HELICOPTER HELICOPTER SummER 2014 LIFE COVER STORY

Flight Show & Tell Guide 4 Macedonian Warrior LIFE Aviation shows and conferences. Carlo Kuit and Paul 32 www.helicopterlife.com Kievit look at the new Summer 2014 / £3.99 The Editor’s Letter 5 types of training for the Macedonian mili - including gyroplanes Aerial Forum 6 & 7 tary Letters to the Editor 10, 21 Flying Crackers 8 & 9 Whirlwind Revisited EC175 Air Test 12 & 13 Derek Jones flies the revamped Westland 40 UK ATC improvements Whirlwind and gives new technological his impression of the developments used by 11 current incarnation, the CAA for ATC while Andrew improvements Whitehouse explains how he came to buy the machine

NATO Iceland Going the Distance Alan Norris 14 Mark Radcliffe 46 reports on the Iceland updates us on the Defence Meet, bring - state of his charity for ing together partici - disabled servicemen pants in the Nordic Wings4Warriors Defence Cooperation NATO and non-NATO members Russian Helicopters International News Zhanna Kiktenko 50 The state of helicopter 18 Director of the business around the HeliRussia Expo looks world at the Russian heli - copter scene, and the show held at Crocus Expo in Moscow

Russia Round the Singapore Airshow David Oliver 54 World G Hunter-Jones, 26 Model News 58 talks to Michael Farikh about his R66 CAA Legislation changes 59 flight round the world with four friends Accident Reports 64 House & Helicopter 66

HELICOPTER LIFE is the HIGH LIFE HELICOPTER LIFE , Summer 2014 3 S how & T ell T he e diTor ’ S l eTTer G uide HELICOPTER n April 30 2014, EASA lighted the problem that “sixty per - (European Aviation Safety cent of helicopter air ambulance land - Agency) announced that they ing facilities in the UK are ‘inade - 2 June - 4 June 2014 LIFE O had approved certification of the quate’, something that could lead to HELIExPO UK SummER 2014 Sywell Aerodrome, Northamptonshire, UK Robinson R66. This came nearly four greater morbidity and mortality.” http://www.heliukexpo.com years after the machine received FAA Why is the change to better safer HON. EDITORIAL BOARD certification (October 10, 2010). landing sites coming so slowly, and 19 - 21 June 2014 Captain Eric Brown, CBE, RN While this is extremely good news why do potentially dangerous sites EUROPEAN HELICOPTER SHOW The Lord Glenarthur, DL both for those awaiting a G reg still remain? Is the CAA so busy with Hradec Kralove, Czech Republic Jennifer Murray (CAA UK Certification, part of enforcement of licence infringement, http://www.eurohelishow.com Michael J. H. Smith EASA) machine and for the many so that it no longer has time for safe - operators in the Europe Union who ty issues? Has EASA sidelined the 14 July - 20 July 2014 have been awaiting delivery of their national agencies to such an extent FARNBOROUGH AIR SHOW EDITOR-IN-CHIEF / PILOT machines and were losing money by that they are no longer relevant, and Farnborough, near London, UK. Georgina Hunter-Jones www.farnborough.com [email protected] being forced to use the older and less at the same time become out of touch CREATIVE DIRECTORS efficient machines, it also begs the itself? developments both in foreign helicop - 2 September - 5 September 2014 [email protected] question, why did it take EASA so This question is further underlined ters in Russia and in their homegrown EUROPEAN ROTORCRAFT FORUm COPY EDITORS long to certify a machine that is fly - by the growth of more regulatory industry. Helicopter Life will be Grand Harbour Hotel, Gerald Cheyne ing in so many other countries around bodies including, in Great Britain, the attending the Russian Helicopter Southampton, UK CONTRIBUTING EDITORS the world? General Aviation Challenge Panel Show and seeing how it has changed Derek Jones, Carlo Kuit and Paul Kievit, Zhanna http://aerosociety.com/Events/Event-List/1487/European- Kiktenko, Alan Norris, David Oliver, Mark There are now more than 500 established in November 2013 by the since its inception. Rotorcraft-Forum-2014 Radcliffe, Andrew Whitehouse machines flying around the world. UK Government, to combat the This issue has also seen the North CONTRIBUTED PHOTOGRAPHY EASA has been charging Robinson growth of over-regulation in aviation. Sea Operators response to the CAA 21 September - 23 September 2014 Alan Norris, Jane Gregory, Gerald Cheyne, Helicopters $25,000 a month to do On a broader perspective we see changes to helicopter transportation NBAA Broncho Aviation, Mark Radcliffe, HeliRussia, through the UK shelf. After a series of Orlando Florida David Oliver their investigations, and the manufac - the rise of national political parties in turer has currently paid the legislative Europe wanting to take they nations accidents, the CAA, in consultation http://www.nbaa.org SPECIAL THANKS TO Dave Smith ATPL(H)IR, agency nearly $1 million. In contrast, out of the European Union. While it with other affected parties, made 24 September - 26 September 2014 ADVERTISING certification in the USA was free, is unlikely they will succeed in their many changes to North Sea regula - HELITECH Telephone: +44-(0)20-7430-2384, cost $170 in South Africa and even in ambitions, if they did, there would be tions: CAP 1145. The operators have Amsterdam, Holland [email protected] Russia (CIS) cost a comparatively an interesting question for aviation now had time to respond to these http://www.helitechevents.com SUBSCRIPTIONS low $178,000. (and other industries too) who then changes, and are mostly positive Go to our website or turn to page 54 [email protected] Is EASA is standing in the way of would be the legislative and regulato - about how they will work with the 4 November - 6 November 2014 development the helicopter industry ry body? Would aviation return to new regulations. The CAA has also DUBAI HELICOPTER SHOW WEBSITE www.helicopterlife.com and if so why? Or are they simply national legislative bodies, or would agreed to some changes including the Maydan Racecourse, Dubai timing of implementing these www.dubaihelicoptershow.com Blog unable to keep pace with the speed of there be some government led body http://www.helicopterlife.blogspot.com changes. See Helicopter Life on Facebook & Twitter change in aviation development and created as part of the Department of 3 March - 5 March 2015 are thus inefficient? Transport: a return to the future? Helicopter Life travelled up to HAI HELIExPO In May this year, Bristol Royal We have two stories in the maga - Aberdeen to see the new Airbus Orange County Convention Centre COVER PHOTOGRAPH Infirmary was delighted to announce zine relating to NATO, one is the Helicopters EC175 in action. Certified Orlando Florida Macedonian Helicopters they have their first approved cover story about a new training in January 2014, the EC175 is a 5 http://heliexpo.rotor.org photograph courtesy of Broncho Aviation helideck for the hospital. However, school in Macedonia, a country keen tonne class helicopter designed princi - even though the importance of Air to become part of NATO, and the pally for the oil and gas market. The 16 September - 19 September 2015 Ambulances is now understood, other is about one of the founding Avicopter Z-15 is the Chinese version CHINESE HELIExPO HELICOPTER LIFE is published quarterly by FlyFizzi Ltd. Bristol is an all too rare example of countries of NATO, Iceland. of the machine which is manufactured Industry Base of The AVIC Helicopter 59 Great Ormond Street London, WC 1N-3 HZ . by the Harbin Aircraft Industry Free Trade Zone of Tianjin Port success. Russia, while not actually in Copyright © FlyFizzi Ltd. 2014. Group. We have a report on page 12. (Airport economic zone) ISSN 1743-1042. Earlier this year a report was sub - NATO, is currently in a co-operative http://www.helicopter-china-expo.com/ All rights reserved. Opinions expressed herein are not neces - mitted by the Association of Air agreement with NATO. The country sarily those of the pub lishers, the Editor or any of the editorial Ambulances (AAA) to the UK’s All is increasing both its civilian and mil - staff. Reproduction in whole or in part, in any form whatever, Party Parliamentary Group for Air itary helicopter fleet and Zhanna is strictly prohibited without specific written permission of the Editor. Ambulances (APPGAA) that high - Kiktenko writes about the many

4 HELICOPTER LIFE , Summer 2014 HELICOPTER LIFE , Summer 2014 5 A eriAl F orum First Air Ambulance HeliDeck at Bristol Royal Infirmary

he new £3 million helideck at Bristol Royal Bill Sivewright, Dorset and Somerset Air Ambulance Infirmary (BRI) was used for the first time on Chief Executive Officer said, “The importance of heli - TFriday 9 May by Dorset and Somerset Air pads at Major Trauma Centres is paramount in ensuring Ambulance just two days after its official opening. that patients get to the right place for the best treatment Air ambulances across the region had spent the last first time! The fact that the helideck at BRI was used so few weeks undergoing orientation test flights for the new quickly after its launch and potentially has already made helideck which is located 220 feet above ground on the a difference to someone’s life means it’s an invaluable roof of BRI and last Friday saw the first patient experi - asset. ence its benefit. “The development of helipads and suitable landing The patient, an adult male who had undergone previ - facilities is a key issue for the Association of Air ous cardiac treatment at BRI was airlifted from Pylle Ambulances that we support strongly.” near Shepton Mallet at 2 pm. He arrived on the 25m Dorset and Somerset Air Ambulance has attended over square helideck just ten minutes later. 9,800 incidents since its launch in March 2000, saving A grant of £500,000 from the HELP Appeal supported many lives and aiding recovery with outstanding imme - the helideck’s construction as part of a major redevelop - diate care and rapid delivery to the hospital best suited to ment at the BRI. It connects directly to services within meet the patient’s needs the Bristol Royal Hospital for Children as well as the adult Emergency Department at Bristol Royal Infirmary. More information about the Dorset and Somerset Air The Bristol Heart Institute will also receive patients Ambulance can be found by visiting: www.dsairambu - transferred by helicopter for cardiac treatment. lance.org.uk or by calling: 01823 669604.

6 HELICOPTER LIFE, Summer 2014 HELICOPTER LIFE, Summer 2014 7 F lyinG C rACkerS F lyinG C rACkerS

Leaded Aviation Fuel ly recommended increasing funding The E-Fan has a pair of electric- Black Knight Heli-Truck for the FAA's research into unleaded The autonomous vehicle is designed to carry sup - describe it "an example of the procurement process gone The EPA has been petitioned to driven fans with a total combined alternatives while Shell has said it plies into hostile environments and evacuate injured amok." reconsider its current position on power output of 60 kilowatts or already has one that meets all the soldiers from the battlefield. The total value of the new program is expected to be about leaded aviation fuel and start the about 80 HP. Its short endurance applicable standards. It's called the Black Knight Transformer and was $3 billion, said Marty Hauser, director of government process to regulate lead emissions currently about 30 minutes makes it developed by aerospace company Advanced Tactics communications for United Technologies. from general aviation aircraft. impractical for anything but experi - Electric Aircraft with funding from the U.S. military. Lockheed will be the key subcontractor to Sikorsky on the Friends of the Earth, Physicians for mental test flight, but Jean Botti, Airbus announced last month that In the first test, the vehicle hovered 10 feet off the new program, which is based on the Sikorsky S-92 heli - Social Responsibility and Oregon Airbus's chief technology officer, it has successfully test flown a pro - ground for a couple of minutes, but it is capable of copter that is already used by 10 nations for their head of Aviation Watch filed the latest peti - told reporters that an immediate goal totype electric aircraft called the E- flying at much higher altitudes while carrying pay - state missions. tion last week. An earlier petition is to raise the endurance to an hour Fan and the company says it's bull - loads of more than 4000 pounds. Efforts to buy a new presidential helicopter began shortly filed by the three in 2006 was denied or more. ish on building an electric-powered After landing, the UAV folds up its propellers and after the Sept. 11, 2001, hijacking attacks, which revealed in 2012 but the groups say in their Two other aircraft companies, airliner for the regional market, transforms into a supply truck, capable of navigating the outdated nature of communications systems on the latest action there is overwhelming Pipistrel in Slovenia and Flight possibly with a hybrid drive. The over rough terrain. existing fleet, which had been in service since 1974. evidence that 100LL is causing Design in Germany, also have E-Fan is a composite, tandem two- Advanced Tactics says that along with being able to Sikorsky was the sole bidder for the helicopter after other health-threatening environmental experimental hybrid aircraft in the complete missions in hard to reach places companies decided not to compete. Navy Captain Dean lead pollution and urge the EPA to works. autonomously, the UAV will be modular, ensuring Peters, who heads the program for the Navy, said the con - make the ‘endangerment finding’ tract was on fixed-price terms, with an incentive fee. He Monkey’s Birds Nest Soup that it can be easily scaled to match mission parame - necessary to move with regulations. said the goal was to integrate mature equipment into an At one military airport in China, ters. The transformer's drive train will also be “There is no need for further study,” existing, in-production aircraft to minimize development officials have discovered a unique detachable, allowing it to be replaced by an amphibi - the petition reads. “EPA has all of and testing costs. solution to their bird problem; they ous boat hull, making it suitable for missions on land the evidence it needs to make an He said Sikorsky would build six test aircraft, of which trained rhesus monkeys to climb and at sea. endangerment finding.” four would later be used for operations. The contract will trees near the field and knock down In its 2012 decision, the EPA said it have options for 17 additional operational aircraft. bird nests. “Our airfield is located Sikorsky Presidential Helicopter "Sikorsky has long been synonymous with Marine One, along one of the eight flyways, the The Pentagon announced in May that Sikorsky the presidential helicopter," DeLauro said. "Every presi - East Asian-Australasian Flyway, so Aircraft has won the initial $1.24 billion contract to dent since Eisenhower has flown in a Sikorsky, made right large numbers of migrating birds develop and build six new U.S. presidential helicop - here in Connecticut." seater with a pair of ducted fans on come here around March every year ters, the first step toward a fleet of 21 new aircraft the tail driven by individual electric and begin nesting near the airport, by 2023. Motorcycles Helicopter Synergy motors. Its lithium polymer batter - which creates significant safety haz - Former Defence Secretary Robert Gates cancelled an More than 3,000 bikers descended on North Weald ies are housed in the wings where ards for flight,” said Su Chuang, earlier program managed by Lockheed Martin Corp Airfield, home of the Herts Air Ambulance, for the Essex fuel would normally be in a light head of the bird control team at an in 2009 after the cost more than doubled to around Motorcycle Show. Sponsored by ICE Patch, the event aircraft. The company released this unidentified airbase of Beijing $13 billion, prompting President Barack Obama to needed more data to establish that raised over £5,000 for the life-saving helicopter; making it video of the E-Fan's first flight. Military Command, according to people are being poisoned by lead in the most successful show to date. Airbus told Reuters this week that China Daily. Workers have been avgas emissions. It said existing data The show, which is in its ninth year, was held at the finish - it hopes to develop an electric-pow - hired in the past to knock down the on lead concentrations near airports ing point for the Herts Air Ambulance Motorcycle Run; ered regional airliner with 70 to 90 nests, but it's a slow and costly didn't differentiate between aircraft Weald Aviation at North Weald Airfield. seats and believes the project is s process. In the last two months, two e

and other sources of lead and that it n

o Volunteers were on hand at the Essex Air Ambulance stand

realistic within a 15- to 20-year J would need another three years to trained monkeys have destroyed - r

e to sign people up for the Essex Air Ambulance Motorcycle

timeline. The aircraft would be t

determine if lead emissions from air - about 180 nests. n u Run.

capable of at least taking off and h

craft engines pose a public health a n landing under electric power and i The Essex County Council Road Safety Team, Essex g

risk. Meanwhile, the high cost of Christmas Clutch r

o Police and Essex Fire and rescue are working in partner - might use some sort of hybrid drive e

100LL has most engine and aircraft Does anyone remember when g for sustained flight. The industry f ship to promote Essex Hugger. Nobby Clarke was doing a Father o

manufacturers investigating alterna - y

s Hugger, who is named after a rear mudguard, has been

has been experimenting for decades e tives, including mogas, diesel and Christmas jaunt in the Brantly and t r

with the type of ducted fan system u launched on the back of alarming statistics that show had a clutch failure, forcing him o hybrid electric power, while the c motorcyclists make up only around 1 pre cent of traffic on such an aircraft might have. Ducted h P

search for an unleaded replacement down on a muck heap? Lucky they a

r Essex roads, yet represent a 26 per cent of people killed or

props are more efficient than turbo - g

for avgas grinds on. Congress recent - were wider in those days! He was o t

fans engines and are also quieter. o seriously injured. rescued by the Fire Brigade. h P 8 HELICOPTER LIFE , Summer 2014 HELICOPTER LIFE , Summer 2014 9 n ew l eTTerS To The e diTor T eChnoloGy For h eliCopTerS 59 Great Ormond Street, London WC1N-3HZ, England. Telephone: 020-7430-2384, Email: [email protected]. Letters are continued on page 21 Please include your name, and email or phone. HeliTech Excel and Amsterdam meet interesting people. This is true for exhibitors and uK pursuing leading-edge technology to visitors alike. The survey would ask something along Dear Georgina the lines of: improve air-traffic management David George's letter in the Spring Edition was typi - Is the current format (Excel and Schipol) meeting cally forthright, but merits a response from BHA! these requirements? he Civil Aviation Translating the motto We are well aware of the concerns expressed by If a survey is carried out it should be done jointly Authority (CAA), the "Four eyes see more than David and others, and we are committed to improve with BHA for transparency - no bad news buried in the UK's specialist avia - two" into the radar the situation in the short term and resolve it to the sat - collating process. I am sure that Reed would under - T tion regulator, has awarded a world, several cost effec - isfaction of all our membership when circumstances stand this is in their best interests. There are other study to Airbus Defence and tive passive radar sensors permit. Indeed, Reed have agreed to attend our next Show organisers waiting for the opportunity to take a Space to examine the feasibil - using a number of emit - Board Meeting, which David will attend, and we bite from the industry and dissent among ity of using the latest radar ters could broaden the intend to address the issues and identify solutions. exhibitors/visitors is an opportunity. If BHA recognises technology for better air traf - basis for detection. The It would be unwise to be too prescriptive at this stage, there is a problem and is willing to help Reed address fic management. current active radars but I see the following as ingredients of an improved this then surely nobody loses? Conventional radar uses a used can be susceptible package: I would especially want to ask the OEM's, Operators, rotating antenna to sweep the to confusing echoes and Firstly, we need to improve what we have, especially Flight Schools, Equipment and Service suppliers, sky, actively sending out radio interference from the on behalf of smaller enterprises. Military (where did all the visitors who used to come pulses and detecting those increasing number of Secondly, we should consider whether an alternative from Benson, Wattisham and Culdrose go?) and which are reflected back from wind farms in the UK. option is possible should HeliTech not meet all our MRO's to send multiple responses from individuals in aircraft. Airbus Defence and Placing several passive needs. engineering, flight ops and sales -not a general corpo - Space has developed a so- radar sensors intelligent - Thirdly, we need to consider long term options to rate response from the marketing department. A good called ‘passive radar’ system ly can eliminate these ensure a more holistic approach to client requirements. Expo is vibrant, filled with earnest discussions in cor - that doesn't emit any radia - unwanted effects. I would add that in all of this, we must consult with, ners, gossip, chance meetings and unexpected opportu - tion, but instead analyses radi - (NB, Airbus Defence but necessarily be bound-by, the needs of our EHA nities. Marketing departments provide the backdrop ation reflections from other and Space announced in Colleagues. but an Expo without the former never survives -it's too emitters, such as radio and tel - 2011 the development of Regards dull. PDG used to send 8 or more employees to evision stations, to detect a software and hardware Sir Christopher Coville Duxford. I only saw 2 at Excel. Did you also notice objects. By measuring the dif - radar modification to sig - Chairman BHA there were hardly any Scandinavian operators visiting Excel in 2013, or military personnel from ferences between the original nificantly mitigate inter - broadcast signal and the sig - ference from wind tur - HeliTech Excel and Amsterdam Wattisham/Culdrose and Benson? Responses from individuals will give the true picture. nals reflected from aircraft in bines). the air, the position of the air - Passive radar may also Dear Georgina I suspect that location will be a common theme. craft can be detected. The dif - help to free up spectrum Re David George’s letter in the Spring issue of UKTI, tasked with encouraging UK exports, is wor - ference is that a passive radar that could be used for an Helicopter Life. I am sure Reed must be aware of the ried with the way Reed is presenting the UK industry system that relies on signals upcoming 5G network. dissent. If they are working in their shareholders best to overseas buyers. Air Covers works closely with the already in the air avoids creat - Airbus Defence and interests, they will be wanting to consult their cus - Defence and SAR Export Team and I know that they ing additional emissions in Space started to develop tomers on the product they provide. If there is a meet - have also had a meeting with Reed to express their populated areas, releases the passive radar solution ing in June with Reed attending can I suggest, as a first concern. bandwidth for other uses and in 2006 and has already step, a survey of companies who have exhibited Finally, the survey should also address cost. The dis - addresses the problem of misleading echoes from wind demonstrated a working system, which can detect ultra - (between, say 2010 and 2014), visitors, BHA members parity for exhibitors between Heli Expo and Excel is farms. light aircraft many kilometres away with accuracies down and HCGB (representing a large proportion of UK pri - too great to ignore. If poly-board and octanorm shell This type of new system potentially offers a highly cost to 20m, as well as detect larger aircraft 200km away, mak - vate customers)? schemes become the HAI curtained cattle-pens then so effective and extremely reliable system. Passive radar is ing it one of the early pioneers and currently at the head of At the heart of this is 'why do we exhibit'. I imagine be it - there's a difference of £150 per m2. These days expected to be highly reliable as well as cost effective the field in this area. Airbus Defence and Space hopes that the answers from all areas will be broadly similar. Yes, most of us erect full printed backdrops anyway. compared to the current systems in use in civil airports, the application of this technology originally conceived for sales are important but we also go to catch up on news, Best wishes because the current approach relies on one radar transmit - military use could reshape the way that air traffic is man - inform planning, find new opportunities, get feedback John Pattison ter per airport putting enough signals in the sky. aged in the future. on our performance over the past year, socialise and continued on page 21

HELICOPTER LIFE, Summer 2014 HELICOPTER LIFE , Summer 2014 11 10 EC175 Test Demo in Aberdeen

Georgina Hunter-Jones P h o t o g r a P h c o u r t e s y o f g

The EC175 was certified by EASA in January this year. e o r g i n a h u n t e r - J o n e s a n d a i r b u s h e l i c o P t e r s

12 HELICOPTER LIFE , Summer 2014 HELICOPTER LIFE , Summer 2014 13 An Icy Blast For NATO

words by Alan Norris pictures by Alan Norris and courtesy of NATO

espite having no armed forces of its own Iceland Keflavik with the 57th Fighter Interceptor Squadron and responsibility for protecting their airspace. This was Iceland by the United States as part of the Iceland Air was one of the founding countries of NATO and a detachment of the 67 Aerospace Rescue and Recovery agreed and it is known as the Icelandic Air Policing, Defence System. The four radar sites on the island are Dits strategic location off the East coast of Squadron operating the HH-60G Pave Hawk in the where NATO allies periodically deploy fighter aircraft to primarily used to monitor air traffic and direct allied America and the West coast of Scandinavia, meant that search and rescue role. Keflavik Air Base. Also, although not members of interceptors based out of the country. Originally con - the island played an important role during the cold war Following the American withdrawal from Keflavik in NATO, the governments of Finland and Sweden, at the trolled as part of the Icelandic Defence Agency it is now of the 1980s. 2006 Iceland did not, and still does not, maintain an air request of Iceland, are contributing forces to the air under the command of the Icelandic Coast Guard. The Iceland Defense Force, a military command of the force so the country was left unable to patrol its airspace. policing mission during 2014. In February 2014, the current deployment to Iceland United States armed forces, was created at the request of After a number of Russian Air Force aircraft entered The island also has a Radar Operations Control Center of a Norwegian air-defense detachment was allowed to NATO to provide for the defence of Iceland. The United Icelandic airspace on several occasions the Icelandic with four sites in Iceland plus a single radar site on the conduct a NATO peacetime preparedness mission exer - States had a fully operational air base on Iceland at government requested that Iceland's NATO allies assume Faeroe Islands. These radar sites were handed over to cise, Iceland Air Meet 2014 (IAM2014). The aim of

14 HELICOPTER LIFE Summer 2014 HELICOPTER LIFE Summer 2014 15 which was to bring together participants from NATO Finland renegotiated its contract as a result of the deliv - ning and the controlled rotation of personnel while an member nations Norway, Iceland and the Netherlands, ery delays and under the new contract the program was operation was in full swing. and from partner countries Finland and Sweden, to con - extended to 2018, with deliveries to be completed by The Army's two NH90 utility helicopters were flown to duct a wide range of air defense related flying activities. mid-2014, some six years later than originally scheduled. the Royal Norwegian Air Force air base in Bodø, This was the first time that Finland and Sweden had Finland was one of the first countries to go operational Norway. The main blades were removed before being deployed to Iceland and the training exercise was aimed with the NH90 in 2010. loaded on to a ship, along with support equipment, to be at improving the ability to deploy assets to the island and Powered by the Rolls-Royce Turbomeca RTM322 sealifted to Iceland. Major Tuukka Elonheimo, Finnish provide additional training opportunities to strengthen with FADEC and engine intake air particle separators, contingent coordinator said, “ every deployment gives us Nordic defense cooperation (NORDEFCO), between the Finnish NH90 TTH is the utility version with a rear an opportunity to learn a little more benefitting our opera - both NATO members and non-members in the region. ramp for troop access to the large cabin. The TTH does tional effectiveness.” Training activities during the exercise included a num - not have any offensive avionics fitted but is fitted with a Once on station in Keflavik, located 50 kilometers ber of air combat training missions between dissimilar defensive aid suite, weather radar, FLIR sensor, Hellas from the Icelandic capital Reykjavik, the two helicopters aircraft with Norwegian, Finnish and Swedish fighter air - obstacle warning system and a wire cutting system. To played a key role in flight safety during the exercise, with craft flying two to three waves daily in designated train - cope with the cold weather of Finland a de-icing and one NH90 available everyday on quick reaction alert ing areas allocated to fighter operations in Icelandic air - anti-icing system is fitted to all aircraft in the fleet plus ready to scramble on a SAR mission whenever any of the space and predominantly over the sea. With weather in the SAR model is also fitted with a winch. Standard crew fighter aircraft were airborne. the region always unpredictable, during the exercise is pilot and co-pilot, with a payload capacity of 20 The second Finnish NH90 and its crew were tasked wind speeds reached over 40 knots gusting up to 60 troops, 12 stretchers, a light tactical vehicle or 5,500 each day to carry out search and rescue training missions knots sometimes, whenever the fighters were in the air pounds (2,500 kg) of cargo. over the sea and in the mountains of Iceland in conjunc - search and rescue over cover was supplied by both the The Finnish Army have taken part in a number of tion with the personnel and vessels of the Icelandic Coast local Icelandic Coast Guard AS332-L1 Super Puma and NATO exercises over recent years operating with the Guard. The prevailing extreme conditions in the Atlantic Finnish NH90s. NH90 including an European Defense Agency exercise at the time made for an exceptional exercise arena for In 2001 the Finnish Ministry of Defense signed a con - in Portugal. In Finland, exercise arrangements come pilots, loadmasters, rescue swimmers, and technicians to tract for 20 NH90 TTHs for the Finnish Army, as part of under the responsibility of the Air Force's Satakunta Air re-certify and hone their skills. This was also a good a joint Nordic acquisition with Sweden and Norway, val - Command and the Iceland Air Meet formed part of the opportunity for Finnish fixed wing pilots to experience ued then at USD470 million (EUR350 million,) to Finnish Defense Forces' 2014 plan for combined training being winched into and out of the sea. replace their fleet of Mi-8 utility helicopters. This figure and exercise events. Its objectives include the training of During the early part of the exercise the NH90s were eventually rose to USD520 million (EUR400 million) aircrews and fighter controllers in a combined Nordic scrambled in support of local authorities in a live search which included spares, support and training. It was environment while improving the Air Force's crisis man - and rescue task at sea to the north from Reykjavik. seven years later before NH Industries began deliveries agement capabilities. IAM2014 also provided an oppor - Lieutenant Colonel Keränen, Commanding Officer said: to the Finnish Helicopter Battalion based in Utti, tunity to obtain experience of combined operations dur - "This was our first combined joint operation in which Finland, which has to date received 15 NH90s. In 2013 ing the deployment phase that involved logistics plan - Finnish Army helicopters and Air Force have worked alongside a host nation and other countries cooperating to The Finnish Army were this extent." deployed to Iceland Although the Icelandic Air Meet strengthened the ties with their Scandinavian countries, for the Finnish detach - ment this major NATO exercise provided yet another venue to develop the operational capability of the NH90 from the deployment and redeployment phases to live SAR scenarios.

The NH90 TTH is the utility version with rear ramp s i r r o n n a l a h P a r g o t o h P 16 HELICOPTER LIFE , Summer 2014 HELICOPTER LIFE , Summer 2014 17 Industry Response to CAA changes EHOC points out that “CAP1145 contains a range of copters being temporarily taken out of service, further actions and recommendations, many of which are aligned reducing capacity at this busy time for offshore safety in the North Sea (Cap 1145) with the work already underway through the JOR.” maintenance. While the operators were often happy with the safety The CAA understood workforce concerns about its aspects of the required changes there were some difficul - plans to prevent helicopter operators carrying passengers ties in implementing them within the time frame whose body size means they couldn’t escape through required. push-out window exits in an emergency. The change, Moreover, the required breathing systems were not which is not due to take effect until 1 April 2015, is to previously available, however, there have been improve - ensure that everyone onboard can escape in the event of ments in hardware and “over the years, the industry has a helicopter capsizing after a ditching or water impact. identified the potential risks relating to cold-water shock The Offshore Helicopter Safety Action Group has said for personnel involved in ditching scenarios and so intro - that the introduction of the requirement will be sensibly duced a number of systems to mitigate this risk.” managed and the Group’s aim is that no one loses their At present, the industry is working together in the UK job as a result of the change. Exit sizes vary from one to develop, certify, train and implement a suitable Cat A helicopter type to another and even from one seat row to EBS system; latest estimates envisage that this will take the next on some helicopters and there are many options around 4 months beyond the 1 June 2014 timeline origi - being explored, especially around seat allocation. nally granted by the UK CAA. Furthermore, it is likely Malcolm Webb, Oil & Gas UK chief executive, said: to take several years to build and test the side floatation in response to the CAA changes: “The CAA consultation devices required by the CAA. with industry has been highly constructive, prompting On the specific subject of instrument flying skills, and accelerating the introduction of breakthrough lifesav - EHOC reported that they have recurrent training pro - ing equipment over a year ahead of CAA proposed grammes, but that they are always evaluating and action. CAP1145 is a real milestone for safety in the improving all levels of training. North Sea. Additionally, the new equipment comes with The unions supporting workers on the North Sea were a significantly improved lifejacket for all passengers, also worried by the regulation concerning the passen - more good news for offshore safety.” n February 2014, in response to recent helicopter ment) exceeds the size of window emergency exits. gers’ body size and the size of the window, feeling that He added that, “By adjusting the timescale for limiting incidents in the North Sea, and as the result of a In response to this, the European Helicopters this might lead to job losses. helicopter seating capacity to better align with the avail - review of offshore helicopter operations, taken in Operators Council (EHOC,) which is made up of the ‘big The input and comments from EHOC and the UK ability of Category A Emergency Breathing Systems, the I Continental Shelf (UKCS) operators has led to some CAA has facilitated the work of the fast-approaching conjunction with the Norwegian CAA and EASA, the three’ Bond, Bristow and CHC, were asked when they CAA brought out a number of measures to improve safe - became involved with the regulator’s changes. They variations in the CAA regulations: annual turnaround season, when safety critical mainte - ty for flights taking place over the North Sea (CAP explained that they regularly meet with the all the regula - Firstly, this is the delay of the implementation of the nance is carried out during the summer months. 1145). tors within Europe and were all engaged in discussions seating restrictions until 1 September 2014. Oil & Gas UK also warmly welcomes the news that These measures were fully listed in the last issue of while the CAA were compiling their report. Secondly, the CAA have brought forward the date the redesigned gear shaft for EC225 helicopters has been Helicopter Life but include: CHC explained: “Our fundamental business model is from which the improved EBS will be compulsory. This certified, and will now be introduced as soon as possible. * Prohibiting helicopter flights in the most severe sea not affected by the CAA report; we remain committed to will now be 1 January 2015 rather than 1 April 2016. This is another significant step forward for safety.” conditions, so that the chance of a ditched helicopter cap - providing safe, efficient and flexible services to our cus - The new system is expected to be ready in July; it will However, although the operators are well disposed sizing is reduced and a rescue can be safely undertaken. tomers around the world… in industry efforts such as the deliver a significant improvement in safety for those fly - towards the regulators changes there is no doubt that the * Pending further safety improvements to helicopters, Joint Operators Review (launched in September 2013), ing offshore. changes will cost millions of Euros and that, since they passengers will only be able to fly if they are seated next we make sure that every CHC person understands that They decided to make these changes after evidence are only currently being implemented in the North Sea to an emergency window exit to make it easier to get out they have a personal obligation to the people who fly provided by the oil and gas industry that reducing heli - and not worldwide, it will lead to some competition

s

e copter capacity owing to seating restrictions could have issues. The question here is really are all these changes of a helicopter in an emergency (unless helicopters are with us every day, passengers and our own crew.” n

o

J

- an adverse impact on safety critical maintenance work really going to increase safety, or are they merely a knee- fitted with extra flotation devices or passengers are pro - The operators were keen to stress that most innova - r

e

t

n due to take place at offshore installations over the sum - jerk reaction by the regulators in response to public out - vided with better emergency breathing systems). tions were not initiated by the regulators but indeed by u h mer. There has also been confirmation that the first cry at the well publicized incidents? On this possible

a

* Requiring all passengers to have better emergency the industry itself, this includes major innovations such n

i

g improved breathing system units (which will remove the lack of competitiveness the operators said: “the JOR is

r

breathing equipment (EBS) to increase underwater sur - as the use of Flight Data Monitoring, HUMS, and safety o e need for seating restrictions) won’t be available before reviewing how CAP1145 may, or should, subsequently vival time, unless the helicopter is equipped with side equipment for passengers. While some of that work was g

f

o mid-July. And finally, they took into account the recent be implemented elsewhere. This work is being done in floats. done collaboratively amongst all of the operators, others y

s

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t certification of the redesigned gear shaft for the Airbus close cooperation with the oil and gas companies and

*Fitting side floats. were developed bilaterally with the oil and gas compa - r

u

o Helicopters EC225, enabling it to be fitted on existing will be shaped by regional variations.” *Implementing automatic flotation equipment. nies. Once in place for that operator and their customer, c

s

h helicopters of this type. The CAA said that this is an If this is indeed the case, and the changes are indeed

P

*From 1 April 2015, when being transferred offshore the work was shared across the industry, with further a

r

g important safety modification which should be imple - significant, then there should be a worldwide improve - in a helicopter passenger will not be permitted on board refinements made as more people offered experience and o

t

o mented as quickly as possible, but will also require heli - ment in offshore safety standards. where the passenger's body size (including safety equip - ideas. h

P 18 HELICOPTER LIFE , Summer 2014 HELICOPTER LIFE , Summer 2014 19 Helicopter Training m ore l eTTerS To The ediTor

Type Rating on the Rotorway 162F by Georgina Hunter-Jones continued from page 10 see: http://www.helicopterlife.blogspot.com Skeeter Correction

Dear Georgina. Unfortunately you got the info' wrong in the House and Helicopter feature, as I am not a helicopter pilot or an engineer! I've had to take a bit of 'ribbing' from the lads down at the Helicopter Museum and people who know me and read your magazine. Still, on the plus side, I am now elevated into the flying fraternity with a stroke of the pen, ha ha. Also, you managed to put in the photo' of Peter Nowicki's aircraft instead of our non-flying project (see right). Never mind, it's good we can laugh about it. We haven't really started it's refurbishment as yet, because we have been mainly concerned with aquiring some of helicopter registrations with 2,100 helicopters. Our near - the missing parts. by neighbour, New Zealand, has 900 helicopters. Add both together and we are not far below all the European Kind regards, registrations at around 4,250. Reminder: Rotortech 2014 – 24/25 May 2014 – Twin John Phillips Waters - Sunshine Coast, Qld. The AHIA’s Rotortech ow a fully licenced Rotorway pilot, I have started 2014 will be at the popular beach front Novotel Twin to bring down the collective before I could bring up the doing examining and some instruction on the Australian Helicopter Life Waters Resort, Sunshine Coast, Queensland, Australia. RPM. I was also losing tail rotor authority and hence had types of Rotorway (162F and Exec 90). As ever The venue is only a short taxi trip from Sunshine Coast N full right pedal while the machine turned left. It took sev - you learn far more on the job than you do when you are Dear Georgina Airport (and about one hour’s drive from the Brisbane eral goes, and even a shut down before I managed to training. Rotortech 2014 is about “All the innovations under the International Airport). Our hosts have offered room to resolve the problem, which was owing to my own cack- It seems to me that the real reason the Rotorway has a sun.” The exhibitors are all about latest technology. And park at least 20 small and maybe 15 medium helicopters. handedness, but nonetheless a potential bigger problem. bad reputation is not that there is anything wrong with a lot of the speakers will be guiding us through the diffi - AHIA members are invited to apply for a helicopter However, never call me a quick learner. I then took off the machine, but merely that it is underpowered. My first cult transition to EASA rules – a project with hard to landing site at the venue. We have 29 standard display into the local area for a flight. Fine in itself but the nicest test was on a 162F Rotorway based in the South of achieve bench marks. booths in the main exhibition area next to the conference take-off run without any trees was downwind, and yes, I England. The pilot was relatively experienced, the day Now that Australian Helicopters, has been awarded a hall. There is free entry to outdoor displays and exhibi - was indeed stupid enough to take-off down wind. Thanks cool and the wind light. We had a excellent flight in the 10-year contract with the Victorian Government and tions for the general public. Fees will apply to delegates to the relatively airflow, the fact that this was quite a Hampshire area with no problems, and the student passed Ambulance Victoria using AW139 helicopters, attendees attending the conference hall activities. powerful 162F and that we had the space I did not put without issue. may wish to learn more about the new performance leg - More information and delegate order forms at the nose into the ground. But wiser consideration after The next time I flew one of the Rotorways I was islation which made the AW139 the leader in the very www.austhia.com. Check out the venue and relaxing set - the event made me realise I would have been much bet - teaching. It was again a 162F and one that is known as limited pack. Industry experts will guide you through the ting at www.novoteltwinwatersresort.com.au. ter off taking off into wind, even given the presence of being a ‘good one’ with a relatively powerful engine. The thought processes. CASA has offered two specialists to Those who are curious about happenings in Australia; trees and wires. weather was cool, but there was a wind of 18 knots. Now take part in a regulatory/industry panel discussion on can see more at www.bladeslapper.com. Just check out I am told that flying the Rotorway makes you a better for most helicopters 18 knots of wind is going to be many topics, the one of immediate concern is the restruc - the thread starting with AHIA…(topic). pilot and I am starting to see why. worth looking at, but not an intrinstic problem. However, turing of the training industry. The implementation of s

A few days later I did another Rotorway test, this time e with the Rotorway, even the more powerful types, you do n CASR Part 61 is less than four months away. Kindest regards, o

on an Exec 90. There was no wind and the weather was J - not want to turn downwind in such a wind. r We have engaged the services if Greg Ward, an enter - Rob Rich e

hot, so with this less powerful engine we had to be par - t n tainer and MC of conferences. (His real qualification is We had full fuel and were close to the all-up-weight of u AHIA Events Coordinator

ticularly careful. We were careful not to have full fuel h a that of a comedian!) Those attending as delegates (or at the machine. I took off, with a slight cross wind, and n Australian Helicopter Industry Association Limited i

this time, and we did a few tests in the hover to check we g r our conference dinner) will be amused by his profession -

immediately lost RPM. I managed to turn into wind, but o PO Box 1796 had enough power available. We did and everything was e could not get the RPM back up. This was partly because g al and very funny way of doing things. Tickets will be CARINDALE QLD 4152 Australia a

fine. The pilot flew nicely, careful and well and he h

P released soon; we have 190 seats left.

I had the collective too high, but being near to the a Mob: +61 (0) 415 641 774

passed his test. But it is important to be aware of the r g As mentioned in our last edition, we were surprised to ground I found it hard to bring it down, even though I o Email: [email protected] t

machine’s limitations. o knew theoretically I was over-pitching and hence needed h find out we were number two in the Western World for P 20 HELICOPTER LIFE , Summer 2014 HELICOPTER LIFE , Summer 2014 21 a i S o E l i w i t b ( T A 2 t f f H o A n e n t i w E r u s 2 p e f e s o C H o n i e c

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s c s h o ´ 0 r n t g k 2 o s o e f 0 g - 3 Arrius2R Bell 505 Engine Test Run Red Bull latest

he first engine test bench run of Turbomeca’s new More than 3,000 Arrius engines have been sold by Arrius 2R turboshaft took place on April 29th Turbomeca, accumulating 6.6 million flight hours for T2014 at the company’s Bordes factory in south - 430 customers in 60 countries. This proven reliability is annes Arch of Austria and Paul Bonhomme of in Putrajaya, where temperatures in May rise above 30 western France. built into the 2R and reinforced by a 3,000 hour Time- Britain will be taking their heated rivalry for the degrees, as one of the highlights of the season. Putrajaya The latest Arrius variant is destined for Bell Between-Overhaul to be offered at service entry. Hchampionship lead to the hottest race of the 2014 is just south of Kuala Lumpur and was built in the 1990s. Helicopter’s new Jet Ranger replacement, the Bell 505 The engine will also benefit from Turbomeca’s season on May 17/18 when the Red Bull Air Race touch - The city is committed to sustainable development and Jet Ranger XTM, and the initial rotations were witnessed renowned service and support capabilities. es down in Putrajaya, Malaysia for the first time. Arch, represents the coming-of-age of Malaysia. by Bell Helicopter’s 505 Program Director Paul Watts Launched in 2013, development of the Arrius 2R is the 2008 champion, beat the defending champion from Malaysia’s Challenger Cup pilot Halim Othman, a and the new rotorcraft’s development team. proceeding to schedule and certification is planned for Great Britain in the last race of the world's fastest motor - decorated air display team leader and former “top gun” The Arrius 2R is designed to deliver performance and the end of 2015. sport series in Rovinj, Croatia by fractions of a second pilot in the Royal Malaysian Air Force, will be taking power within the 500 shaft horsepower range, while The Bell 505 Jet Ranger X was unveiled last February following Bonhomme’s narrow defeat over Arch in the part in the Challenger Cup competition that gives new improving safety and lowering pilot workload via a Full at the Heli-Expo 2014 convention in Anaheim, season opener in Abu Dhabi. pilots a chance to develop their low-altitude flying skills Authority Dual-channel Engine Control (FADEC). The California, and approximately 200 letters of intent have Japan’s Yoshihide Muroya is looking forward to the under race conditions, in a separate event from the main twin-module configuration will reduce fuel consumption already been signed, indicating a high level of market first race in Asia after getting his career-first podium race. and lead to lower operating costs. acceptance. with a strong third place in Rovinj. Australia’s Matt Hall In the Red Bull Air Race, pilots’ race against the clock is confident the race in his corner of the world can revive as they try to navigate their planes as fast as possible his championship hopes after the former Royal through a challenging low-altitude slalom course filled

l Australian Air Force fighter pilot suffered from untimely with Air Gate pylons. The pilots reach top speeds of up l u n b a pylon hits in the first two races. Canada’s Pete McLeod, to 370 kilometers per hour and endure forces of up to r d e f r a third in Abu Dhabi, will be hard pressed in Putrajaya to 10Gs in the tight turns on courses. b s f f hold onto third overall as the gaps between the pilots has World Championship Standings: 1. Hannes Arch o o y y s s e e narrowed this year due to rule changes – all 12 pilots fly (AUT) 21 points, 2. Paul Bonhomme (GBR) 21, 3. Pete t t r r u u with a standardized engine and propeller. The competi - McLeod (CAN) 12, 4. Yoshihide Muroya (JPN) 7, 5. o o c c h h tion in Rovinj was fierce with a record-breaking number Matt Hall (AUS) 7, 6. Nicolas Ivanoff (FRA) 5, 7. P P a a r r g g of pylon hits. Martin Sonka (CZE) 5, 8. Nigel Lamb (GBR) 5, 9. o o t t o o The pilots have been looking forward to the first race Matthias Dolderer (GER) 5, 10. Kirby Chambliss (USA. h h P P

24 HELICOPTER LIFE , Summer 2014 HELICOPTER LIFE , Summer 2014 25 Russian R66s Round the World Story by Georgina Hunter-Jones Photographs by Dmitry Kubasov

n August and September last year, five Russian men Alexander Kurylev, an aerobatic champion, Dmitriy up with this famous company and become the first in our round-the-world flight would be impossible. In 2010, this flew round the world in a Robinson R66. Their jour - Rakitskiy, Chief pilot of Aviamarket, Vadim Melnikov, country to do it.” new law became effective, which allows you to fly Iney lasted for 43 days, took 220 flight hours and cov - who only learnt to fly in 2010, and Dmitry Kubasov, the There were also more serious reasons for their flight, around Russia in greater comfort. This new Air Law was ered 39,448 kms (24,537 miles). They flew over photographer, cameraman and general gofer. as Michael Farikh explained: “When we flew abroad in an immense victory and the start of our round-the-world Greenland, North America, the Russian provinces of Explaining why they did it, Michael Farikh said, “no 2009, in preparation for the flight, we saw that foreign trip.” Kamchatka and Chukotka and crossed over the Atlantic, one in Russia had ever flown round the world in a heli - legislative systems for flying were much less restrictive The pilots also saw there were economic reasons for all in a small single turbine helicopter. copter, and even in the world there are only 18 such than our own. So, we introduced an initiative for major their flight. In remote places such as Kamchatka and changes to legislation without which projects similar to Chukotka there is very little infrastructure and very little The men were Michael Farikh, the team leader, madmen (and women)… That’s why we decided to join , 26 HELICOPTER LIFE , Summer 2014 HELICOPTER LIFE , Summer 2014 27 These places are virtually inaccessible to see if being closer to the FAA would help. On this trip he the average Russian met an American called Bob Kelly, an experienced and well-connected aviator, who quickly became his friend. Thanks to Kelly, the group were able to get clearance to fly through selected airports in the USA, and the trip became a possibility again.

The Route Farikh explains that they chose their route by looking for interesting places to fly, where there had been less exposure to small helicopters and in particular to the small turbine Robinson R66. Thinking back to his earlier trip around the North Pole, Farikh says, “when we arrived in the Arctic even the helicopter pilots were A break in a busy amazed to see us. They said, ‘you cannot fly a TOY heli - schedule copter here!” The two Robinson R66s started from their home base at Bun’kovo Heliport, 40 miles northwest of Moscow. They then flew to North Cape Norway, to Italy to Ceuta in Africa, to Paris. London, up to Scotland and to the Faroe Islands crossing the North Atlantic to Iceland, and Greenland and making landfall in Canada at Iqaluit on population movement. Moreover, these places are virtu - Aug. 20. ally inaccessible to the average Russian, both because of Quentin lends From Nunavut, the R66s flew across the Hudson Strait the cost and the difficulty of getting there. However, the a hand to Kugguak, Quebec, and continued south through pilots saw huge economic advantages of flying for the Labrador to Goose Bay, and west across Quebec to reach population. Citing Alaska as a suitable example, (which Gatineau Airport on the 21st, and Toronto’s Buttonville also has large areas without any infrastructure, no roads, Airport on August 22. They landed at Fairbanks in Alaska railways etc, but a very healthy small aircraft popula - and flew across Alaska, back into Russia, flying across tion) they pointed out that small helicopters and small planes would revolutionise movement in these areas, much of which is completely cut off from the main cities. “The cost of one flight hour in a helicopter can - not be compared with the cost of a large airplane, were they to use it, for example, to take a shepherd out to pasture and back.” Furthermore, Alexander Kurylev explains, “small air - craft allow for the natural preservation of the environ - ment, by not disturbing the landscape.” All the pilots agreed that if aviation were introduced here it would mean a huge improvement in living stan - dards for the people.

Preparations for the Trip While making preparations for the trip, Farikh dis - t covered there would be a problem flying a Russian reg - e k r a

istered helicopter in the USA. “The USA,” Farikh m a i v explained, “is the only place in the world where you a f o

cannot fly a Russian registered light aircraft.” y s e He made many calls to the FAA, explaining his prob - t r u o lem, only to find that his application was rejected. If c s h they could not fly though Alaska in US airspace they P a r could not make the trip. However, Farikh and his group g o t o were not to be deterred. Farikh went to fly in Canada, to h P

28 HELICOPTER LIFE , Summer 2014 HELICOPTER LIFE , Summer 2014 29 Flying at the top of the Dining on the world in a TOY! beach

not cause anarchy but simply give the freedom to make michael Farikh decisions. Then the area would grow financially.” and Alexander Kurylev The Future What will the quartet do next, they were asked. Melnikov replied, “logically it makes sense to go for speed, but in that case we would have to pursue some Kamchatka and Chukotka, finally to return to Bun’kovo research goals and I think it would be difficult to find an on 14th September 2013. incentive... Perhaps it makes sense to fly to some far- They had a very strict regime, getting up early, flying away places – South Africa, South America, Australia, 12 hours a day and keeping to a strict military timetable. New Zealand. The South Pole, that of course is suicide. This was necessary, the pilots explain, to achieve their But to fly to other continents would be interesting.” goals and make their dream come true. So, perhaps it will be the suicide run? We wait to see They carried long-range tanks, which allowed them to what this group decide, but it is sure to be intriguing. do five hours flying without refuelling, and they worked on using 87 litres (23 US gallons) per hour. The most challenging experience, Vadim Melnikov, the least experienced pilot explained, was flying into The Alexander Kurylev, Vadim melnikov, Dmitriy Rakitskiy, Faroe Islands in the North Atlantic in fog. To get into the Dmitry Kubasov, and michael Farikh, the team leader. airport you have to fly between mountains and the visibil - ity was pretty low. However, he adds, they had some good advice from an experienced British aviator who explained the best way to fly in. And both helicopters made it without incident. Formation Indeed the whole trip was incident free. And, although both helicopters carried spare parts none of these were needed and there was not one single technological prob - lem. Flying into virtually unvisited regions in Russia gave the aviators another perspective on their country. The bur - den of bureaucracy! Alexander Kurylev explains, “two identical towns in Alaska and Russia, both with 800 resi - dents. The Alaskan town has a mayor and a police offi - cer; the Chukotka town has an entire administrative staff! Bureaucrats who decide what can and cannot be done. They are all receiving large salaries from the state budget and have no interest in the development of the region. More freedom should be given to entrepreneurs; this will

30 HELICOPTER LIFE , Summer 2014 HELICOPTER LIFE , Summer 2014 31 macedonian Warriors Summer 2014

Paul Kievit and Carlo Kuit Photographs by Broncho Aviation

n 2001, the Macedonian Air Brigade came into ing of the Mi-17 crew was not sufficient and the crew’s being after the tragic crash of a Mi-17 helicopter knowledge levels and the facilities themselves were Ikilling all the people onboard. The investigations found to be insufficient by Inspectors of the Ministry of after the crash highlighted various problems; the train - Defense (MoD). The conclusion was that a new way of

32 33 training had to be established to prevent such crashes in mindset. Every PTC pilot first has to have a test flight Four Bell 206s the future. The 2001 crash led to the creation of the are used for basic with the Air Brigade, after that further training is done Military Aviation Authority (MAA). The MAA is cur - training onto either the Mi-17 or Mi-24. rently responsible for the definition of rules and training During February 2012, Mr. Shraga took the role as within the Macedonian Armed Forces; their main role is Director of the PTC supported by Chief Flight to liaise between the Ministry of Defense of Macedonia Instructor Mr. Mann, both were experienced helicopter and the in 2011 established Pilot Training Center (PTC) pilots and currently working for Elmak. Both have located at Petrovec airport, the sole location for the eight year contracts to the PTC.” We bring the spirit of Macedonian Air Brigade. Israel and introduce a new training approach for pilots Inspectors of the Air Brigade and the representatives and their future tasks,” Mr. Shraga explains. “The crash of Elmak (Macedonian company led by the Israeli com - in 2001 with a Mi-17 made the government realize pany Elbit) discussed ways of recruiting new pilots and changes were necessary to the existing doctrine in the the e-assessment of cadets already in training with the Macedonian Air Force and the way training was previ - Air Brigade. The result, after two years of detailed ously being conducted”. Chief Flight Instructor Mr. analyses, was that the Ministry of Defence of the Mann adds “We are in uncharted territory as the old Republic of Macedonia and the Israeli company Elbit Yugoslavian way of working was still in use, develop - signed an agreement on the 28th of December 2010, to ments in training doctrine basically stopped during the establish a Pilot Training Center (PTC). The PTC will late 1980s, however the skeleton is still strong”. He educate pilots for the needs of the Ministry of Defense continues “The biggest gap we have encountered is that and the Ministry of Internal Affairs, as well as for the an unified training programme was not available. “The needs of the other state institutions. The PTC is the first power behind the flying is the way of thinking”. Mr. Centre of this type in the South East Europe. The bene - Mann adds. “We are forming Air Warriors”. fits are expected to become visible in several years The first phase of training by the PTC ended in late when the PTC is planned to grow into a Regional 2013 with the graduation of four pilots. Two classes Center allowing for training of pilots from other coun - have been trained so far with the 3rd class going tries. through the ground phase during the author’s visit in The agreement between the Macedonian MOD and May 2013. The first one ended the basic phase and the Elbit specified an eight year partnership, assets, includ - second ended the advanced phase, so trainees graduat - ing five Zlin 242 training aircraft and four Bell-206 hel - ed in March 2014. The PTC has logged 186 hours so icopters and technical assets, were transferred to the Ministry of Defense. The training of the first generation of pilots at the been four Bell-206 helicopters to support the Pilot train - The goal is to provide 15 PTC would be carried out by instructors from Elbit (this ing in the PTC. The first was procured second-hand well trained pilots role will be gradually taken over by Macedonian from the Irish company Gaelic Helicopters (C/N 4513, There is an eight year partner - instructors). To support the PTC the overall required ex EI-MER) and delivered to the PTC at Petrovec Air ship between Elbit and the infrastructure has been built from hangars, classrooms macedonia mOD Force Base on the 22th of November 2012. By end of and simulators. Dragan Nedelkovski, Quality Manager 2013 all four Bell-206 helicopters were delivered to the and Flight Instructor, who has been involved in the PTC. With the arrival of the Bell 206s NVG training analysis process, emphasizes that the operational per - became possible. The aim of the Bell-206 is to close the sonnel in the squadrons of the Air Brigade will be able gap between Zlin 242 and Mi-17/24 when pilots have for the first time to solely focus on their operational their conversion done at the unit. tasks. Before the start of the PTC, the pilot educational The idea of the PTC came from the Office of Colonel process was carried out by the Brigade, a very demand - Kire Kolevski (Air Force Brigade Commander). At the ing task and taking a lot of energy from the pilots who time he was Wing Commander of the operational units s e

were also busy with the execution of their daily tasks. n that took care of the training. “Currently the PTC is o J -

The Macedonian Air Force and Air Defence Forces r seen as a company that makes our pilots ready for the e t n

(Makedonsko Voeno Vozduhoplovstvo i u Mi-24 and Mi-17. When the UH-1 was still in service it h

a took up 60-100 hours of the training, the conversion Protivvozdushna Odbrana) was created on the 10th of n i g

r from Zlin to the Mi-24 took two years and was very dif -

June 1992. The Macedonian Air Force and Air Defence o e

Forces acquired four Mi-17 helicopters from the g ficult. With the PTC now in place the conversion will y b

Ukraine in 1994. Four Zlin 242L trainers were acquired h take 15-20 hours, so 2-3 months,” explains the Colonel. P a r

from the Czech Republic in 1995. The Zlin’s are cur - They do NVG g The Personal goal for Colonel Kolevski is to adapt to o t

rently in the fleet of the PTC. Latest acquisitions have training o the Israeli way of flying and even more to the Israeli h P 34 HELICOPTER LIFE , Summer 2014 HELICOPTER LIFE , Summer 2014 35 The first PTC course started with ninety cadets. After the air screening there were only sixteen left, after the flight screening there were only four cadets left. The second course started with thirty-nine cadets (twenty-seven of macedonia has given four Bell 206s to the whom had already participated in the first course). After the PTC for training end there were three students who passed. Colonel Kolevski adds “The first goal for the PTC is to provide a maximum of fifteen pilots to the Air Brigade, after that the Macedonian Police will send their student pilots to the PTC”. According to student pilot Stefan Gjorgjiev the first three PTC classes will produce four students each. The Macedonian Air Force will require eight pilots each year. Within a number of years it is expected to have replaced all fifty-two pilots, one third of whom will be Police Aviators, who are now (2014) on active duty and were trained by aviators from the PTC. Next to the development of the PTC the Air Brigade started an extensive upgrade programme to their existing fleet of Mi-8MT, Mi-17 and Mi-24 helicopters, the pro - gramme known under the name “Alexander” dates back to 2007. The upgrade is being led by Elbit systems. “In total eight Mi-24s will remain operational with the Air Brigade. Four of them will be fitted with the “Alexander” upgrade and the other four will have the ‘Jasmin +’ upgrade, the lat - ter upgrade will only have a NVG capability”. Lt. Colonel Ivanov ‘Delfin’ Slobodan adds. Currently two Mi-24s and far. “The type conversion (Mi-17/24) is not the respon - ing mindset during the daily flying. They have to think one Mi-17 have been fully upgraded to ‘Alexander’ stan - sibility of the PTC, 30% of conversion is supported by there selves, calculate in height, weight and tempera - dard. the simulator” Mr. Mann adds. The Simulators were ture” concludes Mr. Mann. Major Dragan Nedelkoski, One of the main limitations during combat missions in built by ‘Simultec’ Romania. Both basic and advanced currently working for Elbit/Elmak, states “It is another the past was the lack of night flying capabilities of the Mi- training can be conducted on the simulators. The Mi-24 way of thinking, this is also true for the fifteen young 24 fleet. After the 2001 conflict, Macedonia decided to simulator is based on the ‘Alexander’ upgrade. Both the people currently in the Air Brigade”. upgrade two Mi-24s under the “Alexander” project (#201 PTC and the Air Brigade will use the simulator for The ground school consists of physical fitness and and #205). The project was outsourced to the Israeli com - advanced training. English language test, as well as flights with the future pany Elbit Systems. The first partially upgraded Mi-24s “There was a gap between the organized recurrency PTC trainees. A PTC committee decides whether a stu - The advanced phase is returned to service in November 2007 after an overhaul at training, this because of the different experience level dent is suitable to be trained. The next phase is the 85 hours of flying AVIAKON (Konotop Aircraft Repair Plant), Ukraine. As of the pilots” said Mr. Mann. The Macedonian Air flight screening, in which the student has to perform ten part of the “Alexander” upgrade the Mi-24 is now equipped Force had to deal with a limited amount of flying hours flights with an experienced instructor pilot. This phase with a ANVIS/HUD-24 (Aviators Night Vision Head-Up and a small quantity of aircraft. “For the foundation and is concluded by a decision by the Committee whether to Display) system developed by Elbit. This day/night systems basic training, the training part was the missing link,” allow the student to continue or not. When the PTC stu - combines helmet-mounted AN/AVS-9 night vision goggle Chief Instructor Pilot Mann concludes. dent passes the flight screening he/she signs up for a (NVG) imagery with aircraft flight and navigation data, “An important issue is that now many cadets have period of 18 months with the PTC in which the elemen - including computer generated graphics on altitude, horizon, the same instructor for a long time. The instructors can tary flying and advanced flying phases are taught. The speed and heading. The ANVIS/HUD-24 is enhancing the n n o o i i t work with the cadets on their problems and update their elementary phase consists of 38 flights (without take t flight safety and tactical awareness of crews. With a possi - a a i i v v a skills. Every phase is an individual one and is also indi - offs and landings by the student). To support the stu - a ble membership to NATO in the future missions, communi - o o h h c vidually screened, this is done during the debriefings” dents there are five Zlin 242L aircraft and four instruc - c cations, navigation and identification systems are by now n n o o r explains Mr. Mann “In Israel the cadets are 18 years old tors, including the PTC Director, who train the students r NATAO/ICAO compatible. The modernized ‘Hinds’ are b b f f o and highly motivated. In Macedonian the cadets are on the newly acquired Bell-206 helicopters. During the o able to navigate using GPS, VOR, ILS and DME equip - y y t t s s e between the 23-26 year and less open minded. They elementary flying phase 65 flying hours will be logged e ment. The cockpit of the Hind also has been rebuild by r r u u o have to change their way of thinking, the first were fly - by the students, the advanced flying phase will consist o installing two 6in x 8in color displays, one of which is a c c s s h ing with the intention of not breaking the rules, now of 85 hours of flying. As part of the contract with Elbit h multifunctional touch display. To reduce the pilot workload, P P a a r r g they need to learn to think for themselves and also 1400 flying hours on the simulator are included for g a Hands-on Collective and Stick (HOTAS) and an o o t t o make decisions there selves. This gives back a challeng - training in both the elementary and the advanced phase. o improved armament integration system have been installed. h h P P 36 HELICOPTER LIFE , Summer 2014 HELICOPTER LIFE , Summer 2014 37 sion from the old Mi-24’s to the new ‘Alexander’ update was conducted by a ground course in one month”. A select - ed team went over to Israel, making use of the ‘Train the Trainer’ concept when they came back to Macedonia to train the other pilots in the unit. The conversion to the Mi- 24 ‘Alexander’ takes at around 18 hours for basic flying and NVG. The combat training and target weapon system training is an additional 8 to 10 hours. The Mi-17’s now have a good system, new helmets, NVG capability Lt. Colonel Ivanov ‘Delfin’ Slobodan says. The ‘Jasmin’ update consisted of small things like an extra data link and the possibility to use laser guided missiles and a protection system. The conversion of the Mi-17 and the training were completely done at Macedonia. The Mi- 17 squadron has currently 6 Mi-8/17 pilots and 8 opera - tional aircraft. Lt. Col. Slobodan says, “Plans and achieve - ments for the Mi-17’s are; more advanced training and The mi-17 fleet is also being enlisting younger pilots. “In the future 8 Mi-24 Hinds will upgraded be operational with the Air Brigade. Four of them will be fitted with the ‘Alexander’ update and the other four will have the ‘Jasmin +’ update” according to Lt. Colonel Ivanov ‘Delfin’ Slobodan. The ‘Alexander’ upgrade has Other improvement is the new line-of-sight (LOS) given the Macedonian Air Brigade a valuable asset and are module integrated with the ANVIS/HUD-24, which the most advanced “Hinds” currently available and could improves and increases coordination between crew play an important role within NATO in the future. members. LOS gives the pilots a much improved ability to acquire targets, the gun turret can be con - nected to the WSO’s helmet, allowing the gun turret to be aimed at a target by simply looking at the tar - get. Perhaps one of the most important updates is the addition of an electro-optical payload/forward looking infra-red (EOP/FLIR) camera to improve weapon delivery in all-weather situations. Necessary weight saving for the Mi-24s was achieved by removing all subsystems for the 9K113 ‘Shturm’ (AT-6 “Spiral”) anti-tank guided missile system, as well as removing the automatic bombardment sys - tem. As a result the Mi-24s are not able to use anti- tank missiles anymore. The first fully upgraded Mi- 24 (MAF-201) was presented on 10th of June 2009. The current Mi-17 fleet is also being upgraded. By now one Mi-17 has received a full “Alexander” n o i t

upgrade similar to the Mi-24s apart from the a i v

weapon upgrade. Furthermore, two Mi-17s received a o h c

a lower upgrade consisting of IFF, NVG and multi - n o r

functional touch-screens and moving maps. This b f upgrade is locally known as “Jasmin” according to o y t s

Lt. Col. Slobodan, Squadron Commander of the Mi- e r u

17s. “The conversion to the Mi-17 and the training o c s

were executed in Macedonia. All the students were h Conversion to the mi-17 P a

r Some mils mi-24Vs have the Alexander trained in one and a half months, which included12 takes and a half months g o

t upgrade, others the Jasmin flying hours”. Major Ckorov explains. “The conver - o and 12 flying hours h P 38 HELICOPTER LIFE , Summer 2014 HELICOPTER LIFE , Summer 2014 39 making it the lightest Whirlwind by some margin that I crash onto the helipads of the hilltop pickets. Getting air - have ever flown. In service, they were notorious during borne again was less of a problem, as you could often get Westland Whirlwind HAR mark 10 their long lives for accumulating the fixed fittings for to the edge of the pad, tip the Whirlwind over and gain every conceivable modification known to helicoptering speed for a climb away. man. One particular machine in the Far East had been The winch, mainly used in the SAR role was mounted modified with the fittings for, in addition to the normal over the main cabin door and could lift 450 lb. The 60 ft role equipment, sand filter nose door, underslung load of cable was distinctly short for jungle rescue, leading to gear, package winch, two GPMG machine guns, HF an ad hoc and time consuming technique involving 60 ft radio, Night Sun kit, Decca Navigator and SS11 missile lengths of tape and a lot of winching in and out. firing. The latter capability ceased abruptly when, fol - Entry to the cockpit involves a climb up to the sliding lowing a missile failure, the operator pressed the ‘Clear window, aided by slippery hand and footholds. Once aircraft’ switch instead of the ‘Missile Jettison’ and installed, it is apparent that ergonomics were not high on dropped all the carriers, missiles etc, into the South the designers’ priorities. Switches, buttons and levers are China Sea. With all this kit, two crew and full fuel, you scattered liberally about. However, all the instruments could not carry anything else! are the old, large easily readable variety, with the flight The external check is extensive. There are five gear - instruments arranged tidily in the standard ‘T’ pattern. boxes between the front and the back, two hydraulic sys - The seats adjust vertically and the pedals fore and aft. tems, assorted belt drives, and removeable panels galore Unfortunately, the seats with squashy foam cushions with their zsus fasteners. Apart from the usual checks for were guaranteed to produce long term back problems, damage to the rotating components, it also involves a lot particularly when a backpack dinghy was worn. of climbing. The Whirlwind is a tall beast and getting to The engine is normally controlled by a very early gen - the tail rotor gearbox without a ladder is an acrobatic feat eration analogue computer, a sort of stone age FADEC, that defies description. which can cause some heart stopping moments if it The cabin is large but rather deceptive because of decides to pull a fast one. In a bad mood, (its signalling weight considerations. In theory ten troops could be car - circuits do not like damp), it can open the throttle to full ried. In practice, four was more likely, maybe five if they power, freeze it or shut it to flight idle, usually at the were Ghurkas, or three if they were New Zealand Maoris most inopportune moment, demanding a quick grab for and one of them was carrying the mortar base plate. the manual throttle selector on the stick. The manual Even then the fuel load had to be drastically reduced, throttle removes engine protection circuits, is very high which meant range was very restricted! geared and demands care. For pilots converting from Again theoretically, 2000 lb could be carried on the normal piston engine throttle/lever techniques it is a bit hook. In the hotter and higher parts of Aden, this often of a challenge, as there is no connection between the degenerated to a derisory 700 lb. It was better to put a lever and the engine power. You have to think throttle Derek Jones reports on the last bigger load in the cabin and carry out a sort of controlled controls the power and the lever controls the RRPM. Westland built Sikorsky S.55 derivative still flying, G-BVGE

It is important to avoid he S 55 design goes back a long way. The first version of the General Electric T 58. Unfortunately the the hot exhaust prototype flew in November 1949. It was the first original main gearbox and all the dynamic components Thelicopter with a really usable large cabin and were retained, so the 1050 shp Gnome was derated to flew in all roles both military and civil. Rumour has it 730 shp to suit.

that the CIA used one of the earliest production models Some Whirlwind 10’s were conversions from piston s e n for clandestine operations in Korea (painted black no versions, others being new builds. XJ 729 served with o J - r e

doubt). both 22 and 202 Search and Rescue Squadrons in the t y n r u o

Westland Aircraft Ltd. acquired a licence to build them UK, finishing it’s career at the SAR Wing Headquarters, h g a e n r (and in the process made them heavier), initially with where it was maintained in a serviceable condition for i g g r e o n

Pratt and Whitney or Wright Cyclone piston engines. some time. e a J g f Later versions for the Royal Navy had the 750 hp 14 In civilian life as G-BVGE and owned by Andrew f o o y y s s e cylinder Alvis Leonides Major engine, but the extra Whitehouse, it now resides in Southern England, where I e t t r r u weight led to a very marginal performance. flew it recently. It is now painted to represent the colour u o o c c h A significant boost in capability was given when scheme that it wore when flown with 22 Squadron. h P P a a r r g Westlands replaced the heavy piston engine with a de During a previous refurbishing process, a large num - g o o De Haviland Gnome t t o Havilland Gnome gas turbine, itself a licence produced ber of redundant fittings and cables etc were removed, o h h engine P P 40 HELICOPTER LIFE , Summer 2014 HELICOPTER LIFE , Summer 2014 41 Although with a lot of practice all manoeuvres are possi - The Whirlwind is 15 feet 7 inches tall and the pilot ble, generally it is better to treat everything very gently. has to climb up steps to enter the cockpit Andrew Whitehouse owner of the last Engine starting after the cockpit check is simple - nor - mally. Booster pumps on, LP cock on and press the start Westland built Sikorsky S.55 G-BVGE button. At 4500 rpm, the HP cock is opened and the com - puter winds up the engine to ground idle. Now the rotor brake can be released, and the rotor speed select lever gin - gerly eased forward to the fully governed gate where the rotor rpm will have reached 220 - 222, and the hydraulic and DC systems will be on line. Now the A/C systems which power the gyros and radios can put on. The cyclic and collective controls are fully powered by the two hydraulic systems and have no artificial feel. It is usual to fly with the cyclic frictions off and a bit of collec - tive friction on to stop the lever moving of its own accord. The yaw pedals are not powered, and in the hover the left Thirty degrees is the maximum and you exceed it at foot forces are distinctly heavy, exacerbating the back - your considerable peril at higher weights and speeds. ache! This makes displaying the Whirlwind a bit of a tippy- In its current lightened state, ‘GE’ uses a lot less power toes exercise to make it look interesting, and is prefer - in the hover than it used to, typically about 800-900 lb ably done at low fuel states. torque against the maximum of 1290, even at the full fuel The view from the elevated pilot’s seat is good to the load of 1400 lb. front and sideways to the right. Unfortunately in the The transition to forward flight is easy. Just lower the slightly nose down cruise, you look right at a thick bar nose a little and pull the collective to climb power, the across the windscreen. Anywhere to the left and below engine computer sorting out the details. Normal climb is unknown territory and meant a lot of trust in your speed is 55 kt giving just over 1000 fpm. The rather crewman in winching or load lifting exercises. strange forceless cyclic control now becomes apparent. One of the more useful controls was the fuel jettison You cannot let go of it - ever. If you do, there will be a switch, particularly in the SAR role. How much fuel to violent manoeuvre as it just falls over to full travel. Once jettison to be able to lift soggy survivors out of the sked why he bought the machine, Andrew in forward flight, the load on the left yaw pedal reduces water needed complex calculations, relating weight lift - replied: “Why indeed?” considerably. ing capability, fuel needed for the hover and enough to A In the cruise, the Whirlwind rumbles along at 90 kt, get back to base or hospital. “I have known the machine for the last 10 years and using about 55 gallons of Jet A1 per hour. Again a bit of Whirlwinds were designed in the days when engine have flown it many times with Jim Kelly, plus I have a attention is required as the Vne is only 95 kt. The rotor failure was not an uncommon occurrence. Hence, its strong and historic connection with Agusta Westland in was never designed for high speed antics, or lots of bank. auto rotation characteristics are extremely benign. The Yeovil. And I want to keep the only flying Whirlwind rotor has lots of built in inertia and the four wheel in the world flying. undercarriage is pretty forgiving of heavyish arrivals, (Call it) History and heritage ???...... And, it’s kinda neat to be one of the only two current Pre-flight check is provided the touchdown is reasonably level, although whirlwind pilots in the world.” a long perform - the brakes are not very effective. Landing main wheels ance first and then pitching forwards is liable to lead to a History short Whirlwind, as the rotor can chop the tail off. Whirlwind HAR.10 XJ729/G-BVGE Was bought for In service, for the most part the Whirlwind 10 was a scrap in 1992, restored to flight that year and flew regu - friendly beast and rarely let you down, in spite of oper - larly until its departure to Ireland in the late 90's. She was ating in some distinctly adverse conditions around the a regular airshow performer during the mid 90's including world. However, its size led to assumptions by the RIAT in 1995 - Then owned by James Kelly in Ireland, uninitiated (usually the Army) about its capabilities, her permit to fly expired late 2008 and was not renewed, which were often optimistic and meant pushing the XJ729 has now been acquired by Andrew Whitehouse margins to achieve worthwhile results. and has been granted a permit to fly on 6th December Now, to be flying the last one brings different pres - 2013. It made a static appearance at RNAS Yeovilton Air sures. One is constantly aware of flying something rare Day in 2013 and is due to participate in several air shows and historic, and the thought of breaking it, whilst not in 2014. spoiling the pleasure, induces some caution. XJ729 has flown 8 hours up to date in 2014 and can be seen regularly around the West Country

42 HELICOPTER LIFE , Summer 2014 HELICOPTER LIFE , Summer 2014 43 Georgina Hunter-Jones on a greenhorn’s flight in the last the nose to pitch slightly up and down, which by now was The main rotor is surprisingly expected. Recovery from pitch changes are easy and close to the cockpit Westland built Sikorsky S.55 G-BVGE smooth but it is embarrassing finding it difficult to hold height and speed. Even steeper turns were very benign, but you do need extra power and some pedal input. The machine was not intended for severe flying movements. We did a few autorotations and that was a surprise. Firstly, because the collective has such a short distance to travel from cruise position to autorotation position, and secondly because it is all so slow and gentle. However, we were descending at around 2000 feet a minute, so slow and gentle can also be quite fast! The flare at the bottom of the autorotation needs to be started early. Although this is obvious it still cannot be overstated. The machine is heavy, has a slow reacting engine and was descending at a high rate of speed, while still appearing to be hardly moving. In fact the flare recov- ery was as gentle as everything else and easily done, the power is so great compared to our weight (we were only You need to be an acrobat to two on board and there was less than half tanks) so we check the tail rotor gear box came to a gentle graceful hover 10 feet above the ground. Finally, we did a confined area back into the farm. Here you are definitely aware of the size of the machine. The he pilot in command flies from the right-hand trols, and although there was not much wind you are landing area is actually quite large, although there is a seat. The cockpit is high off the ground and there pushing against the torque. In the hover I found I had to hedge on the approach, but flying a helicopter of this size Tare steps to get up there. While this is fine when push hard on the left pedal to turn, however in forward it seemed so small, and to those watching I was clearly the engine is shut down, approaching the Whirlwind flight the relative airflow and shape of the helicopter quite close to the hedge. As I mentioned before, it is when it is fired up (especially if getting into the left hand means there is only occasional need for pedal input, and impossible to over-emphasize how high you need to be cockpit) it is very important not to cross the path of the right hovering turns were very smooth as the large fin above the ground and how high you already are. turbine outlet as this is very hot and very close to the and normal left foot input balanced the machine’s ten - I loved flying the Whirlwind. I thought of it as a huge cockpit steps. Once at the top of the steps, is important to dency to run away. kindly teddy bear, but I did have to remind myself that real put your head into the cockpit first, rather than your feet, We took off from the hover and into the circuit with bears can bite! as leaving your head outside to follow your body would Andrew warning me not to make any sharp movements allow it to get startlingly close to the main rotor, whirling in pitch. Consequently, we took off in a rather upright General characteristics: just a short distance above the cockpit. position and I imagined it would be rather similar flying Crew: Two pilots The first thing I noticed once strapped into my seat is a boat. We climbed at about 55 – 60 knots, using 90% Length: 41 ft 8½ in (12.72 m) just how high above the ground you really are. Clearly, torque. Rotor diameter: 53 ft 0 in (16.15 m) The Whirlwind is 41 this is obvious, but it cannot be overstated. As this was In forward flight, although it felt very comfortable it Height: 15 ft 7½ in (4.76 m) feet 8 inches long my first flight in the Whirlwind I constantly overestimat - was hard to hold height and speed, this is owing to slight Disc area: 2,205 ft² (205 m²) ed our distance from the ground. This was true both in instability in pitch in flight, and is perhaps owing to the Empty Weight: 5,993 lb (2,724 kg) my approach into a confined area and when landing. The lower weight than the original design (this one has had Max Take off weight: 7,800 lb (3,538 kg) cockpit is almost fifteen feet above the ground, as com - all un-necessary elements like the winch motor Powerplant: 1 × De Haviland (now Rolls Royce) Gnome pared to around five foot on a normal high skid machine removed). There are no sharp movements though, and it turboshaft engine 1500 hp (1119 kW) like a Hughes 500. is easy to recover height and speed, but it just means you We lifted into the hover and I was immediately sur - do have to keep concentrating. Cruise speed was between prised at how benign the machine is, without any kicks 80 and 90 knots. VNE is 95 knots so I brought the speed Performance: left or right, it simply lifted up and stayed in a very nice up there to see if there would be any change in vibration Maximum speed: 109 mph (95 knots, 175 km/h) stable hover. levels; there was not, the Whirlwind continued flying in Range: 290nm or 534 km We did some ground manoeuvres, and here again the the same smooth, gentle pace. Service ceiling: 13,000 ft (3,960 m) most important thing is to remind yourself about ground However, there is no trim on the stick, and you cannot Rate of climb: 910 ft/min (4.6 m/s) height. It was very stable in both roll, and in pitch in the let go of the cyclic as it will flop around and that would Disc loading: 3.5 lb/ft² (17.3 kg/m²) hover. Left turns did need a lot of pedal. The yaw pedals change the smoothness of the flight. Power/weight: 0.10 hp/lb (0.16 kW/kg) are mechanical and not hydraulic like the rest of the con - Turns left and right were smooth, with a tendency for HELICOPTER LIFE , Summer 2014 HELICOPTER LIFE , Summer 2014 44 45 Chris Kirk with Going the Distance Valon

By the 176th day of his tour of duty and having been before my friends could then start performing the first involved in just as many ruthless and bloody fire fights aid drills that ended up keeping me alive. with a fanatical enemy, Chris’ life changed forever. Just After that it all gets very blurry but one of my last four days before returning home to his mother and memories was lying on a stretcher, looking up and seeing younger brother, Chris had been carrying water contain - an Apache helicopter. This gave me a slight feeling of ers between an armoured vehicle and his patrol base dur - relief as I knew the MERT helicopter (medical emer - ing a routine re-supply mission. He was close enough to gency response team) was not far behind”… mark Radcliffe writes about see his friend waving to him from the roof of the base The device had sent hundreds of pieces of shrapnel his experiences setting up the charity Wings4Warriors whilst he slowly and meticulously scanned the ground in flying through the air, which had torn through Chris’ front of him with his ‘valon’ metal detector. body with ease. When he awoke in hospital several days s a North Sea helicopter pilot I often find myself Vietnam. Whatever it took, he knew he wanted to This time however he would fail to detect one ruthless later, he was confronted by the realisation that he had engaged lengthy conversations with my col - become a helicopter pilot. device, which had been constructed from plastic to lost a log and wold spend the rest of his life as ‘dis - Aleagues during our long journeys over the hori - As soon as he turned eighteen and having already reduce its metallic signature. abled’. Inevitably he would go on to be medically dis - zon. Most of us know all there is to know about our achieved good grades at school, Chris immediately visit - “I remember stopping to shuffle two water bottles I charged from the Army and had lost the chance of counterparts in the seat opposite and this inevitably ed his local Armed Forces Careers Office. He had opted was carrying and then the next second it seeming to achieving his dream. includes the story of how they too came to find them - not to attend University as he was desperately keen to evaporate into my face, followed by a cloud of dust. My An extremely difficult year followed for Chris, during selves in the best job in the world. join the Army and so it was recommended he enlist in next memory is sitting up facing the complete opposite which time he had to re-learn basic skills such as how to The challenging and dynamic nature of helicopter the infantry and be promoted to Corporal before applying direction and looking at my platoon commander who walk as well as cope with the worry of what to do next. flight attracts some of the most interesting and adventur - for a pilot’s course. was getting up off the ground. When I looked down I Then he stumbled across ‘Wings for Warriors’ during ous people and for the student pilots sponsored by chari - This he did eagerly and just a year later found himself saw a black crater and my left foot seemed to have disap - some late night Googling. ty ‘Wings for Warriors’ this is no exception. Take for on the frontline in the most dangerous place on earth, peared from beneath me. Instantly I knew I had stood on After successfully being accepted onto the programme example the story of nineteen year old infantryman Chris Helmand province Afghanistan. As ‘point man’ Chris had one of the devices I had spent the past 6 months search - Chris has already gone on to complete his PPL (H), Kirk. volunteered himself to lead the front of his patrol, ing for and my combat trousers were pretty much gone which has enabled him to do things and develop skills he Like many of us ‘rotorheads’ Chris’ imagination was equipped with a metal detector to search for deadly and with blood all over my legs. never thought possible. More importantly it has also captured early on after he read the book ‘Chickenhawk’ explosive devices expertly concealed within the dusty Still quite dazed and confused by the whole situation it restored his confidence and pride as he inches ever closer by Robert Mason. As the other kids in his Glasgow landscape. took a while to notice my arm seemed to be spraying to the dream, which he really thought had been lost in neighbourhood dreamed of playing for Celtic or Rangers, He volunteered for this dangerous job because, his blood on me before my platoon commander grabbed my the explosion. Chris would lie in bed and imagine the sound of the UH- own words “I was the best at it, so I figured volunteering left arm and pulled me away from the site of the blast. What is most unique about ‘Wings’ however is that we 1 Huey with its rotor blades thumping their way across was the best chance we had of keeping everyone alive”. This was due to the threat of secondary explosions do not offer these benefits as a short term challenge, 46 HELICOPTER LIFE , Summer 2014 HELICOPTER LIFE , Summer 2014 47 experience or simple confidence boost as we believe a in members of the Armed Forces. sticking plaster simply won’t fix the effects of a long and For a fraction of the cost of training these people for brutal war. Our mission is to provide our bravest and best war we are training them for life as well as meeting a with the opportunity to undergo a prolonged and sustain - legitimate demand for trained professionals in the able change after injury, by facilitating their training as process. fully fledged commercial pilots. This brings legitimate Our first graduates are already employed in locations value to the industry too however, as employers benefit from Aberdeen to Zambia and with your help we hope to from employees with unparalleled commitment and go even further. motivation as well as the characteristics so inherent with - To donate simply text Wings43 to 70070 followed by your donation amount (www.wings4warriors.org.uk) Thank you

48 HELICOPTER LIFE , Summer 2014 2012. In 2013, the company supplied 9 types of helicop - In the past year, deliveries of R66 amounted to 48 Russian and Foreign Helicopters: ters to customers in 10 countries around the world. units, which in relative terms is 56% of the deliveries of Commenting on the results, Alexander Mikheev, CEO all models of Robinson helicopters in Russia. of Russian Helicopters, noted that “the slight reduction in At the same time, there was significant growth of the market trends Russia 2014 volume of deliveries is not associated with a reduction in medium-class fleet of helicopters of major manufacturers portfolio orders or a drop in production, but due to in Russia. The high growth trend began in 2011. rescheduling deliveries to customers.” As can be seen from the data in the table, the supply Article by Zhanna Kiktenko, Helicopter technology from abroad continues to lead of helicopters of medium class in Russia in 2013 the Russian market in the light and medium helicopters increased by 64% compared to the previous year. For Director of the HeliRussia 2014 exhibition segment. The annual survey of dealers of the world's light class helicopters, the growth was 39%. major helicopter manufacturers reveals the following pic - The medium class is still lead by Airbus Helicopters ture of deliveries. (Eurocopter until January 2014). According to the com - Last year was a record year in Russia for numbers of mercial director of Eurocopter Vostok, Artem Fetisov, in imported foreign helicopters. Compared to 2012, deliver - 2013 28 helicopters were delivered to Russia (compared ies increased by almost 50% and totaled 145 foreign- to 19 in previous years) including: AS350, EC120, manufactured helicopters. EC130, EC145. Three more helicopters from this manu - The total number of foreign-manufactured helicopters facturer were delivered to Russia by other companies. in Russia's helicopter fleet is growing. According to data Thus, the Russian helicopter fleet of Airbus Helicopters from the registry in 2009, there were 246 helicopters, in 2013 grew by 31 (versus 22 in 2012). Deliveries of the and at the beginning of 2014, 584, which is an increase year exceeded the previous year by 9 helicopters. Now, of 237%. more than 140 Airbus Helicopters aircraft are operating The absolute leader is still Robinson Helicopter's light in Russia. machines. The Russian fleet increased by 86 helicopters - American company Bell Helicopter also increased its 59% of the total supply of foreign origin helicopters. In deliveries to Russia. Alexander Evdokimov, president of 2010-2012, Robinson had 63% of the deliveries, and in Jet Transfer (official representative of Bell Helicopter 2009, it was nearly 65%. Textron Inc.) reported that in 2013, Russia received 9 Deliveries of helicopters from this manufacturer helicopters: 8 Bell 429 and 1 Bell 407. Two helicopters remained stable from 2010 to 2012, and in 2013, more than in the previous year. increased by 24. This growth was due to increased AgustaWestland greatly increased its supply of heli - demand for the R66, production of which began in 2010. copters in 2013. In the last year, 19 helicopters were Despite the fact that a Russian certificate for this type of delivered to Russia, among which, according to Alberto he helicopter market in Russia continues its phe - orders, provided military helicopters for export, and pro - helicopter was only received in mid March 2013, the Ponti, responsible for sales of AgustaWestland in Russia nomenal growth. Every year, the annual results are duced dozens of batches of reliable and secure commer - Russian fleet of R66 in 2012 already includes ten. and the Baltic countries, 13 AW139, 2 AW119 and 4 Tpresented at HeliRussia in May, this year for the cial helicopters for Russian and foreign customers.” seventh time. Here we have the opportunity to see the The business plan for next year has already been dynamics of Russian helicopter production, plus foreign decided. In particular, the development of major projects technology from 2009 to 2013. More detailed informa - in light, medium, and heavy helicopters have been tion will be provided at the 6th Helicopter Market: agreed. One priority is the acceleration of the implemen - Reality and Prospects International Conference, organ - tation schedule for the launch into the global market of ized by the Helicopter Industry Association and AviaPort new multi-purpose helicopters Ka-62, Mi-38, and Mi- agency, held on the opening day of the HeliRussia exhi - 171A2. An agreement with AgustaWestland has been bition. signed, defining the direction of this joint programme for Production of Russian helicopters has been increasing the creation of a new light helicopter with a take-off since 2005, and from 2009 there was an improvement in weight of 2.5 tonnes. Russian Helicopters and the quality of the structure and range of helicopters mod - Turbomeca have signed an agreement to open a service els in the country. center to support the commissioning of Ka-226T and Ka- Domestic production of helicopters has increased 3.5- 62, equipped with French engines. fold since 2004. Since 2009 it has increased by 66%. At the end of 2013, the portfolio of solid company There is no other machine building industry in Russia orders totaled 808 helicopters, while its value is estimat - with such powerful indicators of growth. ed at 401.2 billion rubles. The delivery plan for 2014 Alexander Mikheev, CEO of Russian Helicopters, includes 100% firm orders. said: “In 2013, the company continued its development In 2013, 303 helicopters were produced and 275 deliv - as a modern, highly efficient and dynamic Russian com - ered to customers. Deliveries in 2013 totaled 275 heli - pany. We have fully implemented the state defence copters, down by 15 helicopters, or 5.2%, compared to

50 HELICOPTER LIFE , Summer 2014 HELICOPTER LIFE , Summer 2014 51 HeliRussia 2014 Alternative Fuel Forum

AW109SP. He also noted that 18 AW139 helicopters are to heavy units. now flying in Russia. The increase in supply compared In Russia, the helicopter work structure today is still to the previous year was 270%. AW139 is now produced dominated by the oil and gas industry, where demand is in Russia and this makes itself felt! The absolute increase mainly for heavy helicopters. However, there has been a of helicopters by this manufacturer for the year was 12 rapid development of the use of helicopters for medical helicopters. purposes: medical evacuation and medical assistance. ast summer, the Russian president It can be seen that all foreign helicopter manufacturers The assessment of the All-Russian center for Disaster instructed the Government of the are doing well in the Russian helicopter market: Bell, Medicine is that more than 200 helicopters are required. LRussian Federation to prepare a com - Eurocopter, AgustaWestland, and of course, Robinson. In this field light and medium class helicopters are most prehensive program for the implementation According to the Civil Aviation National Research effective. of gas fuel in all modes of transport, includ - Institute, over the past five years, the Russian fleet has In addition, light and medium class helicopters are ing aircraft manufacturing. increased by 355 helicopters, of which 314 were light increasingly used not only by private owners and small A round table will be held at HeliRussia and medium class helicopters, and 287 of them of for - helicopter operators, but also the public services: the 2014 entitled "Gas motor fuel is a real alter - eign manufacture. Ministry for Emergency Situations and the Ministry of native to traditional aviation fuel", the task Today, the Russian civilian helicopter fleet mainly Internal Affairs, as well as major airlines including of which is to discuss ways to implement the consists of domestic production, the share of which UTAir and Gazpromavia. instructions of Russian president Vladimir among the total number of registered helicopters is 76%. The increase in the helicopter fleet, following the Putin for helicopters and aircraft of with gas The fleet mainly still consists of 1192 MI-8 helicopters development of the helicopter services market, inevitably motor fuels, including liquefied natural gas. in various modes. entails the development of helicopter landing sites and At the HeliRussia 2014, everyone will During the five-year period under consideration, the infrastructure for helicopter operations, and the need for have the great opportunity to see, hear and increase of helicopters in the light and medium class equipment and services. participate in the discussion of the prospects totaled 166.8%, whereas the increase in the fleet of The HeliRussia international helicopter industry exhi - of breakthrough innovation that will allow heavy units was 3.2%. This despite the fact that the bition allowed companies to assess the changing quality Russia to produce Russian helicopters and structure of the fleet is still dominated by heavy-class of the Russian helicopter market. All types of develop - planes of a category of unique aircraft in machines. Thus there is a clear trend towards an increase ment were be reflected in the exhibition and the business their class, with minimum costs for aviation in the number of medium and light helicopters compared program. fuel.

52 HELICOPTER LIFE , Summer 2014 HELICOPTER LIFE , Summer 2014 53 Russian Helicopters claimed will garner great interest tunities. The Oil Gas & Petrochemical (OGP) market has from its established regional markets. Russian been booming for us globally, especially thanks to the David Oliver visits Singapore Airshow and exam - Helicopters also showcased the multirole Ka-32A11BC, AW139 and now the AW189. In Asia-Pacific region we ines the differences with older European shows which is used in over 30 countries for fire fighting, have an enthusiast customer in Malaysia’s Weststar that search and rescue operations, and complex construction will operate 40 AW helicopters, 34 of which AW139s Words and pictures by the author and installation work. with an additional 10 signed for at the Singapore Air The military range on display at SAS14, albeit in Show. Also, Brunei Shell, Travira and SFS have ordered aunched in 1981 as Asian Aerospace based at the at the local Asia-Pacific market. All the leading helicop - model form only, included the Ka-52 Alligator reconnais - AW139s for offshore transport. We expect big things Changi Exhibition Centre near Singapore Changi ter manufacturers were in attendance at Singapore Air sance and combat helicopter which the international from Indonesia, a relatively small market but with good LAirport, the only major air show in Asia, it has Show 2014 (SAS14) at the Changi Exhibition Centre in community had its first chance to see this helicopter in forecasts in the OGP sector. News should arrive in the grown to become the third largest air show in the world, February. These included the United States contingent summer 2013 at the Le Bourget Air Show in France, coming months and years “fingers crossed”. and is touted by its organisers as the "world’s second with Bell and Sikorsky under their respective corporate where it successfully completed its flight demonstration “Military-wise, the news comes mainly from Thailand, most influential air show". entities, Textron and United Technologies Corporation. programme. Malaysia and Philippines. Our naval capabilities are This begs the question as to which of the European Both companies have enjoyed considerable success in Making the biggest impact in the helicopter section of expressed especially by the Super Lynx in Thailand, and heavyweights it rates itself second to, Farnborough the Asia-Pacific’s military market primarily through the SAS14 were the European OEMs, AgustaWestland and we see market for its ‘heir’, the AW159. Other military which first took place in 1948, or Paris which celebrated US government’s Foreign Military Sales (FMS) pro - Airbus Helicopters, nee Eurocopter. Both companies helicopters that have been finding success are the its 50th show at Le Bourget in 2013, although this event gramme. Although promotion of Bell’s civil range was were looking forward to 2014 with confidence after a Power/LUH light twin, ordered by Philippines and dates back to 1909 when an exhibition of aviation was low key at the air show, its part in the V-22 Osprey pro - difficult year that saw the cancellation of Malaysia, and the AW139 by Thailand. At SAS14 we held at Paris’s Grand Palace. gramme was given high prominence with Singapore, AgustaWestland’s Indian VIP helicopters contract and had the mock-up of the AW149, the ideal modern What is not in dispute is the significant demand for South Korea and Indonesia seen as prime customer tar - Eurocopter faced the grounding of the EC225 fleet and replacement for a series of older models operating in the helicopters in the Asia-Pacific region while the US and gets for the tiltrotor which had already been selected by EC175 programme delays. area, that gained much interest from potential customers. European markets remain static at best and in decline at Japan. AgustaWestland’s Alessandro Capocaccia told We consider the AW139M the epitome of worst. Strong economic growth, territorial disputes, ter - On the face of it, Russian Helicopters participation Helicopter Life “ Singapore is the epicenter of an area AgustaWestland's dual use concept, a COTS platform rorist threats, and modernization programmes will create also seemed low key with only models of its products on that has been seeing impressive and steady economic with military configuration customized to requirements. significant demand for military helicopters in the Asia- show and no helicopters in the static aircraft park. This growth, and no less is the market growth in terms of the Very interesting for modernizing armed forces.” Pacific region, which is expected to reach almost 30 per - was largely because of the dominant position that its Mi- helicopter market. At SAS14 we were incredibly busy, The Corporate/VIP market is, which Alessandro said cent of the total military helicopter market by 2023. 17 holds with the region’s military air arms. However, making us optimistic that we would exceed the 10-15 was always strong in booming countries, was very attrac - Whereas the leading OEMs target a worldwide audi - its ‘new’ Ka-62 aimed at the oil and gas sector was pro - percent growth of the last few years. tive to AgustaWestland which already has a global lead - ence for their products at Farnborough and Paris, moted as being the first Russian helicopter to be created “I'd say that, as far as AgustaWestland is concerned, ership position in the multi-engine segment and which exhibitors at the Singapore Air Show are focused directly as a result of close international cooperation which there are three areas of gained success and future oppor - would grow with GrandNew, AW139 and AW169.

54 HELICOPTER LIFE , Summer 2014 HELICOPTER LIFE , Summer 2014 55 new dimension to the Airbus Helicopters’ relationship ing Sikorsky to begin delivering the commercial helicop - with Avicopter. ter to customers in China. On 9 April AgustaWestland and Sino-US There is little doubt that the Singapore Air Show has Intercontinental of China celebrated the opening a joint an healthy future as a focused shop window for helicop - regional business headquarters in Shanghai to address the ter OEMs targeting the fast growing Asia-Pacific market very promising Chinese market. A week later, at the 2014 while the ‘old’ international air shows at Le Bourget in Asian Business Aviation Conference & Exhibition at France and Farnborough in the UK are centred in a Shanghai, the two leading US helicopter OEMs con - region of falling military budgets and static firmed their commitment to penetrating this challenging commercial/civil markets. These shows are now seen as market sector. little more than expensive networking venues where Bell Helicopter Bell set about bringing its new Short fewer and fewer major contracts are concluded. Several Light Single (SLS), the 505 Jet Ranger to market with its leading OEMs have recently been questioning their rele - Chinese distributor, Aerochine and also promoted its new vance, and with the escalating costs of exhibiting at two long-range twin-engine Bell 525 Relentless which is European air shows, should Singapore be their first aimed at the OGP market. choice followed by either Le Bourget or Farnborough. Meanwhile, Sikorsky announced that the Civil We will watch with interest to see which of the OEMs Aviation Administration of China (CAAC) had issued a will make the break first. validation type certificate for the S-76D aircraft, allow -

malaysian Airbus Helicopters EC725

Airbus Helicopter admitted that its biggest challenge Simulator training centre at Subang in Malaysia. at Singapore Air Show 2014 was to establish the ‘new’ However, all the helicopter OEMs agreed that the company image of Airbus Helicopters. Eurocopter has Singapore Air Show was the ideal venue at which to held a very strong position in the Asia-Pacific market for reach potentially the biggest prize in the sector, the many years and Airbus Helicopter’s President and CEO, Chinese market. According to Bell Helicopter, the com - Guillaume Faury, was on hand at SAS14 to underline the mercial/civil helicopter fleet in China has grown by an importance of the region. As a prelude to SAS14, In average of 20 percent annually from 2009 to 2014, from December 2013, the company carried out a demonstra - 227 to 465, and his trend is also supported by a legisla - tion tour of its EC175 Asia-Pacific region visiting tion which is aligning with US requirements and allows Malaysia, Vietnam and Thailand targeting Oil Gas & more maritime search-and- rescue, patrol and oil-and-gas Petrochemical (OGP) companies. operations.

Airbus Helicopters is confident of substantial sales of Only weeks after Singapore Air Show 2014 Airbus P h o

its EC725 medium helicopters, which is already being Helicopters and China’s Avicopter, the helicopter busi - t o g delivered to the Malaysian, Indonesian, Taiwanese and ness unit of China Aviation Industry Corporation (AVIC), r a P h

Thai air forces, while Japan and Vietnam operate the signed a joint agreement for the production of 1,000 s c o

SAR version of the EC225. The company has a strong jointly-developed EC175/AC352 helicopters at the u r t e

relationship with the region being involved in the devel - Elysée Palace in Paris. Airbus Helicopters CEO s y o

opment with Korean Aerospace Industries of the Surion Guillaume Faury said that the agreement resulted from f d light utility helicopter, and the co-production of the several years of close collaboration between the teams. a v i d

EC120 light helicopter with Hafei of China and ST He added that it set the stage for an unprecedented full- o l i v

Aerospace as well as opening a new EC225 Full Flight scale production framework by both partners and added a e r

HELICOPTER LIFE , Summer 2014 HELICOPTER LIFE , Summer 2014 56 57 S howS For S ummer CAA Legislation Changes concerning helicopters and gyroplanes Woodspring Wings model Flying Club IN-2014/079: Consultation on CAP 774 UK Flight Acceptable Means of Compliance (AMCs) and Guidance Information Services - Comment Response Document 25th Anniversary Material (GM) is to be achieved. Following the recent consultation on Amendment 1 to y 5th and 6th 2014 Jul Edition 2 of CAP 774 UK Flight Information Services, the Civil Aviation Authority (CAA) has published, via IN - 2014/053: Regulatory Documents Containing oodspring Wings Model Flying Club cele - team would be bringing seven large biplanes for a partic - the CAP 774 Consultation page (www.caa.co.uk/consul - References to the CAA brates its 25th anniversary with a bumper aeri - ularly poignant and atmospheric First World War fly - tations), its response to the comments received. The The purpose of this Information Notice is to let regulated al display at its Yatton airbase this summer. past.” CAA is now planning to have a completed CAP 774, W organisations know they do not need to change their regu - One of the most eagerly anticipated events in the Pilots form the Large Model Association will display a which will take into account the comments received, latory documents solely to reflect the changes to SARG. model aircraft flying selection of large ready for publication on the CAA website on 26 June It also advises those who have not yet been briefed of the calendar, the Second World War 2014 Woodspring Wings 2014 Warbirds on vari - high level organisation of SARG and AAA. show takes place at the ous flying slots The Conversion of Registered Training Facilities IN-2014/052: Eligibility of Pilots to Conduct Check Claverham Drove air - including two (RTF) to Approved Training Organisations (ATO) - Flights field near Yatton over Lancasters and a Ad The responsibility for deciding when a check flight the weekend of July 5 sprinkling of This Information Notice provides additional information should be performed as part of the continued airworthi - and 6 and is expected to Spitfires. to those RTFs intending to seek an approval to provide ness management of all aircraft belongs with the aircraft bring flyers and model Gas turbines instruction for Part-FCL Licences, Ratings and owner, maintainer or continuing airworthiness manage - fans from all over the will be well repre - Certificates in accordance with the Aircrew Regulations South West. sented with both ment organisation. Best practice dictates that a suitably qualified, and experienced pilot should be used when it Organised by model military jets and a Changes to CAA TK Examination Service for has been determined that a check flight is necessary. flying veteran Bruce powered sailplane. Applicants for Professional Pilots Licences (A&H), IR McKay, the flying dis - Warren said This Information Notice provides detailed information ORS4 No.1021: manoeuvring Helicopters 500 foot plays feature some of civil aircraft would on the transition to electronic-examinations (e-Exams) This Permission exempts helicopters from the 500 foot the best pilots and mod - be well represented for Flight Crew, Phase 2 of this programme will transi - rule when conducting manoeuvres in accordance with els in the UK including with between wars tion Part-66 AML examinations to an e-Exams delivery. Steve Holland. and post war biplanes along with a representation of the normal aviation practice at specified sites http://www.caa.co.uk/docs/33/ORS4No1021.pdf Some of the biggest and best models the UK has to first airborne refuelling from the inter- war period. IN-2014/057: CRm Training and the Selection of offer will be there, with everything from First World War Jet, electric and glo-petrol powered helicopters will CRM Instructors and Examiners under Part-ORO ORS4 No.1016: Carriage of Approved Oxygen and biplanes to modern jets. Also featured will be exciting also be on show including aerobatics and scale flying. This Notice is to assist operators in maintaining stan - Survival Equipment in Aircraft Flying for Purposes high-altitude rocket Woodspring dards of both Crew Resource Management Instructors other than PT or CAT displays and perennial Wings MAC is one and Crew Resource Management Instructor Examiners Exemption to allow UK-registered aircraft not flying for children’s favourite the of the few model- until EASA guidance is published. ‘Toffee Bomber’. flying clubs in the the purpose of Public Transport or Commercial Air Transport to fly with equipment that is not approved Woodspring Wings UK to own its own Amendment of the requirement to renew a Class or chairman Warren site. The flying Type Rating included in a UK issued Pilot Licence ORS4 No.1018: Flying Tests Smyth said: “We are field and the two This Information Notice advises of a change to the Exemption to allow certain flying tests to be undertaken determined to pull out adjacent fields requirements for the renewal of a class or type rating for on a non-EASA aircraft complying only with airworthi - all the stops for our total about 21 pilots who also hold an equivalent and valid rating on a ness provisions applicable to a private flight 25th anniversary show acres of flat land non-European licence and amends specific details con - http://www.caa.co.uk/docs/33/ORS4%20No.%201018 with more slots for the bordered by cerning the renewal of type ratings given in IN 2013/098 %20Flying%20Tests.pdf top flyers from around streams and ditch - (entitled "Amendment of the Requirements to Renew an the country. In addition es on the edge of Instrument Rating that has lapsed by more than seven ORS4 No.1019: Flying Training/Checking to this the principal the North years"). traders will also be Somerset Levels. Exemption to allow certain types of remunerated flying training to be undertaken on an aircraft which is jointly here along with the The popular IN-2014/058: Regulation of Code-Share Agreements owned and operated for private purposes. popular bring and buy.” show attracts The purpose of this Information Notice is to guide and http://www.caa.co.uk/docs/33/ORS4%20No.%201019 Warren said: “The around 8,000 visi - inform UK air operators about how compliance with %20Flying%20Training_Checking.pdf celebrated Dawn Patrol tors each year. ORO.AOC.115 and ARO.OPS.105 and related HELICOPTER LIFE ,Summer 2014 58 HELICOPTER LIFE Summer 2014 59 HelicopterLife Training and more Summer at to place an advert call sue or email [email protected] Fly Fizzi Books see also http://www.helicopterlife.com/advertising.html macWet Gloves

selection of books are available from elicopter Life was sent a pair term the gloves became so cold I could Fly Fizzi books, including: of MacWet gloves to test-fly, not continue to wear them, and had to www.helicopterlife.com A Hso I took them flying and this replace them with my former leather Benjamin Franklin Book of is my opinion. As far as simply using gloves. Long term; three days later the gloves is concerned they were very they were still smelling of AvGas, and HELICOPTER Recipes good, they fitted tightly and I was able I suppose could potentially be a fire half cookbook, half historical, sometimes to do fiddly things with switches and hazard. LIFE whimsical, information fasteners, that are not so easy with Given that in an aviation environ- normal leather flying gloves. They are ment you are likely to spill fuel I did SSavingS CCertifiCate made from synthetic material. not think these synthetic gloves were Atlantic Warrior However, while fuelling the Rotorway as suitable as leather gloves which, YES P LEASE ! Send me two full years - Peckham Diamonds I managed to pour fuel over my although not as neat for dainty manip- 8 exciting issues - of gloves: this became a short term prob- ulation of screws etc do protect your HELICOPTER LIFE Dear Best Mother lem and a long term disaster. Short- hands better. 2 Years (8 issues) only £22.00 (30% savings) and I prefer 1 Year (4 issues) only £14.00 (15% savings) many children’s books Please add £8 for each foreign order and prepay in UK funds. www.flyfizzi.co.uk Size 36 mm Haveave a Smartphone?Smartphone www.av8heli - Scan this QR codecode tto find out moreore about eexhibitingxhibiting or visit wide by wwww.helitechevents.comw.helitechev copters.co.uk YOUR NAmE: 31 mm high Name FlyFizzi Helicopters (PLEASE PRINT) Ltd Address

In association with City Postcode UNDERWATER ESCAPE/ News and views GIFT FOR: Single advert Be part ofSU REurope’sVIVAL TRA INING www.pelican- @ Name airways.com (PLEASE PRINT) £35, reduced largest w100%ww.A NdedicatedDARK.co.uk http:// Address to £25 each helicopter exhibition helicopterlife. City Postcode 01489 581755 JAA approved blogspot.com for four issues INTERESTEDINTERESTEDTED IN EXHIBITING?EXHIBITING? JOIN US ContactContact ElexElex vvanan RRensburg,ensburg, Sales Manager 114-164-16 OCTOCTOBEROOBERBER 20201414 Tel: +44+44 (0)20 88910910 78107810 Southampton, UK [email protected]@reedexpo.co.uk AMSTERDAMAMSTERDAM RAI SEND ALSO TO: 30+&$54*4"'".*-:#"4&%%&4*(/"/%#6*-%$0.1"/:5)"5)"4#&&/&45"#-*4)&%'0307&3 Name :&"34!&41&$*"-*4&*/)*()26"-*5:3&/07"5*0/43&'63#*4).&/54#6*-%*/("/%."*/5&/"/$& (PLEASE PRINT) 803,*/"--"41&$540'5)&$0/4536$5*0/*/%6453:$07&3*/(#05)%0.&45*$"/%$0..&3$*"-$-*&/54 Address !& "-8":4 453*7& 50 "$)*&7& 5)& )*()&45 45"/%"3% 0' 803, #: 64*/( &91&3*&/$&% 501 City Postcode 130'&44*0/"-450%&-*7&3:063130+&$50/5*.&"/%.&&5*/("--#6*-%*/(3&(6-"5*0/4 Join & follow us Organised by Searchch forfor helitecheventshelit on these social media channels Payment enclosed (Make cheques out to Helicopter Life ) Send form and cheque to: HELICOPTER LIFE Magazine 59 Great Ormond Street, London WC 1N 3HZ , England Savings are off the £3.99 per issue price. Please allow 6-8 weeks to receive your first issue.      0/%0/065)"/, /*7&34*5: "35*5*0/*/(!03, -"45&3*/( 36/&- /*7&34*5: 641&/%&%&*-*/(4 "31&/53:0*/&3: HELICOPTER LIFE is the HIGH LIFE 5&03(&4041*5"- 3645 "30-%!00%041*5"- 3645 -&$53*$"- 3*$,803, 60 HELICOPTER LIFE , Summer 2014 HELICOPTER LIFE /(-*4)&3*5"(&, Summer 2014 -6.#*/( 00'*/( 61 )0."400, *30/%*5*0/*/( &"%803, )&3*57"- /5&3*0395&3*03&$03"5*/( *-*/( /*7&34*5:0'!&45.*/45&3 -003*/( 3"*/4 "3/"3%04 6-)". 1&$*"-*4513":*/( 635"*/4"/%-*/%4

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  -"), ).'/ ".%01/*&$32$/4+!)3& 666".%01/*&$32$/4+ Company News Company News Robinson R66 EASA Certification Robinson R66 Chinese Certification

n April 30, 2014, four years after initial FAA cer - European market. Presently, there are sixteen R66 serv - tification, the European Aviation Safety Agency ice centers, of which thirteen are dealers, approved in Oissued its type certificate for the Robinson R66 Europe. Turbine helicopter. Robinson is pleased to add EASA Currently priced at $839,000 USD, Robinson designed member states to the now over fifty countries (including the 5-place R66 to be a mid-size, low maintenance tur - Australia, Brazil, Canada, Japan, Russia, South Africa, bine helicopter that would perform as well or better than and the U.S.) that have certified the R66. its competitors, but at a lower cost. To date, Robinson EASA certification marks an important milestone for has delivered over 500 R66s and estimates total fleet Robinson, and with certification finally in place, hours at over 160,000. In response to customer feedback, Robinson can deliver its current backlog of European glass and touch-screen avionics were recently added to orders and focus on strengthening its presence in the the R66’s options list.

hina’s civil aviation authority, the CAAC, certi - play a more prominent role. With low operating and fied the Robinson R66 Turbine helicopter on 29 acquisition costs, the high performance 5-place R66 is CApril 2014, almost one year to the day the certifi - well suited for the country’s emerging rotorcraft market. cation process began. China joins the now over fifty Foreign markets have historically represented two- countries including Australia, Brazil, Canada, EASA thirds of Robinson’s sales. To date, approximately 500 member states (Europe), Japan, South Africa, and the R66 helicopters operate in more than thirty countries and U.S. that have certified the R66. Robinson estimates total fleet hours at over 160,000. In As China relaxes airspace restrictions and its general response to customer feedback, glass and touchscreen aviation continues to develop through investments in avionics were recently added to the R66’s options list. infrastructure and training, helicopters are expected to

62 HELICOPTER LIFE , Summer 2014 HELICOPTER LIFE , Summer 2014 63 A CCidenT r eporTS A CCidenT r eporTS

AW109S G-IOOZ AS350B3e Squirrel, G-ECUK ed on their threads using finger pressure. After righting of all other affected helicopters to ensure that the The helicopter had departed from St Mawes, Cornwall, The helicopter, with the pilot and his son on board, was the helicopter the level of hydraulic fluid remaining in hydraulic unions are correctly orientated. No intending to fly to a private landing ground on Exmoor in the late stages of an approach to a private helicopter the tank was found to be approximately 130 ml above abnormalities were found during these inspections. near Withypool, Somerset - this journey would take landing site when the accident occurred. The weather the hydraulic fluid supply pipe. The pilot was 59 and had 224 hours, 8 were on type. about 30 minutes. conditions were fine, with good visibility and calm wind. Analysis The pilot was aware that another helicopter was sched - The pilot reported that he carried out a detailed Check A Prior to the accident, no evidence of a hydraulic fluid AW139 G-LBAL uled to land at the same site somewhat later and had of the aircraft before flight, which revealed no abnormal - leak had been observed by either the pilot or mainte - The helicopter was scheduled to depart Gillingham Hall arranged for landing lights and a vehicle with a radio to ities. In particular, there were no signs of fluid on the nance personnel, so it is reasonable to assume that the for Coventry Airport at 1830 hrs but the passengers were be present. He contacted the vehicle driver before helicopter skins or on the hangar floor. The early stages unions became loose at some point during the accident not ready to depart until around 1920 hrs. By this time, departing St Mawes and was told that everything of the flight were uneventful and the pilot returned to the flight. When hydraulic system pressure was lost, the night had fallen and dense fog had developed; witnesses was set up and the weather was clear. same landing site after about 20 minutes. He flew an loose unions would have allowed the pressure within the described visibility in the order of tens of metres. As he approached the site at 2,500 ft, the pilot contacted approach to an open grass field adjacent to the landing tail rotor load compensator to dissipate. This would have The co-pilot escorted the passengers to the helicopter and the operator on the ground and was told that “it had pad, crossing electricity cables at the field boundary at resulted in an immediate loss of assistance to the yaw assisted them aboard, while the commander started the started to cloud over but the moon was still visible and about 30 ft and 40 kt. In the latter stages of the approach controls and an increase in the force required by the pilot engines. The helicopter lifted into a hover at 1924 hrs, he could be heard coming”. at about 15 ft and 20 kt, the pilot increased collective to maintain directional control. The presence of fluid and then hover-taxied to the middle of the paddock in Flying over the site at 2,500 ft QNH with the radio pitch a little and began a slight flare. At about the same within the hydraulic system would have prevented the which the helipad was sited. The commander, who was altimeter showing over 1,000 ft agl, the pilot could just time he made a left pedal input to make a track correc - loss of pressure in the main rotor load compensators, the pilot flying, briefed that he would climb vertically about make out the lights below him but noted that, to tion. As he did so, he experienced what he described as a allowing hydraulic assistance of the main rotor controls from the hover before setting course. the north and east of the landing site, it appeared to be slight jolt, followed by an immediate and violent yaw to to be maintained for a period. The helicopter climbed, initially with very little ground totally clear. He lowered the landing gear, carried out the the left. Detailed testing established that full control of the tail speed. At a height of approximately 32ft, the helicopter landing checks and tested the landing lights, setting the The pilot believed that he instinctively applied more col - rotor remained available albeit without hydraulic assis - started transitioning, picking up forward speed as it con - moveable landing light to the straight ahead position. He lective pitch in order to avoid ground contact, and the left tance. The higher control loads associated with an imme - tinued to climb. The radio altitude peaked at 125 ft agl as took up a southerly heading towards the site and yaw rate increased, causing him to believe that a tail diate and unexpected loss of hydraulic power to the tail the ground speed increased through 60kt. The descended through a thin layer of cloud over the village rotor malfunction had occurred. He reported trying to rotor servo probably led the pilot to believe that tail rotor helicopter thereafter pitched progressively nose-down, of Exford, commencing his approach to the landing site control the yaw with pedal input, but without effect. He control had failed. entering a descent as it did so, reaching 35º nose ‑down which he saw about a mile distant and at a height of therefore reduced collective and the yaw rate reduced, Both the warning systems designed to alert the pilot to a one second before the end of the data recording. The about 500 ft; the lights, and in particular the flashing but by this time he felt the “control forces were loss of hydraulic pressure were found to operate normal - final complete frame of recorded data analysed to date lights on the operator’s vehicle, were clearlyvisible to extreme”. The helicopter made two or three more com - ly. As the hydraulic system pressure dropped, the warn - showed a pitch attitude of 25º nose-down, a radio alti - the pilot at this point. plete rotations before contacting the ground. The right ings would be expected to activate. The pilot was fully tude of 82 ft agl and a ground speed of 90 kt. The The pilot had been largely navigating using the ground skid collapsed, causing the main rotor blades to strike the occupied in controlling the helicopter at a critical recorded rate of descent was 2,400 ft/min and increasing. lights but, at about 500 m from the site, he switched on ground. The pilot secured the aircraft, and both occupants moment close to the ground, so may not have perceived In the final few seconds of the flight the co ‑pilot made the landing lights and was immediately dazzled by the vacated through their respective side doors. The pilot was the warnings. two verbal prompts regarding pitch attitude to the com - glare from the mist which had formed at low level. He found to have suffered three broken vertebra. No other such events have been identified on the mander. Simultaneously, the recorded data shows that states that he was momentarily blinded and disoriented The pilot reported that his full attention was directed at AS350B fleet which indicates that the unions, if correctly full collective was applied. before he switched the light off again. Although only controlling the sudden and unexpected yaw, particularly torqued, are unlikely to become loose. The only mainte - The recorded data includes parameters relating to cau - travelling at about 40 kt, he descended too rapidly and as the helicopter was at such a low height. He initially nance which was carried out on the tail rotor servo actua - tions, warnings and faults. None were active during the failed to see a line of trees, approximately 30 ft high, stated that, because of the difficulty controlling the heli - tor was as a result of the incorporation of the Eurocopter accident flight with the exception of the last data points which the helicopter clipped with its tail rotor. It imme - copter, he could not recall whether there had been any SB AS350-01.00.66. It is therefore probable that, while when full collective had been applied and a gearbox diately started to yaw and the pilot force-landed in a cockpit warning lights or sounds before it struck the carrying out this SB, the load compensator and hydraulic torque-related caution was triggered. The data showed field some 300 m short of the landing site. In doing so, ground. After later consideration, he was certain there unions were orientated in such a way as to apply a load that trim release switches on the cyclic and collective the helicopter span through about 180º and the landing had been none. to the unions. This resulted in the unions becoming controls, on which force must be applied against springs gear sank into the soft, wet ground, detaching the nose - An initial examination of the helicopter was carried out loose, causing a loss of hydraulic fluid and ultimately to achieve manual flight, were active throughout the wheel. at the accident site by a field service representative of system pressure. flight. The comprehensive recorded data set is subject to The pilot was uninjured. Although the main rotor had not Eurocopter UK. The examination confirmed that the heli - Safety action taken by the manufacturer on-going analysis. struck the ground, the tail rotor blades and landing gear copter had suffered significant damage to the airframe, As a result of this accident the manufacturer has intro - Analysis were badly damaged. rotor blades and dynamic components. During the exami - duced changes to the work cards used during the incor - AAIB investigation to date has not identified any techni - The pilot was 61 years old and had 3,147 hours of which nation, evidence of a hydraulic leak at the base of the tail poration of SB AS350-01.00.66 and maintenance to the cal malfunction which might account for the accident. 428 were on type. boom was observed. Further examination confirmed that tail rotor load compensator to ensure that the load com - The investigation continues, with the aim of identifying hydraulic fluid had been leaking from two unions which pensator and hydraulic unions are oriented in such a any technical matters of relevance, as well as focusing on secured hydraulic pipes to the tail rotor hydraulic servo manner as to minimise the loading on the unions. flight in degraded visual environments. and load compensator. Both unions could be easily rotat - In addition, the manufacture has carried out an inspection The pilot was 36, had 2,320 hours, 580 on type.

64 HELICOPTER LIFE , Summer 2014 HELICOPTER LIFE , Summer 2014 65 u S e A n d e h o h l i C o p T e r

Historic Whirlwinds then and now courtesy of Andrew Whitehouse

66 HELICOPTER LIFE , Summer 2014