Pilots with Sea Legs Words and Pictures by Frank Toenders and Johan Franken

www.helicopterlife.com LIFE Spring 2011 / £3.99 HAI HeliExpo 2011 unveiled

HELICOPTER LIFE is the HIGH LIFE helicopter Spring 2011

LIFE COVER STORY

First Flight Show & Tell Guide HAI HeliExpo 32 4 Georgina Hunter-Jones Aviation shows and conferences. went to the 2011 HAI HeliExpo Orlando and The Editor’s Letter was cheered by the new 5 products being unveiled, underlining Aerial Forum 6 & the current fight back 10 against the depression Rob Hields reviews Verta the heliport hotel of the recession Letters to the Editor 7 & 11 & Emergency at 360˚ 42 23 Dino Marcellino writes about the Vigili Flying Crackers de Fuoco (VVF) fire - 8 & 9 men in Liguria and sees how the Flying Dutch Lynx in Dragons give full Libya 12 emergency cover using Arjan Dijksterhuis all their talents. tells the story of how the Dutch Lynx lost in Libya during the Gossip - A or B 609 or none? 48 unrest and how its crew and passengers Learn to fly Navy 50 made it back home. Carlo Kuit and Paul Kievit HeliAir R66 visit the Lanveoc- Launch Poulmic district and see 16 how naval pilots are taught to fly helicopters Nanotechnology and work in the military 18 sphere of aviation EADS introduces nanotechnology in Eurocopter support in Aberdeen 56 aviation. Georgina Hunter-Jones Nanotechnology is travels up to Aberdeen to the engineering of see the new Eurocopter functional systems at service centre and the the molecular level, unveiling of the EC225 ie from the bottom up. simulator provided by the Spanish company Indra SKYe SH09 20 Georgina Hunter-Jones talks to Martin Stucki Book Review 58 about his new helicopter design the Marenco Swisshelicopter Obituary 59 Forces Pension DVD & Website Review 62 & 63 Society 22 & 24 Accident Reports 64 David Marsh explains How The FPS is help - House & Helicopter 66

HELICOPTER LIFE is the HIGH LIFE helicopter LIFE, Spring 2011 3 S how & T ell G uide HELiCOpTEr

23 May - 25 May 2011 PAVCON 2011 LIFE Bilbao, Spain www.pavcon.org SPRIng 2011

24 May - 27 May 2011 HON. EDITORIAL BOARD AEROMED 2011 Captain Eric Brown, CBE, RN Brighton Convention Centre The Lord Glenarthur, DL Shoreham, Sussex,UK Jennifer Murray www.airambulance.com Michael J. H. Smith email Jill Playle at [email protected] Wing Cdr. Ken Wallis, MBE, RAF

27 May - 29 May 2011 EDITOR-IN-CHIEF / PILOT AVIATION ExPO EUROPE Georgina Hunter-Jones Bitburg Airport, Germany [email protected] Benelux Region CREATIVE DIRECTORS http://www.expo.aero/europe [email protected] COPY EDITORS 17 June - 19 June 2011 Evangeline Hunter-Jones, JP AEROExPO UK John Wilson Sywell Airfield, Northampton CONTRIBUTING EDITORS http://www.expo.aero/uk/event-info Arjan Dijksterhuis, Rob Hields, Paul Kievit and Carlo Kuit, Brian Kane, David Marsh, Frank Toenders and Johan Franken, Dino Marcellino, 20 June - 26 June 2011 49TH PARIS LE BOURGET AIR SHOW CONTRIBUTED PHOTOGRAPHY Arjan Dijksterhuis Rob Hields, Alan Norris, Paul Le Bourget, Paris, France Kievit and Carlo Kuit, Dino Marcellino, Gerald www.paris-air-show.com/en Cheyne, Ian Turner, Frank Toenders and Johan email: [email protected] Franken, +33(0)1 53 23 33 33 SPECIAL THANKS TO Dave Smith ATPL(H)IR, Paul Herbert, 14 July - 17 July 2011 ADVERTISING ExPOAERO BRASIL Telephone: +44-(0)20-7430-2384, Sao Jose das Campos, Sao Paulo Brasil [email protected] http://www.expoaerobrasil.com.br/2011 SUBSCRIPTIONS Go to our website or turn to page 54 [email protected] 20 August 2011 THE SECOND MIL CUP HELICOPTER RACE WEBSITE www.helicopterlife.com Route Kiev – Moscow Xth International Aviation & Space Salon MAKS. Blog Kiev is the birthplace of Igor Sikorsky. http://helicopterlife.blogspot.com http://www.helicopter.su/mil_cup/mil_cup.html email: [email protected] COVER PHOTOGRAPHS EC145T2 being unveiled at HAI HeliExpo 15 September - 18th September 2011 in Orlando, Florida CHINA HELICOPTER ExPOSITION photograph Georgina Hunter-Jones Tianjin, near Beijing HELICOPTER LIFE is published quarterly by FlyFizzi Ltd. www.helicopter-china-expo.com 59 Great Ormond Street London, WC 1N-3 Hz . 27 September - 29 September 2011 Copyright © FlyFizzi Ltd. 2011. HELITECH DUxFORD ISSN 1743-1042. All rights reserved. Opinions expressed herein are not neces - Imperial War Museum sarily those of the pub lishers, the Editor or any of the editorial Duxford, near Cambridge, UK staff. Reproduction in whole or in part, in any form whatever, http://www.helitechevents.com/duxford is strictly prohibited without specific written permission of the Editor.

4 helicopter LIFE , Spring 2011 T he e diTor ’ S l eTTer

his year’s HAI HeliExpo was But perhaps the greatest success the best for some considerable stories of all were Enstrom and MD Ttime. In the last couple of Helicopters, both of which were on years the helicopter market has been the brink of bankruptcy last year, but struggling, but in spite of this the have now not only recovered, but are manufacturers have remained upbeat charging ahead. In Enstrom’s case in their press conferences, no doubt this is thanks to the Far East market, not wishing to spook the market fur - with orders from Japan and Thailand. ther. However, the resulting distance In MD’s case the orders are for the created between the manufacturers Middle East and the USA itself. the USA, currently the country with and the operators, who were openly These recoveries are good for a mar - the greatest number of civil helicop - talking of their problems, led to a cer - ket that needs diversity and small ters in the world. With this aim they tain sense of unease at the shows. companies in a workplace that would have spent 750 million dollars build - This year was different. Perhaps otherwise be dominated by the big ing a research and development centre this is because the market is actually players. in Tianjin, an industrial town 60 miles improving, or because many opera - Another surprise at the Orlando south-east of Beijing. Here, in tors have now left the market, and show was the arrival of a completely September, The China Helicopter those that have remained are, in con - new player in the market, Marenco Exposition will be held and it is guar - sequence, stronger, but there was an The Swisshelicopter Company. anteed to be a very special occasion. overall feeling of real optimism both Marenco is developing a new 2.5 Most of the big players in the market from the manufacturers and from metric ton helicopter for a variety of will be there. those who use their products. uses. This is the brain-child of engi - Back in the UK, with defence neer and designer, Martin Stucki, a Bell, who had over the last ten or cuts increasing and military forces shareholder in Marenco engineering, so years appeared to have lost their becoming smaller I can’t help thinking way as well as their market share, who spotted defects in the current of David Cameron’s Big Society. The were fighting back with two almost- batch of helicopters on the market Big Society has the apparent aim of new products: a Bell 407GX with a and decided to create something bet - encouraging the private sector to take new Garmin 1000H console, and a ter. If he succeeds he will become a over from the government in many new military version of the 407 the Frank Robinson-like character in the aspects of public life. AH, with lashings of heavy weaponry helicopter industry, and a new hero in While David Cameron was probably including a minigun. a market where most of the original actually addressing this hope to volun - Eurocopter and Sikorsky were designers have either retired or gone teers in schools, colleges and charities, competing for top position. Both are to make helicopters for the angels. it struck me that it might be interesting doing extensive research and devel - At a time when Japan is devastated if the private sector’s aviation industry opment into new helicopters, new by an earthquake, and are using heli - took over defence. ways of flying and new ways of pow - copters both to cool the nuclear reac - There would be something truly ering helicopters, all of which is tors and to take aid to the survivors, splendid in a Dad’s Army like force of extremely good for the helicopter it is interesting to look at the sudden Robinsons from R22 to R66, aged industry. Both, naturally, said they growth of another Asian player in the JetRangers and Hughes 500s, were not interested in competition, helicopter market: China. Schweizer 300s and Enstrom sharks all but luckily they are and hence we China’s realisation that they need - lined up to take over the role of Sea have the development we do. ed more helicopters came in 2008, Kings, Super Pumas, Lynx, Chinooks, Agusta Westland is looking ahead after the Sichuan earthquake, when Harriers and Merlins. How bravely we civilians could imitate the past and e to a future where helicopters are as their emergency teams were unable to n y e apparently change the future and how h ‘everyday’ as trains and bicycles, and reach the disaster areas overland. C d Their consequent decision to equip apt. l perhaps as cheap. Meanwhile, a r e Robinson were continuing to prove with helicopters has been large and g h

P that cheaper helicopters sell well, sudden and China are planning to a r g with orders for 100 R44s and R66s have 10,000 helicopters by the end of o t o h already this year. 2020. This will put them on par with P helicopter LIFE , Spring 2011 5 A eriAl F orum The Hotel Verta robert ‘noshmore’ Hields on the heliport hotel

he Hotel Verta is situated at the site of the London Heliport at Battersea. I stayed there for three Tnights, and during that time I had the pleasure of being looked after in a professional, courteous, and friend - ly manner by the staff at all levels, from the senior man - agement, to the porters. The service was excellent. It soon becomes apparent that not only has the staff training been entirely excellent, but the sense of purpose, teamwork, and pride in the job displayed by all is indeed a credit to the establishment, and I could detect a massive input from the hotel general manager, Andrew Thomason, whose creden - tials are top class to say the least. Experience at the high - est level in the business, such as Le Manoir, and Lower Slaughter Manor in the Cotswolds, ensures that the same standards are applied to this new and highly ambitious London venue. In my previous article I commented briefly on the room that I occupied during my stay. To clarify this I occupied a ‘Superior’ room. It had a fabulous view of the heliport, and a backdrop of the river Thames snaking East towards the city. I commented on the somewhat complex lighting and heating system deployed, and no doubt this ultra-mod - ern system would have been child’s play to a normal seven year old, however, I personally prefer big switches with little touches such as framed paper planes, which with simple functions. There are of course similarities tickle the imagination, along with the welcome from a when conducting type training courses on helicopters, and space-age flat screen TV on the wall opposite the bed. it often amuses me when I encounter terrified ‘glass panel’ The bed was indeed first-class, large, firm and comfort - pilots who decide to tackle a Bell 47 or Hiller piston pow - able, with glorious huge, cloud like pillows, and it cer - ered classic. (This is a helicopter magazine and not a copy tainly looked inviting after the mixture of Peroni's, wine, of ideal homes!) and god knows what else I sampled on the first night! The furniture in the room is modern and elegant, with a Overall I would rate the rooms with a comfortable four solid feel to it. (There’s nothing more annoying than hav - stars. (Superior). ing a wardrobe door come off in your hand!) The decor Having had the good fortune to enjoy more than my balances perfectly, and I have no doubt that a lot of time fair share of canapés at the reception, I settled for a and thought has gone into the total layout. The bathroom Verta-Burger with hand cut chips around 10pm, served s was delightful enough to entertain guests in, and although in the luxurious ‘Vertilon’ bar, which is reached by a e n o J I was tempted to take a bath, just to relax in front of the semi-spiral staircase from the first floor hallway, oppo - - r e t inset flat screen TV, I opted for a shower in the beautiful site an impressive ‘wine wall’, which leads to the main n u separate glass compartment, with ‘triple chrome’ plated h restaurant, ‘Patrisey’. My burger was hotel made, with a n i knobs and handles, and a ‘soup-bowl’ shower head. Very g quality, lean minced rump steak, and perfectly not over r o e relaxing. garnished! The hand-cut chips, (always amuses me, g f The room had its own atmosphere, and although the o

imagining some oriental karate expert bowing in front of y s e hotel is new, I had the feeling of a sense of presence, t

an unsuspecting Maris Piper, before the relentless and r u

(Howard Hughes’ perhaps). In short the rooms are as wel - o clinical attack!) were large enough to handle, and were C s coming as the staff, and have all the refinements of a e indeed the favoured Maris Pipers. Although they had a r u t C classy hotel, and it's clear that the aviation theme works, continued on page 10 i P

6 helicopter LIFE , Spring 2011 l l eTTerS To The e diTor Letters continue on page 11 & 23

59 Great Ormond Street, London WC1N-3Hz, England. Telephone: 020-7430-2384, Email: [email protected]. Please include your name, and email or phone.

New Enclosed Calidus RAeS web site where they can be consulted. It's a change of philosophy, where the needs of the Hi Georgina, training task are what drive the simulator design. Belated Happy New Year to all at Helicopter life. Best regards, The Calidus gyroplane, the fully enclosed one, has Rupert Hibbert now been permitted to fly by the CAA and we collect - Support & Services Training Department ed two Calidi from Long Mynd and flew them back to French Commercial Helicopters Kirkbride. I've enclosed a picture of me flying the Calidus back (For more on these FSTD changes see p56: home to Kirkbride. Eurocopter in Aberdeen. Ed) Kind regards Chris Jones Soteria CHC Bid Bust Chris Jones Gyroplanes Dear Georgina, I was fascinated to read about the latest waste of money, in effect 10 million pounds, by the present and former British governments on the privatisation - or not - of the Search and Rescue services. Cancelled after it was discovered there was an element of ‘insider trading’ in the Soteria bid. In spite of this fiasco, we are told that the co-alition still wants to see search and rescue services privatised but admits the cancellation will leave a ‘capability gap’. Is our government totally lost when it comes to work - ing with the armed forces and their replacements? Do they have no understanding at all of continuity of serv - ice? We have a trained force already working in the field, we clearly have helicopters that can be used. What is happening to the Sikorsky S92s that Soteria was about to use - will they also be mothballed? Perhaps rather than spend another 10 million pounds Changes to FSTDs on a new competition, the government could buy the S92s at a reduced price from Soteria and give them to Dear Georgina, the current providers of SAR? About 5 years ago the ICAO decided that the time had The idea of new competition strikes me as yet another come to harmonise the regulations and the technical chaotic venture similar to the over-sized carriers, the specifications surrounding FSTD, both for fixed and destruction of the Harriers and the Nimrods and the rotary wing. They asked the RAeS to lead the work, appalling cut in benefits to members of the armed s and ICAO IWG9625 - taking the title from the ICAO e

n services. Where will the cutters turn next? Why do we o

J document - was created.

s need three services at all? Why don’t we just have a i r The fixed wing group started about two years before h

C sort of ramped-up military police, and get rid of the f the rotary wing group, which allowed us to benefit o army, navy and air force? We could use the SAS as a y s from the work that had gone before. I joined the pilot e t mercenary force and send them out to contract with r u subgroup of the helicopter part of this work in 2007. In o other governments to earn us money. C

h the enclosed copy you will find René Tassan, who is P Yours in frustration, a r the Co-Chairman of the Group. Our Group finished its g

o John Martin t o work in December 2010 and the documents are on the h continued on page 11 P

helicopter LIFE, Spring 2011 7 F lyinG C rACkerS

including 100-gallon drop tanks and Air Partner flies 800 people employees out of Egypt. Air Partner SNEB rocket pods. “There is also a out of Egypt in 36 hours continues to be a leader in assisting set of Aden cannon pods fitted to the Air Partner team members world - companies and individuals belly.” Perfect for weddings. wide worked throughout the last during times of crisis.” weekend in January arranging flights Adrian Mundy and John Merry out of Egypt for individuals and cor - Sikorsky joins the Eclipse Adrian Munday has been appointed porations wishing to safeguard over - Sikorsky Aircraft Corp. and Eclipse as Director and General Manager of sees employees from the political Aerospace Inc. announced the com - a new organisation created to pro - unrest currently gripping pletion of a minority equity invest - vide sales and customer support for the country. All of Air Partner's 20 ment by Sikorsky in Eclipse the SOCATA-DAHER TBM 850 offices were involved in co-ordinat - Aerospace. The companies also fast business turboprop within the ing flights as the company's entered into a Service Level Emergency Planning and 24 hour Agreement in which Sikorsky will Operations teams, together with provide global supply chain support and certain production services, which will aid Eclipse Aerospace in its efforts to reintroduce the produc - tion of the Eclipse 500® very light twin engine jet. Located in Albuquerque, New Mexico, Eclipse Aerospace provides engineering, Adrian Munday, who has worked service, and support for the for Sloane Helicopters and on-call broker specialists, pooled fleet of roughly 260 Eclipse 500 Harrods Aviation, joins SOCATA- their knowledge and resources to twin-engine jets. Sikorsky Aircraft, DAHER TBM 850 secure suitable aircraft for evacua - manufacturer of the BLACK HAWK United Kingdom and Ireland. He tions. Once aircraft had been helicopter and other iconic aircraft, will be based at new premises at sourced, often within tight time con - is a subsidiary of UTC. straints, they then proceeded to London Oxford Airport. negotiate flight slots, fuel, aircraft Entrepreneur John Merry, a long Buy your Harrier on Ebay time TBM owner and founder of handling and visa permission. Rescued from a scrap yard in 1997, There were 14 flights to safe havens, JetBrokers Europe, was awarded the the restored two-seat, first-genera - exclusive distributorship, which including Dubai, the US and Europe. tion, ex-RAF 4 SQN Harrier Jump Clients have included major oil com - includes taking responsibility for Jet available on ebay.co.uk was maintenance, technical support and panies, financial institutions, accepting bids over $112,000, but if supermarket chains and telecommu - spare parts provision, at last you want an engine you'll be paying October's NBAA business aviation s

nications conglomerates. Aircraft e

more. Its owner, 33-year-old former n

show in Atlanta. o J

used to move people to safety, pri - -

RAF mechanic, Chris Wilson, said r e marily out of Cairo, have ranged t that the decommissioned display- n 59 years of voluntary work u from private jets to commercial air - h worthy aircraft could be made air - a n His Royal Highness, the Duke of i liners such as Boeing 737s and a g worthy with the addition of the r o 220-seat Airbus A310. Edinburgh, is stepping down from the e appropriate Rolls Royce engine. g

Presidency of the RSA on his 90th d Graham Davey, Air Partner's n The aircraft's front cockpit is a a birthday in June – after 59 years of i

Government and Defence Business d

“around 80-percent complete” e Manager, said: “This morning, an tenure – the longest serving President m d

(moreover, it does include a Martin l

in the history of the Society. Sources a influential energy industry client r Baker mk9 ejection seat) and the e close to the Duke said he was looking m emailed Air Partner to thank every - e

rear cockpit is ‘fairly empty,’ accord - h forward to spending more time with P one involved in his company's suc - a ing to the listing. But the aircraft is r g

his family. o

cessful evacuation of non-essential t

sporting a full set of external stores, o h P 8 helicopter LIFE , Spring 2011 F lyinG C rACkerS

Airbox Sponsors AeroExpo 2011 Airbox Aerospace Limited, has announced it will be spon - soring both Aero Expo Europe May 2011 and Aero Expo UK June 2011. The move comes after a successful 2010 saw Airbox launch the Aware unit in conjunction with NATS for which it won numerous awards including the Royal Institute of Navigation¹s award for Technical Excellence, the Institute of Engineering Technology Innovation Awards 2010 Highly Commended in the Team category and a special commendation from the CAA in recognition of outstanding contribution to GA flight safe - ty. The company also launched its product line-up across Europe. “2011 looks set to be our busiest year yet,” said Steve Gubbins, International Sales Director, “Bitburg, AirMed 2011 in the UK Germany and at Sywell are perfect platforms to showcase AirMed 2011 takes place in the UK this year for the the new software and hardware we have in development.” first time in its twenty year history. The international World Aviation Events is extremely excited to be working aero-medical congress will be held in Brighton in with Airbox. Paddy Casey, industry veteran and Aero the UK from May 24-27 2011 and is being hosted by Expo organiser, said, “The partnership is a perfect fit for the Kent, Surrey and Sussex Air Ambulance, work - both organisations who share a common commitment to ing in partnership with the European HEMS and Air support pilots and General Aviation across Europe.” Ambulance Committee (EHAC). A host of distinguished speakers representing all areas of interest have been recruited to present a wide range of clinical, operational and managerial issues. Topics will include advances in surgical trau - ma care; medical up-dates on head and brain injury; pre-hospital airway management; 24-7 HEMS serv - ices; night vision operations; new aircraft control technologies. The Congress will conclude with a specialist aviation day and display at the nearby Shoreham Airport Details about the congress and the up-dated scientif - ic programme are available on the website www.airambulance.com or for further information you can email Jill Playle at [email protected] t a a K s h P a r g o t o h P continued from page 6 should it be? The staff deserve looking after, and my general taste of beef dripping, a little investigation proved impression has always been that politeness is free and that the popular ‘three times cooked’ method was rewarding, and I always make a point of reciprocating no used in the kitchen. I personally cook chips in beef matter where I go. dripping, it is still available, and not unhealthy in I unfortunately had to dine out in London on both the fol - moderation, and in the days of the Internet, far less lowing nights, therefore I felt that to comment on the impres - likely to start a new Indian mutiny! Needless to say sive Patrisey restaurant would be unfair, and possibly inaccu - though it was a nice single course meal after the rate, although I did ask other guests who had travelled down great Peroni assault! Which brings me on to my from Yorkshire, un-announced and much to my surprise, to only real criticism. Yes, I am a real ale fanatic, and give me a little feed-back as they were ‘dining in’. All the although I accept that the purpose of a modern hotel comments were very good, but the price was mentioned as is not to attract the often bearded, bespectacled and slightly on the top side, however a later analysis showed a sometimes boring hop sniffer types, I would have disproportional amount of wine consumed per head, and this loved to have shifted a gallon of London's best bit - taken into account, alongside an excellent choice available in ter that evening, as I am told that its not as bad as the feature wine-wall, suggested to me a price in keeping we in the North are led to believe! If any of our with the plush surrounds, and excellent service. The head readers would like to visit by the way, I can arrange chef, Neal Dove, has an impressive track record, including overnight parking, excellent B and B, and a night in such fabulous establishments as The Cliveden Hotel in a thousand year old village pub, no TV's, (or televi - Taplow, and London's Lanesborough, and I believe he has sions!) no irritating music, no flashing vending spent quite some time alongside a certain Heston Blumenthal, machines either, just stone floors, real coal fires, so the experience is once again at the highest level. The menu low beamed ceilings, wooden barrels and the best is British and European, supporting local growers and suppli - conversation you could imagine. But to top it all at ers where possible, and I have to say that I am looking for - £1.44 a pint, all I can say is the more you drink, the ward to visiting again soon, possibly disguised. (May have to more you save! Of course Yorkshire units differ dig out the blonde wig, and the size 10 gold sling backs from those at Gatwick found on the six monthly again!) medical declaration we all fill in, prior to the mem - My overall assessment of the Verta is excellent, I felt at ory test of the eye chart! But lets not diversify eh! home as both a pilot, and visiting businessman, and although The rest of the evening was well documented in my you aren’t in the heart of London, you're not that far away last article, and a good night's sleep was had, in considering you may have flown in. I managed the walk blackout conditions with the curtains shut, and com - along the south bank of the river to Westminster Palace, stop - plete silence, which was welcome after a previous ping for a few pints on route, in about an hour and a half. weekend in a Liverpool Travel Lodge whilst taking Taking a cab costs about £15 to £20 depending on the stories in the sights of the European City of Culture! you tell the driver, and I "put the world to right" on the jour - The following morning breakfast was served by a ney back from Westminster, and then graciously and most very friendly waiter, who appeared to be possibly of humbly accepted the cabbie's tip of a fiver, as he refused to Vietnamese origin, and I would have engaged in accept the fare, commenting "you made me larf Mr. some conversation but I unfortunately managed to Noshmore, I’ll vote for you at the next election!) but that’s fit empty the entire content of my teapot onto the floor for another article! whilst watching a Harrods Sikorsky S76 arrive at Treat yourself to a special occasion, you are worth it! The the heliport. This distraction led to a flurry of activ - Verta should be a helicopter pilot's shrine! If other operators ity from another member a staff, who very efficient - and individuals fancy a national function I would be happy to ly, and courteously mopped-up around my now organize this, perhaps an annual bash! steaming Assam feet, she almost blamed herself for The Hotel Verta is part of Von Essen Hotels and can be my own clumsy behaviour, and I have to say once found on the heliport at Battersea in London. The manager is again the staff's attention to the guests every need is Andrew Thomason. apparent. There is a large choice of quality food on offer at the breakfast table, its not included in the Next helicopter venue and review: price however, and it wouldn’t be difficult to run up Armathwaite Hall in the Lake District. Noshmore and a £25 pound breakfast tab if you felt particularly friends Jack and Jane Havakin take their Big Red EC130, hungry. On price, it is important to remember that HAV I, on another adventure! Featuring best approach, park - although you aren’t in central London, it isn’t ing, scenic guide and of course accommodation and dining cheap, but quality and service rarely is, and why review. To follow in Summer 2011.

10 helicopter LIFE , Spring 2011 m ore l eTTerS To The ediTor

continued from page 7 Would you believe it?

One in Four RAF Pilots will be Dear Georgina, Lost in Baby Britain I read this in the Asia Pacific News: “A pilot was forced to ditch her faltering light plane on Dear Georgina a mudflat in far-north Australia and then swim across a I am not sure if your readers are aware of this, but in crocodile-infested river before raising the alarm. The the latest round of defence cuts one in four of the 49-year-old got through to her husband, who jumped in RAF’s trainee pilots are being sacked. Around 100 stu - a helicopter, scooped her up and flew her home. “This dents, some of whom are nearly qualified will be leav - could've ended tragically but due to her fast thinking, ing the training programme. This includes 20 fast jet flying experience and activation of her beacon, not only pilots, 30 helicopter pilots and 50 transport aircraft was she rescued swiftly, but by her husband no less,” pilots face the axe. And it is worth considering that said Northern Territory Brevet Sergeant Michael training costs up to £4 million per pilot. Lunney. “The woman left early morning from Bullo It also seems rather poor for youth relations as one for - River Station, 800 kilometres south-west of Darwin, mer trainee when interviewed by the newspaper said: and came down when the engine failed. She swam “It’s a real kick in the teeth. This is something I have across the Victoria River before activating an emer - worked for my entire life.” gency beacon. Authorities alerted her husband back at The Ministry of Defence said the RAF is being the Bullo ranch. “reduced by around 5000 personnel by 2015.” The only casualty was the Cessna, which was taken by What is happening to Little Britain? It appears to be the incoming tide.” getting much smaller! And, worse still much more Fantastic. More homes should have both aircraft and defenceless! I suppose it had better be renamed Baby helicopters - that would prevent fatal accidents. Britain, or is that Babe Britain? Best wishes, Best wishes, Sheila Jay Tony Jones continued on page 23

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n March 3, the crew of a Dutch naval Lynx heli - time of writing. The Libyan state television stated that the copter became world news, when word came out crew were flying an armed helicopter rather than an heli - Othat they were captured on the beach near the city copter used for transport or Search and Rescue operations. of Sirte, Libya, during an evacuation mission. The Lynx The ammunition belt was nicely placed over the gun as helicopter operated from the Dutch frigate HNLMS Tromp seen on television to make it look more offensive. that was anchored off the coast of Libya. The HNLMS Tromp was originally scheduled to partic - The evacuation operation took place on the afternoon of ipate in anti-piracy missions off the coast of East Africa. Sunday 27 February, the SH-14D Lynx helicopter with An additional gun-mount was installed therefore. The serial 277, took off from the Dutch frigate HNLMS Tromp Dutch Frigate anchored for the coast of Libya due to the and landed on the beach near the city of Sirte. What exact - situation in Libya. Diplomatic negotiations started imme - ly went wrong is at the time of writing not exactly known. diately between the Dutch and Libyan authorities and The Dutch Ministry of Defence stated that the crew was therefore the news has not been made public before the prevented from taking off by armed Libyan men loyal to 3rd of March, to prevent further endangering of the the Libyan leader Moammar Gadhafi. Otte Beeksma, a involved Navy personnel. spokesman for the Dutch Ministry of Defence stated that Saif al Islam, Moammar Ghadaffi’s son, announced the the crew members were trying to evacuate a Dutch citizen. release of the crew on Thursday march 10. During the More details will come out later, but prior permission to night from Thursday on Friday they were indeed released enter Libyan airspace was not requested. and picked up by an Hellenic Air Force C-130 Hercules It is possible that the crew of the helicopter was sur - and flown to Athens, Greece. On Saturday afternoon prised that they did not only find the Dutch citizen on the March 12, a Fokker 50 transport aircraft of the Royal beach, but also a female citizen from Sweden. This could Netherlands Air Force landed at Eindhoven Air base in the be a reason for a delayed boarding. Whether the engine Netherlands, bringing the crew back on Dutch soil where was shut-down or not is also not (publically) known at the they were re-united with their families.

12 helicopter LIFE , Spring 2011 Helicopter Facts about China

elicopters are rare in China, with only around 180 civilian helicopters spread Hacross the country. arly origins of the Chinese helicopter industry are in the late 1950s, when the Soviet Union Ehelped the Chinese Communist Party to build military and civil helicopters. The first helicopter built by the Chinese was the z-5 (zhishengji-5) based on the Soviet Mil Mi-4 Hound.

i Daguang, professor at the National Defence University, explaining the rise in helicopter Lproduction, said: “The rescue work during the 2008 Sichuan earthquake revealed China's weakness in the helicopter industry. It does not match China's current status in the world.”

n 2008, the failure of emergency teams to reach inaccessible regions in the wake of the Sichuan Iearthquake convinced China's leaders that they must dramatically increase their helicopter fleet.

urrent targets are to have 2,000 civilian heli - copters by the end of 2013 and to rival the CUS by 2020, with a fleet of 10,000. nly 0.06 helicopters for every million people in China compares with the world average Oof 3.9 helicopters per one million people. otential of the Chinese helicopter market is obvious to all the manufactures and operators Pof helicopters. o reach its goals, Beijing has built a new £750 million helicopter factory and research centre Tin the northern city of Tianjin. This is where China Helicopter Exposition is taking place.

urocopter has been working with the Chinese on a number of shared designs including the Elatest EC175 the z-15 in China. eally China wants to develop its own heli - copter industry and has been working with RSikorsky-Schweizer, Eurocopter and other foreign manufacturers to that end. helicopter LIFE , Spring 2011 13 HeliAir Launch uk R66

STORy by bRIAn kAnE

n Saturday 19 February 2011 Heli Air, High four in the R66 was supported very well with all proceeds Wycombe, the UK’s foremost Robinson being donated to the British Disabled Flying Association. ODistributor hosted a party for the launch of Frank Charles Peel the Chairman of Heli Air opened the Robinson’s latest addition to his successful fleet, the long launch and invited Sean Brown, Managing Director of awaited Robinson R66 Turbine Helicopter. HeliAir to count down to the screens being dropped to Inclement weather conditions did not deter anyone and reveal what lay behind. The avalanche of a spectacular people travelled from France, Ireland, Scotland and light and laser display drenched the helicopter in different Cornwall to witness this historic event with around 500 in colours – a sight to behold and truly breathtaking which attendance. was backed by the 633 squadron being performed by the Heli Air was honoured by the presence of The Mayor of local band. Immediately following, customers could get Wycombe, Councillor Jane White and her Escort John close up and personal with the R66 helicopter. P h

Rolfe along with Brian Johnson the Chairman of Sean Brown took the new owners up on the maiden o t o

Wycombe Parish Council. flight with the weather, not brilliant, but good enough to g r a P

The crowd waited patiently in great anticipation with fly a short circuit. Beaming owners were clearly h s the R66 helicopter hidden from view behind huge black impressed and very happy with their new purchase. There r o b i satin screens. On hand were a highly professional team of were two other demonstration flights, one being for the n s o Heli Air staff to answer questions, take bookings for future French contingency, who believe they may have been the n C o demonstration flights in the R66 and to ensure guests first Frenchmen to fly in the R66 in Europe. m P a n enjoyed their time. The raffle with a prize of a flight for The buzz continued throughout the day - once again y 14 helicopter LIFE Spring 2011 R66 flown by Sean Brown of HeliAir Heli Air had created a memory for everyone who attended. We imagined the words “where did you Frank Robinson see your first R66?” on everybody’s lips. receiving the type Heli Air would like to thank their sponsors certificate Hayward Aviation Limited Insurance Brokers and Lombard Aviation Finance for their support. Also huge thanks to Rick Pope and team, Eagles catering, Aviation Styling, Sheldon Bosley, Damar Signs, DCS Europe, Copter Covers, Pentlands, LHC and all Heli Air staff for their commitment and contin - ued support. P h o t o g r a P h s r R66 getting ready o b i n for its first flight s o n h e l i C o P t e r C o m P a n y a n d g e o r g i n a h u n t e Rolls-Royce R300 r - J o turbine engine n e s

helicopter LIFE Spring 2011 Search and Rescue in the UK originally in the blog: http://www.helicopterlife.blogspot.com

t is now slightly over a year since the Soteria con - that RAF Kinloss is to close, closely followed by the sortium led by CHC won the United Kingdom likely closure of RAF Lossiemouth and RAF Leuchars. ISAR-H contract. In that time doubts and worries This was particularly important as the Royal Navy had been gathering speed. First, we heard that the heir HMS Gannett base in Prestwick is currently the busiest to the throne Prince William, a RAF SAR pilot, had SAR base in the United Kingdom. Now we have the leaking of commercially sensitive

‘voiced concerns to the government’, then we heard s r e

that the Royal Bank of Scotland, an integral part of the information and the knowledge that CHC is itself under P t o C investigation by the MoD police. i

consortium, had pulled out. Finally, in February, we l e

were told that there were irregularities in the bidding While we are told that the government is keen to h d n process. On February 8th, 2011 we were told that the reopen the bidding process and that they wish to contin - o b d

six billion privatisation programme had been cancelled ue with the privatisation of the SAR in the UK, the n a s i

and that the preferred bidder admitted that it had been most likely outcome is a considerable period of reflec - r r o

helped by a former Whitehall insider and given access tion. Let’s hope that from this reflection comes a wise n n a to ‘commercially sensitive information.’ outcome. l a

, There appear to have been other concerns too, both Journalist at HAI HeliExpo were hoping to hear first f h J

around the co-operation and training aspects, and hand from CHC what had happen with the Soteria bid f o y t

around the location of helicopter SAR bases. The first and where the competition was likely to go from here. s e r

concern was voiced by rescuers who were nervous of However, although a press conference was scheduled u o C

the 70% reduction in staff in the new service, and the for the first day of the show, it was cancelled just a few h P a r

suitability of the Sikorsky S92, given its extra weight. hours before it was due to begin leaving everyone won - g o t

The second set of fears was exacerbated by the news dering why and speculating wildly. o h P

16 helicopter LIFE , Spring 2011 27-29 Sept 2011 Duxford

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

No other helicopter event offers you a face to face business platform which brings together helicopter solutions providers with senior buyers of helicopters and helicopter products, services, parts and accessories.

Find out more about exhibiting and visiting at www.helitechevents.com/helilife

Organised by: Join our social media networks n ew

T eChnoloGy

nanotechnology could pave the way for hydrogen fuels in aircraft

ADS and Scottish scientists are working on new Chemists at the University of Glasgow are working storage tanks for hydrogen in aircraft and car with EADS by using nanotechnology to alter the design Eengines. This would deliver huge benefits to the and material composition of a storage tank with the aim environment and if it is successful, EADS plans to fly an of making it so efficient that it will be feasible to use unmanned hydrogen-powered test plane in 2014. solid state hydrogen on an industrial scale for aero - EADS Innovation Works, the Group’s corporate planes and cars. research arm, is working with university researchers to If the developments to the tank structure are success - find a new solid state storage system for hydrogen. This ful, EADS is planning to fly an un-manned hydrogen- technology would make it possible to use hydrogen as a powered test plane in 2014 with a longer term view of clean alternative to traditional hydrocarbon-based fuels in introducing commercial aeroplanes powered by hydro - aeroplane and car engines. gen. Hydrogen is a clean fuel which produces only water on “Replacing traditional hydrocarbon-based fuels with combustion or when combined with oxygen in a fuel cell pollution-free hydrogen in aeroplane and car engines to produce electrical power. However, it can be expensive would deliver huge benefits to the environment because and difficult to store safely. In addition, to store hydrogen carbon emissions would be dramatically reduced” said

s as a gas demands high volumes, while to store as a liquid Dr.-Ing. Agata Godula-Jopek, Fuel Cells Expert in the e

J increases weight and a high energy requirement to com - EADS Power Generation Team, which is coordinating -

press it. the programme for the company. n

u Storage of hydrogen in a solid is, therefore, very attrac - h Duncan Gregory, Professor of Inorganic Materials at a

tive but reducing the weight and volume of the store is dif - the School of Chemistry at the University of Glasgow, r

ficult and the rate of transfer from the tank to a fuel cell or is leading the research. He is using nanotechnology to g

engine is often slow. These barriers are currently holding alter the structure of the Hydrisafe Tank, which is a new P

r back the use of hydrogen on an industrial scale in fuel design under development by Hydrogen Horizons, a g

cells to provide power for aeroplanes and road vehicles. Scottish-registered start-up company. h

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n t i n a n t b w a r o h . a m y l n n e e - - - new Swiss Light Turbine

The Marenco Swisshelicopter Company Skye SH09 light helicopter

wORDS AnD PICTuRES by gEORgInA HunTER -j OnES ne of the most exciting innovations at the HAI HTS 900 engine, with new generation FADEC and a man - HeliExpo show was the SKYe SH09 helicop - ual back-up. The Honeywell engine incorporates ‘next Oter from the Marenco Swisshelicopter generation technology’ and has single crystal turbine Company. This is a new concept from the engineer blades, on-condition maintenance and effusion cooled and designer Martin Stucki, who is also the CEO of combustion, which reduces fuel consumption for a greater the company, and a shareholder in the engineering power output. company MARENCO Ltd. The SH09 has a shrouded tail-rotor for safety and noise Stucki is a helicopter enthusiast who flies, amongst reduction and has been designed “to orchestrate a silent other helicopters, the EC120. He felt there were symphony” and preserve the environment. Stucki’s aim is defects in the design of the helicopter that he would to produce a multipurpose helicopter with reduced overall s e

like to improve, and he therefore set about designing running costs and vibration levels, and increased safety. n o J As Stucki says, “I saw a niche in the market… nothing -

the helicopter as he would like to fly it. He has been r e t working on his design since 2002, and receiving really new had been designed for years, even the R66 was n u h

advice from many companies and other engineers as a variation on a very successful theme.” a n i g to what was and was not possible. He is aware of the prohibitively high costs of develop - r o e

The result is this 2.5 metric ton helicopter with a ing a new helicopter, but he has one totally committed g s h fully composite fuselage, a five-blade bearing-free financial backer, and is going to be using expertise across P a r main rotor system, an electronically governed engine the market. g o t o and glass cockpit. Marenco will use the Honeywell He says, “I do not feel we need to do everything in- h P 20 helicopter LIFE , Spring 2011 SKYe SH09 Swisshelicopter back view

house… if a company in South Africa or America has SKYe SH09 the expertise we need I am happy to use it.” Swisshelicopter He adds that the Bell 407 has similar head technolo - befoe unveiling gy to the SKYe SH09 and that having five blades will reduce the vibration levels. He sees his helicopter as versatile in its roles, from VIP to sling loading; and, as he says, this is typical of helicopter usage in Switzerland. To this end there is a window between the seats so that the load can be seen by the pilots, or provide tourists on a flight with a good view. There will also an exceptionally large cabin space and the seats will be crashworthy and remov - able. External load carrying will be 1,500 kg (3,300 lbs) which will make it suitable for fire fighting. The clamshell doors make it suitable for EMS, as does the high clearance tail which will allow the ground crew to SKYe SH09 shrouded stand upright underneath while loading a stretcher. tail rotor with stabilizers Cruise speed will be 270 km/h or 145 kts, (the rear end of the cabin is specially designed to prevent fish- tailing at speed) and there is a particular emphasis on hot and high performance, as you would expect from a Swiss helicopter company. Endurance will be over five hours, which is higher than most of his competitors, and range will be more than 800 kms (430 nm). There will be an all-weather avionics suite and a fully digital NVG compatible cockpit. The aim is for first flights to take place in 2012, and Marenco hopes to begin deliveries by 2015. helicopter LIFE , Spring 2011 21 Forces Pension Society

Maj. Gen.l Moore-Bick inset: David Marsh

There has never been a more important time to keep track of your pension by David Marsh Pensions Secretary FPS

he Forces Pension Society has undergone a sig - get a full response, ‘warts and all’. nificant transformation in the last few years. The Strategic Defence & Security Review (SDSR) has TFrom losing members and declining we are produced a few surprises and there are a number of issues now enrolling new members at an unprecedented rate, which will affect your pension. Lieutenant Commander 2,700 last year. David Marsh, Pensions Secretary of the Forces Pensions By joining the Forces Pension Society, Members Society asks: have access to deep pension expertise which is inde - Can you keep track of all the issues that have had an pendent of the Ministry of Defence. Our help desk impact on the Armed Forces Pension Scheme in the past receives many enquiries, about: (in no particular five years, and the likely changes that are to be implement - order): ed in the next five years? a. Divorce and the consequences of a Pension To help you keep track of this, we have put together a list P

Sharing Order being issued. of some of the most important changes: h o t o

b. Medical Discharges and potential pension g r a entitlements. Changes That Are Already In Place P h C

c. Multiple Pension Forecasts. a.The introduction of the new AFPS05 Pension Scheme and o u r t

More recently there has been a flood of enquiries on the rules surrounding the opportunity to transfer to the new e s y the subject of: scheme. o f t

d. Redundancy. b.The change to the age which Pension Credit members can h e f

e. Annual Tax Allowance. receive their portion of pension in respect of a Pension o r C

Sharing Order following divorce. e f. Possible New Pension Scheme s P

g. Change of Prices Index used to calculate c.The changes to the rules on the eligibility to receive e n s i Resettlement and Life Commutation to those who apply o

pension increases from RPI to CPI. n s

Because we are independent, there is no ‘party line’ after leaving the Armed Forces. o C i e when it comes to responding to your enquiries, you’ll continued page 24 t y

22 helicopter LIFE , Spring 2011 l eTTerS To The e diTor

continued from page 11 the origins of this discipline, the pad must be located Ski Jumping from a Helicopter! on a slope of between 25 and 35 degrees. What a truely spectacular event. Do any of your read - Dear Georgina, ers take part in this, or even fly the helicopters that I picked up this wonderful story from the FAI hover above? I would love to see an event like that in Newsletter. This is a skiing competition that includes Scotland. jumping out of a helicopter with a parachute. It is part Best wishes, of the Para-Ski World Championships and is known as John MacFee the Giant Salome and Accuracy Landings Event. Each competitor makes two runs - descending the The Royal Aero Club Trust Giant Slalom course, designed and controlled by FIS The Royal Aero Club Trust has announced that their under International Ski Regulations, and then six para - extensive aviation archives will be available to view chute jumps from a helicopter, exiting at 1000 mts and online for the first time from 1 March 2011. descending onto a electronic recording landing pad The site: with the 2cm disc in the centre -- radiating outwards in www.royalaeroclubcollection.org 1cm rings to a default of 16cm. If the disc is the first point of contact by the jumper the score is 0 or 1 point provides the visitor with quick and easy access to a for each centimetre from the centre. At the end of the wide range of artefacts, fine art images, memorabilia 6 jumps (or ‘rounds’) whoever has the lowest number and photographs covering over one hundred years of of points is the winner of the Accuracy element. Just aviation history. to make the landings a little more difficult, and reflect helicopter LIFE , Spring 2011 23 d i f r g a t £ h p t e w p s a o n t i n n h h h n . e u

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, 26 helicopter LIFE , Spring 2011 Pilots with Sea Legs Words and pictures by Frank Toenders and Johan Franken

helicopter LIFE , Spring 2011 27 ilots from the Royal Netherlands Navy spent most weeks) at the naval school in Den Helder, near NAS the of their flying hours above Dutch waters, such as Kooij. During these weeks, the candidate will undergo Pthe North Sea. Special qualifications are required basic military training, such as sport, weapons, field to train for sea operations that need to fly over water. It management and communication lessons, along with is very difficult to find pilots with the right conditions for education for the examinations in military rules and pun - these qualifications. The navy currently has a substantial ishment. shortage of pilots. After basic military training, the Dutch Navy and Air ‘’Heavy but beautiful,’’ says John van der Loo, head Force again combine their education at Woensdrecht AB, pilot instructor at the 7th squadron on naval air station de home of the 131sq, with the PC-7 Pilatus trainers. At Kooij. Although it is possible to undertake pilot selection Woensdrecht, the candidates will begin the theoretical after high school, this is only the basis for the skills part of flying an aircraft, and the Pilatus, also known as needed to become a navy pilot. Only a few of the 100 the Airline Transport Pilot License (ATPL). Their educa - candidates become pilots. In the selection process, candi - tion will continue at Woensdrecht, with practical training dates begin with basic physical and mental tests. If they in the PC-7. Altogether, it takes six months to complete succeed in passing these tests, candidates then proceed to this training successfully. the flight simulator. The navy will check if the candidate For financial reasons, pilot education then continues in has both “the pilot hand’’ for flying, and the ability to the United States, in Alabama. The candidates begin their learn flying skills. Selection then continues, again with helicopter training in a TH-67 Jetranger, followed by the basic physical, mental and medical tests. Thereafter, UH-60 Blackhawk. Total training in the United States practical flying selection takes place in the Firefly requires nine months, after which the candidate will be Slingsby, for which a few hired civil aircraft stationed at given his ‘’wings’’. Teuge airport are used. If successfully selected (total of 8 Once back in the Netherlands, the pilot will join the tests), the candidate will start his pilot education. Only 7sq at NAS de Kooij. The primary task of this squadron 1% of applicants will pass the pilot selection. The navy is pilot conversion and training. The pilots will convert selections are identical to the air force selections. from the UH-60 to the SH-14D Lynx over the next ten Separate from the air force, naval pilot education starts months. After this, the pilot becomes an official navy with a short basic officer education course (seven to nine SH-14D pilot, and is known as 2nd pilot, Search- and 28 helicopter LIFE , Spring 2011 The Lynx is used for SAR, anti-submarine, surface recognition and hoisting from ships.

Rescue (SAR). At the moment, there are 30 active Lynx pilots, who each fly from 200 to 300 hours a year. Tasks and qualifications The SAR (Search and Rescue) task is an important part of the job of the pilots at the Kooij. All pilots are qualified to fly these missions, or undergo training to qualify for it. A considerable part of the daily training routine is concerned with this aspect of flying. The fact that they see SAR as a serious business is clear from the fact that 24 hours a day 2- 3 Lynxes are on standby for this task. In 2007 the coast - guard made use of the Lynx 49 times. The total of people saved by the Lynx currently stands at 1250. “When you are busy saving lives in the middle of the night in a heavy storm you can’t call this a regular office job,’’ says John van der Loo. On most missions, a loadmaster is also present on In addition to the SAR task the Lynx is also used for the flight. The loadmaster operates the lynch, the for - anti-submarine work, surface recognition and hoisting peo - ward-looking infrared receiver (FLIR), the door guns, ple or load from ships. The Lynx is also used to transport and makes any necessary small repairs to any technical material and people. You can imagine all kinds of special functions that fail during flight. The navy has sensor forces throughout the Dutch defence system. The tasks a operator personnel on board, each of whom is almost pilot can do depend on the qualifications he has. To make equivalent to a loadmaster. This person is specialized sure that each pilot stays current on the job, there is an in using sonar dipping to locate submarines. exercise program that is repeated every 90 days. This is During SAR tasks, there will be rescue personal called the qualification training. onboard. This ‘’kikker’’ (in Dutch it means frog) will Crew be the first person to check the situation during a res - On board the Lynx, the pilot will receive support from cue operation. If necessary, medical staff will follow different crew members, depending on what kind of mis - him. sion is planned. It takes a large training program to train the Qualifications training at sea crew together for every type of mission. Also standard to The most significant difference between flying a the crew layout is the TACCO. This “co-pilot” handles the regular helicopter and flying for the Dutch Navy is, by navigation and tactical movements as its task during every far, the fact that the Navy operates from sea-based ves - flight. One difference between the Dutch AF and the Dutch sels. The main aspect of this concerns the safe way of navy is the pilot configuration. As a Navy pilot, you can fly lifting a ship and landing on it. In particular, the recov - dual pilot or single pilot. As an Airforce pilot, you always ery of a frigate requires a high level of flying skills by fly dual pilot. the crew, and it is also a task that has to be performed helicopter LIFE , Spring 2011 29 successfully every time a mission comes to an end. To down the Lynx at exactly the right moment. There are make sure that pilots can land under all weather condi - weather limits for sea-based landings, but they are very tions, both day and night, such training is repeated fre - high. quently. The training is done with two land-based heli - Operating a helicopter from a ship requires a high copters to make use of the availability of the frigate a level of independence and responsibility on the pilot’s few miles out to sea, at a maximum. While the first Lynx part. The ship is often thousands of kilometres away recovers on the ship, the second Lynx enters the circuit from the Kooij. In recent years the Lynx of the Dutch to prepare for its next landing. Each helicopter makes Navy has been used on the coasts of Honduras, Eritrea, about ten recoveries an hour. After two hours of Liberia and Lebanon, and also during the flooding approaches the helicopters return to the Kooij. caused by hurricane Katherina near New Orleans, and of Seven different approach profiles must be practised. course in the Persian Gulf during operation Enduring Depending on the wind, the sea-state and the movements Freedom. Besides this, there is always a Lynx at sea in of the frigate, the most suitable approach is chosen. The the neighbourhood of the Dutch Antilles Islands, in the pilot is supported by the TACCO (co-pilot), but also Caribbean. Of course there is much interaction with sur - receives valuable information from the ‘flightdeck offi - rounding navies, and training on a regular basis with the cer’ of the frigate. This flightdeck officer “talks” the heli - German Navy, in what are called ‘cross-deck’ operations. copter to the ship, because the pilot does not always have If an unexpected situation occurs when far from home, a clear view to the deck. the pilot must be able to take the right decision. Of “The lateral landing, in which the Lynx makes a 90 course the pilot is not on his own. A flight-unit embarked degree angle to the ship, is the most difficult. I have to on a ship normally consists of 3 flying crews and 6 engi - watch through the right-window of the TACCO to see neers. On the ship all the facilities necessary to maintain the signals by the flight deck officer, and I must simulta - the Lynx are present. Special maintenance kits with spare neously keep an eye on the flight deck through the left parts are stored on the ship. When a specific part is not window. This makes for a very difficult landing’’ says on board the frigate it will be shipped from the Kooij Cris van Dijk, the pilot on the Lynx. The problem is tim - with high priority, to keep the Lynx in the air! ing when to put the helicopter on the deck, because the ship must be as level as possible. Pilots have to count the Thanks to: Pauline Handgraaf, John van der Loo, movements of the ship and the waves, and must also put Cris van Dijk.

A ship based flight unit consists of three flying crews and six engineers

30 helicopter LIFE , Spring 2011

Pictures by Alan Norris, Ian Turner & Georgina Hunter-Jones 32 Spring 2011 HeliExpo in Orlando

by Georgina Hunter-Jones

AI Heli Expo in Orlando 2011 was a show contingent of smoke, lights and drama, but also in the emerging from a period of recession, and conse - discussion of the needs of future generations of helicop - Hquently emphasised the future. This was manifest ters, helicopter pilots and the environment, plus new not only in the unveiling of several innovations and their anti-competitive ways of looking at the helicopter mar -

33 Orlando Convention Centre Gator aroused by the sonic boom as the space shuttle landed

Agusta Westland AW139 arriving for the show ket: “We should pull together to prevent us being pulled by the time the helicopter is completed. Secondly, Agusta apart.” HAI said that there were almost 20,000 visitors see tiltrotor technology as the solution to the future, and over the three days of the show. thirdly, they believe there will be an unmanned option Unveilings included the Eurocopter EC145 T2, the for helicopters. Signor Orsi also feels that the future will Bell 407 GX, the Bell 407AH and the SKYe SH09 light include helicopters that are as cost-effective and as easily Swiss helicopter. Alternate views of the future included accessible as trains are at present. He believes that the the growing use of environmentally friendly materials helicopter industry should stop being competitive, and and fuels, and the continuing debate between those who instead pull together to prove the importance of helicop - believe that tilt rotor technology is the way forward, and ters to a still cynical public. those who believe that vertical lift technology, such as For this cynical public, particularly the British, it was the X2, shows the way in which helicopters should interesting to see that the CHC press conference was develop in future. On the subject of unmanned helicop - cancelled at the last minute. This inevitably led to jour - ters there seemed to be a general consensus that optional - nalists and others asking whether they were saving their ly piloted aircraft would be more popular in the future money for any problems that might be generated by the than purely pilot-free aircraft. There was a huge empha - UK MOD investigation into the Soteria conglomerate, sis on continuing research and development in the heli - which had formerly won the now cancelled SAR(H)? copter market; an inevitable good. (See page 16 for details.) Agusta CEO Guiseppi Orsi told the press conference Eurocopter and Sikorsky continue to vie for top posi - that Agusta had turned over 3.6 billion Euros in 2010, up tion in the helicopter market, with both having a 6.7 bil - 4.7 percent on the previous year. Much of this was in the lion turnover in 2010. However, while this represents a military and para-military market, but was also the result downturn in the market for Eurocopter, particularly in the of commercial orders. USA, it is an increase in market value for Sikorsky. The He said that, despite the recessive economy, demand majority of sales for both companies have been in the for helicopters is still increasing, and is led by homeland military sector. security, along with increased use of helicopters by EMS Lutz Berling, CEO of Eurocopter, said that he believes and police. Agusta sells in many markets, some of which the full recovery of the civil market has not yet been are not in recession, including South Korea, Japan and achieved, but he expects things to continue to recover in the Middle East. Some are somewhat outside the norm, 2012, although it will be the last quarter of 2012 before s for example Poland. In the UK, Agusta have benefitted the helicopter market is back to pre-crisis levels. e n o J by the cancellation of the SAR(H) programme, both However, there have been two very successful markets - r e t because they continue to service the Merlins, Chinooks for Eurocopter; Asia and Latin America, with sales of n u h

and Sea Kings, and because they now have a chance to Eurocopter to the Brazilian military particularly high. a n i g

offer their own machines for any new contract. Marc Paganini, CEO of American Eurocopter was, how - r o e

For the future, Agusta still feel that they have a chance ever, optimistic that the position of the US market in the g f to produce a better, safer and more cost-effective heli - Eurocopter budget will soon return from third place to o y s e copter for the US President. They are also working on first. t r u three main activities: a friendly helicopter which will Lutz Berling stated that his view of the future helicop - o C s have a high power margin, a wide envelop, advanced ter market focuses on the ‘E’ vision. This is an environ - h P a r flight controls with all-weather options, satellite naviga - mental way of looking at future engine and airframe g o t tion and anti-icing, plus any other technology that exists development. For Eurocopter, this involves improving o h P 34 helicopter LIFE , Spring 2011 Bell LongRanger with new Isolair spray tanks

EC145T2 launched with lights, smoke and girls!

old and successful products like the AS350 Squirrel (A- Star), which becomes the AS350B3E, and building new environmental helicopters with new FADEC, tail rotor improvements and the latest building materials, as well as the improved version of the EC145, now the EC145 T2. EC145T2 now has a This machine has a new improved shrouded tail rotor, the shrouded tail rotor, the largest on the fleet with a diameter of 1.15 meters, two biggest yet at 1.5 metres. new engines from Turbomeca, the Arriel 2E, and a new main rotor gearbox. It will also have FADEC engine con - trol, a new 4-axis autopilot and a 25 % increase in mis - sion performance. The development of new helicopters includes the EC175, which is progressing on schedule and on course for oil and gas certification by 2012, with final SAR and icing certification by 2016. The X3 highspeed hybrid hel - icopter demonstrator is another important innovation for Eurocopter, but Berling was keen to emphasize that it is not a race for speed but rather the emphasis is on more productivity for the customer. There is also the new X4, which Lutz said that he did not want to speak about, had it not been that so many people were already aware of its s e development. The X4 is the Dauphin’s successor with n

o Crowds waiting to see J

- increased payload and no cockpit, and so flying it will be r what Bell will launch e t

n a totally different experience from how helicopters are u h flown today. a n i g

r Eurocopter are also continuing their ‘Bluecopter’ pro - o e

g gramme, and with the blue edge and blue pulse systems, d n

a which are passive and active methods of changing the r e

n blade position. These are currently undergoing feasibility r u t studies and flight tests, which are attempting to reduce n a i

sound and vibration levels by 50%. Lutz says this envi - , s i r

r ronmental way of flying will make helicopter flying o n much more acceptable to both customers and people on n a l

a the ground. Eurocopter are also working on the possibili - f o ties of an electric engine, a possible diesel engine for the y s e t EC120 and optionally piloted aircraft. r u o Sikorsky CEO Jeff Pino was happy to say that 2010 C s h

P had been a period of growth and profitability for a r g Sikorsky, which means they were able to continue and o t o

h increase their research and development programme. As P helicopter LIFE , Spring 2011 35 Eurocopter is looking at the ‘E’ future for the AS350B3e

The Sikorksy x2 has reached the speed of 250 knots in flight he said, “we need to keep the industry strong as well as keeping Sikorsky strong,” but added that, although Sikorsky lead Eurocopter in the market, Eurocopter had managed to slip ahead for a short time, thanks to the exchange system. No competition there then! Pino also pointed out that aircraft are only 60% of Sikorsky’s mar - Sikorsky’s S76D is on track for certifica - ket revenue, i.e. 3.9 billion, and that it is interesting to compare the tion this year and delivery next year. The numbers sold in various sectors. Sikorsky Global Helicopters sold 21 launch customer for the S76D will be S76s and 21 S92s, Sikorsky Military Helicopters sold 137 Black Falcon in Abu Dhabi. Pino said that the Hawks, 72 Naval Hawks, 2 Presidential helicopters and 4 others. S76D uses 30% less in fuel flow than its Statistics that show which part of the market keeps helicopter growth competitors and already meets all the ICAO steady. Incidentally, now that Sikorsky is once again providing the standards for noise. US Presidential helicopter, Pino was keen to stress that 13 heads of Pino also talked about the development state fly in S92s, and he is aiming to increase that number. of the CH-53K, which should have its first In the innovation market, the Naval S92 is undergoing sea trials, flight in 2013. In sheer size the helicopter is and has landed in waves up to 40 feet. The helicopter is fully fly by mind-blowing: the gearbox weighs as much wire, has folding main and tail blades and extra lift in the blades. A as a Black Hawk, the tail rotor provides the new turbine version of the S300, the S434, (a variant of the 333), has same thrust as the S76 main rotor, and the been ordered by the Saudi government, and production of the S300s CH-53K weighs 88,000lbs. Sikorsky is also and S300CBis is moving to Coatesville, Pennsylvania. Jeff Pino said upgrading the much flown S61, and to date that he is sometimes asked why Sikorsky bought the Schweizer they have 26 aircraft orders. Helicopter Company, and if they will continue to support it. He imme - For the future, Sikorsky Military diately pointed out that he himself flies a small, older version of the Helicopters are looking at an optionally 300, but the main reason Sikorsky bought Schweizer was for training. piloted helicopter, and have done trials with

People who learn on Robinson R22s tend to stay within the family, two Black Hawks in which only one in the s e n o

formation of two was actually piloted, the J and he believes this will also be true of those who train on the - r e

Sikorsky-Schweizer 300s. other being flown unmanned. They can t n u The S300 electric helicopter, which was shown in the Autumn 2010 change the system between unmanned and h a n i edition of Helicopter Life, continues to be worked on by young engi - piloted with a flick of a switch. Pino g r o e

neers in Sikorsky. The aim is for an all-electric helicopter with an all- believes that optionally piloted helicopters g d n

electric drive system, plus auto monitoring and alert tracking, all elec - will be more in demand than pilot-free. a s i tric. At the moment it is still only possible to fly for five minutes These helicopters also have systems that r r o thanks to the strength of the battery power currently available, but he detect where fire is coming from, and they n n a believes this will change with improving technology. Sikorsky are are working to improve the system. l a f developing the batteries themselves, and have already learnt a lot Secondly, they will be improving the elec - o y s e about how electricity can be used to turn the tail rotor, thus allowing tric helicopter, and thirdly they will contin - t r u more engine power to be preserved for use in the head. He anticipates ue work on the X2, which has already o C s a first flight this year, but said only (as with other innovations) that it flown at 250 knots. Pino said there were no e r u t C would happen only when they were ready. problems with up-scaling the size of the i P 36 helicopter LIFE , Spring 2011 Bell 407 new Garmin 1000 H console

Bell 407 military helicopter with Dillon 7.62 mm M134 minigun and M260 seven shot rocket launching system helicopter, which is currently small. Sikorsky is working on Bell Helicopters electrified the show by unveiling two an electric powered Bell 407s in different modes. The civilian 407 GX has a new Schweizer 300 Garmin G1000H console, which is extremely versatile, user- friendly and cost effective, while the military Bell 407AH has weaponry that includes a Dillon 7.62 mm M134T mini - gun, and the M260 seven-shot rocket launching system. I had a play with the new console on the Garmin booth and discovered lots of interesting assets, including traffic warn - ings in your headset, which come from the direction in which the traffic is flying, causing you to look in that direc - tion; and what they call the ‘Cocktail Party’ effect, which allows you to obtain information in the background, while still concentrating on your main ATC work.

Mock-up EC175 on The Naval S92 in the Eurocopter undergoing sea trials. booth. Ian Turner

37 helicopter LIFE , Spring 2011 JGSDF pilot Hiromichi Irifune departing Sendai airport in the TH-480B. Enstrom have sold out their production line this year

One of the most exciting innovations at the show was MD Helicopters is another company with a wide cus - the SKYe SH09 helicopter from the Marenco tomer base, and CEO Lynn Tilton is also optimistic that Swisshelicopter Company. This is a new concept from MD will finalise several potential deals that will keep the the engineer and designer Martin Stucki, who is also the production line at full capacity for the next few years. CEO of the company, and a shareholder in the engineer - The biggest of these is a long-term contract with Boeing ing company MARENCO Ltd (see page 20). to build airframes for the Boeing AH-6i light attack heli - Robinson is in a new phase of development. CEO and copter, for the US Army. There is also a potential con - inventor Frank Robinson has resigned now that he is 80 tract with a six-nation EMS programme in the Middle years old, and has passed the baton to his son Kurt. The East, to provide 50 to 75 MD902 helicopters. Tilton says press conference was his final farewell and he was she has “right of refusal” for the contract. This will stabi - warmly applauded for his incredible service over the lize the company after its last two difficult years. years. However, Kurt said Frank still works seven days a MD are working on new variant helicopters: the week at the company, the only difference being that he MD540F a version of the MD530F. It will have brand enjoys it more! new composite blades, for which MD are in partnership The Robinson R66 is already selling well, and the with Van Horn. She would also like to use these blades company has had 100 orders for its helicopters since the on the 500s, when they have been fully tested and devel - start of the year. Of these 18 were R22s, with the rest oped. She is also working on a glass cockpit for the split between the R44 and the R66. Early orders were MD902, and has had discussions with Garmin and other from Brazil, one of the largest Robinson markets, and companies. MD Helicopters have taken into considera - Australia, but they have now spread, including 10 orders tion all the criticism about the MD 600 and are consider - in the UK, with two already delivered. Robinson expects ing a less powerful version of the helicopter, which was, to have around 300 to 350 orders a year, with a mixture she said, “too powerful for inexperienced pilots to han - y n a

of their products. However, although they already have dle”. P m o

‘N’ (FAA) certification they are still waiting for EASA Last year there were rumours that MD was on the C r e

certification. verge of shutting down, and had $11 million in overdue t P o C

Kurt explained that the recession had also hit the payments. However this year Tilton said that overdue i l e

Robinson company, with a decrease in orders in 2009, payments are zero, and added that: “We are very excited h m o but, thanks to the maturity of the company and the num - about the future.” r t s ber of Robinsons out in the market needing spare parts, Enstrom is another company that has fought its way n e f they had been able to carry on without any redundancies, back from the recession. Last year it produced five heli - o y s e

which meant that when their market returned it was not copters, and this year they have already sold out their t r u difficult to ramp up production. He compared this with production line, thanks to two large orders, from Japan o C h the previous downturn in the early 90s, when they were and Thailand. Enstrom will be supplying 30 units of the P a r g

not such an established company, and had found it harder military version of the 480B helicopter. o t o to readjust to fluctuations in the market. Enstrom has also returned to the China market, which h P

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h a e s c c f e e r n r e n a r 0 r e o m h a o e , a , s - r r r , - m r d e You can only say: Bananas! Ian Turner

HeliExpo Oddities

Will this fit? Alan Norris r e n r u t n a i d n a s i r r o n n a l a

, h P a r g o t o h P 40 helicopter LIFE , Spring 2011 Show helipad for demo flights. Ian Turner

You scratch my back... Cranes help each other. Ian Turner

Trucking-in Ian Turner

41 42 helicopter LIFE , Spring 2011 Emergency at 360 Degrees

Dino Marcellino examines the work of the Fire Brigade in Italy

he Liguria Region is one of the most beautiful tise dangerous sports, such as climbing, rafting and diving. areas of Italy, and it is well known for its agree - However, in this corner of Paradise it is often possible Table Mediterranean climate, and for wild land - to see flying dragons! scapes characterized by mountains that plunge into the Of course this is a metaphor, for in fact they are the sea, and by an indented coastline studded with beaches Italian Fire Brigade’s helicopters, the modern version of and coves. The resident population is 1,653,000, but in mythological monsters, painted in their red livery and the winter and summer tourist seasons the population adopting a little dragon as their emblem. In this region triples at weekends. Most visitors travel there to prac - the local Air Section is based at Genova International helicopter LIFE , Spring 2011 43 All the crew are fire brigade officers

Airport, in the middle of the Ligurian Region, and it is an alert, and even the most distant parts of the Liguria unique in undertaking not only institutional tasks (civil region are within 40 minutes of lift-off. To reduce protection, fire fighting and each type of emergency), but response time during the crowded summer months, a sec - also (and mainly) the HEMS role. ond helicopter is deployed at Albenga airport, midway to the French border. The “NUCLEO ELICOTTERI LIGURIA” The difference, however, lies in the team and the The “Vigili del Fuoco” (VVF (Fire Brigade)) estab - equipment, as underlined by Pilot Commander Umberto lished an Air Service in 1954, and its current aircraft Rossi: a standard EMS-SAR mission has on board a fleet is deployed at twelve main bases around Italy. crew of seven, one or two more than on a normal team. Nucleo elicotteri Liguria, founded in 1956, is one of The Pilot (Commander), co-pilot, technician (winch the oldest services. However, the building housing the operator) and two rescuers are all Fire Brigade Officers unit is of recent construction, and it accommodates four (the rescuers may specialize in mountain rescue, or be helicopters the size of the AB-412. divers, according to the type of mission) plus a doctor Two helicopters have standard equipment, and nor - and a nurse. All them are present on the base all year mally one is dedicated to HEMS (the“EP” version, with round. an extended endurance capacity of 3 flying hours), and Such a numerous team might be seen as a flight limi - the other to institutional tasks. tation, but there is a reason for this: the Ligurian Region In 2011, a third machine, an AgustaWestland Grand, is an environment in which the Alps extend to the sea, will join the fleet. thus obliging the crews to be proficient over both water Peculiarities of the Liguria VVF Air Section. and mountains. In Italy each region arranges its own HEMS or However, the mountains are not too severe, and the HEMS-SAR. On most bases (50 in Italy), the service is highest peak is only slightly over 2,000 meters above sea assigned by tender to private operators, and only in two level, and many missions are conducted at sea level, regions does the National Fire Brigade undertake it. One where there is a coastline of 450 kilometres, all on the of these is based at Genova, in the Liguria Region, Ligurian Sea. where the local “Nucleo Elicotteri” has been covering Thanks therefore to the performance and power of the the HEMS since 1990. AB-412, and careful management of fuel, there are no Few civil HEMS have quite such a complete and limitations to flying this crowd in this scenery. multi-role organization. In many respects the service in There are also other advantages: for example, when a Liguria is similar to others elsewhere: operational from HEMS team assists at a road accident in Italy, it is nor - dawn to sunset (and also able to operate at night), med - mally obliged to ask the Fire Brigade ground team to ical equipment (stretchers, oxygen, ECG, defibrillator, extricate any people trapped in the vehicles. The VVF ventilator, medicines), doctors and nurses from the helicopter team, on the other hand, is self-sufficient, regional Health Organization, and a standard twin-engine which saves precious time. helicopter, such as the AB-412EP. These helicopters are real multitask machines. For The team is ready to take off within 3 to 5 minutes of example, in the case of disastrous or dangerous forest helicopter LIFE , Spring 2011 44 PhotograPhs dino marCellino T e q h P u e b H r

i o V p i o E d p V r y M e e i , F t n d

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T o e s u t c s i t s a r r r h l s y f n h - e n h t a r - i e d e - - IN ACTION To understand how the “red dragons” work, I spent a by two divers, and we fly south west, to the locality of summer day with the team. The working day was very Arma di Taggia. long, from half an hour before dawn (6.20 am), until just During the flight we receive more information, and after sunset (20.30 pm). we now know that the man has been transferred to the Until late morning it was quiet, and the mechanics spent ground, and he needs the hyperbaric chamber. In this the time cleaning and checking the helicopter. region there are two, one on an Italian Navy base, the Then the first alarm: a hiker had fallen from the wall of other in a hospital in the main town. The second is an ancient fortress on the top of Mount Castell’Ermo, at an nearer, and we fly directly to it. altitude of 1092 meters above sea level. This site can be The flight takes 20 minutes. We fly along the sea reached only on foot, or by air. coast, and the Commander shows me some other areas A few minutes later we are in flight, and we are on the that often cause trouble: the cliff where many scene in 10 minutes. The site is spectacular: the walls of the castle are ruined, and nature has taken possession of them. From here it is possible to see the sea and coastline. There is just enough space to touch with a skid the top of the wall, and disembark me. The medics go down by the hoist near the injured. The flight to hospital is routine, and we return to base just in time to be welcomed by a table that is already pre - pared for lunch. The ground staff have also cooked for us, and you can be sure that in Italy you eat well, although drinking wine or beer is not permitted. This rule is of course observed with rigour. In mid-afternoon the second alarm: a diver has fainted in immersion. The two mountain-rescuers have to be replaced

An injured diver being loaded on board at the Arma di Taggia football ground o n i l l e C r a m o n i d y b s h P a r g o t o h P 46 helicopter LIFE , Spring 2011 climbers do free climbing, and the cargo ships and tanker ships at anchor. Often the workers on board have to be rescued directly from the deck or the hold. When we land on the roof of the hospital the medics are waiting to take the patient. After re-embarking our stretcher in a few min - utes, we take off again. As we are getting fuel there is a new alert sound: a child needs to be hospitalised. This time only doctors are required on board. Disembarking at Ready to go, check, engine… but it proved to Genoa Hospital be a false alarm, and the emergency is called off. Our working day is at an end. Driving home in my car I have time to think about the day spent in Liguria, and I realize that I have had the opportunity to live an unforgettable experience. I have the sensa - tion of having spent a day ‘in a great family,’ where everybody has a role, and is esteemed and respected by the others. Thinking of all the events I witnessed, I realise that, although to my eyes everything appeared simple and easy, it was in fact the fruit of intensive and continuing training and devotion.

Left to right:AB-412 rescuer, winchman, rescuer, doctor, Commander and co-pilot Helicopters of the Future or not (gossip) a t s u g a d n a l l e b

, y s K r o K i s

, r e t P o C o r u e h P a r g o t o h P helicopter LIFE , Spring 2011 48 he enduring question at the HAI HeliExpo was - ment to the Star-Telegram which suggests that either will there ever be a 609 tilt rotor built and flying, or Orsi was misquoted, misinterpreted or Agusta and Bell Tnot? are still not on the same wave length. The rumour is that Bell, having sold all the options for “Bell remains committed to certifying and deliver - the tiltrotor at a lower price than they can be built for in ing the worlds first commercial tiltrotor. We continue the present market, cannot afford to actually build a flying to work with Augusta to determine the best way to cer - machine. tify and bring the 609 to market.” The Pprune threads, based on the differing opinions of So, we still do not know the answer. Will the Agusta Tony Osborne of Shephard Press and Bob Cox of the Star- Bell, Bell or Agusta 609 ever take to the skies and be Telegram work around the apparent indiscretion of Agusta in the forefront of helicopter aviation research, or will CEO Giuseppi Orsi in telling the assembled press at be the market be monopolised by the vertical players HeliExpo that Agusta will be taking the programme over and any quasi tiltrotor development be left to from Bell. Eurocopter? According to Shephard Press: The question hangs in autorotation! “Orsi said that Bell Helicopter now wanted to divest itself of the civilian tiltrotor project to concentrate on Will the helicopters of the developing its product line. However, negotiations between future continue to look like the two parties had been frustrated over property rights to the helicopters of the past? the tiltrotor technology, which is also used on the V-22 Osprey.” The article continued: “Speaking to reporters at Heli-Expo in Orlando, Orsi said: We wanted full control of the aircraft and Bell has agreed,' adding, 'We hope to complete the negotiations in the next few months.” However, Bob Cox of the Star Telegram refuted that opinion. He said: “Bell spokesman Robert Hastings, fol - lowing up on comments made by Bell CEO John Garrison, just (this was 7th March 2011) issued the following state -

49 Learn to Fly navy

Carlo kuit & Paul kievit visit the Lanv éoc-Poulmic naval schools photographs by kuit and kievit t i v e i

n 1920, the area of Lanvéoc in Brittany was select - SA.321 Frelon seven years later. In 1975, 34 Flottile K d n

ed as one of thirty-seven centres for French Naval (Squadron) was transferred to the base with its Alouette a t i u

Aviation seaplane support. Located opposite the city IIIs. 34F now has seven Lynx HAS4 helicopters in the K f

I o of Brest, on the Peninsula Crozon, the first major con - ASW (Anti Surface Warfare) role. In 1995 the Rescue y s e

struction of the Lanvéoc-Poulmic Naval Air Station Training Centre (Centre d'Entrainement à la Survie et au t r u o

began in 1930. The base was occupied during World Sauvetage de l'Aéronautique Naval) was relocated from C s h

War II, and 90% of it was destroyed by Allied bombers. St. Mandrier to Lanvéoc-Poulmic. The Naval Air Station P a r

In 1944, the Air Station was rebuilt. has established itself as of true value to the French Navy. g o t o

The first helicopters arrived in 1964, followed by the Over 135 SAR missions saved seventy people in 2009. h P

50 helicopter LIFE , Spring 2011 Today NAS Lanvéoc-Poulmic is home to two Naval but Naval Air Station Lanvéoc has been developed as Aviation Schools: the Flight Initiation School (L’Ecole the Centre of Excellence for the French Navy. With the d’Initiation au Pilotage/ E.I.P.), an integral part of 50S arrival of the EC-225 in 2010, and the NH-90 helicop - (Escadrille/ Squadron), and 22S Shipborne Helicopter ters from 2010 to 2013, the Naval Air Station has Specialization School (Ecole de Specialisation sur extended the long history of Naval Aviation in Brittany. Helicopteres Embarques/E.H.S.E.). Frontline duties are “Every French Naval pilot will start his or her career performed by 32F equipped with the EC-225, which here at Lanvéoc,” explains 2nd Lt. Van Den Bruwaewe, arrived on 22 April 2010, and 34F, equipped with the an instructor pilot with 50S. Westland Lynx HAS4. Seaplanes are no longer used, The squadron was created in 1996 to screen future helicopter LIFE , Spring 2011 51 n s i a c p t b t C f c l s d A w T d c 2 p f c c N c c e h e e l e a r l r h o a o a e e e e n i h e A a a a a n h a e w a e l l i l v o

c n o m m d T T “ S “ e o e d e l s c r l v m

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PhotograPhs Kuit and Kievit Alouette 111 on the ZPEx location at Pointe des Espagnole opposite the port of Brest

teen months of intense training, the newborn helicopters 90s will be delivered, 14 of the NHC (Combat) variant pilots will return to Lanvéoc-Poulmic to learn the and 13 of the NHS (Support) variant. The NHC will specifics of Naval Aviation. The French Navy calls this replace the Lynx, as the NHS takes over the role of the last step “Fly Navy”. The Squadron responsible for this EC-225. The NH-90 is equipped with a full glass cock - specific training is 22S, which hosts the “Ecole of pit. Currently we are investigating what kind of helicop - Spécialisation on Hélicoptère Embarqués”. After com - ter type would be suitable to replace the elderly Alouette pleting the eight months of training each new pilot will III. However, no clear choices are expected to be made receive his or her ‘Wings’, and then transfer to one of the in the short term.” frontline squadrons, at Lanvéoc or Hyeres. The Commander adds that “For us it is important to Students who have elected to do multi-engine have deliver good quality training, and therefore we need good their initial training at the Air Force Base of Salon de training material. We want to be the Centre of Excellence Provence (TB-30 “Epsilon”), before transferring to for all other navy units, and next to this primary task we Cognac Air Force Base. The actual multi engine training are also training pilots of the Air Force (Armee de L’air), is undertaken at Avord with the EAT 00.319 squadron, the Army (Armee de Terre) and the Gendarmerie (Police) for 10 months training on the EMB121 “Xingu”. in naval operations. Each year we have four classes, each Students do their Naval training at either Nimes-Garons with twelve pilots, who are trained by the E.H.S.E during or Lann-Bihoué. a two-week period on how to operate above the sea”. The “Fly Navy” training for the new French Navy hel - The Commander concludes by saying that “Operating icopter pilots is conducted at Lanvéoc-Poulmic with 22S. above the sea requires a lot of specific knowledge. This The squadron was formed on the 1st of January 1976, is what we teach those pilots”. and attained 100.000 flying hours in May 1994. On aver - Recently, they have begun training Moroccan Naval t i v e i age twelve new pilots are trained each year on the aging Aviators. “Some years ago Morocco decided to build up K d n Alouette III helicopter. According to Commander their own Navy, and they have bought some frigates and a t i

u d’Torcy of 22S, “This is becoming a challenge for us. three AS565MB “Panther” helicopters from France. In K h

P With the forthcoming introduction of the new NH-90S (S cooperation with the Moroccan Navy, we train one or a r g for Support) helicopter in 2011, the gap between the two two pilots each year in naval operations,” explains o t o

h helicopter types is increasing. In total twenty-seven NH- Commander D’Torcy. P helicopter LIFE , Spring 2011 53 French Air Force (EH01.0067 based at Cazaux Air Base). Since December 2008 a ‘Caracal’ has been on permanent deployment to Lanvéoc to support 32F in the SAR role. Both Army and Air Force deploy an EC-725 to Lanvéoc, each for a period of 6 months. “The helicopters are maintained and flown by personnel of the 32F. As 32F Commander Hastings explains, “The pilots of 32F train with the EH01.0067. EH01.0067 is a mixed squadron of Air Force and Navy. Currently we have five pilots able to fly the EC225/ EC-725. In flight operation there is no dif - ference between the EC-225 and the EC-725. The EC-725 has some additional armour plating and other devices, like an external winch.” Alouettes had been in Currently the EC-225 is used only for daytime opera - service since 1964 tions, as the helicopter is not yet equipped with an autopilot. “This makes night operations very difficult as we “When we arrive at Lanvéoc we have already had one have little or no reference points at sea during night”, full year of training at the “Ecole de Pilotage,” at explains the Commander. As soon as the second EC-225 Marrakech in Morocco,” explains Moroccan student pilot has arrived, the first EC-225 delivered will be updated to Othmane Chelh. He received his Wings from the 22S enable night operations. Commander on the 9th of June 2010, after a seven- “Our biggest transition in years will be during the year month naval conversion training. “I will return to 2011, when we will start operating the NH-90”, says Morocco in a few weeks to start my transition on the Lanvéoc-Poulmic Base Commander Camus. “Only one AS565MB “Panther” with 11 Flottile, at Casablanca”. pilot will be a totally new concept in the Navy. We will Currently four crews, 13 pilots, have been trained for the have to see what surprises the NH-90 will bring.” Moroccan Navy by French Instructors of 22S. Other As part of the restructuring of the French Navy, the 31 tasks in which 22S is involved are liaison flights and Flottille based at Hyeres and operating the Lynx, has detachments on ships. Commander D’Torcy adds that transferred its helicopters to 34 Flottille, and 31F will “We have four Alouette IIIs permanently based in the stand down in anticipation of the arrival of the first NH- Caribbean, Pacific and West Indies, alongside detach - 90s, to be delivered to Hyeres. In total, twelve Lynx heli - ments based on our Frigates”. copters in seven flights will be available from July The frontline units at Lanvéoc are undergoing some onwards, and two will remain on detachment at Hyeres. major changes. The 32F phased out the last four Commander Blanchard of 34F explains that “The Flight SA.321G “Super Frelon” helicopters on April 30 2010, Commanders operate flexibly on their own initiative. after 45 years of service, and saving 2,100 lives. The They need to work independently, especially when final four aircraft undertook a tour throughout Brittany to deployed overseas or on board a Frigate. I give them the say goodbye. They will be replaced by the Eurocopter flexibility to take their own decisions, within a certain NH-90 S. It is expected that the unit will reach IOC by bandwidth”. late 2011, and FOC (Full Operational Capability) during 34 Flottile is the only unit in the French navy with a 2013. The NHS is planned to operate from the Aircraft combat role. “We have one primary task: Anti Surface Carrier Charles de Gaulle, the Mistral Class amphibious Warfare (ASW). Over sixty percent of our training is ships, The Mongue trail vessel and the new replenish - focused on our ASW task of fighting submarines. It is a ment vessels, which will enter service from 2015 very demanding task for both pilots and crew. In order to P onwards. The NHC, which replaces the Lynx, will oper - keep in practice we fly at night at least three days a h o t week”. To become fully qualified in night operations our o ate out of the future FREMMs (Fregate Multi-Missions g r a

(Multi Mission Frigates)). These new ships will enter pilots undergo four years of intensive training,” the P h s service from 2012 onwards. Commander explains. “In the first year the new pilots will C o u

be trained as operational pilots. Then a full year of r To bridge the gap between the “Super Frelon” and the t e s NH-90, two EC-225, also Eurocopter built, have been embarkation follows on board a Frigate. This embarkation y o f procured. This helicopter is the civilian version of the is in order to learn to live on a ship, with all its particular K u i circumstances at sea. During the third year of training, the t

EC-725 ‘Caracal’, which is currently used by the French a n Lynx pilot will be trained as a day tactical pilot, and the d

Army (3e EOS Escadrille ‘d Operations Spéciales/ K i e

pilot will learn how to deploy tactics during ASW mis - v Special Operations Flight based at Pau), and by the i t

54 helicopter LIFE , Spring 2011 trained in Tactical Formation flying at night. During AFM’s visit, the 34F was conducting sniper exercises with the French Commando unit Trépel, based in Lorient (Brittany). “Next to these tasks we are also available to Operating take on the SAR role when a request is made to us.” above the sea requires a lot To fulfil its role as a Centre of Excellence in the of specific French Navy, in 1995 the Centre for Training in Survival knowledge and Rescue of Naval Aviation was transferred from the Naval Air Station St. Raphael. The task of the C.E.S.S.A.N is to train Naval, Air Force, Army and Gendarmerie Pilots in sea survival techniques. The Fighter pilots of the Air Force have to train for one day each year at the Naval Training and Rescue Centre, but the naval helicopter pilots for only one day in a three- year period. Over eighty courses are provided each year, with an average of 1250 students per year. Since its founding in 1979, C.E.S.S.A.N has provided training to over 17,000 pilots. It has proven to be an integral part of Naval Aviation Training, and without this vital training it would be impossible to Fly Navy. sions.” The investment in the Lynx community is high, Eurocopter as the next step will be a year of deployment, again EC225SEMAR onboard a Frigate. The Commander adds that “Between replaced the Alouettes three and four years of training are needed to become a night tactical pilot who is also capable of deploying at night to sea”. This is the last step the pilots will take in their training. To execute the latest task of 34F, so-called Maritime Counter Terrorism (MCT), only the most expe - rienced pilots of the 34F are involved, and they are also

Diver collecting his kit after a flight with 35F Eurocopter in Aberdeen words and pictures by Georgina Hunter-Jones

he Lord Provost of Aberdeen, opening the new As Steinke said, “With the largest overall helicopter fleet EC225 simulator and service centre, said that “this in the British Isles – and providing some 80 percent of the Tcity understands North Sea oil rigs. In the last forty nation’s offshore fleet – we deliver a vital contribution to years Aberdeen has become a by-word for the oil industry.” the UK’s economy and its citizens every day. It is our poli - He told the gathered aviation audience that he was extreme - cy to serve our customers locally, and thus we have signifi - ly pleased to have Eurocopter in Aberdeen, and that their cantly expanded our onshore capabilities in the past few presence was “helping with the safety aspect and, in their years. Our new Aberdeen facility will greatly enhance work with windfarms, the ecology.” Eurocopter’s training, services and the support offered to Thanking the Lord Provost for his kind words, Markus our customers, making their operations safer, more efficient Steinke, the Managing Director of Eurocopter UL, replied and more eco-friendly. This new centre reinforces that Eurocopter had selected Aberdeen for the new facility Eurocopter’s continued commitment to the UK.” because of its location at the heart of the UK oil and gas There are a total of 450 Eurocopter helicopters in opera - exploration industry. tion with over 150 customers in the UK. They represent 70 As the hub of North Sea helicopter offshore operations, percent of the country’s emergency medical service fleet, 75 Aberdeen is Europe’s busiest heliport, and the EC225 simu - percent of the police and law enforcement helicopter inven - lator will respond to the training needs of the hundreds of tory, and approximately 80 percent of the offshore oil and pilots based there. In anticipation of future expansion for gas fleet. These rotary-wing aircraft are widely used for the North Sea Service Centre, sufficient space is already pipeline and power line control, as well as for lighthouse available to add another simulator at a later date, potentially maintenance and other important utility missions. One of for Eurocopter’s new EC175 helicopter. Eurocopter have the latest missions for Eurocopter helicopters is offshore spent 10 million pounds developing the centre. wind farm support in the country. Additionally, 100 56 helicopter LIFE , Spring 2011 Lord Provost welcoming Eurocopter to Aberdeen

Lord Provost and Markus Steinke in the simulator

Eurocopter helicopters provide significant transport The EC225 simulator that was opened was made by Indra, the and training capability to the UK military forces. leading simulator company in Spain. Indra also makes simulators Steinke said that he was looking into the future for buses, police cars, Harriers (all of which are now moving from for Aberdeen, for their customers in the North Sea the UK to the USA!) airliners, and simulators for armed forces (Bond, Bristow and CHC) and for Eurocopter, and throughout the world. Project Manager Fernando Maderulo Pérez was finding it similar to looking after his three told Helicopter Life that Eurocopter had changed from their usual daughters, all of whom had different characters and simulator supplier Thales because Indra were offering a better differing needs, but all of whom wanted the support financial deal, and they hoped to continue to do business with them and interest of the parent! Eurocopter is extremely in the future. happy to be able to provide such support. This con - This enthusiasm was maintained by Rupert Hibbert, Head of cept, perhaps more French than Scottish in character, Training at Eurocopter, who told Helicopter Life that they were was quietly appreciated by the client base in the now re-writing the rules on training with simulators. He explained room. that while the military had a much more in-depth and practical use Steinke said that, in addition to the service centre of simulators directed towards individual situations, in the civilian and simulator, Aberdeen will be getting an overhaul world things were was much more rule and regulation based. shop, and that will require a major change in their However, now that simulators are far more widely used for training outlook. If it is successful these facilities will be their methods of usage are changing fast. Hibbert said that they are extended to other centres. The one hundred now able to teach in a much more rotary-orientated direction than Eurocopters in the North Sea area do 100,000 flight before, and to use work-orientated methods of training. This hours a year, and thus have their own overhaul base, enables them to teach to the job rather than train in a general man - which would allow vital maintenance to be done on ner, and then try to fit the job to the training now. A lot of the site, rather than having to sent parts away, would emphasis on changing methods has been inspired by Hibbert him - make a considerable difference to helicopter down- self and his military experience. time. (See also Rupert Hibbert’s letter on page 7).

Rohit Jaggi, FT reporter, experiencing the difference between the R22 and the EC225

Aberdeen graphics, as seen from the simulator helicopter LIFE , Spring 2011 B ook r eview

Silvered Wings The Memoirs of Air Vice-Marshal Sir John Severne published by Pen and Sword Aviation www.pen-and-sword.co.uk

his is the story of an enthusiast by an enthusiast! As the Duke of Edinburgh Tsays in his foreword: “John Severne is a very lucky fellow. There are not many people who have a sin - gle-minded ambition about what they want to do with their lives; who manage to realise that ambition, and then turn out to have a real talent for it.” John Severne joined the RAF in 1944, after Marlborough (where he was in the Home Guard) and Cambridge (University Air Squadron). He did his initial training at Brough on the Tiger Moth before (after a brief period as a dispatch rider) going on to Harvards and then Mosquitos. In 1946, he became interested in helicop - ters and flew the Sikorsky R4 with Chief Instructor Alan Marsh (who was killed a few years later flying the tri-motor Air Horse). Severne liked helicopters so much that he considered applying for a transfer, but, as they were still in their early days, decided it would be a bad career move and stayed with the Mosquito. However, he remained fasci - nated by helicopters all his life, not least because his mother had flown an autogyro in the Cobham Flying Circus. He says: “I felt that there was a tremendous future for helicopters because of their ability to get in and out of small sites, almost regardless of the surface conditions... One of the reasons that I have enjoyed flying helicopters is that I regarded them as a challenge... with the early machines you had to work at them all the rather than eject, and all the consequences of this - which give real time, you could not just trim them ‘hands off’ insight into the flying and attitudes of the time. It also has some peri - and relax.” od photographs, including a Sikorsky R4 and a bizarre picture of a Silvered Wings is a fascinating book, full Lightning that had crashed after the undercarriage collapsed. of stories - for example when he had a fire in It is an excellent read for anyone interest in the history of flying in a Venom and decided to land wheels up the RAF. LIFE 58 helicopter ,Spring 2011 o BiTuAry

Martin Rutty RIP by Rob Hields

received a call from Martin Rutty on Monday 6th I hope there is a conclusion to this accident, as both the December. Nothing unusual about that, as he had pilots were more than capable of handling any normal Isuccessfully sold four of my aircraft in the previous emergency, and for it to remain a mystery would leave us 18 months, and we regularly talked about the state of all wondering and perhaps speculating forever. the industry and general things aviation. However this I will miss him, and I am very sorry that we never was purely a social call, and he was in good spirit and made the Greyhound. very amused about something. He didn't let me have any names, but apparently he had met two pilots very recently who had suggested that a night out with me in my favourite watering-hole, "putting the world to right", was worth a good laugh! So we decided to meet up before Christmas to sample some real ale and do just that. I was looking forward to a stress free evening with P

h him, found my old fez, dusted it off, brushed up on a o t o few tales and politically correct jokes for the occasion. g r a

P I received a call from Duncan at Q aviation, mid h s

C afternoon the following Thursday, informing me about o u r the accident. It left me feeling physically sick, even t e s

y after 22 years in the business, and knowing many others o f who have suffered a similar fate, it does not and will not t h e ever get any easier! r u t t I did not know Simon Lichtenstein personally, but my y f a thoughts are with his, and Martin's families today, as m i i l y they were then, and on Christmas day. helicopter LIFE ,Spring 2011 59 WINTER 2010 / £3.99 H E

L www.helicopterlife.com I

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CALL: 01708 225 800 30+&$54*4"'".*-:#"4&%%&4*(/"/%#6*-%$0.1"/:5)"5)"4#&&/&45"#-*4)&%'0307&3(OPTION 1) anytime :&"34!&41&$*"-*4&*/)*()26"-*5:3&/07"5*0/43&'63#*4).&/54#6*-%*/("/%."*/5&/"/$& 803,*/"--"41&$540'5)&$0/4536$5*0/*/%6453:$07&3*/(#05)%0.&45*$"/%$0..&3$*"-$-*&/54Learn to fly in a Robinson Helicopter at !& "-8":4 453*7& 50 "$)*&7& 5)& )*()&45 45"/%"3% 0' 803, #: 64*/( &91&3*&/$&% 501 130'&44*0/"-450%&-*7&3:063130+&$50/5*.&"/%.&&5*/("--#6*-%*/(3&(6-"5*0/4

• PILOT TRAINING • INTRODUCTORY DAYS • WEDDING CHARTER OPEN • TRIAL LESSONS • PPL AND CPL • SELF FLY HIRE 7 DDAYSAAYYS Wycombe Wellesbourne London / Denham Silverstone A WEEK 01494 769976 01789 470476 01895 835899 01327 857752 0/%0/065)"/, /*7&34*5: "35*5*0/*/(!03, -"45&3*/( 36/&-[email protected] /*7&34*5: | Visit HeliAir.com for further details 641&/%&%&*-*/(4 "31&/53:0*/&3: 5&03(&4041*5"- 3645 "30-%!00%041*5"- 3645 -&$53*$"- 3*$,803, helicopter LIFE , Spring 2011 /(-*4)&3*5"(& -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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':063&26*3&'635)&3*/'03."5*0/1-&"4&'&&-'3&&50$0/5"$564 &,&0(/.& "7 %%1&22 1/5&".&"-#&16&,,/.%/. -"), ).'/ ".%01/*&$32$/4+!)3& 666".%01/*&$32$/4+ w eBSiTe r eview A Guide to Helicopter Tours in the USA created by Phil Davis http://2712.com/GHT/index.htm

hen I travel Helicopter Tours in the US. abroad, like It’s still a new project that Wmany people I I’m working on daily, build - like to take a flight over ing a resource for helicopter the local area to work out tourism across the states. my position in space (or, I’ve talked to and have met more modestly, the local some pretty interesting peo - area). I would normally ple who also seem to have hire a small helicopter or my affliction: fascinating plane and fly it myself, stories of starting with a but, for a variety of rea - ‘sky-high’ dream of flight, sons, that is not always and having just enough possible. This is another tenacity to make it work. alternative - take a helicop - I’m sure Chuck and P.T. ter tour. would be proud of the part Looking at this site, it they played in helping intro - seems that it is possible, duce millions to the world wherever you happen to be of vertical flight. After all, in the United States of it’s a ‘collective’ effort that America. we can all be proud of per - Phil Davis, the publisher petuating.” of GHT (Guide to The Guide to Helicopter Helicopter Tours), started Tours in the USA is a free the site at the end of last years old, traveling down the back roads of site, and readers are invited year. He explains why he Pennsylvania near Gettysburg, my parents maneuvered to suggest any tours that are did so and his interest in around a bend in the road and there it was – the Bell 47! missing, and to review a helicopters: For real! tour and give their opinions “Like a lot of people I No kidding! on it. This should be very talk to, my fascination for My first real-live helicopter sighting! helpful as the quality of helicopters started with the Even though Chuck and P.T. weren’t around that day, tours inevitably varies, and Whirlybirds TV show in the pilot was offering helicopter rides over Gettysburg, this will enable the reader to the late 50s. Chuck and so skyward we went. That was it. Hooked for life. know how the tours have P.T. were my heroes in the I’m still not sure exactly what it was, but I loved heli - been judged before them. It sky and I never failed to copters from then on, and to this day I’m thrilled by the will also help the operators watch an episode. sound of the blades. Owning and piloting wasn’t practi - discover what passengers And then came along a cal for me so I came up with another way to be involved like and dislike about their magical moment. Eight with vertical flight – I created an online Guide to tours.

62 helicopter LIFE , Spring 2011 dvd r eview Ken Wallis Born to Bond diamond-eye published by Diamond eye productions www.diamond-eye.co.uk

A must for anyone interested in the history of moments, and allowed him to discover the full potential British aviation, and of Ken Wallis and gyro - of vertical flight. Acopters in particular. There is some truly wonder - He was also a pilot, and flew in the RAF (although he ful footage of the early days of flying, including the originally thought that this would not be possible, thanks Cierva landing on a carrier, and motorbike racing in the to an eyesight problem) and as a civilian after his dis - 1920s. charge. He particularly enjoyed flying his gyrocopters, Ken Wallis was born in 1916, and he began tinkering which he called the most stable machines in the air. He with mechanics from a very young age, encouraged by later went on to fly Little Nellie in the Bond movie You his father and uncle. He built his first motorcycle when Only Live Twice, and in a spoof Bond movie made by he was 11 years old. His engineering career continued Italians. He used his gyrocopters for police work and with boats, a Flying Flea aircraft, and various replica search and rescue, and in many other commercial ways. aeroplanes and gyrocopters. It was the development of At the age of 94 he is still flying, and is one of the all- these various gyrocopters that gave him his best time aviation heroes. helicopter LIFE , Spring 2011 63 A CCidenT r eporTS

Robinson R22 Beta, G-NWDC Following a satisfactory dual circuit, and after check - had left the cockpit, he noticed that the helicopter got ing that the student pilot was happy to continue with a “light on [the] skids” and began a slight yaw to the right. solo exercise, the instructor got out of the helicopter. He confirmed that the collective was all the way down The student then performed two takeoffs and landings and pushed slightly on the “already stiff cyclic (because on the spot, before taxiing to a practice area on the of the friction)” to avoid the other helicopter. The heli - other side of the runway. Whilst turning into wind, the copter then climbed, rolled right, and the main rotor left skid unexpectedly touched the ground, destabilis - blades began hitting the tarmac. The engine was still run - ing the helicopter. The student was unable to maintain ning after the rollover and he shut the engine down and control and the helicopter then struck the ground, exited the cockpit. rolled onto its side and was substantially damaged. An inspector with the Federal Aviation Administration The student admitted that he may have been hovering responded to the accident site and inspected the wreck - age. He reported that control continuity was confirmed to too low or allowed the helicopter to sink slightly due the collective, cyclic, and antitorque controls. The fric - to insufficient power being applied during the left tion controls operated normally. The main rotor blades pedal turn into wind. The student was 51 years old sustained substantial damage from impact with the ramp and had 82 hours, all of which were on type. The stu - surface. The fuselage, landing gear skids, and tail boom dent sustained only minor injuries. all exhibited substantial damage. The second helicopter received minor damage from flying debris. Sikorsky S92 N920ALL Weather, recorded at SUA at 1647, included winds from A Sikorsky 92A helicopter, N920AL, experienced a 090 degrees at 12 knots, visibility 10 statute miles, few flight control malfunction during initial descent for land - clouds at 4,000 feet, temperature 20 degrees C, dew point ing to Air Logistics Galliano Heliport in Louisiana. 10 degrees C, an altimeter setting of 30.15 inches Hg. VMC prevailed. During the initial approach into 2LS0, There were no injuries. as airspeed reduced through approximately 70 knots, the helicopter began a right yaw of more than 100 degrees Robinson R22 Beta, G-RIDL that could not be stopped by application of left pedal. The pilot was undertaking a local flight in his own heli - The crew immediately lowered the nose to regain air - copter when witnesses heard an unusual noise and saw speed and streamline the aircraft. They diverted to the the helicopter descend. It crashed in a field, fatally injur - South Lafourche Airport Galliano, Louisiana and per - ing the pilot. Evidence suggests that the pilot may have formed a successful roll on landing, touching down at been attempting a precautionary landing and that the tail approximately 72 knots, utilizing differential braking to of the helicopter contacted the ground, leading to a loss maintain runway heading. of control. Corrosion was found in the left magneto, An after landing inspection showed that the tail rotor which would have caused an increase in engine vibration pitch change beam retaining nut was missing. Recent and noise, and possibly led the pilot to attempt a precau - maintenance had been performed. The three crewmem - tionary landing. However tests identified that the engine bers and 15 passengers were not injured. was capable of generating its maximum rated power, Schweizer 269C-i, N21086 despite the number four cylinder misfiring intermittently. According to the operator, the helicopter was involved in It is also possible given the prevailing weather condi - a training exercise with another company helicopter. tions, that the engine had suffered carburettor icing. The After landing on the ramp at SUA, the flight instructor pilot also had a medical condition which he had not assisted the student pilot in setting the collective friction declared to the CAA and which would have been at least and the student pilot set the cyclic friction. The instruc - temporarily disqualifying. Post-mortem toxicology test tor then transferred control to the student pilot and exited revealed that he had been flying while taking undeclared the helicopter. The student pilot remained in the cockpit medication capable of producing a range of side effects to allow the engine to cool down for shutdown. As the of significance when flying an aircraft. The helicopter hit instructor was being driven off the ramp on a line cart, the ground (which was downsloping) in a tail down atti - he observed the helicopter become airborne and roll over tude and damaged the tail rotor blades. This would have on its right side. A pilot witness estimated that the heli - resulted in a loss of directional control, which resulted in copter attained a height of 30 feet prior to the rollover. an accident sequence sufficiently severe to cause fatal The student pilot reported that, after the flight instructor injuries to the pilot. The pilot was 69 and had 476 hours

64 helicopter LIFE , Spring 2011 A CCidenT r eporTS

of which 130 were on type. He had not flown in the last & i nCidenTS 90 days. The AAIB concluded that the pilot’s lack of recent flying experience, and possible physiological Bell 206 JetRanger effects due to his medical condition and medication, During final approach, a loud noise and notable vibration might have affected his handling abilities at the time. occurred and the helicopter pitched slightly nose up but with no loss of stability or airspeed. After shutdown, an Schweizer 269C-i, G-LINX inspection showed a 300 mm long piece of the leading The helicopter, which was on a training flight, suffered edge main rotor blade protection tape had become an in-flight emergency and subsequently crashed, fatally detached from one side. The blade tape was replaced and injuring both occupants. Examination of the wreckage the helicopter returned to service. revealed that the main rotor was turning at low speed on impact, but the reason for this could not be established. The AAIB investigation concluded that the most likely cause of the accident was a loss of control during an attempted forced landing downwind. The helicopter was being flown at 400 feet immediately prior to the emer - gency, which would have reduced the probability of a successful outcome. The instructor was 38 years old and had 1,524 hours of which 894 were on type. He was in regular flying practice having flown 59 hours in the last 90 days and 12 hours in the last 28 days.

Eurocopter BK117-C2, N854EC The BK117 performed an emergency landing at Cherry Point Marine Corps Air Station North Carolina after the Eurocopter EC155 pilot became partially incapacitated. The helicopter had Lifting into the hover both crew members noticed a departed from Pitt County Memorial Hospital Heliport, smell of burning in the cockpit. There was no evidence Greenville, North Carolina and was enroute to Carteret of smoke. They landed back on the runway and taxiied General Hospital, Morehead City, North Carolina. Night back to the apron where the helicopter was met by engi - VMC prevailed. neering staff. On inspection, the pilot’s landing lamp was According to an interview provided to the FAA, the pilot stuck in the retracted position. Once the lamp was reported that they were “about two-thousand feet and switched off, the smell subsided. about three to four minutes out” from the destination. He was flying the helicopter using the autopilot and after “I Robinson R22 disengaged the autopilot, my right arm fell to my side.” The Carbon Monoxide warning activated during flight. He informed his medical flight crewmembers and the The crew opened the vents and turned the cabin heat off Cherry Point Air Traffic Controller and declared an with no effect. They declared a PAN and returned to emergency. He further requested landing at NKT and the base. There was also a smell of burning. At 800 ft the ATC provided radar vectors. A medical crewmember warning extinguished. Later inspection revealed that the seated in the left front seat manipulated the collective exhaust under the heater shroud had buckled and control with the pilot's instructions and the pilot manipu - cracked. lated the cyclic control with his left hand. The pilot elect - ed to make a run on landing and upon contact with the SA355 Twin Squirrel P h

o D&D (Distress and Diversion) alerted the airfield that

t runway the helicopter became airborne again, and then o g they had seen an R/T fail squawk on radar south of the r touched down again. The helicopter came to rest on the a P

h airfield. D&D indicated that the aircraft was heading for

s runway approximately 4,000 feet from the approach end b y of runway 14L. After the accident the helicopter was the airfield. The aircraft was still out of contact. The air - a r

J craft became visual overhead and positioned for a right - a transported to American Eurocopter in Texas, were it was n d inspected. There was substantial damage to the helicopter hand join for runway 36. Using the Aldis lamp signals a i J K s landing clearance was signalled to the aircraft. The heli - t but the crew were not injured apart from the pilot’s pre - e r

h copter’s radio had failed due to a blown fuse.

u vious incapacitation. i s

helicopter LIFE , Spring 2011 65 h o u S e & h eliCopTer

AV8 @ Leeds Castle photographs by AV8 Helicopters eeds Castle was built in 1119 by Robert de Charitable Trust, which preserved the castle for the nation. It Crevecoeur, replacing the Saxon manor of Esledes. was opened to the public in 1976. The castle has subsequent - LKing Edward 1 and his queen Eleanor of Castile ly been the home of political action including the first meet - took over the castle as a royal palace in 1278, and made ing of Egyptian President Anwar Sadat and Israeli Foreign various changes and improvements. Minister Moshe Dayan in preparation for the Camp David The castle has been involved in many disputes, includ - Accords. ing that between Edward 11 and A better day at Leeds AV8 are a flying school and avia - the 1st Baron de Badlesmere, Castle in Kent tion business operating out of whose wife prevented Isabella of Rochester. They fly to Leeds Castle France, King Edward’s consort, for weddings (some high profile) from spending a night lodging static displays, and have dropped there. The result was the siege of James Bond off there for a stunt Leeds Castle by Edward 11 and scene during a Classical Concert. Margaret de Badlesmere lodging in Their helicopters have taken Father the Tower of London for a year. Christmas to his 'Grotto', done pleas - Her husband was beheaded and his ure Flights on Mothers & Fathers head placed on a pole at Burgate in Day and flown Batman and Robin. Canterbury. Carl Cochrane, MD and CPL at In 1381, Richard 11’s fiance AV8 says: “Even when we converted Anne of Bohemia spent a night at Leed’s Castle on her three Greek guys who had bought G-WzRD, the new way to marry her king. Henry V111 transformed the castle EC120, we took them to Leeds Castle for a Lunch to con - for his first wife, Catherine of Aragon, and his daughter, gratulate them on passing the course before they flew the air -

Queen Elizabeth 1 was imprisoned there by her sister. craft all the way to Kerkyra LGKR in Greece. View this on : P h o

http://www.youtube.com/watch?v=pgJcoRzBlx4 t

The castle escaped destruction in the civil war as the o g r

owners, the Culpeper family, were on the side of the a P Puritans The last owner, the Hon Olive, Lady Baillie, h a v bought the castle in 1926. Lady Baillie redecorated the 8

h e

castle and made extensive alterations. She used the castle l i C o

as a recuperation home for burnt airmen during the Second P t e

World War. In her will she created the Leeds Castle r s