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HELICOPTER Spring 2009

LIFE COVER STORY

Show & Tell Guide 4 HAI HeliExpo Aviation shows and conferences. Helicopter Life 32 the production team The Editor’s Letter 5 visits the annual event, this time at Aerial Forum 6 & 10 Anaheim in Darren Litton looks at CAA and other medicals California and assesses the effects Letters to the Editor 7, 11, 15 & 39 of the recession Flying Crackers 8, 9 Bell 222 40 Captain David Warren training captain at Flying Cars! 12 Starspeed in the Gerben van Beek south of England from the Dutch looks into the his - HEMS.Life Flight tory and design of Netherlands records the Bell 222, the day Mitsubishi describes its flying delivered their prize characteristics and winner’s car to a explains why it is beach in Holland so comfortable for a pilot to fly.

New Technology 16 Valerian Kiessling’s Big Dwarf 48 Helicopter Life looks at the VH-71 Presidential Rainer Herzberg Helicopter and the Pegasus PH200PJ spends a day with the owner and restorer of a Mil Mi-2 helicopter, which the owner has restored at Chandigarh Air Force Station 18 his home in a lighthouse in Germany and hears Simon Watson and about the changes he has made to the orginal Philip Camp fly out to the Manhattan Belle 54 Punjab to visit 12 Georgina Hunter- Wing of the Indian Jones visits and Air Force and flies with Topsy view their Taylor’s Helicopter heavylifting Mil Flight Services from Mi 26s in action the Downtown Manhattan Heliport Need a Repair Job 22 in their Bell 407, and Jakub Fojtik is told the story of spends time with LOM PRAHA seeing how they their enterprise restore Mil products to their former glory Having a Tea Break by Ralph Arnesen 60 Flying Circus 26 Dino Marcellino Helicopters Past and Future 62 visits many Grand Prix circuits and Book Reviews 63 talks to the owner, and employees of Accident Reports 64 Aercopter the heli - copter shuttle House & Helicopter 66

HELICOPTER LIFE,Spring 2009 3 SHOW & T ELL G UIDE

2 April - 5 April 2009 SPRING 2009 AERO FRIEDRICHSCHAFEN 2009 Friedrichshafen, HON. EDITORIAL BOARD Lake Constance, Germany Captain Eric Brown, CBE, RN Phone + 49 7541 708 404 The Lord Glenarthur, DL Fax: + 49 7541 708 2404 Jennifer Murray Email: Julia Schwägler Michael J. H. Smith Website: www.aero-expo.de Wing Cdr. Ken Wallis, MBE, RAF EDITOR-IN-CHIEF / PILOT 21 May - 23 May 2009 Georgina Hunter-Jones HELIRUSSIA 2009 [email protected] Moscow Expo Centre CREATIVE DIRECTORS Phone: +7 495 643 11 93 [email protected] Fax: +7 495 643 11 94 COPY EDITORS Evangeline Hunter-Jones, JP E-mail: [email protected] John Wilson Website: http://www.helirussia.ru CONTRIBUTING EDITORS Ralph Arnesen, Rainer Herzberg, Gerben van 22 May - 24 May 2009 Beek, Simon Watson and Philip Camp, Darren Litton, Dino Marcellino, David Warren AEROExPO 2009 Prague Letnany Exhibition Centre CONTRIBUTED PHOTOGRAPHY Ralph Arnesen, Gerben van Beek, Philip Camp, Letnany / Kbely Airfield Darren Litton, Luis Fernando Lopez, Dino Marcellino, Alan Norris, Simon Watson (Aviation 9 miles outside Prague Bookshop) David Warren Phone: +44 (0) 20 8549 3917 SPECIAL THANKS TO Fax: +44 (0) 20 8255 4300 Dave Smith ATPL(H)IR, Barton on Sea Golf Email: [email protected] Course, Reg Austin Website: http://www.expo.aero/prague ADVERTISING Telephone: +44-(0)20-7430-2384 [email protected] 15 June - 21 June 2009 PARIS AIRSHOW 2009 SUBSCRIPTIONS Go to our website or turn to page 54 Aeroport Le Bourget, Paris [email protected] France WEBSITE Fax: +33 1 47 20 00 86 www.helicopterlife.com email: [email protected] COVER PHOTOGRAPH Registration: www.salon-du-bourget.fr Flying away from the Convention Centre at Website: www.paris-air-show.com Anaheim after the HAI HeliExpo 09 by Georgina Hunter-Jones 24 September - 29 September 2009 HELITECH 2009 HELICOPTER LIFE is published quarterly by FlyFizzi Ltd. Duxford Airfield, Cambridge 59 Great Ormond Street London, WC 1N-3 Hz . England Copyright © FlyFizzi Ltd. 2009. Contact Brandon Ward ISSN 1743-1042. Fax: +44 (0)20 8439 8853 All rights reserved. Opinions expressed herein are not neces - sarily those of the pub lishers, the Editor or any of the editorial email: [email protected] staff. Reproduction in whole or in part, in any form whatever, Website: www.helitech.co.uk is strictly prohibited without specific written permission of the Editor.

4 HELICOPTER LIFE, Spring 2009 T HE EDITOR S LETTER

ome years ago, while editor of the sight of a golf course on my right, a different publication, I asked and I decided to land. Barton on Sea Sa question: “Why don’t pilots Golf Course was extremely surprised take taxis?” This was related to an to see a helicopter shutting down. incident in which a pilot had landed One wag asked, “Parlez vous Anglais?” his helicopter safely, shut down, and About an hour later the cloud base could have left the machine for the lifted and the visibility increased, and night. But he decided, for a variety of I finished the journey to reasons, to take off again and try to Bournemouth. However, my instruc - get back to his home airfield. On this tions were to wait for the 25-hour final part of the journey, flying check to be done and a trim motor to allegedly at less than 100 feet and be replaced. These jobs took longer about 20 knots of forward speed, he than expected, and, given the state of crashed into a hillside and was killed. the weather and the imminent dark - This comment came back to me in ness, I asked the engineers if they callous attitude of employers? Is it December last year, when a similar thought I could be away by 3 pm. just the certainty that their skill is thing happened to me. They weren’t sure, so I rang the com - greater than average, and so they will I was taking a Hughes 300 from pany I was ferrying for and asked if I get through where others have failed? Biggin Hill to Bournemouth for rou - could, if necessary, take a taxi home. I still don’t know the answer, but I am tine engineering. The weather at I was told: “We would not pay for our glad I took the taxi. Biggin was good, and although the directors to have a taxi, take a train!” In the Accident Reports, there is a weather at Bournemouth was Annoyed, I decided to fly the heli - report by the NTSB in the USA of mediocre, having a 700 foot cloud copter back as far as I could…. their findings on several EMS flights base, it was ‘TAFed’ to clear. Sounds like a familiar scenario? that led to 35 fatalities in one year. All On the way down through The Luckily for me, Bournemouth is on of these occurred at night, and most in Downs I talked to Farnborough, and the coast. I left at 3.34 pm, it got dark IMC. The recurring theme seems to discovered that most other aircraft at 4.20, and it takes an hour and a be either lack of pilot training, or flying were IMC, although one let half to reach Biggin Hill. The night poorly equipped helicopters. It is down close to me at 1,000 feet. itself was not an issue, as I have a important to stress that US EMS Luckily (or perhaps unluckily, as it night rating, but the drop in temperature pilots fly in conditions vetoed by leads to more risk taking), I know the that comes with night, and the resultant European, Japanese and other coun - route between Biggin Hill and increase in saturation and decrease in tries; but clearly, if helicopters are Bournemouth extremely well. Even visibility was. But I was angry! going to do that type of flight, both so, in decreasing visibility and lower - Obviously, this did not become an the pilots and the helicopters should ing cloudbase, I decided to follow the incident and I am not a statistic. After be sufficiently up to date, whatever railway line to Portsmouth. By the half an hour, with decreasing cloud- the cost. Once again we come back to time I hit the coast I was down to base and visibility, and aware that I those two certainties of flying: It will about 300 feet and less than 4000 would have to leave the coast to get cost a lot (what is too much when a metres visibility. Talking to up to Biggin Hill, which sits at 600 life is at stake?) And everyone thinks Bournemouth I was cheered to hear feet - I was currently at 200 - I someone else should pay for it. another helicopter say that he was at realised I needed to land. Even as I As this is credit crunch time, and 500 feet at Hengistbury Head, the considered flying to Goodwood, Lee- we are reorganising banks and busi - VRP point for Bournemouth. on-Solent airfield came into view. nesses, it is probably time for helicop - a t ter companies too to reassess. We may t Unfortunately, he was not telling the truth. Now was not the time to be proud - e h

c end with fewer companies, but at least r Past Lymington, I was just over better to land and take that taxi! u t they will be properly equipped. y 100 feet and there were moments I did, and the company did agree to r r e

J where the cliff above me was in pay. But it brought me back to that h P

a cloud, and to me it looked as if the question: Why don’t pilots take taxis? r g o way ahead was getting worse. Is it simply that they don’t want to t o h Suddenly, a lift in the cloud gave me pay for them? Or is it anger at the P HELICOPTER LIFE, Spring 2009 5 A ERIAL FORUM Fit to Drop (out of the sky)?

Darren Litton is owner of Hangar 5 Helicopter Storage facility at Redhill ation regarding certification for pilots taking prescribed anti- o, you’ve got the desire to learn to fly a helicopter. depressants. Their unusually pragmatic approach is that it is You feel you’ve got the mettle, after all you don’t feel better to have a pilot monitored regularly if taking anti-depres - Soverly dizzy peering over the edge of a kerb, and you sant medication than it is to have pilots either taking the drug were only sick once on that five-minute pleasure flight last illicitly or, worse still, pilots who really need to take the drug year at a summer fair. You’re positive that you’ve got the refusing to do so because of the certification suspension impli - wealth (although that will be tested fairly strenuously with cations, and therefore flying whilst clinically depressed. this particular form of airborne antics) but - and here is the Blood INR levels, the essential data for people taking deciding question - do you have the health? Warfarin or any anti-coagulant treatment, are now extremely A Class 2 medical certificate is required by the CAA for a easy to self-check very accurately, anywhere and at any time. PPL(H), the NPPL not being an option for such complex This means that prior to flight a simple test can be performed flying machines, apparently. So therefore, if some were to be to ensure that the INR level is neither too high or too low, believed, ruder than rude health is an absolute pre-requisite. thereby negating the previous concerns that a pilot self-admin - Now, I don’t know about you, but I seem to have more istering (as all do) their anti-coagulant treatment might enter things going wrong with me than a second-hand laptop with an area of risk for either excessive internal bleeding or stroke. coffee stains on the keyboard. My medical file runs to just And here’s where I enter the frame…. Being born with a con - a couple of volumes less than War and Peace, with only genital heart defect, I had corrective open-heart surgery at 16. marginally less horrific blood ‘n’ gore detail within, and my Also having a slow heart rate (heart block) I had a pacemaker idea of vigorous exercise is to jump to some conclusions implant at 24, which I have retained ever since. I more recent - but hey! – I got one… ly electively had open-heart surgery again, this time to correct Despite the seemingly overwhelming opinion that the CAA a congenital valve abnormality, and my pacemaker implant has as its motto “thou shalt not fly”, it would appear that the was renewed also at the time. During the pacemaker implant opposite is true. A number of amendments to requirements procedure I unfortunately went into Atrial Fibrillation (a con - for medical certification are being considered by EASA and dition wherein the atria of the heart do not contract in syn - JAR, after suggestions put forward by the CAA. In addition chrony with the ventricles, and so become somewhat redun - to the broadening of the NPPL idea into Europe (the whole dant in the grand scheme of things). Although essentially not idea itself was conceived by the CAA, and has allowed a life-threatening condition, AF does increase the risk of many hundreds of pilots to be able to train to fly, or to be stroke. To counter this threat sufferers must take anti-coagu - allowed to continue to fly after suffering an ailment that lant drugs, in my case Warfarin. Unfortunately, at the time of results in the suspension of their Class 2 medical), the CAA my commencement on anti-coagulation, Warfarin was a drug are slowly, and in a somewhat pioneering manner, coming considered incompatible with flying and so, as a consequence, around to the idea that advances in diagnoses, treatment, I lost my medical certification. But how, you might wonder, and monitoring now mean that previously high-risk condi - did someone with that catalogue of medical malaise ever get a tions should now be re-evaluated. license in the first place? Well, I’ll tell you…

Type 1 Diabetes, a previously disqualifying condition for a n

My initial quest for world domination began in 1992 when, at o t t Class 2 certificate, is now being reconsidered by the CAA, i 31, I decided it might be fun to race a Porsche in the national L n

and they are actively encouraging other nations to do the e

championships. The Royal Automobile Club Motor Sports r r same. A former member of the CAA Medical Committee a

Association (RAC-MSA) who control all forms of motor rac - D f

speaks of witnessing a pilot performing a rapid but efficient ing within these shores, were a predictably pompous, arrogant, o y s

blood/sugar level pinprick test on himself on the downwind and unhelpful bunch right from the start. On learning that my e t r

leg of an approach to landing. There was no mention of sub - u medical condition disqualified me from obtaining a license to o c

sequently climbing from mangled wreckage, so one race, I politely enquired if there were any further avenues I h P a

assumes all was well! r could investigate. In an incredibly withering tone I was g o t

Similarly, the CAA is campaigning for a review of the situ - continued on page 10 o h P 6 HELICOPTER LIFE, Spring 2009 LETTERS TO THE EDITOR Letters continue on pages 11 & 15 & 39 59 Great Ormond Street, London WC1N-3Hz, England. Telephone: 020-7430-2384, Email: [email protected]. British Aristocracy in several forms Please include your name, and email or phone. Dear Georgina, It was good to see the article and photos Oxford to London The primary helicopters for of a Sycamore in your last issue. The helicopter shuttle. the London to Battersea shut - Sycamore, thanks to Raoul Hafner's inge - nuity, was well ahead of its time and as a Dear Georgina, tle are our two brand new junior member of his design team I spent I am sorry that we missed EC135 T2+s with back up several happy hours aboard the aircraft. meeting you on your visit to from our Squirrel fleet. We Your article refers to the ‘wooden’ Oxford Airport as we are the do operate a single Squirrel blades. This was actually hidulignum - a un-named helicopter shuttle with emergency floats but we resin-impregnated compressed wood - company that you refer to in see this as being for summer which was an early form of composite your article. We are in fact days. material. The blade shape, made possible contracted as the preferred We have the added capability by this, was aerodynamically ideal, thus helicopter supplier to Oxford of having Air Harrods operat - far more efficient than any contemporary Airport and OxfordJet which ing under our AOC so this and was not life-limited. they kindly publicised at the gives us the full range of heli - Raoul retained a love of Austria, his press day. We have been copters from S76, Agusta 109 country of birth, but was intensely proud based at Oxford Airport for Power and Grande, EC 135, of his British Nationality. some 15 years. AS 355 and 350. We have Attached is a photo of a line-up of Unlike your delayed flight in active plans to increase our Sycamores at Weston-s-Mare before a Hughes 500, we operate fleet and are delighted that delivery flight to Germany and a photo of twin engine helicopters on the our growth has been assisted GA-MWI in use as a Wedding Coach route and fly direct to by the increase in activity at for my wife and me in August 1960. Battersea via the Brent Oxford Airport. I hope that the Sycamore shown in Reservoir and thereby avoid - Do please come and see us, at Helicopter Life finds a good home. ing the restrictions and delays Oxford Air Services Ltd! On another matter, would you allow me of the London heli-routes Best regards, to reply to the rather strange letter by Mr often suffered by single Breward in the same issue? engine helicopters. We also Michael C.M.F. Hampton He seems to be oddly peeved that I did operate at night and have IF Managing Director not mention Wideye in my earlier letter capability. Oxford Air Services in which I merely attempted to explain to Mr Philips, a previous correspondent, Bristol Sycamore used by Reg Austin and his wife on that the aircraft which he saw at the their wedding day Helicopter Museum was a Westland Wisp and not an M L Aviation Sprite. Mention of Wideye was not relevant in that context as it was much larger, and had a totally different shape so could not be confused with Wisp or Sprite. Perhaps Mr Breward should be aware

n that I have considerable knowledge of i t s u Wideye since, as Chief Project Engineer a g

e at Westland, I conceived it in 1967 and r f

o coined its name. With the help of my y s e design team, we submitted a costed t r u proposal to MOD in March 1968, subse - o c h quently being awarded a series of funded P a r g feasibility studies. o t o continues on page 11 h P HELICOPTER LIFE,Spring 2009 7 FLYING

Seeds of the Future tion, told NBC. A fuel mix of 50/50 conventional Jet In an interview with USA A1 and fuel derived from the seeds Today, he said: “Pilots love to of the jatropha tree has passed its fly. I believed that if we created first flight test, in an Air New a means for them to discover zealand Boeing 747-400. The flight situations where they could fly lasted about two hours and several and also save animals, many tests were conducted, including would do it.” shutting down and restarting the test In just over a year, the Web site engine. "All the parameters that we has helped to arrange flights for observed were as expected," said Air over 200 shelter dogs, flown by New zealand chief pilot David about 115 volunteer pilots. R44 at the start of the Morgan. The engine is now being fender event taken apart and examined by Rolls World Air Games lation were experiencing the fascinating Royce. The fuel was refined and 2009 activity of the culture of flight for the first blended in the U.S. by UOP, a sub - Dino Marcellino reports: From time. sidiary of Honeywell, and has a 6 to 13 June 2009, Turin city For visitors and competitors, the World freezing point lower than standard and some satellite sites will Air Games will also be an opportunity to jet fuel. It is considered a ‘second- hold the World Air Games, the discover the Piedmont Region, its resorts, generation’ biofuel because it can be most important sporting avia - historical cities and monuments, and last produced more sustainably than ear - tion event in the world. This is but not least, the culinary specialties and lier alternative-fuels based on corn the third event, the previous two local wines, famous for the excellence of or crops that require a lot of farm - being held in Turkey and Spain. Barolo and Barbaresco, although those land and energy to produce. The jat - Ten air-disciplines will be rep - are only two names of a much larger pro - ropha tree is easy to grow in a vari - resented (28 races): aeromodel - duction.For more information: ety of conditions and it's resistant to ling, parachuting, gliding, aero - www.wag2009.com drought and pests. It is native to batics, hang-gliding, helicop - Central America, but has spread to ters, experimental aircraft, bal - South America, Africa, and Asia, looning, space and simulated where it grows wild. Officials hope flight. The program will be to supply 10 percent of the airline's enriched by collateral cultural fuel needs with biofuel by 2013. events and entertainments. To check the sites, there have A Dog in Need is a been a series of test days, and in Friend Indeed particular a spectacular event at An group based in South Carolina Turin-Aeritalia airport, home of helps transport dogs from over - local Aero-Club . crowded shelters to places where Helicopters offered an amazing EC120 at Turin they can be cared for in temporary spectacle, competing in parallel Aeritalia, plus fender housing or placed in new homes. Slalom and Fender Rigging The year-old organization provides a Bristows tools come

events, over two days in front P h Web site and discussion forum, a bar-coded o t

of an audience of 25,000. o g

sort of ride board, where those in Bristow is pioneering an unique initiative r

One goal for the organizers was a P

to boost aviation safety by introducing h need and GA pilots who are willing to involve ordinary citizens for s b to help can find one another. “Every bar-coding to their tool control. y the first time. And although that D i n

time I take off, that's a couple more The system will be trialled in Aberdeen o

was not the main purpose of the M

and is due to be rolled out across a

dogs that aren't going to be eutha - r

event it was brilliantly achieved c e

nized,” John Wehrenberg, volunteer Bristow’s European Business Unit. It L L

on the test days, where it was i n pilot and co-founder of the organiza - clear large sectors of the popu - utilises the Snap-on brand of tools and o 8 HELICOPTER LIFE, Spring 2009 FLYING C RACKERS

Sikorksy S76-D takes flight Sikorksy successfully completed the first flight of its S- 76D™ helicopter at West Palm Beach, Florida. The latest version of the S-76® helicopter manoeuvered the through taxi, hover, hover turns, and forward flight to 40 knots in a test flight that lasted approximately 30 minutes. Sikorsky Chief Test Pilot Greg Barnes and Pilot Mike Hardy conducted the test flight. It is the culmination of more than three years of design, development and testing. “The next generation of the S-76 helicopter begins today,” said Jason Durno, Program Manager. “.. it rises to the next Left to right: Engineering apprentice Keith Rawe, head level in performance.” of engineering Stuart Jackson and engineering manager Among the S-76D helicopter’s features are all-composite, John Wilson standing behind their tools flaw-tolerant main rotor blades; an advanced Thales avionics system and autopilot; dual speed rotor with active ensures all maintenance tools are individually coded, vibration control; powerful Pratt & Whitney 210S engines; tracked and scanned out to a particular employee for a quiet mode for enhanced public acceptance; and an use on a specific aircraft. Once the job is complete they optional Rotor Ice Protection System for all-weather capa - are all scanned back in and, should any items not be bility. The S-76D helicopter also will offer an increase in accounted for, they are immediately flagged up by the useful load and extended range performance versus the S- computer; alerting engineers to the discrepancy. 76C+™ and S-76C++™ aircraft. The S-76D helicopter is The initiative means every item in the 450-plus piece scheduled to enter production with certification, and cus - toolbox can be traced and the risk of equipment left in tomer deliveries in 2010. 100 deliveries are scheduled. an aircraft following maintenance is reduced. Bristow engineering manager in Aberdeen, John Wilson, said: “We are the first aviation company in 9`kjZ_eXlJk\\cXe[ Aberdeen to bar code tools and it is making a big improvement in efficiency and safety. 8cld`e`ld:fejkilZk`fe Bristow has also introduced specially-adapted helmets

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HELICOPTER LIFE, Spring 2009 9 .

continued from page 6 through my initial license application, I Particularly if the AF was chronic rather informed “well, it’s your right to appeal, decided to undergo surgery to correct a than paroxysmal (permanent AF rather of course, but frankly if I were you I moderately regurgitating mitral valve – than jumping in and out of AF, the latter wouldn’t bother” – precise words that more open heart surgery in other words. presenting a higher risk of embolisms have stayed in my mind all these years. Once again the CAA proved helpful and and therefore stroke), and with recorded “Where are the appeal forms?” I immedi - reassuring. Although the temporary loss proof of very stable and well-controlled ately replied, and so began a long battle of medical certification was obvious, INR levels, pilots were beginning to be that finally culminated in an appeal, provided that all was well with the sur - re-licensed. In the professional world, upheld in my favour chiefly on the evi - gery, and my post-operative condition pilots with this condition who had flown dence of the then government cardiac was as good as or better than before, then two-crew were being allowed to do so consultant for vocational licenses. In his restoration of my certification would be again. In the slightly less taxing (and somewhat contemptuous letter to the guaranteed. Unfortunately, during a post- awesomely less responsible) world of the RAC he stated his complete bafflement operative minor procedure to replace the PPL this equated to the granting of a at their refusal to issue a license to me. pacemaker, my heart finally voiced its class 2 certification. Hurrah! Tellingly, within this letter, he included a disapproval at all these shenanigans and With positive support from my cardiac sentence that I was to remember some petulantly went into Atrial Fibrillation, consultant (a gentleman incidentally well years later when my brother foolishly with a tenacity and determination that known to the CAA and recognised as a presented me with a trial helicopter les - even two (quite literally) heart-stopping world authority on such matters), proof son for my 40th birthday: of my very stable INR, Not only do I fully support including, sadly, my this gentleman’s applica - own ridiculously tion for a motorsport detailed spreadsheet license but also, were he to program displaying all ask me, I would fully sup - manner of intricate port any application he details and calculations might make for a private regarding my INR lev - pilot’s license. els (I really should try Here I go again, I thought, and get out more…), some years later as, after and after passing the deciding that I did want to Bruce Protocol Stress try to master one of these ECG test with flying noisy giant egg-whisks, I colours, I finally approached the hurdle of received the answer I’d medical certification, this been longing for: time my worthy opponent “We’ve lost all your being the fabled Campaign records, sir.” Just kidding, Against Aviation. I expected to get much electric shock treatments failed to quell. I was granted medical certification again. of the same that I had received from the So that was it. Warfarin was the order of Getting my PPL(H) was, of course, a RAC, lots of supercilious sneers and the day, and bang went my medical certi - great moment for me. Not only the feel - contemptuous looks. But no! Absolutely fication. Although I felt better than ever ing of achievement regarding flying hel - not. Sensibly reserved encouragement, (AF, for me, caused no symptoms at all) icopters, it was from the “in the face of reasonable additional test requests, help - because of these few milligrams of anti- adversity” sort of backdrop that my ful advice, and finally a personally deliv - coagulant my flying days were over. Or health problems always seemed to cloak ered verbal confirmation that I was, so I thought. my life in that I really drew satisfaction. indeed, going to be granted a Class 2 Fast forward another couple of years, Flying myself, my family, and my P

Medical. I was overwhelmed, impressed, almost to the present in fact, and life friends in our own machine (I was fortu - h o t

grateful, very happy indeed in fact, until finds me heavily involved in the aviation nate enough to be able to buy a helicop - o g r

it suddenly dawned on me: now I would world vocationally, but still not flying. A ter with my brother) was a fantastic feel - a P a have to do that solo flight! chance meeting with a former CAA ing, and one of which I shall always feel h c o

Eventually, solo flight completed and Medical Division member led to the proud. Sometimes the hoops and obsta - u r t

fresh trousers donned, I completed my pleasant discovery of the newly enlight - cles that are put before us who are less e s y

training and became the proud holder of ened attitudes chronicled above. Here fortunate in the health stakes are worth - o f D

a license to fly helicopters. The world was the chance for another appeal. I while jumping through and kicking out a r r

was at my feet - or about fifteen hundred liked appeals. of the way. Perseverance is the key. e n L

feet below them anyway. AF, I was told, was now a condition that “Never say ill” should be our motto… i t t o

A couple of years later, on the advice of in some cases was considered to be Now if someone will kindly translate that n the consultant who had helped steer me acceptable for class 2 certification. into Latin, I’ll get a crest made up.

10 HELICOPTER LIFE, Spring 2009 M ORE LETTERS TO THE EDITOR

continued from page 7 be responsible for the unmanned Subsequently, the MOD required By 1974, however, I was covinced aircraft development at Westland Westland to return all of the hard - that to proceed further, it was nec - until late 1978 when a change in ware to RAE Farnborough where essaryto construct a flying test-bed top management began to pres - it was used by RAE for research to confirm our theory that we surise me into reneging on the purposes only for a few months up could stabilise and control the technology which we had proven to the unfortunate crash in the unorthodox plan-symmetric rotor - and abandoning good aeronautical September of 1980. craft configuration. We flew practice. I refused to do that and No further development of a ‘Mote’ in June 1975 and this was asked to take on other respon - flight-worthy UAV was undertak - proved to be so successful that the sibilities at the Company. en by what was then Westland MOD issued a requirement for, My comment that Westland Aircraft. I don't believe that the and funded, a special-purpose sur - ‘pulled out’ of UAV development MOD owned(?) hardware sent veillance equipped aircraft which was intended as a diplomatic later to Martin Marietta was ever we called Wisp. euphemism which was correctly flown. Whereas Wideye had a prolate amended by Mr Breward to However I understand that under (i.e. upright) body it was obvious ‘Cancelled by the MOD’. new and better top management that an oblate (flatter) body was To quote Jane's Unmanned Aerial the company improved the design more suitable to meet that require - Vehicles and Targets- “cancelled and submitted it to MOD as a con - ment. Successful flight trials of in December 1979, for reasons of tender for new funding under the the three Wisp aircraft in the latter overweight” and to which might be Phoenix requirement. part of '75 and during'76 demon - added “significantly over-budget”. Unfortunately they were unsuc - strated the operational advantages What began with great enthusiasm cessful in that and the job was of the oblate over the prolate shape. and promise was turned into a given to GEC with a fixed-wing Nevertheless, the success of Wisps disappointment for us all. design. The previous history of the decided MOD to proceed with The contract was actually cancelled Westland UAV demise probably Wideye. I negotiated a contract for on the 24th December 1979, the day counted unfairly against them that in early 1977 and continued to that I left the company. continues on page 15 P h o t o g r a P a h c o u r t e s y o f A line-up of Sycamores at r e g Weston-super-Mare before a u s their delivery flight to t i n Germany HELICOPTER LIFE, Spring 2009 11 The Story of the Flying Car

How Mitshubishi delivered a prize winners car

STORY AND PHOTOGRAPHS BY G ERBEN VAN BEEK

n the 29th of November, any - formed this operation in the The team used a Bell 212 (a twin one looking up towards the Netherlands. Heliflight Huey) to lift and carry the Mitsubishi. Osky would have seen a car (www.helikoptervluchten.nl) was the For the photo and film work, they flew flying, below a helicopter. co-coordinator of the event. This com - an EC 120 B Colibri helicopter Mitsubishi Motors Europe created pany specializes in all forms of heli - belonging to Heliflight. When the Bell P h o

a spectacle for the people of the EU. copter work and exclusive jet flights. 212 arrived at the ‘Beach of Holland’, t o g

Participants from twelve different All helicopter jobs require good the Colibri flew in formation with it, r a P h

countries of the European Union flight preparation, but a sling load creating a unique photo opportunity s g were invited to send examples of the operation combined with a formation for many beautiful pictures and films. e r b e most original landing sites they could flight requires especially thorough The Bell 212 Twin Huey (also n v a think of, and the best one would win flight preparation and briefing. known as the Twin Two-Twelve) is a n b e a car. This new car was delivered to However, thanks to the experience of two-bladed, twin-engine medium heli - e k the winner by helicopter. the German crew of the Bell 212, it copter that first flew in 1968. A German Helicopter Company was easy for them to do this job safely Originally manufactured by Bell specializing in sling operations per - and precisely. Helicopter in Canada, the 212 is mar -

12 HELICOPTER LIFE, Spring 2009 keted to civilian operators and has a fifteen-seat config - uration, with one pilot and fourteen passengers. In cargo configuration, the 212 has an internal capacity of 6.23 m_ (220 ft3). It can carry an external load of up to 5,000 lb (2,268 kg). The 212's main rotor is powered by a Pratt & Whitney Canada PT6T-3 Twin-Pac, consisiting of two coupled PT6 power turbines driving a common gearbox. They are capable of producing up to 1,342 kW (1,800 shp). Should one engine fail, the remaining engine can deliv - er 671 kW (900 shp) for 30 minutes, or 571 kW (765 shp) continuously, thus enabling the 212 to maintain cruise performance at maximum weight. A sling operation requires very good airmanship by the flight crew, who work under the command of the ground crew, whose only contact is via radio . Every movement is planned in detail. With a sling load below the helicopter, it is not possible to fly at normal speed, nor to make any unexpected movements. And, when you arrive at the dropping zone, you must decrease the power slowly, and drop the sling load on the required spot, as ordered by the ground crew via radio. The flying crew of the Bell 212 lowered the car pre - cisely on to the designated spot, where a specialized ground crew uncoupled the car from the Bell 212. Then the representatives of Mitsubishi announced the winner of the car, to the delight of the surprised winner. Gerben van Beek, www.LifeFlight.nl P h o t o g r a P h b y g e r b e n v a n b e e k Across seas and deserts the flying car flew, always searching for its winner

HELICOPTER LIFE, Spring 2009 13 Even through the golden sands of time

The crew who made it happen

Placing the Mitsubishi on the pad with gentle tenderness

P

h o t o

g r a

P h s b y

g e r b e n v

a n b

e e k F E

14 HELICOPTER LIFESpring 2009 M ORE LETTERS TO THE EDITOR continued from page 11 I hope that this summary now puts the situation into M L Aviation, on the other hand, were encouraged by proper perspective. MOD to pick up the torch of UK helicopter UAV devel - With kind regards, opment, albeit with a smaller UAV which had become Reg Austin. possible with the then recent developments in electronic technology. P.S. A shape comparison of WISP and SPRITE UAVs is MLA from 1981, put its money where its mouth was also below. The photos chosen are not of the aircraft in and, with support and some funding from MOD, devel - flight in order better to compare the two shapes. WISP oped the Sprite VTOL UAV System. Contrary to what is shown in the roof of a museum whilst SPRITE is in Mr Breward would like to believe with his incredible the rear of a Swedish Army Control vehicle. assertion that Wideye was more ambitious than the SPRITE is slightly larger than WISP but the most obvi - Sprite System; let reality speak for itself! ous difference is that SPRITE is ‘stealthed’. Whereas Sprite, with its low stealth signatures, its large range of WISP body comprises an upper and lower ellipsoid, very capable payloads (compared with Wideye's single SPRITE is formed by radar deflecting truncated cones. daylight TV camera confined to downward view only) letters continue on page 39 and its fail-safe systems, was far more operationally suitable and capable than Wideye would ever have been. Sprite Systems, unlike Wideye, successfully oper - ated in trials with both civilian and military customers in several different countries by day and by night, in high winds and rain, off land and off-board ship, in sub- tropical heat and in sub-zero temperatures. They were the first British UAV of any type to obtain both Civilian and Military Airworthiness Approvals, to demonstrate night-time operation with fully stabilised thermal imag - er and low-light-level television payloads and the first H Brit is h UAV to o btain f o reign orders.

Factory Authorised Sales Representative for UK & Ireland The New Sikorsky S-76D Power – Performance – Prestige

• New flaw tolerant composite main rotor blades • Rotor Ice Protection System (RIPS) • Active Vibration Control • Quiet Tail Rotor (QTR) • Dual speed rotor for reduced external noise • PW210 engines • Upgraded electrical generation system • Next generation avionics system and autopilot Sikorsky S-76D delivery positions available first quarter 2010 For further information contact Adrian Munday, Harrods Aviation Limited T +44 (0) 1582 589 365 F +44 (0) 1582 486 646 E [email protected]

Please quote reference ASHLQ7 in any correspondence VH-71 Presidential Controversy

resident Obama has slammed high-flying executives new helicopters with the same or better equipment as the travelling in cushy jets at a time of economic tur - current fleet, to be followed by twenty-three much more Pmoil. But soon he will have to decide whether to pro - sophisticated craft that would ultimately take over flying ceed with some of the priciest aircraft in the world - a new the president, the vice president and the defence secretary, fleet of 28 Marine One helicopters that will each cost more among others. than the last Air Force One,” claimed the New York Times. Asked at the Agusta Westland press conference to comment The Associated Press added that "The price tag has nearly on reports that the presidential helicopter is 5 billion dol - doubled, production has fallen years behind schedule and lars over budget and will cost 11.2 billion, Dan Hill, VP much of the program has been frozen until the new admin - External Affairs Agusta Westland North America, said that istration figures out what to do about it." These new VH-71 the presidential helicopter always goes over budget, helicopters (originally covered in the Winter 08 issue of because of the sensitive nature of the work. However, he Helicopter Life) are equipped with special shields to said, President Obama and Congress have looked at many deflect missile attacks, and are capable of waging war from different options with the Department of Defense, and the the air. They fly farther, faster and more safely than the President still thought that this helicopter fitted his require - current elderly fleet of aircraft. However, each improve - ments most closely. Vetting is done with the Nunn- ment pushes up the cost. The program’s original $6.1 bil - McCurdy process, a congressionally mandated process that lion contract has rocketed to $11.2 billion, and last month identifies the root causes of defined cost growth on major the Pentagon notified Congress that it was so far over defense acquisition programs. It requires the Secretary of budget that the law required a review (known as the Nunn- Defense to certify to Congress that the program meets specific McCurdy process). requirements towards a successful outcome. Thirty-six pro - Presidents have had helicopters at their disposal since grams have been in breach of Nunn-McCurdy since 2000. 1957, when Dwight D. Eisenhower grew irritated at how Twenty-three of these were deemed critical breaches, and long it took him to respond to a crisis from his holiday twenty-one of these were successfully certified. A Nunn home in New England. The current fleet of nineteen air - McCurdy cost breach is considered to have occurred when the

craft includes eleven Sikorsky VH-3D Sea Kings and eight cost rises by more than 15% of the original agreed total. D n a L

VH-60N Black Hawks, some of which have been flying Lockheed Martin Systems Integration Owego is the prime t s various presidents for up to thirty-five years. contractor of the project, while AgustaWestland is responsi - e w a t

When a president is aboard one of the helicopters, the radio ble for the basic air vehicle design, production build, and s u g

call sign is Marine One. The helicopters, which often fly basic air vehicle support functions. More than 200 suppli - a f o

from the White House to Andrews Air Force Base or Camp ers in 41 states in America are involved in the VH-71 pro - y s e

David, are usually accompanied by one or two other heli - gram, making it a premium source of employment. t r u i

copters that carry staff members and serve as decoys. Despite this, there is still a great diversity of opinion on the o c s

Helicopters are also sometimes airlifted around the world program, and Senator McCain (Republican) has used the h P a

for the President's shorter-range flights. The VH-71 project helicopter to criticize President Obama (Democrat) for his r g o is divided into two increments, a quick first batch of five hypocrisy in reducing spending. t o h P 16 HELICOPTER LIFE, Spring 2009 N EW T ECHNOLOGY

Pegasus PH200PJ

tional control at the back. As there is no tail rotor and no egasus Helicopters is planning to bring back two tail boom, the helicopter is very short, and there is no risk former helicopters: the Honcho 202, a two-seat tur - of tail rotor strike. It is also very stable because there is bine; and, if that works, the Honcho 421, a four- P no torque effect. seat turbine, both originally designed in the mid-1970s. zummo notes that it has 60% fewer parts than a standard The two-seater will be called the PH200PJ, and is notable helicopter, and is thus a very simple helicopter to pro - for having no tail. duce, so its cost cannot fail to be lower. Although he is Robert zummo, the CEO, explains. Pegasus Helicopters neither a pilot nor an engineer himself, zummo has a had been working with Rotorway, who were thinking of strong advisory board: Andy Logan, the NOTAR patent putting a turbine in their latest helicopter. zummo went to holder, Chuck Velhow, and Dave Ogilsvee, all of whom visit Frank Verveke, a turbine helicopter designer, to see came from MD Helicopters. And, it seems, there is no if he was interested in building a 210 hp turbine, in shortage of investors in the project, including Steve Townes, exchange for shares in the company. Verveke was excited the Chairman of Ranger Aerospace in Texas. Pegasus also by the scheme, and told zummo about some work done in have agreements with Taiwan for production and parts, and the 1970s and 80s on the Voljet FX 200, a pressure jet. distribution agreements in Russia, Brazil and China. He explained that he had been doing research then, fund - s r It sounds very promising. But, as Reg Austin, an engineer e t ed by a Middle East enterprise, on building four different P who worked on pressure jets when they were first explored, o c i pressure jets; and he now had a warehouse full of parts, L

e points out: “Basically all types suffered from high noise h as the experiments had been abandoned. He thought there s levels, high fuel consumption, thermal fatigue and slow u s was potential for this project to be brought out of retirement, a

g rotor response at various levels in combination. The intent e because the concept was so simple and cheap, and thus per - P

f was to dispense, of course, with gearboxes and transmis - o fect for these money-saving times. y

s sion, but as the technology of mechanical transmissions e

t The basic concept is to do away with complicated parts of r improved, the tip-drive was seen to be non-competitive.” u i

o the helicopter like gearboxes, and to use instead pressur -

c Time will tell if the Pegasus becomes a successful project, s ized hot air jets, which blast up through the head and out h

P but there is no gainsaying the enthusiasm of the people a

r of the hollow blades, to be expelled from the blade tips. g involved and their dedication to making the little helicopter o t The hot air is also expelled over the rudder, giving direc - o

h project work. P HELICOPTER LIFE, Spring 2009 17 Chandigarh Air Force Statio A Visit to 12 Wing of the Indian Air Forc in the north of Punjab

W ORDS AND PICTURES BY SIMON W ATSON AND PHILIP C AMP

handigarh Air Force Station in tons of freight, and is fully cleared to Almost immediately they were the north of Punjab is home to carry 82 fully armed troops, or 60 lit - using their heavy lift ability to advan - P M 12 Wing of the Indian Air ters in its Medevac role. tage. In September 1986, one of their a c P

C i L

Force. The units based at 12 Wing In January 1986, a team of 16 offi - Mil-26s landed at Daulat Beg Oldi i h have several operational roles, prime cers and 39 airmen, led by Wing (DBO) and started to unload supplies P D n amongst which is the air supply to the Commander BK Sharma, left for con - such as vehicles, huts and fuel. DBO a n o s

Ladakh region of India. 126HF has its version training at Frunze in Russia. is only eight kms from the line of t a home at Chandigarh and the flight is After the three-month course, the actual control with China and, at w n o M one of the air force’s most specialised flight returned to Delhi in April 1986, 16,200 feet, it is the world’s highest i s f formations. Raised at 12 Wing on 15th to await the arrival of their steeds, operational airfield. o y s

May 1986, the ‘Featherweights’, as which turned up at Bombay Docks on Their skills were also required in e t r

the East of the country, where they u they were christened, started opera - 25th April. After re-assembly, the first o c

transported Indian Army field guns, h tions with two heavy lifting Mil-26s, two helicopters made their maiden P a r the largest operational helicopter in flights on 31st May and 1st June, ammunition, bulldozers and wheeled g o t

vehicles into Hayuliang, which is very o the world. The Mil-26 can carry 20 1986. h P

18 HELICOPTER LIFE, Spring 2009 close to the borders with China and Burma. The arrival of took place in Himachal Pradesh in August 2000, before this equipment enabled the Army to construct strategical - they went west, to Bhuj, to recover a crashed Mil-8 from ly important roads in the sector. Other oversize cargo, the Rann of Kutch in November. This feat was repeated including complete hospital containers, was airlifted into in July 2004, when the unit rescued another downed Mil- other inaccessible high points, such as Thoise. In 1989, 8 from the floodwaters of Darbhanga. another two Mil-26 were received and assembled at Another interesting ability that the unit has is named Bombay docks, increasing the unit establishment to four the ‘Kangaroo Trick’, in which they transport a fully aircraft. By now the unit had landed at almost all the operational Chetak helicopter inside the freight hold. landing zones and air landing grounds in Jammu & This was first demonstrated when one was picked up Kashmir and Arunachal Pradesh: lifting loads of up to a total of 800-1000 tons in a few weeks was not uncommon. Mi 26 can be used In April 1992, the first two units were sent for overhaul to carry patients to Konotop, in modern-day Ukraine. This ferry took 39 when necessary hours to complete, and it involved nine night stops and a P M a 4 hour 45 minute sector over the sea. Since then, they c P i L i have completed another seven return trips, and during one h P of these they bettered their record flight over sea by fly - D n a ing a 5 hour 45 minute sector from Jamnagar to Muscat. n o s t In 1993, the unit’s ability to lift unusual loads was test - a w ed further as they rescued a damaged Chetak helicopter in n o M i February, and carried an Agni ballistic missile to the s f o Balasore range for a test flight. In 1999, they flew one y s e aircraft to Orissa, in eastern India, to take part in cyclone t r u

o relief operations. More forays into the mountains of c h

P Ladakh region occurred in 2000, when they flew from a r g DBO to Tsoksalu, loaded with a Gypsy four wheel drive o t o

h vehicle and TATA-407 truck. More flood relief operations P

HELICOPTER LIFE, Spring 2009 19 In the hot, high and thin air of the Ladakh region a 200 kg pay - load sacrifice is made with every one degree rise in temperature

from Keylong in Arunachal offload levelling equipment consist - Here the flying conditions are very Pradesh, and ferried to Sarsawa. ing of rollers and stone crushers. demanding, with the single aircraft In 2008, the IAF decided to re- This was completed over a one- flying on average 60 hours per open DBO for fixed wing opera - week period and, after remedial month. The sea level maximum tions. This airfield had seen fixed runway work, the first AN-32 of 48 payload for the Mil-26 is 20 tons, wing operations take place with squadron landed on 31st May, car - with a recommended load of 5 tons. Fairchild C119 Packets between rying the Air Officer Commanding In the hot, high and thin air of the 1962 and 1965; however since then of Western Air Command, Air Ladakh region, a 200kg payload it had been limited to helicopter Marshall PK Barbora. sacrifice is made with every one operations. The runway is unpaved, 126 HF currently maintain a one degree rise in temperature. This and consists of compressed gravel. aircraft detachment at Thoise means that, on some occasions, The Featherweights task was to (10,046 feet) in the Ladakh region. only five tons can be carried.

The sea level maximum payload for the Mi 26 is 20 tons with a recommended load of 5 tons P M a c P i L i h P D n a n o s t a w n o M i s s h P a r g o t o h P Loading the helicopter takes a lot of planning

Clamshell doors at the back of the Mi 26 make loading and carriage of odd shaped cargo possible P M a c P i L i h P D n a n o s t a w n o M i s s h P a r g Pilots and crew members of o t o

h the Mil Mi 26 P HELICOPTER LIFE, Spring 2009 21 Repair Station Zero

If you need to repair a Mil, then the LOM?PRAHA helicopter overhaul company is the place to go for help

W ORDS AND PICTURES BY JAKUB FOJTIK

n inseparable part of any overhauls of Russian origin Mi-2, able and war-proof choppers, as was helicopter life is a repair or Mi-8, Mi-17 and Mi-24 helicopters. clearly visible in both Afghan wars Aan overhaul. Although it The first is a light utility chopper, (the Soviet one and the current one). sounds easy, a general overhaul, for the middle two are famous heavy - The Mi-17 and the Mi-24 are the example, requires the complete dis - weight transport helicopters and the backbone of many Air Forces in EU assembly of the helicopter from the last is an attack type. Although they member countries (Czech Republic, whole frame. I was very impressed were developed many years ago, Slovakia, Poland, Hungary and P h when, for the first time. I saw a tan - they remain very popular, and Romania) and those helicopters have o t o gle of wiring sticking out of all the Russian plants still produce mod - seen action in many humanitarian g r a P helicopter inspection holes. A few ernised variants of the Mi-17 and missions (IFOR, SFOR, KFOR, and h c years later I joined the LOM Mi-24. The Mi-17 “Hips” and the ISAF). Within the EU members and o u r t

PRAHA helicopter overhaul compa - Mi-24 “Hinds” are the most widely NATO countries, LOM PRAHA is e s y ny, and I realised that those wiring used heavy transport and assault hel - the only company that is certified by o f J tangles are not as difficult as they icopters, because of the good ratio the original helicopter manufacturer a k u b

look. LOM PRAHA state enterprise between their price and their per - – Russian Mil Moscow Helicopter f o J specialises in overhauls and general formance. They are also very reli - Plant. t i k 22 HELICOPTER LIFE, Spring 2009 Working on the engine Engineer measuring the overhaul amount of movement

The Russian producer established a fixed system of crack detection (which can discover non-visible cracks overhauls and general overhauls. When the helicopter under the surface). Technicians measure the attrition of reaches its time or flying-hour limit, it is sent to the over - parts, which helps them to decide if the condition is criti - haul plant. The condition of incoming helicopters cal or not. All the checked parts and the replaced ones are depends on the place where it has been flying. In desert assembled together. The finished engine is tested in a spe - or tropic areas the helicopters suffer from attrition much cial test bed, where all its characteristics are examined. If more than in an inland mild climate. After the helicopter there are no problems, they are sent to the Air repair arrives, engineers diagnose its condition. Subsequently works, where technicians install them in the helicopter. technicians disassemble the whole chopper. All parts are The helicopter frame overhaul is similar. All disassem - removed and the frame is cleaned. All disassembled units bled parts are checked and the damaged ones replaced. go to special workshops, where they are diagnosed and, if Then they are reinstalled in the helicopter. The fuselage is necessary, repaired or replaced. Technicians have to act grinded off, and later painted. The ratio of replaced parts strictly upon the documentation. depend on the chopper’s condition, the overhaul level and Heavy aggregates (turboshaft engines, gearboxes, aux - the previous system of regular maintenance. All installed iliary power units) are repaired separately. They are dis - components must be tested very thoroughly. When the assembled into single pieces (over 4000 in one engine), whole helicopter is finished, flight tests follow. After cleaned (because they are covered by burns and oil) and ground tests with running engines come tethered tests. subsequently diagnosed, including by UV and magnetic The final step involves untethered tests. The test pilot k i t J o f b u k a J f o y s e t r u o c h P a r g o t Mil Mi-17 having Mil Mi-2 in the o h

P an overhaul overhaul station HELICOPTER LIFE, Spring 2009 23 Mi-24 in the paint shop

must be a real ‘professional’. He has to be able to describe any defects to the technicians very precisely. The simple enunciation Disassembled “it does not work” is insufficient. When there is no problem, the Mi-24 engines helicopter is sent to the customer. The helicopters are shipped to overseas countries by ship, or by an Antonov An-124 Ruslan cargo aircraft. In each case, they travel with rotors and wings removed. Generally, the overhaul company is responsible for assembling and test flying the helicopter after its arrival. The warranty depends on the articles of the contract. The time necessary for one helicopter repair depends on many factors, such as the amount of business, the amount of necessary spare parts and others. When the customer requires some upgrade, the overhaul time must be extended. The most popular upgrades consist of the replacement of the engine by a new more powerful one, or an upgrade of the radio and navigation suite. In such a case, the agreement of the original helicopter manufactur - er is necessary. Recently LOM PRAHA has overhauled 12 heli - Loading the finished Mil copters that were donated to the Afghan Air Corps by the Czech into an Antonov government. The customer required the installation of new com - munication suit, more powerful engines and a bullet-proof solu - tion (consisting of carpets inside the cargo cabin and panels on the front). All the Czech helicopters for the humanitarian IFOR, SFOR and KFOR missions were also upgraded there.

Mi-24 returning to the customer k i t J o f b u k a J f o y s e t r u o c h P a r g o t o h P

HELICOPTER LIFE, Spring 2009 Mil Mi-24 flight tests

Mil Mi-17 doing tethered tests before flight

Mil Mi-2 test flights at Mil Mi-24 Pardubice, best known being loaded for its horse races onto its ground transport k i t J o f b u k a h f o y s e t r u o c s h P a r g o t o h P

HELICOPTER LIFE, Spring 2009 2525

Italian Flying Circu

Heli-Shuttles at the Grand Prix words and pictures by Dino Marcellino

f you are an entrepreneur show - helicopter is the most efficient, safe If you like motor races but detest ing your production in a Fair, and effective tool when it comes to queuing, and all the traffic on the roads Iand you wish to bring your cus - offering the best welcome, and sav - to and from the circuit, you should be tomers to your factory directly from ing precious time and fatigue. aware that there is a way to avoid such there, or if you wish receive a dele - Reaching and leaving such obstacles, and to go directly to the heart gation arriving from abroad, and important events as fairs, musical of the event, a way that anyone can use: transfer them from the airport to shows, Formula 1 races and motor - the helicopter. your offices, then you must ask a cycle Grand Prix, can be very diffi - AERCOPTER specializes in this helicopter operator. Because the cult by road. particular aerial work. All year Fireman are always ready for a call out, at the Mugello circuit

round this Italian operator organiz - has now become an annual tradition. pads are arranged at crucial points in es aircraft connections to and from By contacting the Aercopter a radial arrangement around the cir - any national (and not only national) offices in Lugo (Ravenna) and cuit area. For example, for the Imola destination, and also very effective Milan, the client can book transfer GP, there were helipads at the helicopter shuttle services to major flights to and from the circuits, Bologna and Forlì airports, at the attractions, which, as mentioned tickets for the event, and even hotel Faenza and Imola motorway exits, above, attract many people. accommodation, as a complete and even one on a football pitch, in Organizing such a helicopter package from a travel agency. Ozzano, near Bologna. shuttle may seem easy, but in fact The client receives a confirmation A sixth helipad in Pedagna was it is a very complex operation that of the time of the flight, and the restricted to supplying petrol to the requires specific competence and locality from which it will embark. helicopters. For safety reasons, people professionalism, and management Normally many temporary heli - were not embarked at this helipad. of the highest calibre. In the words of Mario Pelloni, At busy times Aercopter the owner and General Manager of may use 30 helicopters Aercopter, “we are a basic team of and 150 employees six people, but depending on the type of event, we employ up to 150 people temporarily, and as many as 30 helicopters.” But helicopters are only the most visible aspect of the company’s work. Many other elements come together to provide an efficient and o n

safe service. i L L e

I attended two events, the c r a

Formula One Grand Prix at Imola M o n in 2006, and the Moto GP at i D s

Mugello in 2007, to see directly h P a r

how Aercopter manages the heli - g o t

copter shuttle service, a rite that o h P 2828 Imola circuit: a football ground was used as a tem - porary helipad

Air traffic control at Monza circuit

People arriving at the airport by team members and their guests, and the first pleasure of the day: flying air, or at the motorway exits by car, many fans) wish to be transported is always fascinating. In particular, are welcomed directly on the site by to the circuit. And of course the it gives people the opportunity to the Aercopter ground staff. (There same people wish to depart as rap - see the circuit area from the air. The is also dedicated parking reserved idly as possible afterwards. (This is coloured motor-pad and the contorted near the helipads for the clients’ one reason for buying a ticket.) asphalted ribbon on the ground pro - cars.) People arriving by train are As a result, flying activities are vide an unforgettable sight. transferred to the helipad by a dedi - very intensive and concentrated just After landing, the visitors are cated bus service. before and after the race, and the welcomed by the ground crew, A F.1 Grand Prix requires at least many helicopters in action perform always with a smile, then they are three days: Friday for testing, a fantastic and spectacular ballet as helped to disembark and to find a Saturday for qualifying, and Sunday they come and go, especially at the refreshment room. Finally, they are for the race. Of course the busiest circuit helipad, where all the heli - accompanied to the circuit facilities. day is Sunday. A few hours before copters meet. For foreign guests there are also the race starts, all the clients (VIPs, For the passengers, the flight is multilingual hostesses.

Mugello Circuit, motorbike world Championships o n i L L e c r a M o n i D s h P a r g o t o h P Luca Cordero di Montezemolo Mr Briatore (Renault President of Ferrari (right) and Piero team manager) Ferrari (left) with a bodyguard

However, most passengers proba - correct gate, as at an airport. All in all, it is a very efficient bly do not realise just how many Although the multi-coloured heli - organization, even though it will be other people are working to assure copter ballet seems casual (the disbanded in the following days, them the best and safest service. machines are mainly rented from only to be re-organized for the next For safety, an ambulance with a other operators, and so there are event, as a great circus. medical team on board is parked many different types flying, each in For many passengers the day has near the helipad, and a fire-fighting its company livery), in fact the provided emotion after emotion, and team stands ready to intervene in flights follow well-defined prelimi - the pleasure of attending the Grand case of accident. This team is pro - nary instructions. Prix, and of experiencing a helicop - vided by “CEA Extinguishers”, the To the shuttle service flights we ter flight. It has certainly been an same organization that provides the should also add a number of private, unforgettable day. anti-fire service during the races. military and police helicopters. Many of the guests are famous or To manage movements, a small Nicky Lauda and Mr Pelloni VIP persons, and to guarantee their control tower is installed at the bor - privacy and security (and that of all der of helipad, from where helicop - other visitors) many bodyguards are ters are assisted by radio communi - constantly on the alert, in and cation. The tower also functions as a around the helipads. weather station. At the end of the competition, the Mario Pelloni is indefatigably in passengers return to the helipad, where control of all the activities, from the they are selected according to their catering to receiving the VIPs person - embarkation time, and conveyed to the ally, and leading the pre-flight brief.

Michael Schumacher Mr Pelloni the patron of Aercopter and bodyguard and some of the Aercopter crew o n i L L e c r a M o n i D s h P a r g o t o h P 3300 HELICOPTER LIFE, Spring 2009

Alternative

HeliExpo 2009 took place at Anaheim in California, USA Words and pictures by Georgina Hunter- Jones, Alan Norris and the Helicopter L Oscars Spring 2009

s might be expected in these flying, which is unidimensional. On not cancelled orders. Certainly in the interesting times, this was a the other hand, there were the opera - fields of EMS, fire fighting and the

helicopter show with com - tors and businesses themselves, on the military, the need for helicopters con - s e

A n plexities and contradictions. On the floor of the show, who admitted that tinues much as before; but in some o J - r

one hand, the manufacturers, in par - they were hurting, said that their industries, such as news gathering, e t n ticular Agusta and Eurocopter orders were down, and were making and private and corporate flying, there u h a

(notably Europeans) were upbeat, cuts in as many ways as they could. have been considerable re-adjust - n i g hailing the diversity of helicopter Manufacturers do have large back - ments and reductions. Moreover, r o e usage as putting the industry beyond logs, which of course will help to many manufacturers had been looking g h P the problems of the downturn, unlike maintain cash flow and production, at this slow-down period as a time for a r g o

other forms of aviation such as airline and so far many of their clients have investing in research, and most of t o h P them were considering greener alternatives. lively place to be. ent from their kits. Grant Norwitz, the Unlike her more upbeat peers, Lynn Consistent with her determination to CEO of Rotorway, said he believes Tilton, CEO of MD Helicopters, admit - speak frankly on the issues, Lynn that there is a need for a two-seat ted to hard times. Of course, being the Tilton spoke about the problems they trainer in both the military and civilian uniquely flamboyant character she is, had had on the MD902 rotational actu - markets. Both Grant Norwitz and she used their reticence to her advan - ation cable in the NOTAR system, Pegasus’s Bob zummo believe that tage, pointing out that she alone which had occurred as a result of their two-seat turbines will provide amongst the manufacturers had a really minor changes in the thruster extension competition for the Robinson R66. good grasp of economics, and under - thread. In the VSCS adaptor there were Rotorway say that their turbine will stood the worldwide financial prob - fatigue problems in components that cost 40% of the price of the R66, but lems. (This may be true, certainly she actuate the system. However, these of course Frank Robinson has not as is unusual in the helicopter world, problems occurred last September, and yet revealed at what price the R66 will being one of the partners in Patriach the problems were immediately be sold. Partners LLC, which has around 70 worked on: a new adaptor was intro - At the press conference, Robinson companies, and having spent most of duced by the end of the year, in said that he had hoped that the R66 her business life outside aviation.) January testing was done, and the part would be ready in time for the HAI, However, she too felt that helicopters now has infinite life, as was originally but, sadly, he still needed to do further would weather the storm in the long intended. Her point was not that a testing. However, those who went to term, but her message was that things company can, or should, be problem the Robinson factory had the privilege must change: the industry needs to pull free, but that when they have problems of seeing one of the R66s flying. Eight together, and in many ways this strong they must react to them and get them inches wider, and with an eight-inch downturn can be seen as an advantage fixed. This is the right sort of company taller mast, the R66 looks, as that, used correctly, could help to to deal with. Robinson himself says, “like an over - improve the helicopter industry. Although the tenor of the manufac - weight R44.” However she stressed that people do turers’ belief was that big is better, and Despite the downturn, the Robinson need to take the situation seriously, and that large helicopters are doing better market is still doing well, not least should not try to avoid making difficult than small, there were some surprising because last year was yet another best decisions by buying their way out of new attempts at helicopter production, year ever, a nd 893 new helicopters were trouble in the short term. including two companies that are aim - sold, a record for the civil market. One major point may also be that, ing to make a small turbine helicopter. However, Robinson stressed that he although most helicopter companies, Of these, the more extraordinary is too was unhappy with the way the notably Agusta, Eurocopter, Sikorsky Pegasus Helicopters Inc., whose CEO economy was going, and was not sure and Bell, are owned by bigger compa - is Bob zummo (see New Technology about the efficacy of Congress's meas - nies, MD, like Enstrom and Robinson, page 17). The other is Rotorway, which ures. Production of the Robinsons is stands alone (even given that MD is is planning a new two-seat turbine. continuing but deliveries are down, part of Patriach Partners). In addition, Rotorway, who are known for their because customers cannot obtain fund - in previous, less severe, economic piston engine kits, such as the ing from the banks. In foreign mar - downturns, helicopters were often Rotorway Exec and the A600 Talon, kets, the Europeans are doing better affected later than other markets, either announced at the press conference that than the USA, but Russia, which was because their contracts were still ongo - they were planning to build an FAA- a great customer in 2008, is now ing and not yet ready for renewal, or certified two-seat turbine helicopter, doing even worse than the USA, and because the knock-on effect took which will be ready to fly in time for has a terrible credit problem. longer to reach them. the Oshkosh in July. They hope to have In spite of the downturn in the Another unexpected thing about the the helicopter ready for the market in a year. Russian economy, the Russian show was the number of visitors Rotorway Holdings recently HeliExpo will go ahead in May (21- (17,995) and exhibitors (585), a 12% acquired PMC Machining and 23rd). Eurocopter, who long ago iden - increase on the show in Houston last Manufacturing of Phoenix, Arizona, tified Russia as an important market, year. This may be because many visi - and this will speed up the development and won its first government contract tors were now out of work, and thus of the certified helicopter. They are there in 1994, is one of the sponsors n job seeking, but more probably planning to use the Rolls Royce 300 of the show. Mikhail Kazachkova, o s i r because many were interested to see engine, which is currently in use in the CEO of HeliRussia, said that there are r a h just how the helicopter market was far - Robinson R66, and are talking to vari - 70 helicopters flying in Russia today l i e

n ing in these unusual times, or even ous composite manufacturers about the and there is plenty of room, both h P because Anaheim is a more popular body. They are also testing different physically and mentally, to increase a r g

o destination than Houston. Whatever the gearboxes and mountings for the this number. His show will be com - t o h reason, it made the show a vibrant and engine, which will be somewhat differ - bined with a helicopter championship, P 34 HELICOPTER LIFE, Spring 2009 Bell 429 doing demonstration flights EC175 mock-up

Reach EC135 arriv - ing at the show

Agusta AW119 in the HAI hall

Robinson R66 LAPD A-Star pictured at the leaving the show Robinson factory s i r r o n n a L a y b s h P a r g o t o h P

5 3 1 c e D n a

6 6 r HELICOPTER LIFE,Spring 2009 35 the Mil Cup, in which pilots will be encouraged to show that a European study was looking at the viability of having their competitive skills. a heliport in every city. All of which would lead to growth Many companies, including Agusta, now have agree - in the helicopter industry. Mr Orsi also pointed to improve - ments with Russian and former Eastern Block companies, ments in technology, which are helping helicopters and and Sikorsky continues to make headway in Poland. enlarging horizons. He said that helicopters "are such a In an attempt to make the acquisition of Schweizer more fundamental part of our life", and that they will always be appealing to the junior company, Sikorsky are attempting to there in the future development of the economy. rebrand their helicopters with the name Sikorsky, thus we Eurocopter's Leo Bertling was similarly upbeat with his have the Sikorsky 300CBi and the Sikorsky 434, and so vision for 2020, in which he saw green programmes being forth. Whether this will work, given the fact that most peo - very significant. These programmes include Friendcopter, ple still call the 300 helicopter the Hughes 300, only time, Optimal, Clean Sky, and REACH. Eurocopter are also and (no doubt) constant repetition, will tell. looking at the development of a diesel engine. Marc Pagini, The Sikorsky X-2 trials continue to go well. Since August the CEO of American Eurocopter, said that Eurocopter is a the X-2 has flown three times at Elmira in New York State. It truly international company with the widest range of prod - has reached 32 knots forward speed, and looks to be on target ucts from a multitude of international suppliers, and it was to reach 250 knots by the end of the year. Further trials will be giving many jobs to Americans. They have delivered over done at Sikorsky’s West Palm Beach facility, in Florida. 2,500 aircraft and their business philosophy included safety Sikorsky also has a large backlog, and remains optimistic and looking to a green future. about the future helicopter market. Like the other big com - Bell's CEO Richard Millman said he felt that there are panies, they are looking at new developments with green three important issues in the current volatile market: the overtones. Both the S434 and the S76D programmes contin - impact of the economic situation on the helicopter world, ue on track and are already taking orders. Bell's internal performance and the issue of safety. Bell is Agusta Westland's CEO, Guiseppe Orsi, was extremely owned by Textron, whose assets also include a finance upbeat about the economic situation. Agusta are somewhat company, so it was in a position to help some customers insulated from the downturn in the market, as 76% of their extend their credit, which had been useful. The operations revenues come from the government and military sectors, at Bell have undergone many improvements, and in the last including Turkey, Qatar and the United Kingdom. Because two years, despite some problems, Bell has now developed of this they expect growth in 2009, although Orsi does a new sense of responsibility. Finally, on the issue of safety, expect the speed of growth to slow down slightly. They also Millman said that their goal is to reduce the accident rate, have the VH-71 programme for the US Presidential and that the company is examining its root causes. To this Helicopter. (See page 16.) end they have increased and improved training, made Orsi said that Agusta were continuing to invest in the hel - improvements in the cockpit and increased fleet monitoring icopter market, and that they were looking to improve the systems. He pointed out that, when you have a downturn in way traditional helicopters fly, and at the development of the economy, it is time to monitor whether you are doing new means of transport. These include the 609. Orsi also everything you should be doing, and this they are attempt - thanked Sikorsky for their X2 experiments, which were, he ing to analyse. Bell is also committed to the use and suffi - said, very good for the industry. cient training of NVGs, and it is part of the FAA programme He also talked of green and noise issues, and announced established to ensure consistency across the industry. s i r r o n n a L a s h P a r

The S64 AirCrane is going to be g o Sikorsky S92 t o

modernised for today’s world h P 36 HELICOPTER LIFE, Spring 2009 Bell 407 leaving HAI

Sikorsky MD520 434

Flight testing on the Bell 429, which is USA, including Bulgaria, Ukraine and in examining engine cracks and for expecting certification in the later part of India. looking (in these terrorist times) for this year, now exceeds 1,600 hours, and BAE Systems, which has over half bombs hidden in small places. He there are five helicopters in the testing pro - a century of ‘heads up’ applications, is looked at its clear portability, afford - gramme. Bell has already received 330 now looking at more delicate ways of ability and the fact that it is simple orders for the 429, 60% of which are from using their new technology, which is to use, and realised that there was a outside the USA. The 429 has two FADEC called the Q-sight. Attached to a nor - market for the Industrial Remote controlled Pratt & Whitney Canada mal headset, and for use in one eye Visual Inspection (RVI) system, PW207D1 engines, and it seats eight. It has only, the Q-sight gives a full heads up which costs $5,800, about a quarter an endurance of over two hours and 350 display, but without the need to wear a of the price of similar products from nms. Bell was giving demonstration flights helmet. It was originally developed for other companies. The current 6.9mm at the show. military use, but it is also expected to diameter videoscope (VJ) is their Erickson AirCrane has been very busy in have a civil application, particularly in entry level. They were at HeliExpo the Australian fires. CEO Udo Reider said combination with FLIR (forward-look - for the first time, to test the viability that there were times when the heat was so ing infrared) systems and NVG (night- of the helicopter market. intense that no aircraft could get within six vision goggles). Likely users are the Like many others, I went to this miles of the source. He pointed out that the police and HEMS. It can also be used year’s HAI HeliExpo wondering AirCrane is second to none in heavy lifting, solo, and this, says John Nix, a former what to expect, and came away as and in its diversity in fire fighting work. It Black Hawk pilot, will reduce signifi - enchanted as if I had been at the can either pound the fires with 2500 gallons cantly the weight on the head and Oscars (probably considerably more of water, or be more delicate and direct neck. so). The show was a testimony to water towards the source using the snorkel. The lightweight Q-Sight uses a the work that needs to be done, but With this in mind, Erickson is looking at holographic waveguide system to proj - also to the optimism and determina - modernizing the S64, and Reider thinks ect flight data, in the form of symbols, tion to get done what needs to be that, with the economy in the shape it is, it on to the eyepiece. It thus allows the done. People who work in the heli - is time to be investing in development. pilot to fly heads up and eyes out, i.e., copter industry love it, they want it They are looking at using composite blades, with vision outside rather than down in to continue to grow, and they feel modernizing the cockpit with digital equip - the cockpit, which is a much safer way that it can offer a lot more in the ment, putting in monitoring systems like to fly. future. With that kind of dedication, HUMS, and developing a module that Test flying has been done on the one cannot help but feel that there allows the S-64 to carry people. This last Bell 407 and 212, and the company will be many more pleasant surpris - project has been mooted many times, has already received orders from the es in the future. including, for example, the use of a cage to military. enable it to carry as many people as possi - RF System laboratory, a Japanese Q-sight ble away from a fire. This time, however, company that has traditionally manu - in action e a

B they are also looking at some form of cus - factured medical equipment, is making f o tomer carriage, with a more comfortable a foray into aviation with their wire - y s e

t interior. They intend to do much more train - less technology. Founded in 1993 by r u

o ing, and Reider noted that they were Mr Jiro Maruyama in Nagano, the c h

P already doing extensive training in Italy and company’s small camera was used for a r

g Korea. medical tracking. Then, last year, com - o t o

h Enstrom has received a boost from inter - pany executive Shaughn O’Connor P

m national buyers. Last year it saw 12 of its saw that it could also have useful o t t 20 deliveries go to customers outside the engine applications for aviation, both o B 37 HELICOPTER LIFE, Spring 2009 Flying the MD902

flew the MD 902 with pilot Jerry the helicopter is ready. The throttle, to get used to the pedal inputs. “The Turchetta, who has been flying incidentally, does not move (unlike the problem is,” says Jerry, “that pilots Isince 1979, mostly in the police FADEC in the Bell 407) but it can be have a tendency to over-control force. He has 14,000 hours, and has used in an emergency. There are two when they first get in the machine.” worked as a policeman for 29 years, knobs on the consol. Lifting the right We turn off the ysas system, to give flying for the last 21 of them. knob to the idle spot starts the right ourselves the equivalent of a tail Jerry explains that the advantages of engine. Monitor the digital instru - rotor failure. At first nothing hap - the NOTAR are the elimination of ments in front of you as the engine pens, but when I put in pedal input it noise and the safety of personnel on springs to life and the blades start to reacts fiercely. It will still fly and is the ground. He also points out that, turn. Now for the left engine: lift and fine, but the pedal movements must although the air from the NOTAR is turn to idle. There is none of the now be much larger than before. As enough to blow your hat off, it will pressing and throttle turning of the with a conventional tail rotor failure not knock you over. You can walk older turbine helicopters. When you you cannot hover, but must do a run- along the back of the helicopter and are ready to fly, turn the knobs to on landing. run your hands down the boom, flight, check your instruments, call All up weight (AUW) is 6500 lbs, without any fear of being hurt. The ATC, and you are ready to go. which makes it a good machine for rotors are placed high, so that they We flew out of Atlantic Stadium, not EMS, with its high lifting capability. cannot strike anyone, and even when far from the Convention Centre, into running down they never get below the local area. seven feet. There is also a crash The controls are very similar to those floor to protect the pilot and passen - on a Hughes 500, although not as gers in an emergency. heavy as on that mechanical beast, The MD902 uses FADEC (Full there being two independent hydraulic Authority Digital Engine Control), systems, but it is still not as light as s and thus start-up is supremely easy. the Bell models. The hydraulic sys - e n o J

Looking at the fuel gauge, you see tems work as a team, but if one sys - - r e t

beneath it a ragged line of yellow, tem fails the other system gears up to n u which informs you that the pumps make sure there is no loss of hydraulic h a n Jerry i are not on and the machine is not pressure. We did not try a double g r

Turchetta, o ready to start. You cannot start the hydraulic failure, but I imagine the con - e MD pilot and g s engine in this guise. However, turn - trols would then be extremely heavy. h P

retired St a r ing on the fuel pumps changes the Because of the NOTAR system, which g

Louis County o t yellow into a straight white line, and replaces the tail rotor, it takes a while o Police Dept h P 38 HELICOPTER LIFE, Spring 2009 M ORE LETTERS TO THE EDITOR

contiued from page 15 GAPAN Scholarships Dear Georgina, We are finalising our Scholarships Programme for 2009.We have at least 6 PPL?s on offer, plus various Flying Instructor and other courses, all detailed at: http://www.gapan.org/careers/scholarships/schols09.htm Scholarships Secretary: Ruth Cundy 020 7404 4032 Many thanks Best Regards David Lewis

Gyrocopter Blues Dear Georgina I hope you enjoy happy flying in 2009. I am certainly look - ing forward to some more time airborne in what will be my 72nd year as a pilot. However, it does seem that CAA stands for Campaign Against Aviation with my machines. They have come up with Mandatory Permit Directive No 2005-008, in connec - tion with all single seat gyroplanes. This restricts them to a maximum speed of 70 mph and a minimum speed o f 30 mph . What is the sense of having an autogyro if its level speed cannot be reduced to about 12 mph, and to 0 mph com - bined with vertical descent, all under control? In May last year, I applied for Permits to Test for six of my autogyros. In the case of Type WA-117 G-AVJV (first flew in 1967) I requested some relaxation of the 70 mph limit, thinking I should establish some more world records. I paid £600 and received all of them except G-AVJV . Opportunities for world records in 2008 were lost. The Permits to Test of the other aircraft resulted in Permits to Fly, but it seems sad that the ‘thoroughly respectable’ WA-116, G-BLIK, powered by 60 hp Franklin engine, which had 12 world records, is now no longer permitted to exceed 70 mph or fly at less than 30 mph, except in the landing flare. It will be illegal to take off, since it does so below 30 mph! It is also rather awful to think that a little aircraft that flies the 100 km Closed Circuit at 118 mph, in 1985, and some 740 air miles at 97 mph in 1988, will now have to have a clearly visible placard: speed restriction 70 mph. Having received no further response to my letter to the CAA, and hoping that the matter would be treated on a ‘case by case’ basis, I sent a further letter; Recorded Delivery. This resulted in a visit here by Alistair Maxwell of the CAA and Francis Donaldson, of the Light Aircraft Association. The visit was 4th November, but nothing positive has yet resulted.I keep hoping that commonsense will prevail. Keep them turning, Kenneth H Wallis HELICOPTER LIFE, Spring 2009 39 n these days of design aware - ceptual perfection: for example, the achieved a combination of pleasing ness, every walk of life has its sturdy, practical good looks of the appearance and suitability for pur - Iso-called design classics: an item Douglas DC3/ Dakota, and the pose that would certainly qualify which, for whatever reason, is suffi - breathtaking beauty of Concorde, to them for inclusion in any Helicopter ciently close to perfection to warrant mention but two. The helicopter Hall of Fame. little or no tinkering. world can also boast a number of In this category must be included The world of aviation is particu - examples that, apart from minor the Bell 222. Announced by Bell larly fertile in instances of such con - adjustments and developments, have Helicopters in 1974, to an eager 40 Photographs Courtesy of Alan Norris HELICOPTER LIFE, Spring 2009 and David Warren Bell 222 Test Fligh

by Captain David Warren, training captain Starspeed Ltd

market at the annual Helicopter role, for which the interior could be rotor head design to enable the use of Association of America convention, customised to carry 5 or 6 passengers elastomerics and composite materials, the 222 was a mid-sized twin- in opulent luxury. Many innovative allied to a nodal beam system that engined aircraft aimed both at off - ideas were incorporated into the basic was the forerunner of modern active shore operations, in which its cabin design as standard, including anti-vibration technology. could accommodate eight passengers retractable undercarriage, sponson- The result was a sleek, futuristic and two crew in a utility configura - mounted fuel tanks and the upgrading looking aircraft that, even in 2008, tion, and at the VIP executive charter of the tried and tested Bell two-blade continues to draw admiring glances HELICOPTER LIFE,Spring 2009 both in the air and on the ground. veillance operations, although its ability to carry all the The prototype first flew in 1976 after a protracted tools of a burgeoning airborne support unit, such as period of consultation with operators in order to guaran - Nightsun, Skyshout and Helitele, set the benchmark for tee the widest possible appeal for the new aircraft. The future police helicopters. gestation period of the new design was not without prob - The original engine, the Lycoming LTS 101-650C, lems, and some significant changes had to be made to the suffered from cracks in the power turbine wheel, which original specification. One was the abandonment of a T- in one case caused a catastrophic failure for the Tail configuration in favour of a more conventional fuse - Metropolitan Police, when the turbine wheel disintegrat - lage mounted stabiliser, with end plates to improve sta - ed, damaging hydraulic lines and control cables as it did bility. Around this time, Bell Helicopters were not alone so. This, coupled with high fuel burn and excessive car - in wishing to develop twin-engined, IFR capable helicop - bon deposits, added to its poor reputation, which had its ters. Sikorsky announced the S76 in 1975, and Westlands detractors rubbing their hands with glee. were toying with a civil version of the Lynx, a successful It was at this point that UK operator Starspeed took naval and army helicopter, to be designated the Westland the bold decision to acquire two Bell 222s, G-NOIR and 606. The Sikorsky S76 has gone on to dominate both G-VERT. At the time, it was thought that the company onshore and offshore markets, albeit in a larger class than had taken leave of its senses, even allowing for the stag - the Bell 222, but the Westland 606 was dropped at an geringly low price for a 6/7 place VIP twin-engined sin - early stage in favour of the ill-fated Westland 30. gle pilot IFR machine. However, the incorporation of an VFR certification of the Bell 222 was achieved in insertable blade riveted power turbine wheel in place of December 1979 and deliveries of VFR machines started the one piece casting, and a new combustor lining that in January 1980, with PHI gave a cleaner fuel burn, among the first customers. The Bell 222 needs 427 m for improved fuel economy, Class One take off at 7850 lbs The aircraft was put to work and enhanced power fig - in the Gulf of Mexico, and ures, made the purchase regular travellers immediately a master stroke. One of noted a major improvement the pair, G-VERT was over such previous workhors - sold on, but G-NOIR, es as the Bell 206. Ship No. 47031, Soon after its appearance in remained a stalwart regular use, the 222`s sleek member of the company beauty and enhanced perform - fleet until very recently. ance attracted the attention of This aircraft is the sub - TV and film producers who ject of the flight test clamoured to feature the air - report. craft in their work. The iconic series Airwolf was born, Approaching the aircraft, one cannot fail to be and it featured, as the star of the show, a “slightly” modi - impressed by the clean lines and air of purpose emanat - fied 222 with such interesting additions as rocket boost - ing from this timeless design. The old cliché—if it looks ers and whisper mode. Even now children (and parents) right it is right—was never more apposite than with the will approach a parked Bell 222 to ask if it is Airwolf. Bell 222. The pre-flight inspection is accomplished with In the UK, operators initially had some reservations a minimum of panel opening, although it is prudent to about the 222. The Metropolitan Police Air Support Unit give the main rotor head a thorough check just in case acquired three aircraft to operate over and around the copious lashings of grease applied to various bear - London from the mid 1980s, and they were the founda - ings are hiding something untoward. The solidity of the tion of today`s highly accomplished and effective air aircraft can be felt as hands run over panels and fairings. support unit. One or two shortcomings prevented the air - This is nowhere more apparent than in the operation of craft becoming an unqualified success in the aerial sur - the crew and cabin doors. It is unusual nowadays to veillance role. In fact, some very high profile catastroph - experience a satisfying clunk when one of the doors is ic failures threatened to jeopardise the future of what had shut, but this the 222 certainly offers. The rear baggage n e r r been seen as a major advance in police aviation. stowage is nothing short of cavernous and can accommo - a w D Significant problems related to engine reliability and date most average luggage requirements. i v a component failures saddled the 222 with an unwelcome Sliding into the cockpit is like stepping back 25 years, D h P reputation. In addition, its distinctive and extensive noise before the days of EFIS and Liquid Crystal Displays, but a r g o footprint tended to count against it in covert police sur - it is immediately apparent that a lot of thought went into t o h P 42 the ergonomics of the layout. Everything is exactly where deep cockpit windshields and the large door transparen - one would expect to find it, and even a novice can feel cies allow a panoramic view, which is especially impor - safe and secure after the briefest of introductions. One tant for the single pilot. The toe brakes are particularly intriguing concept is the collective lever, which incorpo - effective and can give rise to a marked nod if applied rates side-by-side twist grip throttles. Although it looks exuberantly with the nose oleo partially extended. more like a pistol grip push-pull arrangement than a stan - The instrument panel layout has been planned with dard collective, it operates easily in the conventional the single pilot in mind, and recalls the days when “sin - sense, and provides the added security of the availability gle pilot” was not considered non-U, with the radio of instant control of engine RPM if required. For the sin - stack incorporated into the main panel and canted slight - gle pilot, this a major scoring point over such aircraft as ly towards the right seat pilot. This is just another nice the early models of the S76, with overhead fuel control little touch that endears the aircraft to the lone pilot levers/ throttles, particularly when handling engine gover - struggling to cope with the London TMA on a dark and nor problems or tail rotor malfunctions. stormy night, but still makes two-pilot operations easy The engine start procedure for the Lycoming requires and simple. Another bonus point is the commonality of both concentration and a deft touch, unlike the FADEC layout between Bell 222s. The basic layout for any 222 wonders of today, which are effectively press and forget. is identical across the fleet, with only minor differences Either engine may be started first, and an interlock pre - in the case of customer equipment such as sat phones vents engine start with the rotor brake on, a safety feature and moving map displays. This is unlike the S76, in guaranteed to catch the novice out at least once. After which no two aircraft are alike. selecting engine start, the throttle is opened a suitable Lifting into the hover can be a challenge for the new amount at 10%–12% Ng to encourage ignition, which is pilot because the aircraft is twitchy and ultrasensitive, where the deft touch comes in: the Measured Gas particularly in yaw. As soon as collective is applied, a Temperature (MGT) is then modulated to remain below tremor seems to run through the fuselage, as if to warn 832 degrees C. Normally a figure of around 700 degrees the pilot of its determination to fly. Another attraction gives an adequate rate of acceleration, which is where the for many pilots is the need for the aircraft to be handled concentration is called for. One slight shortcoming of the near the ground. With all the advances in modern day aircraft is the battery, which, if not in tip-top condition, autopilots, recent helicopters seem to take off and land will struggle after a day requiring numerous battery starts. virtually unassisted. The Bell 222, however, gives the When starting the second engine, care has to be taken to impression of being a slightly wayward thoroughbred, ensure that the generator load has reduced to around 50 anxious to have its own way unless carefully restrained. amps before selecting the start switch. Once established in the hover, a quick check of power With both engines started and blades rotating at about indications and rotor RPM shows that rotor torque, or 60 % RPM, the systems checks are completed quickly, as all switches are positioned logically and one procedure Lifting into a hover can be a challenge flows into the next in an easily remembered sequence. as the aircraft is ultrasensitive One essential is to establish the correct cyclic and collec - tive positions quickly, so as to avoid unnecessary vibra - tion from the nodal suspension system in the cabin roof, which can be a little off-putting for inexperienced passen - gers. When the hydraulic, electrical and radio checks are complete, the flight idle stops are removed by the switch on the collective and the rotor accelerated to 100%. After the autopilot checks are completed the aircraft is ready to ground taxi to the take-off point. Forward cyclic and a little collective are needed to ini - tiate the ground roll. Once moving, the aircraft is easily manageable, although perhaps not as sure-footed on its s i tricycle undercarriage as the S76 or Dauphin. Turns are r r o accomplished by the application of yaw pedal and, when n n a a tight turn is required—for example when positioning at L a h London Battersea Heliport—a degree of in turn cyclic P a r

g and differential braking may be required. Visibility from o t o the cockpit is excellent for ground manoeuvring, as the h P 43 G-NOIR flying in to Silverstone anyone listening to the pilot`s radio transmissions. The ride does tend to deteriorate if a steep turn is initiated at high speed but, provided due consider - ation is given to the passengers and high energy manoeuvres are restricted to empty sectors, the quality of cabin comfort remains the equal of any mod - ern helicopter. Starspeed passengers tend to com - ment favourably on the comfort of the ride, particularly the smoothness of G- NOIR and its low cabin noise, the credit for which must go, largely, to the mast torque required to hover at rate of Climb speed) 65 knots, with PremiAir Aircraft Engineering`s Ray average weights, is about 70%, well the gear up, is rapid. The climb is Hatch, Mr Bell 222, who works his below the 100% maximum continu - continued to 2400` to remain below magic on the airframe to keep it in tip- ous figure, and rotor RPM is steady the controlled airspace of the London top condition. G-NOIR is fitted with a at 100%. Engine torque indications, TMA, and a turn is initiated to the full cabin intercom system, which per - on the same gauge as the rotor east, because today`s task is to trans - mits normal conversation with the aid torque, show individual power set - port four executives from London of Peltor headsets, although these are tings for each power unit. The Battersea Heliport to a hotel landing quite often declined by ladies wishing importance of the engine torque site near Shrewsbury in Shropshire. to preserve an expensive hairdo. readings really only manifests itself In the cruise the aircraft is smooth During the flight, a quick glance rear - in the case of single engine opera - and responsive from economical wards by the pilot to assess the steadi - tions, when additional limitations cruise of around 130 knots right up to ness of the newspapers gives a good come into play. The single engine Vne of 150 knots. The now some - indication of the perceived vibration performance can best be described as what dated two bladed rotor system levels. underwhelming. In contrast to air - does need to be kept tracked and bal - Once settled in the cruise, at around craft that offer single engine hover anced regularly, to avoid the onset of 140 knots and using 90% rotor torque, performance at maximum gross a phenomenon known as the Bell the fuel burn is 600lbs/hour. With a weight, the Bell 222 needs a clear yodel, by which the frequency of air - maximum gross weight of 7850lbs, a area of approximately 427 metres for frame vibration can be assessed by load of four passengers and one pilot a Performance Class One take off at 7850 lbs, in order to guarantee either a safe rejected take off or a safe con - N5008Q flying in to HeliExpo Dallas, Texas in 2006 tinued take off. This often requires careful scrutiny of landing sites when the aircraft is used for charter customers. Compliance with Performance Class One criteria is achieved by selecting a slight nose down attitude and applying 90% Rotor Torque. Take Off Decision Point (TDP) is defined as 40` and 40 knots IAS. The aircraft’s willingness to fly is imme - s diately apparent, and 40 knots can be i r r exceeded very easily if even the o n n a

slightest over exuberance on the L a cyclic is shown. Once through TDP, h P a r acceleration through Vtoss (take off g o t safety speed) 55 knots, and Vy (Best o h P

44 will give an effective endurance in excess of two hours, Bell 222 used by which brings Edinburgh and Glasgow within range of Careflight in Dallas Texas London Battersea Heliport. Cruising altitude does have an effect on fuel burn and the trade off between TAS and fuel economy is optimised, in UK temperate conditions, at around 5000 feet. Maximum internal fuel is 1275 lbs in the three main tanks, and the optional auxiliary tank adds another 329 lbs, giving a very useful extension to positioning options. When using the auxiliary tank, careful scrutiny of the Centre of Gravity calculation is essential, especially when flying with one lightweight pilot up front. In preparation for the passengers, the heating and ventila - tion systems are operated. The Bell 222 is blessed with a engined helicopters and, even then, usually only at remarkably simple but effective environmental control sys - less busy times. In order to comply, the easterly tem, giving ample heat when required and sufficient cooling heading is maintained for another couple of miles in high ambient temperatures. Once again, unlike the latest and descent initiated to 1500`. A gentle turn on to a types, there are three ram air vents for cockpit and cabin, to northerly heading takes us into the London Control give a generous supply of plain old fresh air. When the air zone under a radar control service just as the conditioning is selected at full blast, some passengers are autopilot levels the aircraft at 1500`. intrigued by the local snowstorm that on occasion emanates With the aircraft steady inbound to the heliport, from the vents. the workload starts to increase for the single pilot As an instrument platform, the Bell 222 has few peers, with frequency changes, checklists and visual probably as a result of the painstaking developmental test reporting points all to be coped with in a short flying carried out between 1976 and certification in 1979. space of time. The user friendliness of the 222 The 222 has full single pilot IFR approval, and it can be arrangement, as mentioned earlier, comes to the described as a joy to fly on instruments even without stabili - fore as Battersea heliport is acquired visually. The sation, which is rarely the case with other types. The three Garmin 295 GPS map display provides a reassuring cue formerly Sperry, now Honeywell, autopilot provides backup to the Trimble 2000 as fitted to G-NOIR, basic stabilisation around pilot inputs. In addition, it may be because it not only provides visual indication of the coupled to heading, altitude, airspeed, climb or descent with waypoint approach, but also gives a clear pictorial advanced options permitting links to navigation systems, and indication of the controlled airspace boundaries. ILS approach equipment to provide a significant easing of Whilst most pilots operating on a regular basis in the pilot workload. and around London`s various airports will be aware The weather for today`s flight is loud and clear with excel - of the controlled airspace boundaries associated lent visibility so the coupled ILS facility will not be required with specific airspace, it is always comforting to for our recovery. However, had conditions called for it, the have a purple line to avoid at a glance. An addition - coupled approach is smooth and accurate provided the air - al benefit of both Garmin and Trimble is the avail - craft is sympathetically positioned prior to the approach. ability of a flight plan facility, which can be loaded Perceptions of coupled approaches are sometimes somewhat prior to flight and linked to the autopilot, to allow sceptical among purists, usually as a result of a less than hands free navigation, should the pilot so desire. ideal setup in the first instance. An exaggerated intercept Most pilots will opt to hand fly the aircraft inside angle to the localiser coupled with descent and speed reduc - the zone and on heli-routes rather than risk straying tion often results in `porpoising` down the glideslope. Even slightly, and the subsequent swift rebuke from a the latest digital autopilots will struggle with this kind of hawk-eyed radar controller. treatment. Personal experience has shown that the 222 will As the aircraft positions for a westerly approach cope with a fair measure of adverse conditions such as turbu - to the London Battersea Heliport, the approach lence or crosswinds before needing a helping hand. checklist is finalised and, with the airspeed now s i The aircraft is passing the southern end of Heliroute H7, r dropping below the limiting speed of 120 knots, the r o one of the approved routes leading to London Battersea n undercarriage is lowered. With a satisfying clunk n a Heliport inside the London Heathrow Control zone. The L and the attendant feeling of airbrakes being applied, a h radar controller exercises his discretion, and issues a clear - P the tricycle undercarriage drops into place and the a r

g ance to Battersea direct from the south at 1500` under

o six green lights on the main panel indicate a safely t o Special VFR conditions. This option is only available to twin h locked configuration. The approach is flown in P

45 accordance with Performance Class One criteria, in arrangement , fuel capacity increased and the autopilot which a Landing Decision Point (LDP) is nominat - removed. The cabin configuration was changed to offer more ed at 100` and 55 knots, below which the pilot is useable space for utility tasks. The result was a significantly committed to landing in the event of an engine fail - lighter aircraft with greatly improved range. The 222UT was ure. Fifty-five knots seems fast compared to other certificated in April 1983, and was approved for single pilot models but the speed is soon shed, although the IFR flight without stabilisation. This further endorses the work nose up attitude can be a slight challenge for a sin - done during the initial certification flying with regard to air - gle pilot in the right seat. Some old hands will kick craft stability. the nose left during the final phase of the One prerequisite for an aircraft aspiring to the title of design approach to improve visibility but this is a per - classic is its continued use in normal everyday service. The sonal preference. Bell 222 continues in regular service all over the world with a The aircraft safely negotiates the deck edge and strong representation in the UK and Ireland. Support from the hovers briefly over the landing platform. Any land - manufacturer is beginning to become difficult, as Starspeed ing from the hover can pose a minor test, and with found to their cost, when G-NOIR was grounded for nearly 5 a crosswind at Battersea a smooth landing can be months awaiting spares in 2006. In spite of assurances from regarded as an achievement. The trailing link Bell to the contrary, the 222 is sadly in danger of becoming a undercarriage lends itself to running landings, and museum piece, and soon it may well be seen in operation only the relatively long oleo stroke of both main and in reruns of the TV series Airwolf. nose gear makes all but the most perfectly posi - As a postscript, G-NOIR has now been sold to a private tioned hover landing an event. One consolation is operator at Shoreham, so the beloved sound of the two bladed that a landing regarded as ragged by the pilot rotor should still be heard in the skies over Southern England. rarely transmits itself to the cabin. The shutdown sequence is reasonably straight - forward, although the two minute cooling period for the Lycomings at ground idle seems like the longest part of the pilot`s day, especially when the passengers are anxious to be on their way. The solid build of the cabin doors and ease of operation from within mean that self-disembarkation for fre - quent flyers is an option, provided that they have been fully briefed on safety arcs and the dangers of the tail rotor. As both engines are shut down the rotor brake, which is, incidentally, slightly unusually positioned by the pilot`s right elbow, may be applied below 60% rotor RPM, although Starspeed tend to use 40%, in an effort to prolong the life of the brake discs. Whilst running at ground idle it is important to finds a neutral position for the cyclic and collec - tive, to avoid overexciting the vibration dampers in the cabin roof, just as on start up. Since the inception of the design of the Bell 222 the model has evolved whilst retaining the original shape and characteristics. The Bell 222B came into being in August 1982, fitted with Lycoming LTS 101 750 C1 engines which gave a significant increase in power output and permitted an All Up n e r

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a 15:04:46 Uhr Y L VghVl lll#i``"lZgWjc\#YZ The Big Dwarf Valerian Kiesslings Polish Mil Mi-2 restoration project

Words and pictures courtesy of

48 49 The Mi-2 sitting at Valerian’s house on the rock

elicopters belong to a class fixed-wing aircraft, but a certain MI-2a supple flier, and although her of machine that tickles the boredom then set in, and he decided former crews often speak warmly of Hinterest of anyone who likes to revitalize his love of flying by her foibles, there is no doubt that aviation. The possibility of flying training on a helicopter. they exist. Nevertheless, Kiessling backwards, or simply standing Then, in 2005, a cast-off MIL MI- wanted to return the machine to as motionless, like Milton’s servants 2 from the Polish army came up for original a state as possible, even ‘who only stand and wait’, in the air, sale and he simply could not resist it. though, since it required a complete creates in many an enthusiasm that He bought the little bird – a wreck overhaul, he decided also to include leads them to want to train as a heli - but one built using solid technology, some improvements in the handling copter pilot. Most cannot because of although there were scratches in the and flying characteristics. the cost, and the necessity of training lacquer. He thought that it could eas - Connoisseurs of the Russian helicop - hard to acquire sufficient skill in fly - ily be restored to its original flying ter industry will remember that the ing to be safe. Even fewer have a state, since ‘big is beautiful’ and the MI-2 always flew with two pilots, sufficiently large piggy bank to buy original construction quality was and Valerian had to bear that in their own helicopter, and when they excellent. mind. Only at the last minute did do, these are mostly machines from However, Kiessling is not human, anyone realise that Valerian the ‘dwarf’ range: twin-seaters, and which is to say he is one of those Kiessling still did not have a helicop - simple to handle. people who is always ahead of the ter license. Humans everywhere have big pack, and thinking outside the box. He therefore began an almost dreams and long for these to be ful - Having bought the helicopter, he Olympic race to obtain a licence to filled in reality. One such dreamer is transported the bare bones of the fly the helicopter by the time it was called Valerian Kiessling. He lives machine to his lighthouse, and ready, because he wanted to do its on a lighthouse rock in the Bamberg employed six Mi-2-qualified validation flight immediately on region (Upper Franconia) and is the mechanics to start work on restoring completion of the machine. owner of a flourishing leather facto - the helicopter from its bare frame. In his goal of learning to fly in ry. For many years Kiessling flew Many pilots do not consider the double quick time, Kiessling clearly

50 Silver and red are this year’s fashionable automobile colours was ahead of the pack, although people who knew him expected no less. However, the changes in the machine did not go as smoothly as the mechanics had hoped. The experienced mechanical engineer suggested some excellent ways of improving the machine, but these had yet to be agreed with the manufacturer of the Polish PzL MI-2. For exam - ple, the turbine air intakes were to be extended, to reduce the noise level, and the nose section was converted to extend over the radar, and the avionics required changes to the machine. However, the renovators kept the Russian technology in the cockpit, largely for historical reasons. At the tail, the technicians installed a camera, to keep the range of the tail rotor in view while the engines were running. This was a good idea, but distinctly necessary, since during starting, especially with spectators present, there would be no co-pilot or mechanic positioned outside to protect the tail rotor from the public, and vice versa. The popular colour in the auto-trade this season is Two Silbermetallic, and because a lot of that paint is available and looks so good on the Mi-2, it was decided to make it the external colour. Inside, the Mi-2 was finished in the finest natural leather. Looking at it now shows just how Both pictures:Showing lovely a machine can be when refurbished with love, care the position of the tail- and attention. rotor-viewing camera

51 It has two Klimov GDT- 350 Wellenturbine engines

It is finished with five luxury leather seats

There is an ice detector by the front cabin

Originally, the Mi–2 had eight seats in a simple material. Valerian has reduced these to five, but these five have been upholstered for special upper-class com - fort. The helicopter has been used in this luxury state for fifteen months now, this once so simple soldier bird. It is Kiessling's own helicopter heaven, which, when it is not being flown, sits glittering in the sun behind his house. Without exaggeration, we can say that this is probably the best restoration of a Mil Mi-2 anywhere in the world, and probably also the most comfortable. The two Klimov GTD-350-Wellenturbinen give a The auxilliary tank holds full power range of 294 kW/400 HP. The fuel tank on 238 litres the right side of the fuselage tank holds 600 litres of kerosene, while an auxiliary tank on the left provides 238 litres of additional capacity. The auxiliary tank is painted bang-red to match the red stripes on the cab. At a distance, you see it shining in red and silver, and you cannot help but be impressed. Petrol consumption is 300 litres an hour, which allows a flight duration of 3 hours plus reserve, or while cruising at 100 KTS, giv - ing a range of 300 nautical miles (555 km). But there is a problem: the German authorities are suspicious of the whole project, despite the input by PzL, and consequently they have refused flight permis - sion, thus not allowing the machine to fly on the German register. However, luckily, and as might be Batteries 52 HELICOPTER LIFE, Spring 2009 D expected, the Americans were not so difficult and, pro - vided the machine proves safe and flight-worthy, they have allowed it to be put on the US register. Hence, it is now flying with the registration N-515VD. The original machine was developed in Russia in 1960, by development team OKB-329, under the direc - tion of Mikhail Mil. By September 1961, designated W-2, it had already been presented to the public, and it had its first flight in the same year. Orders for production went to the Polish PzL works, and the first purely PzL Mi-2 first flew on 4 November, 1965. By the end of production in 1986, 5,000 units had been built, and they were flown in all the Warsaw Pact countries, and in such third-World countries as Iraq and Iran. Today these helicopters are still in use worldwide. D&G AVIATION Sturdy and reliable as the Mi-2 was, it had some - dgaviation.com thing in common with the way the Russians build rail - SUPERLATIVE GROUND MOVEMENT road cars and large buildings, regardless of cost. So, it AND RECOVERY seems Valerian Kiessling was thinking in the right way, Always open and available because that MIL Mi-2 had itself already decided that it Used by government agencies would not be scavenged on by cheapskates trying to 25 years experience save the odd buck! With detailed improvements All terrain, any destination Kiessling has created a roomy, well finished helicopter, Storage facilities which will probably never leave him in the lurch. One Pilot and enthusiast run company cannot but commend him both for his generosity in building it, and for his love of his elegant machine. CALL: 01708 225 800 (OPTION 1) anytime HELICOPTER LIFE,Spring 2009 5353

Manhattan Belle

Words and pictures by Georgina Hunter-Jones elicopter Flight Services, a company that provides tours Habove and around New York City, was started in 1986 by Topsy Taylor and her former flying instructor, John Kjekstad. Topsy is from the East Coast, and John came to the USA from Norway in 1982. Both have a long history of flying, and both fly aeroplanes and helicop - ters. Because they both fly them - selves and have a genuine love of aviation, this company has a partic - ularly pilot-orientated feel, some - thing that is often missing in tour companies. Having had an excellent training relationship, it seemed natural for them to go into business together. As Bell 407 on the Topsy says, “we were on the same Downtown Manhattan page.” Helipad New York They started the company with one Jet Ranger, flying out of the “I wrote him a post-it note,” she man, said the move to the 407 was Downtown Manhattan Heliport. At explains, “pledging him my life. He the best thing they’d done. that time a few other companies put it on his shirt, by his heart.” “The more you fly the 407, the were also doing tours, but although And with that assurance they took more you love it,” he says. “It can new helicopter tour companies have the helicopter and left. lift 2300lbs, and fully loaded it flies since started, all the original compa - The money arrived the next day, the same way it does when it is nies, except Liberty Helicopters and and Jim remarked that he was glad to empty. You simply don't notice the Helicopter Flight Services, have see it, for otherwise he would have extra weight.” folded, making Helicopter Flight to sleep with her IOU! One of the beauties of the Bell Services one of the oldest and most In 2006, they changed to the Bell 407, compared to the Long Ranger, established tour companies in New 407. They had been thinking of this is the FADEC (Full Authority York. for a while, but the moment when it Digital Engine Control), which A few years later, around 1996, came was very specific. One of the makes for a much easier start, even they moved on to a Long Ranger, Long Rangers, overloaded for the when the pilot is tired. The only although they kept the JetRanger for atmospheric conditions, fell off the potential problem here is that the a while as a back-up. The story of pontoon and into the East River on pilot himself does have to check that the purchase of the Long Ranger lift off. No one was hurt, although the engine switch is positioned for reveals the essence of the very ‘pilot one woman did inhale a lot of water, automatic, not manual. Turning the for pilot’ nature of their company: but it was a decisive moment for throttle to idle before start, when in They arrived at Edwards John and Topsy. the manual position, could have Associates in Tennessee to pick up As John says, “I realised it was expensive consequences! the Long Ranger and fly it back to

simply too hot, and that the Long The helicopters are kept at P h

New York, only to discover that the o

Ranger did not have the power we Teterboro in New Jersey, where the t o

money they had transferred had not g needed.” company is based, and flown into the r a P

arrived. As John says, “in today's h They ordered two 407s, but at that Downtown helipad every morning. s

market that would have been it, bye g time the machines were so popular The Downtown pad is not cheap. e o r bye. But this was a different era, a that they had to wait for their order Landing fees are 115 dollars, and g i n more trusting age.” a to struggle through the Bell backlog. over-night parking depends on the h u

The owner of the company, Jim n Meanwhile they were loaned one, conditions. As with most helicopter t e r

Wolfe, decided to believe Topsy when - and finally obtained their own in flying, the profit margins are J o n

she said the money was on the way. e

2007. John, who is very much a Bell extremely small. “The only time we s 56 HELICOPTER LIFE, Spring 2009

HL Winter 2008 Cover 26/11/08 11:36 Page 1 H

E HELICOPTER L I C O P T E R L I F E

W LIFE i n WINTER 2008 / £3.99 t e r

2 www.helicopterlife.com 0 0 8 stay on the pad overnight,” John explains, “is if there is something wrong with the machine. Once I had a compressor go, and had to leave the machine over night. It cost 2,000 dollars.” Unlike many companies, who save money by keep - ing parts going as long as possible, Helicopter Flight Russian Services insists on everything being top quality and Tsars well maintained. “It is a safety issue,” Topsy says. For this and many other books including the Benjamin Franklin Book of Recipes, go to: “Some companies do scrimp and save, but then things WWW.flyfizzi.co.uk HELICOPTER LIFE is the HIGH LIFE go wrong and it ends up costing more.” www.helicopterlife.com John continues, “if you keep up to date with TCAS and other instruments, keep everything working prop - HELICOPTER erly, although it costs more initially, it saves money in Something hard the long run. Moreover, if clients see the seats are old to practice in the and worn they start wondering about the engines. This simulator may be why we are now the most popular helicopter tour LIFE company, which was not the case when we started.” SSAVINGS CC ERTIFICATE John also explains that when new companies start up, they try and undercut the established companies, YES P LEASE ! Send me two full years - and do routes over the city itself, which they are 8 exciting issues - of allowed to do because of the different legislation HELICOPTER LIFE applying to Part 91 and Part 135 companies. However, these companies quickly get into trouble, both with 2 Years (8 issues) only £22.00 (30% savings) noise regulation groups and with the FAA. New York I prefer 1 Year (4 issues) only £14.00 (15% savings) helicopter blogs are full of the altercations about the flights over the city. Please add £8 for each foreign order and prepay in UK funds. Most passengers are tourists, usually from Europe, and 90 percent are not from New York. As expected, the number of passengers has been affected by the YOUR NAME: falling exchange rate between the UK and USA, and Name (PLEASE PRINT) to some extent with the rest of Europe. Surprisingly, Address the busiest months for tours are October, December City Postcode and January, although the summer is also a good time to fly. However, this Christmas was still a good time GIFT FOR: for the company, with full books in January, although Name things slackened off in February, and they are now (PLEASE PRINT) Address down to about 100 passengers a day. Their record is over 500 passengers a day. City Postcode Tours are of various lengths, and can be as short as fifteen minutes or longer as required. SEND ALSO TO: According to the regulations, if the helicopter is Name (PLEASE PRINT) flying below 1100 feet the pilot must talk to other Address pilots on the unicom frequency, whereas above 1100 City Postcode feet the pilot must contact La Guardia. Helicopter Flight Services recommends that their pilots fly over Payment enclosed (Make cheques out to Helicopter Life ) 1500 feet in noise-sensitive places. Send form and cheque to: Since the recession there has been a fall in tourist HELICOPTER LIFE Magazine work, but Helicopter Flight Services have picked up a 59 Great Ormond Street, London WC 1N 3Hz , England couple of new contracts from the government, and Savings are off the £3.99 per issue price. from private sources. Environmental work and sling- Please allow 6-8 weeks to receive your first issue. loading still must be done, even if the helicopter mar - ket is slowing, and all of this helps to supplement the HELICOPTER LIFEis theHIGH LIFE main flying work of the New York tours.

58 HELICOPTER LIFE,Spring 2009 For the future, Helicopter Flight Services, like everyone else in the aviation world, are looking to see where the econ - omy will go, and how quickly it will recover. Kjekstad thinks it unlikely that we will return to the hedonism of the recent past soon. However, they are both optimistic that, because the company is able to offer a wide variety in their flying, they will remain a profitable company. Bearing in mind that they have already lasted twenty-three years, and weathered several downturns, including the months after 9/11 when there was a huge reduction in tourism in New York, and a fall in aviation generally, they should be able to weather this downturn too. Topsy Taylor CEO who flies both helicop - ters and fixed wing

Bell 407 leaving the Bell 407 returning to Downtown pad the Downtown pad

Bell 407 at Teterboro Airfield where the company is based

HELICOPTER LIFE,Spring 2009 59 A Tea-break in Summatra

Waiting for the Good Times and Keeping Your House in Order by Ralph Arnesen ven with the hard times that are no quicker way to lower morale than Checklists and documentation forecast, there are still things to have rumours flying around. Review all your checklists and proce - Ethat we can do to improve safe - Schedule meetings or beer calls on a dures with the operations and mainte - ty in most organisations, without regular basis, because they can have a nance staff for the latest changes, and spending a lot, and to have the opera - good effect, and they give the staff a to ensure that they are still appropriate. tion ready when economic conditions chance to meet with management to There is a huge amount of documenta - begin to improve. clear up personal questions that may tion with any operation, so make sure Planning is essential to meeting chal - be bothering them. These meetings it is current. A review of any audits may lenges and to have a better chance of must also be planned, and they need an show where the weaknesses in this area lie. coming out on top. This applies not agenda. If you just throw a beer bash, only to the present but also, and just as the time will be largely wasted. The Courses much, to the future. first part of the meeting should be In any area a number of operators The most important thing is to about the operation, and what you are could get together, even if you are improve the basic safety attitude of the doing, both now and in the future. competitors, to share the cost of a organisation, or the company culture. Substantial time should be reserved for qualified person coming to the area to This may be tough when just about questions and answers, and then it give lectures on some of the topics that everyone is making staff redundant. A should become a social event. Such are normally given only at university few forward looking companies have meetings also bring together staff who level. Human Factors, incident investi - tried to tackle this problem by spread - may never meet while working. gation, decision-making, aviation ing the pain, and asking staff to take Also, if you have an SMS, make it part physiology, meteorology, and many P h o t

lower salaries and voluntary leave, in of your staff meeting. Review the inci - more could be generally useful. More o g r the hope of retaining their work force, dents and data that have been collected specific courses could include lectures a P and thus avoiding having to train a since the last meeting. on instrument approaches, regulations, h c o large number of new staff at the end of Safety is about sharing information. etc. Your local college or CAA might u r t e

this recession. Make accident/incident reports avail - help to arrange these. s y o

able to your staff. Reading about other f r

Communications persons’ mistakes will increase their Dunker training a L P Communications are essential, other - knowledge, and help them to know SMS h a r wise the rumours start, and time spent what, and what not, to do in certain One of the most useful things you n e s e tackling them is time wasted. There is circumstances. could do is to start an SMS, if you n 60 HELICOPTER LIFE, Spring 2009 don’t have one already, or improve the Regulators Summary SMS that you already have. Check your regulator’s website at least If you are an operator, your most Remember, the SMS is a business tool once a week to see if there are any important asset is your employees. and will help to pinpoint the areas that changes that might affect you. The Take care of them and earn their trust, are costing you money in mistakes and regulators remain at work, even in a otherwise you will be a place to pass damages. Again, it doesn’t have to be recession. It is easy to miss a lot in a through on the way to somewhere else. expensive. To quote a recent Flight short time. You will be stuck with all the training International article, safety is becom - costs, and very few of the returns. ing less art and more data-driven risk Documents Trust is also important when starting a management. The date for commercial Go through your documents to see if SMS. To make it work, you need those operators under JAR OPS to have a there are any certificates or papers that reports, and you have to use them to SMS has passed. There are still no reg - you no longer need. A lot of the paper make improvements. I am very inter - ulations for non-commercial operators that companies collect for legal rea - ested in what sorts of SMSs are being such as flying clubs and the police, but sons has a time limit, and you can stop installed, and I would like to come and they will come eventually. I came storing it, but remember that some of it check yours out, or hear about what across an advertisement stating that the may be sensitive. It is best to burn or you have installed. If there are is any - SMS has reduced safety statistics to a shred such documents before putting one who would like some help, then new low, and that ICAO is now rec - them in the bin. contact me through this magazine. I ommending developing company cul - can’t help you with the economics, but ture. In the U.S.A., the FAA has still not House cleaning I can give you some advice about safe - made the SMS mandatory, but they will When everything stops, paint and ty that won’t cost you much. get around to it in the future. clean. My wife worked for a college in It might help to think outside the box. I would be interested to see what sys - Norway that had a project to help Today there is a severe shortage of tems operators have put in place. I have small businesses be more efficient. trained and experienced pilots and a feeling that some will think it an extra One of the first things that they recom - engineers, so maybe now is the time to burden, and will therefore use just as mended was to clean out all the start training, or to join one of the gov - much energy to create something that unneeded material, then paint every - ernment-assisted training schemes. looks good but does little. In this world thing white. This seemed to help. As a That could bring in some extra cash. You you don’t get something for nothing. rather amusing example, one company could visit the local colleges and give Remember, even if you are just a flying found that they had kept a lot of scrap talks on aviation as a career choice. club, you can derive a lot of benefit from metal accumulated over the years. Good luck. an SMS. It may be worthwhile asking They had no need for it and they If this recession is as bad as they are your insurance company if an SMS received a nice tidy sum of money predicting, then most operators will would reduce your premiums. when it was collected. need all the breaks they can get. HELICOPTER LIFE, Spring 2009 61 Ghosts of Helicopters Past

WESTLAND WESTMINSTER IN THE CRANE TRANSPORTER VERSION G-APLE

six-blade unit from the Sikorsky S-64. This first esigned in the 1950s, the Westland Westlminster Westminster (above) was registered G-APLE. aimed to be the largest single rotor turbine powered At this time, however, the Admiralty began to feel that Dhelicopter built in the Western world. Its fuselage the Westminster project was delaying development of the was 89 feet 3 inches long, and the rotor diameter 72 feet. It Wessex. Nonetheless, work continued and G-APLE's space was powered by two Napier Eland shaft turbines, each frame was covered with a streamlined shell of wood cov - 3,500 shp. It was designed to fly with a full load on one ered with Terylene fabric and the rotor was replaced with engine and to have a range of 180 nm. Two variants were an experimental six-blade unit. initially envisioned: a 40-seat, short-range civil transport The second prototype G-APTX flew on 4 September and a flying crane with a 15,000 lb capacity. 1959. However, the British helicopter industry was in a

In March 1956, Westland decided to build the first pro - state of flux. The entire industry was being consolidated P h o

totype as a flying test rig with a tubular steel space frame under Westland with the company's purchase of the heli - t o g

in place of the main fuselage, cockpit power-train and copter divisions of Saunders-Roe, Bristol and Fairey. In the r a P h

undercarriage attached to this. To save money, bits were process, Westland acquired two potential rivals to the s c

taken from the Westland Whirlwind helicopter and the Westminster; the Bristol 194 and Fairey Rotodyne. Since o u r t

Bristol Freighter aeroplane. the Rotodyne was already flying and government funded, e s y

The prototype was completed in February 1958. After whilst the Westminster was a private venture, work on the o f

static and systems testing, engine runs and nearly 20 hours Westminster ceased in September 1960. a g u s

of ‘tied-down’ engine testing, the first flight took place on The two aircraft were broken up; the components sup - t a

15 June. Flight testing showed up significant vibration. As plied by Sikorsky were stripped out and shipped back to w e s t

a result, a number of changes were made in the second pro - the USA to avoid paying import duty and the airframes L a n

totype, including replacement of the main-rotor with the were sold as scrap. D 6262 HELICOPTER LIFE, Spring 2009 BOOK R EVIEW

Genuine Aircraft Hardware Co

by Tom Brink Helping Aviation Stay Together www.gen-aircraft-hardware.com

om Brink, President of Genuine Aircraft THardware Company and author, explains why he wrote the book, Genuine Aircraft Hardware, a refer - ence book for engineers looking for specific parts for their machines. It is useful for both helicopter and aero - plane engineers. “The book is actually a compilation of a multitude of fastener standards ren - dered down to the necessary details for use, but not for manufacture of the fastener item. The original need stemmed from a practical business issue. In the early 1990's there The first Genuine Aircraft was not an Aircraft Hardware Hardware Reference Book Reference Book in General was presented to the market or Helicopter aviation avail - in 1994 and has been enthu - able that showed more than a siastically accepted wherever single picture with a basic it is made available. There item # but no breakdown of are now approximately the items details or the items was spending 2 to 5 hours a day on the phone helping 60,000 in circulation, the lat -

P options. est being our paperback edi -

h customers figure out what it was that was in their hand o t o We had the AN, MS and but no-where in any parts book. That's when I decided tion PB5.1, our Silver g r a other prints at our facility so Anniversary Edition, cele -

P that there had to be a better way to get the information h s that we could perform out there, where the technician could look up all the brating or 25th Anniversary c o u acceptable receiving inspec - basics for themselves. of being in business as of r t e tions based on the measure - March 2009.” s It is for the technician or buyer to ascertain as accu - y o ments called out in the Brink and his team are f rately as possible what hardware might be used when h e prints. It was a huge paper looking into the viability of

L there is an absence of the original equipment manufac - i c o library of information. the book for EASA. P turers item specific call out. There always remains the t e r Because there was more installing agencies responsibility to verify that any For this and any other L i f e information on these prints item used in the construction, repair or maintenance of questions contact Tom Brink: M a g than the end user needed, an aircraft is acceptable for the airworthiness of the Tech@gen-aircraft-hard - a z i n and because of the fact that I ware.com

e Aircraft. HELICOPTER LIFE, Spring 2009 63 A CCIDENT R EPORTS

Black Hawk crash at Duncan Field dent, “and then very quickly it became obvious he was in The Black Hawk crash at Duncan Field, Texas is under trouble ...all of a sudden he dropped straight back down into investigation by the Combat Readiness/Safety Center in Fort the ground.” The aircraft entered a rotational spin upon take Rucker, Alabama, home of the U.S. Army Aviation Center. off and plummeted down on its tail boom, with its cabin sec - The probe team after reviewing the wrecked helicopter and tion largely intact. More will be known when the investigation debris scattered on Duncan Field, near the Corps of Cadets is finished. field on the school's College Station campus, about 100 miles northwest of Houston, Texas, took it all away for fur - NTSB probable-cause reports on HEMS ther investigation. flights between December 2007 and As part of a five-ship training exercise, the Blackhawk heli - October 2008 copter was performing a training demonstration for about The NTSB has released reports on 4 HEMS flights 190 Corps of Cadets in the ROTC Rudder’s Rangers Annual involving 35 fatalities since Dec. 2007. The safety board Winter Field Training Exercises. When the helicopter took said that flying at night in bad weather was a factor in 3 off, a rudder appered to malfunction. “At first, it looked like of the crashes, which killed 12 people. In the 4th crash, in he was hot-dogging, “ said a spectator, himself a former stu - which 3 people died, the pilot flew too low over trees while searching for a lost hunter. The FAA has still not acted on NTSB recommendations to require Terrain Awareness and Warning Systems in emergency helicop - ters, and the board’s suggestions to improve training and dispatch procedures also have not been fully implement - ed. It was also noted that Canada has never had an EMS Photographs by Luis Fernando Lopez fatality, although they have twenty EMS helicopters.

Eurocopter BK117C1, N141LG The CPL was on a VFR Part 135 EMS patient transfer flight from a remote medical clinic in Alaska to a hospital in Anchorage when it collided with the ocean in IMC. The flight entailed flying over ocean waters and mountainous terrain during dusk and night conditions without lit ground references. With the pilot and patient were a para - medic and a nurse. While crossing over a portion of ocean approaching rising terrain, the helicopter likely encoun - tered low ceilings and snow squalls. With the pilot unable to discern either the shore or the ocean, it is probable he flew the helicopter under control into the ocean. Pieces of the helicopter and the body of the nurse were recovered. The rest of the helicopter and its occupants are presumed to have sunk in the ocean. There were no distress calls received, and no history of any significant mechanical issues with the helicopter. The accident flight was the pilot's first flight from this clinic, and this was his first winter season flying in Alaska. He had expressed his con - cern to a mechanic prior to the flight about flying over the accident route and water at night, and also told the nurse to bring his night vision goggles to assist him in seeing terrain. The pilot also had NVGs. It is unknown what weather information the pilot had. It was night VFR when the pilot departed the clinic, but the weather deteriorated near the accident site. About 23 minutes before the acci - dent, snow and low ceilings were reported. The NTSB determined the probable cause of this accident: The pilot's decision to continue VFR flight into night IMC.

64 HELICOPTER LIFE, Spring 2009 A CCIDENT R EPORTS

Contributing to the accident were the pilot's lack of expe - rience was in 1997 when he completed an instrument rience in night winter operations in Alaska, and the opera - competency check in a single-engine airplane. The only tor's lack of an EMS dispatch and flight following system. instrument experience in a helicopter entered in the pilot's logbook within the past ten years was two short BELL 206L-3, N109AE entries of simulated instrument time. The helicopter was maintaining a searchlight on a lost The NTSB determines the probable cause of this acci - hunter as ground personnel attempted to execute a rescue. dent: The pilot's failure to maintain aircraft control During the manoeuver, the pilot was flying in an out-of- resulting in the helicopter impacting the water. Factors ground-effect hover, about 100 to 150 feet above the contributing to the accident were the pilot’s flight into trees. The maneuver was contrary to the operations manu - IMC, the low ceiling, dark night conditions, and the al, which required a minimum altitude of 500 feet above pilot’s lack of recent instrument flying experience. ground level for night searches and the height-velocity diagram curve. The helicopter began to spin right and BELL 407, N416PH descend into trees, consistent with loss of tail rotor effec - An EMS flight dispatch was requested from the acci - tiveness. During the spin, witnesses reported an engine dent operator, since a previous EMS operator had noise increase and ‘fireball’ coming from the exhaust, ‘aborted’ the same requested flight. The aborted EMS most likely as a result of an over-speed/over-temperature operator, approximately one hour and 30 minutes prior condition as the pilot increased engine power attempting to the accident flight, reported low clouds and visibility to recover from the spin. The pilot had completed LTE in the vicinity of the accident site. Official weather training. FAA Advisory Circular (AC) 90-95, stated that reporting stations in the area recorded VMC. The pilot LTE may occur in varying degrees in all single main rotor contacted his company's operations control center and helicopters at airspeeds less than 30 knots, and that flight operations at low altitude and low airspeed are particular - discussed observed weather and the reasoning for the ly susceptible to LTE, with greater susceptibility in right turndown by the other EMS operator. It was agreed that turns. Examination of the wreckage did not reveal any weather observation stations were reporting visual flight pre-impact mechanical malfunctions. rules weather conditions and the flight was accepted. The National Transportation Safety Board determines the The EMS flight powered up for the accident leg at probable cause of this accident: 0244:11 and departed at 0246:56. The onboard flight The pilot's failure to maintain control of the helicopter tracking system recorded the flight until 0247 to an alti - during an out-of-ground-effect hover. Contributing to the tude of 600 feet agl, on a flight path of 170˚. accident was a loss of tail rotor effectiveness. The wreckage was located 2.5 miles southwest of the last known coordinates in densely forested terrain, the Eurocopter AS350B2, N911VA next morning, in the exact location the other EMS oper - The EMS helicopter departed in dark night VMC en route ator had encountered the low clouds and fog. Sheared to pick up a patient. The helicopter approached the tree tops indicate initial impact occurred with the heli - intended landing zone from the west and reported to copter's main rotor blade system, in a straight, nose low approach control that he had the landing zone in sight attitude. The flight path terrain was dark, without sur - when he was at 1,000 feet above ground level and face reference lights, and there was no moon. The acci - approximately 4 miles west of the landing zone. Shortly dent helicopter was equipped with the Aviation Night after that, the helicopter began a left turn approximately Vision Imaging System and radar altimeter; however the two miles to the west of the landing zone, followed by a settings on the radar altimeter could not be established tighter radius right turn. Several radio recordings from the and the pilot was not using NVGs. The helicopter was flight nurse onboard the helicopter were heard to transmit not equipped with Helicopter Terrain Awareness the following: “uh I got lights here...follow the uh the Warning System. The pilot was trained and certified to lights out...ok follow the lights out...we're in the clouds fly the accident flight. Examination of the airframe, again we're gonna abort transport patient by ground.” The engine, and related systems revealed no anomalies. last radar position was at an altitude of 1,000 feet. Several The NTSB determines the probable cause of this acci - witnesses saw the lights of the helicopter fall almost dent: The pilot's failure to identify and arrest the heli - straight down, and the helicopter wreckage exhibited damage consistent with a high speed, port side, inverted copter's descent, which resulted in its impact with ter - impact with water. No anomalies were noted with the air - rain. Contributing to the accident was the pilot's inad - frame, systems, and engine. A review of the pilot's experi - vertent flight into IMC, and the limited outside visual ence showed that his most recent actual instrument expe - reference due to the dark night conditions, cloud, and fog.

HELICOPTER LIFE, Spring 2009 65 H OUSE & H ELICOPTER

Manhattan Calling over the river from Brooklyn

o me, New York is one of the most beautiful and first heliport in the United States to be certified. During exciting places in the world. Seeing it from the the 1960s and 1970s, New York Airways provided Tair is something again, and well worth the cost. scheduled service from the heliport to the city's major I flew with Helicopter Flight airports. Scheduled passen - Services from the Downtown ger service was discontinued Manhattan Heliport, also after the airline and ‘heli- known as Pier 6 or the Wall transferrer’ PanAm went Street Heliport. bankrupt in the mid-1980s. The Downtown Manhattan It was not until 2006 that this t o

Heliport opened in December changed, then US Helicopter P P

1960. It was decided that the resumed scheduled passen - h o t o

existing heliport at West 30th ger service with hourly g r a P

Street (which opened in 1956) flights to John F. Kennedy h b had too much traffic for its International Airport. y h i L

area and needed supporting. The heliport is mostly used a i r e

Moreover, the 30th Street was for helicopter tours around D u b

not certified for scheduled passenger serivce, and when New York, and it services a variety of different compa - o u r

the Downtown Heliport got this ability it became the nies, none of whom are actually based at the heliport. c q

66 HELICOPTER LIFE, Spring 2009