the opportunity to fly and
compare these three top helicopters. 42
HeliOps Subscription Form 10
SAFETY FEATURE: Wirestrikes
Personal Profile – Mike Smith 15
Operating in wire-infested environments does
not have to be a risky business, provided that
European Connection – Human
Factors Training Course 17 crews develop and adhere to a set of simple
‘awarenesses.’ BOB FEERST investigates

Legal Counsel 19 what can be done to mitigate the risks. 52

Flight Dynamics – Test Flying 21 RUSSIAN TO THE RESCUE

The Mi-8’s mighty muscle was called on to
Flight Simulation– PC-Based evacuate five Department of Conservation
Flight Simulation 23 workers trapped on Raoul Island – an isolated
volcano 587nm from New Zealand – which
The Last Word – Innovation 64 erupted suddenly in March, killing one worker.
ROB NEIL reports. 59
 by mark ogden
f r o m t h e e d ito r
No one denies that heart, from 3-5 October. The Madrid show
PUBLISHER
technology in aviation is geographically well-placed to attract
Neville (Ned) Dawson
is moving ahead at an exhibitors, and operators should make an
EDITOR incredible rate, particularly its effort to find the extra money to attend
Mark Ogden applications in the military and support this show.
and in the airline industry. In his article about wire strike
deputy editor Yet for some reason, the accidents in this issue, recognized expert
Rob Neil
helicopter industry has been slow to Bob Feerst talks about the ‘culture’
US EDITORs embrace technology, especially in the IFR developed by professional power line
Dustin Black arena (see Nick Lappos’ comments in his patrol crews to avoid the hazards and
Aaron Fitzgerald Last Word column this issue). Many of his manage the dangers associated with low-
comments regarding heliport approaches level flight. It is interesting that Bob raises
UK EDITOR and departures reflect my own views ‘culture’ in his article, as it is ‘culture’ that
Sarah Bowen
on the poor advancement of heliports essentially determines how successfully
legal EDITOR in the Western World. Those who have companies operate.
Robert Van de Vuurst read my past comments about such Best described as a body of learned
development will be familiar with my and shared behaviours common to a
european EDITOR dissatisfaction with political, bureaucratic given human grouping, ‘culture’ shapes
Andrew Healey and industry failings in establishing behaviour and consciousness within
technology editor heliports. Equally deplorable is the failure an organization from generation to
Nick Lappos by regulators to support the development generation; it is essentially a top-down
of systems enabling helicopter-specific IFR phenomenon in which management
ITALIAN CORRESPONDENT approaches and departures into heliports shapes the principles and values that
Damiano Gualdoni and airfields. an organization adopts including the
Regulators seem – inexplicably – to development of its ‘safety culture’. It is
scandinavian CORRESPONDENT
Rickard Gilberg almost discourage innovation, even when this ‘culture’, I believe, that is the crux of
it offers demonstrable commercial or how well and safely a helicopter company
PROJECT MANAGER safety benefits, such as is the case in or organization works.
Cathy Horton Australia where the regulatory authority Much effort is focussed on using
continues to drag its heels over the technology to solve safety issues but
proofreader
introduction of NVG, despite (or is it helicopter operations still depend greatly
Barbara McIntosh
because of?) a significant push by industry upon the skill, knowledge, attitude – and
DESIGN for their introduction. culture – of pilots and operators. There
Graphic Design Services Ltd Governments, as Nick points out, must be acknowledgement that EMS, law
are not good innovators, but they enforcement, agricultural, offshore oil
PRE-PRESS
should create environments where support and power line sectors all display
Vision Through Communication
innovation can flourish – and encourage certain unique cultural characteristics, and
PRINTING it to happen. They should establish companies within those sectors have their
Print World protocols to ‘fast-track’ acceptance of own unique sub-cultures.
innovative ideas or technology that has For any company to develop a safety
EDITORIAL ADDRESS
the potential to improve the industry culture it must find programs and tools
Oceania Group Intl
and/or increase safety. Unfortunately, appropriate to its operations and a ‘one-
PO Box 37 978, Parnell
far too many bureaucrats in regulatory size-fits-all’ approach certainly does not
Auckland, New Zealand
PH ONE: + 64 21 757 747
bodies are out of touch with the industry, work. Companies need to think carefully
FAX: + 64 9 528 3172
with technology and with modern safety about how programs and tools such as
research. A more open-minded and CRM and risk management are developed
EMAIL constructive regulatory environment and used within their organizations.
[email protected] is urgently needed, especially in the Otherwise, they are wasting time, effort,
helicopter industry. and money.
WEBSITE
www.heliopsmag.com On the subject of innovation – Helitech! In striving to make sure HeliOps
Following last year’s successful event in stays relevant to the industry, we are
is published by Oceania Group Intl. the UK, Helitech is coming to Continental introducing more expert columns. In
Contents are copyright and may not be reproduced Europe. Spearhead Exhibitions and the this issue we welcome Jordan Moore
without the written consent of the publisher. Most indomitable Sue Bradshaw have been and his column on flight simulation.
articles are commisioned but quality contributions responsible for building the UK Show to a As simulation at all levels continues to
will be considered. Whilst every care is taken level of credibility and industry acceptance develop, it continually proves its benefits
Oceania Group Intl accept no responsibility for second only to Heli Expo, and now this in improving safety.
submitted material. All views expressed in HeliOps year, for the first time Helitech will be Once, again, safe flying and enjoy more
are not necessarily those of Oceania Group Intl. held outside the UK – at Cuatro Vientos of HeliOps’ feast of news, features and
airfield, just five miles from Madrid’s information. n

3
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A true testament to the value of AFS inlet barrier filters.
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AerospAce FiltrAtion systems, inc. 1-636-300-5200 fax 1-636-300-5205 www.AFsfilters.com Contact AFS for information on systems pending certification.
new p r o d ucts a n d se r vices

Virtual Basket Keystone STCs

Soon after the completion for S-92
of the world’s only virtual Keystone Helicopter has
Winching Simulator, part FAA certification on 12 STCs
of its established Voice for an array of equipment
Marshalling Simulator, Virtalis and accessories for the
is now collaborating with S-92. Included in the STCs
Heli-Basket manufacturer, are a nine-seat executive
Precision Lift. Virtalis’ interior, new user-friendly
system, which was originally handrail system, and
developed for the RAF by its an executive lavatory
subsidiary VP Defense, has installation. These are the
recently been made into a first of many new products
portable product so it can be Keystone plans for the S-92.
used by more organizations Other equipment earning
and companies, and by STCs includes improved
incorporating training for the cabin aisle lighting, baggage
Heli-Basket, its usefulness retention system, voice
will increase.
An Epic Design checklist management
system, universal cockpit
Heli-Dyne recently certified its new EPIC (Emergency Patient display with electronic chart
A109 Float System In-flight Care) series advanced air medical interior for the database, JetMap II system,
and Life Rafts EC135. The EPIC was designed to meet all requirements of machined replacement mid-
FAR27.561 and FAR29.561 for High G Emergency Landing cabin floor panel with a
Dart has received FAA flexible track system, goose-
loads. The EPIC cot is built using hard-anodized aircraft-
approval for its emergency neck lighting, and cockpit sun
grade aluminium tubing to provide strength and rigidity in
float and life raft system for visor system.
a lightweight design. The coating eliminates abrasion and
the Agusta A109E. The Apical
Industries system consists oxidation and ensures quick and easy decontamination.
of four cylindrical floats This exclusive design is FAA certified to allow the transport
and reservoir installation of medical equipment, such as the isollete, weighing up to Helicopter Art
assemblies and, optionally, 300 lb. Heli-Dyne says that this is a first in the aero-medical
The Art of Design (TAOD)
two integrated six-man life industry. The roll-in loading system with actuated folding-leg
has partnered with Enstrom
rafts. The system is designed design, along with other standard features including one-
to showcase a unique
to interface with Agusta hand release fold-down side rails for use in restricted space,
paint scheme on an F-28.
structural and electrical float and lift-assist pneumatic backrest approved for all phases TAOD produces some of the
provisions. Both the floats
of flight, support actual one-person operation and free the most original and award-
and life rafts are electrically
medical staff to perform life-saving tasks. winning paint designs in the
deployed from the cockpit.
Another feature is the loading ramp. This ramp was designed industry and is well known
Additionally, the aft floats
are specifically designed to improve the ease of loading an occupied stretcher and for its creative and unique
to reduce the chance of fits into the standard seat rails. It can quickly and easily be designs on aircraft, boats,
a tail rotor strike during pulled out for use in loading, and pushed back into place motorcycles, and luxury
autorotation water landing. after the litter locks into location. motor coaches.
 COMMITMENT
“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
LYNN TILTON pledged my personal commitment to capitalize upon
Chairman of the
Board of Directors the innovative technology and the strength of MD’s
MD Helicopters, Inc.
products and build the spectacular. My journey and
the path we pave at MD begin with listening to you.”

mdhelicopters.com

American Pride Rising to New Heights | ph: 480.346.6344 | e-mail: [email protected]

new p r o d ucts a n d se r vices

Blue Sky for EC145 EMS

20-Strong Fleet Interior
Go Helitrans of Manvel, Tx, Aerolite has a new STC for
has chosen Blue Sky’s satellite the 145 interior that provides
tracking and voice system for a two-patient capable
for its entire fleet of 20 206B staggered configuration with,
and 206Ls. Using Blue Sky’s according to the company,
SkyRouter, Go Helitrans is also
excellent access to both
able to offer its own customers
patients. Each patient has a
the opportunity to track their
caregiver at their head and
contracted helicopters from
side and each caregiver has
the customer’s own desktop
over the Internet. Go Helitrans access to the airway of one
has deployed Blue Sky’s patient and the IV lines of the
D1000C terminal and ACH1000 other patient. The primary
advanced control head. The patient is on the right side
products give Go Helitrans a of the aircraft which results
complete tracking, messaging, in the patient’s arm perfectly
and voice solution that allows oriented, by height and angle,
them to manage and easily
in the lap of the primary
communicate with all their Analyzer Approved caregiver for starting and
aviation assets. Using these
for the ARRIEL 2B maintaining IVs. The interior
products, the company can
Turbomeca has issued a Service Information Letter (SIL) also has a reversible and
send and receive short code
messages between its fleet approving the ACES Systems Viper 4040 Analyzer to perform sliding caregiver seat in the
of helicopters and ground vibration analysis on the ARRIEL 2B engine. In compliance co-pilot position. This allows
personnel, in addition to with the Turbomeca Engine Maintenance Manuals for the a forward-looking position
checking aircraft position ARRIEL 2B, service centers can now use the Viper 4040 to as well as access to the cabin
reports. collect tracked vibration data on the engine. when a patient is on board.
new p r o d ucts a n d se r vices

....and For the 412

Dart has also introduced a life raft alternative for 412s currently operating with OEM
emergency floats. The Apical Industries FAA approved Replacement Mid-Float with Life
Raft Kit integrates into the OEM system and offers the advantage of an externally mounted
life raft. The Apical system includes the patented externally mounted life raft system
integrated in the mid-float. The system is the lightest available system of its type, weighing
only 143 lb, a 104 lb saving when compared to jettison life raft systems. Each mid-float
incorporates a twin tube full canopy reversible ten-man life raft (with 15-man overload) and
survival kit. The supplied inflation system for the life rafts attaches to existing
aircraft fittings and is activated either mechanically from the cockpit or by two externally
mounted T-handles.
Blue Sky for
Google Earth
Blue Sky is integrating its interactive
Web portal, SkyRouter with Google
Earth. The new capability provides
users with a detailed satellite image
overlaid with a 3-D view of an asset’s
track. Integration of the Google’s
mapping system now enables users
on the ground to track flights, as well
as examine past flights for detailed
analysis. SkyRouter provides a visual
representation of each past journey,
making it easy to compare and
contrast flights. This is especially
important when comparing the
history of several trips. Additionally,
analyzing past flights in Google
Earth can be a tremendous benefit
for operators. For example, pipe and
power line controllers can see exact
paths, altitudes, and speeds for a
specific flight, and operators can
analyze incident reports (natural
disasters, EMS sites, etc).

407 Fast Rope

Aeronautical Accessories has
announced an STC for a Bell 407
Fast Rope System. The Aeronautical
Accessories Fast Rope Kit is designed
to support a fast rope attached to two
opposing telescopic tube assemblies.
The Fast Rope Kit is capable of
handling a 300 lb load per side,
either individually or simultaneously,
while maintaining the aircraft center
of gravity limits. The telescoping
tubes can be retracted to allow
normal operation of the aircraft with
the doors closed and then easily
extended while in flight for external
deployment of the load. Each tube
assembly houses a manual spring-
loaded plunger to securely lock the
telescoping tube in either the fully
extended or retracted positions. The
internal beam roof-mounted hardware
and structure allows easy pin-up or
quick removal of the Fast Rope Kit.
2 0 0 6
A P R I L

THE MAGAZINE FOR THE CIVIL HELICOPTER INDUSTRY I N T E R N A T I O N A L

I S S U E 3 8
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The
Burj-Al-Arab
Experience
The
DAWN of a K A T R I N A
Change
New Era
In
the EYE of the of guard
in Zambia AFTERMATH the
in
GOM
The first word on
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10
t h e m a g a zine f o r t h e civi l h e l ico p te r in d ust r y
new p r o d ucts a n d se r vices

More NVG for EMS

Air St Luke’s and Idaho Helicopters Inc., St. Luke’s aviation provider, were approved by the
FAA to begin using the night vision equipment after the entire flight team of pilots and
medical crews completed flight training in February. Modifications needed to the aircraft
for compatibility with NVG technology as well as classroom training for the pilots and staff
Oscar Bernardi

were completed by Aviation Specialties – a local Boise company specializing in night vision
systems.

600Aircraft.
Sim Shift
In order to be closer to the high

1 millionHours.
concentration of S-76 operators in
the North Eastern United States,
CAE SimuFlite is relocating its S-
76 simulator from Dallas to its new
‘state-of-the-art’ training center near
Morristown, NJ. When training begins,
the simulator will alternate between
Do you have your strakes yet?
the C+ and the B models and will be
the only Level-D simulator to feature
full size chin windows. Meanwhile,
Scores of operators are reaping the benefits
the Middle East’s first 412 full-flight
of NASA-patented technology tailboom
simulator, built by CAE and installed at strakes from BLR Aerospace. With more
the Emirates-CAE Flight Training facility than 600 systems in use, operators are
in Dubai, has recently been qualified to reaping benefits that range from improved
Level D and is ready for training.
payload (lift hundreds of pounds more) to
unprecedented stability of flight. A proven
BO105 Aftermarket technology with more
than 1 million flight hours to
Dart is providing an expanded line
of BO105 products. Thirteen new date, BLR strakes are truly a revolution
aftermarket products have been in technology and performance.
developed from the experience of
offshore and EMS operators. New Don’t change your helicopter – change
items include the following STC’d kits: your performance. Do you have your
• Cargo Quick Release Pin for the strakes yet?
rear clamshell doors.
• Replacement Fuel Cells
BLR Aerospace
Performance Innovation
• Airframe Fuel Filter
• Fuel Pressure Transducer
• Improved Fuel Transfer System
• Positive Indication of #1 Hydraulic
System Failure
• Kevlar® Interiors for Cabin and
Cargo Area
• Linear Actuator
• Manual Bleed Air Anti-Ice System
• Low Fuel Audio Warning Horn
System
• Oil Cooler Fairing
• Several New Seating Solutions
• Shoulder Harnesses for Aft
Passenger Seat.

EC135 Takes Off

Eurocopter has certified an increased
take-off weight of 2,910 kg (from formerly
2,835 kg). LBA/EASA certification was
granted in February. Deliveries will
start in September. The new variant is
designated EC 135 T2i or P2i.
800.257.4847 US & Canada
425.353.6591 International
w w w. B L R a e r o s p a c e . c o m
[email protected]
11
new p r o d ucts
Powerline
Moving Map
Flight Display Systems has introduced a
Helicopter Moving Map product.
Detection System
According to the company, some of its
customers have been using the fixed-wing
Protection you can hear.
version of its Flight Display Moving
One of the greatest hazards in helicopter operations is powerline
Map on their helicopters. The company
strikes. Our system senses the electromagnetic field emitted by
decided to introduce a dedicated
powerlines, and
product package for helicopter in-flight
provides a unique,
entertainment. Now passengers can
auditory alert in the
follow the route of flight as they approach
pilot’s headset.
a city or business facility. Passengers for
Pilots literally
any type of helicopter are provided with
“hear” their
real-time flight information, location,
proximity to
air speed, altitude, and nearby cities
powerline hazards.
and roads in a convenient cabin display.
The result is the
Avionics shops can customize the
potential for
location database to include custom
reducing powerline
waypoints, such as downtown
strike accidents and
helipads or rural factories of the
loss of life.
customer. Company logos and Welcome
Aboard screens are included at no

Exceedance
additional charge.
The Helicopter Moving Map is
powered by Windows XP Embedded

Warning System
operating system software with a
worldwide topographic map database. The
small computer features fixed flash disk
drives with no moving parts, eliminating
over-heating issues and vibration
concerns. With a weight of just 2.2 lb
Operating limits you can feel.
(1 kg), the Helicopter Moving Map
Exceeding operating limits causes premature component failure,
from Flight Display Systems was
higher operating costs and accidents. Our solution is a tactile
designed with compact, rugged
feedback alert. When operating limits are approached or exceeded,
environments in mind.
a collective shaker
delivers a unique
warning. Pilots
Z15 – A Joint Venture actually “feel” their
After introducing the Z9 helicopter
way around the
production patent and jointly
helicopter’s operating
developing the EC120, the Harbin Aviation
envelope. The
Industry Group (Hahang Group) has benefits are safer
started its third cooperation project on operations, less
complete helicopter development with maintenance
Eurocopter. The two companies have downtime, and lower
decided to shoulder 50 percent of the operating costs.
investment each to jointly design and
develop an advanced medium-sized
six-ton civil helicopter called the Z15.
They will build two assembly lines, one
in Harbin and the other in France, to
produce the helicopter which will be sold
on the global market.

(914) 946-9500 www.safeflight.com

Pioneering Safety and Performance Since 1946

( cheezy car air freshner optional )

Attacking fires this season?

Putting out a fire requires the right accessory ...
Before attacking the fire season, make sure you have the
right accessories on your aircraft
Call to see how your helicopter can adapt and excel in your environment.
1-613 -632-3336 or 1- 800 - 556 -4166 / Canadian Sales ask for Ext. 112
1-246 -420 -7282 / International Sales ask for Ext. 113
www.DartHelicopterServices.com
 p e r son a l p r o f i l e
my basic training I heard they were short holder objected to our application on the

Mike Smith
of helicopter pilots for their new specialist basis we couldn’t prove we’d traversed
pilot scheme. I really wanted to be a jet all the meridians. We had a video record
jockey, but after three years they told me on the GPS, but unfortunately it ceased
Wellesbourne, UK if I stuck with helicopters I could become working at one stage of the flight. We
an instructor. I decided not to go back to weren’t too upset that we didn’t get the
fixed wing! official record though – we knew we’d
Running a helicopter done it and our ‘unofficial’ record was 13
WHAT KIND OF MISSIONS DID YOU FLY days, 14 hours and 40 minutes.
school and a Robinson IN THE NAVY?
Three front line squadrons on aircraft HAVE YOU HAD ANY CLOSE CALLS?
dealership in the UK is carriers – the first flying a Whirlwind, Once, in the Navy, we were returning
and the second, a Wessex. Both were towards Culdrose in Cornwall following
quite a contrast from being anti-submarine. The third was my most a night exercise at sea. We could see
exciting commission as it was in Borneo. the lights of Falmouth in the distance.
a commander out in the I was a flight commander based in the Suddenly I noticed the white horses on the
jungle which was really good fun. I left surface of the water, and at the same time
jungle – Mike Smith has the Navy in 1966. the other pilot saw the radio altimeter low
proximity light, which came on at 30 ft.
been there and done it HOW MANY HOURS DO YOU HAVE We both grabbed the controls at once, and
AND ON WHICH TYPES? pulled into a climb. I don’t know how close
all, with a flying career Just over 24,000 hours total time with we were to the water but it must have
23,000 on helicopters. I don’t really only been a few feet. It turned out we had
spanning over 48 years. remember how many types, but I’ve flown engaged the autopilot without the altitude
most light helicopters. channel in – we had been in a long steady
stabilized descent without realizing it.
DO YOU HAVE A FAVOURITE TYPE? It’s not to my credit that it happened, but
Not really, but if I had to choose it would very much to my relief that I’m still here
be the Hughes 500D. I think it’s the purest, to tell the story!
most maneuverable helicopter and it’s
been around for a long time. It was built WHAT ARE YOUR VIEWS ON THE UK
to the highest engineering standards for HELICOPTER INDUSTRY?
lightness and speed. I think it’s grossly over-rated! I feel quite
badly about the way the industry is
WHICH KINDS OF FLYING HAVE YOU regulated – it dulls people’s imagination
DONE OVER THE YEARS? and prevents them having the time to
Pretty well everything you can do – except apply common sense – they’re too busy
for crop spraying! I’ve never been a crop sticking to the minimum requirements. It
spraying pilot as I always consider that’s a also makes things hugely more expensive
definite accident waiting to happen! when things have to be certified, regulated
and processed so many times.
WHEN DID YOU START UP ON YOUR OWN?
I formed HeliAir in 1983, initially as a HOW WOULD YOU COMPARE YOUNG
vehicle to enable me to become a freelance PILOTS OF TODAY WITH THOSE WHO WERE
instructor. I later took the opportunity STARTING OUT WHEN YOU DID?
to start a little school, which I ran with In my opinion they continue to get better
my son. and better - I wouldn’t fall into the trap
of saying “they’re not like they used to be
HAS YOUR ROLE IN THE COMPANY in the old days” – it’s actually the reverse.
CHANGED AT ALL? They are undoubtedly increasingly more
I was always happy as a pilot, instructor intelligent and free-spirited. They do come
WHEN DID YOU START FLYING AND and examiner, but I suppose one could up against more difficult barriers these
HOW DID YOU GET INTO IT? say that my wife, being a little ambitious, days, so I feel sorry for them in a way.
I left school in 1956 and avoided national talked me into becoming a businessman
service by becoming an article clerk to a too! We took on the Robinson dealership WHAT ADVICE WOULD YOU GIVE THOSE
solicitor. It was the most terribly boring and since 1997 have sold 298 new TRYING TO GET INTO THE INDUSTRY?
thing I ever did in my life! I started to machines. Start young and learn to be very
regret not going into the services, so disciplined. It’s actually a very tough job
I went along, snuck in through a back WHAT HAS BEEN THE GREATEST MOMENT – you’ve got to guard against complacency
door and found the admiral in charge OF YOUR CAREER? and so on. Helicopter flying is probably
of recruiting. He was so impressed that A lot of satisfaction came out of our trip to the most exciting type of flying – not
I’d managed to get past security that he the North Pole. We had been trying for the always rewarding, but if it’s what you like
helped me get into the Fleet Arm. After Round the World record, but the record- doing, go for it. n

15
 Helitech:06
www.helitech.co.uk

Helitech launches in Madrid...

3rd - 5th October 2006 Cuatro Vientos, Madrid, Spain

100% Helicopters
For further information and
to book your space contact:

Sue Bradshaw
Patron: Email: [email protected]
Tel: +44 (0) 20 8439 8894
Fax: +44 (0) 20 8439 8895
www.helitech.co.uk
 by andrew healey eu r o p e a n connection
All operators have to complete one, registered helicopters.” However, he
but the level and depth of the training says that, to date, overseas take-up
varies with the size of the operation. has been patchy. “Transport Canada
Airlines need their particular training is quite enthused about its benefits
needs analyzed and tailored in advance, and encourages its operators, but
but staff of most general aviation some administrations appear slower
businesses will require the initial to appreciate the significance of the
awareness course followed by biennial mandatory nature of this training.”
continuation training. (Wherever possible, EASA airworthiness
Human factors or, more bluntly, regulations are framed to mirror those
human failings affect us all by definition. from the US FAA, for example.)

HUMAN FACTORS We’re more familiar with their effect EASA is starting to flex its muscles.
Any European operator that fails to put
as ‘Murphy’s Law’ which, if you need

TRAINING COURSE reminding, basically says that anything its engineers through the training runs
the risk of being picked out at its next
that can go wrong will go wrong. We all
accept that this happens from time-to- JAR145 inspection. Three months warning
time and the training is geared to making and then the agency can invoke wide-
By September 28 this ranging powers to restrict operations.
sure that the tendency for it to kick-in is
year, every European as low as possible. The new requirement is a regulator’s
The HF program, which broadly first acknowledgement that tired or
air operator should be uses the same material as CRM does pressurized engineers are as prone to
for flight crew, deals with the history poor judgement calls as are pilots. They
complying with a new of human and mechanical causal may not need to make the split-second
factors in incidents, and identifies the decisions in the air but the consequences
EASA requirement; principal areas of risk. It explains how can be every bit as far-reaching.
Every engineer will be aware that long
their entire engineering to introduce checks and balances, how
to set up an error management program (currently unrestricted) working hours
work force must have and, ultimately, how to introduce an all- have an effect on his or her decision-
embracing ‘safety culture’. It claims that, making process. The trick is to know you
attended a one-day rather than being just another drain on are at that point before you start making
resources, investing in such a culture can mistakes, and that is where the training
human factors (HF) bring dramatic returns. comes in. n
Now you may either roll your eyes
training course.
at the sight of yet another product
of the all-pervading nanny state, or
instinctively see it as something worth
doing. It doesn’t matter because, such is
life, you have to do it anyway. And UK-
based trainer (and licensed engineer)
Chris Watkins says you don’t have long.
“External seminars are available but
sending everyone to attend them is
expensive and can disrupt a busy JAR145
operation. The alternative is to bring the The new requirement
training on-site, after a suitable program
has been developed with your own QA is a regulator’s first
department. There isn’t much time to
start the ball rolling and only a limited
acknowledgement that
number of organizations can offer the
tired or pressurized
training.”
“There is an international aspect
engineers are as prone
to this as well,” says Watkins. “Part 145
organizations based anywhere will to poor judgement calls
need to comply if they want to continue
repairing or overhauling European- as are pilots.

17
 by robert van de vuurst L E GAL C O U N seL

You may have been in this situation can, if possible, go get your aircraft before
before – customer/friend/HAI drinking the vultures start circling.
buddy calls up and needs to lease an
aircraft for a few months to fill a gap. 3. Aircraft return. If you’re taking a
“Sure,” you say, and reach into your desk helicopter off your certificate, and leasing
drawer, pull out the old form lease that it to someone who will put it on theirs,
you’ve used for years, and start changing and especially in situations where the
out the names, aircraft descriptions, and aircraft is going overseas, don’t forget to
payment amounts. You figure that you’ve provide that, upon return, the aircraft has
used this form for years and nothing bad to be in whatever condition is demanded
has happened, so why fix something that by your certificate such that you can
isn’t broken? immediately commence revenue flights.
just when you That’s all well and good, but there’s I’ve heard of nightmare scenarios where
lessors were AOG for months, and spent
THOUGHT YOU some finer points that might not be
covered in your trusty old form and that hundreds of thousands of dollars,

KNEW EVERYTHING you should consider. While the topics to get an aircraft in the right shape after
it came back.
in this column are by no means all-
THERE IS TO encompassing, they do represent some And if the aircraft isn’t returned in the
issues that have arisen in other lease correct condition? Then the lease should
KNOW ABOUT transactions and, as a result of getting provide that the lease payments continue,
burned, forced some lessors to modify even after the term has expired, until
HELICOPTER LEASES their forms. Consider the following: the aircraft is returned to the mandated
condition.
1. Capetown Convention. I discussed this Here’s another item that most people
in the last issue (March 2006), but I can’t don’t think about. Fuel. The last time
emphasize it enough - Capetown is here I looked it was costing around $1,000 to fill
and you need to deal with it in your leases, up a S-76, and that’s not chump change
especially since if Capetown applies, it by anyone’s standards. Instead of your
can trump the law that would normally aircraft being flown in on vapors, why not
apply in your jurisdiction. As such, if your require full fuel?
lease is subject to the treaty and you don’t Once again, these are just a few of the
register it in the database, you’re playing many issues that should be considered
with fire. Put some language in the lease when leasing your aircraft. Some might
to the effect that the lessee must register consider them ‘picky’, but picky issues
with the international database and have saved (and tortured) many a lessor
cooperate with recording the lease and over the years. Don’t forget that in most
your ownership interest in the aircraft. situations you will live or die by what’s
in your lease, so take the time to get
2. Default provisions. If the lessee doesn’t your forms reviewed by counsel on a
pay, its in default, right? But what about regular basis. n
‘cure’ periods? A lot of forms that I’ve seen
have standard ‘cure’ language in them
which basically say that the lessee isn’t Robert Van de Vuurst is a member of the
in default until it gets written notice Baker, Donelson, Bearman, Caldwell & Berkowitz
law firm, and is resident in its Johnson City,
from the lessor, after which it’ll have ‘x’
Tennessee office. Baker, Donelson is the largest
number of days to fix the problem. But
law firm in south central United States, with
why in the world should you let somebody over 450 attorneys practicing in 10 offices in the
cure a payment breach? Giving them 15 US and one in Beijing, China. Van de Vuurst is
days to fix a maintenance problem is a 1986 graduate of the University of Memphis
one thing, but if they’re not paying you School of Law, and has concentrated his practice
* The discussions in this column on aviation law, with an emphasis on helicopters
then they’re probably not paying their
are the opinion of the writer only, and other rotor-wing activities since 1988.
other creditors either, which means
and may not be relied upon as legal In particular, he has extensive experience in
that a bankruptcy (and a LOT of Maalox
advice without the expressed written aircraft transactions, sales, leases (domestic
moments for you) may not be far off. and international), securitizations, mergers and
permission of the author.
Payment breaches should be an immediate acquisitions, and FAA regulatory matters. He can
and without notice default so that you be reached at [email protected].

19
 by mott stanchfield f l i g h t d y n a m ics
F-28 series helicopter in the wake of the so they constructed friction-operated
unfortunate loss of the type’s prototype mechanical dampers for the landing gear
and its pilot. and installed three friction-operated hub
Enstrom’s initial design incorporated rotor dampers. The system worked rather
a rigid-in-plane, free-to-flap rotor system well as long as the dampers were kept dry
that proved beyond the company’s and the friction levels (and thus break-out
financial capabilities to perfect. The forces) were kept equal.

GETTING IT RIGHT
rotor was completely unstable at With the hub and gear dampers
certain flapping angles which imposed installed and the helicopter tied down
unsustainable structural loads on the with four equally spaced lines from a
control system. single point on the main rotor drive shaft,
Successful test flying Having experienced rotor divergence we started the engine and gently engaged
myself – rotor divergence being instability the rotor, slowly increasing speed in ten
is less about heroics resulting from the rate of change of rpm increments.
aerodynamic forces exceeding that of At high rotor rpm one of the frictional
and drama than it elastic restoring forces – I can attest rotor dampers apparently reached its
to the ugliness of the condition; to my torsional breakout point early, allowing the
is about meticulous knowledge, no one has ever survived a blade to ‘hunt’ and causing the system to
major divergent rotor in flight! become unbalanced – which gave me the
planning and In my case I was forced to land without ride of my life in the ground resonance

preparation as Mott the benefit of longitudinal cyclic control, that followed. So much for the friction
having lost this in flight. After landing, dampers!

Stanchfield explains. each of the main rotor blades was bent Hydraulic rotor hub and gear dampers
40 inches in the direction of the plane of were completed, bench tested and
rotation, at the 18 percent position from installed. In preparing for the next flight,
the blade retention end; in short, the rotor subsequent to a successful tie down test,
My career as a helicopter test pilot was a mess and a measure of good fortune I asked the chief engineer why he had
began when I was fortunate enough to must have accompanied my experience, elected to pressurize the landing gear
meet a Hiller representative in Miami, knowledgeable assessment and prompt dampers to 175 psi. His answer that it was,
where I lived at the time. Three weeks action to enable a safe recovery. “Just to keep the dampers extended,” was
after our meeting – when we just Prudent test pilots will examine every not the answer I wanted, but I already had
discussed general aviation – I received a possible aspect of engineering test flight three options planned.
letter from the Hiller factory asking me programmes ahead of actual flight in To keep the ship light for this flight I
if I was interested in interviewing for a order to understand the likely nature flew with only five gallons of fuel and once
position as a production test pilot with of potential problems and to determine the rotor was engaged increased rotor rpm
their flight department. the most effective (probable) methods in increments of ten rpm to determine
I was accepted into the company as of recovery should abnormal conditions rotor behavior. I lifted to a hover and all
a junior production test pilot and began arise – paying particular attention to went well; the engineers were pleased, and
flying with a senior production test pilot avoid flight conditions that might lead to I chose to land. Serious ground resonance
who introduced me to the rules and known (or predicted) adverse conditions began as soon as I gently touched down
procedures required to bring an aircraft to that might become unmanageable. To this so I lifted back to a hover and asked
acceptance standard. end, for a year (involving 125 flight hours), engineering for a solution. After a minute
The first lessons of my indoctrination I limited my flights to investigating the and with less than two and a half gallons
were simple; listen, watch and be quiet! onset of divergence and collecting data for remaining, I need an immediate solution
However, after three exhaustive weeks engineering. but the engineers had nothing to offer.
of making multiple flights per day Eventually it became evident that Having planned for the possibility, I started
and learning to identify and write up a change was needed and I strongly laughing, lowered the skids a couple of
‘squawks’ for corrective action, I became a recommended a redesign to incorporate inches from the ground, and then briskly
production test pilot. a three-bladed fully-articulated rotor lowered the collective to compress the
During my first 18 months’ of system – retaining the majority of our dampers into their damping range and
production test flying, I also worked present rotor hub components – with shut down.
closely with the engineering department offset flapping hinges. This necessitated While the concept subsequently
focusing on aerodynamics and with the adding lead/lag hinges and dampers to the evolved into the fine rotor system of today,
vibratory section, focusing on stress hub and redesigning the skid landing gear the main points to be learned from my
analysis which resulted in my achieving incorporating four dampers to regulate early experience in its development are;
‘big bucks and a parachute’ with an ground resonance. the need to plan ahead; the need to make
elevation to ‘experimental test pilot’ status. Unfortunately, this wasn’t as easy thorough assessments (based on careful
Armed with strong credentials I moved as it sounded. Engineering wanted to planning) and the need to act promptly
to Enstrom as their chief pilot tasked obtain damping data before designing and and decisively in accordance with a pre-
with developing and flight certifying the fabricating expensive hydraulic dampers, planned course of action. n

21
You can count on K-MAX.
Many missions require efficient heavy lifting. One helicopter does it better than the rest.
Conceived and designed to perform repetitive external lifting, the K-MAX excels, lifting 6,000
pounds while delivering unmatched performance and reliability. What’s more, K-MAX has the highest
availability rate and the lowest maintenance man-hour per flight hour of any helicopter in its class.
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Kaman Aerospace · Connecticut USA · 1-860-243-7006 · [email protected]

 by Jordan Moore f l i g h t si m u l a tio N

In creating a 15,000-member global communications procedures – all for no

helicopter flight simulation community cost and in a stress-free environment
(Hovercontrol) I have found there to conducive to effective learning.
be many unfounded preconceptions PC-based simulators are now accurate
regarding PC-based helicopter flight and realistic enough to maintain (or
simulation. Often, new members, many improve) basic flying skills – especially
of whom are helicopter professionals, the important basics of such things as
are unaware of the advancements in this auto-rotations or power management, so
area; the technical capabilities of PC-based that as students’ ‘real’ training progresses,
simulation are worthy of several in-depth their home PC-based simulators can have
tangible benefits, reducing the ‘expensive’
PC-Based Flight discussions so, in future articles, I hope to
help readers discover what is available and amount of time otherwise required to

Simulation how they can use it to their benefit.

Behr Hannah is a typical member
become familiar with such things in
real cockpits. Students who make use

— Virtually of the Hovercontrol helicopter flight of simulators invariably find it easier to

assimilate instructions and training in the
simulation community; now a CFI for
Re-defining Reality a helicopter training organization, he real world.
Beyond the direct ‘hands-on’
spent three years working and learning
his way through the civilian helicopter training opportunities offered by online
training pipeline. When a friend gave him simulator communities like Hovercontrol,
While nothing will ever a copy of Microsoft’s Flight Simulator, members are able to share knowledge
Hannah had no previous experience with about subjects that are not normally
quite replace real life flight simulation and he had only a basic part of routine training – such things
working knowledge of personal computers. as helicopter aerodynamic theory and
experience in pilot Although he was vaguely aware that advanced helicopter concepts – so that
Microsoft’s simulation software included they are encouraged to increase their own
training, as the costs helicopter models, like many pilots, he knowledge and involvement.
Helicopter CFI Behr Hannah completed
of aircraft hire continue incorrectly assumed that the features
a Hovercontrol Certified Pilot rating at the
would be unrealistic, lack detail and be
same timeas he was finishing his CPL(H);
to increase, new pilots, ‘game-like’. He also assumed the typical
rather than ‘interfering’ with his ‘real’
users of such software would be immature
as well as qualified ‘teen-gamers’ interested only in flying helicopter training, the simulator training
arcade-style games. – initially undertaken for ‘fun’ – proved to
pilots wanting to The reality is that the online be the perfect complement and actually
simulation community is a place where assisted his real training.
improve their skills or thousands of helicopter enthusiasts Now a qualified CFI in the real world,
interact with serious aviation professionals Hannah has also become a Hovercontrol
maintain currency – are and software developers in a process that Instructor Pilot and continues to enjoy the
continuously raises the standard and transfer of skills between his simulation
increasingly turning quality of PC-based helicopter simulation and real-world experience. Personal
to the point that it can become a powerful experience has dispelled Hannah’s one-
to home, PC-based – as well as accurate and realistic training time negative assumptions about PC-based
tool for professional helicopter pilots. simulation to the extent that he now
flight simulation to The online simulation community believes as many helicopter professionals
also provides for real instructors to work as possible should become involved. He
maximize the benefits with real students – in real time – the is thankful that he didn’t overlook such a
benefits of which are obvious! Beyond capable tool and his only regret is that he
of time (and money) the helicopter professional instructor/ didn’t find the helicopter flight simulation
student scenario, the ‘enthusiasts’ who community sooner! n
spent in real helicopter benefit from the experience of helicopter

cockpits. professionals offer their own contributions

in the form of advice and assistance to
members (like Behr Hannah) who may
Jordan Moore is the founder of Hovercontrol.
have minimal computer knowledge,
com – the largest helicopter flight simulation
enabling them to configure and customize
community in the world with over 15,000
their own simulators to best effect. members. He is an experienced helicopter
Simulators allow pilots to expand their flight simulation developer and an advocate for
knowledge and hone in on such skills the use of accurate PC-based helicopter flight
as instrument scan, navaid utilization, simulation within the industry for a variety of
approach procedures and verbal (radio) training, marketing, and operational purposes.

23
C O V E R F E AT U R E
The S-61
– Wildfire’s
Formidable foe
Able to carry up to 18 fire fighters to a fire, and within minutes be

reconfigured to drop 850 gallons of water, the Arroyo Grande-based S-61

and its crew is proving to be a formidable fire fighting team.

story and PHOTOS by ned dawson

 top left: All team members are firmly The Los Padres National Forest Los Padres serves an enormous and
attached to the aircraft when making covers nearly 1.95 million acres (7,890 km) diverse population including people
their way to the rappel door. of central California’s scenic coast and living in the San Francisco Bay Area,
mountains. Stretching almost 220 miles the greater Los Angeles metropolitan
top right: Program Manager Ted Mathieson
from north to south and up to about 75 area, the southern San Joaquin Valley
oversees a ‘hook-up’.
miles wide, its vegetation ranges from and the many communities along the
above left: Leaning back allows a semi-desert interior to thick redwood south and central coast. A substantial
the fire fighter to safely clear the steps forests on the coast, and altitudes from portion of the water needs of several
once he commits to the rappel. sea level along the coast to 8,000 ft in the downstream communities comes from
mountains. The vegetation is primarily the forest’s water catchments. Because
above MIDDLE: The fire fighter is watched all the
chaparral (68 percent) and forested there are several heavily populated urban
way to the ground. This ensures that if something
lands (30 percent). The forested land interfacing areas adjacent to the forest
does happen the response is instantaneous.
includes mixed evergreen forests, oak including Monterey-Carmel Valley, San
above right: The hoist wire is always kept far woodland, pinyon-juniper woodland, and Luis Obispo, Santa Barbara and Ojai areas,
enough away from the side of the helicopter to conifer forest. Management of chaparral wildfires can, and do, cause significant
ensure that no fraying of the wire occurs, which vegetation uses prescribed burning and personal and economic losses. In one fire
could comprise the safety of the fire fighters. wildfire suppression. alone recently, over 700 houses were lost.

26
The forest also has a valuable cultural Wildfire air attack not only increases the ABOVE: The S-61 has proven to
heritage as it is home to a number of speed of emergency response, but can be the ideal aircraft and is the
prehistoric and historic Native American also be safer, more effective, and less
only Type-1 in the USFS fleet
sites, and contains some of the most expensive than traditional ground-based
used for rappelling fire fighters
extraordinary native rock art to be found response.
into a specific area.
anywhere in the world.
A Tight Team
Wildfire Air Attack It is here that the United States
Wildfires, which have burned more Forest Service (USFS) Arroyo Grande
than 2.3 million acres of the forest Heli-base forms an essential part of the
since 1912, continue to devastate about forest service’s fire protection strategy
25,000 acres annually – most fires being in the park. In service since 1977, the
human-caused, some resulting from base started out with a medium-sized “If a serious
lightning. Fire fighting in the interfacing helicopter (a Bell 212) but now aviation
area is complicated by limited access and fire fighters have come together problem requires an
and the presence of buildings and to form a tightly integrated team using
other structures, and aerial attack is a heavy (Type 1) helicopter – an S-61 immediate fly away,
complicated by an extensive network contracted from Pacific Helicopter Air
of power lines. Much of the forest Tours in Hawaii. Using this machine, the observer will
is without roads and there are ten the USFS has developed a capability that
designated wilderness areas comprising is not only effective but flexible and cut the rope. Every
approximately 875,000 acres (about 48 economical. Able to deliver up to 18 fire
percent) of the forest. fighters at a time or to deliver as much guy is aware of this
Use of aviation in fire management as 850 US gallons (about 3,200 liters) to
is steadily increasing because of its a fire, per drop – this is an effective and possibility, but it has
efficiency and ability to deploy assets economical team. It is also unique in that
to fires independent of infrastructure. Pacific Helicopters, as a Part 135 operator, never happened yet.”

27
 above: Although rappelling is undertaken can carry fire fighters to a scene and then a week; crews work 40-hour weeks, with
only a small number of times each season, almost immediately start fighting a fire routine days generally running from 9.30
training still has to be kept up. with water. am to 6.00 pm, although in a call out,
Fire season for the helicopter and off-duty personnel will also come in to
above right: Mike ‘Duck’ McDonald its crews generally runs from June 1 to provide full team support. Ted Mathieson,
(Left) and Mike Burns (Right) are two of November 1, although there have been who is the USFS man at Arroyo Grande,
times when it has started a month early explains that with its 30 fire fighters,
the Pacific Helicopters pilots who man the
or extended to as late as 19 December. Arroyo Grande’s is the largest crew in the
Arroyo Grande-based S-61.
Thirty crew members work a roster that nation giving him the potential to attack
provides 20 people at the base seven days multiple fires simultaneously, and with

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 the S-61, a capability to deliver those fire
fighters quickly and safely.
At the start of each day, the fire
fighters check the Daily Mission
Assignment Board that details, among
other things, which seat each fire fighter
is to occupy. This determines each
person’s role for the day. For example,
those designated to prepare the bucket
won’t have to take their own gear from
the aircraft, another designated fire
fighter will do it for them. Others are
assigned responsibility for hand-tools
and chainsaws. All the fire fighters are
trained to fulfil any role necessary; they
can drive the trucks, manage the loading
and unloading of the aircraft – including
calculating performance requirements
– and manage the heli-base movements if
required.
Performance planning takes place at ‘the bell’ to becoming airborne. Before ABOVE: The Arroyo Grande
the start of each day. Typically, the S-61 landing near the fire, the crew conducts a helibase is a purpose-built facility
can carry a full load of 18 fire fighters, the power check to make sure the helicopter and because it is operated by
540-gallon Bambi bucket and up to two has HOGE performance with fly-away. the USFS, becomes a federal
hours’ fuel to 3,500 ft and still have some They reconnoitre the area to assess the
government asset.
single-engine fly-away assurance – at fire (features such as its intensity and
7,000 ft, the number of fire fighters that direction of travel), and they identify
can be carried reduces to about 10. water sources and determine the best
According to Mathieson, it typically method of delivering the fire fighters.
takes about three to four minutes from A landing will be made if possible

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offering our operators a freedom of choice in authorized engine Trusted to deliver excellence.

29
 top left: Prior to any rappel operation
crews check, and double check
each others gear – a thumbs up
giving the final sign off.

bottom left: Before the seasons starts,

a number of training missions are
conducted to ensure all crews are up-to-
speed on their required tasks.

right: On this particular training flight,

crews are rappelling down into a
semi-confined area. During fire season it
would not be uncommon for firefighters
to be winched down between trees.

and once on the ground, the fire fighters When the helicopter is launched, a S-61 Ideal
disembark and begin setting up the fixed-wing air attack aircraft – in this According to Mathieson, the S-61 is
Bambi Bucket. It usually takes less area either a Turbine Commander or an
an ideal helicopter for the role in which,
than four minutes before the helicopter OV-10 Bronco – is usually dispatched, and
he says, “it’s head and shoulders above
can begin supporting the fire fighters typically arrives on site first. “However,
the Bell 212. It’s very stable in the hover,
attacking the fire. Normally dispatched if there are multiple fires, such as a
comfortable, and provides good levels
with a 540 US gallon (2,044 liter) bucket, lightning front that may spark seven
of safety.” The S-61 has three methods
the helicopter has access to 700-gallon or eight fires, or if it’s in our backyard,
of fire fighter delivery; a normal flat-
and 850-gallon Bambi buckets at the heli- then we could be the first on scene,”
pitch landing; a two-wheel landing (such
base if required. “The larger buckets are comments Mathieson. “We can let the
as landing on a razor-back ridge where
heavier and take longer to set up,” says managers know the extent of the fire and
Mathieson. “Even this one takes five guys whether we need a second helicopter or the rear wheel cannot be landed), and
to lift and set up.” more resources.” The helicopter usually rappelling. “Rappelling is the last choice,”
The pilots bucket using a 150-ft long launches with one-and-a-half to two hours explains Mathieson. “We only use it
line. “By using a bucket we can pull water of fuel so that on arrival, it can deliver quite around ten percent of the time. We prefer
from small holes and from between high a few buckets of water before needing to to land – it’s safer and it means we can
trees where a tanked helicopter would be refuel from either the fuel team’s tanker also ready the bucket.”
severely limited,” notes Mathieson. “Also, truck, or from a nearby airport. Everything When rappelling, the fire fighters
the 150-ft line means that there is little or is aimed at providing maximum support move sequentially through the seats to
no downwash to affect the fire.” to the fire fighter on the ground. the rappelling unit. This ensures that

30
when not on the rope, they are securely suspects there will be more requests. using medium-sized helicopters. “It’s
seated should something go wrong. The He believes that the helicopter is under- also fast, it can be ready to deliver
observer, who is usually one of the senior utilized at the moment, “People at the water in less time, and it can remain on
fire fighters, watches the evolution and very top understand the concept,” he station longer.”
gives the pilots a running commentary on says, “but they don’t seem to appreciate
its progress so that they are constantly its capability. They’re smart people in Happy Customer
aware of the status of the rope should a Washington and I would be honoured to His only complaint with the helicopter
problem eventuate. If a problem (such as show them what they’ve got and how it was its original black paint scheme; “You
a chip light) arises requiring a ‘fly away’, works. They got us this capability and would see the orange bucket before you
then the pilot will call it out, and as they sign the cheques so it would be saw the helicopter,” says Mathieson.
soon as the person on the rope is down, worthwhile for them to come out and see When the helicopter went in for its
the helicopter can be flown away – or it working.” 9,000-hour overhaul, Tom Hauptman
if there’s someone on the step he can Because it is such a valuable strategic – the owner of Pacific Helicopters, asked
be brought back into the helicopter and asset that could be more widely used, if there was anything it needed. After
secured. If a serious problem requires an Mathieson believes that control of the the USFS team told him their views,
immediate fly away, the observer will S-61 should be passed to higher the helicopter came back looking like a
cut the rope. “Every guy is aware of this levels – to the National Emergency professional fire fighting aircraft instead
possibility, but it has never happened Fire Center (which has the ‘big picture’) of a tourist machine. As Mathieson –
yet,” explains Mathieson. “There’s only for example – because it would help obviously a happy customer – comments,
one guy on the rope but there are a avoid any potential ‘turf ownership’ “This is a good example of the customer
number of people in the helicopter so that issues. He believes that the helicopter is getting 100 percent co-operation from the
is where the priority lies. Anyway, a fire- so capable and flexible that there should vendor.”
fighter probably has a better chance if he be at least another two or three like it. “Now when we call into various
is released, than if he is dragged through As he points out, a medium-sized bases or airports, people look at the
the trees.” helicopter (usually carrying just six or machine and go ‘wow’!” Mathieson adds,
seven fully-equipped fire fighters) “I look for about two or three guys a
Unrealized Potential would have to make two or three return year to join the team, and now that the
The S-61 has already been deployed flights to match a single flight by machine is clearly identifiable as a USFS
to five other states to fight fires and as it the S-61 – so by avoiding all those machine, it has become a very positive
becomes more widely known, Mathieson multiple trips, it’s more economical than recruitment tool.” n
 Celebrating
Olympic Helos
With the 2006 Winter Olympics at an end, the world celebrates its
new Olympic heroes and their medals. While their pilots and crews
expect no medals, the helos that worked tirelessly in the background
to safeguard competitors and spectators alike should be recognized
for their part in helping to make a success of the Games.

story and PHOTOS by dino marcellino

 top left & above left: The AB412s From 10 February to 19 March 2006 facilities to host an influx of more than
of Corpo Forestale dello Stato were the eyes of the world were upon Turin 6,000 accredited people from around the
kept busy during the lead-up to the and its valleys as the city hosted the globe – athletes, managers, journalists,
Games – moving both equipment 20th Winter Olympic Games and the officials and sponsors, in addition to
and supplies between the various 9th Paralympic Winter Games. 1.5 million inhabitants and spectators,
mountain locations. Turin’s Olympic Mountain territory placed heavy demands on Olympic
comprized 90 towns and villages organizers, Turin local authorities and the
top right: The Italian Fire Brigade in two main valleys. Athletes were Italian government in assuring the health
had its AB412 based at Pragelato accommodated in three Olympic Villages and safety of all concerned.
for the duration of the Games, at an in Turin, Bardonecchia (altitude In these troubled times with the
altitude of 1,524m. 1,312 m) and Sestriere (2,035 m). With ever-present threat of terrorist attack,
some events held as far as 105 km the worries for officials and organisers
above right: Air Green’s brand new from Turin itself, a great many people were many and varied as evidenced by
AW139 had its first outing just in time – participants, officials and spectators the level of protective and surveillance
for the beginning of the Games. It is alike – had to travel over widely varying ‘coverage’ of the event, with statistics and
seen here in the hangar at Cafasse. terrain from low-lying Turin city at 240 m numbers more representative of a country
elevation, to the highest mountain sites mobilized for war: a dedicated satellite, a
at 2,800 m above sea level. permanently airborne E-3A Sentry AWACS
Creating the infrastructure and aircraft, anti-aircraft missile batteries,

36
Typhoon fighters, 2,000 alpine troops, remained largely discreet and beyond ABOVE: The Bardonecchia detachment of
400 paratroopers, 11,500 policemen, 1,000 the notice of the general public, one the Guardia di Finanza had its AB412
firemen, armoured vehicles, ambulances, state air service whose presence was on standby for any EMS work during the
police cars, and, of course, a great many far more visible in the days leading up Games. Here it is seen parked with the
helicopters. to the Games was the Corpo Forestale
Snowboard slope in the background.
Turin and its mountain environment dello Stato – the Italian Forestry Corps,
highlighted the wonderful flexibility whose usual role is the protection of the
and versatility of helicopters in which nation’s parks and forests and their flora ensure the best service possible, Forestale
they played vital roles for police and and fauna and which is more commonly flew training missions in mountain
health services as well as transporting known for its role in fighting forest fires. sites surrounding Sestriere, carrying
goods and VIPs. Both civil and military The Forestale Air Service operates three the Regional Medical Service’s doctors
helicopter operators worked together to helicopter types – NH500D, AB412 and and Civil National Rescue Organization’s
field the best equipment and personnel to Erickson S-64 – all operating under the specialists and established a range of
deal with the workload before and during ‘Eagle’ callsign. Two machines, Eagle-15 protocols and procedures to cover all
the Games. and Eagle-16, were placed at the disposal manner of eventualities; flights were
of Olympic Games organizers in last- made to all helipads in the Olympic valley
Italian State Air Services minute efforts to complete various Games whose GPS coordinates were logged and
Italy’s police forces were tasked with sites, including in a single morning, their approaches verified, and procedures
surveillance and assuring the security 15 rotations by Eagle-16 from Sestriere established for deploying canine units
of the Games and with monitoring and to the top of nearby ski-slopes (2,800 m and rescue teams along with their
controlling road traffic. In these roles above sea level) to transport television equipment.
the Police, using AB206 and AB212 equipment belonging to a German TV Italy’s third State police force, the
helicopters, and Carabinieri Air Units Channel. Guardia di Finanza Corps, detached
using A109, AB206 and AB412s, flew as In addition, while Forestale two of its AB412s to Turin and the
required from their bases in Milan and helicopters are not usually called upon mountainous town of Bardonecchia – the
Turin-Volpiano respectively. to perform rescue work, for the period of well-known ski-resort that played host to
While the surveillance and security the Games, the service dedicated one of the Olympic snowboard competitions and
work undertaken by police units its two AB412s for this role. In order to site of one of the three Olympic villages.

37
 although its highly trained rescue teams
were also available to fulfil a secondary
emergency role.
In order to ensure immediate
availability and rapid response, the VVF
deployed a temporary hangar in the
valley to accommodate the helicopters
at night and protect them from the low
temperatures, and with operational
offices and tankers at both bases, VVF’s
detachment was virtually completely
autonomous.

Civil Helicopters
In the years leading up to the Olympic
above & above right: An Italian Bardonecchia is also home to one of the Games many helicopter operators
Police AB212 becomes the first Corps’ specialized mountain rescue units, were involved in helping build Olympic
helicopter to use the recently opened the SAGF (featured in HeliOps issue 34). villages, roads, sporting facilities,
Sestriere Helipad, nestled in the Close to the border between Italy and cableways and power-lines using
France, Bardonecchia sees a great helicopters varying in size from the Lama
mountains at an altitude of 2,000m.
many visitors transit the area by both to the Super Puma.
road and rail. The work for the civil helicopters didn’t
The Vigili del Fuoco (Fire Brigade, end with the completion of construction
or simply VVF) sent its AB-412s to projects; they became vital tools in the
Salbertrand and Pragelato resort – site of production of film and television coverage
the ski-jumping and cross-country skiing of the Games’ live drama. During the
competitions – to provide coverage of games the TOBO-Torino 2006 (Torino
the Olympic valley and to provide expert Olympic Broadcasting Organization)
assistance in the event of crashes or fire, utilized an Agusta A109 Power to film
these being the VVF’s core activities, events. Normally used by Helitalia-DRF in
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 The AW139 is a jump ahead in
terms of internal space, performance,
communication systems, and stretcher
loading facilities, all of which make it
one of the best HEMS platforms available.
The first operational flight of the model
in 118’s red and white colours (and also
the first for a HEMS-equipped AW139)
took place on Sunday 5 February from the
company’s base in Cafasse, near Turin.
Throughout the Games the helicopter
was deployed at Sauze d’Oulx at its new
helipad situated 1,510 m above sea level
from which it was available around the
clock. From this base, the aircraft’s area
of operations encompassed the biathlon,

Turin and its mountain the HEMS role, this machine was equipped bobsleigh, freestyle and skeleton venues
with a WESCAM aerial camera system for as well as some renowned ski resorts such

environment highlighted the duration of the Games. as Cesana, Claviere and Sauze.
Helicopter Emergency Medical Service They may not have received the
the wonderful flexibility and The Piedmonte Regional Medical medals that the athlete heroes received,
Service, named 118 Piedmonte, has but the contributions of Italy’s helicopters
versatility of helicopters in a network of five helicopter bases to a successful Games have been rewarded
throughout the region. While Air Green by the establishment of new heliports at
which they played vital normally bases two AB412s in close other sites as well which, while they may
proximity to the Olympic valleys, have been established specifically for the
roles for police and (one in Turin and the other at Cuneo- Games, will – for places like Sestriere
Levaldigi airport) in view of the scale and and the hospitals of Pinerolo and
health services as well as importance of the Olympics, the company Orbassano – remain as a lasting legacy for
elected to deploy its latest acquisition, its the communities they will continue
transporting goods and VIPs. Agusta-Westland AW139. to serve. n

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Don McTighe

The three
SINGLES
Sounding a little like a group of famous tenors,

three helicopters form the foundation of the

current turbine single-engine, light helicopter

market; they are the Agusta A119 Koala, Bell

407 and Eurocopter AS350 B3 Squirrel. HeliOps

recently had the opportunity to fly and compare

these three top helicopters. MARK OGDEN reports.

 Ned Dawson
this page

Above: The Pennsylvania State

Police utilise a number of Koalas
in the law enforcement role and
to date the pilots have been
pleasantly surprised at how well
they are working out.

left: The B3 is at home in any

high altitude environment. Austrian
operator Knaus Helicopter have
a number of B3s working the
Austrian Alps.

opposite page: The 407 has been

a stalwart of the Alpine Helicopters
fleet in Canada for a number of
years. This Golden, BC based
machine is seen working with local
firefighters.
Phillip Knaus
Ned Dawson

Ned Dawson

There is no doubt that the helicopter model 429 appears to be a significant

market is healthy as the recent Heli- break-out and is a technological leap
Expo Trade Show in Dallas highlighted. for Bell. Agusta, in addition to its own
Bell has a backlog of three years for its development work, makes the most of
407 model and AgustaWestland about a past associations with companies such as
year for its A119, although new orders Bell and produces solid products that tend
may incur much longer lead times with to find niches not addressed by either of
many new orders going to the new US the other two big manufacturers – the 139
facility. AgustaWestland initially plans to being a good example of this. The A119 is
produce ten aircraft per year in the new no different; straddling the light-twin and
facility but says capacity will increase as big single sectors.
the plant builds up and market demand In this evaluation, I flight-tested each
increases. Eurocopter has a 12 to 18 helicopter, attempting to ‘base-line’ the
month lead-time for its hugely popular aircraft for performance comparisons and
350 series, although its distributors I spoke to operators of each type to assess
usually book slots in order to have aircraft reliability and company support.
machines available for customers in less
time. Flight Evaluation
As far as sales go, Agusta’s A119 trails Thanks to the great efforts of
Damiano Gualdoni

the pack with over 80 orders and slightly Australia’s local representatives, Hawker
more than that already delivered. Bell has Pacific for Bell, HeliFlite for Agusta and
managed to sell 609 of its machines since Australian Aerospace for Eurocopter, I
it entered production in 1996, and at the was given the opportunity to evaluate
time of writing, Eurocopter had built the three aircraft over two days in
top left: N407LP is typical of the
nearly 500 B3s – the B3 being an updated very similar conditions. Humidity was
corporate versions of the 407 found across and upgraded version of its trusty AS350. about 70 to 80 percent with ground
the United States. Each of these three helicopter models temperatures of around 25°C or ISA+10.
also appears to reflect the philosophical The flights were not intended to be ‘test
top right: Protecting the borders of the approach to the technology of its flights’ but were aimed at assessing the
United States in the middle of summer respective manufacturer. Eurocopter general flying qualities, power margins
takes a tough machine, and since has been the leader of the pack when and sound levels of each machine – all
introducing the B3 into their fleet, the US it comes to new ideas and innovation, were loaded to 80 percent of their MAUW
Border Patrol has lived up to the task. in such things as true digital FADEC, for the evaluation.
electronic displays, rotor head design and The first thing that must be said of
bottom left: What better place to find the extensive use of composite materials. these three machines is that they are
a Koala hard at work than the Italian Bell on the other hand has tended to stick all great helicopters. The evaluation
mountains. This utility version, complete with the ‘tried and true’, progressing revealed that they all handled well, had
with hook, is commonly used for moving through incremental improvements lots of power and were comfortable. My
building materials. in technology, although its upcoming observations therefore might seem a

44
Damiano Gualdoni

Phillip Knaus
bit nit-picky but I wanted to pluck out 33.5 ft 3) and (depending on the choice of
the differences, no matter how subtle cabin configuration) can be up to 2.3 m
they seemed. What the comparison (7.54 ft) long – the longest of any of the
highlighted was the necessity for three helicopters.
prospective operators to have a good With integrated tie-down points, the
understanding of what they need from a baggage compartment has five zones
helicopter. that accommodate a total of over 650 kg
(1,433 lb) with a floor loading of
Ned Dawson

First Observations 500 kg/sq meter (102 lb/sq ft). This

Each helicopter owes something baggage compartment is by far the most
to the past; Agusta’s 119 shares many useful of the three, although because
systems with the A109 Power although of its size, there could be a danger of top left: ETI 2000 is one of
the 119 has a single engine in a bigger incorrect or over-loading, or improperly the newest operators in Italy to
airframe. Eurocopter’s B3 has a long secured cargo moving and exceeding
introduce the Koala into the fleet.
lineage with the 350 series, while the Bell zone loadings. For EMS operations, the
When it comes to the utility version
407 owes much of its configuration to baggage compartment can be used to
of the Koala, Italian operators are
the Longranger series, albeit with newly accommodate life support equipment,
leading the way.
designed rotor head and transmission which then keeps the cabin clear for
systems. attendants to manage up to two patients
top right: With exceptional ability
With its single P&W PT6B-37A, the in litters. The Koala’s fuel cells can be
A119 Koala loses little, if anything, in installed in a variety of ways and part of to lift large loads the B3 is the most
performance to its twin-engined sibling, the fuel cell area can be configured to fit common helicopter used for high
the Power. The 119 is a virtually all-metal patient litters if the helicopter is being altitude lifting, replacing its older
machine with little composite content; the used for EMS. cousin the SA315B Lama.
machine I flew was well-built and well- The AS350B3 tested was an
finished with all the panels fitting closely. immaculate corporate machine that was bottom right: Even downunder
The Koala’s cabin is the largest at extremely well finished. Ease of entry to the Bell 407 has gained
3.45 m3 (nearly 122 ft 3) and the most the Squirrel, especially with its sliding acceptance as a corporate
flexibly configured of the three cabin door is noteworthy although its machine. Buzz Aviation were the
helicopters, accommodating up to six height off the ground could cause some
first ones to import the 407 in a
passengers in the rear cabin and another passengers a little trouble. It had three
corporate role and it is seen here
in the cockpit, with the rear seating baggage compartments, one on each side
flying past North Head Sydney, on
allowing either forward-facing or club and one at the rear of the helicopter, and
a sightseeing tour.
seating. The baggage compartment, although each baggage compartment is
which is lined to reduce the chance of not overly large, their cumulative total
improperly secured cargo damaging the volume at a cubic meter (35.3 ft 3) is
tail boom, is located aft of the passenger slightly more than the Koala’s. The side-
cabin in the ample tail boom. It is large at by-side seating for up to five people in the
nearly a cubic meter at .95m3 (over rear is suitable for tourist work but some

45
 Ned Dawson

Ned Dawson

corporate customers may prefer a Performance

face-to-face arrangement, which is As well as an evaluation flight of each
not available in the AS350 series. As in helicopter, the published performance
the Koala, another passenger can be figures were examined and the helicopters
accommodated in the cockpit. ‘base lined’ as far as possible to provide
The 407 was also well-built although a fair comparison. The helicopters flight
the finish on the machine flown was characteristics were evaluated in the
not quite as good as its Italian or French hover and in forward flight.
opposition. The cargo area was quite
Agusta Westland

All three helicopters demonstrated

limited with a compartment only 0.9 m excellent yaw control and authority
(3.1 ft) long and providing 0.45 m3 volume even at very high yaw rates (90 to 120
– about half that of the opposition. The degrees per second); rates beyond what
rear cabin accommodates up to five would be considered normal. (The Koala
top left: It’s not everyday you see people in a club seating arrangement had the new tail rotor blades installed).
a B3 moving Giraffe about, but for with room for another passenger in the None of the helicopters demonstrated
Johan Nell of the South African cockpit. any poor responses when arresting
I personally found the 407 cockpit the high yaw rates although care had
Dept of Land & Agriculture it’s just
seating to be the most comfortable of the to be taken to avoid excessive torque
one of the many tasks he and his
three helicopters followed closely by the excursions while applying pedal. In
B3 undertake.
B3, with the 119 the least comfortable; sideways flight, all three demonstrated
but it should be noted that seating is sufficient yaw authority to maintain
top right: The expanses of the
a subjective and personal preference heading even at 25 to 30 kts, although
Florida Everglades are overseen often dependent upon a pilot’s previous the Koala demonstrated a significant
daily by a fleet of three 407s experience. pitch down during the movement, then
operated by the South Florida Instrument panels on the three pitch up when stopping. I suspect this
Water Management District based helicopters differed in detail – the 407 to have been as a result of the effects of
in Fort Lauderdale. The speed of having the oldest-style arrangement, main-rotor downwash on the horizontal
the 407 allows them to cover a and the Koala featuring a mix of stabilizer; in any event, it did not prove
large amount of ground on their traditional and ‘glass’ instruments, but difficult to control.
while all were uncluttered and easy to As far as hover performance was
daily flights.
read, I personally preferred the AS350B3’s concerned, each helicopter performed
VEMD arrangement for engine limit slightly better than its graph – hover
bottom left: Fitted with a Simplex
monitoring. ceiling OGE for the AS350B3 being 9,600 ft,
Fire Attack tank, the Koala is
Cockpit visibility is good in all three the Koala 9,500 ft, while the 407 reached
transformed into an efficient
machines with the 407 being the best, 8,000 ft. These figures are based on each
fire-fighting machine. Examples followed by the Koala. The AS350B3’s machine carrying 2.3 hours of fuel (no
are already flying in Italy and panel is larger and the helicopter wider so reserve) and a 1,000 lb payload (in ISA+20
Australia. the pilot’s visibility is not as good. conditions).

46
 Agusta Westland
Martin Lustyk

Climbs were made from near sea the 407 had the most positive response.
level (ISA+10) to 5,000 ft and all three Although the Koala has two stabilization
helicopters climbed at around systems, pilot workload at the higher
1,000 ft/min at climb speed. The 407 was bank angles (exceeding 30 degrees)
the quickest climber – just – followed by seemed greater – especially in roll – and
the B3, but the difference between the control loads appeared to be slightly
three was negligible with rates of climb heavier.
for all three machines matching their Accepting that ‘smoothness’ is very
performance graphs. All three helicopters much dependent on how well a helicopter
Marc De Fontaine

reached their Vne without any struggle is ‘set-up’ in maintenance test flying, of
and all three demonstrated excellent the three helicopters the 407 was the
engine response to brisk power inputs, smoothest. Interestingly, the Koala seemed
with the B3’s FADEC-controlled Arriel to become smoother the faster it went.
being the most positive. Approaches to pads revealed that the top left: This corporate configured
Range calculations using the graphs, Koala needed a little more anticipation for
B3 is owned by a wealthy Florida
based on full-fuel to tanks-dry carrying a deceleration. Sloping ground landings in
businessman who wanted a machine
1,000 lb payload at around 120 kts (in ISA all the aircraft were easy to fly with none
he could use both in Florida in the
+20) showed the Koala’s range to be about of the helicopters demonstrating any
summer, and Colorado in the Winter.
426 nm, 412 nm for the 407 and ‘twitchiness’ – although the B3 required
375 nm for the B3. Fuel flow was the same a little more attention during landings on The B3 proved to be the ideal choice
for both the Koala and the B3 at about the tarmac. for him.
320 lb/hr while the 407 burned 285 lb/hr. The Koala had a dual hydraulic system
Interestingly, at 8,000 ft, fuel flows were and was not flown ‘hydraulics-out’. The top right: The Koala is regularly seen

similar for all three helicopters at about 407 reversion to hydraulics-out produced over New York City, with the NYPD
290 to 300 lb/hr. no excursion and the approach and Air Support Unit operating a number
In forward flight, the 407 seemed landing were easy to fly. Hydraulics-out of the type, complete with a large
the most stable and required the least in the B3 was certainly more challenging selection of specialist equipment,
amount of pilot input to maintain steady and care was needed to avoid pilot- including FLIR and Nitesuns.
flight. The 407 also seemed to have the induced oscillations. The dual hydraulic
lowest sound levels in the cockpit; the B3 system for the B3 is recommended. bottom right: The all-around
was close on both qualities. All three helicopters are good lifters
versatility of the 407 has proven to
I found the control balance of the and none could be considered a slouch.
be a big hit with many South African
407 to be the nicest (but again this can The B3’s graphs show it to be the best
operators, hence the type
be very much a personal preference). performer followed closely by the Koala
At steep bank angles, the 407 was rock- and then the 407, though any significant accounting for a large percentage
steady while the B3 required only minor difference will likely only show at high of the turbine fleet. This example
pilot input to maintain attitude. Roll and altitudes. is operated by Henley Air from its
pitch rates on all three were good but The Koala and 407 have the best range Johannesburg base.

47
capabilities at lower levels, though the B3 Regarding manufacturer support, percent of my work is at max all-up
outperforms the 407 at higher altitudes. his comment was, “Who is Eurocopter? weight and therefore it works very hard.
The Koala has the greatest flexibility in It is hard to reach somebody there!” The lifting and spraying stands out for
fuel tank configuration and its cabin/ He believes that Eurocopter makes me and that’s where the performance
baggage configurations and room are good helicopters, but are not good at shows.” When, at about 800 hours, he
hard to beat. The 407’s handling qualities support. One improvement that Knaus noted a decrease in engine performance,
are, in my opinion, the best of the three wants urgently from Eurocopter is the he sent the trend charts to Turbomeca.
followed by the B3 and the Koala. availability of a bubble window, “It is “Because we had just switched over to the
still not EASA-approved and Eurocopter SBH contract on the engine, I had another
Operator Comment should have supported the Swiss much engine within a few days – that’s what l
All the operators I spoke to agreed more in this issue.” Engine support is a call service!”
that flight manual performance figures different issue however. “The TechRep Nell thinks that Eurocopter in South
for all the helicopters are accurate or from Turbomeca is great and we are very Africa (ESAL) also needs to improve
even slightly pessimistic. happy with the support we get from customer service in order to live up to
Roy Knaus of Knaus Helicopters in them,” he says. it promises. “Eurocopter make a great
Switzerland whose two B3s (logging about Johan Nell, the senior pilot for helicopter; if only their after sales
650 hours annually) were used mainly South Africa’s Department of Land service could reach that of Bell’s, then
for external load and construction work and Agriculture says their B3 is used in my mind it would be a best seller.” He
and some passenger transport, said that for ‘just about anything’ – from VIP believes Eurocopter’s prices, spares and
the AS350B3 outperformed the 407 by flying to spraying. The helicopter delivery times also need attention.
about 200 lb up to about 7,000 ft. “The flies constantly between 100-hourly The Flitner Ranch in the US uses a
B3 is more like a Lama,” he says, “and inspections and hardly ever goes in for 407 for a cowboy adventure program and
starts to climb when you pull power. minor snags, although it has recently cattle ranching where the helicopter is
The 407 needs some time but with some been experiencing main rotor blade used to check on livestock and fences,
speed it also climbs very well. Our first delamination. “We are waiting for the scatter salt for the cows (50 lb blocks),
407 had low gear, no bubble window and reason from France; the blades had less transport ranch employees, conduct
with the mirror installed inside the nose, than 1,000 hours.” Nell says that while photo missions, carry VIPs and also
speed and the climb were fantastic. That he couldn’t fault the B3’s performance, transport program guests to high altitude
decreased when we installed the high the direct operating costs quoted by camps. “The helicopter has performed
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10-11,000 ft above sea level with heavy racing support and despite some initial which he feels causes noise cross-over
loads and at high temperatures,” says mechanical teething problems, describes between the sets and he believes an
Dave Flitner. “The cabin could be a the 119 as a ‘wonderful workhorse’. autopilot is essential if the helicopter is
bit more user-friendly and spacious Osment feels that experienced Eurocopter to be used for long distance flights or flies
– especially for people over six feet tall! pilots might take some time to adjust to busy profiles.
Eurocopter has done it and Bell needs to the 119’s heavier controls, but praised its
keep up, but the soundness and reliability rotor brake installation for its sensible Wrap Up
of the Bell makes this a non-issue and we placement and effectiveness of operation, In summary, my flight comparison
have had fabulous support from Bell.” describing it as, “The best rotor brake in of the three aircraft proved that it is
Andre Coetze from Henley Air in South the industry!” He also likes the ample very much a case of ‘horses for courses,’
Africa (who use the 407 for VIP transport) power of its PT-6 engine, stating, “Even confirmed by the fact that operators of
has been less happy with Bell. “Bell’s at maximum all up weight, at 35°C at each of the three types all seem satisfied
support and spares provision has been 5,800 ft, take-off power was not required that their respective machines met
particularly poor lately and definitely to get out of a confined area.” He found their expectations. As always, operators
needs addressing. We’ve also had a few fuel-burn improved with altitude, and need to assess their intended use for
niggling snags on the 407 that have been cruising at an average 68 to 70 percent a helicopter and then look at what is
irritating, including starter relays, oil torque achieved a three hour 45 minute important to them – range, performance,
leaks on the CEFA and main transmission, endurance (with 15 minutes reserve) and/or room – and the reliability (or
and main rotor blades not holding up to which was ideal for his positioning flights otherwise) of product-support. With
their ‘on condition’ status.” Coetze notes to Finland, Cyprus or Greece. the high quality of choices available
that Bell’s performance numbers were Osment did not like the Koala’s to customers, manufacturers will have
very accurate and at times better than cockpit seats however, and had to retrofit to listen to requests for reliable
expected, and comments, “The 407 is a the front seats with enhanced foam, “to product-support if they are to retain
fantastic platform for all our operations, make the comfort match the range!” He market share.
except for its limited boot capacity; it believes improvements in quality control The good news for operators is that
has superior performance and handling.” are necessary – especially concerning with the market being healthy, they can
Norman Osment in the UK operated non-mechanical items. He does not like look forward to all the manufacturers
the Koala for VIP transport and rally-car the mix of Garmin and King avionics, continually improving their products. n
s a f e t y FEAT U R E

Strike one...
You’re Out!
Despite years of awareness about the devastation
Careflight

caused by wire strike accidents, they continue to occur

all too frequently, claiming both lives and aircraft at

alarming rates throughout the world, but as

BOB FEERST explains, there is much that can be done

to mitigate the risks.

NZ CAA
Careflight

Careflight
this PAGE:
This Bell 206, which hit wires near
Wiseman’s Ferry, west of Sydney,
was the latest in a spate of wirestrikes
in Australia.

OPPOSITE PAGE:
TOP: The pilot of this Bell 206 that hit
wires while doing ag work in New
Zealand, became yet another statistic.
For ag pilots, wires are by far the
biggest danger they have to face.

middle: The latest wirestrike in

Australia added one more X to the
statistics database and was actually a
wire from the power pole to the ground
Careflight

that caught out this pilot. Because of

dense bush backgrounds many of these
wires are nearly impossible to see.
In the early 1990s, the frightening first was a new initiative to enlist the
frequency at which wire strike accidents cooperation of the utility industry and the BOTTOM: It’s a proven fact that the
were occurring in North America forced owners of other obstructions in marking
wires that are going to cause you to
the Helicopter Association International some of their more dangerous wires and
have an accident are the ones that you
(HAI) to react to the ensuing outcry from towers which were known hazards to
know are there. The skids of his UH12E
the public, federal regulators and the aviation. The second was an aggressive
helicopter industry in general. A study got caught in a fence when the pilot
training program targeting specific
that followed a congressional assembly segments of the industry and providing was taking off during ag operations.
bill in the state of California shocked meaningful training in the skills
the industry when it revealed that there necessary to operate aircraft safely in
were on average, two wire strikes a the wire and obstruction environments.
week in North America with one fatality Until then, training had little substance
occurring every 17 days. Furthermore, and usually consisted of showing the
the study established that the problem aftermath of a wire strike accompanied
was even worse than the numbers by a stern warning to be careful and to
suggested as many strikes never even “please watch out for the wires.”
made it into the statistical database. The problem became so severe that
The study proposed a two-pronged in 1992 the main theme of Heli Expo’s
approach to solving the problem. The International Convention in Miami,

53
ATSB

ABOVE: Low level flying has

inherent dangers. The wire most
often hit is the low slung single
wire earth return or SWER. Houses
and building are an obvious sign
there is likely to be a low
NZ TAIC

slung wire in the area.

right & opposite: This MD530F line patrol crews had developed a Too often pilots fail to develop the
hit high-tension powerlines near ‘culture’ or an unwritten science around relationships necessary to utilize the
Te Anau in New Zealand, killing the hazards associated with low level skills and abilities resident in their
all onboard. Even wires that pilots flight and how to manage the dangers. non-pilot crew members. Helicopter
know of will catch you out. This science consisted of a set of basic and fixed-wing operations differ
‘awarenesses’ that patrol crews had in that crew members, whether
to maintain at all times throughout patrolmen, police officers or flight
a flight. It was these awarenesses, or nurses, – are usually non-pilots. Crew
Florida, was the prevention of wire strike core skills, that became the basis for a Resource Management (CRM) is often
accidents. That year’s shocking statistics massive training effort launched in the overlooked or seen as not applicable to
revealed that 40 percent of all fatalities in early 1990s. The result was a dramatic those with a perceived lack of aviation
the US civil helicopter industry were the industry-wide decrease in wire and experience. This in an unfortunate,
result of wire strikes. obstruction strike accidents – despite a flawed mentality because the skills
Although every gravity-defying rapid increase in helicopter utilization in and awarenesses needed to prevent
machine is prone to the dangers of wire the same period. The training focused on a wire strike accident have nothing
strikes, helicopters are particularly understanding the wire and obstruction to do with aviation experience, and
vulnerable and susceptible as their environment from inside the aircraft, everything to do with a person’s
service to society demands that they and awareness of the traps waiting for knowledge of the hazards in the
operate routinely in wire-infested unsuspecting crews. environment.
environments. Helicopters have long Although the training proved very l Many non-flying regular crew
since proven indispensable in providing effective for more than a decade, many members in helicopters have a sound
services no other aircraft is capable of experienced pilots are now nearing understanding of the hazards involved
– services that society has come to expect retirement and in combination with with flight in the wire environment
and demand. training-program budget-cuts, the wire – at least as much knowledge as
As it turned out, it was the electric strike accident rate is soaring again. the average pilot has. Failing to use
utility industry that held the key Careful post-accident investigations these extra sets of eyes dramatically
to ‘meaningful training’ in the safe have shown that in almost every case, reduces the safety potential. In
operation of aircraft in the wire and the absence of one or more of these many post-accident investigations
obstruction environment. When basic awarenesses were significant in which surviving crew were able
compared with the rest of the helicopter contributing factors. to be interviewed, it was frequently
industry, its patrol crews had a The following is a simple outline the case that a crew member was the
significantly lower accident rate having of the core skills or basic awarenesses first, if not the only one, to identify
long since realized that a stern warning that flight crews need to have in order the hazard. Unfortunately, all too
by management to “watch out for wires” to operate safely in wire-infested often, those crew members failed to
was wasted dialog since most wire – 4.6 environments, regardless of the task ‘speak up’ because they had not
million miles of it in the US alone – is being performed: been trained to understand the
nearly invisible much of the time. l Wire and obstruction strike importance of their role as a part of
Out of necessity, professional power avoidance is a crew responsibility. the safety team.

54
 that you won’t hit any wires attached
to it. Although it might seem obvious,
unfortunately many wire strike
accidents have resulted from crews
failing to follow this simple common-
sense rule.
l A basic understanding of ‘visibility
science’ – or ‘what’, ‘when’ and ‘why’
the human eye is capable of seeing
is another vital core skill. Without
getting overly technical, the human
eye does not do a very good job of
seeing something with a low spectral
profile – like wire! Factors such
as a wire’s size, its composition,
background colours and textures,
lighting angles and intensity as well
NZ TAIC

as atmospheric conditions all affect

our ability to see wires in time to
l Building a ‘culture’ where everyone if they are to develop the kind of avoid them and this is all critical
onboard the aircraft has a voice as a situational awareness necessary to knowledge for anyone flying in a wire
crew member significantly increases predict the presence of invisible wires. environment.
the safety margins when operating Understanding how to ‘read’ the ‘line
at low level. CRM training for pilots hardware’ of utility structures is a Once crews understand these limitations,
with non-pilot crew has become core skill for low level crews. Once their knowledge needs to be applied
very popular in much of the world, crew members develop this rather practically to the problems inherent in
particularly in the utility and EMS simple skill, then a utility structure operating aircraft near wire. The key
industries whose decreasing wire- – something far more easily seen issue is that the visible characteristics
strike accident rates prove that it is than the frequently invisible wires of wire are never constant; visible one
working. surrounding it – will give ample moment, wire can disappear even as you
l Understanding how to forecast the warning of the likely presence of look at it.
presence of wire before it is visible invisible wires as well as their
to the eye is the next skill. A number direction relative to the structure. ‘Awarenesses’
of factors and circumstances can l Awareness of the need to cross over The following is a simple set of
render even the largest wires virtually the top of known structures rather ‘awarenesses’ for crews to keep
invisible to the naked eye. A basic than attempting to cross wires at mid- constantly in mind as they work in the
understanding of how power grid span is another essential precaution wire and obstruction environment:
systems and other wire-strung to take in order to avoid wire strike l Whenever your aircraft moves relative
structures are designed and built accidents. Crossing over the top of a to lines you are working around, the
is invaluable to helicopter crews structure is the best way to ensure visibility characteristics of those lines

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 can change, often dramatically. Many
wire strikes involve crews hitting
wires that they ‘know’ are there
and result from losing sight of this
awareness.
l Whenever a line changes direction
relative to your aircraft’s position, the
visibility characteristics of the line
can change dramatically.

NZ CAA

NZ CAA
l Whenever the light intensity changes,
even a little, your ability to see wire
can be greatly reduced. Past accident
investigations have revealed some
astonishing footage of wire going in
and out of view in just a few seconds
due to barely noticeable changes in
light intensity. Just a few passing high
clouds on a bright sunny day can
cause wire to disappear right before
your eyes.
l Atmospheric conditions such as
rain, fog, haze – even bright blue
sky – can have a dramatic effect on
NZ CAA

your ability to see wire. Probably the

most deceptive is blue sky as it has
the tendency to ‘hide’ wire made
of certain alloys such as oxidized approach or departure from an area top left & right: While patrolling
copper or oxidized aluminum. Crews they had previously recon’d. The effect one set of wires, the pilot of
must condition themselves to never of varying lighting angles discussed this AS350B didn’t see another
drop their guard in clear blue-sky above can be used to your advantage another set of wires which were
conditions; rather they should by making a complete orbital recon on a converging course. This crash
sharpen their awareness as a clear in which the changing light angles
resulted in one fatality.
blue sky (normally an advantage in throughout an orbit should expose
most flight regimes) does not offer the the locations of all the wires below
bottom: This wirestrike over the
same advantages in seeing wires. and give the crew a complete picture
Shotover River in NZ claimed the
l Visual illusions involving wires have of the hazards and their locations.
lives of everyone onboard this Bell
been responsible for numerous wire It only takes a few extra seconds to
206B. The wire was strung high
strike accidents over the years. Patrol do a complete orbital recon; by not
crews, long-line operators and fire doing it, you potentially sacrifice over the river and just blended
fighting aircraft have learned some critical information about the possible into the bush background.
hard lessons about the dangers of presence of wire below you.
optical illusions when operating in
close proximity to wire. It is important Collisions with Structures
never to judge your distance from a l Thus far we have focused on problems and see the often subtle, geometric
wire by looking only at the wire itself with wire. A common – and growing patterns in the environment that
– the lack of a relative background problem, however, is collisions might indicate the presence of an
from which to accurately judge with structures. Many structures, invisible lattice structure.
perspective or distance from wires particularly lattice structures, are
has fooled even the most experienced very difficult to see for the same There is plenty of evidence in the form
crews. Knowing that illusions are reasons as it is difficult to see wire. of lowered wire strike accident rates, to
prevalent and making a conscious Lattice structures, although often prove that operating in wire-infested
effort to constantly focus and refocus very large, can still be difficult to environments does not have to be a
on wire attachment points and other see under certain circumstances risky business, provided that crews
objects in your field of view are the and can be nearly as invisible as develop and adhere to a set of simple
keys to combating the dangers of wire. It is very easy to look ‘through’ awarenesses. A joint effort on the part
illusions. and not see a lattice structure as of obstruction owners to mark known
l Never enter an off-airport landing many accidents attest; pilots either hazards, and the aviation industry to
area without a complete 360 degree hitting the structure itself – or a wire train flight crews on the dynamics
reconnaissance of the LZ. There have supported by it – because they didn’t of flight in the wire and obstruction
been literally dozens of accidents see the structure. Crews must train environment, will go a long way in saving
involving crews hitting wire on an themselves to actively search out lives and keeping our industry safe. n

57
Russian
to the
Rescue
The Mi-8’s mighty muscle was called on to

evacuate five Department of Conservation

(DOC) workers trapped on Raoul Island

– an isolated volcano 587nm from New

Zealand – which erupted suddenly in March,

killing one DOC worker. With uncertainty

over further eruptions, a decision was made

to mount a long-range rescue mission.

ROB NEIL reports.

PHOTOS by NED DAWSON & ALEXANDER IVLEV

59
 above: Conservation Minister Chris The events of Friday 17 March this daylight to enable an aerial search for the
Carter (right) was on hand to meet year, provided a telling indication of what missing DOC worker.
the survivors from Raoul when they society has come to expect of helicopters Their journey was made somewhat
returned, and personally thanked and their operators, when, within half easier by having Grant and Qwilton Biel’s
Aircraft Engineer Alexander Ivlev an hour of the 8.20am volcanic eruption support from Heli Harvest’s Auckland
on Raoul Island, which tragically claimed base – the pair supplying flight-planning,
for his efforts.
the life of Department of Conservation navigation and performance information,
worker, Mark Kearney – New Zealand en-route communications and weather
above right: The Mil-8 has been a
helicopter company, Heli Harvest, was forecasting. In clear weather with a ten-
common sight in the Kiwi skies for
notified by DOC and placed on standby to knot tailwind to help them along at their
a number of years but is
evacuate the remote island. cruising altitude of 6,000 ft, it took the
more regularly seen with a load of rescuers four hours and twenty minutes
Even before receiving the official
logs underneath. word to go, the Heli Harvest team to reach Raoul Island.
began installing long-range tanks to Although the team was in constant
ER-MHH, one of their two Mil Mi-8MTV- (indirect) contact with the survivors on
1 helicopters, so that by the time New Raoul Island, there was understandable
Zealand’s Rescue Coordination Centre, concern about conditions at the island
which had assumed control of the and the possibility of further volcanic
operation within an hour of the activity. While all indications from the
eruption, officially tasked them with survivors suggested things had settled,
the job of rescuing and evacuating the the same volcanic unpredictability that
DOC team, they were well on the way to gave rise to the rescue being necessary
being ready. remained an ever-present concern for
It was a decision that had to be made all involved in the rescue.
because the geothermal activity on the There was thankfully no sign of
island was such that had they left the activity as the helicopter neared the
DOC workers overnight, they may not island. Pilot Alexey Ostapenko uplifted
have had anyone to rescue the next a couple of DOC personnel before
morning. immediately commencing a search of the
Had they left the By midday the helicopter had left its crater area, hoping to find the missing
Taupo base for the 55-minute flight north Kearney. The search continued for as long
DOC workers to Ardmore Airport. as the light allowed, although it seemed
The heavily-laden Mi-8 and its Russian clear from the start that there was little
overnight, they may crew of three (with a Kiwi co-pilot and hope for the missing man.
a New Zealand police officer also on With light and hopes fading, the
not have anyone to board), departed Ardmore at 1.18pm team landed to refuel the helicopter for
(accompanied by Piper Navajo, ZK-MJF, the long trip home – utilising stocks of
rescue the flown by New Zealander Warren MacKay). fuel that Heli Harvest has maintained on
The rescue team had 587 nm of open Raoul Island for the past 20 years to cover
next morning. ocean ahead of them – and a race against just such an eventuality as this. Sixteen

60
 210-liter drums of Jet-A1 later, and with of praise for the sturdy Mi-8. After
the how many DOC staff safely on-board, more than 12 years operating the Mil
the Mi-8 was ready for the flight home. (Heli Harvest was established in 1993),
The ten-knot tailwind that had shortened Biel says he continues to be amazed at
the outward journey – now a ten-knot its versatility and efficiency. Nothing
headwind – meant that it would be four else in New Zealand matches its cabin
hours and forty-two minutes before the size; the Mi-8 can be a virtually self-
helicopter was safely back at Ardmore. contained operation – able to carry its
Heli Harvest’s support crew were own ground support vehicle even. While
not the only ones waiting for the rescue Heli Harvest’s machines are primarily
helicopter to return. On the ground to heavy-lift workhorses, conducting
meet the returning survivors logging, fire fighting and construction
were New Zealand’s Minister of work throughout Australasia, the Raoul
Conservation and senior managers from Island rescue is indicative of the Mi-8’s
above: Bubbling mudpools, and the Dept of Conservation, along with a flexibility and perhaps helps explain its
heated water now spoil what was victim support team. global ubiquity.
once a quiet lake on Raoul Island. After more than ten hours’ flying for Newspaper and television reports
the day (and a significantly longer duty of such rescue missions fail to convey
period), it was too late for the helicopter the scale of the efforts by helicopter
crew to return home to Taupo after operators and crews – something few
delivering the survivors, but they were non-aviators could fully appreciate in any
glad to be back on the mainland where a case – but the lack of media ‘fuss’ merely
hot meal (courtesy of Blythe Biel) awaited highlights their professionalism. The fact
them. While disappointed that there had that no-one thinks twice about sending a
been nothing they could do to rescue the helicopter more than 1,000 km off shore
missing man, they were pleased with what when lives are at stake is indicative of
they had achieved in returning the other just how much helicopters have become
survivors safely home without incident. an integral and essential part of our
Heli Harvest’s Qwilton Biel is full social structure. n

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 by Nick lappos the last w o rd
their talents to make things happen. But Every time a helicopter cannot do its job
Government alone cannot do it. due to weather, the small niche in which
Government exists to protect, to we operate grows smaller and our industry
unify and to create incentives for shared suffers a little. Every time a helicopter
resources. It regulates and polices – its crashes in the night fog, another potential
interest primarily in safety and order. customer will find another way to travel
Responsibility for public protection and forget us forever.
dictates that Government takes a strong Small operability changes can enable
innovation role in infrastructure development, and whole new missions, increasing growth
good Government can unite disparate and profit, so operators – for whom small
stakeholders. Government control of changes in operating costs can make
It built our world. People fundamental resources requires that large changes in profitability – are critical
it helps lead innovation, of course, but to the success of infrastructure changes.
who grew up with 45RPM
creativity is not exactly a Governmental Without operator buy-in, infrastructure
records now use musical cell strength! products can fail from the start – witness
Industry (the makers of aircraft, the MLS landing system!
phones and flash JPEGS navigation systems and radios), Blended strengths and motives of
and MPEGS across the creates and manages technology, while combined Government, Industry and
competition encourages the technical Operators create more responsive and
globe with a few key strokes; change that allows industry to progress. durable products. Everybody pays up
Industrial profit pays for research front – operators provide aircraft and
CAT scans allow us to look and development, and here Industry’s pilots, Industry brings new products to
inside a living brain – to technical prowess outstrips Government the table, and Government measures
capabilities. Don’t think for a second the success and approves the outcomes.
‘watch’ it think. that Government ‘think-tanks’ invent Sharing resources spreads the cost of new
technology; Government pays industry development, and helps assure a tangible
to do the research – NASA signed the end result – be it an approach, an airway
checks, but the Space Shuttle is a system or a new heliport. With three
Rockwell Collins invention. partners all working together, the buy-in
Because of the need to work together from the start engenders consensus at
to create sales and inter-operability, every step. With this approach, technical
industry groups set the standards that progress in aviation could match
However, as technology grows in shape technical progress. Words like that of medicine, entertainment and
quantum leaps elsewhere, the instrument JPEG, MPEG, FAX, ASCII, and DOS are all communications.
landing systems that guide the world’s part of our technical language because We should start with a team of
aircraft to the ground continue to utilize manufacturers cooperated to define the OEMs, several operators and the FAA/
1945 technology – while pizza delivery environment in which their products CAA building a helicopter precision-IFR
vans have a more accurate, reliable and could all work together. In effect, Industry network around one city or oil patch – a
user-friendly guidance system resting builds the infrastructure to meet the comprehensive network incorporating a
in the GPS navigation systems on their public’s needs. new IFR route system, SIDs, and utilizing
dashboards! Still, we should be grateful Helicopter operators know exactly GPS with WAAS to provide precision
that airliners at least have instrument what they need in order to survive in approaches. Team-member-equipped
procedures to follow – helicopters have a world as competitive as Industry’s, aircraft could establish airways and
NO such instrument procedures to where pennies saved per hour can make approaches and provide the FAA with the
heliports; why not? or break their operations; but they data necessary to certify the system.
Perhaps it is because by law, the understand the safety imperative; a single WAAS would allow precision
FAA and the CAA define and control accident can cost them a year’s profit. approaches to heliports as well as to
airspace and procedures; they ‘own’ It is important for helicopters to be ‘feeder’ points in space. It would enable
the skies and they determine necessary able to land where they need to and narrow routes to be established within
infrastructure. when they need to, and so for helicopter 25 miles of landing points permitting
The Government in charge of operators, ‘necessary infrastructure’ approaches close to (but clear of) normal
innovation? Did ‘Government’ invent includes all-weather approaches to airplane IFR patterns, with helicopter
email? design, fund and build cell phone heliports, and takeoff procedures that SIDS and STARS for approaches
networks? invent television, radio and recognize helicopters’ abilities and which programmed into Flight Management
cinema, or develop heart valves, MRIs, do not artificially constrain them to meet Systems and using ADS-B for nav updates
CAT scans, and pacemakers? – No! Had airplane traffic patterns. Infrastructure, and comm links to allow flight following
it been up to the US Post Office to invent airways, approaches and routes are not – with satellite comms, if necessary – to
an email system, today we’d be sticking just future theory – they are determining assure low altitude ATC communications.
stamps to our computer screens! factors in operators’ economic survival. A All this technology already exists
Innovation occurs when the three missed approach or a helicopter grounded – my frustration knows no bounds when
main ‘stakeholders’ – Industry, Users and by weather is a reason for passengers I realize how little use is made of it to
Government – come together and blend or cargo to travel by some other means. improve our helicopter world! n

64