VOLUME 11 NUMBER 6 DEC 2017/JAN 2018 A SHEPHARD MEDIA PUBLICATION

Leading edge Technology pushes rotors further

EO/IR SYSTEMS CREW SAFETY MRO PROVISION Eyes above Practice and training -Pacific growth

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Editor Helen Haxell 3 EDITORIAL COMMENT FEATURE [email protected] An uncertain future 20 FROM WITH LOVE Tel: +44 (0)20 3179 2597 RH reports on the development of the Ka-62 Staff Reporter Tim Martin 4 NEWS medium-class twin helicopter, which has at last •Super-medium to close gap left by the H225? entered into the active flight test phase. Asia-Pacific Editor Gordon Arthur •K-Max orders stack up for Kaman Contributors •Kazan Helicopters improves the Ansat FEATURE Rob Coppinger, Gerrard Cowan, •European landing for Bell 505 Peter Donaldson, Jim Dorschner, 24 CRITICAL COMPONENTS Anno Gravemaker, Neelam Mathews, • Single-engine piston Rotor blades have come a long way since their Alexander Mladenov, Trevor Nash, tipped for success in China inception, with composite materials allowing David Oliver, Barry D Smith, Beth Stevenson, Alan Warnes, • Milestone makes no bones about it the creation of complex aerodynamic profiles. Jim Winchester This evolution continues with still more Production and Circulation Manager FEATURE refinements on the horizon. David Hurst [email protected] 8 PLAYING IT SAFE Tel: +44 (0)20 3179 2579 Recent high-profile accidents involving FEATURE Sub-editors offshore rotorcraft have catalysed a range of 30 REGIONAL PROGRESS Elaine Effard, Georgina Smith, Adam Wakeling measures to enhance safety in the oil and gas The future of the civil helicopter MRO market in Graphic Designer support sector, with alterations to regulations Asia looks far from bleak as manufacturers and Kam Bains and advances in technology helping to providers aim to further establish themselves in Advertising Sales Executive minimise future risk. a region where previously declining economies Anthony Wilkinson [email protected] may be turning around. Tel: +44 (0)20 3179 2575 FEATURE Junior Sales Executive 14 EYES DOWN COLLECTIVE PITCH Lance Golding [email protected] Budgetary reductions to law enforcement 36 CONSIDERING THE CONSEQUENCES Tel: +44 (0)20 3179 2599 agencies mean that OEMs must take steps to As the UK withdraws from the EU, there will be Editor-in-Chief provide cost-effective EO/IR while maintaining inevitable implications for the rotorcraft Tony Skinner the diverse capability operators require. RH industry. Sir Chris Coville, chair of the British Head of Advertising Sales Kevin Bethell explores how companies are meeting this Helicopter Association, discusses Brexit and [email protected] challenge head on. details cause for market optimism. Tel: +44 (0)20 3179 2587 VP Business Development Mike Wild Managing Director Darren Lake Chairman Nick Prest Subscriptions Annual rates start at £90 Tel: +44 (0)20 3179 2592 Email: [email protected] Web: shop.shephardmedia.com RotorHub is published six times per year by The Shephard Press Ltd, Saville Mews, 30 Saville Road, London, W4 5HG, UK. PCM CitySprint is acting as mailing agent. Articles and information contained in this publication are the copyright of Page 30 The Shephard Press Ltd and may not be reproduced in any form without the written permission of the publishers. Front cover: The Helicopters H160 is due for certification in 2018. It features the Blue Edge main rotor blades, which provide a 50% reduction in sound levels via a double-swept shape. (Photo: ) Print by Buxton Press, Derbyshire, UK © The Shephard Press Ltd, 2017. ISSN 1754-520X SUBSCRIPTIONS The Shephard Press Ltd Saville Mews, 30 Saville Road, London, W4 5HG, UK 8 industry-specific magazines (print and digital) Tel: +44 (0)20 3179 2570 15 definitive data sets/handbooks (print and digital) Shephard Plus online – in-depth news, analysis and intelligence. The Professional Publishers Association Member To subscribe to our print and online services visit www.shephardmedia.com

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RH-06-17_p01_Contents.indd 1 11/20/2017 3:25:28 PM SKYe SH09 SKYe SH09

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RH-06-17_p02_Marenco.inddUntitled-1 1 2 17/11/201715/05/2017 15:13:0412:37:49 COMMENT

Helen Haxell, Editor An uncertain future

What I have been hearing on show floors Airbus admits that there is an overhang in and in conversations with civil helicopter oil and gas in relation to heavy helicopters In the next issue industry insiders is that the slump in the more generally, and some platforms might oil and gas market continues to cause the need to find roles elsewhere. Nevertheless, • EMS grounding and oversupply of rotorcraft. the company argues that the versatility of • Completions One platform that is being diversified the H225 means that it can be flexible in its • Avionics from the oil and gas transportation role is market position. The H225 is still very active the Airbus Helicopters H225, as a result of in the military market and is being operated • Leasing the grounding of the fleet after last year’s by services like the Brazilian Navy. accident in , despite the flying ban The civil market will need to be being lifted by regulatory authorities. financially astute in the next year in market confidence in the platform in We recently reported that having placing this helicopter if it is to avoid a multiple mission segments. previously specialised in supplying H225s continuation of idle aircraft. The company has announced that to oil and gas companies in and its fleet now comprises over 150 Asia, French-based Héli-Union is currently On the up? helicopters. Waypoint’s portfolio includes implementing diversification strategies into One Waypoint Leasing H225 was present 32 customers in 30 countries, with total new areas that include military training. at Helitech International in October this assets worth in excess of $1.6 billion. Jean-Baptiste Olry, the company’s head year, being operated on lease by Global In addition, it has firm and option orders of sales and operations, told RH that the Helicopter Service (GHS) of , with aircraft manufacturers for more than company had ‘no choice [but to diversify] which is indicative that the aircraft is 90 rotorcraft – valued at more than $1.2 after the H225 grounding issues, which slowly making its civil comeback. billion in total – to be delivered over the had led to a loss of confidence in the Furthermore, the appearance of the next five years. helicopter’. helicopter at the event indicates that Whether oil and gas transportation lessors, operators and OEMs are once will remain a market for the H225 is still Staying strong again ready to promote the aircraft uncertain, but confidence-building in the Despite some industry doubt over the following the April 2016 crash. GHS leased aircraft will need to be robust in 2018 to H225’s future in oil and gas, Airbus the aircraft in January 2017 with the dispel any hesitation about its role within Helicopters remains adamant that the intention of deploying it for utility and this sector. aircraft is still a strong force in this sector, humanitarian support missions. On the subject of new starts, Tim Martin as well as others. Allan Rowe, managing director and head has recently joined RH as Staff Reporter. However, some operators remain of commercial at Waypoint, described the Many of you will see him at trade shows unconvinced. Bristow Group, for example, static display as highlighting the throughout the year, so please take a has 27 idle H225s on its books. ‘The 225 ‘significant capability’ of the H225 in moment to welcome him on board. still has some life left in it from the multiple missions globally, and discussed Whatever the mission for civil standpoint that the aircraft is fairly young, the opportunity for the aircraft to displace helicopters, be sure to follow RH and but it might not be in oil transport,’ said older, less capable aircraft in the market. rotorhub.com for all the details on the the company’s president and CEO, Waypoint has also said that its H225 market, operators and manufacturers Jonathan Baliff (see p4). lease to GHS demonstrates improved in the forthcoming year. ▪

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RH-06-17_p03_Comment.indd 3 17/11/2017 09:07:52 NEWS Super-medium to close gap left by the H225?

Since the aircraft was grounded following ‘We are the only provider I know of that an accident in April 2016, the Airbus has consistently said we have globally Helicopters H225 (pictured) has grounded the aircraft even though the undeniably left a capability gap in the authorities [have lifted the flying ban].’ offshore market. Baliff explained that from a financial While Airbus is working to restore and business management perspective, confidence in the type, the grounding the company needs to continue to has provided a timely opportunity for the optimise its fleet assets, which means newer ‘super-medium’ helicopter class. finding alternative work for the H225s. Photo: Airbus Helicopters Competition from the Leonardo This suggests that the future for the Helicopters AW189, Bell Helicopter 525 aircraft could be outside of oil and gas. super-medium rotorcraft type is poised to Relentless – also the victim of a crash – ‘We continue to work through our issues dominate the oil and gas transportation and even Airbus Helicopters’ own H175 with Airbus. The 225 still has some life left sector. ‘I see the super-mediums could swoop in on the offshore oil and in it from the standpoint that the aircraft is beginning to take away from the heavy gas role. fairly young, but it might not be in oil market in Europe and elsewhere, where The Bristow Group, a British civil transport,’ he confirmed. they are more efficient and probably helicopter operator, has the type on its announced in April better sized to meet the current books, although it is not currently active. 2016 that it had won a contract from requirements of the offshore oil and gas Company president and CEO Jonathan Apache to support its North Sea market,’ he commented. Baliff spoke to RH. ‘We had 225s, 27 of operations. It will provide services with the ‘Looking at the oil and gas market in them, that were on contract less than Sikorsky S-92 and, perhaps more notably, particular, I think we might see the real eight months ago that are now idle, and I the super-medium AW189. dawn and relevance of the super-mediums don’t see them coming back any time Crispin Maunder, executive chair at in the offshore market,’ he added. soon,’ he said. lessor LCI, explained to RH that the By Helen Haxell, London K-Max orders stack up for Kaman

initial production lot of ten aircraft, and initial flight in May 2017, 26 years after look forward to offering additional aircraft the model first flew. in the marketplace.’ The single-engine helicopter has a The type has also been sold to Chinese counter-rotating intermeshing rotor company Lectern Aviation, which will utilise system, and is customised for external the helicopter for fire-fighting operations load operations. It can lift up to alongside its Mil Mi-26T. Kaman will be 2,722kg on a cargo hook. The K-Max assisting the customer with pilot training, is capable of transporting more than Photo: Kaman Aerosystems which will take place in the US. The 68t in 1h, amounting to 907t of cargo company also has a Swiss customer, in a single day. Kaman Aerosystems has signed a Rotex Helicopter. Other features include crashworthy contract with Columbia Basin Fogarty confirmed that Kaman has fuel systems, an energy-absorbing pilot Helicopters for the purchase of one customers lined up for a futher seven K-Max, seat and a 50hp auxiliary power pack. K-Max aircraft (pictured), which will be which will be delivered at a rate of one per According to the OEM, the helicopter delivered in 2018. month. The company has the capacity to has a high availability rate and lower The OEM resumed production of the build six to eight aircraft per year. maintenance-to-flight ratio than similar type in 2015 at its manufacturing line ‘We have gained worldwide interest,’ aircraft. in Connecticut, and committed to said Fogarty. ‘We have had enquiries from K-Max development was led by building at least ten new aircraft. Eastern Europe [at Helitech International former CEO and founder Charles Terry Fogarty, senior director of 2017], which is a new market.’ Kaman. The type received FAA business development at Kaman, said: The first K-Max to be manufactured at certification in 1994. ‘With this agreement we have sold our the new plant in Connecticut completed its By Beth Maundrill, London

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RH-06-17_p04-06_News.indd 4 11/20/2017 9:23:42 AM NEWS Kazan Helicopters improves the Ansat A raft of improvements in the baseline installation onboard a helicopter for flight Photo: author design of the civil-certified version of the testing. However, this deadline has since Kazan Helicopters Ansat (pictured) is set passed with no further details on whether it to be implemented in order to boost has been achieved. performance and make the aircraft more The first version of the system includes attractive for commercial customers. four active dampers. It is intended for VIP- The Ansat is already certified for cold configured Ansats but can be also weather operations, in temperatures down integrated on those configured for EMS. A to -50°C. Among the first improvements simpler and cheaper system consists of to be introduced by early 2018 is the three active vibration dampers. expansion of the operating temperature The Ansat is also set to receive an The set of improvements also includes range up to +50°C. It was announced on 1 external cargo hook, supplied by US the installation of a modified onboard November that testing for this had begun in company Onboard Systems. It is rated at information control system to allow flight Pakistan, and is expected to be completed 1,500kg, and the maximum gross weight operations in instrument flying conditions. by mid-November. Russian Helicopters will for external cargo operations will increase As Bushuev said, range extension is one then hold a conference in Islamabad for to 3,900kg from 3,600kg. Certification of of the main performance-boosting prospective clients in the country. the external hook and new gross take-off improvements requested by customers. New mission equipment to be integrated weight with external load is slated for To do this, the company plans to install a on the type includes an external hoist, completion in Q2 2018. new fuel system supplied by France-based testing of which is planned for this year. An Bushuev also noted that a new nose Aerazur. The new crash-resistant fuel external cargo basket rated at 200kg will fuselage section has been designed using system, also planned for flight testing also be added, but there is no available carbon-plastic composite material. It has next year, will extend the range to 540km. timeline at present for its flight testing. already completed bird strike testing, with In 2019, a new increased-volume fuel The design team, according to Kazan’s flight testing following in Q1 and Q2 2018. system is slated for installation. It chief designer Anton Bushuev, is now also The empennage will be altered in order to comprises a 1,000l main tank to provide a working on the integration of an active improve stability of flight. It is expected that range of 700km, while use of the auxiliary vibration suppression system. Delivery was the use of composites will extend the tank will allow range extension to 1,000km. slated for the end of September, for helicopter’s service life. By Alexander Mladenov, Sofia European landing for Bell 505 Patrick Moulay, executive VP of there than in the US in 2017. The potential Photo: Bell Helicopter commercial sales and marketing at scale of demand for the type in China means the company, told RH that once EASA that in the long term, it could be a possible certification is confirmed, European option for a new manufacturing or assembly deliveries of the 505 will commence base for the 505 model, which is currently in January 2018. manufactured in Canada. Deliveries of the type are already under Meanwhile, the Bell 525 Relentless is way across the world, after the model expected to receive certification at the end secured certification with Transport of 2018, and deliveries are scheduled for Canada and the FAA. early 2019. Moulay explained that the model The type was designed primarily to is already ‘sold out’ for the next two years, serve the oil and gas market, with a 19-seat with the OEM operating at full production in configuration. The super-medium class order to deliver aircraft ‘in the triple digits’. aircraft is flying once again following the He added: ‘China is currently the country fatal crash during flight tests in July 2016. where we have sold the most 505s on the By Alice Budge, London planet. The China boom for which the industry Despite a series of delays, Bell Helicopter has been waiting for a long time is finally For more news, visit secured EASA certification for the 505 taking place right in front of us.’ Moulay www.rotorhub.com model (pictured) on 12 November 2017. confirmed that Bell sold more helicopters

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RH-06-17_p04-06_News.indd 5 11/20/2017 9:23:43 AM NEWS

coastal provinces, including Guangdong, Single-engine piston helicopters Shanghai and Shandong, with the major mission segments including EMS and SAR tipped for success in China in Shanghai and offshore in Guangdong. Overseas manufacturers dominate the Photo: Bell Helicopter industry, with China’s AVIC accounting for just 7% of the turbine market, which is led by Airbus Helicopters, and followed by Bell and Leonardo. Robinson Helicopter Company takes the lion’s share of the mainland market in piston aircraft, followed by Schweizer. The country’s largest turbine operator is the Citic Offshore Helicopter Company, The rapid expansion of China’s agriculture China’s turbine helicopter fleet is larger which is involved in oil operations and pilot and tourism industries is set to fuel the than the piston fleet, the piston market is services for ships at port. There are about growth of the single-engine piston expected to grow because of the fast 105 operators of turbine platforms in total, helicopter market in the country, according development of the country’s agriculture with State Grid and Shanghai Kingwing GA to a new report from Asian Sky Group, a and sightseeing industries,’ according to among the other major players. provider of business aviation services and Asian Sky Group. China’s overall aviation industry has analysis in the region. Piston helicopters are currently mainly flourished in the past few decades, the Within the ‘China General Aviation Report’, used for pilot training, which takes up 46% report states, tapping a population of the company provides a wide-ranging of the total piston fleet. The multi-mission almost 1.4 billion people on the mainland. overview of the fixed- and rotary-wing category comprises 26%, while sightseeing ‘The government is now looking to tap into markets in the fast-growing Asian power. The is 16% and agriculture 8%. the potential of general aviation through report finds that the piston market is smaller The remainder is soaked up by aerial new initiatives.’ than its turbine counterpart, with 384 survey/photography and other uses. Commenting on the report, Asian Sky helicopters versus 519 in the latter. Guangdong and Sichuan are the major Group’s managing director Jeffrey Lowe The total replacement value of the piston operating bases for the platforms. argued that support for the general aviation fleet is only $120 million, or just 3% of the The report states that the ‘limitation of industry had to be both top-down and overall value of the Chinese helicopter low-altitude airspace still hinders the bottom-up. ‘There are some basic, market, the report states. growth of the entire aviation industry in necessary pillars required to have a healthy However, there are reasons to expect the China, including the rotary-wing market’. general aviation industry in China,’ he said. piston fleet to quickly expand. ‘While Almost half of the turbine fleet is found in By Gerrard Cowan, Belfast

Milestone makes no bones about it Photo: Airbus Milestone Aviation Group’s president and deeply concerned about the long-term CEO, Daniel Rosenthal, has given a stark viability of the industry.’ and practical warning regarding the In his opinion, the sector would be better entrance of new models into the civil served if OEMs waited a few years before helicopter leasing market. He told RH introducing new platforms. Rosenthal that there is currently a significant supply explained that manufacturers expect to be are expected to be delivered to Babcock overhang in the oil and gas sector. producing 40 units of their latest types per before the end of 2017. Making comparisons to fixed-wing year. ‘The demand levels are not even close to Rosenthal described Babcock as a aircraft, Rosenthal said: ‘[They] be able to sustain that kind of manufacturing, ‘perfect leasing partner’, and said he was through cycles and are put in a graveyard. and that’s why I remain concerned about the excited about the two companies’ future In the helicopter world, there really is no supply overhang in the business. We really together as Babcock diversifies its fleet. graveyard – it is cheaper to operate a need the manufacturers to hold off.’ Looking ahead, he said: ‘We are finding 50-year-old helicopter than a brand new Milestone is now leasing more than 50 some good opportunities in the government one, and that is not sustainable for the helicopters into Babcock’s fleet, ranging space. We are starting to see those long-term success of the industry. from light twins to heavies, across opportunities bearing fruit. I am excited ‘It’s a tough market. We are seeing operations such as EMS, police and SAR about the EMS industry too.’ good business opportunities, but I am missions. Two additional H175s (pictured) By Helen Haxell, London

6 ROTORHUB DECEMBER 2017/JANUARY 2018 VOLUME 11 NUMBER 6 WWW.ROTORHUB.COM

RH-06-17_p04-06_News.indd 6 11/20/2017 9:23:43 AM SEE YOU NEXT YEAR IN AMSTERDAM

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Energy & Marine

RH-06-17_p07_Helitech.indd 7 11/20/2017 3:16:20 PM CREW SAFETY

nsuring safety in the offshore operations, which led to the publication of The breadth and scope of CAP1145 ‘really sector presents a range of the CAP1145 report in February 2014. sent shudders through the industry’, said E challenges, with platforms Mike Suldo, an oil and gas specialist at Bell travelling over water for long distances and Implementing recommendations Helicopter. The capacity of a typical offshore carrying large numbers of passengers. CAP1145 contained a number of helicopter was cut from approximately 19 to There has been a heightened focus in this recommendations and actions on how to 12 passengers, because at that time, most area in recent years amid increased improve safety standards, ranging from of the helicopters did not have the required pressure from regulators. prohibiting offshore flights in the most breathing equipment and other necessary A number of accidents – including the severe sea conditions to only allowing technology. August 2013 crash of an Airbus Helicopters passengers to be seated next to push out That picture has changed dramatically AS332L2 Super Puma while on approach to window exits, unless they have enhanced over the past three years, Suldo said. ‘Now the Islands, which killed four emergency breathing equipment or the most of the people operating in the UK people – prompted the UK’s CAA to initiate helicopter has been fitted with a side- have that equipment, and passengers and a review of the safety of offshore helicopter floating helicopter scheme. crew have had advanced training.’ He

Falck offers a range of OPITO- approved heli-operations courses, including emergency response and radio operator training. PLAYING (Photo: Falck Safety Services) IT SAFE

Recent high-profile accidents involving offshore rotorcraft have catalysed a range of measures to enhance safety in the oil and gas support sector, with alterations to regulations and advances in technology helping to minimise future risk. By Gerrard Cowan

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never have an incident or accident, [while] the other side of the bow tie is around ensuring that if there is an incident or accident, it’s recoverable and there is no loss of life.’ CAP1145 addresses both sides of the bow tie, he said, leading to a number of new operational procedures. For example, when it comes to egress, ‘extra-broad’ passengers are defined by shoulder width, and are seated next to larger exits.

Safety intelligence HeliOffshore, a body that counts more than 100 members across the industry, focuses on crew and passenger safety. It is working on a number of projects: advocating the Safety is a priority in the design and technology of the helicopter, but robust training ensures that crews implementation of helicopter terrain know how to respond if an incident occurs. (Photo: Sikorsky) awareness systems to enhance obstacle avoidance; improving system reliability and added that Bell’s new 525 Relentless has complete understanding of how those resilience to eliminate the major causes of large, push-out windows and ‘huge doors features could be deployed in all of the safety-critical system failure; collecting on the side that you can open and get out different missions that the aircraft could operational data to support the use of from very easily’. potentially be involved in,’ he said, evidence-based training for crew; and CAP1145 explores different safety specifically highlighting the aircraft’s expanding a safety intelligence data aspects, said Andrew Dettl, autopilot functions. ‘We got together programme to collect and analyse customer support director and site with the helicopter operators to develop helicopter flight data monitoring output manager at Airbus Helicopters. It looks FCOM as a guide to define the optimum from operators ‘to identify causes and at both the survivability of the passengers use of automation.’ trends for operational safety performance and crew after an accident, but also at Airbus has also stepped up its training issues’, according to the organisation. ‘ways of preventing accidents through efforts, working with operators not just In the Collective Pitch for the August/ operations, training, and the reliability on initial instruction, but also the training September edition of RH, Francois and maintainability of the machine. A of their crews over the lifetime of the Lassale, HeliOffshore’s operations lot of initiatives came out of that.’ helicopter. The aim is to standardise this director, highlighted a particularly In parallel with the CAA’s work that led to as much as possible across different important priority for the group: using CAP1145, Airbus launched its own safety operators. big data to drive safety enhancements partnership, through which it works with Separately, the company has worked to for offshore helicopter operations. different players within the helicopter increase the safety of the H225, following Lassale said that until now, rotorcraft industry – such as operators – to improve an accident in Norway in 2016 that led operators have been up to a decade safety. The partnership aims to recommend to the deaths of 13 people and saw the behind the fixed-wing industry when it changes beyond regulatory requirements, aircraft subjected to a flight ban by the comes to using operational data ‘as the including the incorporation of Vision 1000 UK and Norwegian authorities, which has basis for verifiable intelligence to improve cockpit imaging, sound and GPS recorders since been lifted. The company instigated safety and ultimately save lives’. on all new deliveries. a design change in the helicopter that However, HeliOffshore is aiming to In response to CAP1145, the OEM has focused on addressing fatigue failure, change this through its safety intelligence is aiming to improve safety in a number of improving spalling detection and data programme, which will see operators ways, including by implementing features bolstering reliability. sharing and jointly analysing data from to boost survivability in the event of a Crew and passenger safety in helicopters helicopter flight data monitoring systems, forced landing, such as the installation can be looked at as a ‘safety bow tie’, said Lassale noted. Regulators are supporting of improved window-exit jettison handles. David Martin, VP for oil, gas and global the initiative, he said, including EASA and Dettl also pointed to the development accounts at Sikorsky, manufacturer of a the UK CAA, while HeliOffshore is of the company’s Flight Crew Operating number of aircraft that work in the offshore conducting the work through a partnership Manual (FCOM), which improved on the sector, most notably the S-92 and S-76. The with GE Digital, which is using its Predix standard rotorcraft flight manual: ‘While term illustrates that there are two sides to big data system. in the past we knew the features of the the safety equation, he said. ‘One is design ‘The association’s new safety aircraft, we probably didn’t have a and technology, to try to ensure that you intelligence initiative will allow operators

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to work more collaboratively with each an emergency can be difficult,’ he said, which led to the hybrid re-breather and other, and with aircraft and engine highlighting a range of work undertaken further on to the current compressed air manufacturers, to identify points that to ensure egress paths are appropriate systems used today’. could undermine safety, or indeed missed and all passengers are either near an Cook also pointed to legislation opportunities to boost safety,’ Lassale exit or have the appropriate emergency compliance changes by EASA relating to the explained. ‘It also means that, for the breathing apparatus. development of a common standard for first time, operators can meaningfully In addition, the fact that offshore immersion suits and lifejackets worn by all benchmark themselves on the safety helicopters fly over water, frequently in helicopter occupants. This has led to a of their operations.’ harsh weather conditions, adds a number change in training equipment, which must The initiative will go through three of other unique dimensions, Martin said. be applied with the introduction of new different phases, culminating in the The passengers and crew carry out water operational products. collection of multiple data sources to survival training, wear protective suits, OPITO-approved training organisations provide a more comprehensive analysis and are trained to exit the aircraft in an are designed to give trainees the closest of performance trends. ‘The goal is that emergency. real-life experience possible, Cook said. As for any given combination of aircraft Suldo echoed this point, ‘All of the an example, he pointed to the introduction systems, flying conditions, pilot experience are required to have of compressed air emergency breathing and circumstances, we will be able to floats and rafts. A helicopter flying system equipment on all UK helicopter more accurately predict potential safety passengers over land or doing pipeline flights, which the training industry had to risks and therefore focus on avoiding patrol, police work or something similar incorporate into its programmes. these,’ he said. isn’t required to have that.’ There are a number of unique features There are a number of companies that to crew safety in the offshore oil and gas Unique sector specialise in providing lifejackets, liferafts, sector, notably the larger airframes, the The offshore sector differs from many and helicopter underwater egress training fact that crew are responsible for the other civil helicopter areas due to the sheer systems for the offshore training industry. safety of up to 19 passengers and the number of passengers that are carried on Jim Cook, sales director for energy, aviation intensity of the operational environment. the larger platforms, Martin pointed out. and industrial at Survitec, said that both ‘Aircrew training is undertaken with wave, ‘It’s the passenger that’s the focus. When aircrew and passenger training has evolved severe weather and reduced lighting you’re dealing with large aircraft, where over the years. A key area is the introduction scenarios,’ Cook said. ‘Training includes you may have 16 or 19 passengers on of emergency breathing systems, which have underwater escape, cross-cabin egress board, egressing that many people in ‘evolved from the initial re-breather system, and liferaft boarding techniques.’ Looking forward, he expects continued Survitec specialises in helicopter underwater egress training systems for the offshore industry evolution of offshore training, with new among other areas. (Photo: Survitec) aircraft types, advances in technology and the introduction of improved personal safety equipment ensuring the training industry ‘is continually challenged to support training competence for both aircrew and passengers alike’. He said Survitec will continue to support the offshore and aerospace sectors ‘with new product development initiatives, whilst continuing also to work with the training industry to manage their syllabus delivery and equipment performance expectations’.

Setting standards Gary Ross, emergency response and competence project manager at Falck Safety Services, has been involved in training and proficiency in the oil and gas industry for over 12 years, during which he has provided both onshore and offshore training in line with OPITO standards, as well as carrying out client-specific onboard instruction and conducting competence assessments for helideck crews working offshore.

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He told RH that incidents in offshore remains ‘at the forefront of people’s minds’. Ross pointed to the revised OPITO helidecks have been a catalyst for Offshore workers rely on helicopters to get helicopter operations training and improved helideck training, and that them to and from oil and gas installations, competence framework set to be platforms themselves have become more and for this reason it is vital that the launched to industry in early 2018. ‘This efficient. ‘Helicopters over the years have industry constantly monitors and works to framework sets out the requirement for a changed dramatically,’ he said. ‘The improve helicopter safety and training, and formal and structured process of onboard modes of helicopter travel in the 1970s competence standards for those working in workplace competence assessment every and 1980s meant a slow travel experience the sector.’ two years, providing the industry with a for the workforce, whereas today the more In terms of landing helicopters, Ross platform for consistency and modern versions, including the [Sikorsky] explained that there are many similarities standardisation of approach in the S-92, [Airbus Helicopters] H175 and between offshore and onshore helidecks. assurance of competence of helicopter [Leonardo Helicopters] AW189, are faster However, there are many differences in operations personnel.’ and more fuel-efficient, allowing them to emergency situations. While onshore crews Workforce competence has become an travel further distances.’ would most likely receive external support integral part of the offshore industry Falck offers a range of OPITO-approved from airport fire services, offshore crews operating culture, ‘and many companies heli-operations courses, including must be trained to deal with an emergency have gained an increased understanding of emergency response and radio operator situation, utilising equipment from fire the importance of having a quality and training. It also provides competence pumps to foam supplies, as stated within robust competence system in addition to assurance services, helping to ensure that their company’s safety case and in training’, Ross said. employees continue to carry out tasks in accordance with standards like the CAA’s which they have been trained to the CAP437. ‘Helicopter operations crews [are Maximising impact highest of standards, according to Ross. required] to be trained to the highest of Technological development in areas While the sector has seen a variety of standards and to be able to manage and like automation and connectivity has change over the years, workforce safety contain incidents in remote, high-risk had a major impact on crew safety. continues to be a top priority, he said. Travel environments,’ he added. According to Dettl, Airbus Helicopters

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‘has a philosophy of optimising the use of This provides an automated approach ‘you’ll know whether something that is automation’, maximising the situational functionality when travelling to an offshore happening in one helicopter is an anomaly awareness of the aircrew and ‘reducing installation, though Dettl said that the or if everybody is having the same problem,’ their workloads so that they can focus their helicopter will not automatically descend he said. energies on managing their mission’. to the installation without first receiving Radio frequency identification tags are The company has therefore invested in acknowledgement from the crew. placed on helicopters’ components so that developing a highly capable autopilot system ‘All of these features are designed to ‘we can immediately tell anything about for the H225, he said. This protects the reduce the workload and let the aircrew any piece of equipment on the helicopter. air speed at 60kt and the altitude at 150ft, manage the mission, rather than directly This stuff didn’t exist ten years ago,’ even if the pilot is focused on another aspect fly the aircraft,’ he said. ‘Of course, explained Suldo. of the mission. ‘The autopilot will hands-on, manual flying is still a very However, he cautioned that increased automatically engage those functions, important aspect – we’re not at all trying connectivity comes with risks: ‘We have whether it’s for altitude or air speed, perhaps to degrade those skills or aspects – but we to ensure that our helicopters can’t be implementing corrective commands to think if we’ve got a high level of hacked. We’re very cognisant of that – increase the power as necessary, so that automation on the aircraft, well we want to protect our helicopters from altitude and air speed are always protected.’ understood, well trained, it does increase external intrusions.’ Turning to other technological situational awareness, reduce the Simulators are a key element of training developments on the H225, Dettl also workload, and enable the aircrew to today. They have become increasingly highlighted the aircraft’s ‘go-around’ manage the mission.’ advanced over the years, Suldo said, function, which is designed to reduce Suldo also emphasised the importance pointing to the technology developed by the potential for deck-edge strikes or of connectivity, pointing to the advantages companies like TRU Simulation, a sister water impacts if there is an engine of being able to stream information from company of Bell’s under the broader failure during take-off. the rotorcraft back to a separate location, Textron banner. In addition, the ‘Rig’N Fly’ capability has where it can be analysed. This could be Suldo – who served in the USN and is been certified on the H225 and the H175. done across an entire fleet, meaning that himself an aviator – compared today’s

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simulators to ‘the ones I used about 30 reaction and response time in the aircraft, It allows operators to view, assess and years ago, which were pretty rudimentary. if there were an emergency situation?’ track aircraft health data while the aircraft is They have gotten better and better. The Martin highlighted the advances in performing the mission, providing additional resolution is just like being in a helicopter. HUMS, which now come as standard on information to ground support teams and The screen is in super-high definition and platforms like the Sikorsky S-92. ‘Twenty aircraft crew to support operational and you can recreate anything anywhere in the years ago, this was the Holy Grail in maintenance systems, according to the world. You can fly to the actual [offshore] helicopter technology: to be able to have company. ‘That provides advanced detection platform you’ll be flying to in the next sensors that could predict component and analysis, which may avoid a situation month. You can really work on coordination, degradation and impending failures, so that that otherwise would have resulted in a with the pilot and co-pilot working together the maintenance engineers could take water landing,’ Martin explained. ‘It can on different scenarios’. action before that failure occurred,’ he said. allow the crew and the operations team back This has now been achieved, Martin told onshore to talk about what the aircraft is Regulatory catalysts RH, with engineering teams reviewing doing and decide if they should return to Martin said that regulatory developments flight data on a daily basis and notifying base or if it’s safe to continue flying.’ like CAP1145 have had a major impact on customers of any anomalies. ‘That helps In the future, the company envisions technological development. ‘It really caused us start removing some of the mechanical ‘capabilities that can even further facilitate us as an industry to think about the faults that can lead to an incident or the pilot’s ability to manage and monitor technology of the aircraft, and really pushed accident,’ he added. the aircraft’s systems’, he added. ‘They us – even if not directly – to think harder Sikorsky has taken this a step further, ensure the crew is never out there by about how important it is to earn our developing a real-time HUMS system themselves. They always have the capability passengers’ confidence through safety.’ based on demands for greater automation, to reach back into their flight operations Such demands have partly driven the Martin said. Real-time HUMS – which was group and have a discussion about how the focus on automation, he said. ‘They have us developed with Outerlink Global Solutions aircraft is performing, what indications it’s thinking a lot more about autonomy in the and has PHI as a launch customer – was giving, and what corrective action options aircraft: what can we do to facilitate the announced at Heli-Expo 2017. they have.’ ■

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Budgetary reductions to law enforcement agencies mean An EO/IR camera is the mainstay of the sensor suite used in support of police missions. that OEMs must take steps to provide cost-effective EO/ (Photo: Airborne Technologies) IR while maintaining the diverse capability operators require. RH explores how companies are meeting this challenge head on. By Beth Stevenson

Eyes down

sed in support of airborne law such as a rotorcraft are apparent, they are that, and one of the ways to overcome it is enforcement (ALE), a helicopter often the victims of these economic to go for a smaller payload.’ U can provide an elevated watch as measures, since operating a helicopter with Controp provides the iSky family of a scene beneath unfolds, supplying data to a capability to provide advanced sensing payloads for the ALE market. It comes in a ground personnel in order to inform them comes at a cost. number of configurations, ranging from the of a perpetrator’s movements. iSky-20 model up to the -50HD. As with most airborne surveillance Meeting demand Bar-Natan claimed that in order to meet platforms, an EO/IR camera is the mainstay It is therefor a challenge for operators and the demands for more capability at a lower of the sensor suite used in support of this decision-makers to maintain capability cost, there is a strong market for the application, and is found on all rotorcraft of while balancing costs. ‘The requirements company’s iSky-20 and -20HD models, this type. are very high in the airborne market, but at which come within more of its target However, law enforcement agencies the the same time the budgets are decreasing,’ markets’ budgets. world over are experiencing budget cuts, Nir Bar-Natan, marketing director at It is not all about the EO/IR sensor itself, and while the benefits of an airborne asset Controp, told RH. ‘There is a problem with but also the mission/mapping system that

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it is operated alongside. While there is a tendency for users to want augmented One would think that the reality in their mapping capability, this also technology proliferation would comes at a price, and there are less- expensive alternatives, Bar-Natan argued. ease the operator workload, but in ‘There are some police forces still using regular maps, and not everybody needs fact there are greater demands with augmented reality,’ he said. ‘I agree that it is a nice solution to have, a distributed system. by which you can see the streets and addresses, and everything is done on one real-time image, but it is very costly and not everybody can afford it. From our point of easily, and don’t have to go through the gimbal you have a thermal camera, day view, there is a tendency to go for smaller manufacturer of the platform to convince camera, and short-wave IR, which is most payloads like the iSky-20, which is the more them to take our system.’ of the wavelengths required,’ he said. cost-effective, and for the mission computer, He added that the challenge is to find The SWIR camera is significant in size, so to maybe go for simple systems like regular a local integrator that can obtain licences this is only applicable to the larger gimbal at maps and not augmented reality.’ to make modifications to the rotorcraft, present, whereas the HD thermal sensor – He added that integration with a search including access to STCs and certifications also only integrated into the larger sensor light is also a requirement of customers, required for the upgrades. ‘I think that Asia- at first – will be rolled out to the rest of the using the EO/IR sensor to cue the light. Pacific is the main market we should family at a later stage. concentrate on because it is developing Capability overload? and has lots of needs,’ Bar-Natan noted. Continuous view While the -50HD model is closer Controp announced in June 2017 that Another provider aiming at a segment of technologically to the types of systems the Israel police force had selected the the market in which budgets are tight is offered by FLIR Systems and L3 Wescam, iSky-20HD and iSky-50HD payloads for its Trakka Systems, which launched the Controp has acknowledged that this level new fleet of Airbus Helicopters H125s and TC-300 payload in 2015 to complement its of capability is not always necessary, and H145s. The company is in the process of family of rotorcraft searchlights. the segment of the market in which these introducing upgrades into the iSky-50, Trakka deliberately did not set out to competitive companies prevail can be including an HD thermal camera and a compete with FLIR and L3 with the system, inaccessible to non-US companies. short-wave IR (SWIR) capability, which claiming instead to target a sweet spot in ‘It is not just about cost, but access to could eventually be selected by the Israel the market in terms of capability and price the market,’ Bar-Natan said. ‘When talking police force. with its 300mm-diameter gimbal. ‘We about the US, this is a challenging one SWIR is common in the land and decided we could offer a disruptive system because it is dominated by FLIR Systems maritime domains, Bar-Natan added, but into the marketplace with an offering we and Wescam, and it is very hard to get into the benefits are also starting to be realised subsequently launched called the TC-300,’ this market. You need good local support in the air segment as well. ‘We have an Andrew Phillips, executive VP for global and integration companies to support option in the iSky-50 to add a SWIR camera business development at the company, told customers. In the rest of the world it is instead of the day spotter, and then in one RH. ‘We went for a sweeter point in the easier because we have better market where we can offer users access to the customer. Usually they L3 offers its MX-series payloads for the ALE market. performance approaching that of the have less budget, which is good for Pictured is an image via the MX-10 class. big systems but at half the price.’ us as a company that provides cost- (Photo: L3 Wescam) Phillips said that a unique feature effective solutions, so it is easier for of the company’s sensors is the us to approach.’ continuous zoom capability, meaning Because of the nature of its target the operator does not need to switch markets, the company offers EO/IR between different fields of view. ‘For systems for its ALE customers mainly a law enforcement application, when as a retrofit or upgrade offering. ‘We switching between different fields of have very good payloads, but [the view while tracking a group of operators] already have contracts suspects, for example – which then with the other [EO/IR providers], so decide to split in different directions – it is hard to approach them,’ he the operator often loses the target explained. ‘So, our market is retrofit because they have to go out to the or upgrades. With our systems we wide field of view as they split in can approach the end user very different directions,’ he explained.

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‘Because it is not a smooth L3 offers its MX-series transition, there can be seconds payloads for the ALE market, where the image is interrupted and specifically the MX-10 class that you can lose the target. So, our the company says matches the systems have continuous optical requirements of many operators zoom, so you can zoom out in this field. continuously while maintaining a ‘This is due to the standard field of view.’ issues faced by aerial sensors: The TC-300 is currently size, weight, performance and undergoing qualification testing, cost to meet the smaller which is expected to be complete budgets,’ said Paul Jennsion, by the end of the year, with a VP of government sales and number of OEMs. ‘It has just business development at the finished qualification and is company. going into production. It is at ‘Since most ALE operations the beginning of its life cycle, are serviced by the smaller so OEMs are evaluating it,’ rotary-wing and fixed-wing Phillips confirmed. ‘We have long- aircraft, these are critical to term framework agreements with normal operations, whether the big players such as Airbus, normal patrol or covert missions.’ Leonardo [Helicopters] and so on Jennison noted that the ALE for our searchlights, and the intention market is benefitting from higher- is to do the same with those guys for resolution HD video in both the EO their camera systems. Some of the and IR segments of the spectrum, which European ones are already evaluating allows operators to identify suspects the system to go onto their standard hiding from ground officers. helicopter baseline.’ The MX-8 is a compact, multi-sensor, multi- He said that the integration of moving spectral imaging system in a single LRU The system has been contracted for an maps and data links have had the biggest configuration. (Photo: L3 Wescam) undisclosed law enforcement rotorcraft impact on ALE operations in recent years, customer, and deliveries are imminent, as while an EO/IR sensor alone is Phillips said. The TC-300 has also seen beneficial to an operation, the addition success on the fixed-wing Grob G120TP, for Rotorcraft that transport counter-terror of moving maps increases the situational which deliveries have already been made. forces to a scene often cannot carry large awareness provided to the operator EO/IR gimbals, so the dual role of the ‘exponentially’. Searchlight success camera on the searchlight can benefit Wescam’s EO/IR sensors can be cued to Another adaptation of the technology the sensing capability of the aircraft. augmented reality in the moving maps, is the integration of a sensor on the ‘We are seeing good demand,’ Phillips which can then be fed to ground operators/ searchlight. The concept was originally added. ‘[This is about] being able to offer the dispatchers for coordination with ground aimed at EMS operators that need market a camera system that is very cost- operations, Jennison said, adding that searchlights to land at night, but effectively priced that you can buy on its own improved data links have increased this who often cannot use them due to or as part of a system with a searchlight.’ capability as well. the possibility of blinding people on Trakka also offers a low-cost mapping The technology offered for ALE missions the ground. system that appeals to ALE operations, is adaptable, with the MX-series also being ‘You can’t always switch on the which Phillips said is 50% of the price of used for fire-fighting, utility surveys and searchlight,’ Phillips said. ‘We decided other similar capabilities. ‘We are trying to conservation use, as well as for military that we’d fit an uncooled thermal imager provide a low-risk, seamless integration, applications such as surveillance, plus a TV camera on top of the searchlight so that for somebody who is budget- homeland security and disaster response. to give the pilots and crew better constrained and doesn’t want the risk of Jennison agreed that ALE operations situational awareness. That capability integrating systems from three different are continually challenged by funding is not a gimballed camera that will allow manufacturers, we offer a very easy pressure and budget approvals, as the operator to read a licence plate from turnkey package.’ expenditure tends to be small and far distances, but it does increase focused on ground forces. situational awareness. It also attracted Honing the high end ‘Product cost is a major issue in the a market segment that we hadn’t At the higher end of the market sit systems ALE market,’ he noted. In response to this, anticipated for law enforcement, in from L3 Wescam, which is renowned for its the company recently launched the MX-8 the counter-terror response role.’ EO/IR gimbal family. system as a lower-cost alternative to the

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RH-06-17_p14-18_EOIR.indd 16 11/20/2017 3:23:59 PM EO/IR According to Trakka, its sensors are unique, with their continuous zoom capability meaning that the operator does not need to switch between different fields of view. (Photo: Trakka Systems)

MX-10 and MX-15. ‘Importantly, this colour cameras, as well as its introduction when tracking objects/targets for long product leverages the investment that of the advanced video tracker, were both periods of time.’ Wescam has made in its larger sensors to based on requirements for improved bring a new level of capability to this cost- performance from the customer base.’ Compact but capable effective sensor class.’ A recent upgrade to the MX-10 The other big player in the EO/IR market There is also a move towards acquisition introduced HD thermal imaging as well is FLIR Systems, which has identified a of lower-cost rotorcraft, Jennison added, as high-sensitivity colour imagers that need for more compact systems for the which generates demand for lower-cost provide low-light capability without the ALE application. sensors, and was a significant driver in the need for a night vision camera. Providing However, Adam DeAngelis, director of development of the MX-8. a colour image at low light levels helps FLIR’s Government & Defense Business Wescam is continuing to improve its ALE operators identify the colour of a car Unit, pointed out that sensors cannot be family of EO/IR sensors, he said, although at dusk, Jennison noted. compact to the detriment of performance, the form factor of the series tends to In addition, Wescam has invested in the since the payloads still have to offer the remain the same. The MX-15 has been on internal processing power of the sensors, range required from the sensor. the market since the late 1990s, while the which has allowed it to offer capabilities DeAngelis noted that FLIR’s most suitable MX-10 has been on the market since such as moving target indication into the offering meeting these criteria is the Star 2009, and both sensors have undergone sensor. ‘This significantly reduces the cost SAFIRE 380-HDc payload, which has been improvements, but have maintained a of acquiring this function, as well as adopted by the ALE marketplace, particularly certain level of commonality with previous reducing the overall size, weight, and by those operators that are seeing budget iterations in their fit and form. integration complexity of the installation,’ and SWaP constraints. FLIR claims that the ‘That said, OEM and operator feedback he said. 380-HDc provides in excess of 75% of the is very important in guiding product ‘We have simultaneously invested in range performance of larger systems, ‘easily improvements for emerging tactical embedded capabilities, one of which is our outclassing other compact systems’. airframes,’ Jennison said. ‘For example, advanced Autotracker. It is easy to engage ‘We are also seeing increased demand Wescam’s introduction of high-sensitivity and very robust. It eases operator workload for ease of use,’ DeAngelis told RH.

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‘One would think that the technology proliferation would ease the operator workload, but in fact there are greater demands with a distributed system. Since the EO/IR sensor is at the centre of the universe, so to speak, there are expectations from customers for our systems to be easy to use.’ DeAngelis noted that , Europe and North America are the key driving markets at a macro level for ALE, although he pointed to an increased interest by fire- fighting agencies that are recognising the benefits of an integrated EO/IR capability. He added that FLIR’s products are designed to work either standalone or integrated with other equipment on the aircraft, to include a downlink that can be provided to allow remote command stations on the ground to control the EO/IR system while it is in flight. R&D, in which the company invested $43 million in Q2 2017, is integral to An H135 operated by the Saxony Police, with the FLIR Systems SAFIRE 380-HDc. (Photo: FLIR Systems) keeping the company’s ALE offering relevant. ‘This investment is critical to our business growth and differentiation,’ is an eye in the sky for the ground forces, Despite some movement away from DeAngelis noted. ‘While we cannot provide and the same application can be carried the traditional use of rotorcraft in support specifics, we continually leverage our out with a drone that costs less than a of ALE, it continually appears to be the successful product pedigree, while helicopter, so why not use it if it has the mainstay of such operations. ‘The rotary- balancing [that] with actual and evolving same capabilities?’ wing aircraft mission remains for their market needs. Our R&D investments play Bar-Natan noted that this trend is in ability to provide a quick reaction to events a critical role in new payload development addition to a requirement from the that cannot be done by fixed-wing aircraft,’ too,’ he added. operators for even more capability. ‘The Jennison noted. Such platforms have been requirements for airborne applications and used in support of this role for many years, Quite unmanned? law enforcement are really high. and integration of EO/IR payloads onto While it is often a given that rotorcraft will ‘In the past there was a very simple and rotorcraft is commonplace, with the be used for ALE surveillance, there are regular map system, but now everything is technology ideally suited to it. certain challenges to the market that augmented reality.’ Be it lower cost but still relatively payload providers are starting to identify. Furthermore, Jennison argued that fixed- capable technology such as that offered A cheaper and sometimes safer alternative wing fleets are also challenging the role of by the likes of Controp and Trakka, or the to using rotorcraft is the deployment of rotorcraft in ALE operations. ‘There seems top-end systems offered by FLIR and UAVs, which can carry a similar sensor to be a trend to add fixed-wing assets to Wescam, EO/IR sensors are available to but on a smaller platform. certain ALE fleets. The normal ALE missions all types of ALE operator, irrespective of ‘Airborne is also divided into helicopters are being expanded to include more the type of helicopter they operate. and UAVs, and we supply payloads for that surveillance and covert operations to their However, manufacturers have as well,’ Bar-Natan said. ‘The family of normal patrol missions,’ he said. As a acknowledged that budgets are being [Controp] Stamp payloads start from 300g result, fixed-wing aircraft are being added tightened on both ends of the spectrum, up to 6kg, and the tendency nowadays is to because they can operate more covertly meaning they are now having to try and movse, even in law enforcement, from very than most rotary-wing aircraft. offer the same capability that is expected expensive helicopters to drones and UAVs.’ However, he added that many ALE from these operators but in a more He claimed that this is the biggest shift agencies are now also providing coverage affordable package. in the ALE market, as operators see the of large public events at stadiums using This helps ALE operators stay at the top benefits of utilising an unmanned helicopters. For example, the Californian of their game, providing surveillance of an alternative. ‘In the future, I think we will see Highway Patrol that provides surveillance area of interest and tracking perpetrators this more and more because, especially in services for National Football League from the privileged aerial position law enforcement, the use of the helicopters events in San Francisco. unavailable to their ground counterparts. ■

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RH-06-17_p19_IITSEC.inddIITSEC2017MTSNAdFull.indd 19 1 11/20/20174/3/17 3:27:52 12:00 PM PM TYPE FOCUS: KA-62

RH reports on the Towards certification occupying the left-hand seat. During the The serious delay between the first lift-off first high-speed flight, the aircrew development of the latest in hover and the first ‘true’ forward high- undertook checks and evaluation of the Russian medium-class twin speed flight has been attributed to the overall condition of the helicopter, its aircraft, which has at last implementation and validation of a controllability and stability performance, number of necessary modifications on and the operability of the electrical system, entered into the active the first prototype before it received onboard equipment and powerplant. flight test phase. By authorisation from the expert board of The Ka-62’s development was officially Russia’s Flight-Test Research Institute. launched by the Moscow-based Kamov Alexander Mladenov The rotorcraft was then declared fit for Design Bureau in 2011, with original the high-speed flight testing effort, divided plans for its maiden flight to take place he Kamov Ka-62 was designed into developmental and certification during 2013. However, the development from the outset to meet the needs phases. Therefore, on 25 May 2017, the effort proved to be a slow and painful T of demanding civil and parapublic Ka-62 made its long-delayed official undertaking due to the high degree of customers, both domestic and maiden forward flight. The first flight-test technical complexity of the new helicopter international. It made its long-delayed prototype, RA-00000 (known as ship OP-1), compared to all other modern-day maiden lift-off in hover on 28 April 2016 completed a full-scale 15-minute flight on Russian rotorcraft. at the AAC Progress aviation plant’s the circuit around the factory airfield in It featured an unusually high proportion airfield, located in the city of Arsenyev in Arsenyev, reaching a maximum speed of of new systems, including a digital flight/ Russia’s Far East region. The hover and 110km/h and a high altitude of 1,000ft. navigation suite and a digital general slow speed trials lasted for more than Kamov Design Bureau’s pilot Vitaly systems management and monitoring one year, during which the aircraft Lebedev was at the controls, together with system, in addition to a Western-supplied accumulated 120h in the air. Nail Azin, another company test pilot main gearbox, engine and fuel system. From Russia with love

The maiden lift-off in hover of the Ka-62 took place on 28 April 2016 and included a hover with numerous banking, yawing and turning movements to assess the controllability and stability of the helicopter. (Photo: Kamov Design Bureau)

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new civil machine externally resembles its military predecessor but has a new structure, powerplant, and general systems. The 6.5t Ka-60, which first flew in December 1998, proved to be a slow effort due to a shortage in funding provided by the Russian MoD. The programme was eventually terminated in 2011. Implemented in the Ka-62’s design, the most important result of the Ka-60’s development effort was the crashworthy fuselage, featuring a much improved structural integrity combined with an energy-absorbing undercarriage. The Ka-62 also boasts a new main rotor system with five composite blades, with a much-improved profile for Safran Helicopter Engines supplies the Ka-62’s Ardiden 3G engine, which received EASA increased lift. According to Vagin, the certification in June 2017. (Photo: author) weight and size of the new type were set just on the limit for the effectiveness of The programme was plagued by a raft of The development phase of the Ka-62 the fantail. He maintained that this organisational problems inside Russian programme saw the construction of three design was selected because it offers Helicopters (the umbrella company of prototypes – designated OP-1, OP-2 and significant flight safety benefits, Kamov and KumAPE) and other issues OP-3 – at the AAC Progress plant for use in particularly during operations in urban that emerged in the process of the flight test and certification effort. environments, as the Ka-62 is required to cooperating with some of the foreign OP-2 was almost complete by May 2017, land in confined locations, surrounded by partners in the programme, such as the while OP-3 is expected to be rolled out by the people, tall trees and buildings. transmission supplier. end of the year. There is also an ‘iron bird’ He also noted that in case of tail rotor or Now, it seems that most of the set up at AAC Progress, which is being used intermediate gearbox failure, the large-area developmental issues have been ironed out, for system testing and verification, in fin is intended to provide enough directional and the Ka-62’s developmental flight test addition to a fuselage for static tests. stability to allow a rolling landing, touching programme is progressing well. Another dedicated test rig – using a down at a speed of 80km/h. An additional Three prototypes of the Ka-62 are slated Ka-62 full-scale fuselage complete with degree of safety is provided by the robust to amass 122 development test sorties. engines and a full-scale transmission and undercarriage design, using a tail wheel The certification programme will then rotor system – has been set up at the that endows the Ka-62 with significant see another 450 sorties. Russian civil KumAPE plant in Kumertau. It accumulated stability after a high-speed touchdown. certification, set to be granted by the new 250h in testing with engines running before Around 60% of the Ka-62’s fuselage (by national certification authority, Rosaviatsia, the type’s maiden flight. weight) is made by polymeric composites is now expected by the end of 2019, while produced at the AAC Progress plant, utilising first customer deliveries will not be possible Safety by design the tooling originally designed for producing before 2020. The Ka-62, unlike all other models large composite parts for the Ka-52 Alligator According to Alexander Vagin, the Ka-62’s developed by Kamov that use the company- attack helicopter. Composites are used in all lead designer at Kamov, the type will be trademark co-axial rotor scheme, features the non-critical areas of the fuselage, while certified in accordance with Russian AP-29 a conventional design with a five-bladed the load-carrying main structure is fabricated airworthiness requirements, said to be main rotor and a shrouded tail rotor of the from aluminium alloys and titanium. broadly equivalent to EASA CS-29 and US so-called fantail type. Unlike its military predecessor, the Ka-62 FAR-29. Russian Helicopters is also seeking As the OEM’s long-time designer general, introduced a partially altered fuselage certification of the new platform by EASA, Dr Sergey Mikheev claimed this particular layout, optimised for safety in order to meet but this is not expected to happen until the layout was chosen for the Ka-62 in a bid to the stringent civilian airworthiness early 2020s. provide higher speed, low levels of vibration requirements for passenger transport. For According to Vagin, the Ka-62 will be and a large useful volume within the fuselage. example, the passenger cabin windows are initially certified in offshore and passenger The company utilised its design larger than normal in order to be used as transport configurations with 12-15 seats, experience from the development of the emergency pop-out exits. The passenger with Kamov intending to develop and certify military-standard Ka-60 (using the same cabin can accommodate 12-15 crashworthy configurations for VIP, utility transport, SAR fuselage layout as that of the Ka-62 but seats, and Vagin claimed that the cabin and law enforcement roles at a later stage. with different construction materials). The volume of 9.5m3 is unbeatable in its class.

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RH-06-17_p20-23_Ka-62.indd 21 20/11/2017 14:52:06 TYPE FOCUS: KA-62

The first prototype of the Ka-62, KA-62 OP-1, undertook its maiden full flight on 25 May 2016. (Photo: MTOW: 6,500kg Kamov Design Bureau) Maximum load on external sling: 2,500kg Maximum useful load in cabin: 2,000kg Dimensions of passenger cabin: Height: 1.3m Length: 4.1m Width: 1.75m Range with 15 passengers: 600km Cruise speed: 157kt Maximum speed: 170kt Rate of climb at sea level: 2,756ft/min Practical ceiling: 20,000ft OGE ceiling: 10,800ft Range on a standard fuel tank: 750km Maximum flight endurance with standard fuel: 4h

The new flight safety features maintenance costs and fuel-efficient Maintainability has been among the implemented in the Ka-62 design also operations as well as good performance principal design considerations, as the include a bird strike-resistant windshield in hot-and-high conditions. After possible Ka-62 is intended for autonomous and redundant main systems, while the options were evaluated, the Ardiden 3G operations without hangar storage during aircraft’s main and intermediate gearboxes was eventually selected by the design team the winter and for using unpaved airfields have a 30-minute run-dry capability. in 2011. The manufacturer, Safran and landing pads. Helicopter Engines, provides continual The platform therefore has a high level Crucial components support to the programme. of built-in test functionality, including a The modern avionics, combined with a The engine’s power rating, fuel HUMS as standard, in addition to quick Western-sourced powerplant and consumption, weight and reliability access to main systems and controls. transmission, are intended to make the performance are said to have exceeded Kamov also worked to reduce Ka-62 a commercially attractive option in the Kamov’s original requirements. EASA maintenance workload and increase the highly competitive world market for medium certification for the Ardiden 3G was granted use of line-replaceable units in order to twin-turbine helicopters in the 6.5-7t class. in June 2017, and during the development grant maximum aircraft availability. ‘Our task is to bring to the market a high- and certification effort, the powerplant has It is crucial that the Ka-62 is suitable for quality helicopter offered at a competitive accrued more than 8,500 test hours. regular operations in the extreme climatic price and with overall performance equal to The new-generation engine is conditions in which most of Russia’s that of the best members of the medium rated at 1,360shp in take-off mode, while operators serving the oil and gas industry class today,’ Vagin said. He noted that its OEI rating is 1,500shp (limited to 2.5 are situated. The type is therefore set to be during the design phase, Kamov enjoyed a minutes of operation), and the maximum certified for operations in temperatures lot of freedom to select the best systems continuous power is 1,170shp. The Ardiden ranging from -50 to +45°C, and the design available on the market while applying the 3G has a modular design, including a gas has some specific features to allow this. For price/performance selection criteria, and generator module comprising two instance, the systems and engines are that there was no compromise on quality. centrifugal stages connected to a reverse- capable of operating without pre-start oil This makes the helicopter better suited for flow combustion chamber, a single-stage heating in temperatures as low as -35°C. export worldwide. gas generator turbine, a two-stage power The integrated avionics suite, known as Western European component turbine and dual-channel FADEC. KBO-62, is supplied by Russian company suppliers include the French company The engine’s TBO is 5,000h at entry TAV, a subsidiary of Kronshtadt Group of St Safran Helicopter Engines, fuel system into service and 6,400h at maturity. It Petersburg. The KBO-62 system, based on provider Zodiac Aerospace and Zoerkler provides the Ka-62 with OEI capability at the IBKO-38 system developed for the Gears of , which produces the altitudes of up to 9,500ft in international Mi-38 heavy helicopter (certified in 2015), transmission (including the main and standard atmosphere (ISA) or 6,500ft in is designed for single-pilot VFR operations intermediate gearboxes). ISA+20 conditions. for cargo transport missions, while a two- According to Vagin, engine selection According to Safran, the Ardiden 3G has a pilot crew should be used for IFR and proved to be among the most important reduces fuel consumption by more than 20% passenger/VIP transport. discussions at the beginning of the Ka-62 when compared to other helicopter engines The system is driven by VTS-3 computers programme, in order to achieve low of the same power rating. and the flight desk features two TDS-84

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8.4in multi-functional displays for flight/ primarily at existing Mi-8T/P commercial programme delay – it is likely that these navigation, engine and systems operators who provide passenger and have now been cancelled. information, complemented by two cargo transport services to the country’s Seven helicopters were ordered in 12.1in TDS-12 displays and two MFPU-1 huge oil and gas sector. December 2012 by Brazil’s Atlas Taxi control and display units. The new platform is being advertised as a Aereo, which were originally slated for The Ka-62 is equipped with the SAU-62 suitable option to replace the bigger, fuel- delivery between Q1 2015 and Q1 2016. AFCS, with the hover mode as standard, thirsty, older-generation Mi-8 versions The contract also includes an option for and a TTA-12H ground proximity warning powered by the TV2-117 turboshaft engine. another seven machines. Colombian system provided with terrain and artificial While the Ka-62 offers a broadly comparable operator Vertical de Aviacion placed an obstacles database. The C-404 integrated passenger capability and payload, it boasts order for five Ka-62s in August 2013. communications suite is supplied by NPP much higher passenger safety standards, Interest from commercial operators in Polet company of Nizhni Novgorod. combined with lower direct operating costs. Russia is still low, and the near- to mid-term According to Andrey Boginsky, Russian success of the programme is expected to Commercial interest Helicopters’ director-general, there is be granted through initial orders by big The Ka-62 is a purely commercial project, ongoing marketing work to promote the government customers. Some of the receiving developmental funding from Ka-62 to all big Russian commercial operators in this category could accept the several streams, with the vast majority operators serving the domestic oil and gas Ka-62 as it is, after receiving its Russian from Russian Helicopters. The programme sector, including , Gazpromavia and civil type certificate. has also received additional financing RN Aerocraft (a fully owned subsidiary of In contrast, domestic military operators from the Russian government through a state-owned oil exploration giant Rosneft). would require a type derivative with all- federal programme that supports civil It is noteworthy that at the very Russian engines, transmission and aviation developments. beginning of the programme, the Ka-62 systems. The export substitution effort will Russian Helicopters hopes to have sold had managed to attract two export orders be a costly undertaking, fully sponsored by 365 of the type by 2030. On the domestic from civil customers, but their current the Russian government, for which the first market, the Ka-62 is being targeted status is unknown due to the significant results could be seen in the early 2020s. ■

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RH-06-17_p20-23_Ka-62.indd 23 20/11/2017 14:52:11 ROTOR BLADES

Rotor blades have come a long way since their inception, than the air passing under the lower surface at the same time. This with composite materials allowing the creation of complex acceleration causes a pressure drop over aerodynamic profiles. This evolution continues with still more the upper surface, and induces a downward flow and the resulting thrust refinements on the horizon.By Peter Donaldson that supports the aircraft’s weight.

t is a mistake to single out one care and maintenance are central to safe Addressing complexity component as the most important helicopter operations. The picture is complicated by the fact that I part of any machine because they Like all wings, rotor blades generate lift the blades spin around a central axis, and all have to work together to do whatever by creating a pressure difference between the local airspeed is at its lowest near the the machine is designed for, but it is the upper and lower surfaces through hub and at its highest at the tip, with a arguably justified with the helicopter’s their shape, which forces the air in steep speed gradient along the length of main rotor blades. Their design is critical contact with the curved upper surface the blade. Ideally, therefore, the aerofoil to performance and efficiency, while their to accelerate to cover a greater distance section should vary smoothly from the root

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spanwise bending of the blades is Now, you’ve got obvious. Modern blades do not bend so hundreds of plies in much, partly because of more even lift distribution and partly because the use the blade interleaved of carbon-fibre reinforced plastic in their very intimately, so when construction makes them much stiffer. they share the load they are The situation becomes more complex as the helicopter moves into forward transferring forces of much flight, because the portion of the disc smaller values across much formed by the spinning blades that is larger areas, making them travelling in the same direction as the helicopter sees higher airspeeds than a whole lot tougher. the portion travelling in the opposite direction from the aircraft. This means that the ‘advancing’ side of the disc will, if nothing is done about it, generate more Analytical advantages lift than the ‘retreating’ side, leading the Others companies, such as Advanced helicopter to roll over when it reaches a Technologies International (ATI), concentrate particular forward speed. on the practicalities of manufacturing both While that dramatic consequence is exotic new designs and more straightforward prevented by allowing the advancing blade replacement blades in composite materials. to flap upwards and the retreating blade The biggest thing to happen to composite to flap downwards until the lift forces rotor blade technology over the last couple acting on them equalise, this uneven lift of decades, according to David Pullman, distribution is a major cause of vibration, chief structural engineer and engineering particularly in flexible blade structures. manager at ATI, is the advances in Uneven and variable lift distribution is also analytical technology that enable much one of several causes of rotor-induced more complicated, integrated designs, vibration, the taming of which is a core which bring many advantages. skill set of helicopter manufacturers and Early composite blades, he told RH, independent rotor-blade specialists. were very simple structures with Some, such as Continuum Dynamics Inc fundamental components made from (CDI), focus on the aerodynamic design of large ‘blocks’ or bundles of fibre, because innovative aerofoil sections – blade plan the computational power to handle more forms and tip geometries, for example – complicated structures was simply not Erickson and Helicopter Transport Services conducted the first flight of the using EPIC/HERO analysis software, which available. ‘Nowadays, we’ve got analytical new composite main rotor blades for the is tailored specifically for this application. tools for analysing composite blades, so CH-54 Skycrane and S-64 Aircrane in July Using an influence coefficient approach, we can take those very primitive structural 2016. (Photo: Erickson) the system accurately models the wake components and interleave them, and use generated by a rotor with any blade design, them in ways that we have never been so that hovering wake instability can be able to do before’, he said. ‘What that to the tip to ensure an even distribution minimised and average performance does is increase the damage tolerance of lift along its length. characteristics in the hover can be of the blades, making them much more With the wood and fabric blades of early optimised, which is a critical design point resistant to impact and such.’ helicopters, and even with later metal for most applications, according to CDI. Back in the early days, if you were to cut blades, this was too difficult and expensive The company claims unsurpassed speed a composite blade open, Pullman said, you to be practical, but with the advent of and accuracy for performance prediction would find that the stiffening fibre was all composite blades, which take their shape in hover and forward flight, and for blade unidirectional material, whether glass fibre from moulds, the creation of complex and optimisation. or carbon fibre, with 0° axial plies with varying aerodynamic profiles has become EPIC/HERO has been used in multiple torsional stiffening plies wrapping around much easier. projects: Carson’s Sikorsky S-61 composite and encapsulating them. ‘Fundamentally, Without even lift distribution, most of blades; future blade concepts for the Bell- the shapes of these elements were the lift is generated in the region towards Boeing V-22 Osprey tiltrotor and the rectangles, circles and curves – very the tips. The result is easy to discern in Affordable Apache Rotor Blades for Boeing; primitive geometry that mathematically you pictures of older, large helicopters that and the Camcopter S-100 main rotor could analyse on a spreadsheet. They were are hovering heavily loaded, because the blades for Schiebel. relatively straightforward,’ he explained.

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RH-06-17_p24-28_Blades.indd 25 11/20/2017 3:58:22 PM ROTOR BLADES

‘If you look at a modern blade, you will find that these large blocks of contiguous The Airbus H160’s Blue Edge blades were developed in order to reduce common material don’t exist anymore. the noise caused by the blades to They are very complicated; all the plies 3dB. (Photo: Airbus Helicopters) are intermingled, the +/-45° torsional plies are interleaved with the 0° plies throughout the entire blade.’ Such complexity, he said, does not lend itself to analysis by spreadsheet, but it does yield to finite element methods and new specialised codes, enabling structural engineers to make better use of fibre- reinforced composites. Pullman went on to explain that because the 0° plies, the +/- 45° plies and the 90° plies are interleaved they have much more desirable load transfer properties. ‘Back in the day, you had these big blocks, so you had to be able to get all the load out of one and into the other across a single interface. If it was going to fail, it would undoubtedly fail right there at those now in inflight testing and working He added that because the goal is to primary interfaces between the primary towards US FAA certification, and the match the weight and stiffness of the structural components, making them company is also liaising with another original blade and because the composite relatively weak,’ he said. customer on a similar project. material’s density is around 30% less than ‘Now, you’ve got hundreds of plies in the Metal blades were very labour-intensive that of the original materials, extra material blade interleaved very intimately, so when to fabricate, Pullman said, and today the can be added that makes the new blade they share the load they are transferring original tooling often no longer exists. much stronger. ‘It is almost a given that it forces of much smaller values across much Making composite replacements, will be at least two or three times stronger larger areas, making them a whole lot therefore, is typically very similar in cost, and have basically infinite fatigue life.’ tougher.’ This means that the energy of any and in some cases, proves cheaper than This improved efficiency, which is impact is dissipated throughout a much re-manufacturing the metal blades. typically about 15%, means that the larger volume of material in the blade and He also noted that when making a blades are capable of generating larger over multiple plies rather than singular composite replacement for a metal blade, forces than the originals, enabling the interfaces, ensuring that the risk of the idea is to match the dynamic and aircraft to lift more. However, taking catastrophic localised damage is far lower. inertial characteristics of the original – it advantage of this legally would mean If they are damaged, Pullman said, isn’t designed to be lighter, for example – re-certification. Instead, operators can composite blades are almost infinitely so that the aircraft need not be re-certified benefit from the greater efficiency in repairable. ‘There is literally very little ‘so long as you can demonstrate that the the form of reduced fuel consumption that you cannot repair on a damaged loads coming out of the blades and into for the same loads and speeds, or an composite blade. It really becomes a the helicopter are equal to or less than increase in speed for the same power. question of cost. If you run your from the original metal blade’. ‘If they want to go outside the certified composite blade into a tree, you might However, composite blades usually end envelope for the vehicle, then they will not want to pay the cost of repairing it, up being more aerodynamically efficient. have to go through some kind of envelope- but it could be repaired. If you do the Construction techniques for metal blades expansion procedure with whoever the same with an aluminium blade, there typically involved many rivets, seams and certification authority is,’Pullman said. is no option for repair.’ glue bond lines on the outer surfaces, which produced a significant level of Advanced manufacturing Changing times parasitic drag. In contrast, moulded Another significant change in the way Older helicopters can be given a new composite blades have much smoother blades are made is the advent of additive lease of life by replacing their original surfaces without any of these undesirable manufacturing techniques such as 3D metal blades with composite ones. ATI features. In addition to this reduction in printing. ‘That is a technique that we have made Carson Helicopters’ new S-61 drag, new composite blades usually have seen creeping into our designs little by blades – those designed by CDI – and updated aerofoil profiles and, possibly, little,’ Pullman confirmed. ‘What it does is more recently, the new blades for twist distribution that improves their enable us to make complex changes in the Erickson’s S-64 Skycranes. The latter are performance. contours of the laminate construction. We

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have airfoils changing from one shape to Any loss of pressure could be assumed to routine maintenance activities performed another and these transition sections can be caused either by deterioration of the air on all helicopters. Modern composite be quite challenging in terms of how seals or a crack in the spar, the later blades make this easier, although they have to fill up the extra space.’ mandating replacement of either the spar introduced problems of their own. Richard He explained that while 3D printed or the complete blade. Vickery, head of customer support at rotor parts are not used as primary load- ‘Nowadays, those sorts of things can track and balance (RTB) specialists bearing structure, they are used to enable be done electronically within the spar Helitune, commented that the steady the formation of complex shapes because and are a lot less cumbersome. Maybe improvements in manufacturing techniques they provide supporting elements on not quite as simple, but you have got a have significantly reduced tolerances, which the structural material can be laid. couple of wires that come out of the thereby improving blade compatibility. Previously, pieces of composite materials blade and you can certainly get access to ‘As a consequence, setting up a rotor or metals would be cut into complex a lot of information from it,’ Pullman said. is significantly less time-consuming with shapes using CNC machine tools to get ‘There is a place for that going forward, composite blades,’ he said. ‘The days them to guide and hold the structural but from my perspective, there is no when technically serviceable blades were plies in position. substitute for a good sound structural rejected as “incompatible” are, or should ‘Nowadays, we print them. It is much design to begin with.’ be, past.’ cheaper and faster and they work great, However, he cautioned that composite and also, they tend to bond really well Balancing act blades have generated their own specific with the composite structures,’ he said. Even the best designed blades need to be issues. ‘With similar pressure differences – ‘There are compounds that we use that kept in proper adjustment if they are to fly standard for any airfoil – above and below bond very well, whereas some metallic smoothly. Sources of vibration that can the blade and being subject to cyclic elements like stainless and titanium don’t be adjusted out include: poor blade trim, bending loads means that any failure in the bond very well and we had to spend a lot which causes the blades to fly at different surface protective coating can allow of time prepping them for bonding.’ heights from one another with respect to moisture to penetrate into the structure of Another advance that composite blades a datum point on the helicopter, the blade, particularly when operated in can accommodate is bonded-in sensors for effectively following different tracks high humidity environments, and once condition monitoring. Previously, several through the air as they rotate; and mass absorbed it has no means of escape. The helicopter types with metal blades featured imbalances between blades and even location of water absorbed into a blade can a Blade Integrity Monitor system, in which within individual blades. significantly affect its mass, consequently the hollow spar was pressurised and that Rotor tracking and balance tuning, modifying span and chord balance, so the pressure monitored by a sensor system. therefore, are among the most important problems have not all been eliminated.’ Vickery told RH that historically, the goal Advanced Technologies focuses on the practicalities of manufacturing both new designs and more of RTB was to provide a single suite of straightforward replacement blades. (Photo: Advanced Composite Structures) blade settings that would produce the best overall ‘flight experience’ but it was always a compromise. ‘Now with significant improvements in signal processing rates, RTB algorithms using blade tip height, azimuth integrated with 1R [once per revolution of the rotor] vibration amplitude and phase parameters are providing real-time inflight track adjustment.’ How often this needs to be done depends on the operating conditions to which the helicopter is subjected, Vickery explained. ‘If the RTB settings were established in benign circumstances, it is quite likely that they will need refinement if the helicopter has been subject to heavy blade loading – external load lifting or flight in conditions where rotor/engine torque parameters were red-lined.’ The principal adjustments that can be made to each blade are to the spanwise and chordwise mass balance, pitch

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links, tabs and sweep. Spanwise and solutions algorithm, which uses a matrix chordwise balance refer to weight of adjustments specific to each aircraft distribution along the blade’s length type. The manufacturer says that the MFR and width respectively, and blades algorithm has been shown to reduce the typically have leading-edge and trailing- number of flights needed for RTB by more edge pockets near the tip to house than a third. these weights. The RT-Tip Trak camera is used to The pitch links are critical components measure blade height and lead/lag data. in the helicopter’s flight control system Thanks to its advanced blade-recognition that change each blade’s pitch angle in Helitune’s latest system is the R-6, which looks software and 14-bit resolution, it can response to the pilot’s movement of the at blade vibration control, among many other operate in all daytime lighting conditions cyclic and collective, as transmitted things. (Photo: Helitune) without the need for tip targets or other through the swash plate. Changing the contrast enhancements such as paint. An pitch angle affects the lift forces that act interact and affect each other, makes optional illuminator enables it to work at on the blade, which influence the vertical RTB a complex and potentially time- night so that it can make tracking separation between the blades as consuming process, which is why a measurements whenever the helicopter’s measured in ground runs and vertical number of companies, including Helitune, rotors are running. vibration in the hover. have developed sophisticated RTB and Housed in a light alloy casing, the Adjustment of trim tabs changes the vibration analysis equipment to make camera can be mounted to the helicopter height at which the blade travels with inflight measurement and calculation of either internally or externally. According to respect to its companions with the the required adjustments quicker, more the company, with the RT-6, collecting helicopter in flight – when the rotor disc is accurate and repeatable. data and calculating adjustments is a supporting its weight. Helitune’s latest system is the simple process that does not require All changes that affect the lift that the Rotortuner 6 (RT-6), which in addition to expert RTB engineers. blade produces also affect drag, with more RTB, can be used for shaft balancing, high- drag causing the blade to lag (fall further speed shaft monitoring and non-specific Rotor reliability behind) the blade in front of it, less drag vibration monitoring and analysis, plus R&D into main rotor blade designs is causing it to lead (move further ahead of) standard vibration spectrum measurement continuous, and one of its most intriguing the following blade. This can affect the for engines, according to the company. strands is that of active control of blade balance across the rotor disc, but it can be Main components of the RT-6 are the aerodynamics to improve efficiency in corrected with adjustments to the sweep Vibration Monitoring Unit (VMU) and the different flight regimes and to reduce of the blade with mechanisms at the hub. Flightpad handheld terminal, and it can be vibration. Such schemes tend to require connected to a variety of sensors including built-in actuators such as piezoelectric, Sophisticated algorithms accelerometers, tachometers and the shape memory alloy and mechanical Although blade shapes are becoming RT-Tip Trak blade-tracking camera. All types, for example. more complex, this fortunately does not meet the relevant DO-160 requirements These technologies are all limited in the make life more difficult for maintainers for airborne equipment. force and amplitude of the movement they tasked with tracking and balancing them, The VMU collects data on 16 can generate, so to make them effective as Vickery noted: ‘Each rotor type has its accelerometer channels simultaneously tents, they require a reduction in the own idiosyncrasies, which are taken into to save on flight time, using eight or more torsional stiffness of the blade. This account when the RTB algorithm is tachometers as speed references. An all- creates a potential safety problem if they established. None are more difficult in-one sensor cable can be used to fail, ATI’s Pullman cautioned. than others – just different.’ connect the standard RTB procedure The exceptions, he said, are systems Because helicopter rotors have to sensors directly to the VMU for what that involve blowing air through the blade operate in such a wide range of the company describes as a quicker and out over the leading edge, or sucking conditions, trade-offs have to be made in and tidier installation, or standard cabling air at the trailing edge to control the adjusting them, with an eye on optimising can be used with a junction box for boundary layer to delay the onset of stall them for the flight regime most pertinent deeper investigation and analysis. Data in various conditions. These systems tend to the mission. ‘Essentially every rotor collection capacity can be increased by to work reliably and if they do fail the adjustment is set irrevocably for the daisy-chaining VMUs together. As an result tends to be a loss of performance duration of the flight and therefore can option, the VMU can have inertial sensors rather than of control. only be perfect for one aspect of the flight and a GPS receiver installed to increase The advent of composite materials has profile – great at Vmax, not so good in the its analysis capabilities. produced significant improvements in the hover or vice versa,’ he explained. To calculate the most effective possible helicopter’s most important component, The sheer number of adjustments that it set of adjustments, the RT-6 runs and more rewards undoubtedly lie in even is possible to make, and the fact that they Helitune’s Minimum Flight Routine more subtle refinements. ■

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The future of the civil helicopter MRO market in Asia looks far International Aerospace Centre in Subang, Malaysia. ‘Recognising the expanding from bleak as manufacturers and providers aim to further regional civil aviation business, and given establish themselves in a region where previously declining our close proximity to a number of economies may be turning around. By Rob Coppinger important civil aviation customers, we made the decision to make the component services from within our well-established RO announcements in Asia- the region, and prospects in China are MRO capabilities portfolio,’ a company Pacific by European companies looking up. spokesperson told RH. M over the last 12 months reflect The new centre, RUAG Aviation Malaysia, a new phase for the civil helicopter Expanding capabilities is an approved repair facility for Honeywell market. Joint venture deals are coming to In November 2016, RUAG Aviation starter generators. According to RUAG, it is fruition for the final assembly of hundreds announced that it had opened a regional ‘expanding [its] starter generator service of government-procured rotorcraft across component repair factility at the capability, working with three additional

REGIONAL PROGRESS

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sales director for Asia-Pacific. ‘I think more and more Asian countries, as their economies grow, are seeing that they need to put more effort into these areas.’

Increasing activity According to the OEM, Asia-Pacific has more than 1,900 Airbus helicopters in service, across 25 countries in the region. They are served by three support hubs, 12 customer centres, 20 maintenance centres and four training centres. In February, the company announced a five-year extension to its logistics contract with the Japanese government’s Acquisition, Technology and Logistics Agency, which includes maintenance, repair There are over 1,900 Airbus helicopters in and parts supply. service, across 25 countries in Asia-Pacific. (Photo: Airbus Helicopters) In addition, Airbus also announced in March that it will jointly develop local MRO support and services for the major manufacturers, to make these MRO Indonesian government’s Airbus fleet with services available to all customers in the its local partner of 40 years, PT region for a variety of aircraft platforms.’ Dirgantara . The company confirmed that search and Earlier in the year, the Indian media landing lights are another area of activity, reported that Airbus Helicopters had and that further expansion is also being allegedly chosen Goa as a base for an planned, although the nature of this H225 MRO facility. The aircraft is part of remains undisclosed. ‘We are actively the Airbus tender for the Kolkata-based working on establishing additional services Indian Coast Guard’s procurement from within our existing components competition for a 14-helicopter contract. capabilities portfolio, developing them in The customer, which operates along the close collaboration with the OEMs of these country’s northeast coast, opened such a products,’ the spokesperson explained. facility in September, although the ‘We plan on expanding our MRO involvement of the OEM is unconfirmed. capabilities into the MRO of civil aircraft ‘The contract in question is not yet components in the near future, finalised, so the project is still in a very complementary to the facility in Malaysia. early stage. So, we do not have enough to RUAG has planned to expand the MRO talk about just yet,’ Airbus told RH. product portfolio in specific markets – If Airbus clinches the Indian Coast Guard helicopter components as well as contract, it would be a change for the components of regional aircraft.’ country, according to Manny Atwal, VP and In March this year, Honeywell Aerospace general manager of helicopter programmes released its 19th annual ‘Turbine-Powered at Standard Aero. ‘[] has good Civil Helicopter Purchase Outlook’, which helicopter growth,’ he said. ‘It’s just typically predicts a total of 3,900-4,400 civil been from some of the more Eastern helicopter orders for the 2017-2021 period, European-manufactured helicopter down by 400 on the five-year forecast given products. They have a lot of Russian in 2016. aircraft.’ As such, the MRO market in India Despite this shaky picture, there is still is dominated by those providers, with the considered to be an upwards trend overall. only Western helicopters being mainly Bell MRO is becoming big business in Asia- ‘In the helicopter market in Asia, we still do or Sikorsky platforms. Pacific, with major OEMs cementing their regional footprints by opening new see good growth in the market in the long However, Atwal is sceptical of any facilities. (Photo: Bell Helicopter) run, driven by the likes of China, but also dramatic growth in the country. ‘The Indian increases in the EMS market,’ said Derek market, every two years decides, “Yes. We Lockett, Honeywell’s defence and space want to buy 400 helicopters, a special big

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RfP.” And then at some point, they just cancel the RfP and start from scratch again. They’ve got some political [challenges] and bureaucracy that they’re going to have to navigate through, and it just takes time.’ Reflecting on the Asia-Pacific region’s recent history, Atwal said that in the last five years since the global banking crisis, developing Asian countries have seen a ‘decline in flying hours’ because the economies of ‘some of those countries haven’t been as strong’. Consequently, ‘we’ve seen a decline overall’ in the demand for MRO services, he confirmed. He pointed to Malaysia, the Philippines The Bell Training Academy in Singapore offers maintenance theory and practical training across and Taiwan as countries where the the OEM’s platforms. (Photo: Bell Helicopter) ‘economies haven’t bounced back… at least not [for] helicopter MRO’. Standard H135 final assembly line in China. This up a training academy – close to Aero is not experiencing the level of progress came 11 months after the 20,000sqft [1,860m²] – in our [Singapore] business there that it did ten years ago. European manufacturer announced a facility to facilitate maintenance training for However, Atwal expects that as prices for purchase agreement for 100 of the type Asia-Pacific customers. This year, we’re material commodities increase, helicopter over ten years, deliveries for which will start investing in additional upgrades to improve activity in some of those Asian economies in 2019. space and the student experience at the that are reliant on the oil and gas industry Similarly, Bell Helicopter announced a Bell Training Academy.’ will return. ‘As resource pricing starts to five-year purchase agreement in November In November 2016, Bell announced that increase even just a little bit, then yes, we’ll last year for 100 407GXP helicopters for Zhenjiang Aerochine Aviation in Zhenjiang definitely see more climb in those EMS, law enforcement missions and other City, Jiangsu Province, was its latest economies. Those countries will start to uses in China. The contract with Shaanxi authorised customer service facility. Since come back for sure. I think just the timing is Aviation Industry Development Company 2009, Aerochine Aviation has been the off a little bit in some of those regions.’ and Xi’an Helicopter Company includes the official independent representative of the According to Atwal, Standard Aero is creation of a Bell 407GXP final assembly OEM in China, and Macau. seeing ‘more work [engine servicing] out line and resale company for supplying the Aerochine has sold more than 70 Bell of South Korea, [and] we see more work Chinese government. The deal also helicopters to corporate, state-owned out of Japan and more recently in the last provides for maintenance, training and enterprises and general aviation start-ups. year or so. We’re seeing some really nice customer support collaboration. The company’s MRO arm has a 483m² signs that China is coming along nicely, The OEM is hopeful of growth prospects facility for the Bell 407. It is also a certified and we’re seeing some work come out of beyond the initial agreement: ‘Just Part 145 repair station, approved by the China as well.’ generally, the market has expressed a lot Civil Aviation Administration of China. He added that there has been increased of interest in MRO in Asia, and definitely In addition to Aerochine, Bell now has competition from North American the other OEMs are getting into that space three authorised customer service facilities companies, and a lot of interest in Asia- as well,’ Chris Schaefer, the company’s located in China, including Shanghai Pacific comes from a general idea that general manager for Asia, told RH. KingWing General Aviation and Chongqing China is the market to be in for the future. ‘But, if you look across the field you see General Aviation. a lot of other private investment, both local The spread of wealth as China’s economy Chinese fortune and imported, that are starting to set up grows is getting to a point now where Atwal Indeed, for the first time in 2016, China shops in these localities.’ expects private helicopter usage to became Airbus Helicopters’ largest civil Bell has had a presence in Asia for increase. ‘You’ve got a decent-sized upper market in terms of annual bookings. The some time. ‘It’s always good to be talking class right now that’s growing and growing. company predicts a potential demand of to customers and government officials As they try to get to other parts of China, a about 600 light twin-engine helicopters [with whom we] have a long-standing helicopter is going to be the best way to do in the country over 20 years, due to a relationship, going back to the 1960s and that,’ he said. government need for EMS platforms and 1970s,’ Schaefer said. ‘It’s nice to build on While there is a ‘fair bit’ of civil work in requirements within the offshore wind that legacy. [There are] a lot of dedicated Asia, Atwal explained, government industry. loyal customers in both [Japan and Korea].’ transportation represents a large slice of In May, Airbus broke ground on its joint ‘We have recognised that the MRO space activity. ‘We’ve seen the Chinese venture with a Chinese consortium for an is to grow, and to compliment that, we set government work with their own private

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I think the use partnerships with local firms instead. ‘I another. Our network of authorised haven’t seen too much other investment support centres and channel partners has of Western in terms of MRO capability, but certainly been in place for quite a number of years.’ nations or an increase in competition,’ he said. ‘The amount of infrastructure that’s Western companies to The challenge is knowing when to take needed to support the growth is something that step and create partnerships or build that needs to be [created],’ Lockett said. help China grow is going bricks and mortar. ‘Everybody’s trying to ‘In terms of MRO services into China, we to be critical to them beat the market, or time it right, or get see that market very much in its infancy. established before it gets increased [in] On the commercial helicopter side of to put in place the right sale. We see more and more players things, we’ve been supporting AVIC with facilities. making that investment too: “Even though our LTS 101 engine. That’s something the market’s not big here, let me get out which again is in its infancy.’ there and see if I can do something Schaefer said that Bell has a good idea there”,’ Atwal explained. about what conditions have to be met companies there, and make major On 1 November 2016, Standard Aero before a partnership is brokered or a investments to build facilities, and get all signed an agreement at the Zhuhai brick laid. ‘China is definitely one of those the infrastructure in place and going before Airshow with its Chinese partner, regions we’re watching very closely, and the helicopters were actually flying to the ChongQing General Aviation (CQGA), to as that market grows, we [know] the extent that they need to be flying.’ establish an approved service centre for profile that we need for the next customer A challenge for the market however, is the Rolls-Royce M250 engine maintenance service facilities and what the market relatively limited airspace access compared services in China. While CQGA will provide needs to be doing for us to make that to North America, but Atwal noted that training, tooling and inventory for M250 next announcement. I think you will see China’s geography makes it ‘absolutely maintenance requirements on site at its some additional investment and prime for helicopter growth. As you open up Chongqing location, Standard Aero will partnerships in the very near future.’ more private airspace, a lot more than the provide overhaul-level maintenance at its He declined to elaborate. wealthy will start using helicopters.’ Singapore facility. ‘I think the use of Western nations or Lockett is more relaxed about Western companies to help China grow Competition or collaboration? Honeywell’s competition in the avionics is going to be critical to them [to put] in Although acknowledging that major engine field. ‘[We’ve] not seen a great increase [in place the right facilities,’ Schaefer said. manufacturers are well established in the competition]. We always face competition,’ ‘[Airfields] need MRO shops of their own – region, Atwal is unconvinced that building he explained. ‘And then often in the they need support from global helicopter facilities there is a priority for Western market, people who you compete with on companies.’ companies, which may prefer to create one opportunity may be a partner on As well as partnerships for customer service facilities and final assembly A final assembly line and resale company are being developed to supply aircraft to the Chinese factories, there is potential for home-grown government. (Photo: Bell Helicopter) MRO competition, albeit by corporate acquisition. For example, US manufacturer Enstrom Helicopter was bought by Chinese firm Chongqing Helicopter Investment Company in 2013, and set up a production facility in China. The Chinese purchase of Enstrom is good news for Standard Aero in the region, because the Enstrom 480B uses the Rolls- Royce 250 engine. ‘We would service that one – that would be the turbine engine, the one that we would support,’ Atwal said. Knowing when to enter the market and what relationships and level of commitment to have – a parts distribution hub, joint venture, training academy or authorised customer service facility – are considerations that make the provision of MRO services in Asia’s growing and faltering economies that much more complex. ■

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Helitech International 2017 Safety, innovation and success Helitech International returns to London for successful 31st edition

urope’s largest rotorcraft event saw improving missions how a white phosphor NVG image increases an impressive number of attendees and the latest MRO trends, the conference crew situational awareness and safety. A E gather in London to discover the sessions at Helitech International 2017 pioneer of night-time operations in the USA, latest innovations, update their industry were in high demand. Attendees packed ASU also hosted a roundtable discussion knowledge and make invaluable business into the theatres to listen to key industry introducing the technology to Europe on the connections. influencers from Rolls-Royce Defense, the evening of the first day. Association of Air Ambulances, Bristow From 3-5 October 2017, 5,000 rotorcraft Group and Flight Ascend Consultancy. Sarah Pokorney, Marketing Manager at professionals, a number which includes a ASU said: “Our roundtable discussion and significant increase in operators compared On day one of the event, a particularly technical briefings were well-attended. Night to previous years, descended on London popular session led by the British time ops is new to Europe and Helitech ExCeL for Helitech International 2017, International Helicopter Services Limited, International allows us to be part of that Europe’s leading civil rotorcraft event in explored how Search & Rescue Technology conversation. Also, the quality of visitors partnership with the European Helicopter is evolving in order to improve safety was very high with lots of decision makers. Association. The attendees came from on future missions. Roy Jenssen, RW Ninety percent of people we met were more than 70 different countries to source Operational Advisor, Air Ambulance Services legitimate business leads.” new solutions and services and join the of Norway, discussed the development of conversation on the future of the rotorcraft ‘LZ North’, a pioneering landing zone app Operators in a digital world industry. used on SAR/HEMs missions to pinpoint the Day one of the show also saw the return safest place to land. Constantly updating of the Operators Forum, which allowed As ever, innovation could be found across with the latest changes to terrain or operators of all sizes to connect and discuss the exhibition floor, with 190+ exhibitors infrastructure, the app replaces outdated the issues most relevant to improving their showcasing their latest products and paper copies of Landing Zone sites businesses. This year’s discussion was services. Visitors could explore the latest and allows helicopters to avoid aviation centred on harnessing the power of social technology from the leading OEMs, including obstacles such as powerlines and masts. Airbus Helicopters, Bell Helicopter and media, with a key focus on the importance of a robust crisis management strategy Leonardo Helicopters, as well as discover Safety-improving technology was also on to protect reputation in the wake of an suppliers of cutting-edge navigation the agenda in day one’s Technical Sessions, accident. systems, night vision technology and with a seminar from Aviation Specialties world-class training services. Michael Unlimited (ASU) exploring how the use of Wannemacher, Project Manager in Night Vision Goggles enhances safety on Connectivity is key Aviation at Rail Tech Arsenal commented: night time missions. Discussion points Day two sessions were equally as popular, “Helitech International brings all the main included the future of this equipment and with a session led by Rolls-Royce Defense manufacturers and on ‘The Connected suppliers together in Helicopter’ in high one place, offering a demand. Several of the diverse range of people industry’s leading players to speak to. This year has discussed how data can stimulated some good be better harnessed to discussions and I’ve come improve operations and away with strong business safety. Rotorcraft industry leads.” professionals from across the supply chain joined Safety in focus the well-attended seminar Covering such audience- as Airbus Helicopters, drawing topics such as Bell Helicopter, Leonardo, the future outlook of the Safran Helicopter Engines Offshore Oil & Gas sector, and looked

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at how sensors that capture huge volumes AgustaWestland AW169 of aircraft and mission data can be better light intermediate twin utilised to optimise operations. engine helicopters, and announced the Keynote speaker Sergey Ananov gave a sale of a further two fascinating talk on the highs and lows of his AW139 intermediate world-record attempt, from the support he twin-engine helicopters received globally to fending off polar bears to customers in the while stranded on a sheet of floating ice UK for corporate/VIP The partnership with MRO will continue when for two days after crashing into the waters passenger transport. Helitech International returns to the RAI, of the Labrador Sea. The adventurer also Amsterdam between 16-18 October 2018. discussed the potential for a centralised, Bell Helicopter announced the signed connected service which tracks the purchase agreement for a Bell 429 to Air Teresa Heitor, Exhibition Manager said: “Our missions of private pilots and creates an Zermatt for Search and Rescue missions, co-location with MRO Europe proved a real alert if they disappear, mitigating the need whilst Airbus officially handed over the first success as it maximised the opportunity for for friends and family to raise the alarm. H145 for Midlands Air Ambulance visitors to both events to meet, network and source products from across the aviation Signs of growth Elsewhere, Waypoint Leasing, the largest MRO sector. Flight Ascend Consultancy’s market update independent global helicopter leasing on day one of the show indicated steady company, announced its fleet has surpassed “With an increase in attendees, a raft growth in OEM sales throughout 2018. The 150 aircraft and DART Aerospace, revealed of new technology on display, several green shoots of this encouraging prediction the opening of a new warehouse in significant deals signed on the show could be seen on the exhibition floor, with Amsterdam in order to increase inventory floor and encouraging predictions from several of the industry’s top suppliers used and better service the European market. industry thought leaders, this year’s day one of the show as a platform for their Helitech International reflected the growing key announcements. confidence in the rotorcraft sector and we Joint success look forward to what Amsterdam 2018 and Safran launched Aneto, its high power Helitech International 2017 was co-located London 2019 will bring.” engine family for the super-medium and with Aviation Week’s MRO Europe, meaning heavy helicopter market. During the packed visitors registered to either show could move on-stand event, Safran also announced that freely between the two events. Helitech International 2018 will leading helicopter operator Leonardo has take place at the RAI Exhibition selected the Aneto-1K to power its twin- The new venture saw widespread acclaim, and Convention Centre in engine AW189K. The first flight took place in with exhibitors such as Becker Avionics Amsterdam from 16-18 October. March 2017, and the aircraft is due to enter noticing increased traffic to their stand from Register your interest at : http:// service in late 2018. MRO visitors. Thomas Terschlusen, Director www.helitechinternational.com/ of Sales and Marketing at Becker, said: “It’s interest Alongside the deal with Safran, Leonardo worked very well to have MRO Europe as held an official signing of a contract a parallel – we’ve had good conversations with Uni-Fly A/S of Denmark for two with people we wouldn’t usually meet.”

RH-06-17_p38-39_Helitech_review.indd 35 17/11/2017 15:37:35 COLLECTIVE PITCH

As the UK withdraws from the EU, there will be inevitable implications for the rotorcraft industry. Sir Chris Coville, chair of the British Helicopter Association, discusses Brexit with Tim Martin, and details cause for market optimism.

Considering the consequences Battersea helipad is a hot spot for VIP and charter flights to and from London. (Photo: Atlas Helicopters) he countdown to Brexit is an The SESAR 2020 project, for example, inescapable one, and as the British supports the civil sector by focusing on T aviation industry readies itself for improving digital and VR technology. economic responsibilities, namely through an uncertain world in which trade deals Through research-led analysis it also looks departure from the single market and and economic forecasts will be monitored at better methods to deal with cyber customs union. more forensically than perhaps ever security issues. Coville is in little doubt that such a move before, potential rotorcraft developments would curtail the UK’s export capabilities remain in sharp focus. Arising challenges and further jeopardise business in Europe Coville also acknowledged that civil indefinitely. ‘It would be very difficult to Continued involvement helicopter regulations are often imperfect work to WTO [World Trade Organisation] From a regulatory point of view, Coville and made in a way that the British and protocols for example,’ he said. suggested that operational freedom and European Helicopter Associations have a Coville suggested that an early being wedded to modern and innovative duty to question. indication of the type of challenges that European aviation programmes must ‘Very often, regulations are designed in may lie in wait for the rotorcraft sector can continue, and the global reach of the pursuit of standardisation, harmonisation be observed from Boeing’s recent attempt CAA bolstered. and safety, but one size does not fit all. We to strong-arm the UK government over ‘It may be that the UK has to build continue to try and restrain regulatory defence contracts. up the CAA again, and that’s no mean excesses in Europe,’ he said. ‘They wouldn’t dare attempt that with endeavour,’ he told RH. ‘We believe it Key considerations include the number the EU because it’s such a massive would take an additional 200 or more of pilots per aircraft, landing in adverse market, whereas the UK is relatively small. people to be employed by the CAA to weather and the transport of passengers The reality of the marketplace shows that take over a national regulatory framework, depending on the platform or operator. the stronger you are collectively, the more but the fact remains we must be able ‘That’s all being carefully monitored by the leverage you have [when making a deal],’ to operate into Europe, and that means BHA [British Helicopter Association] to make he explained. we have to be able to co-ordinate across sure regulations aren’t disproportionate to ‘Once you isolate yourself and have to borders and conform with the EASA the health and safety of aircrew and we are rely on trade deals, partnerships and so regulatory framework.’ able to move forward as reasonably as forth, I wouldn’t be confident that the UK Coville noted that the UK’s continued technology allows,’ he confirmed. by itself will be in a strong position to involvement in the Single European Sky Ensuring the health of operational and strike global partnerships, civil or defence.’ ATM Research (SESAR) project is commercial activities will be directly indispensable to its aspirations of dependent on ‘passport arrangements, Offshore opportunity remaining at the forefront of cutting-edge custom arrangements and the type of trade Despite these concerns, there is cause aviation design. ‘It’s vital that we remain deal that is struck with the EU,’ said Coville. for optimism when specific civil markets are part of that programme – you simply can’t In a ‘hard Brexit’, the UK would effectively considered. Coville does not subscribe to the draw boundaries in the sky,’ he said. dissolve its key EU-agreed legally binding current pessimism surrounding offshore operations and the flagging . While admitting a change in market conditions is highly unlikely – ‘unless there’s Very often, regulations are designed in a major issue in the ’ – he pursuit of standardisation, harmonisation predicted a new opportunity for operators, based on the decommissioning of oil rigs. and safety, but one size does not fit all. ‘That’s a very long process, taking up to ten years, and offshore operators will of course want to take advantage.’ ▪

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