Ho 37

2 0 0 6
M A R C H
THE MAGAZINE FOR THE CIVIL HELICOPTER INDUSTRY I N T E R N A T I O N A L

I S S U E 3 7
Service
rich Asset Free
The Art of HELICOPTER Management
ISSUE 37
C O N T E N T S
22 32 42 50
cover shot by ned dawson
SERVICE RICH - ASSET FREE

UK operator Starspeed has established itself
as one of the country’s premier corporate
operators without even owning a helicopter. 22
THE OUTBACK CLASSROOM

For two weeks a year, the usual tranquillity of an
Australian outback sheep station is interrupted
by the arrival of a fleet of helicopters, and
r e g u l a r f e a tu r es a group of students eager to fly them. 32
From the Editor 3 HAIL THE HELIPORT

Seeing heliports scattered throughout
New Products and Services 7 Europe, allowing cities and even countries
to be linked by helicopters, is a dream that
Subscription Page 10 Dutch heliport designer Aert Van Der Goes
Van Naters has. Is it possible and if so
Flight Dynamics – Height Velocity how does it become a reality? 42
Flight Envelope 17
HELI EXPO does dallas
Legal Council – The Cape Town
Convention 19 Big, bold, brash and outstandingly successful,
we review the brightest advancements
European Connection – Terrorism and

showcased at this year’s Heli Expo. 50
the London Metropolitan Police 60
BAPTISM OF FIRE
Personal Profile – Dale Weir 62 A new EMS helicopter is ‘dumped in the
deep end’ during its first week of service, when
The Last Word – To Err is Human 64 it’s missioned to provide support for a
gruelling bush canoe race in South Africa. 58
Some
like it
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Isolair Helicopter Systems • 1620 N.W. Perimeter Way • Troutdale, Oregon 97060
Phone: 503-492-2105 • Fax: 503-492-2756
by mark ogden
f r om the e d ito r
Heli Expo 2006 has come and AgustaWestland continues to grow with
PUBLISHER gone, and what an exposition a 100 percent increase in orders in 2005, and
Neville (Ned) Dawson it was. Over 14,000 people is enjoying the success of its re-branded and
EDITOR attended on the first day very desirable AW139 and A109 product lines.
Mark Ogden – about the same number who With over 150 orders for the 139 and over 60
visited Anaheim over three days for the 109 Grande, AgustaWestland is also
deputy editor in 2005. To say the atmosphere looking to ramp up its production rates.
Rob Neil was exuberant would probably Sikorsky’s S-76 just seems to get better
US EDITORs be an understatement. New helicopters are with age. I had a look at the displays
Dustin Black being ordered even when there’s no hope proposed for the upcoming D model and
Aaron Fitzgerald of those orders being filled for months, or they are nothing short of incredible. Four
even years. All the manufacturers, except huge screens present clear and well-defined
UK EDITOR Eurocopter, admitted that raw material was and uncluttered information. Apparently
Sarah Bowen looming as a potential problem with airliner some operators want a fifth screen! I think
legal EDITOR manufacturers pulling in material for their that could be distracting but, hey! – I guess
Robert Van de Vuurst booming industry. (Eurocopter claims that Sikorsky will provide what the customer
it has locked in long-term supplies for its wants.
european EDITOR production plans.) I also heard someone criticizing the use
Andrew Healey
At the Show, Bell’s order book for the of vertical strip displays. I wasn’t too sure
technology editor 429 stood just shy of 200 as development about them when I first used the VIDS in the
Nick Lappos continued. Its main rotor flew on a test bed Seahawk, but now I love them. In the right
427 on the Monday of the Show. Bell also place they are extremely effective.
ITALIAN CORRESPONDENT
revealed the 417 – an upgraded and up- What was also good to see at Heli Expo
Damiano Gualdoni
powered 407; it will have a 100SHP over the was the Russian contingent. The companies
scandinavian CORRESPONDENT current AS350B3. Bell’s capital investment there have undergone a significant
Rickard Gilberg has grown by more than 1,000 percent since restructuring to reduce duplication and
2002 – from just US$13 million to over US$150 costs, and to improve the promotion of their
PROJECT MANAGER
million last year. And as if to warn Eurocopter aircraft. Russian helicopters are amazing for
Cathy Horton
that its dominance is being challenged, their robustness, and with a recognizable civil
proofreader Bell was touting how it had beaten the certification process, I think in a very short
Barbara McIntosh European giant in new helicopter civil sales time the Russians will be serious contenders
last year – maybe it was only by one, but the on the world market.
DESIGN
change in Bell’s fortunes has been dramatic Last but certainly not the least, MD
Graphic Design Services Ltd
and Eurocopter may finally now have an continues its comeback. A very frank industry
PRE-PRESS innovative rival. That’s good for Bell, good for briefing by CEO Lynn Tilton painted a picture
Vision Through Communication Eurocopter (will keep it on its toes) and good of a company that was teetering on the brink
for the industry! and explained it has taken a hell of a lot
PRINTING
Eurocopter continues to enjoy the fruits more to get things on the road again than
Print World
of its development with the EC145 taking off even she was expecting. But she certainly
EDITORIAL ADDRESS in sales, with manufacturing rates increasing is pouring in resources to get MD back on
Oceania Group Intl from 19 to 25 a year to meet demand. The its feet. The problem is that she is trying to
PO Box 37 978, Parnell company was showing off its Mt Everest revive this company at a time when even
Auckland, New Zealand accomplishment with a certain typical French the big boys are having problems with the
PHONE: + 64 21 757 747 flair. Nearly 200 AS350s were sold last year, capacity of suppliers to deliver. She is toying
FAX: + 64 9 528 3172 which was an extraordinary achievement and with some fairly radical solutions and calling
EMAIL a testament to the longevity and continual on the resources of some of the other 66
info@heliopsmag.com development of this model. The only thing companies in her group to get the company
Eurocopter should avoid is a tendency moving. She continues to shake, rattle and
WEBSITE to ‘bag’ its competitors during product roll and it certainly seems she is prepared for
www.heliopsmag.com briefings; it was not well received by some the long haul.
members of the audience. I personally prefer HeliOps is proud to be reporting from
is published by Oceania Group Intl.
Contents are copyright and may not be reproduced manufacturers to highlight their product the forefront of this booming industry, and
without the written consent of the publisher. Most through honest promotion without resorting to keep up with the tremendous growth, we
articles are commisioned but quality contributions to negative (and often untrue) comments on too are bringing on a wealth of new talent to
will be considered. Whilst every care is taken competitor products. Enough said. keep abreast of what’s happening in various
Oceania Group Intl accept no responsibility for
After an extraordinary 800+ production in segments of the industry worldwide. Nick
submitted material. All views expressed in HeliOps
are not necessarily those of Oceania Group Intl. 2005, Robinson was expecting a slight slow- Lappos, from Savannah, Georgia joins us as
down but it looks like even they will meet or our Technology Editor, Andrew Healey from
even exceed that production rate this year. the UK will bring us his European view every
Frank is to test a new autopilot for the R44 issue, and for matters legal, we introduce
perhaps opening up the possibility of an IFR United States-based, Robert Van De Vuurst,
Robbie. The company is also moving towards an attorney who specialises in rotary-wing
encouraging flying schools to adopt the R44 matters, who will give our readers an insight
over the smaller sibling – a move I think that into the complex issues of law and helicopter
would be very worthwhile. The R22 is a good operations.
machine, but I like the 44’s robustness and Safe flying and enjoy this issue’s feast of
nice handling qualities. news, features and information. n
3
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.
ne w p r o d ucts a n d se r vices
Crosstubes Pulselite for the

For All 407 and A119
Dart has certified crosstubes The Pulselite model 3060S for
that are compatible with rotorcraft is now certified for
both their patented Round- installation on the 407 and
I-BeamTM skidtubes and OEM A119. Precise Flight says that
skidtubes. TC and FAA have
the 3060S, initially certified
approved the new OEM-
for the EC120, AS350 and
compatible high crosstubes
EC130 series helicopters,
for most Bell single and
multi-engine models. DART has become very popular
says that the design and with operators because
quality of the crosstubes will of its robust construction,
remain unchanged – only reliability, high wattage
the manner of attaching capability, quiet operation and
them to the skidtubes has TCAS/TCAD auto-activation
been modified. DART plans
to certify crosstubes for the
Big Power in a Little Case feature.
AS350/AS355 in mid-2006. The new Start Pac Mini Power Supply is designed to power
up 24/12 Volt aircraft systems. The voltage output is set to
28.5/14.2 Volts to simulate the same voltage as when the
aircraft is running under power. Maximum amperage output HUMS for EC135
Mapped by is 25/50 amps which is adequate for most light aircraft. If
Honeywell’s VXP HUMS is to be
Satellite overloaded, the Mini Power Supply will trip off and reset
available as an option on the
itself after a short period of time. The company says that the
Sky Connect introduced a EC135. It will provide EC135
unit is ideal for powering up new aircraft with glass cockpits.
new web-based mapping operators with the ability to
When utilizing the Mini Power Supply, the entire aircraft
solution. The Tracker-MAP record, monitor and diagnose
electrical system can be powered up for GPS programming
system provides street-level data from numerous sensors,
and electrical maintenance. The Start Pac Mini Power Supply
detail that enables operators all in one unit and without the
is available in both 24 and 12 Volts output.
to precisely pinpoint an need for additional equipment.
aircraft’s location anytime An enhanced version of VXP
and anywhere worldwide. under development will also
The Mission Management
Unit delivers single-switch
A Filter for the Koala contribute to expanding
functionality to include
control to two-way satellite AFS has been selected by Agusta to develop and certify a
capturing engine exceedance
text messaging and voice high-performance inlet barrier filter (IBF) system for the A119
and usage, flight operations
calls. While in flight, Koala. AFS is targeting a mid-2006 certification for the new
data and trends. The VXP
operators may send standard IBF system to support existing Koala customers and future system includes on-board
or user-defined custom
deliveries. The straightforward modular design of the system sensors and a data processor,
messages, such as number of
allows a direct replacement for the FOD screen or Engine called the acquisition unit,
passengers, current fuel load,
Air Particle Separator. The new Koala IBF system features which uses proprietary
next landing site, etc., using
pre-programmed text report easy-to-clean flat filters, integral bypass system, and a algorithms to calculate specific
functions. maintenance aid for on-condition service intervals. maintenance solutions.
COMMITMENT
“Customer-centric. It’s a term that denes all that
we do and how we do it at MD Helicopters. It is the
foundation of our strong commitment to our customer
and operator, because we understand that the
success of this company will be ultimately measured
by the depth of your appreciation. Our long-term
success will be built upon our indelible passion for
superior product, innovative thought and operational
processes that are inherently focused on the needs
of our customer. I want to hear what you have to say
about our products and our services – it is the only
way that I can transcend MD into a company that you
can trust. It’s a new day at MD Helicopters and I have
LYNN TILTON pledged my personal commitment to capitalize upon
Chairman of the
Board of Directors the innovative technology and the strength of MD’s
MD Helicopters, Inc.
products and build the spectacular. My journey and
the path we pave at MD begin with listening to you.”
mdhelicopters.com
American Pride Rising to New Heights | ph: 480.346.6344 | e-mail: lynn@mdhelicopters.com

First Flight of
the 429 Rotor
System
Bell reached another
milestone in the development
of its 429 light twin when its
new high performance main
rotor system flew for the first
time. In the past year, the
company has successfully
completed the evaluation of
an improved engine, intake,
exhaust, tail rotor control
cables, autopilot, aircraft data
interface unit, and now the 4WD Tow
main rotor system. According The new V404 Four Wheel Drive Tow cart has been designed
to Bell, the main rotor is the to tow a heavier range of helicopters. Designed for use on
sixth and final major new irregular, icy, or soft surfaces, it provides extra traction and
8 Minutes in
system to be demonstrated power to easily tow the 206, 407 & 427 as well as the EC120, New York
before the 429’s first flight 130, 135, 145, AS350, 355 and BK117.
US Helicopter, the only
later this year. The main certified scheduled helicopter
rotor blade, a product of Bell’s airline service in the United
MAPL program, incorporates States, announced tickets can
new advanced manufacturing now be purchased via http://
technology to make the www.flyush.com for the eight
blades more producible minute airport commute
and affordable, as well as between JFK International
featuring lower tip speed and
Airport (JFK) and Downtown
swept tip design to reduce
Manhattan Heliport (JRB),
external noise levels.
at Wall Street. Flights
commence March 27, 2006 for
the first of several routes that
Key to the company will offer. US
S-92 STCs Helicopter is the

first scheduled helicopter
Keystone has received FAA
airport shuttle service in
certification on 12 STCs
more than a decade to
for an array of equipment
provide travel between
and accessories for S-92.
Manhattan and NYC area
Included are a nine-seat R22 and R44 Get a Pulse airports. The service is
executive interior, new user-
Precise Flight says that Leading Edge Avionics will be the designed to meet the needs
friendly handrail system,
launch customer for its new HID (high intensity discharge) of time-sensitive business
and an executive lavatory
Pulselite System for the R22 and R44. The company says that travellers worldwide who
installation. Other equipment
HID lighting produces more light, lasts longer, and uses less would otherwise spend
earning STCs include
energy, and that this product combined with the enhanced upwards of two hours or
improved cabin aisle lighting,
conspicuity of the Pulselite will result in unsurpassable more (each-way) travelling
baggage retention system,
safety and visual performance for aircraft, both in the air and in a taxi, town car or limo.
voice checklist management
system, universal cockpit on the ground. A 35-Watt HID lamp produces up to six times In April, service will expand
display with electronic chart the lumens of a standard landing light bulb, making the to include flights from the
database, JetMap® II system, light as bright as a 200-Watt lamp. HID Lighting is apparently East 34th Street Heliport
machined replacement mid- designed to produce light that is closer to that of natural to JFK. Service to and from
cabin floor panel with a sunlight, providing the pilot with improved peripheral vision LaGuardia and Newark
flexible track system, goose- and greatly enhanced visibility. Additionally, HID lighting has Airports will commence in
neck lighting, and cockpit sun a far greater product life averaging up to 5,000 hours, and the second and third quarters
visor system. uses significantly less energy than standard aviation lighting. of 2006, respectively.
7
New Facilities Simplex Enters New Field Honeywell and

Dallas Airmotive’s Louisiana Simplex has unveiled an innovative airborne portable life Soloy STC
facility is being designated support product called the Mobile Intensive-Care Rescue Honeywell and Soloy have
a key support arm for Facility (MIRF). It is a fully self-contained medical transport obtained an FAA STC for the
bed that was developed for stand-alone intensive care installation of the LTS101-
component repair and
700D-2 turboshaft engine
exchange. Investments management of the critically ill. Simplex is now the sole
upgrade for the AS350B2
in new technology and and exclusive worldwide distributor of the MIRF, which is
AStar helicopter. The
equipment will enable the currently manufactured by Buchanan Advanced Composites engine can provide more
facility to expand its support of Queensland, Australia. MIRF is protected by US and than a 14 percent takeoff
to additional rotor-wing Australian patents and has been approved for aircraft use by power improvement at
engines as well as adding The Civil Aviation Safety Authority of Australia. US FAA and sea level and 18 percent at
fixed-wing engine types. EASA approval is expected. hot day conditions by the
While well known for its introduction of a new gas
The self-powered MIRF features an internal multi-function
producer turbine assembly
component repair capabilities display that monitors cuff blood pressure, invasive blood
when compared to the
for the Rolls-Royce Model 250 pressure, body temperature, heart rate, O2 saturation, and has LTS101-600A-3A. The cooled
engine, the Lafayette facility a CO2 sensor. The MIRF also has an electro-cardiogram, turbine not only increases
is planning to add PT6A/T, a ventilator, an infusion pump, a syringe pump, a defibrillator, available power, it increases
JT15D and PW300/PW500 a suction unit and onboard oxygen. The unit operates on disk life from 6,300 to 15,000
component repair capabilities 10 to 24 VDC, and 110 to 240 VAC (40 – 400 Hz) electrical cycles, resulting in reduced
during the upcoming year. In operating costs. The LTS101-
power sources. The internal battery will support the medical
addition to direct customer 700D-2 also incorporates
equipment for up to seven hours and is recharged when
an updated and proven
support, the Lafayette facility connected to outside power.
reduction gear-set from
also supports nine Regional
other LTS101 models. These
Turbine Centers in the USA
changes reduce accumulated
and Europe. The Lafayette power turbine cycles by 35
Facility is likewise becoming Colibri Equipment Update percent and increase torque
integral to overhaul shop Regourd Aviation has obtained EASA certification for its limits by 6 percent. Soloy and
support for the company’s integrated next-generation equipment package that the Honeywell are also offering
main overhaul facilities in the Helicopter Service Plan
company claims dramatically enhances safety whilst offering
Dallas, TX, Neosho, MO and price-per-flight-hour program
a robust, intuitive and user-friendly flight deck environment.
as an option for customers
Portsmouth, England. Both For less than the price of a new EC120, the company says it to set their engine cost of
Neosho and Portsmouth
can offer within four months, a recent and low time Voyager- operation.
locations are Rolls-Royce
equipped machine. The equipment package includes a Sagem
250 Authorized Maintenance
2 axis auto-pilot coupled with
Centers (AMC) and part of the
a Garmin GNS480 GPS
Rolls-Royce FIRST Network.
integrated with a hi-res
Sagem PFD and GTX32
Transponder. A Ryan
Thommen for 9900 BX TCAD identifies
VIP EC120 surrounding traffic, and
REVUE THOMMEN AG has reports their movements

announced that a recent VIP and differential altitude on
modification completed by a high-res Moving-Terrain
SunAircraft Service SA in MFD. This MFD displays
Ticino, Switzerland included full-color original chart
seven Thommen instruments. material and graphical
According to Thommen the non-stop weather
standard instruments in information from the
the aircraft did not meet European Radar Network.
the buyer’s standards for Other features include
reliability, quality and terrain warning, high-end
appearance. The buyer also sound system, noise reduction
needed digital Air Data head-sets and extra strobe lights.
to integrate with the GPS, the
Mode S Transponder
and TCAS.
9
2 0 0 6
M A R C H
THE MAGAZINE FOR THE CIVIL HELICOPTER INDUSTRY I N T E R N A T I O N A L

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DAWN of a K A T R I N A
Change
New Era
In
the EYE of the of guard
in Zambia AFTERMATH the
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GOM
The first word on
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the m a g a zine f o r the civi l he l icopte r in d ust r y

Cineflex Introduces Getting Bigger

Multi-Sensor Version Florida-based FH1100
of V14 Magnum Manufacturing Corp. (FMC)
Cineflex has debuted its new V14 Magnum is expanding its factory
Multi- Sensor (MS) camera system. flight training program. The
Cineflex says that the Magnum MS is the new Van Nevel Helicopters
world’s first imaging system to combine Academy will open in May
a high-definition (HD) day/night camera to the public and it will offer
coupled with an extended focal all turbine ab-initio training
length lens, a real-time wide
through Commercial and
field-of-view camera, and
CFI-I ratings. According
a long-range, three field-
of-view infrared thermal to the company, all of the
sensor. The Magnum instruction will be in the Rolls
MS system is expected Royce 250 C-20B-powered
to revolutionize high FH1100 at a rate comparable
altitude surveillance and to piston-engine trainers. The
major incident tactical company’s plan is to provide
imaging.
a comprehensive, real-world
training course for aspiring
professional pilots including
training in such areas as
elevated platform operations
for those with a goal of
working in the offshore
ASU Night EASA Certification of oil industry. External load
Vision Powerline Detection System training may also be provided
Aviation Specialties Unlimited Safe Flight’s Powerline Detection System (PDS) will be at advanced levels.
(ASU) has installed night installed and EASA certified on the Eurocopter AS 355
vision goggles in REACH through Trans Helicopter Service (THS) of Paris, France. THS
and St.Mary’s helicopters. has filed a certification request to the European Aviation
The operators have had the Safety Agency in Cologne Germany for the 25 European HUMS for
equipment installed in their countries. The Powerline Detection System will be marketed Columbia
A109, 407, BO105 and 412EP and distributed through THS, and negotiations are underway
Honeywell’s VXP HUMS will
fleets. with two major European insurance companies to obtain
be installed by Columbia
discounted aircraft insurance as well as with Eurocopter of
Helicopters on its Boeing
France for installation and support.
234s and 107s. Columbia will
Keystone ‘does’ pursue a STC from the FAA

for the application of the
412s
Chelton in MD VXP system to its current
Keystone has been selected fleet of 22 Boeing helicopters.
MD has added the Chelton FlightLogic Synthetic Vision
by the Consolidated Fire In the initial phase of the
Electronic Flight Information System (EFIS) to its list of
Protection District of Los certification process, which
optional equipment for the popular MD Explorer series.
Angeles County to fit- began in December 2005,
The EFIS system is immediately available for dual-pilot IFR
out two new Bell 412EP Columbia began utilizing
configurations. By mid-2007, the system will be available on
helicopters. The estimated ground-based equipment to
single-pilot IFR MD Explorers with auto-pilot. The existing
cost to customize both demonstrate the capability
single-pilot (non-EFIS) IFR and Integrated Instrument
aircraft is US$2.3 million, of Honeywell’s tandem rotor
Display (IIDS) system will remain on the aircraft as standard
track and balance monitoring
and all work, including
equipment. The new system presents obstructions and
system. In the second phase
design and engineering terrain on the primary flight displays in real time, giving
of the program, a plan for
approvals, will be performed pilots the ability to fly precision approaches to rooftops and
permanently installing the
at Keystone’s completion oil platforms with complete confidence in the helicopters’
equipment on the aircraft and
facility in Coatesville, Penn. location. The Chelton system integrates data from GPS, an
expanding its application to
Keystone expects to receive attitude/heading reference (AHRS) system, air data computer
monitor additional systems
the helicopters in March and (ADC) and a Class C terrain awareness and warning system
and parameters will be
deliver them sometime mid- (TAWS) to present real-time positioning information in
developed.
year. synthetic three dimensional images on the cockpit displays.
11
( fuzzy dice optional )
Pimp Your Ride.
Dart now offers Apical floats with mid-bag external rafts on the Dart patented I-Beam skid tubes
for the Bell 206, 206L, 407, 212, UH-1, 412, the Eurocopter AS 350, 355 and floats with mid-
bag external rafts for the EC 130, EC 135 and the Agusta A119.
Lighter weight and more useable cabin space are always a welcome accessory.
Call to see how your helicopter can adapt and excel in your environment.
1-613 -632-3336 or 1- 800 - 556 -4166 / Canadian Sales ask for Ext. 112
1-246 -420 -7282 / International Sales ask for Ext. 113
www.DartHelicopterServices.com
More Thales Filtered Arrius 2B2 to

Thales has developed a new Aerospace Filtration Systems has been selected by Bell to power EC135 T2i
TopDeck Integrated Electronic provide a fully integrated high-performance inlet barrier filter Turbomeca says its Arrius
Standby Instrument (IESI) 2B2 engine will allow the
(IBF) system for the new Bell 417 as part of the FAA
specifically designed for
Type Certified design and for the US Army Armed EC135 T2i helicopter to reach
the helicopters. Thales has
Reconnaissance Helicopter (ARH). According to the company, a Maximum Take-Off Weight
drawn on expertise, gained
of 2,910kg and increase its
in both Active Matrix LCD unique to this program is a new teaming arrangement
performance. Turbomeca
(AMLCD) technology and between AFS and Donaldson Company to develop an
developed a new EECU
solid state sensors including advanced Bell 417 filter. The companies are working
(Electronic Engine Control
inertial and pressure together to ultimately introduce Donaldson’s dry media
Unit) software, increasing
components, to propose a filter technology on the 417/ARH. The dry media simplifies Take-Off Power as well as
self-contained IESI. Based
service with the use of compressed air or an environmentally Hot and High Performance.
on embedded sensors, the
friendly cleaning solution and water, eliminating the time Already certified by the
TopDeck IESI provides the
and attention required to dry and re-oil filters. European Aviation Safety
pilot with Attitude, Altitude
The new 417 IBF is the first fully integrated barrier filter to Agency (EASA), the new
and Airspeed indications
be offered on an aircraft TC. The system was designed from Turbomeca EECU software
in a single line replaceable
unit. Featuring a colour, the start around the structural engine inlet plenum, which will be embodied on all
high definition and fully new EC135 T2s. The new

AFS provides and configured to accommodate either a
sun readable AMLCD, and is EECU software will also be
foreign object screen or barrier filter as requested by the
compatible with all cockpits retrofitted to all EC 135 T2s
customer. This new IBF system for the Bell 417 features
of new generation helicopters. and will be supplied free
the flat filter design used in the Bell 407 and OH-58D systems,
The TopDeck IESI has already of charge to Turbomeca
along with a supplemental bypass system. The system operators. The engine TBO
been selected on S-76D and
is proposed for the ABW139, will feature an integral maintenance aid allowing on- is at 3,500 hours since the
AW149 and CH47. condition cleaning intervals, eliminating unnecessary service. certification.
You can count on K-MAX.
Many missions require efficient heavy lifting. One helicopter does it better than the rest.
Conceived and designed to perform repetitive external lifting, the K-MAX excels, lifting 6,000
pounds while delivering unmatched performance and reliability. What’s more, K-MAX has the highest
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A fleet of hard-working K-MAX helicopters will be ready to respond to the most difficult missions — from
delivering supplies to clearing debris or rebuilding — any where, any time. You can count on it.
Kaman Aerospace · Connecticut USA · 1-860-243-7006 · frenchm-kac@kaman.com

Safer EMS? Safer MDs

Fatal accidents involving Helicopter MD Helicopters has committed to pioneer cutting-edge helicopter technology by
Emergency Medical Services (HEMS) incorporating the safety recommendations of the International Helicopter Safety Team
could be reduced with help from (IHST). Beginning with 2007 aircraft deliveries, all MDHI products will include wire strike
the Chelton’s EFIS/TAWS (Terrain protection, cockpit voice and video recorders, HUMS, and terrain awareness warning
Awareness and Warning System). The systems (TAWS). A Fly Safety Training package will also be added to MDHI’s Training
FAA is considering mandating TAWS Program.
for HEMS. Chelton’s combination
has already satisfied the TAWS
600Aircraft.
requirement for all categories of
fixed wing aircraft and includes
Class A and B helicopter TAWS (H-
1 millionHours.
TAWS). The Forward-Looking Terrain
Awareness (FLTA) benefit of the
Chelton EFIS utilizes databases for
terrain, obstruction, helipads, airport
and runway depictions that integrate
with helicopter positioning, ground Do you have your strakes yet?
track, groundspeed, bank angle,
altitude and VSI to alert the pilot to
hazardous terrain or obstructions. Scores of operators are reaping the benefits of NASA-patented
If the helicopter performs a turn, technology tailboom strakes from BLR Aerospace. With more
the protection envelope of the FLTA
expands to provide additional alerts than 600 systems in use, operators are reaping benefits that
about the terrain and obstructions range from improved payload (lift hundreds of pounds more)
which the rotorcraft is turning toward.
to unprecedented stability of flight. A proven technology
The system also provides alerts for
excessive rate of descent, premature with more than 1 million flight hours to date, BLR strakes
descent, and excessive Glideslope
are truly a revolution in technology and performance.
deviation. Other alerts include higher-
than-expected sink rate right after Don’t change your helicopter – change your
takeoff or on the first leg of a missed performance. Do you have your strakes yet?
approach, and excessive closure rate
with terrain. These alerts take the
BLR Aerospace
form of visual and audible cues. For Performance Innovation
helicopters, Class B H-TAWS is built
into the system as a standard feature
and Class A is available as an option.
A ‘Lite’ Torrentula
SEI Industries has introduced its
newest product, the Torrentula
‘Lite’ Valve, a variable dump option
for smaller Bambi buckets and
retrofitable to standard buckets. The
‘Lite’ addition provides variable dump
capability to a range of bucket sizes
from 120 to 440 gallons. With design
features that are both economical
and operator-friendly, the Torrentula
‘Lite’ uses less power than any other
comparable valve available on the
market. Typically, the Torrentula ‘Lite’
can be installed using the aircraft’s
existing electrical configuration.
In addition to these features, the
Torrentula Lite’s easy-to-install
retrofit kit also allows the complete
removal of the existing valve and
control head, which provides spares
for use elsewhere.
800.257.4847 US & Canada
425.353.6591 International
w w w. b l r a e r o s p a c e . c o m
davemarone@blraerospace.com
15
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by mott stanchfield f l i g ht d y n a mics
mechanic from Argentina asked what I manufacturer to develop and validate an
regarded as a brilliant question. “Why HV diagram. Both the manufacturer and
does the Hughes 269A/300 model have a the FAA leave the validation process in the
manifold pressure climb-out limitation of capable hands of an engineering flight test
26.2 inches between ground level to the pilot. Flying and establishing the limits of
peak of the HV diagram?” The instructor the HV diagram envelope is critical, and
answered, “So as not to cause dirt, grass any violation of procedures constitutes a
Height Velocity and other matter to be blown into the severely hazardous condition.
engine induction system.” The substantiation of the HV Flight
Flight Envelope His answer is not uncommon, but it Envelope is conducted during the early
is wrong, and such a misrepresentation morning, with winds no greater than three
made me cringe a little. Recognizing my miles per hour. The highest point of the
HV is the proper obvious disagreement, the instructor diagram is substantiated from a hover
asked me if I had a better answer. I told at zero airspeed. To begin, the throttle is
industry term for a him I had the correct answer. Going to rapidly closed to idle or flight idle, and
the blackboard I drew the appropriate HV the collective is held at the hover position
flight condition poorly flight envelope and asked the class if they for 1.5 seconds before being lowered. This
were familiar with the HV flight envelope? relatively long period of time is required
described as the ‘dead No one was. Not surprised, I restated the to allow for the average pilot’s reaction
man’s curve’. It is in question, “Dead Man’s Curve”? Everyone time, during which the rotor RPM usually
knew all about that unpleasant term. descends somewhere just below the
fact, just the opposite. At this point I explained the manifold minimum red line.
pressure limit is a limit on the main rotor The recovery method for the peak
The term is a leftover pitch angle of attack during climb out of the HV diagram generally is to
to 300 ft AGL. Above this height, expeditiously rotate the nose to pick
from the early days of any remaining power may be used. up airspeed, then rotate into the flare
The 269/300 series are highly reliable at an airspeed above 40 mph for a safe
helicopter flight when helicopters and have a reasonable, but auto-rotative touchdown. This maneuver
rather sizably-loaded main rotor system.
the industry knew little converts airspeed into rotor RPM as
This means that at maximum gross needed.
of this flight regime. weight, the main rotor is supporting a The remaining points that constitute
large amount of aircraft weight per square the HV diagram are flight verified at
It is sorely outdated, foot of the rotor disk area. Therefore, incremental altitudes at airspeeds that
in the event of power loss, there could are obtainable for landings and without
misleading and shows be substantial loss of main rotor RPM, collective delays.
resulting in serious damage if the Pilots and mechanics should
ignorance of the power delivered to the rotor system not assume that the HV diagrams
exceeds 26.2 inches of manifold pressure are conservative – THEY ARE NOT!
subject. and the corresponding rotor blade Understanding and respecting them is
angle-of-attack. of paramount importance. The young
The manifold limit procedure is a Argentine mechanic took nothing for
rather clever way of restricting excessive granted and is my kind of mechanic. Pilots
blade angles of attack. When flying beyond and mechanics should follow his example
the shaded area of the HV diagram, by never hesitating to ask a question from
full power may be used at any altitude someone who has shown their knowledge
or airspeed. Since acquiring the Type in positive ways.
Certificate, Schweizer made remarkable When you get an answer, think about
During my tenure at the Hughes Tool improvements throughout the rotor it. If you feel the answer is incorrect – keep
Company, Helicopter Division, it was system and airframe of the former looking! There are books to refer to and
compulsory for all concerned personnel Hughes helicopters. flight schools to seek solutions from.
to attend maintenance or flight courses. It should be noted, however, that other Call the manufacturer or an FAA regional
However, as a pilot I always requested single-engine helicopters do not have a office if you have further doubt or need
the maintenance course to gain insight limitation requirement for aerodynamic verification.
into the equipment. These courses were main rotor blade angle other than the ‘up Of course, be sure you’ve read the
conducted primarily for equipment users. stop’, nor do models beyond the 269/300. flight manual first and always be attentive
One morning during one of the During the certification process of any to your takeoff airspeeds and climb-out
maintenance classes, a 22-year-old helicopter, the FAA wisely requires the angles. n
17
by robert van de vuurst L E GAL C O U N C I L
A new international convention may aircraft is registered in a ratifying

alleviate some of your concerns. On country. As of now, unfortunately,
March 1, 2006, The Convention on only the nine countries noted
International Interests in Mobile previously have ratified — numerous
Equipment, known as the ‘Cape Town other countries are working towards
Convention’, entered into force among ratification, however, and hopefully
nine ratifying nations (Panama, Ethiopia, in the near future, enough will be
Nigeria, United States, Pakistan, Oman, on board to make the Cape Town
Ireland, Malaysia, and Senegal). The Cape Convention an effective tool in most
Town Convention adopts a framework transactions.
for registering and enforcing legal l The parties to an agreement
rights and interests in aircraft, and
The Cape Town certain transactions involving them. It
creating an interest must first sign up
as users of the International
Convention - accomplishes this by providing three

benefits. First, it creates a central
Registry (which is done via the Web
at www.aviareto.aero).
A new era for aircraft International Registry (located in Ireland),
l Countries ratifying the Convention can
which will serve as a depository for the
sales and leasing registration of actual and prospective reserve the right to opt in-or-out of
certain of its provisions. Accordingly,
interests in helicopters by the parties to
purchases, leases, financings and other before you structure a transaction in
any given country, you should first
If you have ever sold, similar agreements. Second, it provides for
determine exactly which parts of the
priority among registrants, and, in some
Convention are applicable.
leased, or financed a cases, unregistered interests.
Under the Cape Town Convention,
helicopter outside of an ‘international interest’ is an interest
Lastly, it should be noted that the Cape
Town Convention does not eliminate the
relating to an aircraft which can be
your home country, granted under, among other things,
need to register aircraft for nationality
purposes, so keep filing your documents
a contract for purchase, a security
you may recall some agreement, or a lease. The Convention
with the FAA as applicable, of course.
Finally, it would be impossible to go
attempts to establish standardized rules
concerns that you into the fine points of the Cape Town
governing notice and priority among
Convention in this column — it is simply
probably had. What’s owners, lessors and creditors by requiring
too new and complex. If you have any
registration of the parties and their
questions or require assistance with
the law in that country interests arising under such transactions.
the Convention issues, you should seek
It establishes priority on the basis of who
with regard to securing is first to register an interest, and by (and
counsel before your finalize your deal. n
here is where the third benefit comes in)

my interest? What in creating a more uniform set of remedies
and procedures in the event of a default.
the world do I do if the In other words, how you regain possession
lease goes into default of your helicopter and deregister it from

the foreign country.
Robert Van de Vuurst is a member of the
and I have to go get my The overall goal is a more effective
Baker, Donelson, Bearman, Caldwell & Berkowitz
system of international aircraft
law firm, and is resident in its Johnson City,
helicopter back? registration that is built upon principles of Tennessee office. Baker, Donelson is the largest
reliability and predictability of outcome, law firm in south central United States, with
and accordingly, to promote less risk for over 450 attorneys practicing in 10 offices in the
international aviation transactions. US and one in Beijing, China. Van de Vuurst is
a 1986 graduate of the University of Memphis
The most important features of
School of Law, and has concentrated his practice
this new Cape Town Convention that you
on aviation law, with an emphasis on helicopters
should be aware of going forward are: and other rotor-wing activities since 1988.
In particular, he has extensive experience in
l The Convention applies only if the
aircraft transactions, sales, leases (domestic
‘debtor’ (which can also be a purchaser and international), securitizations, mergers and
or lessee) is located in a country that acquisitions, and FAA regulatory matters. He can
has ratified the Convention, or if the be reached at rvandevuurst@bakerdonelson.com.
19
by andrew healey eu r ope a n connection
It is interesting to read that The fact that we (as British
London’s Metropolitan Police is to get citizens) do not appear to have been
three new EC145s. They will supplement consulted about this change in tactics is
and eventually replace a pair of heavily- symptomatic of the sea-change in politics
used AS-355 Twin Stars, and are currently that has taken place in the country since
being role-equipped by Eurocopter’s UK 7/7. Practically anything can be withheld
distributor, McAlpine Helicopters. They from us these days on the grounds of
will start entering service later this year. protecting us from terrorism. But that is
It almost goes without saying that ‘by the by.’
these helicopters will be role-equipped to My concern is that if a police force
a level that is already the envy of many decides to use its aviation assets in an
Terrorism and western police operations – even those offensive role, you have to consider
overhauling the system completely.
in the States who saw the sense in them
the london years before we did. Britain’s coppers love Aircrew will also need specialist training
on how to hover 20 ft above buildings
their helicopters and while they might
metropolitan complain about a political rally that on NVG. They, and the teams, will have
involves paying the bobbies on the street to practice tactics such as what to do
police overtime, there always appears to be cash if someone starts shooting back at
for the latest bells-and-whistles on a them. And most importantly of all, the
new-generation rotorcraft. helicopters and their crews will need
It wasn’t so long ago that a moving protection against that armed response.
map was considered the height of I would rather leave the work where
helicopter sophistication; now whole it was, with the SAS. After all, that is part
task-management systems integrate of their raison d’être and they train for
images from multi-sensor pods, display it regularly. Their helicopters are armed
their output on touch screen picture-in- and their pilots are protected by armour.
picture cabin displays and downlink all Police ones, as yet, are not.
this data to force co-ordination centers. I may be yearning for the return of
There’s so much data, that triaging it is more innocent times, but I believe the
becoming an issue. It will not be long police should be civil and the army...
before, in the manner used in military er...military! And overlapping their roles
machines, this will have to be done involves a host of implications that we
automatically. don’t appear to be thinking through. n
But this isn’t what caught my eye.
Part of the reason that the Met chose the
EC145, apparently, is for its roomier cabin.
This will allow for new roles that extend
their capability far beyond surveillance
and co-ordination of assets. They will be
fitted with hard points to enable fast-
roping, abseiling and casualty evacuation
– duties envisaged in a review carried out
in the wake of July’s London bombings.
This is all very exciting, but it My concern is that if a
indicates an unprecedented expansion
of the policeman’s duties. Fast-roping police force decides to
means paramilitary SWAT-type tactics
and pre-emptive strikes – risky jobs
use its aviation assets
that in the past have been carried out
in an offensive role,
by military Special Forces. It involves, to
my mind, squads of heavily armed men
you have to consider
swooping on a terrorist cell by night via
a helicopter hovering very close to a overhauling the system
building, and recovering them and the
wounded afterwards. completely.
21
C O V E R F E AT U R E
Service
rich
Asset Free
Simon Browne
As corporate helicopter flying has
become essential to conducting
business in the UK, one company,
Starspeed, identified a niche market
of managing, not owning, high-end,
multi-engined helicopters, and has
become one of the country’s leading
corporate operators, providing
services to royalty, politicians,
entertainers and business executives.
story by mark ogden
PHOTOS by ned dawson

“To make any
money out of an
aircraft, you need
to fly 600 hours’
charter a year – and
that does not even
start to pay back
the capital.”
Simon Browne
top: Starspeed has grown from Founded by John Dickin in 1978, twin-engined machines, and so Starspeed
being a small charter operator to an Starspeed began life as a small charter began addressing their requirements by
asset management company company operating a Bell 206B and 206L moving from the Bell singles into the
operating helicopters such as the from a small airfield at Blackbushe in Twin Squirrel.
S-76 and EC155 for clients. Surrey. As time went by and the company In addition, many customers
began moving further into the VIP and increasingly wanted to own helicopters –
above right: Corporate operations and corporate market, many of its clients but without the associated administrative
long distance flying demand a level of began to express a preference for the burden involved with aircraft ownership,
luxury usually only seen in business jets. additional safety and comfort offered by so Starspeed began providing an asset
24
left: The helicopters operated by
Starspeed including the S-76 and
EC155 carry the captains of UK
Industry, British Royalty and the
world’s entertainers.
management service for those wanting in business. Starspeed maintains a low

their own machines. Today, Starspeed operating cost base and the use of small
maintains a fleet of seven helicopters GA airfields such as Blackbushe, rather
including the S-76, EC155, Dauphin and than major airports helps keep costs
Bell 222, however it no longer owns any down. “Blackbushe is a good little airfield
aircraft. we can use seven days a week although
Chief Executive David Voy, who we would like to have its hours extended
joined the company in 1987 explains, past the current 7 am to 10 pm.”
“The problem with the industry here,” Voy attributes the company’s success
he says, “is that to make any money out to several factors. “We have no capital
of an aircraft, you need to fly 600 hours’ investment, we are small and focussed
charter a year – and that does not even and we do our job very well.” Voy also
start to pay back the capital.” realizes the value of his 30 years’ industry “I ran one
He says that such utilization is almost experience in helping answer customers’
impossible in the UK. “Many people questions and in dealing with the myriad advertisement in
typically want an aircraft for a two-hour of operational quirks. Having flown in
flight to a destination where they will the same environment for 30 years, he the Central London
spend a couple of days before flying is also familiar with all the available
back, or else everyone wants aircraft landing sites. He is fully aware that a Yellow Pages but
at once on one particular day for some good reputation takes a long time to build
big event.” He explains that this kind of but only a very short time to lose so he had no PR and no
market makes it difficult to generate the relies on his team to maintain the high
number of hours needed on one airframe standing his company enjoys. business plan. I think
and that if Starspeed actually owned Despite a low public profile (Starspeed
aircraft it would not be able to survive has no ‘front office’ and does not I broke all the rules.”
25
ABOVE: Voy thinks the S-76 is
probably the best helicopter
on the market and appeals to
passengers who want a fast,
comfortable flight.
left: Skimming over the European

countryside and beyond the road
traffic makes helicopters such as
the S-76 and EC155 invaluable
business tools.
advertise), the company and demand for envisaged. “The 222 was a distressed
its VIP service has continued to grow. sale and one of our clients decided to buy
“We developed through word of mouth,” it,” explains Voy. “It was the first twin
comments Voy. “I ran one advertisement we operated and it was what led to our
in the Central London Yellow Pages but clients eventually deciding in favour of
had no PR and no business plan. I think I twins instead of singles.”
broke all the rules.” The company arranges everything
“I haven’t actually worked out a way for owners, from initial search and
to successfully market the top end of purchase of a helicopter to placing it on
the VIP market. Such people don’t read the UK Register, as well as arranging
handouts or brochures – they rely on and monitoring maintenance. For its
word of mouth. In the strata they move service, Starspeed levies an annual “Owners understand
in, if they want a helicopter, they ask fixed charge with additional charges as
someone they know who uses one.” required for crew, operations support and that if they want to fly
maintenance.
Asset Management Voy believes that the main reason when we have charters,
The old adage that ‘time is money’ people want to privately own helicopters
has never been as true as it is in today’s is because, “they want them...and then the charters have
business world. With the UK motorways because they can!” The argument about
sometimes described as the biggest a helicopter being a business tool is true, to take priority; the day
car parks in the world, helicopters are but that is just a reason to use one. The
becoming the transport of choice for motivation for buying one is purely the we take an airframe
successful business people – and the desire for ownership. Understandably,
sector is growing. people prefer to be in a machine they away from a charter
The Bell 222 was the beginning of know and like...and it’s fun! Which is
Starspeed’s aircraft asset management – you have to admit – the way to do it.” customer is the last
and demonstrated how a business can Much of the company’s 2,000 annual
develop along lines never originally flying hours are business-related time we will see them.”
27
The S-76 is for those who
want the best and are
prepared to pay for it.
– business travel, transporting goods, and away from a charter customer is the last aircraft originated from Brazil and
visiting factories, facilities and processing time we will see them.” He adds, “Owners there were some modifications made to
plants. However, there is still a lot of accept this possibility, but in reality, we electrical wiring in South America for
private and charter flying to sporting generally have enough pilots and contacts the avionics. Now EASA (European Air
events such as horse and motor racing in the industry to secure another aircraft Safety Authority) covers certification.
and shooting on the Moors. for a charter, which then allows us to re- Anything that has not been certified in
Until recently, Voy and his team lease an aircraft back to its owner.” Europe before has to go through a system
managed the business from an office at It helps to know the owners’ schedule in Cologne, which is in its early days and
his home, but as the company grew and – for example, Starspeed knows that one is an administrative nightmare. It is far
more pilots came on board Voy realized owner uses his S-76 extensively for about worse than JAA ever was, but we hope
that he needed bigger premises to have three months each summer to travel to that it will improve when it all settles
face-to-face time with them. Europe, but that the helicopter is usually down. It is fair to say that the system
Starspeed employs a team of people available for charter work for the rest of is archaic; somehow it seems to have
to clean, prepare and polish the aircraft the year. Even when some machines are incorporated the worst ideas from each
and although it does not conduct its own not available for charter, Starspeed still country.”
maintenance, the company employs a provides asset management – including The company flies throughout the
quality engineering manager to work with pilots, who often provide a ‘chauffeur UK and Europe and operations at this
its maintenance sub-contractor, PremiAir, service’, picking up many owners from level demand much of the pilots, all of
with whom each of the aircraft under their homes. “Our customers are, without whom hold airline transport licences,
Starspeed’s charge has an individual exception, some of the nicest people you night and instrument ratings and are
engineering contract. It is interesting could meet and we provide them with highly experienced, at least four of them
– and could only happen in the a good service – which is what they are being both examiners and instructors.
gentlemanly UK – that while PremiAir’s paying for.” While some have military backgrounds
Debenham division is a competitor in To aid planning and pilots’ situational and some commercial, all have previous
the helicopter charter market, Starspeed awareness, Starspeed maintains command experience. David Warren,
has its offices co-located with PremiAir’s a database of all the pads it uses, the company’s chief pilot is an ex-navy
maintenance division at Blackbushe. incorporating textual information pilot with over 14,000 flying hours.
Providing a charter service using describing a pad’s size and its approaches, Voy considers military training usually
helicopters owned by others takes a clear as well as pictures of each pad. produces a good overall pilot but it is
understanding of how the aircraft will be just the basis. “Service training provides
utilized by their owners. Some owners European Potholes experience in a wide variety of work
prefer not to make their helicopters Bringing aircraft onto the UK Register including low flying, obstacle clearance
available for charter and are prepared to is no simple task, especially since the and load lifting. Pilots come out thinking
accept higher costs. Others understand ‘Europeanization’ of aviation regulation. they know everything about flying, but
that in order to defray their costs, they “A Dauphin we previously dealt with soon realize they know ‘bugger-all’ and
need to release their machines. “In those took nearly four months to bring onto have to go and learn it all again with a
cases,” Voy explains, “owners understand the register. We are currently handling different emphasis.”
that if they want to fly when we have another Dauphin, which will be a private “Our pilots,” he says, “have to be
charters, then the charters have to take machine, but it is a very protracted flexible to meet customer needs and be
priority; the day we take an airframe process to transfer,” explains Voy. “This able to work in poor visibility, into tight
28
“I have a sophisticated
process to figure out
who to employ...it
involves interviews at
the pub. I have found
it better than formal
psychometric testing.”
sites and on tight schedules. They earn

their money!” Starspeed, which can’t
compete with offshore-pilots’ salaries of
more than £80,000, nevertheless enjoys
a low turnover of pilots whose salary Era Helicopters LLC, one of the world’s
packages exceed the industry average.
The pilots all have to be flexible and leading helicopter operators, is now
be able to think on their feet in order to
meet customer’s requirements at short
hiring Pilots and Aircraft Maintenance
notice. “I only employ people I like,” says
Voy. “I have a sophisticated process to
Technicians.
figure out who to employ...it involves
interviews at the pub. I have found it All pilot applicants must have instrument ticket and a
better than formal psychometric testing.”
Each pilot is responsible for a
minimum of 1250 hours. Bonus paid for ATP Certification.
particular aircraft and its equipment, Bonus paid for flight hours and paid per diem. Era offers
including its headsets and instrument a 14-day on / 14-day off schedule.
plates, and it is up to the pilot to ensure
the aircraft is always well presented. Each
aircraft is checked daily by an engineer; Seeking experienced technicians with A&P License.
it is polished at least once a week and Experience with Sikorsky S-61/S76, Agusta A119/A109,
is cleaned each time it returns from a
Eurocopter EC120/AS350 experience preferred. Field
flight. “It’s interesting that the people
who usually pick up any problems on Experience required for 14 day on/14 day off work
the aircraft are the polishers. They know schedule with paid per diem.
every part of the aircraft and can pick
up a problem before it really manifests
itself,” says Voy. Era offers a very competitive compensation and benefit
Some of Starspeed’s clients require package which includes an employer sponsored 401k plan.
helicopters with JAA Class 1 performance
– performance that ensures a helicopter’s
ability to either land on the pad or climb Please send resume and cover letter to:
above buildings should an engine fail
(similar to the old Cat A). In the UK, Human Resources Department
landings in built-up areas are prohibited Era Helicopters LLC
without express permission of the UK
P. O. Box 6550
Civil Aviation Authority (CAA), which
also requires any helicopter operating Lake Charles, LA 70606
in congested areas to have Class 1 or email to:
performance. According to Voy, the CAA jfield@erahelicopters.com
Equal Opportunity Employer

authorizes most charter companies to
operate in built-up areas without the need
for individual approvals provided they
comply with various specified operating
conditions.
A Favourite?
With no ties to any manufacturer,
maintenance company or sales
organization, Voy is in the enviable
position of being able to objectively assess
many of the most exquisite helicopters
available. When asked about his personal
preferences, Voy says that it really is a
case of ‘horses for courses’. He thinks the
Twin Squirrel is a great working airframe,
good for carrying four passengers up to
100 nm (beyond which its limited speed
becomes a problem), and he likes the above: Voy thinks that the
improved performance of the 355N over EC155 is great for operating to
the F and F2 models. “When using the airfields but its single engine
helipad in Battersley without floats, the performance makes life hard
vertical-takeoff payload difference is
with inner city pads.
340 kgs.”
Regarding the Dauphin, Voy says
left: Starspeed’s pilots are
that while he is happy with its airfield
handpicked by Voy for their
capabilities, it lacks single-engined
ability and flexibility. They are
performance. “From a small city site we
the ‘face’ of the company and
can carry six passengers, but only 10
minutes of fuel with reserves. It’s not its success largely relies on their
very good but it gets us out of the city to performance.
an airfield where we can take on fuel and
then go for three hours.”
The Bell 222 – which was certified for
vertical helipad operation in the UK in
Mark Ogden
1978, is much the same. “The 222 is our

best-value twin-engine single-pilot IFR
helicopter,” he comments. Voy explains
that the owner paid $US400,000 at a have the single-engine performance and it is Voy that helicopter owners know
time when the LTS101 engine was having that the S-76C+ has.” He says the S-76 they can call 24-hours a day, seven days a
trouble and was dreadfully unreliable, appeals to passengers who want a fast, week. At 63, although he has no plans to
adding that the engine problem was comfortable aircraft. “At £2,300 an hour, retire, he is trying to take a slightly more
probably the reason for the aircraft’s it really is an aircraft for people who back-seat role in the day-to-day running
limited success. The engine manufacturer want the best and who are prepared to of the company. “The sign saying ‘gone to
has since invested a lot of money to fix it pay for it.” golf’ hasn’t been used yet...but it will be,”
and the 222 is now a very good aircraft. Having started out flying Bells, he muses. But then adds, “The owners
According to Voy, the 222’s owners Voy thinks that the US manufacturers can talk to me anytime, anywhere and I
are delighted with their aircraft, which, misread the market by failing to invest in don’t want that to stop.”
although 25-years old, is in pristine technology and by not realising the trend While he may bring another aircraft
condition having flown only 5,500 hours. towards single-pilot IFR. “Bell has finally online this year, he thinks it will be the
“The 222 is a beautiful aircraft and produced the 429 but I think it is 20 years last. “We have an excellent team here
people love flying in it. Where else would too late. They have ceded too much of the but we want to stay small. There are
you find a six-passenger, single-pilot market to Eurocopter for whom putting no ‘levels of management’ or any of the
IFR machine for so little investment? two engines into the Squirrel was a very overheads that would go with it,” he says.
Salesmen keep asking me when the successful move.” Just goes to show that with smart
owners will change it and keep offering business acumen and a dedication to
me three million dollar helicopters in No plans to retire quality and uncompromising service, you
exchange. What’s the point?” Today, it is fair to say that Starspeed can develop a small charter company
The S-76, according to Voy, is probably is David Voy. He grew the company and into becoming the UK’s largest corporate
the best helicopter in the market. “The gave it its personality. It is to him that multi-engine operator, without even
EC155 is coming along but it still doesn’t people look for knowledge and experience owning a helicopter! n
31
The
Outback
classroom
For two weeks a year, the usual tranquillity of
a sheep station on the edge of the outback in
south-eastern Australia, is interrupted by the
arrival of a fleet of helicopters and a group
of students eager to fly them. MARTIN BASS
follows the herd to discover just what all the
commotion is about.
PHOTOS by martin bass

“Flying around a
manicured airport
only goes so far in
creating a competent,
employable pilot. Some
time out here puts
students in a real flying
environment.”
top right: One of Kestrel’s R22s I have travelled to rural Victoria this morning with about 1,100 sheep to
is hook-equipped, giving students to join Kestrel Aviation’s twice-yearly move. “We’ll go and make sure there are
the opportunity to be trained in ‘flyaway’ event – an opportunity for some no strays and then we can do some low
flying with sling loads. of the school’s rotary wing students to level practice,” says my instructor Ray
participate in a week of intensive flying Cronin. On the edge of the muster, we fly
above left: Apart from the flying, training at Kulnine Station – a second low and slow as we scour the tree line,
students get plenty of marshalling home for Kestrel Aviation, whose main paddocks and riverbanks for stragglers.
operation is based at Mangalore in the Before too long we’ve rounded up the
experience on the ground during
Goulburn Valley north of Melbourne. strays and we’re heading for the river to
the sling load exercises.
Located on the Murray River 70 km practice some confined-area approaches.
west of Mildura, Kulnine is a working Several times under Ray’s direction I
above centre: Student Billie Jo
sheep and wheat property of some 30,000 fly low over the treetops along the river
Kies learns the art of precision
acres, and is Kestrel’s rural helicopter until he points to a possible landing area.
flying as she lands the JetRanger
training ground. The experience is My task is to ensure it is suitable and that
on a narrow bridge. designed to take us out of the comfort I can get in and out safely – an interesting
zone of aerodromes, offices, training exercise given the strong winds gusting
above right: Billie Jo at the areas and air-conditioned classrooms and around the trees. Nevertheless, I manage
controls with instructor Paul Fulton. put us in an environment where many to negotiate my way in and out on each
young Australian helicopter pilots cut occasion, flying the Robinson tentatively
their teeth – the outback. over the water and between the trees to
I’m cocooned inside a Robinson R22 each landing site. Departing some sites
for my first lesson in the art of bush requires flying the aircraft backwards
flying. We’re told we have a muster on from the landing area out to the middle
34
of the river to enable a climb clear of stations for ‘flyaways’, they saw an Above: The Murray River
obstacles. Other sites offer so little room opportunity to offer their students bushland provides a spectacular
to land that I have to leave the boom out some real bush flying experience and backdrop but some tough terrain
over the water to keep the main rotor bought Kulnine in 2001, where they have to navigate around, during the
clear of obstacles. All the while I have to organized regular training events for
week’s flight training.
concentrate hard on my flying to avoid their students ever since.
becoming too attentive to the incredible On the first night of our flyaway Ray
landscape outside. briefs us on some of the issues relevant
The ‘infrastructure’ at Kulnine is to training in this environment. “Wires!
somewhat more rudimentary than the Wires! Wires! They are the number one
typical flying school environment with hazard around the base – and further
the shearers’ mess forming our kitchen afield, so be careful!” he emphasises. “Out
and dining quarters, operations center, here you’ll be keen to do some extreme
study area and radio room. Nearby are flying,” but adds, “you’ll all get your
several wooden bunkrooms, formerly chance at some challenging flying, but My task is to ensure
the shearers’ quarters, and an amenities it must be with an instructor. If you’re
block. Some students stay in the flying alone, don’t give in to temptation it is suitable and
bunkrooms whilst others prefer to pitch and do anything you can’t handle,”
tents around the mess hall or down by he cautions. “Just fly the sortie you’ve that I can get in
the river. The airstrip is about 100 m from talked through with your instructor
the mess and modest squares of carefully and stick to it. Too many pilots come to and out safely – an
tended grass mark out the helipads along grief stretching themselves beyond their
one side. The grass pads are designed capabilities. It’s never happened here and interesting exercise
to minimize dust blowing up around I’m determined that it won’t.”
arriving and departing helicopters. The need for co-operation on the given the strong
In 1986 Kestrel Aviation’s owners, ground is also drummed into us. We
Ray and Eleanor Cronin, became well are all expected to play our part; from winds gusting
acquainted with the area and its locals refuelling the aircraft and tying them
during aerial pig culling operations which down each afternoon, to washing up around the trees.
they flew for the Pastoral Protection after meals and keeping the place clean.
Board. Having previously used other A portable transceiver in one corner of
35
We practice landing
the aircraft on rickety
wooden bridges,
make approaches
to impossibly small
clearings on the river,
chase sheep and
kangaroos around
the paddocks, and
navigate our way over
terrain with precious
few features to tell us
where we are.
right: Billie Jo Kies practices

her sling load technique
moving temporary cattle yards
between paddocks.
the mess-hall provides rudimentary air afield as Japan, Oman, Ireland, England,
traffic control and we are all expected to Germany, Denmark and Qatar.
do a daily stint on the radio, providing The training schedule is intensive at
co-ordination for aircraft entering and Kulnine with the flying program running
leaving the circuit around the Kulnine from about 6.30 am until 4.00 pm each
airstrip, and monitoring each flight as day. Students and instructors are ‘up
pilots report in at regular intervals. and at it’ at first light, pre-flighting each
As I look around the hall during the aircraft for a hard day in the dust. Each
briefing I’m struck by the multicultural day’s schedule is planned the evening
nature of the event. Kestrel is a fully before and the instructors review the
accredited training organization and progress of each student prior to the
takes in many overseas students. next day’s sorties. Students consult the
Students at this flyaway represent four white-board after dinner to find out when
countries from outside Australia. In the they’re flying the next day and what they
past, students have come from as far will be doing.
36
Above left: Students relish the
opportunity to develop their low
flying skills over land and water
at Kulnine Station.
Above: On the edge of

Australia’s outback, the horizon
around Kulnine Station goes on
forever.
left: Apart from being Kestrel’s

instrument trainer, the Schweitzer
300 CB gives students some time
away from the R22 and some
valuable experience in flying
without a governor.
Rather than addressing aspects of Having completed most of the training

flight training that can be taught at any for her commercial licence at Mangalore,
airfield, the flying at Kulnine is focused she hopes that the ‘Kulnine experience’
on learning to handle helicopters safely will polish her flying skills in preparation
in real operational scenarios, performing for her flight test. Billie Jo’s family owns
tasks they commonly perform in the and operates Barossa Helicopters in South
outback environment. Throughout the Australia and, following in the footsteps “Too many pilots come
week and under the close supervision of of her father Peter and her elder sister
a team of flying instructors, we all pick Brigitte, she plans to join the company as to grief stretching
up valuable experience in aerial stock a charter pilot as soon as she can.
control, flying with sling loads, low-level Billie Jo arrived at Kulnine with 75 themselves beyond
and confined area operations and remote hours of training under her belt and plans
area navigation. Over the last 18 years to do about 15 hours during the week. their capabilities. It’s
about 450 students have participated Under the watchful eye of instructor
in Kestrel’s flyaways. For most of them Paul Fulton, and armed with Barossa never happened here
the week at Kulnine would have been Helicopters’ B206 JetRanger, she spends
one of the most memorable and intense the week building valuable time and and I’m determined
experiences in their training. experience slinging temporary cattle
Billie Jo Kies is a prime example. yards out to remote paddocks, searching that it won’t.”
37
is certainly not the kind of experience I’d
be picking up in a normal flying school
setting,” she laughs.
One of Kestrel’s R22s is equipped
with a hook for sling load training – in
many ways the most challenging aspect
of the week’s flying, requiring calmness,
precision and judgement that typically
come with years of practice.
During each sling training session,
two other students make up the ground
crew. One is responsible for directing
the helicopter into position with hand
signals to pick up or release the load.
The other has the task of preparing the
load for pick-up and moving in under
the helicopter to attach the line as the
student in the aircraft holds a hover at
six feet. The load itself is a net filled with
plastic water drums and a line of around
ABOVE: When the day is done, for straying stock around the saltpans, 15 ft with a steel clamp to attach to the
students and instructors gather in honing her skills in confined area helicopter’s hook.
the shearer’s mess for dinner and operations, and navigating her way across On day three it is my turn to try
much needed relaxation. some of Australia’s most remote country. my hand at the sling. With Ray next to
“The flying has been very intensive me I lift off and fly a quick circuit to
and I’m learning so much out here,” she familiarize myself with the staging area.
comments between sorties. “Kulnine On approach I pick up the hand signals
Station is a real working environment from my director and fix my stare on him
and we’re all getting a taste of what it’s as I fly the approach. As the hand signals
like to perform real tasks as pilots. This direct me in, the load disappears under
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left: After years of drought, recent
rainfall left Kulnine station dotted
with small, picturesque lakes.
“This is certainly
not the kind of
me and I am relying solely on my director aircraft sway gently as it takes the weight
to place the hook over the load. and lifts the load clear of the ground. experience
When the hands stopped moving, The director’s ‘thumbs up’ clears me to
the other ground crew moves in under move off. I’d be picking up
the helicopter. After what seems to After flying the circuit I turn onto
be an eternity he emerges from under final approach and pick up the hand in a normal flying
the Robinson and moves off to my two signals once again. Slowing to 30 kts I fly
o’clock. The hand signals direct me to a steep descent as we near the staging school setting.”
come up slowly and move forward to area. My target is a white cross on the
center the load beneath me. I feel the airstrip and I keep it in my peripheral
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right: A student holds the R22
in a steady hover whilst the
ground crew attaches the load
far right: Students are taken

to their limits as they take turns
in flying the sling load onto a
narrow bridge over the river.
vision as I edge in. When it disappears turn, but as I hold 50 kts, it is hard to
from view I creep forward until the hand maintain a constant bank angle as I pull
signals put the load over the mark and the helicopter into several tight turns to
I lower it onto the ground. When my the left and right to avoid trees. “Come
director gives me the sign I hit the button back inside the tree line,” Paul says as
and his ‘thumbs-up’ tells me the load was I sheepishly head back to open ground,
safely released. feeling vaguely frustrated.
I breathe a huge sigh of relief as I “Now try that exercise again at
move off for another circuit followed by 30 kts and see what happens,” he says.
another pick-up. This is true teamwork Sure enough, as soon as I slow things
for all the students involved and, under down, my turns get a lot tighter and more
Ray’s watchful eye, I have done my bit to precise. “This is a good exercise to show
ensure the exercise had been conducted you that it’s not always about speed,”
“We’ve done around safely and efficiently. Paul explains as I hold a steady hover in
Later in the week it is time for some the center of the saltpan. “Sometimes
6,000 hours of flying low-flying practice with Paul Fulton as my you’re a lot better off at lower speeds,
instructor. “It’s easy to get lost out here. particularly around trees. You have more
on these flyaways Things look the same in every direction time to assess your flight path and avoid
and there are very few ground features to obstacles. When you’re mustering or
alone and we haven’t help you orientate yourself,” he tells me doing any type of low-flying, these are
as we stare out over the barren landscape critical considerations.”
had a single incident. to the horizon. We fly around for a while I follow his advice, holding the
as he familiarizes me with Kulnine’s helicopter at 30 kts while cutting a path
I reckon that’s proportions and some of the significant inside the tree line in steady circles
landmarks in the area. around the saltpan. Under Paul’s direction
testimony to how After Paul selects a suitable spot, I I manoeuvre the Robinson into the trees,
study the area and fly the approach to watching ahead to work out a flight
much the students a large area of open ground bordered by path clear of all obstacles. The session
a thick line of gum trees along the river is thrilling and gives me a growing
get into it and take and encircled by loose clusters of trees. confidence and skill in handling the high
“Take us around the perimeter of the pressure of low-flying. As the lesson
their flying seriously.” open ground, hold 50 ft and maintain progresses I make mistakes,
a constant angle of bank,” Paul directs. learn from them, and then take the
I roll the Robinson into a gentle left experience with me. After an hour of
40
wheeling the helicopter around chasing
imaginary sheep, I’m getting tired. We
climb away from our training ground back
to Kulnine for a well-deserved break and
some lunch.
That’s how it is from sun-up to
sundown. Every day we practice landing
the aircraft on rickety wooden bridges,
make approaches to impossibly small
clearings on the river, chase sheep and
kangaroos around the paddocks, and
navigate our way over terrain with
precious few features to tell us where we are.
Over the past 18 years Ray and his
instructors have accumulated a great
deal of knowledge about the flying
environment and how their students
react to it. “We’ve done around 6,000
hours of flying on these flyaways alone on themselves and their skills to get by.” above: The still of the early
and we haven’t had a single incident. I At the end of the flyaway at Kulnine, morning is a perfect time to practice
reckon that’s testimony to how much the tiredness is visible on every face. We formation flying as the sun rises
the students get into it and take their have all experienced an intense week over Kulnine Station.
flying seriously,” he says. “Flying around together, honing our skills as pilots and
a manicured airport only goes so far in learning plenty about the outback flying
creating a competent, employable pilot. environment. Most of us leave with a
Some time out here puts students in a few more friends and arguably the most
real flying environment – one they’re valuable 10 to 15 hours flight time in
likely to come across at some time as our logbooks. In terms of the skill and
commercial pilots. It gives them a chance experience we have gained, I’m sure I
to see how changeable everything is from wasn’t the only one who felt that this
day-to-day, and how much they have to rely week was time well spent. n
HAIL the
Heliport!
In theory, helicopters are an ‘all-in-one’ transport solution – able to replace
cars, trucks, buses, boats and aeroplanes, but in practice, a number of ‘socially
unacceptable’ limitations have so far prevented their being considered as viable
inter-city transport. AERT VAN DER GOES VAN NATERS, a Heliport developer for
Helinet in the Netherlands, hopes this may be about to change.
PHOTOS by ned dawson and aert van der goes van naters
Ned Dawson
Ned Dawson
above: Even heliports such As European cities become busier seeking technological solutions to noise
as Monaco have felt the and busier and their roads, railways issues. There has already been a big
encroachment of high-rise and airports increasingly become improvement in the level and type of
buildings. Not that long ago, areas clogged with exponentially growing noise in today’s helicopters –tomorrow’s
surrounding the heliport were traffic, helicopters are becoming viewed will be even quieter.
– especially by business travellers – as The European Union is investing in a
primarily vacant land.
the only remaining way to move safely, project called Friendcopter that promises
reliably and quickly between cities. quieter helicopters by the end of 2008.
In a paradoxical conundrum, the Begun in March 2004, Friendcopter
same urban expansion that would seem involves a consortium of some 34
to invite increased helicopter use also European partners including helicopter
presents the most significant barrier manufacturers like Eurocopter, research
to its greater implementation, because establishments such as Netherlands
unfortunately – at least until very NLR (National Aerospace Laboratory),
recently – helicopter noise has been and universities. With all in agreement
viewed as ‘environmentally unacceptable’ that the next generation of helicopters
by a general public convinced that all will have to improve further with
helicopters sound like overloaded Hueys respect to environmental impact if
hovering 50 ft above their heads. they are to gain greater public
While enough older, noisy helicopters acceptance, the Friendcopter project has
remain to perpetuate this impression, the the following goals:
truth is that technology is increasingly
permitting helicopter designers to • Acoustic footprint reduced between
produce quieter aircraft and to have goals 30% and 50% (depending on the flight
of achieving ‘negligible environmental conditions).
impact’ including helicopter noise levels • A reduction in fuel consumption of up
of no more than 75 dBAs at 500 ft. to 6% for high speed flight.
The demand by the public, especially • Cabin noise levels below 75 dBAs
in Europe, for quieter helicopters is (similar to airliner cabins) in normal
encouraging manufacturers to continue cruise flight.
44
left: Today’s heliports are
becoming more and more
state-of-the-art, as evidenced
by the structures at this Dutch
EMS heliport.
Aert van der Goes van Naters
• Cabin vibrations below 0.05 g in cruise why it has not been happening. There is
flight – also comparable to airliner just not sufficient return on investment
ride comfort. or time for helicopter operators to make it
worth their while.
Many in the world are looking for Because heliports are considered to be
alternatives to petroleum; a search has small airfields, they require appropriate
already resulted in the first hydrogen- environmental permits, and developers
powered aircraft, and turbine engines have to jump through a myriad of
able to run on bio-diesel. Improved bureaucratic hoops. In the Netherlands
technologies will make engines less where off-airport landings are unusual,
thirsty, so this is one area in which companies struggle to develop their own
helicopters’ impact on the environment heliports which, because they are used for
can be significantly reduced. public transport, must comply with standards
If helicopters are to play a significant laid down in the ICAO Heliport Manual.
role in the growing demand for mobility, Although such efforts involve huge
the industry’s first task will be to arrange burdens for those trying to establish
its own infrastructure and this will heliports, the eventual issue of permits
rely on European helicopter operators at least gives developers some certainty
– without the support of the EU. that their heliports will be able to operate
No train can operate without a for some time. The biggest problem in
railway; no car without a road; no plane obtaining permits is securing public
without an airstrip – and no inter-city acceptance of heliports with people
helicopter without a heliport. Although fearing the inconvenience of the noise.
helicopters are technically perfectly It often takes several years for a permit If they are to offer a
capable of operation without formal application to work through the system,
infrastructure, if they are to offer a and in Western Europe developers serious travel solution
serious travel solution for demanding need to be patient to realize returns on
business travellers, then a piece of grass their investments as it presently takes for demanding
or a corner of a parking lot will not be from four to five years for a full-service
enough - operators will have to offer full- heliport to attract significant daily traffic. business travellers,
service heliports as close as possible to From a planning authority’s
major business districts. perspective, the likely noise impact then a piece of grass
predictions for a heliport site are just
Hoops and Hurdles as important as flight-safety aspects, or a corner of a
Unfortunately, while many of so an acoustic survey is an essential
the major issues surrounding the requirement of an environmental permit parking lot will not
establishment of heliports relate to application. The three major indices
politics rather than aviation, it is left comprising an acoustic survey are: be enough.
to helicopter operators to develop the
needed infrastructure... which is largely • The number of daily movements
45
right: The location of a
heliport must take into account
a lot of factors, including
approach and departure
paths. This heliport in The
Netherlands has a variety of
options for operators.
Aert van der Goes van Naters

• The predicted times of day for these (US$850,000) – excluding the price of at
movements, and least 3,000m2 of land.
• The noise level of the helicopter Although this is a lot of money – and
type(s) planned to use the heliport. is typical of what any new business in
Europe could expect to have to invest
With this information in hand, a in start-up infrastructure – it would not
specialized acoustical technician can be viable for a company with only one
calculate a noise footprint which can or two helicopters that might each use
then be overlaid on a topographical such a facility only three or four times a
map. Evening and night flights incur day. To be viable it would require regular,
‘penalties’ in terms of the calculations frequent, daily operations by a number
– and the inherently noisier a helicopter of helicopters carrying predictably high
type, the more penalties it incurs. With a passenger numbers. With hangar space
European standard of 50 dBAs considered rented out and a landing fee charged per
to be the maximum ‘average’ daytime passenger, it would be possible to make
noise level experienced in a house, every a good return on investment – perhaps
three dBAs of additional noise from a as much as €150,000 to €250,000.
helicopter will double the noise footprint. (US$180,000 to US$300,000).
Accordingly, it is prudent to seek
It needs to be real locations already subject to a lot of The Snowball Effect
noise – such as highway intersections There are so many problems
and significant – where the noise of helicopters can today with surface transport – traffic
merge less obtrusively with existing jams, pollution, and susceptibility to
infrastructure with background noise. infrastructure disruption – that if a
network of heliports were to be created
heliports close to New Specialization across Europe especially near its big
Heliport development in Europe has cities, it would create a snowball effect
city centers and become a specialist industry-within-an- and as it became easier to travel between
industry and several companies have cities by helicopter, more people would
office complexes and branched into the field. Nevertheless, use the service more often. Furthermore,
despite the demand for this specialist a suitable network of heliports might
not hidden away in service, the lack of finance is a stumbling encourage large companies to consider
block –developing a full service heliport owning helicopters. A helicopter network
industrial areas where with a well-lit landing area, several would offer a safe, quick and secure
helipads, a hangar for three helicopters, method of transport which, with a little
they can ‘do no harm.’ offices, a fuel installation as well as all imagination, could potentially bring
the work on permits and environmental to life the (as-yet unrealized) vision by
research will cost about €700,000 an earlier generation of designers of
46
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scheduled helicopter flights between throughout Europe, whose roads, rail
European cities. systems and major airports frequently
Despite the potential for helicopter do not directly service business
manufacturers who stand to profit centers, makes it perfect for heliport
enormously from the greater demand for infrastructure development for which
their products that such developments the time is ripe. The European Helicopter
would bring, none of them feel it is their Association should play a role in this
place to invest in infrastructure and all development and form a European
share the opinion that their place is to heliport committee as its US brother,
simply make helicopters. the HAI, has done. Such a committee is
This is unfortunate because the needed to work on improving political
additional jobs and money that they and public acceptance of heliports.
could contribute to a European economy Helinet’s vision and plan to be the
would give them significant influence as first operator in Europe with a network
an important lobby group. Their influence of twelve heliports in three countries
would undoubtedly improve public is a big step in the right direction and
awareness of the advantages associated the company hopes to start scheduled
with heliports and strengthen the services between European cities in 2007.
opposition to the objections of unrealistic While I am convinced that this will
environmentalists. some day come true, it will help if the
I believe it is time for a joint effort helicopter industry – particularly the
between operators and manufacturers European helicopter industry – grows up
above: Preparation for developing to support the development of heliport and embraces what is common practice
a heliport in today’s noise infrastructure in Europe. It needs to be among many industries; to look beyond
sensitive environment entails a lot real and significant infrastructure short-term commercial self-interest, and
of diagrams showing which areas with heliports close to city centers invest time and money in environmental
and office complexes and not hidden and political issues. The more people
will be more impacted by the
away in industrial areas where they within the industry who address these
noise than others.
can ‘do no harm.’ The close proximity issues, the better and more prosperous it
of so many countries and large cities will be for the industry as a whole. n
BREEZE-EASTERN
HS-20200 HS-29700 HS-10300 HS-29900
AGUSTA BELL 212/412 AGUSTA A109K2 AGUSTAWESTLAND EH-101 SIKORSKY UH-60Q
AGUSTA BELL AB139 EUROCOPTER AS-350B3 EUROCOPTER AS365(HH65) AGUSTAWESTLAND EH101
HELICOPTER RESCUE HOISTS

700 Liberty Avenue, Union NJ 07083, USA
MDHI MD902 Telephone: (908)686-4000 Fax: (908)686-9292 Web Site: www.breeze-eastern.com
Heli Expo
does
Dallas
Heli Expo 2006 personified everything about its host state
– Texas. It was big, brash and loud – but most importantly,
it was friendly and successful. Held in the massive million-
square-feet of floor space of the Dallas Convention Center,
it was an outstanding event that brilliantly showcased much of
the best and the brightest of the world’s civil helicopter market.
story and photos by rob neil
Sikorsky handed over the first
S-76 branded in the new livery
for the Bristow/Air Logistics
family amid fanfare.
top right: Erickson Aircrane had not one,

but two Corpo Forestale Aircranes on
display and were among the most popular
attractions at Heli Expo.
above left: A 902 from AeroCare and the

Tulsa Police Dept’s MD500E were the main
attractions on the MD Helicopters stand.
above right: A prospective customer

takes a closer look at Aerometal’s
immaculate MD500D.
main pic: This NVG-equipped EC135

was displayed by Louisiana-based EMS
completion specialist, Metro Aviation.
far left: Mike Whitter from Heli-Lynx is

seen here presenting Abitibi Helicopters
with their first AS350FX.
left: Not content with new

carbon fibre blades, Carson Helicopters
S-61 was now sporting a state-of-the-art
Sagem glass cockpit.
51
above: Bell CEO Mike
Redenbaugh enthusiastically
unveiled the brand new Bell 417
in typical theatrical style.
right: One can’t help but be

impressed by the cockpit layout
in the S-92.
far right: The deal is inked

between Sikorsky and US
Helicopter for a fleet of S-76s
which will take passengers from
NYC to LaGuardia and JFK.
No first-time visitor to Heli Expo (like oil prices – is still buoyant and positive.
me) could fail to be impressed by the More than US$620 million worth of orders
scale of the event and by the diversity for new helicopters were announced at
of products and services on show. With Dallas!
a record 521 exhibitors in attendance, Almost every exhibit at the show
this biggest-ever Heli Expo represented demonstrated the flexibility and
an obvious confidence in the global adaptability of the industry to confront
helicopter industry that was exciting the challenges it faces. Events like Heli
to experience. As highlighted in ‘From Expo are refreshing reminders that a
the Editor’, 2005 was a record sales year great many clever and capable individuals
for almost all helicopter manufacturers and companies continue to seek and
whose bulging order books make it clear find solutions to all manner of technical
that the industry, despite its generally and operational problems for helicopter
acknowledged difficulties of rising costs, operators around the world.
scarcity of parts and materials, and rising The Expo is also the perfect venue
52
Were it not for Heli
Expo, such immediate
sales success would
likely be impossible
– at least without
spending vastly more
money in advertizing
than the cost to
exhibit at Heli Expo.
for everyone in the industry – from immediate sales success would likely be top: Undoubtedly one of the most
the biggest companies like Eurocopter, impossible – at least without spending amazing paint schemes of any
Bell Agusta-Westland and Sikorsky, to vastly more money in advertizing than helicopter at the Show, was this
the smallest of suppliers and specialist the cost to exhibit at Heli Expo. F-28 on the Taod Design stand.
manufacturers of helicopter-related Of course, no major aircraft
widgets – to get together and network show would be complete without the above left: ITT Systems displayed
productively over three intensive days of ‘unveiling’ of new models or deals by
this pair of new generation NVGs
social as well as commercial interaction. major companies, and Heli Expo 2006 was
mounted on an impressive looking
While such shows provide the perfect no exception – with Bell Helicopter, in
helmet.
opportunity for airframe manufacturers true Texan style, launching its new 417
to announce big deals and orders, they spectacularly amid clouds of smoke and
above left: Throughout the Show
are the ideal platforms for fledgling a rock concert-worthy lighting display.
companies to launch new products Following an introduction by Bell’s CEO, the halls were packed with visitors,
such as the innovative Mobile Hangar Mike Redenbaugh, a brief but spell- with total attendance on day one
displayed at this year’s show. Heli Expo binding appearance by Cirque-du-Soleil exceeding that from the whole of
gave the producers of the Mobile Hangar performers preceded the covers being the previous show.
the best possible opportunity to promote lifted from the beautifully presented 417
their new product to exactly the right that stood on a raised platform alongside
market – the result being that more its bigger brother, the 429 – both aircraft
than 20 firm orders, and more than 40 painted in matching dark elegant colours.
potential orders generated directly from It would have been difficult to
their presence at the Expo. Not bad for a match Bell’s spectacle – and no one did.
start-out company that completed its first However, Sikorsky came close, quickly
mobile hangar only days before appearing following Bell’s presentation by unveiling
in Dallas. Were it not for Heli Expo, such an S-76 in the colours of Air Logistics
53
top: One of the star attractions – part of the Bristow Group which has helicopter with an additional
for 2006 was Eagle Helicopters’ 35 S-76C+ helicopters on order and more 360 lb of internal gross weight, 240 lb
expected to follow in the next three greater external gross, better altitude
new 212 Single, which took pride
months. Also announced by Sikorsky at performance and significantly better
of place on the Dart Helicopter
the Expo was an order by US Helicopters operating economy, with a fuel burn
Services display.
for four new S-76C++ machines with around 20 to 25 percent better than the
which US Helicopters intends to operate original aircraft.
above left: The cockpit layout of
a scheduled service between Manhattan DynCorp International unveiled a
the new Bell 429 is both functional
heliports and New York’s major airports. beautifully finished Bell 205 ‘Global
and user friendly as seen here in As usual at such events, there were Eagle’ conversion for Alaskan operator,
the corporate mockup. various upgrades and modifications Temsco Helicopters. This conversion
for a whole range of helicopters on replaces the 205’s ageing Lycoming
above right: Interest was display. There were several re-power engine with a Pratt and Whitney PT6C-
always high in the current, and modifications displayed; the Canadian 67D. While substantially improving fuel
next generation engines as was Heli-Lynx conversion of the AS350BA economy over the engine it replaces,
evidenced by the number of with a Honeywell LTS101 engine, a wiring the ultra-reliable PT6 simultaneously
people inspecting Rolls-Royce’s refit, digital engine instrumentation and increases power from the standard
engine cutaways. several other modifications, produces a Hueys of around 1,300 shp to 1,675 shp,
54
above left: The BA609 mockup
was impressive and was a crowd
pleaser throughout the Show. The
test aircraft flew a number of demos
during the Show at the Bell factory.
above right: DynCorp Intl, in co-

operation with Temsco Helicopters,
were on-hand to show off their new
project.
left: What better way to work on

your R-44 no matter where you are
and what the weather. This solution
was finished just days before the
Show started and arrived there in
which, in Temsco’s case, combined with Expo venue, with both new-build options nick of time.
a 212’s rotor and hydraulics, produces a and conversions offered by various
helicopter that outperforms the 212 for a manufacturers. Modern displays are things
conversion cost of around US$1million. of beauty in any setting and their visual
Other ‘Global Eagle’ changes to the appeal was put to best use in a number of and the need for greater training in more
helicopter include an extremely efficient stands as the virtues of their safety benefits, complex and increasingly expensive
tail-rotor conversion from ‘pusher’ to reduced weight, increased reliability and helicopters, becomes the norm for the
‘tractor’ configuration, and the addition greater ease of use were extolled. industry.
of a tail-boom strake along the left side All the new models by the big Indeed, safety was a big issue
which combine to increase tail-rotor manufacturers – Bell, Sikorsky, Agusta- everywhere with numerous operators,
effectiveness by around 40 percent. Westland and Eurocopter – featured manufacturers and modifiers producing
Temsco’s machine had its nose beautifully laid-out glass cockpits; the and promoting greater safety in every
replaced with a 212 front-end which attractive Chelton EFIS system, with aspect of helicopter operations.
improved its aesthetic appearance its moving map incorporated with the While MD Helicopters’ presence at
no-end, while accommodating dual primary flight display was on show, the show was limited to two aircraft – an
batteries, and the fuselage incorporated while Thales displayed a cockpit mock-up MD500E and an AeroCare Explorer – a
a wonderfully-crafted engine cowling featuring its latest ‘TopDeck’ integrated highlight of the show was the company’s
produced by Tom Foster of CMR Inc., avionics system, as fitted to the new press briefing given by new CEO, Lynn
which while not part of the standard S-76D that incorporates an intuitive Tilton. For those who may not be aware of
Global Eagle conversion, finished the and logical cursor-control for flight Tilton’s history with MD, having bought
helicopter off beautifully. management computer entry. the company, Tilton proceeded to pay
Avionics and cockpit displays Simulators featured prominently as off its creditors – something that while
featured prominently throughout the might be expected, as safety awareness legally she could have avoided – morally
55
she did not wish to do. This has to be than anything else available in their at the Expo was an overwhelming sense
seen as an indication of the kind of class! She is adamant that she aims to of purpose by every manufacturer – as
person now at the helm of this recently continue to produce the safest and most well as those who support helicopter
struggling, but now rebuilding company. reliable helicopters anywhere – indeed, operations around the world – to produce
Her openness and willingness to answer she has her own Explorer on order, the very best they are capable of, because
any questions at the press briefing, although as Tilton hastened to point out, of their awareness of the life-dependent
without politics or hesitation, was further her helicopter will wait until the company and critical jobs that helicopters are
indication of her intent to resurrect MD has fulfilled its contracted obligations to routinely asked to perform.
Helicopters to greatness. existing customers. Bell’s Mike Redenbaugh referred to
There was no attempt made to shrink There were one or two doom-sayers this awareness in his presentation, as did
or hide from the difficulties or problems and gloom merchants in Tilton’s press many others. These are people keenly
inherited from former management audience, but notably they were in the aware of the importance of the products
– only promises to rectify every existing audience and not fronting their own they produce – an importance that goes
difficulty and delay for current MD multi-million dollar companies with six well beyond the production of purely
owners in obtaining parts and service, billion dollar personal fortunes behind functional machines.
and to eliminate the failings within the them. It will be very interesting to It is not just a cliché, nor is it
industry that led to MD Helicopters’ near observe the waves made by Tilton and overdramatic to talk about helicopters
demise. With her reputation as the owner MD Helicopters in the next two years, and helicopter crews performing heroic
of 67 major companies around the globe as MD ramps up production and turns and noble deeds of greatness – these
at stake, it is no small thing for Tilton and the conventional out-sourcing model machines and their people perform tasks
her near six-billion-dollar-worth, to take of helicopter construction on its head around the globe that, while ‘routine’ for
on the responsibility of rebuilding MD – returning to in-house production of operators, cannot be objectively described
Helicopters, nor to make the promises she components and spares. There is no as anything other than magnificent – and
publicly made to clients and customers. doubt that, from an operational point- this knowledge and feeling, while it is
Tilton came across as fiercely proud of-view, all past spares difficulties aside generally unspoken, was strongly felt and
of the helicopters her company produces. – MD helicopters have a loyal customer was evident everywhere at Heli Expo.
Having made the point that 20 percent following around the world and as Heli Expo 2006 might have been a trade
of all global helicopter accidents are tail- their past difficulties are overcome, MD show for the helicopter industry, but
rotor related, she reasonably concluded should give other manufacturers of light it was far more than just a trade show
that with their NOTAR technology, her helicopters something to think about! – this biggest ever Heli Expo was, without
helicopters are at least 20 percent safer Something that came across clearly doubt, a big success. n
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e-mail: russellg@airwork.co.nz
E M S F E AT U R E
baptism
of FIRE
A new EMS helicopter was ‘dumped in the
deep end’ during its first week of service in
January, as its crew rescued casualties of
a gruelling bush canoe race in South Africa.
story by andrew healey

photos by JULIE DE VRIES AND CHRIS BOTHA
right: It took rescuers
90 minutes to free the
canoeist trapped under a
boulder in rapids.
Previous page
top: Even fellow competitors

joined the rescue team of
Netcare 911 personnel, the
South African Police and fire
and rescue personnel.
bottom: The A-Star

provided a medevac service
to 2,000 canoeists in
the Hansa Powerade Dusi
Canoe Marathon.
From its base at Durban, on the The four evacuations involved a heart-
country’s south-eastern coast, the attack victim, a near-drowning, a
Eurocopter AS350 B2 was dispatched to motorbike accident and a trapped
support the Hansa Powerade Dusi Canoe canoeist. “The value of an air ambulance
Marathon – an annual three-day event was reinforced by the water rescue of
held along over 100 kms of rivers running one canoeist who was trapped under
through KwaZulu Natal province, back a boulder in rapids below a dam wall.
towards Durban. His face was barely above the breaking
‘The ‘Dusi’ is a highlight of South waters for more than an hour,” says Avice
Africa’s sporting calendar and regularly du Buisson.
attracts a field of over 2,000 canoeists In a 90-minute intervention that
– from home and abroad – to tackle the involved fellow competitors, Netcare
challenging waters and inhospitable 911 personnel, the South African Police
“The value of an terrain. The race involves negotiating and fire and rescue personnel, the
no fewer than 26 stretches of rapids or trapped canoeist was finally freed and
air ambulance was weirs, and several kilometers of portaging carried by helicopter on a long-line
(running with the boat around the most from the riverside to a staging point
reinforced by the dangerous or impassable rapids). High on a nearby bridge. The patient was
gorges with rough dirt roads make access assessed by a doctor and paramedic
water rescue of to the water difficult – some areas can be before being airlifted to a Durban hospital
accessed by four wheel drives, some only for treatment for hypothermia, cuts
one canoeist who by off-road motorbike, and some only by and bruises, where he later made a full
air. Snake bites also pose a risk during recovery.
was trapped under the portaging stretches. A second helicopter – a South African
With over 80 doctors, nurses and Police Services Bo105 flown by Captain
a boulder in rapids paramedics on duty, Netcare 911, the Adriaan Odendaal and Inspector Gideon
helicopter’s parent organization, was van Zyl, brought the rescuers to the point-
below a dam wall. the official provider of EMS support to of-rescue.
competitors and spectators at the Dusi. Netcare 911 set up three medical
His face was barely Netcare Manager Serge Avice du Buisson stations along the route each day and a
says that the Dusi is, “always fraught tent at stopover points. Two emergency
above the breaking with challenges – both in and out of the response vehicles, nine ambulances,
water. This year’s event was no exception six motorbikes, two jet-skis and two
waters for more and the helicopter (call sign Netcare 3) ‘life-support’ quad bikes supported the
was used to recover and transport four medical personnel. But it was the added
than an hour.” patients to medical facilities in Durban.” capability of the helicopter that made the
The B2 was flown by Cameron Dalziel difference between life and death in the
and carried a doctor and paramedic. case of the trapped canoeist. n
60
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p e r s o nal p r o file
SO HOW DID YOU GET INTO WORKING moment, but the famous ‘Hover Barge Tow’
Dale Weir
FOR COLUMBIA? photograph is one of them. I was one of
After I got back from Vietnam, Columbia four pilots involved in that. The interesting
were advertising for tandem rotor pilots thing is that it was taken around 1982, and
Command Pilot, with 1,000 hours, so I went for the job. I we’re hiring pilots now who weren’t even
have been with Columbia for 33 years now. born when it was taken! On that job we
Columbia Helicopters had to do about 10 kts. The aircraft didn’t
SOUNDS LIKE YOU STARTED OUT AT AN
Portland, Oregon EARLY AGE THEN?
want to stay in that attitude - you had to
hold it there. They were long tiring days,
Oh yes, I started out building model
so the picture makes it look considerably
From flying Chinooks aeroplanes, working at the airport pumping
gas and washing aircraft - and occasionally
more dramatic than it really was! Also it
was taken from a 212, which was hovering
in Vietnam to logging I’d get offered a ride, which was great. You
don’t see much of that anymore. It’s a real
in front of us, which does give it an
exaggerated attitude. For the photographer,
and fire-fighting, the pity - they don’t even let kids on airports
these days.
who has passed away now, it was also a
great milestone in his career.
man behind the famous WHICH HELICOPTER DO YOU ENJOY MOST?
WHAT’S YOUR OBSERVATION OF THE
You know they’re all different, and there
INDUSTRY AS IT IS NOW COMPARED TO
‘Hover Barge Tow’ picture are things you get to like about each
THE EARLY YEARS?
individual machine. The BV-107 has been
The industry has become huge – you only
talks about his flying Columbia’s workhorse. It’s the DC-3 of
have to look around Heli Expo to see that!
helicopters! They’ll be going on forever. I
We would never have dreamed 33 years
experiences. have a long-term relationship with that
ago that we’d have glass cockpits! With
helicopter, as well as the Chinook, which
lift work though, this stuff doesn’t really
got me into tandem rotor helicopters,
help to get any more turns per hour, or
thanks to the army!
put more water on the fire. Our flying is
WHAT’S YOUR FAVORITE THING basically still ‘stick and rudder’ flying - one
ABOUT 107s? of the reasons it appeals to me! Technology
For one they’re tough! These aircraft were advances have a lot to do with reliability,
constructed back before engineers did a but the actual flying part hasn’t changed a
lot of computer designing, so there’s extra great deal.
margin built into them that you don’t see
IF YOU COULD GIVE ADVICE TO NEW
nowadays. I like that very much. It’s really
PEOPLE TRYING TO GET INTO THE INDUSTRY
funny how the 107 was designed as an
WHAT WOULD IT BE?
airliner, yet it turned out not such a great
Well, I started 37 years ago in the military,
airliner but a great lift machine! A tandem
so how I got into the business is not
rotor design, two engines, two pilots -
necessarily how people would get in now. I
that’s a pretty hard combination to beat for
think it’s really tough taking the civil route
lift work.
because you have to spend your own money
WHAT GOT YOU INTO FLYING HELICOPTERS?
WHAT’S THE WORST MOMENT IN FLYING and work very hard to get a job. One thing
The Army, by accident! I was intending to
THAT YOU’VE HAD? I have seen is that we are getting a lot of
be a fixed-wing pilot when I was drafted
In Vietnam, in a Chinook. We lost the really good 1,500-hour R22 instructors, who
in the late 1960s. The concept of being an
transmission at 1,500 ft. The area was are really well-suited to our line of work. n
infantryman didn’t appeal, so I decided to
full of trees and it put us all in hospital.
join a program – which started my career in
I broke my back, but we all survived. At
helicopters.
Columbia, emergencies are something we
HOW MANY HOURS HAVE YOU FLOWN train heavily for. We use airliner-oriented
AND IN WHICH TYPES? checklists, and as a result we have fewer
25,300. I started on the Hiller 12, followed emergencies nowadays. When I first
by the Huey, and at graduation I was offered started out, an engine or systems failure,
the opportunity to fly Chinooks with the was quite ordinary, but as maintenance
Army. I also flew a Super Puma for a while, and engineering has improved and we
and a Sky Crane for about four years. I have come to know our aircraft better, it’s
enjoyed that – it was great travelling. happening far less. One thing about logging
is that you can be going up and down the
WHAT’S THE MOST FLYING YOU EVER
same hillside for hours with no problems,
DID IN ONE YEAR?
so you have to pay attention to avoid being
About 1,200 hours, with Columbia - logging
caught out by the unforeseen!
in the Chinook and fire-fighting. I flew all
day long, went home, had dinner, went WHAT HAS BEEN THE GREATEST MOMENT
to bed, then got up to do it all over again. OF YOUR CAREER?
Tiring but great! Oh man! It’s really tough to pinpoint one
63
by Nick lappos t h e la s t w o r d
believe that we can only get so far by Eight years ago, I was flying hundreds
working on the human. It is time to of instrument approaches to a hover at a
look closely at the machines and the heliport, using a last-generation autopilot,
airways systems to find ways of reducing an enhanced GPS and a simple FMS-based
opportunities therein for human-error to decelerating approach. Why don’t we
occur. have them now? A FAA official told me at
Here is an experiment to illustrate my Heli-Expo that, “Nobody ever asked us for
point. Stand in the middle of a large room them!” Within 18 months we could have
To Err is Human with a bucket of tennis balls and try to WAAS-based low-altitude airways with
throw the balls, one at a time, through approaches to rigs and heliports – if we
the half-open window in the far wall. demand them!
Air crash statistics tell us Count the number of times you ‘miss’ the
3. Ready in Five Years – Fly-by-Wire
window. This is the human-error rate for
that the great majority of control systems.
the task. Now move further away to the
Fly-by-Wire is more than just
crashes and ‘incidents’ are far side of the room – or close the window
‘computer control.’ FBW allows us to
further – and see how your performance
the result of some form of ‘tune’ a helicopter to fly like a ‘57 Chevy
of successful (through-the-window
or like a B-52. It negates the need to hire
throws) drops off; the pilot-error rate
human error. ‘Pilot-error’ or skilled young people with an ability
increases. Move very close to the window
to balance the controls to maintain
‘crew-error’ – they’re both or open it completely, and the pilot-error
a tenth of a degree of attitude while
rate drops dramatically. If the ball and
terms for the same mistakes window experiment seems simplistic,
simultaneously co-ordinating ground
speed and hover-height. Think of a Doppler
just try a night EMS mission in the rain
that we fallible humans are SAR approach but with a stick that lets
– where not only is the window narrower
you fly precisely while it auto-hovers.
all prone to make. If it were and much further away, but you have to
A decade ago I flew the Shadow
wear dark glasses as well!
as true as the impersonal research-helicopter fitted with a velocity-
Methods and tools exist today and-position-hold control-system that
statistics apparently suggest, – some involving proven technology totally eliminated the need for visual
demonstrated in helicopters as long as judgement of altitude and speed. With
then it would be logical to ten years ago, that can make the tasks of this system, even non-pilots would be
piloting and controlling helicopters easier. able to fly precision hover and landing
attempt to prevent these The easier their tasks, the less prone are tasks within a few minutes of entering
accidents just by improving pilots to err, and the lower will be the a cockpit. Such a system should all-but
accident rate. Here are three of them: eliminate white-out/brown-out accidents
‘the human’ – by more and would make night rig-landings a
1. Here now – EGPWS
piece of cake where you would drive up
frequent and more realistic Already in existence and available
to the rig, reach zero-speed over the pad,
immediately, EGPWS (Enhanced Ground
training and by imposing Proximity Warning Systems), which
and then lower the collective to land.
The only difference between
incorporates a coloured map and a set of
stricter controls on crews. instrument flight and visual flight
warnings, can practically eliminate CFIT
would be the view outside the windows.
and should be made mandatory for all
If desired, the radar altimeter could
night operations.
be linked to the collective and an
An EGPWS costs US$50,000, but with
obstruction sensor to the cyclic, resulting
a fatal accident statistically costed at
I believe that such a simplistic view in an aircraft that could not be flown into
US$50 million, its use in preventing just
misses the point and is fundamentally the ground, any more than a car could be
ONE helicopter accident would pay for
wrong. Certainly the ‘human aspect’ driven into the wall at the car wash!
an EGPWS in every civil helicopter on a
needs to be addressed – but only as part What about cost and weight penalty?
continent! As the saying goes, “Pay me
of the overall system. When we find There is none! FBW is cheaper and lighter
now – or pay me later!”
pilots with 5,000 hours and 10 years’ than mechanical controls; just as LCD
experience having pilot-error accidents, 2. Ready In Two Years – Helicopter- cockpit displays have made mechanical
it is surely time to look at the aircraft and specific airways and approaches gauges obsolete, FBW should be the
the tasks that we are asking those human We continue to fly hand-me-down control standard for the future.
aircrews to perform. airplane routes with no approaches
When an aircraft crashes and human- to heliports because civil authorities Summary
error is attributed as the cause, often either can’t settle on approval criteria, Given the choice and a blank piece
factors that are completely intolerant of or they can’t seem to find the money to of paper, what would I change about the
less-than-perfect human performance pay controllers to talk to us. As a result, machine/operational system/air traffic
are ignored, factors such as an aircraft’s operational helicopters fly UNDER cloud system? As a test pilot, I would start with
inherently poor controllability or a truly – unable to enter it to do their jobs! Talk the machine. I think perhaps the worst
adverse operating environment. Call it about Catch-22 – a ‘requirement’ to scud- kind of pilot-error is that of pilots just
human error if you wish, but I suggest run, endorsed by every regulator who accepting what they are given without
it is actually somewhat ‘normal’, and I won’t approve a helicopter procedure. insisting it be made better! n
64

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

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THE OUTBACK CLASSROOM

r e g u l a r f e a tu r es a group of students eager to fly them. 32

From the Editor 3 HAIL THE HELIPORT

European Connection – Terrorism and

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If you need effective engine protection, you need AFS.

Crosstubes Pulselite for the

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

S-92 STCs Helicopter is the

New Facilities Simplex Enters New Field Honeywell and

REVUE THOMMEN AG has reports their movements

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

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helicopter industry. New Zealand $70 NZD $130 NZD

United States & Canada $85 NZD $160 NZD

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

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the m a g a zine f o r the civi l he l icopte r in d ust r y

Cineflex Introduces Getting Bigger

Keystone ‘does’ pursue a STC from the FAA

Pimp Your Ride.

More Thales Filtered Arrius 2B2 to

high definition and fully new EC135 T2s. The new

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live on the beach, and fly in the mountains...

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A new international convention may aircraft is registered in a ratifying

Convention - accomplishes this by providing three

here is where the third benefit comes in)

lease goes into default of your helicopter and deregister it from

become essential to conducting

business in the UK, one company,

Starspeed, identified a niche market

of managing, not owning, high-end,

multi-engined helicopters, and has

become one of the country’s leading

corporate operators, providing

services to royalty, politicians,

entertainers and business executives.

story by mark ogden

PHOTOS by ned dawson

management service for those wanting in business. Starspeed maintains a low

left: Skimming over the European

process to figure out

the pub. I have found

it better than formal

sites and on tight schedules. They earn

Equal Opportunity Employer

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

a sheep station on the edge of the outback in

south-eastern Australia, is interrupted by the

arrival of a fleet of helicopters and a group

of students eager to fly them. MARTIN BASS

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