Bristow Academy Foundation in Training

August 2011 Serving the Worldwide Helicopter Industry rotorandwing.com

Dousing the Flames Changes at Boeing Reports from Paris

BRISTOW ACADEMY FOUNDATION IN TRAINING

01_RW_080111_Cover_p1.indd 1 7/20/11 2:00:14 PM There’s nothing you wouldn’t do to help save a life. We share your dedication and commitment. So much so we invented aerial EMS almost 60 years ago. So when your mission is to maximize the golden hour and save lives, the Bell 429 stands ready to serve your heroic measures with extraordinary means.

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EDITORIAL All-band P25 capability Andrew Parker Senior Editor, [email protected] Chris Sheppard Associate Editor, [email protected] Ernie Stephens Editor-at-Large, [email protected] Andrew Drwiega Military Editor, [email protected] Claudio Agostini Latin America Bureau Chief Barney O’Shea Pacific Rim Correspondent Joe West United Kingdom Correspondent Contributing Writers: Chris Baur; Lee Benson; Shannon Bower; Igor Bozinovski; Tony Capozzi; Keith Cianfrani; Steve Colby; Frank Colucci; Dan Deutermann; Pat Gray; Frank Lombardi; Vicki McConnell; Robert Moorman; Douglas Nelms; Mark Robins; Dale Smith; Terry Terrell; Todd Vorenkamp; Richard Whittle.

ADVERTISING/BUSINESS Joe Rosone VP & Group Publisher, [email protected] Randy Jones Publisher, 1-972-713-9612, [email protected]

Eastern United States & Canada Carol Mata , 1-512-607-6361, [email protected]

International Sales, Europe/Pac Rim/Asia James McAuley +34 952 118 018, [email protected]

DESIGN/PRODUCTION Joy Park Graphic Designer Tony Campana Production Manager, 1-301-354-1689 [email protected] Tesha Blett Web Production Manager

AUDIENCE DEVELOPMENT Sarah Garwood Audience Development Director, [email protected] George Severine Fulfillment Manager, [email protected] Customer Service/Back Issues 1-847-559-7314 [email protected]

LIST SALES Statlistics Jen Felling ,1-203-778-8700, [email protected]

REPRINTS Wright’s Media, 1-877-652-5295 [email protected] We didn’t invent tactical ACCESS INTELLIGENCE, LLC radios. We just keep Donald A. Pazour Chief Executive Officer Ed Pinedo Executive Vice President/Chief Financial Officer perfecting them. Macy L. Fecto Executive Vice President, Human Resources & Administration Heather Farley Divisional President, Business Information Group Sylvia Sierra Senior Vice President of Corporate The most important thing we build is trust. Audience Development Robert Paciorek Senior Vice President/Chief Information Officer Michael Kraus Vice President of Production & Manufacturing (%-%6 Ask about upgrading Steve Barber Vice President, Financial Planning and Internal Audit )23(% Gerald Stasko Vice President/Corporate Controller .-+7!++"!-$ your existing RT-5000. Alison Johns Vice President, E-Media, Business Information 31!-2#%)5%1 Group It’s easy. )-.-%1!$).

Introducing the Cobham RT-5000P. For photocopy or reuse requests: £.5%12!++#411%-3!-$&4341% /4"+)#2%15)#% 1-800-772-3350 or [email protected] &1%04%-#7"!-$26)3(.-%1!$). There’s nothing you wouldn’t do to help save a life. We share your £1.-3!-%+1.'1!,,!"+%.&!++ Cobham dedication and commitment. So much so we invented aerial EMS )+*)-2.-1)5% #(!--%+)-&.1,!3).-.#.,/43%11%04)1%$ almost 60 years ago. So when your mission is to maximize the golden 1%2#.33 Access Intelligence, LLC £(%-%6!-$/.6%1&4+&4-#3).-,.-)3.12 hour and save lives, the Bell 429 stands ready to serve your heroic 4 Choke Cherry Rd., 2nd Floor Rockville, Md. 20850 - USA !-7&1%04%-#7!-7,.$% 2!+%2/1%2#.33#."(!,#., measures with extraordinary means. Phone: 1-301-354-2000, Fax: 1-301-354-1809 E-mail: [email protected] Communication Without Limits. www.cobham.com/avionics

Call 800-FLY-BELL or visit www.bellhelicopter.com to ﬁ nd © 2011 Bell Helicopter Textron Inc. the solution that’s best for your mission-speciﬁ c needs. AUGUST 2011 | ROTOR & WING MAGAZINE 3 Cobham P23 RW.indd 5 4/12/11 2:31 PM

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Editor’s Notebook Programs Tailored to Your Individual Needs Enhancing Safety by Delivering Superior Helicopter Training in the Areas That Matter Most

Quality • Value • Service • Technology Importance of Training Inadvertent IMC Training [email protected] Mission-Speciﬁc Training

By Andrew Parker � Emergency Medical

his month’s issue features a responsibility of everyone involved in that reason, no one should feel they � Corporate/Executive variety of themes from differ- an operation—including management are ever “fully trained” on a particular Transport ent sectors of the helicopter and ownership—and not just the pilots subject, because there’s always more to Tindustry—new airframes and or crew who fly the aircraft. learn and ways to sharpen your skills. � Law Enforcement updates on existing models from the When I was young, my dad—who What are some of the unique � Paris Air Show (see Rotorcraft Report is very good at building and fixing “tricks of the trade” that your heli- Newsgathering starting on page 12); offshore (“Train- things, both in the handyman, fixer- copter operation uses to approach � Offshore ing Profile: Bristow Academy,” page upper sense but also with electronics training? Send me a note at aparker@ 26 and “Inside FlightSafety Lafayette,” from his career as a computer net- accessintel.com and we’ll include it page 50); firefighting (“Dousing the work engineer—always stressed the in a future issue. New Helicopter- Flames,” page 32 and “Around the value of not only putting in the hard Don’t forget to check out our Dedicated Lafayette World: Australia Preps for Fire Season,” work required to complete a task, expanded Paris Air Show coverage Learning Center page 52); and military updates includ- but the importance of doing things on the web and on our social media ing an interview with three Sikorsky right—starting with gathering “all the channels: www.facebook.com/ presidents (Sikorsky’s Comet,” page 12), research” before making a decision, rotorandwing and twitter.com/ Exceptional Overall Value transfer of the BA609 tiltrotor to full and paying attention to the some- rotorandwing AgustaWestland control (page 16) and times-monotonous tasks that make up a visit with a major helicopter manu- a bigger project. eLearning Convenience facturer (“All Change for the Better at “Work hard now or you’ll have to “Excellence is an art won by training Boeing,” page 36). work harder later,” he says. But it isn’t and habituation. We do not act rightly Training to Proficiency But one topic that filters through just his words that struck a chord, because we have virtue or excellence, When you choose to train with FlightSafety International, Mission-specific training uses realistic scenarios to but we rather have those because we all these subjects—and the primary but his actions in showing me how to you receive much more than just basic instruction. prepare pilots and crew for the conditions and situations theme of this month’s issue—is train- approach continual learning and be have acted rightly. We are what we You leverage the unmatched resources of the world’s they encounter in the field. Whether your mission is First to Develop Level D ing. In addition to the Bristow Acad- persistent in completing all the little repeatedly do. Excellence, then, is not leading aviation training company. More courses, more corporate/executive transportation, emergency medical Helicopter Simulators emy cover story, there’s an article that things required to get a larger goal an act but a habit.” focuses on IS-BAO for helicopters done. This advice applies well to train- –Aristotle instructors, more top-level fully qualified simulators, transport, offshore support, law enforcement or more training locations. We’re the authorized trainer newsgathering, our industry-leading training focuses on (“Should the Rotary World Invest in IS- ing in the helicopter world, in that 1,400 Highly Qualified “It’s all to do with the training: you can BAO?”) on page 41, a Helicopter Safety the approach needs to be judicious, for the majority of aircraft manufacturers, including your particular challenges, helping ensure that you’re Instructors & Training column on page 46 and a relentless and recurrent. do a lot if you’re properly trained.” Bell Helicopter and Sikorsky Aircraft. prepared when the routine turns into the unforeseen. Training News section on page 40, as Do your homework, pay attention –Elizabeth II well as a visit to FlightSafety Lafayette to all the small details and take train- Simulation-based training from FlightSafety is the single most We offer training for Bell helicopters at Fort Worth, Texas, Dedicated to Enhancing mentioned in this month’s Offshore ing seriously—whether sitting down I hated every minute of training, but effective way to enhance safety in helicopter flight operations. and Lafayette, Louisiana, and for Sikorsky helicopters at Safety Since 1951 Notebook. On top of regularly occur- at the simulator, running through a I said, ‘Don’t quit. Suffer now and live ring feature articles and news briefs checklist, reading through a manual or the rest of your life as a champion.’” We were the first to bring Level D performance to full flight West Palm Beach, Florida; London Farnborough, England; on training, we include a training- any other task—and it will significantly –Muhammad Ali helicopter simulation and the first to introduce the quiet and Lafayette. Our Lafayette Learning Center dedicates Integrated Customer focused issue every other month in increase your chances of avoiding mis- precision of simulator electric motion and control loading. its efforts wholly to helicopter safety training, offering Training System Rotor & Wing. At least once or twice a haps and accidents. This is especially “Education is not the piling on of We continue our decades-long helicopter safety leadership customer-specific training supporting multiple aircraft learning, information, data, facts, year we expand our coverage to dedi- true in the helicopter world, where with the world’s first Level 7 helicopter flight training devices manufacturer product lines. The center’s training programs skills, or abilities—that’s training or Worldwide Network of cate much of an issue to training, and having to “work harder later,” could for effective and economical training, and the world’s only serve all sectors of the industry, including the large and this is one of them (some other recent potentially lead to a string of events instruction—but is rather making vis- 40 Learning Centers Level D Eurocopter EC135 simulator. And we are the only diverse fleet operating in the Gulf of Mexico. examples include the March 2010 and that results in a damaged aircraft, inju- ible what is hidden as a seed.” June 2010 editions). ries or worse. –Thomas Moore source for simulation-based night vision goggle training, But why is it necessary to focus For many people, this approach to which delivers comprehensive instruction night or day, Our Eurocopter training includes cost-effective AStar Online Training on training on such a frequent basis? training is second-nature and just a “Training and education are two dif- allowing comprehensive scenarios not possible in the aircraft training on a Level 7 FTD in Tucson, Arizona, and Level D Program Management Because of the importance of keep- refresher, but I’ve included a few train- ferent things. Training gives you a skill while leaving your helicopter free for its intended mission. full flight simulator EC135 training at DFW Airport, Texas. ing it fresh in the minds of all those ing quotes from around the web that set to perform a specific task. Educa- Flexible and involved in a helicopter organization. seem to fit into this discussion. tion provides you with academic Convenient Scheduling As many have pointed out in the Murphy’s Law ensures that acci- theory for problem-solving issues.” pages of this magazine, training is the dents will continue to happen, and for –Master Sgt. Juan Lopez, USMC For information, contact Scott Fera, Vice President Marketing • 718.565.4774 • sales@flightsafety.com Outstanding flightsafety.com • A Berkshire Hathaway company Customer Service

4 ROTOR & WING MAGAZINE | AUGUST 2011 WWW.R OTOR ANDW ING.COM

HELICOPTER ADVANTAGE AD FOR ROTOR & WING - Bleed: 8-1/8” w x 11” h Trim: 7-7/8” w X 10-3/4” h PDF/X-1a

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Programs Tailored to Your Individual Needs Enhancing Safety by Delivering Superior Helicopter Training in the Areas That Matter Most

• • • Quality Value Service Technology Inadvertent IMC Training By Andrew Parker

[email protected] Mission-Speciﬁc Training

� Emergency Medical

� Corporate/Executive Transport

� Law Enforcement

� Newsgathering

� Offshore

New Helicopter- Dedicated Lafayette Learning Center

Exceptional Overall Value

eLearning Convenience

Training to Proficiency When you choose to train with FlightSafety International, Mission-specific training uses realistic scenarios to you receive much more than just basic instruction. prepare pilots and crew for the conditions and situations You leverage the unmatched resources of the world’s they encounter in the field. Whether your mission is First to Develop Level D leading aviation training company. More courses, more corporate/executive transportation, emergency medical Helicopter Simulators instructors, more top-level fully qualified simulators, transport, offshore support, law enforcement or more training locations. We’re the authorized trainer newsgathering, our industry-leading training focuses on 1,400 Highly Qualified for the majority of aircraft manufacturers, including your particular challenges, helping ensure that you’re Instructors Bell Helicopter and Sikorsky Aircraft. prepared when the routine turns into the unforeseen.

Simulation-based training from FlightSafety is the single most We offer training for Bell helicopters at Fort Worth, Texas, Dedicated to Enhancing effective way to enhance safety in helicopter flight operations. and Lafayette, Louisiana, and for Sikorsky helicopters at Safety Since 1951 We were the first to bring Level D performance to full flight West Palm Beach, Florida; London Farnborough, England; helicopter simulation and the first to introduce the quiet and Lafayette. Our Lafayette Learning Center dedicates Integrated Customer precision of simulator electric motion and control loading. its efforts wholly to helicopter safety training, offering Training System We continue our decades-long helicopter safety leadership customer-specific training supporting multiple aircraft with the world’s first Level 7 helicopter flight training devices manufacturer product lines. The center’s training programs Worldwide Network of for effective and economical training, and the world’s only serve all sectors of the industry, including the large and 40 Learning Centers Level D Eurocopter EC135 simulator. And we are the only diverse fleet operating in the Gulf of Mexico. source for simulation-based night vision goggle training, which delivers comprehensive instruction night or day, Our Eurocopter training includes cost-effective AStar Online Training allowing comprehensive scenarios not possible in the aircraft training on a Level 7 FTD in Tucson, Arizona, and Level D Program Management while leaving your helicopter free for its intended mission. full flight simulator EC135 training at DFW Airport, Texas. Flexible and Convenient Scheduling

For information, contact Scott Fera, Vice President Marketing • 718.565.4774 • sales@ﬂightsafety.com Outstanding ﬂightsafety.com • A Berkshire Hathaway company Customer Service

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HELICOPTER ADVANTAGE AD FOR ROTOR & WING - Bleed: 8-1/8” w x 11” h Trim: 7-7/8” w X 10-3/4” h PDF/X-1a

03_RW_080111_Ednote_p04_05.indd 5 7/21/11 12:59:58 PM THIS MONTH FROM

Personal|Corporate Commercial Military Public Service DEPARTMENTS 26 12 Rotorcraft Report 22 People 22 Coming Events 24 Program Insider Sikorsky CH-53K 40 Training News 47 Classified Ads 51 Ad Index

(Above) Eurocopter handed over the 100th EC225 to Bristow Group in mid- COLUMNS July. See story at rotorandwing.com and Bristow Academy feature on page 26. Photo by Thierry Dubois. (Bottom) AgustaWestland AW189 unveiling. (Right) Boeing AH-64D Apache in Mesa, Arizona. Two photos by Andrew Drwiega. 4 Editor’s Notebook 8 Feedback 10 Meet the Contributors FEATURES 46 Safety & Training COVER STORY 26 ■ Bristow Academy 48 Leading Edge Whether it’s flying offshore in the North Sea, SAR in western Africa or just for the fun of it, Bristow Academy provides pilots with a 50 Offshore Notebook strong foundation in training. By Dale Smith 52 Around the World 32 ■ Dousing the Flames 54 Military Insider Operator profile of San Diego Fire-Rescue Department, which flies one Bell 212 and one Bell 412EP and uses an Erickson S-64 under an agreement with San Diego Gas & Electric. By Ernie Stephens 36 ■ Change for the Better at Boeing Rotor & Wing’s Military Editor toured Boeing’s facilities in 16 Philadelphia and Mesa, Ariz. to get an update on rotorcraft developments from the manufacturer. By Andrew Drwiega 41 ■ Rotary Investment in IS-BAO? Despite its strong focus on fixed-wing, the rotorcraft world should seriously consider using the IS-BAO model as a safety and operating tool. By Rick Christoffersen

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Public Service Training Products Services 36 ONLINE www.rotorandwing.com

SIGN UP FOR THE ROTOR & WING COLLECTIVE • Subscribe today for our new channel for helicopter news—The Rotor & Wing Collective. This free weekly e-letter features an in-depth Story of the Week, Top News Picks, Helicopter Jobs and links to Rotor & Wing’s Facebook and Twitter pages. Sign up now and we’ll keep you up-to-date about all the happenings in the helicopter world. www.aviationtoday.com/rw/collective_form.html EXPANDED PARIS AIR SHOW COVERAGE • Miss the Paris Air Show? Check out our expanded coverage, including the complete Sikorsky interview with President Jeff Pino, at rotorandwing.com. Look for exclusive photos from the show at: www.facebook.com/rotorandwing ASK THE EXPERT • Ask questions to three experts on the topics of helicopter aerodynamics, AS9100 quality management systems audits and night vision goggle (NVG) certification at rotorandwing.com. Che Masters, certification engineer for NSF-ISR, discusses aerospace quality registration. Frank Lombardi, test and evaluation pilot, provides insights about the science behind helicopter flight. NVG certification expert Jessie Kearby fields questions about NVGs for both military and commercial uses.

DIRECT TO YOUR DESKTOP: CHECK YOUR E MAIL AUGUST 1 • Digital edition of Rotor & Wing August 2011. Electronic version with enhanced web links makes navigating through the pages of Rotor & Wing easier than ever. WEEK OF AUGUST 29 • Rotor & Wing’s Military Insider. Get the latest updates from helicopter defense companies around the world, from Military Editor Andrew Drwiega. 16 WEEK OF AUGUST 29 • HOT PRODUCTS for Helicopter Operators—Latest in equipment upgrades, performance Get connected: modifications, training devices and other tools for the rotorcraft industry. Become a fan of Rotor & Wing on Follow us on @rotorandwing TO SUBSCRIBE TO ANY OF OUR EXCLUSIVE EMAIL PRODUCTS, GO TO: WWW.ROTORANDWING.COM

The editors welcome new product information and other industry news. All editorial inquiries should be directed to Rotor & Wing magazine, 4 Choke Cherry Rd., 2nd Floor, Rockville, Md. 20850, USA; 1-301-354-1839; fax 1-301-762-8965. Email: rotorandwing@ accessintel.com. Rotor & Wing (ISSN-1066-8098) is published monthly by Access Intelligence, 4 Choke Cherry Rd., 2nd Floor, Rockville, Md. 20850, USA. Periodical postage paid at Rockville, Md. and additional mailing offices. Subscriptions: Free to qualified individuals directly involved in the helicopter industry. All other subscriptions, U.S.: one year $99; two years $188. Canada: one year $129; two years $$228; Foreign: one year $149; two years $278. POSTMASTER: Send address changes to Rotor & Wing, P.O. Box 3089, Northbrook, Ill. 60065-3089, USA. Change of address two to eight weeks notice requested. Send both new and old address, including mailing label to Attn: Rotor & Wing magazine, Customer Services, P.O. Box 3089, Northbrook, Ill. 60065-3089, USA or call 1-847-559-7314. Email: [email protected]. Canada Post 40612608. Return Undeliverable Canadian Addresses to: PitneyBowes, P.O. BOX 25542, LONDON ON N6C 6B2 ©2011 by Access Intelligence, LLC. Contents may not be reproduced in any form without written permission. Publication Mail Sales Agreement No. 40558009

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Fatal Denial? R&W’s Question of the Month Not approving the chief pilot’s request ▶ for relief of the public information officer duties was criminal (see What is your take on the “NTSB: Fatigue, Organizational Pres- current state of the worldwide sure Factors in Crash”, July 2011, page 18). He obviously had previous cases helicopter industry following in which late night calls prevented him from getting his needed crew the Paris Air Show and rest. The denial by the New Mexico State Police was unforgivable and heading into Helitech in fatal. Case closed. September? Ralph Corsi Sea Isle City, N.J. Let us know, and look for your and others’ responses in a Atlantic Regional Consulting, LLC future issue. You’ll ﬁnd contact information below.

Secret Helicopter Hidden types of missions. (See “Helicopter From Facebook Behind Closed Doors Experts: Stealth Not Only Reason for The following comments appeared on The helicopters involved in the Bin Secret Mods,” June 2011, page 10). I Rotor & Wing’s Facebook page: www. Laden raid would not have been seen can say that you are operating on the facebook.com/rotorandwing at Fort Campbell. (See June 2011, very ragged edge of the performance “Stealth: Just Part of the Story?” page envelope any time you are attempting (Responding to a photo of the Schiebel 4 and “Helicopter Experts: Stealth Not to hover. I have the utmost respect for S-100 Camcopter UAV on display at Only Reason for Secret Mods,” page 10). the pilots of the 160th, they are indeed the Paris Air Show): It would have been kept in a remote the very best. Unfortunately, no one Now we know what the factory work- location such as in Florida, where has yet repealed the laws of physics. ers felt like when they where replaced! missions are practiced. [Within] 24 The tiniest miscalculation or unfore- Aircraft need pilots (inside). hours, the mission would be planned, seen change can put you over the edge briefed, practiced and executed. The in a hurry. Jim Hickman aircraft would have been repositioned to an operational distance, [with] Farrin Wild (After seeing an artist’s rendering of the teams from the U.S. Army’s 160th American Fork, Utah Eurocopter X4 design): and Navy Seal Team Six pulled from Wow ... did I just throw away €80K on remote and local assets. The helicop- De-icing Issue? a commercial license? Flying one of ter would have been put in hangars in The AW169 looks like a decent heli- those would really make my life! day, brought out at night. Not until the copter. However, AgustaWestland has mission would they be seen, and then also said it will not be equipping this Ricardo Garces only by affected parties. model with optional de-ice capabilities like the AW139. This could pose (Reacting to a story and photo about Randy White a big issue with the winter weather in the Sikorsky X2’s final test flight): Norman, Okla. Quebec and other cold-weather loca- Only a bit over 20 flight hours, but tions. However, it is a start for Que- she did her part! Sikorsky has made a Ragged Edge of The bec, which has been lagging behind in milestone in rotary wing flight. Performance Envelope medvac services. I retired as an aircraft mechanic in Marc Raglin 2005 after 29 years with the Utah Gordon Dale National Guard. Since we have a Spe- Maintenance Manager Amazing top speed. I hope to see a AW139 Fleet cial Forces unit in the Guard here in London Air Services Coast Guard edition soon! Utah, and the terrain is very similar Richmond, B.C. to Afghanistan (not quite as high), we Canada John Thomas Starrett Moran have been involved in training these

Do you have comments on the rotorcraft industry or recent articles and viewpoints we’ve published? Send them to: Editor, Rotor & Wing, 4 Choke Cherry Road, Second Floor, Rockville, MD 20850, fax us at 301-354-1809 or email us at rotorandwing@accessintel. com. Please include a city and state or province with your name and ratings. We reserve the right to edit all submitted material.

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05_RW_080111_Feedback_p08_09.indd 9 7/21/11 1:01:45 PM Meet the Contributors

RICK CHRISTOFFERSEN is the director test engineer for Grumman Aerospace Corp. Frank became a of safety for The Squadron, Inc., a retired police officer for a major East Coast police department in 1995, U.S. Coast Guard pilot, and a graduate of and has been flying helicopters in the department’s aviation sec- the Naval Aviation Safety Officer School. tion since 2000. He remains active in test and evaluation, and He has extensive experience as a CRM, holds a master’s degree in aviation systems-flight testing from risk management and maintenance resource management instructor, providing training to USCG and international the University of Tennessee Space Institute. SAR agencies. Rick is a certified IS-BAO auditor. He has DOUGLAS NELMS has more than 30 years accumulated more than 4,700 hours of flight experience in of experience as an aviation journalist and helicopters and holds an FAA helicopter ATP. currently works as a freelance writer. He has KEITH CIANFRANI is a retired U.S. Army served as managing editor of Rotor & Wing. lieutenant colonel, master aviator and Army A former U.S. Army helicopter pilot, Nelms instructor pilot, rated in both helicopters specializes in writing about helicopters. and fixed-wing aircraft. He holds a master’s degree in aerospace safety from Embry- EMMA KELLY has been an aviation jour- Riddle Aeronautical University. Keith is a certificated flight nalist since the late 1980s, starting her instructor and has flown commercial aircraft for more than career with Air Cargo News International. 20 years in and around the New York City area. Following a number of years working on ANDREW DRWIEGA, Military Editor, is a regional airline publications and for Inmar- senior defense journalist with a particular sat, Emma served in various editor roles at Flight Interna- focus on military rotorcraft. He was the tional. In 2003 Emma emigrated to Australia and became a editor of Defence Helicopter for seven years. freelance aviation journalist where she contributes regularly Andrew has reported on attachment from to aviation and defense publications around the world. Iraq three times (the latest of which was with a U.S. Marine CHRIS SHEPPARD is the Associate Editor Corps MV-22 squadron), and three times with British forces of Rotor & Wing. Coming from a strong in Afghanistan (Kandahar and Camp Bastion), as well as background in journalism and public rela- from numerous NATO and British exercises. tions, she was an editor for a leading online THIERRY DUBOIS is a long-time contribu- newswire for several years. She is currently tor to Access Intelligence publications. He pursuing her master’s degree in Journalism at Georgetown has been an aerospace journalist for 12 years, University in Washington, D.C. She can be reached at specializing in helicopters since 2006. He [email protected]. writes on technical subjects, both for professional media and a popular science magazine in France,. DALE SMITH has been an aviation journalist for 24 years specializing in business avia- PAT GRAY is the “Offshore Notebook” tion. He is currently a contributing writer contributor, having flown in Gulf of Mexi- for Rotor & Wing and other leading aviation co helicopter operations for 20-plus years. Prior to that, he was in Vietnam in 1958 as magazines. He has been a licensed pilot a young paratrooper. He retired from the since 1974 and has flown 35 different types of general avia- Army Reserve as a chief warrant officer 4, with more than tion, business and WWII vintage aircraft. 30 years active and reserve service. Gray’s civil helicopter ERNIE STEPHENS experience covers crop dusting and Alaska bush, corporate, , Editor-at-Large, began pipeline and offshore flying. flying in the 1980s, earning his commercial pilot’s license and starting an aerial photog- FRANK LOMBARDI , an ATP with both raphy company as a sideline. In his regular fixed-wing and rotary-wing ratings, began his job as a county police officer, he was trans- flying career in 1991 after graduating with a ferred to the department’s newly established aviation unit, bachelor’s of science in aerospace engineering, where he served as the sergeant in charge and chief pilot working on various airplane and helicopter programs as a flight until his retirement in 2006.

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■ MILITARY | COMMERCIAL Sikorsky’s Comet; Boldly Funding the Future

Andrew Drwiega, Rotor & Wing’s a set of problems. The demonstrations technology will have changed by then. Military Editor, talked exclusively did a little better than we thought, so By then there might be government to three of Sikorsky’s presidents on the it made sense to move into a develop- interest because it is closer to what they eve of the Paris Air Show 2011. The ment based on a Request for Proposal want. It’s discovery-driven and at the meeting occurred hot-on-the-heels of the that may not exist anymore, but there moment we have a plan. Australian Defence Force’s long-awaited is a set of requirements that look like a decision to buy the MH-60R Seahawk for Light Attack/Armed Aerial Scout. Carey Bond: We its Air 9000 Phase 8 requirement for 24 We are learning things with X2 and also have some sup- multi-role maritime helicopters. But the S-97 that we are backward deploying plier partners who conversation was much more about how into products that will generationally are in this with us— Sikorsky is taking its enterprise forward look like the current products, but will and will have pre- in a changing world. Present during link that technology back. For example, ferred status when the interview were Sikorsky Aircraft we are learning a lot about vibration, it all moves forward. President Jeffrey Pino, Military Systems fly-by-wire and drag reduction on a President Mick Maurer and Sikorsky hub (whether one rotor or two), and Pino: So now we have this ‘comet’ Global Helicopters President Carey electricity usage. We will still have streaking out there, and we will take Bond, who is also chief marketing officer. conventional-looking products but some of that technology, but don’t think they will have tremendous advantage we have stopped looking at conven- Rotor & Wing: There is a widespread over current capability because we’ve tional helicopters. And that is not our international concern today over the been out on the edge. We are making only comet either. By the end of the direction and pace of rotorcraft devel- the leap forward while bringing the year we will fly a Black Hawk autono- opment in order to meet future needs. technologies back. mously in the vertical supply mission. A main focus of concern seems to And then without any change, put a be the lack of government funding. Rotor & Wing: So it’s like a comet— pilot in there and have them do the Sikorsky appears to have created its you’re getting the benefit from the tail exact same mission. own solution witnessed by the X2/S-97 but the technology is still going for- development process. This seems to be ward. And it is company funded. Rotor & Wing: How fundamental are the first step in developing a capabil- UAS developments to Sikorsky? Do ity for the future. I’m also thinking of Pino: Exactly. The Raider will fly in you see a commercial side? the potential for scalability—is growth three and a half years. We are building ingrained in the program as well? two and we are doing something that Bond: That gets talked about a lot. I we couldn’t do if we were developing think the technology will get us there. Jeff Pino: If some- with the government, in that we have It comes down to how the FAA views one isn’t willing to decided that the mission equipment the airspace and the ability to avoid an pay for develop- lifecycle is much shorter than that of unexpected obstacle—sense and avoid. ment, then we feel the aircraft, so we aren’t worrying about There may be parts of the world not as that we can gain an mission equipment. We are holding frequently traveled, border patrol per- advantage by doing space, weight and power, so when it is haps, that may lead the charge towards it ourselves—and there are a couple of time—perhaps 18 months from now— acceptance. us doing that [meaning Eurocopter’s we will start to figure out X³]. Sikorsky has been focused on this what mission equipment For daily and breaking news involving helicopters, go to: for around five years. X2 is a solution to will be needed because the www.aviationtoday/rw Become a fan of Rotor & Wing on Follow us on @rotorandwing

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Rotor & Wing: Can you just remind me where Sikorsky is on the UK’s SAR-H program? [Note: SAR-H was the UK government’s competition to award a Services Private Finance Initiative led-team a contract to provide the UK with SAR helicopters over 25 years.] Photo by Andrew Drwiega Photo by Andrew Mike Maurer: We were disappointed when things folded. We think what is going to happen is that two requests will come out; an interim program [the Maritime Coastguard Agency contract with CHC Scotia for the provision of Sikorsky displayed its S-70i Black Hawk for the first time in public four S-92s runs out in 2012] then the during the Paris Air Show. main program to extend the service to the other bases to meet the 24-helicopter requirement [providing total UK and payload they are talking about? for the S-76 and virtually all of our SAR coverage]. The need has not gone If so then they are probably getting components for the S-300 helicopter. away. We think it will be different to the into fixed-wing supported solutions, You have to start by having a presence last bidding process—possibly more which aren’t on our drawing board. in a country [Shanghai Sikorsky and of a traditional supplier-service type Our pre-design team has checked the Shanghai Little Eagle in China are both agreement for a shorter period of time affordability of the very heavy and we subsidiaries of Sikorsky]. Now we are in instead of the long one. There is also are talking monies we’ve never talked discussions with AVIC II (the Chinese the potential that the MoD might buy about before for transport aircraft, state owned organization) about taking the aircraft themselves and then have much less vertical. So maybe they need those bases and expanding them for a service provider operate their fleet— changes to short-take-off and landing, use in our worldwide supply chain and but there are several different scenarios. but there needs to be a lot more group in terms of what they do in supporting What is constant is that the program thinking on what they are really looking [China’s] own ambitions—as there is will go forward as those aircraft [the for. We are going out on our own dime going to be a big market. In India too, current RAF/RN S-61 Sea Kings] still but not past the 30,000-lb-plus point— we moved the S-92 cabin production need to be replaced. We think that the after that it gets really expensive. there from Japan. We have a joint initial contract will come out in Sep- venture with Tata Industries that builds tember as the clock is running on the Rotor & Wing: How does a company many aviation components. MCA contract, but they are working respond to the suggestion that the hard to shore that up. There may be a world’s economy is moving towards Rotor & Wing: How does manufactur- selection later this year for the interme- the east? ing in Europe fit into your overall plan? diate program. There is not a lot of talk about extending the Sea Kings as there Bond: There are portions of the Pino: The aircraft at the Paris Air Show were big cost savings based around the world that still have not developed, is a Polish-built version—the S-70i from original path. whether eastern Europe, China or parts PZL Mielec (shown above). The aim of of Africa. As the economic wealth getting them to build from one to two a Rotor & Wing: So how far is the S-97 of the world moves we are trying to month over the next couple of years is Raider scalable? position ourselves to take a share of the on plan. Then we will have to see where worldwide commercial growth. the Turkey deal integrates with that. Pino: We are scalable from Raider size Turkey is going to be a major partner to Black Hawk++ size. We are convinced Pino: We don’t talk enough about with us over the T-70i. Each is likely to that the rotor and dynamic system can the fact that China builds a major bring a different customer base. be used for dedicated attack. When component for all of our major For daily and breaking news involving helicopters, go to: www.aviationtoday/rw you get up to those higher, heavier commercial helicopters—the tail of Read the full interview online at Become a fan of Rotor & Wing on classes do they really want the distances the S-92, they now build a full fuselage Follow us on @rotorandwing www.rotorandwing.com

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■ COMMERCIAL | AIRFRAMES Eurocopter Launches Dauphin Replacement; Preps for X3

During the Paris Air Show in June, use on civil applications. The remain- Eurocopter CEO Lutz Bertling said that ing challenges are weight and cost, the AS365/EC155 Dauphin medium Bertling admitted. twin replacement program, code named From the exterior, the X4 looks like a X4, is now fully launched. In an unusual sleeker successor of the EC155/AS365, arrangement, two versions are planned with large transparent surfaces. It keeps Eurocopter to enter the market successively. The Eurocopter’s signature shrouded tailro- other X factor in Eurocopter’s projects, tor, the Fenestron. The main rotor uses the X3 (“X Cube”), was a highlight of Blue Edge, a double-swept blade that the flying display; its applications are Eurocopter has been evaluating for promised to market success in the some time but only unveiled in 2010. offshore and commuter segments, The idea is to reduce blade-vortex according to Bertling. interaction and thus, noise. In 2016, the first X4 will use tech- On the engine side, Turbomeca nologies that are today at technology is working on the TM800, in the readiness level (TRL) 6, meaning they 1,100-shp class. The turboshaft com- have been ground tested. Then, in pany is planning on a 20 percent cut 2020, a second version will feature in fuel consumption. The TM800 is X3 prototype. systems that are now much more at a to replace the Arriel 2 family and the feasibility stage—TRL 2. This upgraded TM333. The first component rig tests X4 will “completely change the way of should take place by the end of 2011. will go vertical.” In the 2020s, it will be flying,” Bertling said. He asserted that a The X4 may be Eurocopter’s new- time to develop such a big module, he pilot would not recognize the cockpit est program but the company’s main said. and its controls. Indeed, an artist ren- attraction in Paris was a demonstra- Bertling admitted that Eurocopter dering of the cockpit, copyrighted by tor—the X3. The compound helicopter shares this vision with AgustaWestland. Eurocopter but released by equipment is a modified AS365 Dauphin with a The latter, however, is developing a and engine manufacturer Safran (and conventional main rotor, two propel- tiltrotor, the AW609, rather than a with no mention of whether it is the lers on wingstubs and a conventional compound. Bertling finds the tiltrotor X4’s first or second iteration), shows empennage. While helicopters usually architecture too expensive. Except if a radical departure from what we are fly at 140-150 knots in cruise, the con- “one day, it could be an all-electric air- used to (see the rendering at www. cept is aimed at proving that 220 knots craft, because you would save the gear- rotorandwing.com). The way infor- is a sweet spot where speed is profit- boxes,” he suggested. Bertling expects mation is displayed is just as different able. It was unveiled in September the price premium for the X3 concept from today’s glass cockpits as they are 2010 at Istres’ military flight-test center to be about 25 percent, while the oper- from classic clock-and-gauge arrange- in France, near the helicopter manu- ating cost per passenger-mile would be ments. The windshield seems to be the facturer’s factory in Marignane. Since 20 percent lower than that of a conven- primary flight display, with a highway- then, Eurocopter officials have several tional helicopter. in-the-sky-type depiction of the flight- times hinted that the first application of During the second flight-test cam- path. A relatively conventional display, the concept will be for offshore oil and paign, which started in May, the X3 in the center, holds navigation maps gas operations. At the show, Bertling demonstrated a rate of climb greater and engine parameters. An additional added that it will likely be in the 12- to than 5,000 feet per minute. The crew display (likely to be a touchscreen) is 19-seat category. Program launch may flew pitch-up attitudes in the 30- to located between the pilots, on the ped- take place next year (2012) or even by 50-degree range. Turns were performed estal. Sidesticks clearly indicate that the the end of this year. But the next appli- at 80 degrees of bank angle. A true air- flight controls use a fly-by-wire system, cation may be a 30-plus-seat commuter. speed of 232 knots was sustained dur- probably made by Sagem. Eurocopter “In future, airports will face severe slot ing approximately five minutes at 8,200 and Sagem have been working on fly- scarcity; a vertical takeoff and landing feet on May 12. Further flights this year by-wire controls for a long time for the aircraft does not use the runway and will dig deeper into vibration phenom- NH90 military transport. For at least thus, needs no slot,” Bertling asserted. ena and wingstub aerodynamics. —By four years, Eurocopter also has studied Therefore, “a lot of commuting services Thierry Dubois

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■ PRODUCTS | AIRFRAMES ■ MILITARY | AIRFRAMES AgustaWestland Uncovers AW189; BA609 Now Under Targets Offshore and SAR Missions Full AW Control AgustaWestland has bought out Bell’s At the Paris Air Show in June share in the BA609 tiltrotor program Bruno Spagnolini (below at and is now expecting certification in left), AgustaWestland’s new 2015—12 years after the first flight— CEO, with former CEO with deliveries beginning “immediately and now Finmecannica afterwards.” After years of discussions, CEO Guiseppe Orsi (below the two helicopter manufacturers right), unveiled the AW189, signed an agreement in June. The a commercial civil version of European company is saying it is now its military AW149. “fully committed to proceed rapidly.” Described by Spagnolini Bell Agusta Aerospace Co. (BAAC) as being the ‘ideal platform’ will be renamed but will remain a U.S. for global offshore and mari- company, being the type certificate Photos by Andrew Drwiega Photos by Andrew time SAR missions, as if to applicant to the FAA. AgustaWestland prove the point its launch will take full ownership of BAAC platform mimicked a steel under the agreement, which is subject sheet landing platform complete with rusted to regulatory approvals from European brace supports and water underneath. Whether and U.S. authorities. The civil tiltrotor AgustaWestland put the water there or it fell program, the first of its kind, will be complimentary from the heavens is open to dis- renamed AW609. cussion. The main feature of the weather during Bell will “remain involved in the the first day of the airshow resembled the sweep- design and certification of AW609 ing rain showers often experience by offshore components,” according to Larry Rob- rigs. The AW189 is a twin-engine eight-ton class erts, senior vice president of the manu- helicopter. Spagnolini said that the prototype facturer’s Commercial business unit. will fly in Italy by November this year and that When the aircraft reaches the produc- certification is projected during the end of 2013, tion phase, the U.S. firm will be a sup- probably six months after the military certification of the AW149. AW189 service plier. Roberts said that, according to the entry is projected in 2014. —By Andrew Drwiega, Military Editor agreement, Bell will provide “engineering support” to AgustaWestland. He ■ COMMERCIAL | AIRFRAMES made it clear that no “V-22 technology will be transferred to the BA609.” Sikorsky Ceases S-76C++ Production As soon as this autumn, a single “integrated development team” will Sikorsky Aircraft is closing out manage the program in Cascina Costa, production of the S-76C++, replacing near Milan, Italy, where one of the it with the S-76D. Aero Vodochody is two prototypes is based. In Arlington, producing the fuselages for the S-76D, Texas, where the other prototype is which will have Pratt & Whitney located, AgustaWestland will open “a Canada PW210S engines and Thales new operational base.” Two more aircraft will be assem- avionics and autopilot. FAA sea-level Sikorsky certification is expected later this year bled at Cascina Costa. Prototype #3 with deliveries projected to start in will be used for icing certification test- 2012. Prior to the transition, Sikorsky sold six of S-76C++ helicopters to SonAir ing, for both EASA and FAA approvals. Servico Aereo (shown above) for offshore oil operations in Angola; two to Dublin, AgustaWestland says it is targeting Ireland-based Milestone Aviation; and one to China Southern Airlines Company’s commercial and government markets. Zhuhai Helicopter branch, which also purchased two S-92s. The Milestone order The BA609 made its first flight in also includes one S-92. The Zhuhai fleet will include three S-92s and 13 S-76s 2003 in Arlington. Since then, the pro- following delivery, which is scheduled to start in November 2011. gram’s schedule has repeatedly moved to the right. —By Thierry Dubois

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■ COMMERCIAL | AIRFRAMES ■ SERVICES | MILITARY HeliVert Created Bell Hands Over First A2D Cabin AgustaWestland and Russian Heli- copters are planning to establish a Fort Worth, Texas-based Bell Helicopter has delivered the initial OH-58 “A2D” joint venture, HeliVert, which will wartime replacement cabin to the U.S. Army. During a conference call on June produce AW139s for civilian use 30 with reporters, Army and Bell officials provided an update on the progress of in Russia. The assembly line plant the program, which converts existing OH-58A models with a 3,500-lb max gross will be located in Tomilino and is weight to D models, with a max gross weight of 5,500 lbs. expected to open later this year. U.S. Army Lt. Col. Matthew Hannah, incoming Kiowa Warrior product man- Russian Helicopters will appoint ager, noted that the cabin “will be the foundation” for producing the wartime HeliVert’s management positions, replacement aircraft. The prototype will be shipped to Corpus Christi Army Depot with AgustaWestland selecting (CCAD) for re-installation of the avionics and other dynamic components. Bell the company’s general and deputy performed the first cabin conversion at its Xworx rapid prototyping facility in directors. HeliVert anticipates Arlington, Texas. The remaining 18 conversions under the existing $76.2-million production of 15 AW139s per contract will take place at Bell’s military assembly center in Amarillo. year. According to Jim Schultz, Bell Helicopter program manager for Army programs, handover of the remaining 18 cabins will start in January 2012, with one ■ PUBLIC SERVICE | EMS delivered per month afterward, starting in March 2012. Hannah said that the Army spends about six months depopulating the aircraft before sending it to Bell, Ornge Opens then CCAD puts in around six months for final assembly and post-production New Med Base modifications after it returns from Bell. “Total [conversion] time from nose to tail is approximately two years, currently.” That timeframe includes about 12 months in Ornge has taken the first steps Amarillo—a number that is likely to decrease, according to Schultz. “Obviously, as toward opening its newest we gain experience and go down the learning curve, that will shorten up consider- helicopter base in Ontario, ably,” he said. “We’ve just started the effort again and we’ve moved that work up to Canada. The facility will house Amarillo, so they’re getting used to working on OH-58 aircraft, where they’ve been a new AgustaWestland EMS- working on H-1s and V-22s in the past.” —By Andrew Parker, Senior Editor equipped AW139 for servicing patients the southeastern Ontario Look for a full-length feature on the Bell Helicopter OH-58 A2D conversion region. The base is scheduled to program in the October 2011 issue of Rotor & Wing’s Military Insider. open later this year.

Night Vision

817.571.0729 Fax: 817.283.5432 | [email protected] | www.aerodynamix.com | FAA/EASA Approved Repair Station

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■ SERVICES | COMPLETIONS ■ MILITARY | AIRFRAMES URS Finishes Aero Tech Bell 407 OH-58 Block II Tests Hot & High Bell Helicopter has wrapped up flight tests of the OH-58 Block II demonstrator under high and hot conditions in Colorado. Test pilots flew the helicopter at several different altitudes and temperatures to test its performance at a minimum altitude of 6,000 feet on a 95-degree United Rotorcraft Solutions United Rotorcraft day (6K/95), according to Bell. The manufacturer is testing the OH-58 Block II in anticipation of future 6K/95 performance requirements from the U.S. Army.

■ COMMERCIAL | OFFSHORE United Rotorcraft Solutions has completed a custom Bell 407 (above) Paradigm Receives for New Mexico-based Aero Tech, First WAAS EC135 including new avionics (right), airframe Eurocopter has delivered its first wide modifications and an exterior paint area augmentation system (WAAS)- scheme. URS installed a Garmin G500H capable EC135 to Houston, Texas- cockpit display system, GDL6A satellite based Paradigm Helicopters. The weather and GTX330 transponder, EC135 will support offshore operations NAT audio control and other avionics in the Gulf of Mexico. In addition to and communication equipment. Other being WAAS-capable, the helicopter additions for the Bell include cargo kits, Solutions United Rotorcraft comes equipped with night vision cargo hook capable of carrying a water goggles and is single-pilot IFR capable. bucket, and an Aerospace Filtration Paradigm now has three Eurocopter Systems inlet barrier filter (IBF). Aero Tech will operate the Bell 407 in a number of variants in its fleet, including an EC120 roles, including aerial surveying, firefighting, charter and film production support. and an AS350. United Rotorcraft Solutions has also obtained a supplemental type certificate (STC) for Aspen Avionics’ Evolution flight display on the Eurocopter AS350B2/B3. ■ MILITARY | ENGINES The Aspen EFIS was installed on an AS350B3 for Memphis, Tenn.-based Hospital Wing for the STC program. MH-60 Flies on Algae-based Fuel ■ SERVICES | MAINTENANCE The U.S. Navy has completed a Sikorsky Signs Service Agreements successful test flight of an MH-60 Saab has teamed with Sikorsky on a maintenance agreement for the Swedish Seahawk flown with a 50/50 blend of Defence Materiel Administration (FMV) fleet of UH-60M Black Hawks. FMV algae-based and petroleum-based jet purchased the 15 helicopters last month through the U.S. Government’s foreign fuels. It marks the first time a military military sales program. The HKP 16 service program will be located at the aircraft has flown on a 100 percent Linkoping Swedish Air Force base. The Black Hawks will conduct medevac, algal-derived jet fuel. The biofuel, utility and search and rescue (SAR) operations. The first UH-60M is scheduled Solajet RJ-5 from San Francisco, for delivery later this year. Sikorsky has also designated RUAG Aviation’s Alpnach Calif.-based Solazyme, is a drop-in facility as an S-76 customer service center. The Swiss center will provide replacement to traditional jet fuels and aftermarket support, including inspections and spare parts. RUAG also supplies does not require engine modification in-service support for the Swiss Air Force’s helicopter fleet. for use.

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■ SERVICES | MAINTENANCE ■ SERVICES | ENGINES JV Established in Kazakhstan Turbomeca Teams with HeliPartner in Malaysia Eurocopter has established a Kuala Lumpur, Malaysia-based HeliPartner joint venture with Kazakhstan Engines has expanded its cooperation with Engineering for a new facility in Turbomeca as part of a continuation from a Astana. The center will assemble 2009 agreement that established a joint service and complete the first six of and maintenance center. The memorandum 45 EC145s on order with the of understanding allows for Turbomeca to government of Kazakhstan, which invest a financial stake in HeliPartner Engines, Turbomeca will use the helicopters for medevac which currently supports the Makila 2 engines and SAR operations. Eurocopter on the Eurocopter EC725 in operation with Turbomeca CEO Olivier Andries and Nonee Ashirin, Kazakhstan Engineering will Chairman of HeliPartner Engines. the Malaysian military. provide maintenance and training for Kazakhstan, Russia and Belarus. ■ PRODUCTS | AVIONICS The facility will also serve as the sales hub for central Asia. FAA Approves HeliTAWS on Bell 412EP Vista, Calif.-based Sandel Avionics ■ TRAINING | POLICE has obtained an FAA supplemental type certificate (STC) for its ST3400H ARS Trains HeliTAWS wire and terrain safety system Shanghai Police on the Bell 412EP. This adds to Sandel’s Air Rescue Systems has completed FAA agreement that designates Part 27 its second operations and rescue and Part 29 helicopters that operate under training school for the Shanghai Part 91 or Part 135 rules as eligible for field Police Aviation Force. The eight approval installation of the HeliTAWS graduates trained with MD heli- unit. The system integrates Sandel’s copters and flew 560 hours over 70 WireWatch wire-strike avoidance feature days at the ARS facility in Ashland, with TrueAlert. Sandel Ore. ARS held the first training Left to right, the Part 29 certification team of school for the unit in 2010. Karl Garman, Jim Slattery, Dan Weisz, Chip Adam and Tom Short.

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Rotorcraft Report

■ COMMERCIAL | AIRFRAMES ■ PRODUCTS | ENGINES 50s Theme for Bell 429, 407GX Eurocopter On the left display, the pilot can Between commercial launch in Restarts Diesel have a camera view of the tailrotor February and the Paris Air Show for obstacle clearance. in June, Bell Helicopter is reporting Engine Project sales of around 50 examples of its Led by Eurocopter, the project for 407GX, the newest version of the a diesel engine designed for light 27-29 Sept 2011 light single, fitted with a Garmin helicopters the size of an EC120 has G1000H avionics suite. Meanwhile, started again, now aiming for the first D u x ford the manufacturer is planning to engine to test in 2014. The name of deliver the 50th copy of its newest the partners, Austro Engine and TEOS light twin—the Bell 429—by the end Power Engineering, were unveiled at of 2011. the Paris Air Show, as part of the Clean Helitech Duxford is Europe's largest Larry Roberts, Bell’s senior vice Sky joint technology initiative—a major

Thierry Dubois Photo dedicated helicopter event, president for commercial business, European research program. The main insisted the new cockpit for the challenge is the power-to-weight ratio. encompassing every tier of the 407GX brings enhanced situational Today’s turboshafts are praised for supply chain in one exhibition. awareness. “This is practically IFR equipment in a VFR aircraft,” he said. The their compactness. In other words, G1000 had so far only been installed in fixed-wing aircraft in the light and busi- their power-to-weight ratio is very ness aviation markets. Safety information (such as traffic collision avoidance favorable. However, they work on the No other helicopter event offers you a face to and ground proximity warning), navigation graphics and engine parameters are same physics as turbofans. Therefore, grouped on two large displays. their fuel consumption is high. For face business platform which brings together It only took 18 months for Bell and Garmin engineers to develop the 407 relatively small power requirements, a helicopter solutions providers with senior version of the G1000H and get it certified. From a commercial standpoint, it is diesel engine is much better from that deemed a success. Roberts said the 50-or-so sales are firm orders. For the list price standpoint. buyers of helicopters and helicopter of $2.795 million, customers also get a camera looking at the tailrotor. It is useful Eurocopter hopes to reduce this both close to the ground for obstacle clearance and, in flight, to check the health of fuel burn by 40 percent. The first products, services, parts and accessories. the tailrotor after a bird strike. demonstrator, built according to the According to Roberts, the 429 is “continuing to do very well.” At the Paris Air manufacturer’s specifications, should Show, the company signed at least one firm order. “We have sold between 40 and run on the ground towards the end of Find out more and register free at 50 Bell 429s,” Roberts said. Delivery plans seem to have been downgraded as, in the 39-month project. The technology eteeetorotor March, he was expecting to have delivered between 70 and 80 examples of the 429 used is expected to yield a power-to- by the end of 2011. Before certification in July 2009 and before the downturn hit weight ratio between those found the helicopter industry—particularly the light segment—Bell claimed to have sold on trucks and those found in diesel- over 300 Bell 429s. equipped racecars. The program’s bud- Supported by Deliveries to European customers will start this year, Roberts predicted in June. get is €19.4 million (about $28 million). Globally, about 40 percent of the customers are EMS operators. Roberts would This amount includes ground testing. not put a number on the 429’s production rate at the Montreal, Quebec factory. However, Eric Dautriat, the Clean Sky Nevertheless, he reflected on the difficulties that impeded the helicopter’s early joint undertaking’s executive director, production phase. “Some needed changes were discovered along the production is counting on Eurocopter to continue processes; it took some time to correct these problems,” he explained. to flight demonstration. Eurocopter Moreover, “certification issues” appeared on the kits customers had asked for. CEO Lutz Bertling has had this goal in The hoist, the cargo hook, the dual evaporator for the air conditioning system and mind for a few years. But finding the WAAS capability (augmented GPS) were among those kits that were not easily right partner proved tricky. In particu- certifiable. They are now certified, Roberts noted. lar, for the first call for proposals, Euro- The 429 is approved for single-pilot IFR operations under Part 27 airworthiness copter had underestimated the budget rules by Canadian, U.S. and European authorities. The 429’s maintenance program to allot for such an effort. The second is so far the only one in the helicopter industry that is based on Maintenance Steer- attempt, with an increased budget, ing Group 3 (MSG-3) standards. For example, in case some unscheduled mainte- seems to be the right one. Austro nance is required, the technician may also perform some scheduled tasks and take Engine is best known as a diesel engine credit for them, thus alleviating the next check. Roberts claimed the Bell 429 is “the provider for Diamond light fixed-wing most advanced light twin” on the market today. —By Thierry Dubois aircraft. —By Thierry Dubois Organised by: Join our social media networks

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27-29 Sept 2011 D u x ford

Helitech Duxford is Europe's largest dedicated helicopter event, encompassing every tier of the supply chain in one exhibition.

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07_RW_080111_RCR_p12-24.indd 27 7/20/11 4:35:19 PM Rotorcraft Report

PEOPLE

Larry Alexandre is the new president Defense Applications. He will replace tems, Tektronix and Mentor Graphics. of Heli-One, replacing Neil Calvert. Brig. David Williams, who is retir- Milestone Aviation Group has Calvert is retiring after a 30-year career ing. Eadie will supervise all business added Brian Humphries to its advi- and will remain with the company development, programs and market- sory board. Humphries is currently in an advisory role. Alexandre was ing in the UK. He was honored as the chairman of the British Helicopter previously CEO of Sagem Avionics Commander of the Order of the British Association and president and CEO of and was also the chief operating officer Empire in 2010 for his service with the the European Business Aviation Asso- for Turbomeca. British Army in Afghanistan. ciation (EBAA). Alexandria, FAA has chosen David Grizzle Marija Zink, a Va.-based Helicop- as its chief operating officer of the specialist with the ter Association Intl Air Traffic Organization. Grizzle was 8th Attack Recon- (HAI) has selected formerly FAA chief counsel and came naissance Battal- Karen Gebhart to the organization after 22 years with ion, 229th Aviation as vice president Continental Airlines. Regiment station in Camp Taji, Iraq of business development and exposi- Portland, Ore.-based Flightcom has received a battlefield promotion to tions. She will have responsibility for has appointed Reed Stager as execu- sergeant for her work as a production planning and oversight of Heli-Expo tive vice president. Stager was most control clerk for the Flying Tigers. As and other trade shows. Gebhart was recently CEO of Pinnacle Licensing a production clerk, Zink assists with most recently president of the Air- Group, a San Francisco-based tech- managing maintenance for over 50 craft Owners and Pilots Association nology licensing company, and has aircraft from four battalions. (AOPA) Foundation. She had been almost 30 years of experience in high- Atlanta, Ga.-based Precision Avia- with AOPA in a variety of leadership technology marketing and business tion Group (PAG) has promoted roles for more than 16 years. development. Stager has also held Ketan Desai to vice president of sales Col. David Eadie has been named executive and management positions and marketing. Desai was previously as the UK regional director for Cubic with Digimarc, Merant, In Focus Sys- director of sales and marketing.

Nov. 28–Dec. 1: Interservice/Industry Training, Simulation 2011: and Education Conference (I/ITSEC), Orlando, Fla. Contact I/ Aug. 17–19: 8th Australian Pacific Vertiflite Conference on ITSEC, phone 1-703-247-2569 or visit www.iitsec.org Helicopter Technology, Gladstone, Australia. Contact AHS Intl, phone 1-703-684-6777 or visit www.vtol.org Dec. 6–7: SAR Asia 2011, Singapore. Contact AHS Intl, phone 1-703-684-6777 or visit www.vtol.org Aug. 25: Aerial Firefighting Conference and Exhibition, Melbourne, Australia. Contact Tangent Link, phone +44 (0)1628 550047 or visit www.tangentlink.com

Sept. 13: Avionics for NextGen Conference, Atlantic City, N.J. 2012: Contact Access Intelligence, phone 1-301-354-1813 or visit www. Jan. 18–20: AHS Specialists’ Conference on Future Vertical coming events AvionicsforNextGen.com Lift Aircraft Design, San Francisco, Calif. Contact AHS Intl, phone 1-703-684-6777 or visit www.vtol.org Sept. 27–29: Helitech Duxford 2011, Duxford, UK. Contact Reed Exhibitions, phone +44 (0) 208 439 8886 or visit www. Feb. 11–14: HAI Heli-Expo 2012, Dallas, Texas. Contact HAI, helitechevents.com 1-703-683-4646 or visit www.rotor.com

Oct. 10–12: AUSA Annual Meeting, Washington, D.C. AUSA, Feb. 22–24: Association of the U.S. Army (AUSA) phone 1-703-841-4300, 1-800-336-4570 or visit www.ausa.org Winter Symposium, Fort Lauderdale, Fla. Contact AUSA, 1-703-841-4300, toll free 1-800-336-4570 or visit www.ausa.org Oct. 10–12: National Business Aviation Association (NBAA) 64th Annual Meeting & Convention, Las Vegas, Nev. Contact April 22–27: Medical Transport Leadership Institute, NBAA, phone 1-202-783-9000 or visit www.nbaa.org Wheeling, W.V. AAMS, 1-703-836-8732 or visit www.aams.org

Oct. 17–19: Association of Air Medical Services (AAMS) May 1–3: AHS Intl 68th Annual Forum and Technology Air Medical Transport Conference (AMTC), St. Louis, Mo. Display, Fort Worth, Texas. Contact AHS Intl, phone Contact AAMS, 1-703-836-8732 or visit www.aams.org 1-703-684-6777 or visit www.vtol.org

Oct. 25–27: American Helicopter Society (AHS) Intl May 22–24: European Business Aviation Association and Specialists’ Meeting on Propulsion, Williamsburg, Va. Contact NBAA’s EBACE 2012, Geneva, Switzerland. Contact EBAA, +32 AHS Intl, phone 1-703-684-6777 or visit www.vtol.org 2 766 0073 or visit www.ebaa.org

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■ COMMERCIAL | EMS ■ MILITARY | AIRFRAMES Metro Gets EC155, S-70i Black Hawk Going to Mexico Completes EC130s The state of Jalisco in Mexico has purchased Eurocopter has transferred the an S-70i Black Hawk. The helicopter is part University of Michigan’s first EC155 to of an initiative to increase security for the Shreveport, La.-based Metro Aviation upcoming Pan American Games in Jalisco’s for completions. It is the first of three capital of Guadalajara. The country is set to EC155s scheduled for delivery to the have 23 Black Hawks in service with Jalisco, university’s Survival Flight program the Federal Police, the Air Force and the this year. After the project is complete Mexican Navy by the end of 2011. Sikorsky in October, the helicopter will become An S-70i Black Hawk on display during the Paris the first EMS-outfitted EC155 in the Air Show in late June. U.S., according to Eurocopter. Among the upgrades from Metro will be a customized University of Michigan ■ PRODUCTS | COMPONENTS & ACCESSORIES paint scheme. Metro Aviation has also completed supplemental type Able Offers Bell 206 Components certificate (STC) upgrades on two As part of an effort aimed at reducing operator costs, Phoenix, Ariz.-based Able EC130s for Medflight Ohio, based in Aerospace Services has developed two new components for the Bell 206. Able has Columbus. Medflight is scheduled to received FAA and EASA approvals for its oil cooler blower, pillow block assemblies receive six additional helicopters in and related wear disks for the 206. The company says the components are a cost- October from Metro. efficient alternative to OEM replacement parts. MD 500 Parts FAA PMA Same-Day Shipping Eurocopter/Metro Aviation Eurocopter/Metro

Artist’s rendering of the University of Michigan EC155 paint scheme.

■ PRODUCTS | FIREFIGHTING Simplex AW139 Fire System STC’d

Simplex Manufacturing has received a supplemental type certificate (STC) for its fire attack system on the AgustaWestland AW139. The Model 326 is the first firefighting water tank for the AW139. It features a tank- mounted video camera that gives the pilot views of the tank doors and hover pump. The water tank is operating under FAA field approval in Los Angeles, Calif. Simplex is planning multiple Model 326 deliveries this p summer for use in Asia. h: 1.916.939.6888 www.aerometals.aero

Aerometals P3s RW11.indd 4 2/14/11 5:41 PM WWW.R OTOR ANDW ING.COM AUGUST 2011 | ROTOR & WING MAGAZINE 23

07_RW_080111_RCR_p12-24.indd 23 7/20/11 3:24:36 PM >>

First Sikorsky CH-53K Enters Final Assembly PROGRAM INSIDER ▶ PROGRAMSSikorsky has begun UPDATES final assembly of the first CH-53K prototype test aircraft, with the sponsons and main rotor pylon now attached to the basic airframe. As of mid-July, all landing gears had successfully completed a trial fit check and were ready for final installation. The company says the program has entered the assembly and test phase with all the program milestones on track and with the key performance parameters (KPPs) and technical performance measures (TPMs) being met. This first of seven prototypes is the ground test vehicle (GTV) and was started on Jan. 1, 2011. It

is scheduled to start ground-flight Sikorsky testing early next year. The CH-53K Final assembly of the first CH-53K is taking place at Sikorsky’s new Florida Assembly and will replace the CH-53E currently in Flight Operations (FAFO) center in West Palm Beach. operation with the U.S. Marine Corps. Assembly of the GTV and four other and will be assembled in Stratford. in a three-dimensional perspective.” prototypes, or System Development The eighth will be the first of the low Zack noted that the main rotor pylon and Demonstration (SDD) aircraft, will rate initial production (LRIP) aircraft, has roughly a thousand interfaces, be at Sikorsky’s new Florida Assembly starting after the Milestone C decision and was dropped down on top of the and Flight Operations (FAFO) facility scheduled for FY15. airframe “with a 99.99 percent preci- in West Palm Beach. Two of the seven Greg Hames, CH-53K deputy pro- sion. It had one hole that required a test aircraft will be assembled in Strat- gram manager, noted that the new minor rework.” Wichita, Kan.-based ford, Conn. version is not “just upgrading the CH- Spirit AeroSystems built the major The second aircraft will be the static 53E. It is not a rebuild or remanu- airframe (cockpit, cabin and airframe test article, used to conduct structural facture like most other new military join), with the main rotor pylon from load test and analysis. This will be fol- helicopter programs.” He said that the Aurora Flight Sciences, headquartered lowed by four engineering develop- airframe is changed from metallic to in Manassas, Va. Other major subcon- ment models (EDMs)—labeled sim- composite materials, that it is totally tractors include: ITT Integrated Struc- ply EDM One, Two, Three and Four, digital fly-by-wire, and that Sikorsky is tures (tail rotor pylon and sponsons); according to David Zack, CH-53K using “brand new technologies” in the UK-based GKN Aerospace (aft transi- program manager. CH-53K. The aircraft was designed tion); Onboard Systems (external cargo Sikorsky will instrument EDM1 in Sikorsky’s design reality lab “that hook system); Hamilton (secondary to support airframe structure and we have for reducing risks and overall power system, actuation and flight con- dynamics testing, and the first flight costs to the program,” Zack said. This trol computers); BAE (active inceptor aircraft. “This will see that all the uses CAD/CAM protocol to create systems and cabin armor, pilot/co-pilot systems prove out and will be fully a full 3D rendering of the aircraft, seats); Triumph Aerospace (various instrumented to gain data to prove allowing design teams to lay down dynamic components), Heroux-Devtek that it is flight worthy,” Zack said. systems such as fuel lines, hydrau- (landing gear systems); Sanmina-SCI EDM2 will be used for aircraft handling lics and harnesses, and to look for Corporation (intercom system); and qualities, performance and propul- potential interferences, he continued. DRS Technologies (cabin floors/cargo sion testing, with EDM3 for structural The design is then “imported into the handling system). The helicopter will analysis and avionics testing and EDM4 digital operation sheets that we use to have fully digital glass cockpit avionics for avionics and mission system testing. build the aircraft. It goes from paper to from Rockwell Collins. According to All four EDM prototypes will be flight two-dimensional, then three-dimen- Zack, the avionics “gets integrated into capable. First flight is scheduled for the sional to a tablet that the mechanics the systems integration lab (SIL) in second quarter of FY14. The seventh and electricians—the artisans—can Stratford, along with the flight control test aircraft is the fatigue test article view right from their handheld tablets Continued on Next Page

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■ SERVICES | AIR TRAFFIC CONTROL Europe’s Augmented GPS is Operational Continued from Page 24 At last, Europe’s aviation can rely on the European geostationary navigation overlay fly-by-wire control log development service (EGNOS), the continent’s equivalent of the U.S. wide area augmentation system that is also occurring in Stratford, (WAAS) GPS, and the helicopter industry is expected to reap major benefits from still with Rockwell Collins avionics the satellite-guided precision approaches it supports. As EGNOS was approved in management system loaded into March for so-called “safety of life” applications, a number of airports currently without the SIL. We have roughly three mil- a precision approach will be quickly fitted with a localizer precision with vertical lion lines of code, and 80 percent guidance (LPV) approach, giving ILS Cat 1-like minima. The first helicopter equipped of that is functional in our SIL.” with an EGNOS receiver will be the in-development Sikorsky S-76D medium twin. Three General Electric GE38-1 Thales has designed a receiver, the T200NG, that will be integrated into its Top Deck engines, each rated at 7,332 shp, avionics suite. The LPV unit is described as “a high-precision tool that helps pilots opti- will power the CH-53K. This com- mize their landing approach.” It offers “extremely accurate altitude readings.” It therefore pares to the three 4,750 shp GE- enables helicopters “to land with an equivalent ILS Cat 1 safety in rural or non-ILS T64-GE-419 engines that power equipped locations.” Basic certification of the S-76D is pegged for the fourth quarter of the CH-53E. This will provide a this year and the LPV capability is expected for approval in 2012. maximum gross weight of 74,000 lbs With EGNOS, guaranteed lateral accuracy is 52 feet. Vertical accuracy is 66 feet. with internal payloads, or a MGW Availability stands at 99 percent, according to the European Space Agency. These are said of 88,000 lbs with external payload, to be consistent with ICAO requirements. The actual performance, three to six feet, is compared to the CH-53E MGWs so good that Thales has received comments from pilots wondering whether this reflects of 69,750 lbs and 73,500 lbs, respec- their location in the cockpit, the receiver’s position or the nose landing gear’s position. tively. Zack noted that the CH-53K In France alone, three LPV approaches have been published so far. One of them is will have a payload of 27,000 lbs Paris Le Bourget business airport, where EGNOS will serve as a backup. In fact, the over 110 nautical miles under “high local civil aviation authorities (DGAC) also hope that busy traffic at Le Bourget will and hot” ambient conditions, nearly help rapidly increase the number of crews familiarized with EGNOS approaches. The triple that of the CH-53E (see Rotor DGAC is aiming at adding 15 to 20 per year and thus cover all airports by 2020. The first & Wing, June 2011, page M16). EGNOS approach with vertical guidance was flown at Pau airport, in the southwest of “The GE engines now have more the country, by a Dassault Falcon 900LX business jet. In addition to airport and helipad than 700 test hours, of which 300 are approaches, helicopter pilots are expected to enjoy a host of benefits from EGNOS. endurance tests,” Zack said. The first For example, in SAR ops, the greater accuracy will allow the crew to reduce the overlap of the three engines for the GTV areas in search patterns. This will save valuable time, EGNOS promoters point out. aircraft is scheduled for delivery at European research projects, included one dubbed GIANT, had previously used the end of July. The remaining two EGNOS at the experimental stage to confirm its value for helicopters. For example, a engines are scheduled for delivery Eurocopter EC155 conducted approaches to a hospital rooftop helipad in Lausanne, later this year. Switzerland. It thus brought evidence that EGNOS enables more precise and thus safer Sikorsky is now “actively work- and lower-noise procedures. —By Thierry Dubois ing” to get under contract for the initial operational test and evaluation ■ PRODUCTS | UAVS (IOT&E) phase, which is for the first four LRIP aircraft. The company has Schiebel Camcopter Displayed at Paris expanded its West Palm Beach facil- Austrian UAV manufacturer Schiebel exhibited its Camcopter ity by an additional 60,000 square S-100 at the Paris Air Show in June. Schiebel claims to have sold feet to handle initial production of over 100 copies of the S-100. Almost all these aircraft have been the CH-53K. The manufacturer is delivered, to 12 customers. The production rate has hit two planning to produce 24 aircraft per per month but the capacity is 10 per month. Adaptation of the month once full production begins, engine for it to use heavy fuel is under way, which could bring although the production site for in more sales. Managing director Neil Hunter pointed out the those aircraft has yet to be deter- Camcopter can be used for both civil and military operations. mined. Total program at this time The S-100 has a cruise speed of 55 knots, which gives an includes production of more than endurance of about six hours. It can dash at 120 knots. The rotary engine provides 50 200 aircraft. Initial operational capa- hp MTOW stands at 440 lbs, for a typical payload of 110 lbs. —By Thierry Dubois bility (IOC) is projected in 2018. Read the full story at www.rotorandwing.com —By Douglas Nelms

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07_RW_080111_RCR_p12-24.indd 25 7/21/11 1:06:41 PM TRAINING | OPERATORS

Line ‘em up: Bristow Academy has a fleet of around 50 helicopters based at its largest campus in Titusville, Fla.

TRAINING PROFILE: BRISTOW

Photos courtesy Bristow Academy ACADEMY Whether flying offshore in the North Sea, SAR in Western Africa or just for the fun of it, Bristow Academy gives its helicopter pilots a strong foundation of confidence, competence and safety. By Dale Smith

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TRAINING PROFILE: BRISTOW ACADEMY 1:30 Local time. Your Sikor- er isn’t your friend, but you’ve seen helicopter related to the oil and gas sky S-92 is two hours out of worse. Cold. Wind. Fog. Darkness. industry, Bristow Group is a big heli- Bergen, Norway. Tonight’s Big helicopter. Small helipad. It’s a copter operation. The company cur- 2destination is the company challenge many pilots wouldn’t want. rently flies more than 520 helicopters rig’s 50-by-50 helipad located 225 feet But delivering your 17 passengers and 40 fixed-wing aircraft to support above the churning North Sea. OAT: safely is who you are. It’s what you’ve the global exploration and production –5º C. Wind Direction: 290. Speed: been trained to do. of this valuable resource. But Bristow’s 30 kts, gusting to 57 kts. Ceiling: 800 As a major provider of personnel philosophy is that while providing broken. Visibility: Partially obscured and equipment transportation, search rapid, consistent response for their by blowing snow and fog. The weath- and rescue, and practically all things customers are key, the most important

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thing they can offer their customers with three in the U.S. and one in the is safety. UK,” Willenbacher said. “We are an Bristow Group Sikorsky S-92 landing Bristow Group’s safety culture starts FAA Part 141 flight training academy on an offshore platform in the Gulf of at the top and works its way through- with a full range of approved programs Mexico. Bristow Academy trains for out the entire organization. Its “Target from private through the commercial/ a wide variety of helicopter markets Zero” program is aimed directly at instrument helicopter rating. Our larg- in addition to pilots that serve in the offshore industry. “zero accidents, zero complaints from est campus is here in Titusville, where customers and zero downtime.” It’s we have 50 helicopters based. Our working. Bristow recently received other major U.S. location is in the heart the National Ocean Industries Asso- of Gulf of Mexico operations” in New ciation’s (NOIA) coveted 2011 Safety in Iberia, La. Seas Award. Gregory Popp, business develop- Part of the program’s success is, no ment manager, added that, “From a doubt, based on everyone, especially program perspective, there are no upper management, understanding other ‘one-source’ providers that offer what the company’s pilots do every day. our array of FAA-approved courses “At the end of 2006, Bristow’s senior and can add specialty programs like management team spent a week at the external load, mountain operations Titusville Campus receiving ground and night vision goggle training.” The and flight instruction,” explained academy is also the only Joint Aviation Samantha Willenbacher, director of Authority-licensed rotorcraft train- Bristow Academy. “Bill Chiles, our ing provider outside of the European CEO, wanted everyone to have a great- Union, he added. Since its creation, the er understanding and appreciation for academy has placed 106 graduates into what they were asking our frontline Bristow Group’s commercial opera- pilots to do on a daily basis.” tions around the world. During this visit, “it also became Currently the Academy has a mix apparent that there was a strategic of both self-pay and company/govern- advantage in having an ab initio flight ment sponsored students. “All of the school as part of the Group,” she added. students go through the same ground to get familiar with the avionics in the “Bristow recognized that there was school basics for six to seven weeks,” helicopters than in past years. a need for creating safe, skilled and explained Francois Ganswyk, chief “Helicopters are unstable enough. knowledgeable pilots for our rapidly flight instructor (FAA) for Bristow You can’t be spending your time star- growing commercial operations.” Academy. “They have ground school ing inside at the equipment. We have In fact, filling the need for the huge in the morning and they fly in the Garmin 430s in our basic helicopters. numbers of qualified, professional afternoon.” It’s not a complicated piece of equip- pilots to crew their aircraft 24/7 in Ganswyk said that all students ment, but you have to be knowledge- some of the most extreme environ- undergo basic training in the Sikorsky able about how to use it before you take ments on the planet is a challenge that S-300CBi and have the option to tran- off,” he said. “We know that we don’t even Bristow would find hard to over- sition to the Robinson R22 or R44 for have the same equipment that our stu- come. So rather than compete with instrument and commercial training. dents will find when they go to work, other global operators for the few quali- Turbine work is done in either the Bell but we can lay down a great foundation fied helicopter pilot candidates avail- 206 or Eurocopter AS355, depending for them now to make their upgrades able, Bristow decided to groom pilots on the student’s needs or location. faster and safer.” to meet its own strict standards. “We stress professionalism in all It’s clear that no matter what aspect Bristow Academy was formed aspects of our training,” he said. “We of training is being discussed, the key in April 2007, with the acquisition are in no hurry to solo anyone here. differentiator for Bristow Academy of Helicopter Adventures, Inc., We average 15 to 20 hours of time is always looking to provide the best with which Bristow had contracted before approving a student to solo. We foundation of knowledge and confi- to provide its training for Europe- spend considerable time making sure dence. That’s critical because it’s never an and Nigerian operations in 1998. the students achieve a higher level of clear where or what type each student “Soon after its creation, the Academy proficiency than you would have seen will end up flying. “We provide a lot acquired two other helicopter schools. five years ago.” Ganswyk also explained of different people the opportunity to Now we have four training locations that the students are given more time pursue their dream of becoming a heli-

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09_RW_080111_Bristow_Academy_26_31.indd 29 7/20/11 1:52:09 PM TRAINING | OPERATORS

copter pilot,” Willenbacher said. try to come together to explore ways to Instructors from Bristow Academy use Unfortunately, while the recent find a solution to the funding crisis or Sikorsky S-300s for flight training. economic downturn hasn’t dampened there won’t be anyone to fly the new- prospective students enthusiasm about generation helicopters.” attending the Bristow Academy, the difficulty of finding financing has. “Interest in flight training has never Offshore and More died down. But, since the beginning of While Bristow Academy’s primary this year, it’s really picked up,” explained focus is to give pilots a strong founda- Anisha Hopkinson, student services tion to build an offshore, SAR, EMS manager. “Especially when there are or other helicopter career, the school so many of the first-time commercial has grown beyond its roots. There jobs available, it gives students the con- are no other training providers with a fidence that there are a lot of good jobs U.S. Army-based initial entry rotary available.” wing (IERW) program that meets both “About 60 percent of our students Department of State and Department are coming from overseas with fund- of Defense standards, according to ing from back home,” she added. “For Popp. “We are doing direct training of everyone else, finding funding is the that nature to a number of U.S. allied biggest problem they face.” military customers. We do a lot for Hopkinson continued that Bristow countries in Central and South Amer- Academy has “seen the numbers of ica—drug interdiction, counter narcot- our self-funded students reduce over ics efforts, counter narco-terrorism. the past few years. Funding is a huge This is highly specialized training.” hurdle. We need the helicopter indus- The academy “also provides civil-

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ian qualification training for military For more advanced training needs benefit from SBT because they lack pilots,” he continued. “This FAA/mili- within its JAA instrument program at the experience to make high-level tary program takes the pilot through its facility in Gloucester, U.K., “we have decisions. But, you can conduct instru- FAA commercial qualifications, then flight training devices that can simu- ment or commercial training almost they can continue through specific late landings on oil rigs and other sites,” purely as SBT.” military training programs such as she added. “We also offer advanced Safety is critical at the Bristow military tactics, night vision goggle training for commercial pilots includ- Group and Academy. “We have an (NVG), formation flight or mountain ing synthetic instructor qualifica- extremely robust safety management flying—specific programs to meet tion, CRM training, LOFT, and intro- systems here,” Popp said. “We rec- specific needs.” ductory training for offshore, and ognize, that in a very real sense we Oddly, the one type of training that police operations,” Willenbacher said. are able to influence the helicopter you’d expect the Bristow Academy to “We can create training packages to industry one graduate at a time. Quite offer as a mainstay isn’t even a stand- meet practically any special operator frankly, it’s probably one of the most alone program. “We don’t really offer requirements.” rewarding aspects of what we’re doing offshore operation training because Whether it’s offshore or in the here,” he added. that is so specific to the needs of the jungles of South/Central America, Of the pilots flying in Bristow’s company they will be flying for,” Wil- Bristow Academy reviews the types Norway operations in the North Sea, lenbacher said. “Once they get hired of programs it provides and tailors nearly 50 percent come from the acad- that will covered in their LOFT [line its courses to use the best of available emy, Willenbacher added. “Among all oriented flight training] program. We training styles and technologies. of these graduates, not one has had do have a helipad out in one of our “You hear a lot about situational a serious helicopter accident or inci- practice areas in Titusville. Our com- based training (SBT),” Ganswyk said. dent,” she said. “There is no better tes- mercial students can get some prac- “Some schools see it as an all-or-noth- timony than that to show how well the tice to understand how to set up an ing prospect. We see it a combination. academy prepares pilots for real-world approach to land on a helipad.” A private pilot student would not operations.”

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09_RW_080111_Bristow_Academy_26_31.indd 31 7/20/11 1:53:23 PM PUBLIC SERVICE | FIREFIGHTING DOUSING THE FLAMES: San Diego Fire Department Air Ops Program

Southern California unit combats fires with a Bell 212 and a 412EP, in addition to an Erickson S-64 under a partnership with utility operator San Diego Gas & Electric.

By Ernie Stephens , Editor-at-Large Photo by Ernie Stephens

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10_RW_080111_Firefighting_p32_35.indd 32 7/20/11 2:31:27 PM Dousing the Flames

ire. Never mind that we cook with it, warm ourselves with it, and even drive massive turbines with it. The word “fire” still brings to mind pictures of houses reduced to ashes, picturesque landscapes charred until black Fand gray, and towering plumes of thick, black smoke. But ask a firefighter, and they’ll add one more image to that list—a low-flying beast-of-a-helicopter DOUSING THE FLAMES: rolling over a smoky ridgeline, releasing hundreds of gallons of water. In its wake, the sound of sizzling wood and the sight of white steam rising from extinguished material. Nothing delivers a one-two punch to a wildfire like a firefighting helicopter. The crew of San Diego Fire They are the stars of the show when news cameras spot them discharging loads Department’s Bell 212 demonstrates a water drop over a remote part of with graceful climbing turns, and feverous runs back and forth across the face the city. The aircraft’s orange snorkel of burning brush—and standing as the last line of defense between the relentless can be seen dangling near the skid. flames and someone’s home. When necessary, water can also be Don’t let the word “city” in City of San Diego fool you. While this southern mixed with a special gel that allows California metropolis boast a densely populated downtown area with well over it to adhere to potential fuel sources San Diego the fire might feed upon. 100 tall buildings, a significant part of its 324 square miles consists of residential neighborhoods that are surrounded by areas prone to accidentally and deliber- ately set fires. And when lightening and human carelessness—two major causes of fires—ignite a flame, it can quickly and easily engulf an entire community, unless swiftly attacked. Fire Department This is why the San Diego Fire-Rescue Department (SDFD) operates one 1980 Bell 212 and one 2008 Bell 412EP (N807JS) out of its small base at Montgomery Field (MYF), seven miles north of the heart of the city. Commanding the unit is Perry Esquer, the chief of air operations. “We have one helicopter operating 24/7, 365 days a year for multi-mission use,” explained Esquer, who has been the unit’s commander since 2009. “We do firefighting, hoist rescue, search and rescue, and at times, medical transport as well.” Air Ops Program SDFD aircraft, which log approximately 400 hours per month (cumulative), launch with a standard crew compliment of three, consisting of one pilot, one crew chief and one paramedic. And since San Diego sits adjacent to several bod- ies of water, including the Pacific Ocean, the paramedic is also a trained rescue swimmer. When dispatched to a fire, the SDFD crew will hustle to their ship, plug the coordinates into the GPS, and head out to assess the situation. If a water drop is in order, the crew will go to the nearest natural body of water, dip its hover snorkel— so named because it’s designed to work while the aircraft is held stationary—and draw 300 gallons of water into its external, Simplex-brand belly tank. With the water separated by baffles to minimize sloshing while in flight, the water can be carried to the scene and released all at once through all three doors, or in stages via one door at a time. The aircrew, in conjunction with ground personnel, will decide if the flames should be doused directly, or if the water should be used to help make a fire break. Sometimes, it is even dumped directly on a structure as a preemptive measure. “We were going gangbuster last month,” said Esquer of the unit’s June 2011 stats. “We put out two or three fires a day.” Esquer described most of the fires the helicopters fought as “little,” but every huge fire, such as the one that destroyed 80,000 acres near Douglas, Ariz. during a four-week period between May and June 2011, began as a small one. Getting to them and attacking quickly is the key to putting fires out before they can entrap people, level neighborhoods and cause tens of millions of dollars in damage. With that in mind, fires in southern California are particularly dangerous, thanks in no small part to the state’s dry, sometimes-hard-to-reach terrain, and

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10_RW_080111_Firefighting_p32_35.indd 33 7/20/11 2:33:55 PM PUBLIC SERVICE | FIREFIGHTING San Diego Gas & Electric

San Diego’s Bell 412EP (red and blue) poses with an Erickson S64E Air Crane similar to one owned by San Diego Gas & Electric. The helicopters work side by side fighting large fires under a partnership between the city and the power company.

strong, flame-fanning Santa Ana winds. S64F as a firefighting platform, free of the agreement struck between the city With conditions such as those arriving charge for the first two hours that the and the power company. “Having this during the dry months—particularly city uses it. After that, San Diego would available in our county for initial attack between July and November—the pay SDG&E $7,500 for every additional absolutely provides the kind of protec- more aircraft there are available to hour of use. tion that our citizens deserve," he said. drop water and gel-water mixtures, the When asked what SDG&E’s moti- Maintenance for the Air Crane is better. Enter San Diego Gas & Electric vation was for absorbing the first two provided on site in San Diego by Erick- (SDG&E), the area’s primary utility hours of the Air Crane’s operation, son, which flies parts and tools down company. Geler replied, “Our motivation is to from its 150,000-square-foot mainte- SDG&E purchased an S64F from stop catastrophic fires. We’ve been nance and warehouse facility 900 miles Portland, Ore.-based Erickson Air working very hard at that, and we feel away in Portland. Overhauls, however, Crane (EAC) for lifting heavy power this partnership we put together is a are done at the shop in Portland. equipment, such as wind turbines and great tool…” Since brush fires can grow very large transmission towers. But beginning With its detachable, 2,650-gallon and quickly cover a huge area, SDFD’s in 2009, the company partnered with water tank, the $30-million Air Crane air unit can find itself helping or being the City of San Diego to make the heli- can use its hover snorkel to draw a helped by other helicopter units in the copter available to the SDFD for use in full load of water in 45 seconds, said region, such as those belonging to the attacking fires. Patrick Pilolla, technical manager for City of Los Angeles and the counties of When the plan was first suggested, EAC. When it pulls the scoop snorkel Orange, Los Angeles and San Diego. government officials were concerned through the water, it can fill the tank in Unfortunately, fires don’t just occur over what SDG&E would want in 25 seconds. “But with density altitude,” during the day, when crews can see exchange for the use of the expen- added Pilolla, “they’ll probably only go obstacles surrounding the engulfed sive Air Crane, which costs several out with 1,600 to 1,800 gallons.” area. To make operations safer, SDFD thousand dollars per hour to operate. Deputy Chief Brian Fennessy, flight crews have night vision goggles David Geler, vice president of SDG&E, SDFD’s second in command, and one (NVGs) available for night missions, said that the power company would of the driving forces behind estab- especially when a call takes them out provide the helicopter and its crew, all lishing his department’s six-year old into the surrounding desert. When of whom are experienced in using the helicopter unit, was very pleased with donned, the pilot—and the crew chief—

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10_RW_080111_Firefighting_p32_35.indd 34 7/20/11 2:34:34 PM Dousing the Flames Photo by Ernie Stephens

San Diego Gas & Electric’s red, white and blue S64F Air Crane is primarily used for power grid construction and maintenance, but has a matching, detachable tank that can carry 2,650 gallons of water. It can draw its load from ground tankers, or through one of two snorkels lowered into a water source.

has a better chance of spotting power ing, though. A skilled flight crew is also ready to fly, the unit adopted a safety lines, towers and the mountains that a necessity. Luckily, talented paramed- rule that still stands. Put simply, it nearly surround San Diego. ics and rescue swimmers were already says, “Three to go, one to say no.” So, When the need comes to take on available within the fire department, in essence, before any launch, all three water for a night drop, SDFD won’t and captains who wanted to be crew members of the crew must be briefed draft water from natural locations, chiefs could be recruited from within. on the mission, and all three must to eliminate falling victim to the false But where would the pilots come agree that the mission can be flown. altitude cues that operating over water from? As it turned out, highly expe- But if one person—regardless of rank can cause when it’s dark. Instead, crews rienced pilots were right under the or team seniority—feels the assign- land at a temporary landing zone, department’s nose. ment is unnecessarily dangerous, the where pumpers and water trucks fill Prior the unit’s start in 2005, the city mission cannot be flown. the tanks using a hose. leased helicopters, pilots, maintenance Communities around the nation Other equipment used aboard San services and a fuel truck from a private have been reporting record heat and Diego’s Bell 212 and 412EP are the aviation company that assigned the drought conditions, making this a busy 30-million candlepower Spectrolab same pilots to fly for San Diego every year for firefighting helicopters. From Night Sun, to illuminate locations at fire season. the Northwest Territory of Canada night; a nose-mounted FLIR 8500 “When we decided to purchase our to Mexico, and from the shores of the forward-looking infrared system, to own aircraft, we interviewed a number Atlantic to the beaches of the Pacific, detect hot spots during day and night of pilots,” recalls Esquer. “When the crews are standing ready to save lives operations; and a digital downlink sys- interviews were over, the SDFD hired and property from the ravages of fire. tem that can transmit the FLIR images the four contract pilots. They know The days are long, and the shifts can seen by the flight crew down to ground where they’re going, they know the be busy. But airborne fire attack is personnel. mission profile, and they obviously an important, necessary service that Equipment alone is not enough for have a lot of time doing this.” saves lives and property around the safe and effective helicopter firefight- Once the crews were trained and world.

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10_RW_080111_Firefighting_p32_35.indd 35 7/20/11 2:34:49 PM MILITARY | AIRFRAMES All Change for the Better AT BOEING Photo by Andrew Drwiega Photo by Andrew

Boeing’s AH-6i flies overhead in the Arizona desert during the final day of a media tour with the helicopter manufacturer.

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ithin Boeing’s recently need to drive efficiency, cost reduction During early June restructured Defense, and productivity. Muilenburg believes this year, Boeing Space and Security there is now a good balance between All Change W(DS&S) division, rotor- the three DS&S businesses—Boeing invited members of craft are no longer grouped together, Military Aircraft, Network and Space although they are all part of Chad- Systems, and Global Network and for the Better the international wick’s military aircraft business. The Support. He believes that the bulk of AH-64 Apache is now within Global international growth will be witnessed defense media on Strike alongside the F/A-18 and through the military aircraft and satel- F-15. The CH-47 Chinook and V-22 lite sector platform businesses. To that a tour of some of Osprey are grouped with C-17s and end, Boeing’s rotorcraft business has its key facilities two tankers in a mobility group. Then been shaping to the task. AT BOEING there is surveillance and engagement Leanne Caret, vice president of with the AEW&C and P-8A, with H-47 programs, provided an overview around the USA. the final group comprising missiles of the CH-47 business as well as detail- This tour included and unmanned aerial systems. The ing the $130-million redevelopment other two business groups are Roger that is approaching its final stages of the both of the Krone’s Network and Space Systems Chinook and V-22 Osprey production (N&SS) and Global Services and Sup- facility at Philadelphia. The 80-year-old rotorcraft facilities port, under Tony Parasida. The total ex-Baldwin Locomotive works, an area of all three comprise DS&S. covering 223,000 square feet, has been at Philadelphia Chris Raymond, vice president of transformed into an area that is bright business development for DS&S, said and conforms to Boeing’s Lean produc- and Mesa, Arizona. that over the foreseeable years through- tion flow. Part of the leaning process out the aircraft business there would sees people and components arranged Rotor & Wing’s be fewer new program starts in terms around each aircraft on a priority and Military Editor of new products, but those that did point of use basis. This includes the develop would be very important and quaintly named Moonshine shops reports. would be carefully scrutinized during which are, in effect, problem solving their lifecycle. He added that Boeing’s task groups. As with all of Boeing’s position was secure through its backlog production lines, even the civilian By Andrew Drwiega, of orders, many with multiyear funding airliners that we saw being assembled Military Editor such as AH-64D Block III, CH-47F over in Seattle, key people and not just Chinook and MV/CV-22 Ospreys. mechanics are close at hand should Dennis Muilenburg, President and advice be required. CEO of DS&S, recognized that it was The complete factory reopening, currently “a challenging environment” including an extra 30,000 feet of offices, for the defense business as a whole is scheduled for Sept. 21, 2011—mark- due to the downturn in spending still ing the 50th anniversary of the Chi- sweeping through the global econo- nook’s first flight. Caret said that by my, more especially among European using a computer aided lighting system nations and in the U.S. However, as that accounts for the extra ambient with most defense OEMs and contrac- light that is now allowed into the facil- tors, opportunity is seen to lie in the ity, there has been an energy savings of growth of Asia-Pacific and Middle around $200,000 per year. Accordingly, East. “Our international revenue was the facility will be the first in Boeing to seven percent of business five years be LEED (Leadership in Energy and ago, to 17 percent last year to what we Environmental Design) certified. expect to be 25 percent a couple of Practically, what this really gives years out from here,” he said. Boeing is a much improved produc- But the restructuring of the overall tion rate. From one production line a business was as a direct result of the year ago there will now be two lines,

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11_RW_080111_Boeing_Update_36_39.indd 37 7/20/11 3:59:55 PM MILITARY | AIRFRAMES

808,000 hours flown during combat operations. Burke adds that deployed U.S. Army units in operational theaters have been flying between six and eight times the standard number of peace- time hours per month while sustaining readiness rates of over 80 percent. Burke is thankful that the Army has plans for the Apache long into the future. Its expectation is that by the end of 2017 it will have 690 Apache Block III attack helicopters, most of which will have been remanufactured Block I & II aircraft, although there is provision for 56 new build Block IIIs. The Boeing Photo by Andrew Drwiega Photo by Andrew Side-by-side: AH-6i and AH-64D Apache Block II. production lines at Mesa will still churn out Block II and Block III aircraft for the next few years until 2013, the date one dedicated to U.S. Army CH-47F Until that happens the CHF will keep when Block I aircraft will be replaced. production and the second to a mix of flying its aged S-61 Sea Kings—actually Burke believes that the Block III aircraft international orders and MH-47Gs for now less of a problem since the SAR-H will be the ‘most popular version yet.’ the U.S. Special Forces. Where before competition ground to a halt earlier this The international market for Block in 2003, the output had been compara- year due to the illicit exchange of confi- III has already been kicked-off by tively miserly 10 aircraft per year, the dential information to the winning bid an order for 30 of the latest Apaches transformation now means that Boeing group. However, the government has a through an FMS sale to Taiwan, this has not only the capability to match the stated aim of taking all of the Sea Kings confirmed by Col. Shane Openshaw, Army’s requirement of CH-47Fs but out of service by 2016—so time is tight the U.S. Army’s AH-64 program man- also to the surge in international orders although Caret confirmed that Boeing ager. Production of those aircraft will by manufacturing around six aircraft would be able to deliver the aircraft to begin as early as October of this year. per month. U.S. Army alone is looking the timeframe the MoD would require. There are over 300 Apache Block I and to field a force of around 464 CH-47Fs Campaigns for new international II aircraft currently with international with 132 being already delivered. orders include 15 for India (which military forces with current operators International orders include 15 CH- would represent a new and valuable including the British Army Air Corps, 47Fs for the Canadian Defence Force, first foothold in that country), and a the Netherlands, Egypt, Kuwait, Japan, six aircraft for the Royal Netherlands scattering throughout the world includ- the United Arab Emirates, Singapore, Air Force, 16 for the Italian armed ing six for Turkey through Foreign Mili- Greece, Israel and Saudi Arabia. forces (through a coproduction con- tary Sales agreements and more for Although Britain’s 66 aircraft are tract which will see AgustaWestland Australia. There is also a potential for designated WAH-64D Longbows, conducting final assembly in Italy) up to 16 aircraft in the Middle East. through an agreement that sees and potentially an additional 14 Mk 6 Over at Boeing’s other major rotor- AgustaWestland as the UK’s prime con- Chinooks to further grow the UK Royal craft works in Mesa, Ariz., the Apache tractor, Tommy Filler, deputy of Boe- Air Force fleet of 46 aircraft. However, Block III program is of great excitement ing’s attack helicopter programs said the Ministry of Defence’s budget cut- to all concerned with helicopters, even that the British MoD was being pro- ting process has not yet finished and the older hands. The program “is all vided with information about the Block there is still cause for concern about about sustainment and moderniza- III upgrades and that solutions were whether this acquisition will survive. tion,” says Mike Burke, Boeing’s direc- being studied regarding how it could This decision actually has a knock-on tor of rotorcraft business development. maintain the capability of its Longbow effect throughout the British military “It provides high technology at low fleet alongside that of the Block III ver- rotorcraft world. The RAF is cur- risk.” Low risk is certainly the case as sion. Earlier this year the UK Apache rently reluctant to go through with the Apache attack helicopter has been fleet registered over 100,000 flying the planned hand-over of its AW101 flying missions since the first days of hours, a third of which have been flown Merlin fleet to the Royal Navy/Com- the AH-64A model 28 years ago. operationally in Afghanistan. mando Helicopter Force until it is sure Over three and a half million hours Low rate initial production (LRIP) that the extra Chinooks will be theirs. have been flown by Apaches with over for the Block III was confirmed in Sep-

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tember 2010 and the first aircraft will be with the Army this October, with Block III remanufacturing and new builds to continue until 2027. The first Block III aircraft will be used for trials and testing, while regular army aviation units will begin to receive their first Block III aircraft in April 2012. Improvements to the aircraft Photo by Andrew Drwiega Photo by Andrew include better computing power. “There were 13 computers on an A model Apache, there were eight computers on a D model, and we have reduced it to one computer split in half [on either side of the helicopter] so one round can’t get them both,” said Burke. There is also increased situational S-100 Camcopter and an unmanned awareness through a cognitive deci- version of the AH-6i on the tarmac. sion aiding system which fuses sources of data together and automatically upgrades the mission systems in flight. Regarding maintenance, there will sion of what they are flying—deserves Another UAS in Boeing’s current be significant improvements. “The much consideration. stable is the S-100 Camcopter. Back life of the airframe will be increased Boeing is also building the A160T in August 2009 Boeing teamed with to 10,000 hours; the new composite Hummingbird in Mesa. Work was Schiebel Industries of Austria over rotor blades and transmission endur- transferred over from Phantom Works marketing and support of Schiebel’s ances move from 4,500 hours to 10,000 in California and the current schedule S-100 Camcopter compact unmanned hours. Plus there are sensors around the is for the production of one aircraft per aerial system. Boeing’s relationship aircraft that measure heat, temperature month according to Jeff Hunt, produc- with the U.S. government and other and vibration so if you have a gearbox or tion manager for the A160T. military customers, especially in the component going bad it will sense that, “The challenge has been getting the field of rotorcraft, was considered a inform the pilots and when the Army supply chain established and we are still good business case for both parties. incorporates the Logistics Information completing the transition from Cali- The S-100 can fly in adverse weather Management System into their ground fornia to Mesa,” he said. Boeing is pro- conditions at a range of up to 200 km net, the [onboard] system will be able to ducing all of the avionics and the rotor and at a height of up to 18,000 feet. ‘phone home’ and tell the ground crew blades, but the process of identifying Vic Sweberg, director, unmanned about the problem without the pilots all of the core competencies required is airborne systems, said during a presen- having to do anything about it. This ongoing. Partners on the A160 project tation at Mesa that Boeing had been should drive the drive the operational include L3, Honeywell and System 3. working with U.S. Special Operations support costs down by a third.” “This is an affordability driven proj- Command (SOCOM) on experimen- Alongside the Apache is its “little ect and we have got to get the costs tal demonstrations. brother,” as Mike Burke likes to call the down,” stated Hunt. Boeing is building Across Boeing’s rotorcraft portfolio AH-6i. With its commonality of sys- the first 21 aircraft ‘on its own dime’ there is a mix of improved older plat- tems to around 85 percent, and having but from aircraft No. 41 and beyond forms and new UAS aircraft. There been positioned as a reconnaissance/ additional customer funding will be was also a hint that the restructuring attack helicopter by Boeing, Burke is required. is also running deep inside the Phan- fond of saying that when its systems One of three main objectives of tom Works and while new rotorcraft are started up “it thinks it’s an Apache.” the A160T program is to carry cargo may not be on the design board at the A lovely sales vision perhaps, but it (which it has already demonstrated to moment, Boeing is investing heavily does possess firepower and capability the U.S. Marine Corps at the Dugway in the technologies all materials across and it should not be forgotten that any proving grounds and is set to be further its defense products that, at the right aircraft being used by the U.S. Army’s tested when it is sent to Afghanistan time and given the right economic 160th Special Operations Aviation to conduct further trials in-theater). conditions, could be applied into the Regiment—and this is an improved ver- USMC currently owns two aircraft. rotorcraft world.

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11_RW_080111_Boeing_Update_36_39.indd 39 7/20/11 4:02:22 PM CATEGORY | INFO

Colombia Training Center 40 Invest in IS-BAO? 41 TRAINING NEWS Safety & Training 46 Sikorsky Improves Finnish NH90s Practice Troop Movements Colombian Training

Sikorsky Aerospace has broken ground on a helicopter training complex at the Melgar Air Force Base in Colombia. The UH-60 Black Hawk flight training center, scheduled for completion later this year, will feature a full-motion, high-fidelity simulator to provide training for the Colombian Armed Services and other Latin American Sikorsky operators. Two pilots will act as operators when the center opens later this year. The complete UH-60 cockpit rep- lica is rated to FAA Level D. The Melgar simulator comes on the heels of Sikor- sky’s strengthening of its service offer- ings in Colombia to add a maintenance More than 150 soldiers were airlifted 190 miles in five hours using NH90 tactical support team. David Adler, president transport helicopters (TTHs) during a recent Finnish Defense Forces training of Sikorsky Aerospace Services, stated exercise. Eight aircraft from the Finnish NH90 Utti Jaeger Regiment’s Helicopter that plans to expand depot capabilities Battalion, plus a reserve, flew two rotations from Helsinki to Kauhava with 157 for crash and battle-damaged helicop- troops from the Guard Jaeger Regiment. The units also preformed two hot refueling ters are also underway. exercises. Operation Pyorremyrsky—Finnish for “whirlwind”—featured a total of 40 According to Sikorsky, Colombia flight hours. The battalion currently has a fleet of 10 NH90s. operates the world’s fourth largest Black Hawk fleet, which recently surpassed 300,000 total flight hours. Heliwest Wraps Up NVG Training Australia-based Heliwest has con- cluded its first night vision goggle (NVG) training course at its Jandakot headquarters. A modified Bell 206 LongRanger acted as the classroom for the three inaugural students—two EMS pilots and one ATP-licensed civilian helicopter pilot. During the course, the students received five hours of flight training and a 1.5-hour flight test. The course used NL-94-au night vision

goggles and exposed to the students to Lance Cpl. Ryan Carpenter brightly lit urban areas, as well as low- A Sikorsky CH-46E Sea Knight preps for a night training operation with the U.S. Marine light rural locations. Corps 11th Marine Expeditionary Unit’s maritime raid force.

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12_RW_080111_SMS_Small_Ops_p40_45.indd 40 7/20/11 4:49:55 PM TRAINING | STANDARDS Investing in IS-BAO SHOULD THE ROTARY WORLD INVEST IN IS BAO? By Rick Christoffersen Looking at the latest brochure for IS-BAO, you’ll see only one photograph of a helicopter amongst dozens of private jets. Even the IS-BAO logo is an image of a fixed-wing aircraft. Rick Christoffersen, an IS-BAO auditor and director of safety at The Squadron, says that despite this strong leaning to our fixed- wing brothers, the rotary world should also seriously consider using the IS-BAO model as a proven safety and operating tool.

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f you’ve visited the HAI or lofty goal.” Then I took the time to we are to make a substantial impact IHST websites lately you sim- reflect on why these groups are aim- toward reducing the mishap rate. So I ply cannot miss the safety man- ing so high, and I couldn’t help but asked myself, “Can such an audacious Itra of “Reduce the helicopter admire the tenacity of the effort—talk goal really be met?” Well, actually yes, mishap rate 80 percent by 2016.” about a “go bold or go home” posture. it’s been done in the recent past by When I first heard this brave state- But let’s face it, bold is exactly what the airline industry, and so surely the ment, I recall thinking, “Wow, pretty the helicopter community needs if helicopter segment can do this too. The principle behind the airline sector’s success was shifting the organizational safety culture from a reactive Customize Your posture to a proactive posture. I’ve been involved in aviation safety for the last 20 years of my career, and in my opinion IS-BAO is the most effective Reprints! model to start this transitional process, and to continue developing an effective operation into the future. Like many REPRINTS others, I initially felt that IS-BAO was heavily fixed-wing biased, but as I started to work more with these prin- EPRINTS ciples, the more I found that they could be successfully applied to the rotorcraft PLAQUES world with impressive results. I wanted some other opinions as to why IS-BAO should be considered POSTERS attractive to aviation companies and large government agencies. So I asked Stan Rose, HAI’s director of safety and vice chair of the Helicopter/IS-BAO Create a powerful statement for your product, service team, and Jim Morrison, a U.S. For- est Service air safety investigator and or company through p rofessionally designed marketing member of the USDA/USFS Safety materials utilizing editorial content from Rotor & Wing. System Enterprise Team. Their answers were nearly identical, and echoed the Contact Wright’s Media to d iscuss how we can same sentiments: customize these materials to enhance your current • “Regulations set the minimum stan- marketing campaign. dards,” • “IS-BAO goes beyond the minimums, U.S. copyright laws protect against unauthorized use of it raises the bar,” p ublished content. • “IS-BAO is proven, it works,” and • “Why create a new standard of excellence when one already exists?” Jim further indicated from the Reprints can be used as: Call today implementation aspect that, “IS-BAO is a great checklist and standard to • Trade Show Handouts 877- 652-5295 clean up and formalize things you’re and allow our reprint • Media Kits already doing. It even helps identify coordinator to assist risks you haven’t considered. What’s • Point-of-Purchase Displays you with some proven not to like about that?” A consistent theme prevailed that • Direct Mail Campaigns m arketing ideas. IS-BAO is an ideal compilation of best practices, with proven methods

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12_RW_080111_SMS_Small_Ops_p40_45.indd 42 7/20/11 4:50:45 PM Investing in IS-BAO

to improve flight safety, manage risk, major bent metal events here, SMS also revenue. And it all too often links right reduce the potential for mishaps, and targets those lesser events that gouge back to business processes. SMS helps improve organizational efficiency and the bottom line—simple human error “right the boat,” but the bailing process effectiveness. IS-BAO standards are events that generate incidental aircraft can seem painfully slow. IS-BAO is like performance-based and process-led, damage, create unscheduled mainte- a gas-powered dewatering pump for allowing IS-BAO to be scalable to an nance, lead to injury, lost work days, your SMS—it gets you high and dry operator’s needs. lost resource hours, and ultimately lost quicker. That’s worth repeating—IS-BAO is scalable to the operator’s needs. Ulti- mately, this means that with some care- ful thought, and the desire to make it a success, IS-BAO can help produce the same results for a helicopter firefighting contractor as for the corporate air wing of a Fortune 500 company.

Core of IS-BAO Ray Rohr summarizes IS-BAO best by saying it “is a code of practice that reflects what a well-managed flight department could do. It has an operator’s SMS as its cornerstone and contains standards, recommended practices and guidance material that operators can use to enhance safety, security, efficiency and effectiveness of their operations.” IS-BAO standards, guidance and SMS principles are proven best practices that go right to the core of identifying and mitigating “latent system errors” within your business processes. Those who have attended human factors (HF) training have almost certainly been introduced to Reason’s Model that reflects “latent system errors,” those insidious holes or breakdowns in business processes that provide opportunity for error to be introduced and perpetuate into an incident or accident. Accident investigators refer to these as “contributing factors.” SMS was developed to help operators identify these holes and get out ahead of them, to proactively identify safety threats and implement appropriate “preemptive” risk management strategies to prevent loss of human and material resources, i.e., proactive/predictive safety. We’re not talking just about

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12_RW_080111_SMS_Small_Ops_p40_45.indd 43 7/20/11 4:50:57 PM TRAINING | STANDARDS

Danger Lurks as SMS SMS is working, but it is taking time SMS. To reach stage two, the auditor Programs Mature and money to continue to support it will need to see a functioning SMS Your company is sold on SMS and to the elusive point that it is mature appropriate to the organization, with formulates a team to lead the imple- enough to see real gains. You under- a dynamic element of safety assurance mentation and put all the right safety stand that SMS is a process and not just in place. This adolescent stage is a chal- processes in place. You continue to an “off-the-shelf” product, but at the lenge for all involved, but with commit- operate, record safety data and take same time, you still feel exposed to the ment, especially from management, action to mitigate the hazards. You dangers lurking that have not yet been the organization will evolve into stage begin to find and plug holes in your addressed. Surely with the wealth of three, characterized by a healthy pre- business processes—fatigued crews knowledge and experience that is out ventive and predictive safety culture. making simple mistakes, too much there already, operators can fast track From this point forward, the IS-BAO “word of mouth” procedures driv- this process. auditor is interested in the effectiveness ing the train, well-intentioned crews This is the beauty of IS-BAO—it of the programs and processes, looking exceeding their expertise or authority. is a consolidated package of proven to see the organization continuously processes that go right to the core of improving over time. IS-BAO Development in Brief addressing latent system failures, those common contributors to mishaps. There is a clear lineage between the Com- Implementing IS-BAO steers deliber- Safety Culture mercial Aviation Safety Team (CAST), the ate integration of safety “best practices” I’d like to reinforce why IS-BAO hits International Business Aviation Council and ultimately expedites the process the mark. Experience has taught me (IBAC), the sponsors of IS-BAO, and IHST. of identifying and closing systemic that the key component to a healthy TRAINING FOR Essentially, IS-BAO represents a move problems. IS-BAO helps operators organization is getting the “culture” from the old-fashioned reactive safety avoid pitfalls during the early adoption right, as culture drives people much implementation to preventive and predic- stages of SMS and helps formulate a more successfully than rules ever will. EFFECTIVE OPERATIONS tive safety management systems (SMS). long-term, proactive safety strategy. You cannot demand a culture to be a 1998: Airline industry stands up CAST The result is the desired end state of certain way, regulate culture or even to reduce the fatal mishap rate by 80 preventive and predictive management buy a culture, but you can create an percent within 10 years. By 2007, CAST of risks. Just like a great football coach environment where a healthy culture AgustaWestland delivers highly quality end-to-end training solutions, had achieved a remarkable 83 percent dials in the game plan and pulls the best is encouraged to develop. IS-BAO pro- reduction. from the team, IS-BAO coaches your vides some very helpful tools to create designed to maximise operational performance, safety and 2000–2002: IBAC brings SMEs together SMS, and in fact your whole business, this positive environment, although it effectiveness to compile best practices to address to achieve successful results. should be remembered that it is only their mishap rate, creating IS-BAO. Today one ingredient that is needed, along 1,500-plus flight departments are holders with a healthy dose of commitment. Crew benefit from tailor-made courses incorporating modern training of IS-BAO and 500-plus have demonstrat- IS-BAO IS-BAO has gained wide accep- helicopters complemented by advanced multimedia technologies ed conformity and received Certificate of Implementation tance and use in the business aviation Registration. IBAC recognizes that a fully devel- community—a community that shares Courses are available for aircrew in a wide range of realistic 2006: Benchmarking CAST successes, oped SMS requires time to reach peak more in common with helicopter the IHST is chartered with the same performance. And since SMS is a cor- operators than might be expected, operational environments, including SAR, Winch Operations and goal for the rotary wing community. nerstone of IS-BAO, the program has governed primarily by Part 91 and Night Vision Goggle flying 2009: IS-BAO is recognized as an adopted a phased approach to enable the vast majority operating five or alternate solution to demonstrat- recognition for three stages of maturity. less aircraft. Business jet operators ing that an operator meets the SMS Certification is supported by regu- have embraced IS-BAO because it is requirements of ICAO Annex 6. lar audits to demonstrate how an orga- a proven method to tighten business 2010: HAI, BHA and EHA team up with nization is developing. During the first processes, and because it helps them IBAC to integrate helicopter operations stage, the chief concern is that the IS- move judiciously toward that desired into IS-BAO, due to release a new publica- BAO elements are in place, resourced, end state of proactive, preventive, pre- tion in January 2012. functioning and sound. Essentially, dictive safety. Looking forward to the Present: Several U.S. government flight validating that the right foundations integration of helicopter operations in departments, including FAA, NASA, FBI have been put into place to support the 2012 version of IS-BAO, it is well and DOI, are moving at accelerated pace the organizational structure, flight worth investigating now to learn if IS- to integrate IS-BAO. operations, maintenance control and BAO is right for your company.

44 ROTOR & WING MAGAZINE | AUGUST 2011 WWW.R OTOR ANDW ING.COM

12_RW_080111_SMS_Small_Ops_p40_45.indd 44 7/20/11 4:52:15 PM TRAINING FOR EFFECTIVE OPERATIONS

AgustaWestland delivers highly quality end-to-end training solutions, designed to maximise operational performance, safety and effectiveness

Crew benefit from tailor-made courses incorporating modern training helicopters complemented by advanced multimedia technologies

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12_RW_080111_SMS_Small_Ops_p40_45.indd 45 7/20/11 4:52:25 PM TRAINING | SMS Safety & Training By Keith Cianfrani Risk Management

n my last column, I wrote about And let’s not forget human factors. these risks? Are CFIs teaching the the safety enthusiasm in a “Just Do most of us really know what is correct decision-making techniques? Culture” that permeated through- involved with a successful SMS pro- We must look at mitigating risks when Iout the HAI Convention back gram? SMS is the formal, top-down training by looking at areas such as in March. This culture is a partnership business approach to managing safety environmental conditions throughout with management and all employees. A risk, which includes a systemic approach the day (which effects aircraft perfor- safety culture is ultimately a leadership to managing safety, including the neces- mance), the planned sequence of how responsibility and needs management sary organizational structures, account- the training is conducted, how the commitment. Let’s look and see what a abilities, policies and procedures. SMS student has performed in the past with “Just Culture” is all about. programs for product/service providers certain tasks, and how to address the I’ve attended many great safety pre- (certificate holders) and regulators will student’s weak areas. sentations on this issue but one of these integrate modern safety risk manage- With all the safety tools available in presentations by Bristow Helicopters ment and safety assurance concepts the aviation industry, it’s important to proved to be very useful. This presen- into repeatable, proactive systems. SMS ask, “Why do we continue to make the tation was a combination of valuable evolved from other industries including same mistakes?” Causal factors for acci- information gathered from the IHST ISO 9000 quality management systems. dents and incidents have varied little program and from Bristow’s Training SMS doctrine can be adopted for all. In despite improvements in the design, and Safety Academy. The academy was the military, we call it safety manage- reliability and technology for environ- well represented, with 10 safety profes- ment through risk management using mental management systems. Familiar- sionals in attendance including the the Five Step program. Examples of ity and prolonged exposure without director. I was particularly impressed SMS topics include: safety and quality mishap can lead to a loss of appreciation as to how these organizations work so policies (both personal and corporate); of risk. We simply fail to follow the well together. The presentations began organizational structure and responsi- established practices—an issue compli- by explaining what organizations are bilities; development of procedures and cated by a constant turnover of person- involved with this safety initiative and controls; safety culture; open reporting; nel. This is why training is so critical. We what they are currently doing. risk management decision making; must have a plan to manage risk. The International Helicopter Safety and safety management, assurance and SMS is a decision-makers program. Team (IHST) was created in 2006 and promotion. It must be incorporated in to all areas established a goal to reduce worldwide Do we need a “Just Culture” with of operations—even small operators helicopter accident rates by 80 percent flight training? Personal/private and who work on a very little profit margin. within 10 years. We all recognize the training categories accounted for 40 It is a good return on your investment. helicopter mission profile is inherently percent of rotorcraft accidents in the The opposite of managing a safety more dangerous than other areas of U.S. during 2006 and over a three-year program could be loss of life, reputa- aviation. These areas include offshore period those sectors were 75 percent tion and aircraft. A job done right will operations, firefighting, EMS, long higher than the next category, aerial ensure safety is the first priority. I urge line, external cargo and SAR. IHST application. Thirty-seven percent of leaders, pilots and safety managers to represents the leading worldwide safety accidents resulted from autorotations. take a close look at the SMS process initiative program. The single highest category of autorota- and incorporate a “Just Culture” into Key initiatives to achieve this goal tion accidents was attributed to instruc- everyday activities. We must bring the include: safety management systems; tion/training. How do we raise the level safety effort into a normal management ADM; CFIT awareness; risk, automa- of awareness on the inherent risks of framework. Don’t be afraid to speak tion and task management; helicopter autorotation training? out when you observe something that flight data monitoring (HFDM); situ- There is always much discussion on is unsafe. Train to be safe. The reward ational awareness; CRM; and training. how can we prepare CFIs to mitigate will be well worth the effort!

46 ROTOR & WING MAGAZINE | AUGUST 2011 WWW.R OTOR ANDW ING.COM

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13_RW_080111_Safety_p46_47.indd 47 7/20/11 2:48:18 PM COMMERCIAL | TECHNOLOGY Leading Edge By Frank Lombardi Matched to the Mission?

erformance, stability and trimmed at. Obviously this is beneficial control as they relate to pilot workload, control. These are the main in many cases, but it can be problem- or, how much attention they have to put ingredients in the recipe for atic in others, if it is the pilot who is dis- towards holding a “nice” hover. So scru- Pthe most suitable aircraft for turbing it with a desired command. An tinizing one important task element your mission (cost notwithstanding). aircraft that resists its pilot’s commands of ENG operations results in realizing Blending the proper amounts of each is not a very controllable one. that not just a helicopter with power gets your mission accomplished safely, Deciding exactly what elements to hover OGE, but low workload in efficiently, reliably and happily. Messing of performance, stability and control that hover is certainly a requirement. up that recipe leaves you as frustrated you are going to require begins with This approach can be taken with all the as a chef with a deflated soufflé. deciding exactly what your mission is. If aforementioned examples, breaking The military usually has the luxury forethought and discipline are not used down each mission into its most rudi- to design an aircraft specifically to here, the lack of it will most certainly mentary elements. meet their mission goals. In the civilian show up in various forms such as large Now here’s a bit of a rub. It’s usually world, this is not so. Aircraft are certi- maintenance bills, perplexed owners basic performance that drives aircraft fied to meet the FAA’s required level and most often, cursing pilots. An air- sales. Most shortcomings in an aircraft’s of safety, not mission requirements. craft that is a “jack of all trades” is well, handling qualities end up compensated Of course manufacturers do their best you know. for by pilot skill, and sometimes we to design aircraft that will appeal to a Next comes a deeper understand- even like the ego boost! We often pride broad customer base, while perhaps ing of your mission’s “task elements,” or ourselves on being able to master a highlighting a particular niche. In doing what is intricately required to accom- machine that’s been called “a handful,” so, they design in various amounts plish each aspect of your flying. Do or we make fun of stability augmenta- of the above ingredients with pur- you perform electronic newsgathering tion systems (SAS) saying, “real pilots pose. It is beneficial for you, the buyer, (ENG)? Then plan on doing lots of don’t need SAS.” Point being is its easy to understand what each ingredient OGE hovering for extended periods to overlook the importance of low brings to the design, so you can best of time. Do you provide corporate pilot workload when making choices choose what fits your needs. transport? You’ll probably need a fast, in favor of an aircraft that boasts excel- An aircraft’s performance char- smooth ride, good range and IFR capa- lent performance—one with seemingly acteristics are the result of pairing a bility. Do you perform scene medevac? endless power or massive useful load. powerplant to an airframe. The air- Then you’ll want exceptional vertical But shouldn’t low workload always be frame’s size, shape and weight will dic- lift and something that can be handled our goal? tate the power required to propel the easily in confined spaces. Helicopter expos showcase rows aircraft through the air and the engine If you’re getting the idea by now, of beautiful helicopters along with will dictate the power available to do good. But don’t stop there, as this is too large picture cards that display their so. Parameters such as range, endur- general. Get more specific and dissect pertinent performance parameters on ance, speed and hover capability are what’s involved. Don’t worry, no test the back. All those specifications may dependent upon this combination. An pilot schooling required. Let’s revisit have purpose, but rarely can you make aircraft’s degree of stability and control- the task elements of the OGE hover in any decisions by doing a side-by-side lability will dictate its flying qualities— the ENG role, for example. Just ask a comparison of those cards alone? In how well it handles while performing few ENG pilots to describe a helicopter upcoming articles, we will continue a task. Some mistakenly believe that that hovers “nicely” and you’ll hear to broaden our understanding of the if an aircraft is very stable, then it is such technical answers as, “One where aspects of the performance listed on very controllable. While quite related, I’m not churning butter while doing those cards, as well as examine flying the opposite is actually true. A stable the pedal dance as I pray I don’t over- qualities more thoroughly, and see how aircraft is essentially one that resists torque it.” What they are describing are designers strive to bring us pleasurable being disturbed from the condition it is elements of performance, stability and machines to fly.

48 ROTOR & WING MAGAZINE | AUGUST 2011 WWW.R OTOR ANDW ING.COM

14_RW_080111_Leading_Edge_p48_49.indd 48 7/20/11 2:37:44 PM International Marketplace #)&$%1!1*,+&1,/&+$ )ECDPSAECDPBBKN@=>HA

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14_RW_080111_Leading_Edge_p48_49.indd 49 7/20/11 2:38:02 PM COMMERCIAL | OFFSHORE Offshore Notebook By Pat Gray Inside FlightSafety Lafayette

n February 2009, FlightSafety nations of the equipment and the other. It’s such a complete training International made a move to training methodology that FlightSafety system that it can be likened to a new the offshore helicopter train- uses. Emphasis is placed on integrated language immersion program. They Iing market in a big way. This is training using a system developed don’t teach the test, they teach you how the opening date for the company’s by FlightSafety known as Matrix. A to function as a complete CRM team, 78,000-square-foot training center in simplified picture of the Matrix system fully qualified in the aircraft and full of Lafayette, La. Up and running are two consists of four main components—full confidence in yourself and the aircraft. Level D full flight motion simulators, flight simulators, graphical flight deck The two Bell FTDs are the latest both for Sikorsky helicopters—the S-92 simulators, desk top trainers used in the in technology and are the only Level 7 and the S-76C+, convertible to the C++. classrooms, and the SimVu debriefing trainers that FAA has certified. They Also installed and running are two system—an amazing innovation for the are not motion equipped but do have Bell Helicopter Level 7 flight training training environment. Developed by vibration and of course, audio. When devices (FTDs), one for the Bell 206 FlightSafety, SimVu consists of a two- sitting in the cockpit, a 220-degree B3/L3 and one for the Bell 407. More station (pilot and co-pilot) arrange- concave screen surrounds the user. The on these later. The building is designed ment where information is presented graphics that are displayed are com- to accommodate eight full motion using a series of flat panel touchscreens. puter generated but are very close to simulators and three FTDs for future A computer-generated reproduction real-world views. There is a wide vari- expansion. of the simulator flight the two students ety of scenery that can be generated, The center manager, Amparo Calat- completed is brought up on the multi- everything from airports, helidecks, ayud, and the director of training, Dave screened display. The instructor uses and medevac accident scenes. Most Welch, hosted me on a recent tour the system to review the simulator scenes can be tailored to the customers through the facility. Trying to explain session and to reinforce training lessons flight operations. The visual system the highly technical and sophisticated with the student’s active participation. uses three hard drives, each with mul- equipment and their training methods The classrooms are state-of-the-art, tiple terabyte capability to make the to an old “has been” like me had to be and every student has a touch screen in projections. Something this big and a major chore! There are 25 staffers, 10 front of him or her. The instructor can sophisticated needs a lot of power. of whom are flight instructors and 10 manipulate all the screens from one Centered in the heart of the off- who are maintenance technicians. The station, and the students have a limited shore helicopter world, FlightSafety instructors work on a non-standard amount of freedom to input scenarios has become an integral part of flying schedule and are available to accom- that will be placed on the huge master safety, not only to the Gulf Coast opera- modate the operators, regardless of screen facing the classroom. You’ve tors but to a number of other aviation clock time. The maintenance tech’s never seen a blackboard like this. segments as well. The training can be work a three-shift schedule so there There is color and movement. Name customized to meet the specific needs is always someone there to keep the any aircraft system, such as hydraulics of government and military agencies, as training devices and systems running. or electrical, and it will pop up in just well as business and commercial heli- While near the simulator bay, I about any detail you want. This is real- copter operators, including EMS, law thought I was in a Star Wars movie. time systems training. You see what enforcement, SAR, airborne surveil- These machines are huge and watching happens in the cockpit and with the aid lance, security and firefighting. them articulate through use of electric of a split screen, you instantly observe As a final note, FlightSafety’s Lafay- motion and control loading systems what is happening to the systems ette operation is not confined to North gives one an eerie feeling of being in a within the aircraft. American helicopter companies. They science fiction scenario. So, the lessons learned in the FFS, have students from Malaysia, Brazil, Ampy and Dave got right down to the graphical flight deck sim, desk top West Africa and Japan who use the the business of training, giving expla- trainer and SimVu all reinforce each facility on a regular basis.

50 ROTOR & WING MAGAZINE | AUGUST 2011 WWW.R OTOR ANDW ING.COM

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15_RW_080111_Offshore_Note_p50_51.indd 51 7/20/11 1:39:15 PM PUBLIC SERVICE | FIREFGHTING Around the World By Emma Kelly Australia Preps for Fire Season

ith the fire season at its and Efficiency of Aerial Firefighting copters for rappelling and hover exit of peak in parts of Europe in Australia,” has helped fire agencies specialist firefighters. and North America, identify the most effective combination Erickson Aircranes are a familiar Wstate and fire authorities of suppression resources. A subse- sight in Australia in the fire season— around Australia are making plans for quent study on the cost-effectiveness of having operated in Australia for 13 the 2011/12 bushfire season which will aerial firefighting found that the use of years. When the likes of “Elvis” and kick off in parts of the country as early ground resources with initial aerial sup- “Elsie” arrive, the Australian public as late August. With the exception of port is the most economically efficient knows that summer is about to begin. Western Australia (WA), which had approach to fire suppression. It deter- Elvis, in particular, gained notoriety in one of the most devastating bushfire mined helicopters are the most eco- the Black Christmas fires of 2001, when seasons on record, Australia had a nomically efficient approach for remote it helped to save hundreds of homes relatively quiet fire season in 2010/11. fires, they perform better than large air around Sydney. Six of the type operated Large areas of Queensland, New South tankers in Australian conditions, and in the country in the latest fire season, Wales, Victoria and northern WA high volume helicopters and fixed-wing with the helicopters typically on con- experienced more problems in early aircraft are more economically efficient. tract for 12 weeks. The S64’s maneuver- 2011 from floods than fires, with some Over the years, Australia has found ability, precision-drop capability and fast of the fleet of helicopters contracted by that a mix of type one helicopters (with turnaround make it a highly effective the National Aerial Firefighting Centre a capacity of up to 2,650 liters), type two firefighting tool, Australia has found. (NAFC) deployed to rescue people medium helicopters (1,135 to 2,649 Aerial firefighting was one of the many from floods, according to NAFC gen- liters), type three light helicopters (380 areas investigated by a Royal Commis- eral manager Richard Alder. to 1,134 liters), and single-engine fixed- sion following the devastating Black The number of helicopters and wing fire bombers work best. Saturday bushfires in Victoria in Febru- aircraft deployed to fight bushfires in The 2010/11 NAFC fleet included ary 2009 in which more than 170 people Australia has risen rapidly over the Bell 205s, 206s, 212s and 214s; Erickson died. The Commission found that aerial past few decades, with just a handful S64s; Eurocopter AS350s and AS355s; resources played an important role. deployed in the 1970s to a 52-strong Kawasaki BK117B2s; and Sikorsky While the helicopter fleet is unlikely fleet of aircraft and helicopters con- S-61s. In addition, individual states to change a great deal this year, fire tracted for the 2010/2011 season, deployed their own assets. WA, for authorities are constantly looking at the which started in September in Queen- example, spent nearly A$9 million potential for new technology to aid in sland and ended in April in WA. In on its 2010/11 aerial fleet. WA’s aerial fighting bushfires. For example, NAFC’s addition, individual states and territo- fleet, which included two Sikorsky ongoing study recently included a trial ries deploy their own fleets. According S61Ns, was activated 348 times, flew of a Sikorsky S-76 equipped with high- to Alder, the NAFC fleet in 2010/11 more than 530 hours, made more than definition electro-optical sensors and was the largest ever contracted by the 2,800 drops and saved approximately mapping and communications pack- organization, which was set up by the 300 properties, the government says. ages. In addition, NAFC predicts that federal, state and territory govern- South Australia had a 14-strong aerial Australia will be operating unmanned ments in 2003. A similar fleet is likely fleet, which included an Erickson S64 aerial systems, particularly in obtaining for the coming fire season, with con- Aircrane, Bell 205s and Eurocopter intelligence, in five to 10 years. Despite tract negotiations ongoing in mid-July. AS355s. Three Aircranes, AS350s, and the new technology, helicopters are set Considerable research has been Bell 205/206/212/412s are featured to save homes and lives throughout the done by Australia to determine the in Victoria’s 17-strong helicopter fleet Australian summer for many years to best mix of aerial firefighting resources. for firebombing, fire detection and come. And with this writer experienc- For example, the Bushfire Cooperative mapping, aerial reconnaissance and ing a bushfire less than a kilometer from Research Centre (CRC)’s groundbreak- command, and back burning. In remote her house during the last fire season, I’m ing 2007 study on “The Effectiveness areas, Victoria also uses its Bell heli- very thankful for that.

52 ROTOR & WING MAGAZINE | AUGUST 2011 WWW.R OTOR ANDW ING.COM

16_RW_080111_Around_World_p52.indd 52 7/20/11 1:45:15 PM September 2011:

Meeting the Rotorcraft Needs of the Chinese fighting operator. Founded in 1993 under British rule, HKGFS was Market—We all know the growth projections of the Chinese handed over to the Chinese government in 1997 along with every- market related to almost any consumer good, and the Chinese thing else and has since become an all-Eurocopter fleet as far as need for helicopter services is no different. A recent Frost & Sullivan rotorcraft operations go. How have things changed in the past few study conservatively pegged the increase in demand for com- years, and what might the future hold? We ask the questions and mercial rotorcraft at 10 percent over the next decade. But how will give you the update. this huge market ultimately structure itself? Will there be a thriving commercial rotorcraft market or will the government take on that New Helicopter STCs from Nose to Tail—Every day, role via the military? Will there be opportunities for Western aircraft operators find new ways to use the unique capabilities of helicop- manufacturers and Western operators? We try to begin answering ters. And many of these new uses require very specialized compo- these questions and many more in this detailed look at the emerg- nents and systems. From new avionics, to cabin safety features, to ing market for new rotorcraft in China and throughout Asia. advanced composite rotor blades, aftermarket system and component suppliers are continually creating and certifying new parts This Month’s R&W Operator Profile: Hong Kong that make today’s helicopters safer, more capable, and reliable. Government Flying Service—Chris Baur travels to Hong From the cockpit to the tail rotor, we’ll take a look at 10 recently Kong, China to interview the current management behind this STC’d systems that bring new capabilities, safety and maintainabil- high-profile government Police, SAR, Air Ambulance and Fire- ity to the helicopters you’re operating today.

Bonus Distribution: Helitech Duxford 2011, Sept. 27–29 in Duxford, UK. October 2011:

Impact of 2012 U.S. Defense Budget on Helicopter We Fly the Bell 407GX—Bell Helicopter recently invited Programs—With the continued need for wartime lift, funding Rotor & Wing to evaluate the Garmin G1000H flight deck as part os for existing military and paramilitary rotorcraft programs is better its new 407GX, which was unveiled earlier this year in March during off than other Department of Defense programs. But what about Heli-Expo. Editor-at-Large Ernie Stephens supplies this exclusive funding for future programs? DoD has yet to formulate a cohesive Rotor & Wing pilot’s perspective. strategy for developing and funding next-generation equipment. Robert Moorman explores. HEMS Regulations for Public Use Operators—Law enforcement, firefighting and other public-use operators are won- Military Insider—A special supplement to the October issue dering how the ongoing evolution of FAA’s regulations for heli- will examine two very similar helicopter upgrade programs from copter emergency medical services (HEMS) will impact them, and two different continents. Andrew Drwiega looks at a European- whether any changes will encompass the police/fire entities that based initiative to upgrade the substantial worldwide fleet of the conduct HEMS work. Frank Lombardi addresses some of the well- venerable Eurocopter Gazelle, and Douglas Nelms provides an meant, yet controversial ideas from law enforcement agencies that in-depth look at the Bell OH-58 “A2D” conversion program for the are hoping they will not have to comply with tighter regulations on U.S. Army. New glass, powerplants, transmissions and blades—not HEMS operations. to mention the implementation of all the latest sensor technology—are stretching the service lives of these mature airframes far beyond what anyone imagined even just a few years ago. Bonus Distribution: AUSA Annual Meeting, Oct. 10–12 in Washington, DC. NBAA Annual Meeting & Convention, Oct. 10–12 in Las Vegas, Nev. Air Medical Transport Conference (AMTC), Oct. 17–19 in St. Louis, Mo.

17_RW_080111_ComingUp_p53.indd 53 7/20/11 4:54:44 PM MILITARY | DEFENSE Military Insider By Andrew Drwiega FOR NEXTGEN More Helos the Answer in Libya? The Technologies Driving the Future of Aviation ollowing the French govern- it comes to forcing back an enemy, ing the crash by flying too fast and too ment’s premature announce- position by position. If Apaches and low in foggy weather. However, follow- ment in late May that its French helicopters are making a dif- ing a new independent review by Lord 4&15&.#&3 t$"&4"34t"5-"/5*$$*5: /+ FGazelle and Tiger helicopters, ference on a daily basis, then why not Alexander Philip, a former Scottish together with British Apaches, would increase the number of NATO attack judge, that original charge of negligence begin operations against Col. Gaddafi’s helicopters in this role. has officially been overturned. military regime in Libya in support of But does NATO have any to deploy? Fox, in addressing the UK’s Parlia- Operation Unified Protector, the Brit- The Netherlands has Apaches but the ment, stated: “The official conclu- What is Avionics for NextGen? ish government had no recourse but to force is being reconstituted after its sion that the accident was caused by confirm the fact soon after. The Apach- longstanding commitment in Afghani- the negligence … had been criticized es’ first mission occurred on June 5/6, stan. Italy too has its Mangusta A129s almost since the day it was reached. with the UK’s MoD announcing the with Afghanistan experience, but can Doubt had been cast on the findings AVIONICS FOR NEXTGEN is the only event where you’ll delve into the technical aspects of the following day that, “the Apaches were they be operated ‘over the beach’. The in different ways by the fatal accident six component programs of the NextGen Implementation Plan. Don’t miss this once a year opportunity tasked with precision strikes against European Tiger still fights without a review held in 1995, by the Defence to join experts from all facets of the aviation community who will answer your tough questions on a regime radar installation and a mili- guided rocket using only unguided Committee and the Public Accounts NextGen technologies - Where are we in the implementation process? How will current processes be tary checkpoint... Hellfire missiles and rockets and its gun. If the U.S. Marine Committee of the House in 1998 and enhanced and improved? What challenges must we overcome with each technology? 30mm cannon were used to destroy the Corps was at hand with its littoral capa- 2000, and by the Select Committee targets; the helicopters then returned bility there is more than a suspicion appointed in another place in 2002.” Conference sessions include: safely to HMS Ocean.” that a more persistent, consistent and The recommendations coming out At a recent Air Power conference tactical effect would be being brought of the latest review conclude that the � Enabling Collaborative ATM Technologies (CATM-T) in London, the UK’s Secretary of State to bear against Libyan regular forces gross negligence charge should be ‘set � for Defence, Dr. Liam Fox, stated that on a daily basis. Meanwhile the focus in aside’ and that the MoD should con- Analog to Digital: Implementing Data Communications the Apaches were providing “tactical Europe remains transfixed on the per- sider an apology to the pilot’s families. � FAA’s “Cloud”: System Wide Information Management (SWIM) flexibility to NATO commanders.” ceived utopia that fast jets can deliver. So where did the fault lie? Fox stated: � Networking Voices: NAS Voice Switch While fast air has dominated news cov- “The report does not purport to tell us erage (as usual), with the MoD almost Pilots Cleared of Negligence exactly why Chinook ZD576 crashed, � Weather in the Cockpit: NextGen Network Enabled Weather (NNEW) beside itself trying to emphasize what On July 13, the UK’s Secretary of State he wrote, “but those who allege that � Equipping for Automatic Dependent Surveillance-Broadcast (ADS-B) a wonderful aircraft the Typhoon is (all for Defence, Liam Fox, issued an official there has been a long-running conspir- potential customers please take note), apology to the families of two Chinook acy to cover up technical shortcomings the Apache keeps up the kinetic attack pilots, Flight Lts. Jonathan Tapper and in the aircraft will find no support here. at a tactical level. And in the type of Richard Cook, for having been found The Chinook has had an excellent Register today with VIP Code: R&W2011 to qualify fighting that is going on, scarcely orga- negligent of a Chinook crash in 1994. safety record since the disaster on the for discounts on the Conference! nized militia on one side verses more The story goes back to June 2, 1994, Mull. However, the report reveals that regular organized forces, then attack when a Royal Air Force (RAF) Chinook on this occasion the pilot expressed helos must be a large part of the answer Mk 2 (ZD576) crashed into a hillside concerns that he felt unprepared to fly to the needs of the militia. Time and on the Mull of Kintyre in Scotland, kill- the aircraft.” again since the invasion of Iraq, when ing 25 passengers and four crew. While Since this incident, one improve- there are ‘troops in contact’ it is rotary the loss of life was staggering enough, it ment has been the establishment of the wing that delivers 30mm fire, unguided was soon revealed that the majority of Military Aviation Authority that regu- and guided rockets into an enemy that those on board were the cream of the lates, audits and assures all aspects of is dangerously close. United Kingdom’s senior intelligence military aviation. While the full expla- Tactical fast air has an important personnel in Northern Ireland. nation behind the crash of Chinook role to play in attacking command and In 1995, the official RAF board of ZD576 is unlikely ever to be known, communication points, and the larger inquiry, chaired by two Air Marshals, perhaps there are systems in place now targets, but we have learned the value ruled that both of the Chinook’s pilots to stop such a mistake in official judg- of lower, slow-flying helicopters when were guilty of gross negligence in caus- ment happening again.

www.AvionicsforNextGen.com 19005 54 ROTOR & WING MAGAZINE | AUGUST 2011 WWW.R OTOR ANDW ING.COM

18_RW_080111_Military_Insider_p54_56.indd 54 7/20/11 2:41:31 PM FOR NEXTGEN The Technologies Driving the Future of Aviation

4&15&.#&3 t$"&4"34t"5-"/5*$$*5: /+

What is Avionics for NextGen?

AVIONICS FOR NEXTGEN is the only event where you’ll delve into the technical aspects of the six component programs of the NextGen Implementation Plan. Don’t miss this once a year opportunity to join experts from all facets of the aviation community who will answer your tough questions on NextGen technologies - Where are we in the implementation process? How will current processes be enhanced and improved? What challenges must we overcome with each technology?

Conference sessions include:

� Enabling Collaborative ATM Technologies (CATM-T) � Analog to Digital: Implementing Data Communications � FAA’s “Cloud”: System Wide Information Management (SWIM) � Networking Voices: NAS Voice Switch � Weather in the Cockpit: NextGen Network Enabled Weather (NNEW) � Equipping for Automatic Dependent Surveillance-Broadcast (ADS-B)

www.AvionicsforNextGen.com 19005 WWW.R OTOR ANDW ING.COM JUNE 2010 | ROTOR & WING MAGAZINE 55

18_RW_080111_Military_Insider_p54_56.indd 55 7/20/11 2:41:39 PM EXPE RIE NCE THE EME RGE NCY

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18_RW_080111_Military_Insider_p54_56.indd 56 7/20/11 2:42:37 PM