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M A Y

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 46
 ISSUE 46

cover: The Cyprus Police

C O N T E N T S
Air Wing’s Bell 412 is
kept busy over the summer
months fighting fires.

30

alan norris 22
42 54

r e g u l a r f e a t u r es cover feature: Multi-tasking in the Med

Cyprus Police Air Wing – not just your typical police air support
From the Editor 3 unit. ALAN NORRIS discovers a unit with an enormous
operational area, and an unrivalled diversity of roles. 22
New Products and Services 5
The Ice Makers
Legal Counsel – Fact and fiction
on workplace violence 13 They’re the specialist ice testing team at the US Army Aviation
Technical Test Center, and they fly regularly into icing conditions

Maintenance Update – Lubrication 15 that most pilots would rightly avoid. GREG DAVIS reports on
the team’s recent testing of Agusta-Westland’s AW-139. 30
Safety Column – Write it Down 17
action Station in Alaska
Flight Dynamics – The Rotor Blades 19 Hostile and extreme weather conditions are just a few of
the many challenges faced by the US Coast Guard Air Station

Personal Profile – Roy Knaus, based in Sitka, Alaska. TED CARLSON visits their operation
CEO Knaus Helicopter, St. Johann, Austria 21 and is impressed with the variety of demanding and risky
missions that are inherent in their everyday duties. 42
HeliOps Subscription Form 36
Rhino by Airmail
The Last Word – “Hey Kid, can you MIKE REID joins the Wildlife Rhino Capture Unit in Africa to get
give me a hand?” 64 a first-hand look at the crucial part helicopters are playing in
bringing back the black rhino from the brink of extinction. 54
 f r om t h e e d i t o r
I have some operators Annex 13 (Aircraft Accident and Incident
CEO
coming up for audits soon, Investigation) states in part, “The
Neville (Ned) Dawson
and in setting the scope accident investigation authority shall
PUBLISHER of the audit an interesting have independence in the conduct of
Cathy Horton by mark ogden
question was raised about the investigation and have unrestricted
the “competency of the regulator”. authority over its conduct, consistent
EDITOR
An interesting question and one that with the provisions of this Annex.”
Mark Ogden
takes some figuring out how to answer, Some States have the regulator and the
deputy editor especially as some non-aviation managers investigator being the same, which on
Rob Neil mistakenly believe that in having the face of it does not really meet with
operators “comply with the regulations,” the independence noted in the Annex,
US EDITORs
Aaron Fitzgerald these companies are “safe”. Because and some even delegate the investigation
Greg Davis many regulators are attempting to shift the operator involved in the occurrence!
compliance monitoring onto the industry Additionally, some have accident
legal EDITOR
or even onto customers of aviation commissions that make the separation
Robert Van de Vuurst
services (through their own standards between the judiciary and the investigator
european EDITOR and auditing practices), it seems there extremely fuzzy.
Sarah Bowen is potential for a serious disagreement So what’s the issue here? Well,
between what customers of aviation customers of aviation services need to
technology editor
services expect they will get and what understand that relying on the regulations
Nick Lappos
they actually receive. as the sole safety standard can be fraught,
safety editor ICAO has an agreed set of standards especially when other higher standards
Phil Croucher that are established in a series of Annexes. exist (such as ICAO or industry-based
These Annexes should form the basis of like those developed by the OGP); and
Maintenance editor
each signatory nation’s regulations. This if using auditors, I believe they need to
Russell Goulden
of course is an attempt to establish a ensure their auditing scopes adequately
ITALIAN CORRESPONDENT common set of standards and practices address issues such as the competence
Damiano Gualdoni for both intra and inter-national aviation. of the regulator. I am also a firm believer
Call me a cynic, but having seen how that while the regulations may form
scandinavian CORRESPONDENT
Rickard Gilberg bureaucracies work, and despite the the basis of “standards”, customers of
best efforts of many fine people working aviation services need to ensure that they
proofreader in ICAO, these Annexes are really a understand what they want – not only the
Barbara McIntosh
compromise among the signatory states. level of service required, but also the level
DESIGN Even so, States have a way out. Those of safety needed.
Graphic Design Services Ltd that don’t fully implement the standards Yet while some customers do dictate
are obligated to register their differences greater standards of service and safety,
PRINTING
with ICAO and despite this “out”, it is unfortunately they do not like to pay the
Print World
quite surprising how many do not go to extra for those higher levels. This does
EDITORIAL ADDRESS the trouble of registering their differences. nothing to encourage improvements
Oceania Group Intl Additionally, some of these differences in the industry and investment in new
PO Box 37 978, Parnell can have quite significant impacts on equipment and even encourages some
Auckland, New Zealand the aviation safety. For example, ICAO operators to fudge flying hours when it
PHONE: + 64 21 757 747
comes to maintenance. With the pressure
FAX: + 64 9 528 3172
on the helicopter industry associated
EMAIL with the high demand for services,
[email protected] ever-lengthening times for parts
and overhauls and pilot/engineer
WEBSITE
shortages starting to appear, those
www.heliopsmag.com
companies that are implementing

is published by Oceania Group Intl. on

improved standards, introducing
ntion Aviation
onve il
The C tional Civ
Contents are copyright and may not be reproduced Intern
a new equipment and paying proper
without the written consent of the publisher. Most 18 wages should be encouraged.
1 to
xes
Anne Anyway, enjoy this issue and
articles are commisioned but quality contributions
will be considered. Whilst every care is taken fly safe! n
Oceania Group Intl accept no responsibility for
submitted material. All views expressed in HeliOps
are not necessarily those of Oceania Group Intl.

n
nizatio
Orga
ation
ivil Avi
atio nal C
Intern

3
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new p r o d uc t s a n d se r v ices

Geneva growth aero relocates with parent – New helicopter

Geneva Aviation has told reb technologies composite
HeliOps that it has received
Aero Instruments, an FAA approved aviation instrument structures –
STC/PMA approval for a new
line of Modular Equipment
repair and overhaul facility, recently relocated from Dallas R&D cooperation
Love Field to the south entrance of DFW International
Racks designed for the
Airport in Bedford, TX. Aero Instruments now shares a
commences
206/407 and AS350/355. It
facility with their parent company, REB Technologies at their The Cooperative Research
also received approval of its
new location. Co-locating both companies has resulted in Centre for Advanced
Camera Control Mounting Box
REB Technologies relocating to a 45% larger facility which Composite Structures
for the 350/355. The Modular
accommodates 13 full-time employees (combined) and (Composites CRC) and
Equipment Rack offers a
convenient, lightweight and projected global increases in production, support and sales its new partners have
uniform equipment mounting for both companies. The new facility is an 8,000 sq ft building commenced the detailed
alternative that provides which will improve efficiency and streamline logistics for planning phase of their
operators with a safe and both companies who share the same executive management new three-year, AUD$10.3
dependable solution for team, and whose primary business is the modification of million R&D program to
securing up to 38 lbs of ENG aircraft instrumentation and displays to accommodate the support the emerging
equipment. Rated for up to use of NVG for both Mil-Spec and FAA approved STC aircraft. helicopter composite
50 lbs, the Camera Control structures industry centred
Mounting Box provides in south-east Queensland.
for gyro-stabilized camera
INDia oks copter service The leader of the industrial
control devices for Cineflex, team is Australian Aerospace
FLIR and other camera to boost tourism which is developing major
models. Consistent with Looking to boost tourism in the area around Ramanathapuram new facilities for helicopter
Geneva’s goal of providing in India, the State Government has given its approval production in Brisbane.
simpler and smarter to start helicopter services to connect important tourist Australian Aerospace has won
solutions, the Camera Control destinations. The State has directed the officials of the the Government’s AIR 87 and
Box has been designed to Tourism and Finance Departments, Collectors of Madurai, AIR 9000 programs for new
easily fold down, allowing for Ramanathapuram, Dindigul and The Nilgiris and other military helicopters, which
easy access and maintenance. stakeholders to expedite steps to create infrastructure for are substantially constructed
The company is also nearing operating helicopter services. Pawan Hans will operate from advanced composite
completion of its new center helicopter services from Madurai to Rameswaram, materials. The Composites
for development, engineering Kodaikanal and Udhagamandalam. Nearly 25 acres at a place CRC has worked with
and prototyping of newer, between Rameswaram and Dhanushkodi was identified
both the Queensland and
more advanced systems. The for establishing a helipad. Other facilities such as hangar,
Commonwealth Government
new engineering center will visitors’ room, ticket cabin, air traffic control room, rest
to obtain substantial support
replace an existing facility room for crew will also be established. Construction work is
under their respective
with completion and move planned to start in October. Private helicopter operators will
schemes known as the Smart
expected in July. also utilize the proposed infrastructure.
State Innovation Fund and
the Cooperative Research
Centres Supplementary
Funding Program.
The program is expected to
have the following major
AS-350/355 FAA/EASA Certified Mount outcomes:
• Improved techniques to
150 lb payload capacity,
manufacture advanced
including qualified payloads:
Cineflex HDTV, aerospace composite
FLIR Starfire series, structures for helicopters
Ultramedia series, • Novel and cost-effective
• All aluminum tube & billet LEO, Wescam MX-12 & 15, repair and maintenance
• Bolt together construction Gyrocam, Polytech, technologies for advanced
• No welds Taman & Spectrolab composite components
• Easy to install
Sold through Meeker Aviation, designed for helicopters
• Mount bolts directly to airframe
& mfg by AirFilm Camera Systems
• Install or remove in minutes • An advanced design
• Breaks down for easy transport and construct capability
• Mount weight is 44 lbs in composite helicopter
• Unobstructed view, excellent structures and
for surveillance, ENG or film work components
• Available in left or right
side configurations
PHONE: 604-644-1125
www.meekeraviation.com
5
 “Smart Aviation Solutions”

• Increases engine life 10 X

AS350/355 450 LB HOIST
• 96.7% installed efficiency
• Lightweight
• Low pressure loss
• Reduced drag

BK117 SAND FILTER • Electrically actuated power boom arm

• Ease of stretcher & person ingress
• Good skid clearance
• Facilitates difficult rescue missions

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www.airwork.co.nz Ph: +64-9-295 2100

Fax: +64-9-295 2106
new p r o d uc t s a n d se r v ices

DART News The Apical Emergency

Float System (EFS)
DART has advised HeliOps of a number of product has received FAA
Approval for
innovations it has made over the past month or so. Its
installation on the
affiliated partner, Apical Industries, has received FAA
R44 and R44 II. In
approval for their Emergency Float System (EFS) for the addition to the benefit
R44 and R44 II. EASA and Transport Canada approvals are of increased personal
pending. The Apical EFS provides a lightweight and easy to safety in the event of
install solution for R44 Raven operators who fly over water. an emergency water

The system is also suitable for installation on R44 Clipper. landing, the EFS will
allow the aircraft
The system includes two cylindrical forward and two
to be towed to safety
cylindrical aft floats, engineered to be mounted on float or
after an emergency
standard skid tubes, and a mechanically activated inflation water landing.
system. Each float is manufactured using a lightweight
urethane-coated nylon fabric equipped with inlet check
and combination manual topping/pressure relief valves.
Maintenance and overhaul requirements are minimal; certification. The company says that the crosstubes are durable
consisting of an 18-month inspection/leak and three year and robust and have been specifically engineered to withstand
inspection and inflation tests. The floats are replaced “on deterioration.
condition” and do not have to be returned to the factory for As improved safety continues to become an integrated component
recertification although an Apical recertification service is of all helicopter operations, DART and Cargo Net Innovations have
available upon request. added innovative Fire Resistant Cargo Nets to their selection. They are
Dart also received STC approval of the Heli-Utility-Basket constructed using 100% Du Pont 728 nylon netting, a high strength,
from Brazil’s ANAC (Agência Nacional de Aviação Civil), high tenacity, light and heat-stabilized material known for its low
designed for the AS 350/355 and EC 130. The company has shrinkage and retraction, fatigue resistance and adhesion properties.
told HeliOps that the basket: During the manufacturing process, the nylon is treated with
Granguard NF fire retardant to meet the requirements of the National
• Offers a practical solution for operators looking to
Fire Protection Association (USA), and has been tested in accordance
increase cargo capacity, without compromising cabin
with the UL 723 – Test for Surface Burning Characteristics.
space.
• Installation is quick and easy using either bolt on or
optional pip pin kits.
• It is designed to be LH/RH interchangeable, or operators
may choose to install one on each side of the aircraft for
added utility.
• Constructed from stainless steel with a high gloss,
scratch-resistant finish, and completed with a self
locking handle, the basket is ideal for operators servicing
contracts for heli-skiing and forestry services operations.

The baskets are available in different configurations

including:
• High Volume
– 200 lb load capacity. (L/W/H) 96”x23.5”x19.5”.
Weight 88 lbs (AS 350/355)
– 220 lb load capacity. (L/W/H) 96”x23.5”x19.5”.
Weight 120 lbs (EC 130)
• Low Volume
– 200 lb load capacity. (L/W/H) 57”x23.5x23.5”.
Weight 65 lbs (AS 350/355)

The Heli-Utility-Basket is also available for the A119,

AS350/355 (Lightweight Version), 206 series, 407, 205, 210, 212,
214, 412 and UH-1.
The company has also gained FAA and Transport Canada
Approval of Stainless Steel Wearplates & Wearpads for the
206/407 Round-I-Beam Float Skidtubes. The incorporation of
stainless steel wearplates and wearpads into the Skidtube
design will considerably minimize premature corrosion in
marine environments. Maintenance costs and downtime are
reduced by the increased landing gear inspection interval
from every 100 hours to every 300 hours.
Dart’s new 350/355 crosstubes have received FAA/EASA
Protecting the
engines of freedom.

Protecting the
engines of the world.

If you need effective engine protection, you need AFS.

AFS leads the industry with high-performance, engine inlet barrier filtration systems for
commercial and military propulsion systems. Our military systems are serving around the
globe and the results are impressive — increased capabilities and reduced operating costs.
The OH-58D Kiowa Warrior fleet has been accumulating significant operating hours in Iraq
under the harshest conditions, and their engines are reaching Time Between Overhaul limits.
A true testament to the value of AFS inlet barrier filters.
Wherever you find hard-working helicopters, you’ll find AFS systems. From the desert of
Iraq to the desert of Arizona, AFS systems are protecting engines, enhancing performance,
and delivering a range of benefits that help operators do what they do best.

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 uc t s a n d se r v ices

New ATP Tools Aviation Specialties awarded New helicopter

ATP has announced FAA Training Contract maintenance base
new time-saving tools
Aviation Specialties Unlimited has won a multi-year Specialist Aviation Services
available on the industry
training contract for Night Vision Goggle pilot training of (SAS) has opened its doors to
leading ATP NavigatorV
FAA personnel. The course will provide both initial and customers at its new Newcastle
solution. NavigatorV now
recurrent training to helicopter-rated FAA inspectors maintenance base this month.
offers faster access to
and pilots. The Gloucestershire-based
products and changes
ASU’s flight facility is located in Boise, Idaho and has group which specializes in
in their ATP libraries.
training areas that can vary from high desert, to rolling Part 145 maintenance for
Online reference links to
hills, to high mountainous terrain that match the private and commercial
selected manufacturer
geographical areas of Part 135 EMS operations nationwide. helicopter operators, has
websites provide for more
taken on the lease of a newly
comprehensive research
and information gathering. approved hangar facility at
Newcastle Heliport and will
The new LogIT tool means Joint venture in Zhangjiakou focus primarily on single and
users can maintain a record
of all documents used for Hiller will set up a plant in Zhangjiakou in North China’s twin turbines. It can provide
a specific aircraft or work Hebei Province, to produce civilian helicopters. Hiller and a ad-hoc maintenance services
order, save highlighted new Chinese aviation company have apparently agreed to for private owners, as well as
documents in HTML format invest US$15 million in a joint venture to produce civilian manage maintenance contracts
and keep it in one place light helicopters used for spraying pesticide, fighting forest for commercial operators.
so it’s easy to access and fires, rescue operations and other projects. Helicopter types currently
track. Users can also link Construction is expected to kick off this year and the plant covered by the company
to Form 337 online so they will begin working next year to produce five helicopters approvals include AS 355 Twin
are always current with in its first batch. The plant will reportedly be capable of Squirrel, Bell 206 as well as the
the FAA. producing 500 helicopters annually after three to five years. MD Helicopters range.
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new p r o d uc t s a n d se r v ices

Libyan Air New Jersey State Police SAR Second EC145

Ambulance helicopter for saving lives
Al-Zawia Educational Hospital Keystone recently delivered a S-76B to the New Jersey State Eurocopter has advised that
has opened the country’s first Police. It will be used for medivac while supporting the state’s West Penn Allegheny Health
ambulance heliport with the homeland security programs. Keystone has now delivered System recently received its
recent landing of the first (and provides maintenance support) three S-76s to the NJ second EC145. West Penn
helicopter ambulance. The State Police. The company converted the latest helicopter Allegheny’s Life Flight air
hospital emphasized that the from an executive transport to a full medical interior medical program currently
including sliding cabin doors for patient transport. The serves the community
heliport will help upgrade
aircraft also has command and control capabilities including within a 130 mile radius
the level of medical services,
a FLIR with full microwave surveillance down linking. An of Pittsburgh, PA, flying an
including being able to deal
AeroComputers mapping system and Technisonics FM estimated 2,500 missions
with all other hospitals within
systems round out the avionics suite. annually. West Penn Allegheny
the range of the ambulance
chose the Single-Pilot-
aircraft to provide prompt and
IFR-certified EC145s for its
best free-of-charge medical
services. Enhancement to Moving usable space within the
cabin, allowing two flight
Map system nurses to provide the highest
Flight Management Systems has developed a new feature in level of care to the patients
Denel gets the nod their Moving Map System that allows air crews to easily and they are transporting. The
quickly identify a fire perimeter without having to fly through EC145s will be used for air
Eurocopter has formally ambulance missions, inter-
the dangerous downwind smoke of the fire. The feature gives
certified South Africa’s Denel the crew an immediate readout of the area of the fire, and hospital transport and as a
Aviation as a Eurocopter- allows easy downloading of the fire footprint for evaluation flying intensive care unit. The
accredited maintenance, and planning on the ground. This feature will be included second EC145 delivered today
repair and overhaul facility with all new Moving Map Systems. Existing customers will is scheduled to be located at
for dynamic components on receive the feature at no extra charge with their subscription Life Flight’s base in Indiana,
Oryx aircraft. service annual updates. Pennsylvania.
 legal counsel

It is with a heavy heart that I write survey found that goods-producing

this column. I’m from Blacksburg, Virginia, industries had a higher percentage of
you see – Blacksburg High School Indians, co-worker workplace violence than did
Class of ’79 – and the utopian little service industries, for example.
by robert van de vuurst town in which I was so blessed to spend
HeliOps’ legal counsel columnist
l “Employees who are injured on the job
my formative years has been indelibly
by an act of workplace violence can sue
stained – now forever to be known and
immediately associated with the mass their employers and recover damages in

FACT AND FICTION murders at Virginia Tech. But in addition

to being a Hokie, I am also a pragmatist,
tort” – Mostly Fiction.
If someone is injured while “in the

ON WORKPLACE and out of this tragedy springs the

opportunity to share some insights on an
course and scope” of their employment,
more likely than not their sole remedy

VIOLENCE issue that any company should be aware

of – workplace violence. It’s certainly not
is going to be under the workers
compensation laws which, as most of you
aviation-centric, and I apologize for that. know, provide limited non-tort remedies
But it is useful nonetheless, and I’d wager in exchange for an almost-automatic
a fair sum that the events of this past recovery. There are certain exceptions to
week have led a lot of you to consider the this, but recovery outside of the workers
possibility of somebody “going postal” at compensation realm is relatively rare.
your company (and isn’t it a sad state of
affairs that everyone knows what that l “Employees who refuse to work, or

little term means without explanation). curtail their work, out of fear of workplace
Let’s take a look at some common violence cannot be fired under any
assumptions on workplace violence and circumstances” – Fact and Fiction.
separate the Fact from the Fiction. This situation can get really tricky
for an employer, so if an employee
l “Workplace violence incidents most often
occur between co-employees, and are not ever refuses to work under these
committed by third parties” – Fiction circumstances, call a good employment
(If one uses the term “violence” in the attorney before you do anything. In the US,
traditional criminal sense). A US Bureau OSHA, for instance, does not specifically
of Justice Statistics long-term study on state that an employee can refuse to work,
workplace violent crime determined that but an accompanying regulation arguably
workplace violence victims were accosted gives that right under certain limited
by outsiders 56 percent of the time, and circumstances. For those of you who have
a whopping 84 percent of workplace union shops in the US, the National Labor
homicides were committed by non- Relations Act gives certain employees
employee third parties. protection under certain circumstances.

l “Domestic disputes account for the Finally, don’t forget the myriad of

vast majority of workplace homicides” – “whistleblower” statutes that prevent you

Fiction. from retaliating against an employee who
According to the same study, only might complain about an act of workplace
three percent of workplace homicides violence. The details of these statutes and
resulted from a dispute issues go far beyond what I can set forth
between an employee and in this column, and each case will sit on
an ex-boyfriend, spouse, or its own facts so, again, don’t do anything
If you have an
significant other. Of those, without consulting an attorney.
employee that however, interestingly, it Finally, and if there’s anything we’ve
was the fact that of the learned from this tragedy, it is always
“worries you,” then do 28 “domestic” workplace be vigilant and observant. If you have
homicides during the an employee that “worries you,” then do
something about it. six-year period studied, something about it – employers are far
nearly all of them were from being hamstrung when it comes
committed by men coming to workplace safety, and even the most
to the workplace and killing their ex-wife
stringent privacy statutes will not prevent
or girlfriend, not the other way around.
a proactive move on your part if it’s
* Many thanks to my friend and partner, l “The incidence rate of workplace violence handled in the right way. So consult with
Jack Matchulat, who did the original work and
differs greatly by occupation” – Fact. your counsel early in the process, and stay
research on this topic.
A 2005 Bureau of Labor Statistics safe out there. n

13
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 safety column
Both situations highlight the that instead of the six hours it actually
fact that the whole of aviation runs took, a little over four hours should be
on trust, which should not be abused. used to fit in with the servicing schedules.
Although manufacturers do their best to These are not isolated incidents, as I’m
by PHIL CROUCHER help, it is the operator’s (and the pilot’s) sure you are aware. It is also common
responsibility to maintain accurate in some parts of the helicopter industry,

WRITE IT DOWN! records, such as entering defects at the

end of a trip rather than just mentioning
such as cattle-mustering, not to charge the
customer for positioning flights, which is
them to the engineer on duty who often fair enough (it’s done elsewhere too), but it

My last column concerned forgets to do anything about it and then is also very tempting not to mention it in
the aircraft is left to carry unrecorded the tech log as well, although the regulator
the putting of too much snags that shouldn’t be there. and investigator in Australia have made a
Similar to log books, the information valiant effort to get a grip on this by going
information into personal log
placed in the tech log is the only basis through the fuel records. It is a tribute
books. This one is about not on which engineers can do their work to the designers of those machines that
properly. It is after all the formal method they can take such punishment without
putting enough information
of communication between them and mishap.
into other documentation, pilots. If the hours are not put in correctly, One grey area is work that involves
the aircraft won’t get serviced on time. several short sectors, such as pleasure
such as technical logs.
Parts that are only stressed for a certain flying. It used to be (and probably still is)
number of flying hours may end up doing generally accepted that, assuming you log
much more than their allotted lifespan, as from first takeoff to last landing, you could
many R22 owners have found after lending deduct a third and put the remainder in
their machines to other operators. There the tech log as airtime. Although I used to
are many that will borrow a helicopter, prefer using a stopwatch, I found that it
fly the backside off it, then hand it back wasn’t all that far out. The FAA assumes
having accounted for only a few hours in that 10.5 percent of the operating time of
the paperwork. This is not only financial the R22 will be in auto-rotation, run-up,
fraud, but it is morally fraudulent and or shut-down, so if you use the standard
potentially life-threatening. hour meter activated by the collective,
There are many other examples. An the values recorded must be multiplied
AS 350D was collected in Peru which, by 1.12 with regard to certain life-limited
according to the paperwork, mysteriously omponents, such as the main rotor blades.
appeared in Canada having really flown Engineers however consider that wear
over 18 hours to get there! I once had to and tear is taking place all the time the
position a machine from the North of engines are running, and it is a better
Alberta to Calgary, and it was suggested procedure to log all that time in the tech
log. If you do this, you will find that the
machines don’t break down so often
and, consequently will probably help the
company bottom line better than trying
to put in the minimum time, because the
components will not be working so hard. n

There are many that will borrow a

helicopter, fly the backside off it, then
hand it back having accounted for
only a few hours in the paperwork

15
 4 ISSUE
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ICOPT
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 MAINTENANCE UP D ATE
can monitor engine wear from the low-to decreases as the particle size gets bigger.
high-tech. We will start with the simple For SOAP to be any use at all it needs
and work our way up. to be conducted in a scientific manner.
The reason being is that where the OEM
by RUSSELL GOULDEN CHIP DETECTOR requires SOAP tests or offers the test
Either by simple magnetic plug or a as a possible maintenance alternative
magnetic plug connected to a warning to other inspection or component
Pass That Lube Over... light in the cockpit, chip detectors give
us a simple picture of what we see on the
removal / disassembly, it is based on
a known sampling frequency, coupled
plug itself at maintenance, but they don’t with acceptable levels of metallic
Lubrication – a vital key to ensuring give us a sense of history or timeline concentration.
unless the results have been recorded A big advantage of SOAP is that it will
your aircraft stays in the air. into the appropriate log book. analyze all the metal elements found
The particles on the chip detector can in the oil including the NON-magnetic.
Without it, everything could come
be identified visually and it is experience Typically the metals being sought
to a sudden stop very quickly! and OEM advice that gives the observer could be as below, together with limit
an idea of the source metal. thresholds in parts per million:
Bright shiny hard
Whenever we place two metallic particles could most likely Metal Material Parts Per Million Typical Sources
elements next to each other and move, be bearing race, roller or Al Aluminium 10 ppm Gearbox, Inlet Housing
slide or rotate them, there will be friction. surface material, whilst Cr Chromium 5 ppm Power Turbine Shaft
This friction leads to wear; the wear dark hard particles are Cu Copper 05 ppm Bearing Cages, Oil Pump
likely to be gear or spline. Fe Iron 06 ppm Gears, Bearings, Liners
causes removal of small metallic particles
Ag Silver 05 ppm Bearing Cages
depending on the frequency, force and There has been a
Mg Magnesium 10 ppm
vibration levels between the two metals. trend in the past to use
( T HIS TA BL E IS FOR I N FOR M AT ION ON LY. NOT TO BE USED )
Of course an engine or transmission aftermarket “fuzz burners”,
designer can almost eliminate friction by which the pilot can activate;
the use of oils, greases or dry lubricants. these pass a small electric current The wear we find with a SOAP test
Additionally the oil can be used as a through the chip detector, theoretically is usually parts fretting or chafing away
coolant as it absorbs heat and then it burning any small or nuisance debris producing very fine particles in the oil
flows to a cooling system. away. This leaves the detector free to Some DOs and DON’Ts with SOAP
We are asking a lot of oils in modern show a light again in the event of more include:
gas turbine turboshaft engines found in debris and another chip light activation. 4 DON’T take a SOAP sample after changing
today’s helicopters: Some OEMs have now incorporated these the oil. It’s best to take it while the engine
• First, we have to lubricate the engine fuzz burners in new system detectors. is “used” and still warm, so any particles in
and all parts required by a pressure oil The above is all OK if the particles the oil will be in suspension.
delivery system. that the engine is producing are 4 DON’T pull an engine or transmission

magnetic. If they are non-magnetic, based on a first result unless obviously

• Second, the oil has to have good load-
correct – check all results and retest.
carrying ability. “There will be Chips Jim, but not as we
4 DON’T stir up the bottom of the tank when
• Third, we need to provide an oil know them”.
inserting the sampling hose as you may be
that is stable under the operating These will be floating around the oil
disturbing a large sludge concentration.
temperatures it will experience in its system until caught by the filter(s). As 4 DO make sure that the sampling hose
environment. If oils are taken beyond a rule of thumb as the particle size gets and equipment used are clean and not
their designed temperature range they smaller, the efficiency of this method contaminated from another use or source.
will be prone to carbon formation. gets less. To bridge the “gap” (pun 4 DO take the sample at the specified
This is not good as that in itself intended) we need another means of frequency.
leads to a reduction in oil flow, with inspecting the oil. 4 DO take note of exactly how many hours
a corresponding further increase in use the engine oil has done till sample

temperature. SOAP time; and you should know how many

liters of oil have been added during the
Now having given you a brief intro, (Spectrometric Oil Analysis Process)
sample period.
the Maintainer and the OEM want to This process uses Spectrography and
know how the engine is performing with very briefly involves the burning off of a With the above tests, and using a little
respect to internal wear; the Maintainer, sample of the oil and measuring the light “horse sense”, a Maintenance Technician
so he/she can carry out the required wavelength that is given off. Because can make accurate assessments of the
maintenance and know that there is every element gives off a different wave engine’s internal wear. Additionally the
nothing amiss in the engine, and the OEM length of light, the actual material can technician could take a further test at
for such things as engine life expectancy, be exactly identified, together with the any time he /she suspects something
warranty calculation, fleet analysis and volume, measured in parts per million. amiss – such as an unusual oil colour, or
possible life extension. We know what and how much!! smell of the oil. This is where the horse
There are two simple ways that we The SOAP measurement efficiency sense helps! n

17
 flight dynamics

In my previous column, we began to

examine those attributes that make
helicopters what they are, and see why
heli designers sometimes have trouble
by nick lappos
sleeping!
In this issue, we look at the rotor blade

The Rotor Blades – whose systems vary tremendously as to

the structure (metal or composite), airfoil
shape, number of blades, blade chord
(width), rotor diameter and rotor tip speed.
Rotor blades – something
The devilish trade-off is between the
often taken for granted by conflicting need for high-speed capability
and hover performance. To achieve best
pilots – but these involve high-speed maneuverability and reduce
retreating blade stall, the total blade area
some extraordinary design
(number of blades times chord) and the
and technology efforts. airspeed of the blade tip are selected to
get the maximum lift available. Often,
the designer will use increased tip speed lift, so the lift is more evenly distributed
to squeeze more lift from a rotor that has and less unevenly delivered to the
too few blades. That is why a two-bladed fuselage. Dynamics engineers laugh at
Huey has a very high tip speed (listen this explanation, but when they speak,
to the sound of a Huey slapping its way only Greek letters and calculus come out!
across the sky as the rotor tips are briefly A major influence on hover
supersonic!) Paradoxically, the greater the performance is rotor diameter, because
high-speed maneuverability, the worse the the rotor is most efficient when it moves
rotor is at low-speed hover performance, a vast mass of air to a slower downwash
since too much blade area and too much velocity in the hover. The greater the
tip speed robs power and reduces hover diameter for the gross weight (called disk
lift (since very wide blades use a very low loading, in pounds per square foot) the
angle of attack, but have high drag in the more air that is influenced, and very much
hover.) Hovering favors skinnier blades lower is the hover power required. This is
moving slowly, and high-speed wants a big driver on rotor design, and why the
many wider blades spinning quickly. The 800 hp H-19 at 8,500 lbs gross weight had
delicate balance of hover performance a rotor the same diameter as the 21,000 lb,
against high-speed maneuverability is the 4,000 hp Black Hawk!
designer’s dilemma. From the above factors, one can see
Often, the designer tries to select the that a light trainer helicopter, which needs
number of blades very pragmatically - it to be inexpensive to buy and operate,
is very difficult to package many rotor wants fewer blades, and so might favor a
bearings around a small rotor head while teetering or low-offset rotor. On the other
keeping the hinge offset fairly moderate. hand a large military helicopter might very
Therefore, great numbers of rotor blades well favor wide chord, multiple blades and
are usually seen only on large machines high offset rotors so that it has powerful
like the seven-bladed CH-53E Super controls and high combat maneuverability.
Stallion or the Mi-26. Systems with This discussion of the different detail
fewer blades usually weigh less, so that design points is never heard when one
the number of blades is often kept to a compares a fighter jet to a Cessna trainer
minimum, and the cost per blade usually because airplanes never allow themselves
favors fewer blades as well (since bigger to be lumped into one name. When will
blades cost proportionately less.) More helicopters earn different names for their
blades tend to be smoother at cruise different configurations to help avoid
speed, since the normal vibration of the confusion?
rotor head drops significantly with each In the coming issues - the fuselage
additional blade. One might think of it and landing gear, engines and
as if the greater number of blades each transmissions, anti-torque systems, and
deliver a smaller percentage of the total flight controls! n

19
 Roy Knaus personal profile
CEO Knaus Helicopter from the accident and also supports me as the

St Johann, Austria
chief of the ground crew - but he cannot fly
as he wanted before the accident. With Saskia
supporting me in the management role I’ll be
able to take over flight operations.
In 1994 Roy became the WHAT ARE YOUR PLANS FOR THE FUTURE?
youngest commercial I don’t intend to grow the company bigger than
12 helicopters, but we want to increase the

helicopter pilot in Austria. hours we are flying annually.

HOW WOULD A NEW PILOT START OUT

Tragically, three years later WORKING FOR YOUR COMPANY?
When young pilots apply for a job they first
he lost his father, founder have to work for a few months as a member of
ground staff. This way they learn to understand
of Knaus Helicopter gmbH, the jobs, get used to the places, and meet the
customers. We have had very good success with
in an accident and has this system and I think that it works very well
operationally and is also good cost-wise. Once
since taken on the role they have done well working as ground crew for
a while they get either a rating for a Lama or B3
of running the company. in order to perform ferry flights for the company,
or alternatively they can go on to obtain these or
Today the company has other ratings at their own expense.

a fleet of 12 helicopters DO YOU TRAIN YOUR PILOTS IN-HOUSE?

I had some bad experiences in the past with
operating out of three giving pilots their ratings, and thus I would
rather have them pay for their first rating
This meant I was left to run the company on
locations in Austria, my own. At that time I did not yet have enough
themselves. We don’t really do training in-
house, as we prefer to send them over to the
flight experience to take on all the work, such
and Roy’s vast flying as external cargo by myself, so I hired in some
manufacturer or to a good training facility. For
advanced long-line training we even send our
new pilots. After the accident we only had one
experience has taken the Hughes 500D and one MD 520N left, so I bought
pilots abroad to gain experience.

two Lamas, a Bell 407, and later an Agusta-

company from strength to Bell 212. It emerged recently that my father’s
WHAT ARE THE ADVANTAGES IN SENDING
YOUR PILOTS ABROAD?
accident had been caused by a maintenance
strength. failure from a third party maintenance shop.
I like to send my guys to another school in
another country so that they don’t develop too
narrow a view of training in the same place and
WHAT IS YOUR FLEET TODAY?
by the same people. We have introduced a new
We have one Bell 204B, two AS 350 B3s, two AS
system whereby we send our young pilots to
355Ns, two AS 355Fs, two SA 315B Lamas, two
Canada for long-line training on a Bell 47 with a
MD Explorers and an MD 520 NOTAR.
HOW DID YOU GET INTO THE HELICOPTER piston engine. Although here in Austria we are
INDUSTRY? HOW MANY HOURS DO YOU HAVE AND operating high performance turbine-powered
It was through my father, who started flying ON WHICH TYPES? helicopters, when moving heavy loads you have
at the Austrian Air Force. After eight years he By next year I’ll have logged 5,000 flight hours. to fly just as smoothly as you would do with a
left and started to fly for a private company This year I turned 30 and by my next birthday I low-power, heavy piston. At the same time those
called Heli-Austria in Salzburg. He also flew in should hit another record for being the youngest pilots benefit from mountain flying training
Spitzbergen, Ethiopia and Surinam for them as in this country to have 5,000 hours. This is in Canada. They also learn about weather and
it was a sister company of Heliswiss. In 1981 my probably not all that special in other countries, decision-making from other pilots, get used to
father moved to Heli-Air and in 1983 he flew but it certainly will be for us in Austria. I hold operational limits, flying up to altitudes of up to
Pope Jean Paul II in a Bell 212 through Austria, ratings on all the types in our fleet, as well as the 12,000 ft and much more.
which led to him get the nickname Pope-Pilot! AB 212 and 412, Bell 205 and 407, ALIII and R22.
Shortly afterwards he founded his own company, WHAT ADVICE WOULD YOU GIVE TO YOUNG
starting with a leased Hughes 530F, buying his WHAT KIND OF FLYING DO YOU DO? PILOTS TRYING TO GET INTO YOUR LINE OF
first 500D in 1985 and later growing to three Our operation is mainly aerial work, long-line, WORK?
500Ds in 1989. Whilst attending my business construction, flying supplies in the mountains, Personally, I would recommend young pilots to
school in 1992 I obtained my private helicopter and EMS. Besides that, we also operate VIP flights take some long-line training before they apply
pilot’s licence (PPL) in California. I went on to and TV and cinema productions. We recently for a job doing what we do here, so those guys
do a turbine transition and also got the PPL, and flew with Paris Hilton, and we have done work would have an advantage over all the other
two years later I was the youngest commercial for movies where they have used up to three or applicants. On the other hand, I know how
helicopter pilot in Austria. four of our helicopters at once. expensive it is to obtain a license and to invest
the necessary money in getting the ratings - it is
SO WHEN DID YOU GET INVOLVED WHAT ARE YOUR ROLES IN THE COMPANY a very hard road for young pilots and they need
WITH THE COMPANY? BESIDES FLYING? some kind of luck to progress from one job or
My father died in an helicopter accident in I am also CEO, but since this year I have my opportunity to the next, and to build up enough
1997, and my brother was seriously injured, so fiancé Saskia to support me in the management hours to be attractive to companies doing
he had to stay in hospital for a very long time. of the company. My brother has partly recovered commercial flying. n

21
c o v e r f e at u r e
 At first glance the Cyprus Police Air Wing may sound like a

typical police air support unit, but look a little closer and it soon

becomes obvious that the unit is anything but typical. With an

enormous operational area and a diversity of roles, this is no

PHOTOS by Alan Norris ordinary operation, as ALAN NORRIS discovered recently.

 top: The Air Wing has been
a department of the Cyprus
Police, headquartered in
Nicosia, since 1960.

above: The lakes and dams

of Cyprus provide water
during the fire-fighting
season.

right: SAR is a major part

of life for the Air Wing and Military commanders have long the west on the boundary with Greece,
they always carry a rescue recognized the importance of Cyprus, and close to Rhodes and Crete, the Cyprus FIR
swimmer and winchman as as a result this Mediterranean island has stretches up to Turkey in the north, all
part of the crew. been fought over throughout the ages by the way to Syria in the east, and down
the great and powerful civilizations of the the coast to Lebanon, Israel and Egypt.
world. The Persians, Egyptians, Romans, It remains the largest FIR in the eastern
Byzantines, and Ottomans have all spilt Mediterranean.
blood over Cyprus. The British entered the Cyprus gained independence in 1960
fray in the late 19th century, occupying and with it inherited the FIR. The British
the island in order to better watch over its retained two “Sovereign Base Areas” in
sea routes to India via the Suez Canal. the fractured but newly independent
In 1940 the British built the first Republic of Cyprus, and search and rescue
airfield on the island at Larnaca, and within the FIR was still the responsibility
after the Second World War established of Britain. That responsibility was
the Cyprus Flight Information Region borne by the RAF’s No. 84 Squadron,
(FIR), covering 17,600 sq km. Starting in stationed at Akrotiri in the west, until

24
1995 when Cyprus took over the SAR second in Larnaca. If that was not enough
duties within the FIR. for any unit to undertake, since 2000 the
The Cyprus Police Air Wing was Cyprus Police Air Wing is also responsible
established in 1990 with two aircraft – a for fighting fires across the island.
Bell 412SP and an Islander BN-T2. This In its SAR role the unit is on call
was followed seven years later by the 24 hours a day, although the current
arrival of a second helicopter, a Bell 412EP. facilities have no provision for the crews
All three aircraft are IFR-equipped and to sleep over. Once the call from the RCC
are fitted with the same basic equipment: is received, the Islander is usually the first
a weather and search radar, marine aircraft to be sent out, as the aircraft’s
and police radio, loud hailer, Nite Sun endurance enables it to act like an air
searchlight, and one of the earlier model bridge between the location and the base.
FLIR systems. Both helicopters have a The Islander can relay information back From the very start of
hoist fitted – the 412SP internally and the after locating the casualty and assessing
412EP externally. the emergency before committing the SAR operations the
Based at Larnaca Airport, the Police helicopters. From the very start of SAR
Air Wing is responsible for controlling operations the unit has not tried to
unit has not tried to
the territorial area of Cyprus, with the re-invent the wheel, instead adopting
unit supporting the police in the whole and adapting the methods of other SAR
remit of their operations – highway organizations around the world. The unit
re-invent the wheel,
patrol, tracking thieves, air cover for is happy to follow any good example
the drug squad, and frontier patrol. of SAR practice and this has resulted instead adopting and
Combating activities such as terrorism, in an eclectic mix of rescue styles and
drug trafficking, smuggling of contraband equipment modeled upon the USCG and adapting the methods of
and illegal immigration also falls within RAF, to name but two.
this primary role. The Wing’s secondary The unit is also unique in that it is one other SAR organizations
mission is SAR, and there are two Rescue of only a few police air support units that
Coordination Centers (RCC) – one at operate using NVGs, although they were around the world.
Akrotiri which controls all military flights initially accused of changing their role
to the British Sovereign Bases, and a to a military one when the goggles were

25
 Summer is a busy fire season in
Cyprus. Captain Andreas Loannou
approaches the waters of Lefkara
Dam to take on another water load.

26
 Mixing fire-fighting, SAR

and police work during

the summer months is

normal practice for the

Air Wing.

top left: Normal operations require

a four-man crew with a mechanic on
hand to fit any external equipment
before flight.

left: All Cyprus Police Air Wing

aircraft are IFR-equipped and are
fitted with the same basic equipment:
a weather and search radar, marine
and police radio, loud hailer, Nite
Sun searchlight, and one of the
earlier model FLIR systems.

above: Superintendent Marios Pouras

is the first pilot to be assigned to the
post of Commander for the Cyprus
Police Air Wing.

introduced. Used in SAR and fire-fighting, helicopters with a crew of four – a pilot,
NVG use is limited to only very serious co-pilot, rescue swimmer, and a hoist
incidents – typically at the water pick-up operator. The hoist operator is also the
point during fire-fighting, but not when crew chief and in charge of the cabin.
on the scene of the fire as there is usually As one would expect, the Air Wing’s
enough light generated by the fire. busiest time is in the summer at the peak
“It’s a big plus to safety,” explains of the tourist season – but an increase
Superintendent Marios Pouras, the unit’s in rescue missions comes not from
Commander. “We do not have auto- visitors to the island, but from cruise
hovering and [the NVGs] have greatly ships passing by Cyprus. Evacuating
increased our safety margin, [making] heart attack or stroke victims from these
it less hazardous when we’re picking up liners is the most common task that the
water and when en route to the fire. They crews perform, followed by assisting with
are a great help during SAR missions as scuba diving accidents. The helicopters
well,” Pouras adds. have even taken fuel or batteries out to
The unit always operates the marooned pleasure craft.

27
 Wing will move into a new phase of its
development when it moves into a new
hangar facility and takes delivery of two
new Mi-172 helicopters. Manufactured
by Kazan Helicopters, the primary role of
the Mi-172s will be fire suppression, with
SAR as a secondary role. Both helicopters
will have a minimum water-carrying
capacity of 4.5 tons, an external hoist, an
underslung hook, and a rear ramp. On the
flight deck, the Mi-172s will be fitted with
Honeywell’s Electronic Flight Instrument
System (EFIS), which includes the Primus
II Integrated Radio System, VG14/DG14
Attitude and Heading Reference System,
P700 Color Radar, and the DFZ-706 Flight
Director System.
External fuel tanks will extend the
helicopter SAR capability into the whole
of the FIR, and the Cypriot Government
is about to open another tender for two
In the winter months the seas can – if a doctor is needed, the crew pick one medium range helicopters purely for SAR,
become quite rough and the unit is often up from the nearest hospital. with delivery aimed for 2008.
kept busy recovering injured fishermen. The Wing’s roles are many and varied; The unit has flown over 16,000 hours
Winter also brings snow to the Troodos recently it was asked to monitor the large and carried out 1,266 missions since 1990
mountain range, which occupies most of oil slick created by the Israeli bombing and the role of the Cyprus Police Air Wing
the south-western part of Cyprus. With of a Lebanese oil tank during the recent has developed and grown continuously
the snow comes skiing and car accidents. conflict, with the Islander flying out on a since its conception. With a new base and
The helicopters do not carry paramedics daily basis to track the slick’s progress. new helicopters this year, the unit sees a
and see themselves as just an ambulance In April 2007 the Cyprus Police Air bright future for itself. n

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For more than 30 years the specialist ice testing

team at the US Army Aviation Technical Test

Center, the “Army Icers”, has regularly flown

into icing conditions that most pilots would

rightly avoid. With an unparalleled safety

record and a one-of-a-kind JCH-47D Chinook,

the Army Icers are now more in demand than

ever. Greg Davis reports on the team’s recent

testing of Agusta-Westland’s AW-139.

PHOTOS by greg davis

 An AW-139 moves
in to an ice cloud
created by an
JCH-47D Chinook.

An AW-139 flies in icing

conditions created by a
JCH-47D Chinook of the US
Army near Lake Superior
during a test mission.

32
The Agusta-Westland AW-139 with the HISS because it’s unique. It’s An AW-139 flies near the shore of
helicopter is in the final phase of “cold the only ice spray system existing in Lake Superior in the United States.
blade” icing tests as the manufacturer the world.”
progresses towards obtaining limited By contracting with the US Army
icing certification from the European for the use of the Army Icers, AW has
Aviation Safety Agency. To obtain this essentially purchased the best test and
certification, the AW-139 must be flown evaluation equipment and crews that
into both artificial and natural icing money can buy.
conditions to verify flight characteristics “It’s not just a question of money, but What makes the Army
and to establish flight limitations and of time,” says Bellussi. “With natural ice
go/no-go parameters for the type’s future we run the risk of chasing conditions over Icers’ unblemished
operations. Icing conditions encountered many years. We need to have a system
during testing closely reflect actual that verifies function. With HISS we cut safety record even more
conditions in the North Sea, foreseen as drastically the development time. Natural
one of the primary duty locations for the ice is where we demonstrate (function) for
remarkable is that they
AW-139 in the off-shore oil field support final certification.”
role. Agusta-Westland has contracted The US Army has used the HISS
with the Army Icers to complete the tests. system for over 30 years and has
work to purposely put
As the manufacturer pushes ahead unmatched expertise recognized the
for certification, its approach can only be world over. As this is the first time AW aircraft into dangerous
described as technically and financially has worked with the Army Icers, Bellussi
sound. According to Enrico Bellussi, says his team has had a lot to learn. “[But] icing conditions
the AW engineer responsible for the Ice it’s been a very positive experience,”
Protection System on the AW-139, Agusta- he adds, and the Army team has been – conditions that most
Westland is working with the Army “extremely cooperative ... teaching us
Aviation Technical Test Center and its about icing.” pilots in their right mind
specially modified JCH-47D Chinook to The Army Icers are a specialized
save time and money. The overall system group from the US Army’s Aviation
would avoid.
used to make ice is called the Helicopter Technical Test Center at Fort Rucker,
Icing Spray System, or HISS. “We work Alabama. To actually make the ice that

33
gives the group its name, a JCH-47D unblemished safety record even more HISS system since the program began.
Chinook helicopter is employed – the ‘J’ remarkable is that they work to purposely The first aircraft was the JCH-47C 68-
denoting a permanent modification to the put aircraft into dangerous icing 15814 and the second was the JCH-47D 84-
airframe. The US Government considers conditions – conditions that most pilots in 24159. The current JCH-47D was converted
this helicopter a “national asset” because their right mind would avoid. for HISS operations in 2004.
it is the only one of its kind in the world! JCH-47D, serial number 90-0180, is HISS modifications are apparent even
What makes the Army Icers’ actually the third aircraft fitted with the to the uninformed observer because the
test equipment is painted bright orange.
The orange double-trapeze that creates
the spray below the aircraft is locked in a
safe position beneath the fuselage when
not in use and while the aircraft is on the
ground. Once the Chinook is airborne,
the trapeze is hydraulically lowered and
mechanically locked into position. The
lowered trapeze has little impact on the
overall flight characteristics, according to
one of the test pilots, Marty Anderson.
The largest component of the ice-
making aircraft could be easily missed
because it’s hidden from view. Squeezed
into the fuselage is a 1,800-gallon
water tank, which takes up almost the
entire volume of the JCH-47’s cargo
compartment. This tank supplies water
to the special trapeze that swings down
and below the aircraft in-flight. Water
droplets are released through 97 nozzles
distributed on two crossbars. The size
of the droplets and rate of flow can be
precisely adjusted from inside the aircraft
by a Flight Test Engineer (FTE) to produce
the icing conditions sought for the test.
A full tank of water takes the aircraft
to within a few hundred pounds of its
absolute operational weight limit. As
safety is a major consideration for all
involved, there are three different ways to
release the water carried in the tank. The
first is through the HISS double-trapeze
using the maximum flow rate. This takes
over five minutes and would be used
when the aircraft doesn’t have to set
down immediately. The second method
is through two manual release valves at
the aft end of the tank. This takes two to
three minutes to drain the tank. The third
and most immediate way is through an
emergency dump door that releases the
entire contents of the tank in a matter
of seconds. Should an emergency arise
that prevented the trapeze from being
hydraulically retracted before the aircraft
landed, it can be forced up during a roll-
on landing.
If it weren’t for the large intake and
exhaust pipes protruding from the left
side of the forward fuselage, another
important HISS modification might go
unnoticed. The intake and exhaust ports
are associated with two auxiliary power
 above: This JCH-47D is a one of a kind
aircraft because of the extensive modification
called the Helicopter Icing Spray System (HISS).
Parts of the HISS are painted orange to denote
their ‘test’ function. Inside the aircraft is an
1,800 gallon water tank that supplies
the system.

above left: Kimberly Hanks, a Dept of the

Army Civilian Flight Test Engineer working for
the US Army Aviation Technical Test Center,
looks over paperwork at a test station in-flight.

left: The morning brief takes place around a

large planning table inside the hanger offices
at Duluth, MN with personnel from the US
Army Aviation Technical Test Center and those
from Agusta-Westland.

If it weren’t for the

units (APUs) used to keep the water system mounted beneath the JCH-47D.
piped through the trapeze from freezing. Much like a modern refueling tanker, this large intake and exhaust
Because the JCH-47D must fly in sub- system of red, yellow and green lights
freezing temperatures, the pipes that allows the pilots in the test aircraft to pipes protruding
make up the trapeze are actually filled fly in the optimum position behind the
with hot air produced by these two APUs Chinook. The lights resemble a three- from the left side of
to keep the water in its liquid state as it lens traffic light, and may in fact be just
flows through a smaller, internal piping that, mounted horizontally against the the forward fuselage,
system. These two APUs are in addition to underside of the aircraft.
the single APU that powers the aircraft’s One of the Flight Test Engineers in another important HISS
mission systems. the rear compartment during the mission
Another important modification to we are on, DAC Ken Barnes, dials in the modification might go
the Chinook is an otherwise obscure preferred distance (130 ft) on the radio
panel above the rear cargo-loading ramp altimeters to put the AW-139 in the icing unnoticed.
and door. This panel holds a pair of radio and safety sweet spot. The optimum
altimeters that are tied into the signaling distance is 130 ft behind the JCH-47D,

35
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or about 150 ft from the point where the
water is released from the trapeze. Too This Chinook, from the
close, and there’s an increased chance of US Army’s Aviation
running into water that has yet to freeze, Technical Test Center
plus the cloud of ice hasn’t yet fully flies with the HISS
formed. Too far back, and the ice cloud in the deployed
has diminished and more time must be position and making
spent in the air. Stylized vinyl letters on ice at altitude over
the panel read, quite appropriately, “Ice, Minnesota.
Ice, Baby!”
A typical icing mission could best be
described as one of meticulous planning.
This planning usually starts by reviewing
the weather forecast late in the day prior
to the mission. Once it’s determined
that conditions are favorable for the test
points sought, a briefing time – usually
0 Dark 30 – is set for the next morning
at the operations hangar located at the
Duluth, Minnesota, airport. The briefing
takes place with all concerned gathered
around a large table and is led by the
mission director, Lynn Hanks, and his
equal on the Agusta-Westland side, Nigel
Talbot. During our visit Hanks leads
each meeting with a strict concern for
meeting mission objectives – but, more
importantly, safety. It becomes clear
from an outside observer’s point of view
that testing unproven aircraft in icing
conditions isn’t something anyone takes
for granted.
After determining the mission
parameters, with input also coming
from Jim Correia, the US Army Test Pilot
assigned to fly in the AW-139 as an Army
representative for the tests, and Enrico
Bellussi of AW, everyone breaks off to
prepare themselves and their respective
aircraft for the mission.
In most cases, the aircraft are paint scheme. All of the reconnaissance
mission-ready, as maintenance is mission equipment has been removed
performed after each mission. Now the and replaced with sensors capable
people have to prepare themselves for the of detecting and measuring specific
If the test conditions are
mission. This is relatively easy for those environmental conditions – ice included,
operators who will be in a pressurized of course. A Flight Test Engineer monitors
to be accurate then the
cabin like that of the JRC-12G. For those the equipment and conditions at a
flying in the JCH-47D it takes a bit longer workstation in the aircraft’s cabin. Once key element is to find an
as everyone, especially the two flight test the conditions sought for the day’s tests
engineers who will work in the back with are found, then and only then will the area with temperatures
an open ramp and door, puts on thick, other two aircraft, the JCH-47D and AW-
heavy coveralls, gloves and winter-weight 139 (test article), even start their engines. that not only match
boots. Most also put chemically activated For the tests in Duluth, the best area
warmers in their gloves and boots to help for testing icing conditions seemed to those desired, but that
fight the extreme cold. be either near the western shore of Lake
The first aircraft to launch is the JRC- Superior or southwest of the city near the
12G, an airframe that in its former life ice-shelf covering the semi-frozen bay of
can be sustained over
flew reconnaissance and exploitation the lake. In most cases the pilots flying
missions for the US Army in overall C-12 take the aircraft directly to one of
an extended distance.
grey paint. Today, the aircraft wears a these two spots, put it at the prescribed
smart orange and white “Navy style” altitude and into the conditions they seek

37
 The first step in this process is to
hydraulically lower and mechanically
lock the trapeze into place below the
Chinook. Once water starts flowing, the
JRC-12G positions itself in the ice cloud
and uses its onboard sensors to verify
the conditions before allowing the test
article to move into position. While the
test article moves into position, and
throughout the icing test, the JRC-12G
acts as both a safety chase plane and
a photo platform, shooting high-speed
photo and video of the operation. (A
bright yellow dye is added to the water
to aid in the visual and photographic
identification of ice build-up.) As each test
flight looks very similar to the one before
it in photo/video documentation, a simple
way of telling the missions apart is done
by simply taping an 8.5x11-inch piece of
so the sensitive equipment being operated conditions are to be accurate then the paper carrying the mission number to the
by a third crewmember, the Flight Test key element is to find an area with cabin windows.
Engineer, can verify them. This takes temperatures that not only match those The most remarkable thing about
time in some cases, but the experience desired, but that can be sustained over an the Army Icers, or ATTC in general,
of the icing crews and familiarity with extended distance. is the high level of experience each
the local weather patterns allow them to If the test is to be conducted using ice team member brings to the mission.
quickly find the conditions they want. from the HISS system, then the JRC-12G Approximately 90 percent of the ATTC
Natural icing depends, obviously, will wait in the area for the JCH-47D to roster are civilian employees with a
on being able to fly through clouds arrive and then instruct its crew to start military background. These civilians are
long enough to build up ice. If the test making ice. either Department of the Army civilians, ➤

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 known as DACs, or outside contractors of initiative in the turning of a popular
employed to support specific programs. saying on its head: “If they come, we will
Most of these employees have extensive build it”. Ultimately, however, JCH-47D The author wishes to thank the
military backgrounds and the associated 0180 was modified and has been busy following personnel for their
operational flying that comes from military every season since. assistance in the preparation
service. Some are military test pilot school Some of the aircraft tested with the of this article:
graduates and have a wealth of experience HISS JCH-47D over the last few years
in that capacity as well. All told, the level include the C-17A Globemaster III, EH-101 ATTC: Col Sullivan, ATTC
of experience in ATTC well surpasses that and S-92.
Commanding Officer, LTC
of the civil sector and is a step above other A one-of-a-kind asset and program
military test organizations. with highly skilled, experienced
Douglas Miller, ATTC Executive
Worn proudly by virtually every engineers like those associated with Officer, “Butch” Wooten, Maj
member of the Army Icers is a patch the HISS will surely be in demand for Todd Buhr, Marty Anderson,
designed by aviation artist Hank years to come. In fact, there will likely be Lynn Hanks, Paul Reynolds,
Caruso celebrating the HISS program’s more programs than they can support, Kimberly Hanks, Ken Barnes,
30th anniversary (in 2003), which has as demands from the civil and military
Jim Correia.
“ITCWWBI” stitched into the patch. There sector increase with the fielding of new
is, of course, an interesting story behind aircraft and systems.
Agusta-Westland Helicopters:
these letters, as those closely involved The HISS portion of the AW-139 test
with the HISS program reveal. It appears program wrapped-up on March 17, 2007. Nigel Talbot, Enrico Bellussi,
there wasn’t always a high level of Agusta-Westland expects to finish its Grimaldi Gianluca and the rest
enthusiasm and command support for the natural ice tests by mid-April 2007, but of the AW-139 maintenance
HISS program. In fact, it seems there was it will be back soon. “We are extremely and support team.
a point in time where the components happy with HISS,” concludes Bellussi.
for the HISS system were removed from “We are absolutely convinced that this
Ft Rucker: Charles “Chuck”
JCH-47D, serial # 84-24159, and little is a good strategy to arrive at testing
Widener, an outstanding Public
emphasis was put on modifying the next certification, shortening time and costs.”
HISS aircraft (0180) as there appeared to Bellussi finishes by saying that AW Affairs Officer.
be a lack of customers. The commander intend to use HISS to develop the full ice
WECO HeliOps
at the timeadisApr05.fh8 3/3/05 for
remembered 1:46his
PMlack
Page 1 configuration of the AW-139 next year. n
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South-east Alaska boasts

some of the world’s most

stunning scenery, but

also some of the most

extreme and hostile weather

conditions. TED CARLSON

visits the US Coast Guard Air

Station in Sitka, whose role is

to provide vital coverage for

this unspoiled frontier.

PHOTOS by ted carlson

 AMT3 Nick Rhodes rides the
hoist from a Sitka-based MH-60J
Jayhawk off the coast of Alaska.
The frigid water temperatures
around Alaska show no mercy
and without a survival suit, an
individual may have only minutes
to survive before succumbing to
exposure and hypothermia.
 A Jayhawk taxies out The topography and geography style blue light located on the belly, and
for a mission as Mount of south-east Alaska bestows upon it additional sensor wiring to the collective
Edgecumbe looks on. A more than its fair share of poor weather, will be added specifically for the “airborne
large part of their rescues and while the summers are mild, with use of force” homeland defense mission. A
involve working around sunlight present until as late as 10.30 pm, newer capability that the unit has become
high mountainous terrain. the winter brings extreme and hostile involved with is vertical insertion/delivery
weather with frigid seas and extreme – being able to fast rope troops quickly.
One such harrowing but
cold. Darkness can stretch from 3.30 pm Other mission-types include pollution
successful rescue was
to 8.30 am, and heavy overcast or rain can control, law enforcement, and fisheries
performed at Devil’s
extend that even more. USCGAS Sitka, enforcement. The unit also supports
Thumb during extreme
with its three permanently assigned navigation aids, systems and components,
weather conditions. Jayhawks, 15 pilots and 50 air-crew is performs buoy work, lighthouse
on 24 hours-a-day, seven days-a-week maintenance, day boards, etc.
readiness to fulfill the wide range of roles Sitka’s Jayhawks include a pair of HH-
tasked to the US Coast Guard. At Sitka, 60Js and a single MH-60J. In addition to
more often than not, that means rescue its internal tankage the Jayhawk carries
missions! two 120-gallon external fuel tanks, giving
A few years ago, the Coast Guard the helicopter about five hours endurance
was realigned and now reports to the with its maximum fuel load of 5,500 lbs.
Department of Homeland Security. The The helicopter is powered by a pair of
entire USCG fleet of 41 HH-60Js is slated T700-GE-401C engines, each rated at
for conversion into MH-60Js as they go 1,980 shp, giving it plenty of power and an
through PDM at Elizabeth City, North excellent hover capability. A prominent
Carolina. A door gun mount, police- feature of the Jayhawk is its surface-

44
 LTs Walter Horne, AMT3 Chauncey
Mehn, and LT Pete Melinick head
back for debrief on the ramp We have a lot of high
at Sitka following a mission.
Sitka crews have performed winds in the 70 and
numerous heroic rescues
and affectionately
80-knot category and
call the Jayhawk
the “Big Iron” due
to its’ toughness
the winters are long
and durability.
– making for extended

night-time operations.

search/terrain-avoidance/weather radar. term, and when they emerge, they will coastline, and the weather is notoriously
The Bendix-King RDR-1300 radar is a great essentially be new aircraft. The Tango poor. We have a lot of high winds in the
tool for the USCG role in Alaska, and is models will receive a contemporary glass 70 and 80-knot category and the winters
instrumental in keeping the aircraft safely cockpit and the prototype is slated to are long – making for extended night-time
clear of rising terrain and helps in locating make its debut at Elizabeth City, North operations.”
ships. A typical Jayhawk crew consists Carolina followed by Mobile, Alabama Cdr Romine goes on to point out
of four members: a pilot, co-pilot, flight in 2008. This program will extend the that, with the Canadian border being
mech’ and a rescue swimmer. Crews use Jayhawk service life for another 20 years, relatively close, Sitka carries out joint
ANVIS-9 NVGs, which are crucial items of giving the H-60 an expected Coast Guard rescue operations with the Canadians.
equipment in the dark winter hours and service-life through to approximately the This works extremely well as training and
poor weather. year 2040. operational procedures are standardized,
The Coast Guard received its H-60s Sitka is commanded by CDR Harl allowing crews to work effectively in
between 1990 and 1996. It typically Romine, who has been the CO for the past any location, with any other personnel.
operates an aircraft for 20–25 years, so two years. When I ask him about his unit Resources are shared and separate units
half of the H60s’ expected service life has he says, “Working from Sitka can be a bit can readily assist one another. As a good
already passed. All Jayhawks are slated more challenging compared to most other example of the value of this principle,
to go through a service life extension air-stations since Alaska has significant Cdr Romine explains that 25 percent of
program, becoming MH-60Ts in the long- and rapidly rising terrain along the the USCG hangar force was deployed in ➤

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 LCDR Karl Frey and LCDR Bill
Timmons fly a MH-60J through some
of Alaska’s majestic and unspoiled
mountainous terrain. Unique to the
Sitka Air Station Jayhawk community,
they have developed “road visibility
routes”; a network of flight profiles that
are designed to help crews navigate
through straights and dangerous
areas. These predetermined roads
can be safely flown in just about any
kind of weather and the system aids in
mission efficiency.

support of hurricanes Katrina and Rita, lost hikers and climbers, and responding
and crews were mixed together from to aircraft crashes. The unit has an alert
all areas and still functioned normally. crew standing by 24 hours-a-day, seven- Rescues in Alaska can
“That’s the beauty of our standardization days-a-week. The alert crew is ready to
program – the taxpayers get a lot of ‘bang launch and often during holiday periods be extremely difficult
for the buck’,” says Harl. “We also support a second crew will be poised as a backup.
cruise ships, Navy submarines and There are barracks on base that house
warships, usually performing medevacs. crews overnight, allowing them to be
and intense due to the
We even participate in maritime defense ready in a rested state. With the frequent
exercises.” bad weather and limited alternatives
remote and rugged
Rescues in Alaska can be extremely available, Coast Guard H-60s can usually
difficult and intense due to the remote get to the scene faster than anyone else. terrain, poor weather,
and rugged terrain, poor weather, and Because they operate in such extreme
the scarcity of other supporting rescue conditions, the H-60 crews wear dry-suits and the scarcity of
agencies. The most common types and polypro liners to combat the frigid
of missions flown are medevacs that water temperatures should they be forced other supporting
occur at small villages around southeast to ditch. They also carry a “dry-bag” filled
Alaska, but other relatively commonplace with their personal survival gear. Jayhawk rescue agencies.
rescues include supporting mariners or pilot Lt Pete Melnick has over 2,000 hours
fishing boats in trouble, searching for in the H-60 and spent four years based at

47
 J ayhawk crews
routinely practice
rescues as seen here
with a Coast Guard
vessel. It helps keep
their skills honed and
fluently prepared.

San Diego before being posted to Sitka. Island and became disabled in an ice
He comments on the shock of moving field. Flying in snow and ice conditions
from a warm-weather unit to a posting can be disorienting, so great care must
where mastering the anti-ice and de- be taken. Unable to climb high enough
ice equipment was paramount. Pete is due to the weather, Melnick and fellow
well aware of the importance of being pilot Lt Cdr Bill Timmons dropped off a
top left: The unit supports lighthouse prepared for the extreme conditions, mountain rescue team in an ice-valley to
maintenance as shown here, navigation and tells of spending three days at Cape proceed higher on foot. The pilots had to
aids, systems and components, performs Spencer lighthouse waiting for parts and ensure the fog didn’t close their entrance,
buoy work, day boards, and more. Many support maintenance personnel after a potentially trapping them without an
support areas are not accessible by boat, hydraulic fluid loss caused an emergency escape route. The rescue team located the
so the Jayhawks are invaluable tools for set-down. “We did have food delivered, hiker, provided shelter, and warmed him
but it was a reminder how long assistance up. Melnick and Timmons returned the
accomplishing much of the work.
can take in such a remote land!” next day and everyone was successfully
center left: A MH-60J cruises off the Consideration of some of the rescues extracted.
shoreline with Sitka being noteworthy performed by crews flying out of Sitka Pete Melnick says the Jayhawk is
in the background. All HH-60Js and gives an idea of the incredible variety perfect for their needs and ends up
MH-60Js will eventually be modified into of challenges and risks inherent in their Cummy–nullaorem
handling a lot of abuse veliquat.
the elements,
MH-60Ts that will include an all-new demanding duty. Ostio corer
saltwater, wind, waves, andsitso
augait
on. luptat
contemporary glass-cockpit. LT Melnick tells of the time a hiker ut ad
To illustrate the point, heexer
tellsatof
nonsequat
the
was trying to make it across Baranoff occasion he and his crew were eating

48
lunch in the office when the SAR alarm helicopter couldn’t make it – there was on board from the local Sitka search and
sounded. They scrambled immediately, also some discussion of having ground rescue team, flew to Petersburg, dropped
flying to the aid of a wooden fishing boat, teams go up the mountain. District 17 three members of the rescue team off
the Hermes II, which was full of salmon SAR coordination headquarters tasked there, and kept two on board. Dieter
and taking on water. “When we launched, us to see if we could find him, open up Close, a good friend of the victim who was
he was still talking to us and then when communications with him and ascertain at Petersburg, indicated that he would like
we arrived on scene, we found a boat that his condition. to go since he knew the area like the back
was half out of the water with a huge We took off with five additional people of his hand and had been there before. ➤
debris field. We did not see him, began
searching, and finally located him. He
had donned his survival suit and jumped

1
in a raft, but due to the wind and strong

oo

#1
H
currents, he was already five miles away

p
Ti
rt
from the scene when we located and
pe ma

ns
hoisted him up.”

tio
S
A rescue that turned out to be ra
particularly harrowing, not only for the
O

victim but for the USCG crew as well,

took place on a 9,000 ft-high peak called

Less is More
Devil’s Thumb, located southeast of Sitka.
A climber was making a first winter
ascent and fell into a snow crevice. The

(really)
rescue flight was commanded by LT
Walter Horne, who has over 2,000 hours
in the Jayhawk and, like LT Melnick, flew
from San Diego before being posted to
Sitka three years ago. The following is
LT Horne’s own account of the mission,
giving an insight into not only the intense
demands on the rescuers, but also the
incredible courage and stamina of the
climber, Zac Hoyt.
“The Devil’s Thumb rescue was
some of the most demanding flying I’ve
done. Zac did a solo summit ascent at
over 9,000 ft and was skiing back down
a glacier when the ice gave way. He fell
into a 100-ft deep crevasse, along with
his sled and gear, tore his rotator cuff and
became pretty banged up from the fall. He
landed on a ledge inside the crevice and
fortunately was able to pitch his tent. It’s not
He spent the night there and had to
just what you pay
get up every two hours to shovel snow
away from the entrance so he didn’t get for your cargo hook equipment
buried. He tried to climb out the next
initially—it’s the maintenance costs that can make
morning with an ice axe and backpack
on but he couldn’t do it. He returned or break your business. That’s why Onboard Systems
back down, dropped his backpack and
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tied a rope to it. He was then able to make
it out and anchor his line with the ice to last and surprisingly inexpensive to overhaul. Visit
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retrieved his gear and tent, all with the
torn rotator cuff.
He made a satellite phone call to
a friend just before his batteries died,
forcing him to rappel back down again to
get more batteries. His hands were nearly
useless at this point due to frostbite. His 360.546.3072
friend had a Temsco helicopter attempt
to fly up and retrieve him, but the
[email protected]
www.onboardsystems.com/explore
 above left: AMT3 Don Berry and
EM1 Joe Miner are seen on a mission
that involved carrying a large external
battery load to a remote lighthouse
that was an hour away by air. When
carrying externals, crews fly the aircraft
a bit slower and with great care.

right: The crews frequent remote areas

often where communication signals are
marginal. In the event that a helicopter
breaks down or has a problem, it could
be days before help arrives.

We flew up Bear Glacier, past Witches did a right pedal turn that was a turn and snow were pounding him in the
Cauldron to Burkette Glacier, and then to that happened to be towards a close face. Yet he managed to get the basket
the ice field. We orbited for a few minutes mountain, but we had just enough room. on the deck right by the tent, so that Zac
at about 7,000 ft, there was an icefall The NR returned, we did a 180 and had to take only six or so steps to get
there, and a ground blizzard with winds performed an instrument takeoff in a in. Once the victim was in the basket
blowing about 50 mph, so everything was clear route we found. Then we returned we started to get “white out” again, and
snowy white creating a severe “white back to the scene. while we were exiting the site the basket
out” condition. Zac had a VHF radio, he At one point after performing some below hit a serac, engulfing Zac and
contacted us and we talked with him. We other functions in the cockpit, I looked rolling the basket. Zac, clinging on for his
quickly established that he was in bad back up to see the attitude indicator life, managed to stay in the basket and
shape and desperately needed help. We showing that we were 30-degrees nose we were all relieved to see the basket
flew from the edge of the ice field, flew down and at 70 knots. LCDR Timmons rematerialize with him still aboard.
over his tent and we were at 90-percent was riding the controls with me and we Once we were clear of the area and
power. yanked back hard, as a granite wall was returning home, our GPS, MFDs, and CDU
As I tried to turn the nose into the coming at us. We rolled the helicopter all locked up, probably as a result of the
wind, the aircraft began significantly 45° right wing down and regained our extreme cold. We had problems with our
buffeting and the air temperature was composure. The visibility improved some radios, other systems were awry, and
extremely cold, minus 30°C (the low end and we talked with the victim again. We nothing seemed to be working for us. We
aircraft limit is minus 40°C). With no told him on the radio we were only going were late making contact with the base
heat and hovering, while waiting for him to have one shot at making an attempt to but finally we ended up connecting. We
to try to get his boots on, we caught a get him. We had a flight mech’ on board had to navigate the return trip using the
downdraft. Lt Cdr Timmons yelled out NR- that day, who did a fantastic job. He put compass, charts and visual landmarks
NR! The gauge was buried in the red and his visor down but it instantly frosted since our navigation systems were dead.
I immediately dumped the collective and over, so he put it back up and the wind That was both a breathtaking and hairy ➤

50
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mission, and you just have to take such Cessna, only two survived and they swam and inspiring sagas of courage, tenacity
great care in situations like that. With no to shore, from where they were picked and commitment. As vast and wild
horizon or reference points, you can’t tell up three hours after the accident by a as south-east Alaska may be, it would
where the snow and horizon meet, and Jayhawk. seem greatly more dangerous and bleak
throw in swirling, snowy winds.....!” Missions such as these are the “bread without the knowledge that stations
Walter also tells of a search for a and butter” work of USCGAS Sitka and like Sitka, with their rugged and capable
missing DeHavilland Beaver aircraft about while many have a tragic outcome, Jayhawks, existed to provide aid to those
three years ago. The blue-painted Beaver many more result in remarkable rescues in desperate need. n
took off from Sitka and flew towards
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weather. Lt Horne was training at the
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By removing a bit of metal.
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over a hundred hours were logged in the
Jayhawks, looking for the Beaver and any
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pilot radioed a mayday call and gave a
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Acknowledgements:

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In the wild and harsh African bush, black rhino are making

a hard-fought comeback from the threat of extinction.

MIKE REID joins the KZN Wildlife Rhino Capture Unit in

KwaZulu Natal to get a first-hand look at the crucial part played

in the black rhino’s resurgence by rotary-wing operations.

PHOTOs by mike reid & KZN Wildlife
 top: Ground crew prepare the cargo net We make our way to the hangar as the ever tires of this line of work. He has
for extracting the black rhino, which can first rays of the day crack through a low been flying helicopter live animal
be seen lying sedated in the shade to layer of cloud on the eastern horizon, capture for the Natal Game, Parks and
the right. The SA330J Puma waits in the promising to take away the chill of early Fish Preservation Board (NPB, now KZN
background. Teams must set up quickly morning. Our legs are soaked by the Wildlife) for more than 20 years, and
as there is limited time allowed under the heavy dew that hangs on the grass, and before that worked as a shooter, and then
strong immobilizing drug. we speculate about where the first rhino pilot for a South African venison hunting
will be found by the spotter team. The and processing operation. With more than
above left: The sedated black rhino lies team left half an hour ago for their C182 10,000 hours on helicopter game capture
on the net ready to be lifted. at the reserve’s bush strip, and would operations under his belt he answers me
soon be in the air. We head for a Hughes in the typically quiet, confident manner
above right: The tension on the net is
500 which had been upgraded to a “D” of someone with nothing to prove: “I have
taken up with the Flight Engineer carefully
model, with an “E” model nose cone never got tired of this. I love my 500. It’s
pattering the pilots all the time. Spacer
added for efficiency, from its original “C” just like owning a fine horse – it’s a very
bars keep the rhino from being crushed specification. I find out that the enclosed personal thing!”
by the net. This part of the lift is carefully area in which it is housed is intended to Wheels are attached and jacked
supervised by ground crew to ensure the protect it from elephant and rhino that up, and we push the aircraft out onto
rhino is not injured or suffocated during the might wander around during the night! the small helipad. After so many years
short flight to the operations base. I ask pilot Vere van Heerden if he experience Vere has the pre-flight

56
 above: A black rhino is lifted under
the Russian Mil 8, and operated by
UT. This aircraft was taken from fire
bombing operations in the province
for this specialized operation.

left: The Puma SA330J prepares to

lower the black rhino gently to the
waiting rhino capture teams at the
operations base. From here the rhino
will be revived and loaded into a
container for transport to the capture
bomas by road.

preparations down to a fine art, so I don’t brought here by Puma helicopter and then
interfere. As he busies himself with the loaded into trucks for transport to the
inspection, I discuss arrangements to fly game capture centre.
with him to obtain air-to-air photos of The pilots and flight engineer
the black rhino extraction. I can hear the are already busy around the aircraft,
Cessna gaining altitude on its way to the removing tie-downs, checking strops,
wilderness area, and excuse myself. With ropes, separator frames, and nets, and
the spotter team on its way I need to get talking with park rangers. The Puma is “I have never got tired
up to Mpila camp quickly to chat to the supplied by Starlite Helicopters based
pilots about the heli’ extraction timings, in Durban and is commanded by Eddie
of this. I love my 500.
and have planned to catch up with Vere Brown, a former South African Air Force
again when the first rhino has been helicopter pilot with years of operational
darted. experience. The co-pilot, Leon, is also
It’s just like owning a
Twenty long minutes later, after being from Starlite. Mark “Bart” Bartholomew,
held up by a group of elephant on the a SAAF flight engineer, has taken leave fine horse – it’s a very
road, I turn my vehicle onto the dirt track from his SAAF duties to work as flight
leading up to the Mpila camp soccer field, engineer on this operation. personal thing!”
which is to be the base of operations The Cessna arrives and flies low over
for the next few days. The rhino will be us on its way to where Quinton wants

57
 above left: Horns are measured, the tips
removed to ensure safe transport, and
transponders are inserted for tracking and
identification.

above right: Two essential components of

a successful uplift of rhino from a wilderness
area – the Hughes 500D (with an “E” nose
cone) used for darting the rhino, and the
Russian Mil 8, used for lifting rhino out of
the wilderness area, causing no damage to
the pristine environment.

left: Rhino capture teams are highly

professional operators. They need to work
fast and efficiently to prevent overstressing
the animal, all the time monitoring vital
signs for indications of capture trauma. A
blanket covers the eyes to prevent injury or
damage from sunlight.

them to look for the first rhino. Quinton significant developments took place in extinction by diversifying concentrations
Rochat is a second-generation ranger with the Natal Parks Board, the organization of rhino around the world. Live capture
15-years’ experience in field operations, responsible for protecting wildlife of rhino was pioneered, initially using
including rhino and live animal capture. parks in the province of Natal, South lasso’s and horses and progressing to
His father, Ken Rochat, had been one of Africa. Both were initiated by renowned darting animals using advanced chemical
the pioneers of Operation White Rhino international conservationist Dr Ian capture methods from vehicles, horses,
during the 1950s, and Quinton is the Player, then a senior ranger in the Natal on foot, and eventually helicopters. The
ranger responsible for managing this Parks Board. operation was a resounding success and
rhino capture operation. Everyone is set At that time rhino were virtually white rhino are now off the endangered
to go, and now we wait around the radio extinct in Africa, and the trend was list. The principles and methodologies
for the announcement that the rhino has worsening. Responding to this wildlife developed during those days are still
been found! crisis, Player, with great visionary in use today, and the success story
This rhino uplift is a unique operation foresight launched “Operation White continues.
structured around a unique area in Rhino”. This large scale, logistically- During the same period, Player and
Imfolozi Game Reserve, in the heart of challenging project was aimed at bringing a group of rangers came across the
Zululand. During the early 1950s two white rhino back from the brink of total writings of wilderness pioneers in the

59
USA including Aldo Leopold, John Muir, The basic premise of designated is allowed to operate within the area.
the Sierra Club, the Wilderness Society, wilderness is to have areas set aside The challenge came when these
and others. Once again with visionary where Man is not in direct control, two proven concepts were forced to
foresight, and after a long and difficult human interference and utilization is come together in the interests of rhino
process trying to convince the Board, kept minimal, and natural processes are conservation. Rhino had to be captured
Player had benchmark wilderness areas left to take their course. No buildings, and moved out of the wilderness areas.
set aside in Imfolozi Game Reserve and roads, or infrastructure are allowed to However, motorized transport could not
the St Lucia Wetland Park. remain, and no motorized transport go in there to extract them. The areas
are too large to drive the rhino out, and
vehicles may not go in to recover darted
animals. In keeping with the wilderness
principle of minimum human impact, the
obvious choice was to use helicopters.
A black rhino weighs just under a
metric ton (900 kg/1,980 lbs), and a white
rhino two tons (2,000 kg/4,400 lbs), and
so appropriate helicopters had to be
sourced. The obvious choice was the
Mil-8 and the Aerospatiale Puma
operating locally in fire fighting
operations. These have become the
standard helicopters for the extraction
operations. However, there is more to
rhino capture than just extraction. The
rhino has to be found and darted, and

Everything teams of eight to ten ground-crew with

their equipment, have to be taken into
we do the darting site to prepare the rhino for
extraction. Wilderness capture soon
flies.
Light helicopters. Covert
surveillance aircraft. Unmanned developed into a three aircraft operation:
a fixed-wing Cessna to locate the rhino, a
aerial vehicles. Rapid prototyping.
light turbine helicopter to dart the rhino,
Subcontract components and
and a large twin turbine helicopter to
assemblies. At Schweizer Aircraft, transport crew and extract the rhino.
everything we do flies. It’s been that Back at Mpila, we all wait in the
way since our company was founded shade in lazy expectation, until the radio
in 1939, and our new association crackles into life. It’s KZN Wildlife fixed-
wing pilot, Greg Nanni. With over 8,000
with Sikorsky Aircraft means our
hours on the Cessna 182, Greg has been
legacy of flight and engineering
flying for NPB for nearly 15 years. There
excellence will expand and grow
is not much he doesn’t know about the
for many years to come. Today, as wildlife, the parks, and bush flying in the
we prepare to deliver our 6,000th area. He and his spotter team have found
aircraft, the future has never been two mature black bulls in the wilderness
brighter. In fact, you might say area. They are moving towards the open
areas below Mohobosheni and should be
things are really looking up.
easy to dart and keep in the open for the
Schweizer. Everything we do flies. extraction. Greg will continue to circle
high and keep in visual contact until the
MD500 arrives to dart the animals.
Everyone springs to life. Groups
U.S. Navy imagery used in illustration without endorsement expressed or implied.

of ground crew lounging in the shade

jump up and move quickly to the Puma,
making final checks of their nets and
other equipment as they climb into the
aircraft. Quinton quickly gets everyone
organized while he finalizes details of
the darting and extraction with Head of
Game Capture, Jeff Cooke, over the radio.
Jeff is in the MD500 with Vere and will
do the darting. His voice carries over to

www.sacusa.com
 The challenge presented
to rhino conservationists
was to safely and
efficiently remove rhino
weighing up to two
tonnes from a pristine
wilderness area without
using any motorized
transport on the ground.
Helicopters were the
obvious choice.

top: Preparations are intense. Every

element of the rhino capture is discussed
in detail. On this operation, 5 black rhino
were safely airlifted from Imfolozi Game
Reserve.

left: In another recent capture operation,

the waiting crew: “Ok, we’re airborne to the preparations for loading. Ground this Mil-8 was used in relocating 15 black
and going in for the darting. We have the crew throw out ropes, nets, strops and rhino from the Imfolozi and Greater St
rhino visual, and will dart shortly. You other extraction equipment and then Lucia Wetland Park wilderness areas.
can get the Puma started!” race away from the chopper, instinctively
right: The rhino is lowered onto the
He gives details of the location over crouching low as they drag the bulky kit.
Mpila Camp staff soccer field which is
the radio, and these are passed to the With everyone clear, the aircraft lifts
waiting pilots. The sudden whine of and moves far enough away from the used as operations base for the Imfolozi
large turbine engines spooling up breaks rhino to avoid overly-stressing it. The rhino uplift. The usual crowds of interested
the monotony of the already muggy pilots kept the engines turning while the onlookers gathered quickly around the
morning, while the large blades start to ground preparations are being made. The perimeters behind a safety fence.
rotate slowly. Waves of heat from the teams work quickly and efficiently, and
exhausts turn the backdrop of trees to a soon the rhino is ready for the lift.
shimmering haze as the engines scream Quinton runs to the chopper, puts on
and the blades spin to a dizzy blur. the headsets and speaks to the pilots.
“The first rhino is darted. Jeff is Mark does a last visual check of the cargo checked and the aircraft climbs smoothly.
moving to it. Let’s go!,” Quinton shouts equipment, jumps into the open door With the strop-slack taken up, the net
out to no one in particular, and gave two and lies on the floor to begin the patter. tightens progressively around the rhino,
thumbs up. Mark peers out the open door Responding to Mark’s patter, Eddie Brown holding it firmly in place with spacer
to patter the pilots into the air. After a lifts the Puma smoothly, taking up the bars preventing it from being crushed.
short flight across the wilderness area, slack on the strop with clouds of dust and Clear of trees, the helicopter smoothly
Eddie sets the Puma up for the approach. dirt swirling around the rotor system and tilts forward and heads for the Mpila
Mark patters the pilots expertly between carving elaborate patterns in the air. I soccer field – the rhino swinging gently
the trees to a landing near the downed run across to where Vere has landed in a outwards in the turn and then settling
rhino which is lying on its side in a small clearing, and strap myself in. We take off under the fuselage in level flight.
clearing. Jeff has placed a cloth over its and fly around the Puma as they prepare Eddie flies slowly past the tourist
head to calm the animal. for the lift. camp, over the main road where a line
Quinton is first out of the helicopter. Soon the helicopter is lined up over of cars have stopped to watch, and then
He holds his drug box firmly, crouched the rhino which now lies on its side on slows to a high hover over the soccer
low and races through the scrub to attend a cargo net. All strop connections are field. He lowers the rhino gently onto

61
the ground near to the awaiting rhino towards the helicopter which has landed essential wildlife management projects.
transport container where a cluster of and shut down at the edge of the field. In the operation about which I write,
capture crew wait. Already a crowd of Fuel drums are being rolled away from five black rhino (Diceros bicornis minor)
Reserve staff, press and media crews, the aircraft after a quick re-fuelling, and were airlifted safely from the wilderness
capture crew, and casual onlookers have the equipment was loaded. Greg Nanni’s area of Imfolozi Game Reserve in two
gathered at the edges of the field. voice breaks radio silence: “We’ve got days. In another recent wilderness
Once again Quinton is out first and another rhino, very close to the last site. capture operation, the Mil-8 was used
racing across to where he busies himself It’s in the open, and Vere is on his way. to extract 15 black rhino from Imfolozi
monitoring vital signs and overseeing We’ll orbit high up and out your way. and the Greater St Lucia Wetland Park
preparations for loading. Ground crew cut Good luck guys!” (a World Heritage site), This was part
the tips off the horns to prevent injury Ground crew sprang to life, Quinton of the Black Rhino Range Expansion
during transport, and later during the runs across to the Puma, and the turbines Project – a groundbreaking project aimed
period of acclimatization to captivity start to whine... at increasing black rhino numbers by
in the bomas. With everything ready, Decades ago, while major conservation increasing private land available for their
Quinton administers the antidote to the initiatives moved white rhino all over conservation. Now wilderness extractions
anesthetic. Black rhino are notoriously the world, a catastrophic poaching wave take place annually and more than 50
highly strung and aggressive, and can erupted in the 1970s and ‘80s, effectively Black Rhino have already been airlifted
be extremely dangerous when feeling wiping out 96 percent of Africa’s wild in this manner, as well as a number of
threatened. The rhino lurches up black rhino population and leaving them white rhino.
untidily, snorting loudly in frustration critically endangered within 20 years. These unique operations, with their
and aggression, and steadies himself. At the lowest point, there were just complex logistics and significant expense,
He stands uncertainly for a few seconds, 2,500 black rhino left, although intensive show a deep commitment on the part
and suddenly launches forward into the protection efforts have brought that of KZN Wildlife to both protecting the
waiting container entrance – his decision number to around 3,500. Trans-locating integrity of Wilderness areas, and taking
to go assisted by the shock of an electric rhino has become an essential strategy in bold steps to ensure black rhino will
cattle-prod on his rump. The door slams modern wildlife management. always be there for future generations to
behind him. After an acclimatization period in the enjoy. As is so often the case in remote
So far everything has gone smoothly capture bomas, the rhino are sold to and difficult operational areas, the
and Jeff radioes to say they are setting up private buyers, fetching up to $100,000 helicopter’s versatility and practicality
for the second rhino. The crew are already per animal, and these proceeds are make it a vital component in this worthy
gathering up their equipment and moving ploughed back into conservation to fund and challenging cause. n

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 the la s t word

Louis flitting across the rooftop at 2 miles the purchase of a fleet of helicopters
a minute, passing right in front of him, for the oil patch. By then, he had flown

“Hey Kid, can you blotting out the sun and nearly stopping
his heart as Lindbergh rocketed into
thousands of hours, had explored the
back country of a dozen unpronounceable
give me a hand?” history.
Years later, he wandered by the
regions, personally helped Lindberg set
world records, and earned a spot in the
airport to regain that excitement. This history of helicopter aviation. He was in
trip seemed better, different. He had turn a helper, a mechanic, a crew chief,
The path our lives take
never seen a machine like the one the an engineer, a manager and finally the
is probably not predictable, mechanic was working on. By its angular Regional Executive for Europe. In a fine
cloth-covered exterior, it looked like an gray suit, with silver hair at his temples,
but with aviation airplane, but it had no wings, just a large Stewart Hill had come a long way from
propeller-like mechanism sprouting from that lazy afternoon when he pushed the
it can be predestined.
somewhere behind the pilot’s seat. fence aside! That boy who waited with
Many of my friends have a “Hey, Kid, can you give me a hand?” glistening eyes for Lindbergh spent his
the crew chief called out. Without a life doing what his soul demanded, like so
story..... second thought, the lad pushed aside the many of us.
chain link fence, instantly and irrevocably How many of us took the same
scrapping all the plans his parents had general path, following our love of aviation
for him. Stepping into his future, he even as we struggled to know what it
took that wrench, and formally entered really was? From the age of about 8, I lived
It was 1938, the end of a long economic the world of aviation. That, he told me, and breathed airplanes, carving models,
depression. The bored lad was leaning was his interview for a job at Sikorsky. building plastic kits (and sacrificing a few
against the fence outside an airplane Igor Sikorsky’s first helicopter was his with fireworks, I must admit). Control
company. Stratford, Connecticut was classroom from now on, and he was an line airplanes, model rockets, gliders,
a pretty boring place for a tall, gangly apt pupil. parachutes, balloons and kites - if it flew, I
kid. Eighteen years old, he was curious, Forty-two years later, that kid was built it. Gradually I learned about the value
and easily entranced with mechanical in Alan Bristow’s board room, settling of strength, light weight and clean lines.
contraptions. He was down by the airport My fingers carried the smell of castor oil
yet again, hanging around just listening engine fuel. My hands still carry scars
to those powerful engines, and watching earned from whining, nasty propellers
the flimsy aircraft slip into the air. School “Hey, Kid, can you give fifty years ago.
wasn’t nearly as interesting as the ramp How many of us moved inexorably
he was on, and so he voted with his feet me a hand?” the crew toward aviation careers as if driven on
two hours ago, and just walked out of high rails? How many of us have aviation
school to where the action was. He was chief called out. Without twisted so firmly among our chromosomes
watching the mechanic adjust something that there was no other choice? How
on the strange aircraft. a second thought, many of us get this magazine and flip
The sounds of propellers in the it open hungrily to drink in those shots
distance evoked for him that sunny day the lad pushed aside Ned takes, to learn a bit more about our
eleven years earlier when he sat in his game, to see what it looks like in some
wheelchair, his broken leg mending after a the chain link fence, exotic site where helicopters are the only
trolley accident, atop a hospital in Dayton. trail of breadcrumbs back to civilization?
He spent many days on that rooftop that instantly and irrevocably Does your television automatically jump
summer of 1927, thumbing his scrapbook to Discovery Channel and “Twelve O’Clock
of photos and articles about his hero,
scrapping all the plans High”? Do you dream of pulling back on
Charles Lindbergh. The excitement of the the stick, or running your hands over
trans-Atlantic flight still buzzed in his
his parents had for him. a classic aerodynamic surface? Do the
head and filled his dreams. Alerted by the Hughes Air Racer’s smooth lines look to
Stepping into his future,
newspaper headlines, he waited on that you like a violin sounds?
You know what I mean. I can’t listen
rooftop hoping to see the small craft as
he took that wrench,
it winged westward, greeting people at to that guy at every party who says, “Yea,
hundreds of stops, surrounded everywhere and formally entered the I loved aviation, but instead I went to
by the celebration of its success. He heard Pharmacy School.” After I have spent 50
an engine. His eyes strained and blinked world of aviation. years living, breathing, learning and loving
in the sun. There it was! It flew overhead, flying machines, I know that guy did not
the shadow of the famous Spirit of St. really love aviation, did he? n

64