heliops issue 33

D E L I V E R I N G G L O B A L C O V E R A G E O F T H E H E L I C O P T E R I N D U S T R Y

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D E L I V E R I N G G L O B A L C O V E R A G E O F T H E H E L I C O P T E R I N D U S T R Y

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ISSUE 33

C O N T E N T S

r E g U l a r f E a T U r E S

From the Editor 3

New Products and Services 5

New Deliveries and Orders 12

Subscription Page 17

Personal Profile - John Eacott 64

ThE dawN Of a NEw Era IN zambIaIn stark contrast to the raw natural beauty of

Victoria Falls, are On Air Helicopter Tours’ sleek

fleet of EC120s and 130s – which are taking

sightseeing to new heights in Zambia. 20

lONdON’S rOTary rESpONSE TO TErrOrOn 7 July, explosions ripped across central London

in the worst terrorist attack ever to hit the city.

HeliOps talks to London Air Ambulance and looks

at the pivotal role that emergency helicopters

played in the aftermath of the bombings. 30

ExplOdINg ThE CIvIl Nvg myThSRob Neil experiences first-hand the latest third

generation NVG technology and puts the myths

about their use in civil aviation to the test

– with some surprising results. 40

TwINSTarS IN ChIlE SkIESDAP Helicópteros have made a big name for

themselves on the rugged, inhospitable coast of

Chile and Argentina – supporting the extensive

oil exploration in this area and providing an

indispensable link for the 26 platforms

that operate here. 49

TwElvE mINUTES TO TraNqUIllITyA short helicopter ride separates the bustling,

tourist-mecca of Malta, from the tranquil,

relaxing haven of one of its tiny islands – Gozo.

Taking over this crucial Malta-Gozo service

in March this year is an enterprising

Spanish operator – Helisureste. 57

COvEr ShOT by ned dawson

THE ONLY THING IT LACKS IS AN EQUAL.

THE NEW BENCHMARK.

The AB139 is more than a new aircraft; it is the new benchmark for executive helicopters. Designed from the ground up to meet the rigorous standards of those who demand the best,the AB139 surpasses all other medium twin-engine helicopters in speed, performance, safety, ride quality, and passenger cabin space. From its sleek design to its state-of-the-artHoneywell avionics to its luxurious accommodations and low noise signature, the AB139 is setting new standards.

2301 Horizon Drive, Ft. Worth, TX 76177-5300, tel 817.278.9600, www.bellagusta.com

7649_2 Corp_VIP_HeliOps.indd 1 5/20/05 7:20:43 AM

f r o m t h e e d i t o r

THE ONLY THING IT LACKS IS AN EQUAL.

THE NEW BENCHMARK.

The AB139 is more than a new aircraft; it is the new benchmark for executive helicopters. Designed from the ground up to meet the rigorous standards of those who demand the best,the AB139 surpasses all other medium twin-engine helicopters in speed, performance, safety, ride quality, and passenger cabin space. From its sleek design to its state-of-the-artHoneywell avionics to its luxurious accommodations and low noise signature, the AB139 is setting new standards.

2301 Horizon Drive, Ft. Worth, TX 76177-5300, tel 817.278.9600, www.bellagusta.com

7649_2 Corp_VIP_HeliOps.indd 1 5/20/05 7:20:43 AM

2005 will be written in history as the year that two natural disasters changed the face of the world as we knew it. As we go to print, the deadly extent of the legacy left by Hurricane Katrina, considered to be the most

powerful storm ever to hit the United States, is still being realized along the US Gulf Coast. What was initially estimated as hundreds dead, is now feared to be as many as 10,000, or more.

In Katrina’s wake, hundreds of thousands have been left homeless as floodwaters swamp three southern states. An amazing 80 percent of New Orleans is still under water, and authorities are enforcing the indiscriminate evacuation of the 10,000 estimated remaining residents of the city’s 500,000 population.

This has been an almost unprecedented example of the indispensable role helicopters play in disasters of this magnitude. Even before Katrina struck, the threat of the impending destruction saw the shut-down of much of the Gulf of Mexico’s oil production, and helicopters were called on to evacuate crews from the many oil-rigs in the Gulf. Latest reports have it that more than 20 oil-rigs are still ‘missing’.

In the storms aftermath, helicopters were immediately called upon to rescue the thousands of stranded people on their rooftops, evacuate people from hotels, and transport the injured to makeshift hospitals and relief centres that have been set up. They were also the primary means of delivering food and water to stranded residents, controlling looting and providing an ‘eye in the sky’ for those in charge when determining where to allocate resources. In some instances the airborne rescuers were even shot at by unsavoury elements on the streets below.

The Coastguard helicopters alone have rescued over 10,000 stranded residents. Using a fleet of HH-65 Dolphins and HH-60 Jayhawks, the pilots and crewmen have

been working overtime, with over 90 percent of rescuees having to be winched aboard.

Not only have helicopters been instrumental in saving lives, they have also been employed in an amazing engineering feat to control the flooding caused by a 60m-wide break in the canal levee. Blackhawks made repeated drops of 1,350kg sandbags, while Chinooks lowered 1.5 ton cargo containers and concrete road barriers into the ruptured levee – successfully plugging the gap.

On the media side, helicopters such as Helinet’s AS350B2 have also been integral in providing up-to-date media coverage for the world’s news outlets since Day One of the aftermath. Local and State police helicopters have been providing situational reports to enable ground search and rescue teams to expedite the rescuing of victims. In a horrifying turn of events, helicopters have recently been employed in a fire-fighting role as major blazes break out around the city. What makes this job even harder is that they cannot use the available flood water in their fire-fighting efforts because of contamination. They have to rely on New Orlean’s most precious resource to put the fires out – trucked-in fresh water.

While New Orleans has been the focus of the majority of media coverage, helicopters have been involved in relief efforts along a 150-mile stretch of coastline covering Louisiana, Alabama and Mississippi. Many of the helicopter crews involved in the relief operations have lost their homes, their belongings, and in some cases family members, but they still continue to fly - because as one Coast Guard pilot explained “It’s just what we do!” From everyone here at HeliOps we extend our sincerest thanks to all those crews, civilian and military who are hard at work along the Gulf Coast. Because of your selfless efforts thousands of lives have been saved.

I will be at Helitech this year so I hope to meet many of you at the HeliOps stand. Enjoy the magazine and safe flying! n

Mark Ogden

PUBLIsHeRNeville (Ned) dawson

edIToRmark Ogden

dePUTy edIToRrob Neil

Us edIToRdustin black

UK edIToRSarah bowen

PRoJeCT ManaGeRCathy horton

PRoofReadeRbarbara mcIntosh

desIGngraphic design Services ltd

PRe-PRessCrosspoint media ltd

PRInTInGprint world

ITaLIan CoRResPondenTdamiano gualdoni

sCandInavIan CoRResPondenTrickard gilberg

edIToRIaL addRessOceania group Intl pO box 37 978, parnell auckland, New zealand phONE: + 64 21 757 747 fax: + 64 9 528 3172

[email protected]

weBsITewww.heliopsmag.com

is published by Oceania group Intl. Contents are copyright and may not be reproduced without the written consent of the publisher. most articles are commisioned but quality contributions will be considered. whilst every care is taken Oceania group Intl accept no responsibility for submitted material. all views expressed in heliOps are not necessarily those of Oceania group Intl.

5

pOwErlINE dETECTIONSafe Flight Instrument Corporation has signed a non-exclusive distribution agreement with Heli-Dyne Systems covering the sale and installation of Safe Flight’s Powerline Detection System (PDS). In the delivery of electricity, power lines create a radiating electromagnetic field; PDS is designed to sense this field from any direction and warn pilots once a helicopter is in the vicinity of a live wire. When an electromagnetic field is sensed, the PDS emits an unmistakable auditory alert. Pilots literally ‘hear’ their relationship to a power-line hazard, even without seeing it. The audio warning increases in frequency as the helicopter gets closer to a live power line. A red warning light also illuminates on the cockpit indicator.

hUmmINg IN rUSSIaNSakhalin Bristow Air Services has announced that their Russian company, Aviashelf, has achieved the first full HUMS certification for a Mi-8 helicopter. The helicopter, a Mi-8 MTV-1 RA 25185, received the certification from the Russian Federal Aviation Authority. This is a milestone in the development of safety systems being the first HUMS certification in any Russian helicopter. Bristow has been involved in Sakhalin since June 2004 and the company intends to install the HUMS system in a further three Mi-8s in its fleet.

TaCTICal TEChNOlOgy fOr ThE pOlICEL-3 WESCAM has been awarded a follow-on order from the New York Police Department for advanced imaging technology in support of the department’s evolving homeland security, counter-terrorism and daily surveillance duties. The imaging technology ordered by the NYPD includes two multi-spectral imaging turrets, a 12DS200 and MX-15, and a portable AzTrack digital microwave receiver. NYPD now has WESCAM 12DS200 and MX-15 imaging systems, Coded Orthogonal Frequency Division Multiplexing (COFDM) digital SkyPod microwave data links, WISARDTM handheld portable receivers and portable AzTrack receivers.As a result, the NYPD has created seamlessly integrated air-to-ground visual information systems as part of its post-911 suite upgrade retrofit.

aS350 paTIENT lOadINg SySTEmAir Methods has received an FAA STC for their AS350 Patient Loading System. The company says that its new system provides a lightweight, durable, easy to use alternative to systems currently on the market. The Model 1175 PLS is a derivative of the proven loading system designs currently in use in EC130, BK117 and AS365 aircraft. The first AS350 aircraft equipped with this certified system has been delivered to Flight for Life of Denver.

TECh-TOOl ExpaNdSTech-Tool Plastics is expanding its European presence with newly approved products, new distributors and expanded inventories in Western and Central Europe. The European Aviation Safety Agency (EASA) recently cleared the way for the sale of Tech-Tool Plastics’ Bell 407 standard and custom helicopter replacement windows in the European Union. Tech-Tool is offering Bell 407 operators, standard windows for windshields, skylights, chin bubbles and doors. A unique, bubble-shaped skylight provides expanded head and helmet room. And an aft door camera window with a larger-than-normal slide opening is ideal for aerial photography. In addition, door windows may be equipped with sliding openings or pop-out air vents. Chin bubble windows are available with a choice of a standard screw-in mount or quick-change mount. Those windows – and many other high quality Tech-Tool products – will now be readily available to European operators. Ross Aviation of Gloucestershire, England, will distribute Tech-Tool windows in the United Kingdom. Fuchs Helikopter will distribute Tech Tool windows in Austria, Germany, Italy, and Switzerland. Fuchs Helikopter is based in Schindellegi, Switzerland.

NEw STCMeeker Aviation and AirFilm Camera Systems have received an FAA STC for their new AS-350/355 Lower Left Hand Down Post camera/sensor mount. Designed and manufactured by AirFilm and sold through Meeker Aviation, the mount offers a 120lb payload capacity, solid billet aluminium, bolt together construction with no welds, easy to install using mount clamps directly to airframe while just weighing 6lbs.

mapS ON ThE mOvEFlight Management Systems (FMS) has announced the release of the latest version of their moving map software. FMS delivers fully digital Geographic Information Systems based, and GPS-coupled, moving map systems for the helicopter industry. The systems are used primarily by Law Enforcement, ENG, and EMS operators to quickly identify a target address. FMS says that its system is different because it is fully-digital while most other moving map systems use scanned-in aeronautical charts or paper maps with overlays. FMS uses digital shape files that allow the customer to choose the level of detail. Because city planning departments use the same database, the data is always fresh. This approach, says FMS, makes its moving map current, accurate, and more cost effective. Average systems are less than US$18K.

aTlaNTIS OffErS SOlUTIONS TO TraININg ISSUESNorth American-based Atlantis Systems International claims to have developed an innovative, affordable and effective training system for helicopters. Combined with other training elements such as courseware, learning management and tailored visual scenarios, Atlantis has built a suite of specific, dedicated helicopter training applications, called Helicopter Vocational Training (HVT). Atlantis says that its HVT focuses on specific neglected and extremely complex areas of helicopter operations, with emphasis on scenario/task realism, and teamwork within an affordable budget. HVT combines elements of Computer Aided Instruction, Computer Based Training, and simulation.

N E w p r O d U C T S a N d S E r v I C E S

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AEROSPACE FILTRATION SYSTEMS, INC. 1-636-300-5200 fax 1-636-300-5205 www.AFSfilters.com

Protect and serve…

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All across America, airborne law enforcers are replacing their particle separators with

something better: Inlet Barrier Filtration systems from AFS. Our systems will keep your

engine clean and then some, filtering out over 99 percent of any debris that comes its

way. AFS high-technology systems enhance performance, reduce engine temperatures,

and deliver savings – hour after hour, year after year. In fact, the more you fly, the

more you save. Which is just one more reason barrier filters are so ideally suited for the

demanding airborne law enforcement mission.

Our patented, FAA-approved systems are available for a wide array of helicopters now, with

more on the way. And because AFS has a proven track record of delivering and supporting

high-performance military filtration systems, you know you can count on us for the long term.

Just like everybody is counting on you.

AFS 1P HO.indd 1 3/9/05 3:36:42 PM

7

EUrOpEaN fIrSTWorking closely for over two years with Police Aviation Air Services (PAS), the UK CAA and AeroSimulators, FLYIT Simulators and its European partner, Aerosimulators BVBA have obtained JAA approval of the AS-PHS-B206 as an FNPT2 – a first for the industry. Under FNPT two approval pilots may log up to as much as 40 hours out of 55 hours of credit to train for an instrument rating and may maintain their IFR proficiency in the simulator. fIrEmax CErTIfIEd

The FireMax is a K-MAX-equipped with an exclusive new 700-gallon (2,660 liters) fixed-tank system. Together, the helicopter and tank deliver a one-two punch of exceptional water-carrying capacity with an unsurpassed ability to lift up to 6,000 lb in extreme conditions. “It’s literally a flying fire truck,” said Roger Wassmuth, director of K-MAX marketing and business development. “FIREMAX will provide the industry with a much needed state-of-the-art helitanker that can perform in hot and high conditions with unmatched availability.” Kawak Aviation Technologies was awarded FAA approval for its new 700 gallon fire fighting system under a multiple STC. The approval culminated a year-long collaborative effort with launch customer Superior Helicopter and the assistance of Kaman to develop the fire fighting package for the K-MAX.The FireMax package includes a hydraulic-powered snorkel developed by Kawak capable of filling the tank in less than 30 seconds and a computerized door system giving the pilot a multitude of coverage levels and foam injection rates. The tank was designed to accommodate the unique characteristics of the K-1200 helicopter both in shape, aerodynamics, and attachment to the aircraft. The tall U-shaped tank provides high head pressure at the variable opening two-door system, producing an excellent drop pattern. The tank utilizes a combination of carbon fiber and traditional aluminum rib and skin construction. To power the fire tank, Kawak Aviation Technologies developed a stand-alone auxiliary hydraulic system that is powered by a drive pad on the aircraft’s transmission and produces 15 GPM at 3,000 psi. The hydraulic system also provides a power source for other hydraulic implements such as logging grapples, etc.


pOwEr gaINS wEIghTEASA and FAA certification for an increased internal gross weight of 3,000 kg has been obtained for PW206C powered version of the A109 Power, giving nearly 150 kg of extra payload. Existing Powers can also benefit from the increased internal gross weight by incorporation of minor modifications that include landing gear strengthening. AgustaWestland has also issued a new maintenance program for the Power based on the extensive operational and maintenance experience accrued to date. The new maintenance programme has extended service intervals and deleted many existing requirements, thereby reducing the maintenance requirements and operating costs of the aircraft. Existing operators of the Power can easily transition to the new maintenance program while new aircraft are already benefiting. An all-new composite tail rotor blade design has now been introduced on new build Powers and can be retrofitted to existing aircraft as a replacement for the metal blades. The composite tail rotor blades require less maintenance, have five times the certified life of the metal blades and features a reduced noise signature.

NIghT vISION United Rotorcraft has completed the Night Vision Compatible Cockpit lighting modification for the New Hampshire State Police 407. The Shadows system filters all lights, lighted switches, radios, instruments and the caution warning panel. The company also reports that it is negotiating with many of the leaders in Air Medical Services to provide FAA certified ANVIS compatible cockpit lighting and NVGs.

NaTIvE aIr laUNChES maTErNal hElICOpTEr prOgramNative Air has formed a Maternal Transport Team using an EC135. The Maternal Team is in service and the crew consists of highly trained maternal nurses, paramedics and respiratory therapists. For the duration of the contract that Native is currently under with the Phoenix Indian Health Services Office, the rate for maternal transports will be the same as the current adult/pediatric transport contracted rate.

CONTraCT awardAustralian Helicopters is the preferred tenderer to operate an upgraded Customs Coastwatch helicopter service in the Torres Strait. The company has been associated with Coastwatch in the Torres Strait since 1995, with its current contract due to end in mid-2007. Under the new contract worth about $100 million, the company will continue to assist with coastal surveillance for a further 12 years, using a twin engine Bell 412 EP and a B3 Squirrel to provide extra capability to the service.

INdIaN pOwErAgustaWestland has delivered to the Government of Rajasthan in India, an A109 Power for VIP Transport of Government Executives. The Power was selected following an evaluation process run by the Rajasthan Civil Aviation Department against competitors. According to the manufacturer, the Power shall be capable to operate without limitations and payload reduction in the hot Jaipur temperature conditions.


139 TravEllINg wEllBell/Agusta will make more than 20 deliveries of its AB139 in 2005 and now has a confirmed backlog in excess of 120 aircraft. It remains the company’s goal to ramp-up to 50 aircraft deliveries per year sometime after 2006. The AB139 achieved Italian (ENAC) certification in 2003 and European EASA certification in 2004 and received its FAA Transport Category IFR certification on December 20, 2004. The company has also revealed the first EMS-configured AB139. Bell/Agusta says that the internal dimensions of the large and unobstructed cabin make it an ideal choice for primary and secondary EMS applications. Litter layout ranges from two to four in medevac configuration. If cabin access to the large baggage compartment is utilised, litter capacity can be increased to six. An 139, operated by the Italian company Airgreen, will be used for EMS applications during the 2006 Winter Olympic Games in Torino.

rOpES rOpESECMS Aviation Systems has delivered its last set of fast roping and rappelling devices to the Special Services of the German Police. The Unit had ordered four systems for their fleet of EC155s. Eurocopter has made ECMS systems part of its standard equipment and is offering the systems with all new deliveries. The fully certified systems allow for a quick sequential hooking-in of eight crewmen and the simultaneous rappelling of four. A self-locking coupling mechanism prevents inadvertent release, meanwhile providing a quick release in case of emergency. The system incorporates a pilot activated electric explosive device that enables instant release in case of emergency. ECMS also received an order from the French Gendarmerie for a retractable version of the system. This retractable arm brings the rope point out of skid range and allows for the simultaneous operation of two ropes per helicopter.

glaSS COCkpIT 204 aNd 205?The FAA has granted STC approval for installing Chelton FlightLogic synthetic vision EFIS systems in the Bell 204 and 205. The systems feature the Chelton primary flight display with forward-looking synthetic vision, a multifunction moving map display, GPS WAAS, full FMS, helicopter TAWS, air data computer with fuel totalizer, solid-state strap-down AHRS, master caution voice warning system, digital flight recorder, and NVG compatibility. “Receiving STC approval on the Part 29-certified Bell 204 and 205 is an exciting and significant milestone,” said David Thomas, Chelton’s Rotorcraft program manager. “The medium Bell product line is well suited to the capabilities of our system. The compact size and light weight of the FlightLogic EFIS makes it a highly desirable system for helicopters where panel space is at a premium. The beauty of the system is that it integrates many functions that would require separate boxes, like FMS and TAWS. Because the synthetic vision includes towers and antennas, it represents a tremendous safety enhancement rendering these workhorse helicopters even better. The EFIS should help to extend the usefulness of these airframes for many years to come since the new Bell 210 will be certified on the same type certificate.”

kEySTONE baSE IN NEw JErSEyKeystone Helicopter has teamed with University MedEvac to open New Jersey’s first commercial-licensed air medical base. University MedEvac, an air medical transport group serving Lehigh Valley Hospital and Hahnemann University Hospital in Philadelphia, had previously provided emergency backup for the New Jersey State Police. “Our mission hasn’t really changed,” said Hal Spatz, University MedEvac’s program director. “The state police will still get the calls first and we’ll provide timely response and backup, except we’re closer now so response and flight times will be faster.” The new air medical base is strategically located at Hammonton Municipal Airport in Atlantic City and will serve AtlantiCare Regional Medical Center, the region’s only Level II Trauma Center. The team will begin with a BK117, flown by a single pilot and backed by IFR, although both companies expect to add helicopters and personnel as demand increases.

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We see your needs clearly.At Tech-Tool Plastics, we see what’s important in helicopter replacement

windows: seeing. Whether you’re looking for a bad guy or a good

place to land, a beautiful vista or another aircraft in a hazy sky, the

only thing you want to see between you and “it” is nothing.

Thanks to nearly 40 years of designing and building the best

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TT ad HO2.indd 2 6/23/05 1:43:09 PM

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n e w p r o d u c t s a n d s e r v i c e sN E w p r O d U C T S a N d S E r v I C E S

lEd lEadS ThE wayLEDtronics® has introduced a new, powerful LED, FlashLED. The FlashLED FLT-4001 which produces an 1,800 ft-candles white light. The 1-Watt LED integrates a collimator that focuses the light into tight beam for an intensity of 2000fc. The white LED lamp operates for more than 50,000 hours (six years). The company says that the energy-efficient FlashLED FLT-4001 operates for 8 days on three standard alkaline C-cell batteries.

IrIdIUm fOr aUTOmaTEd flIghT-fOllOwINgIridium Satellite has announced that the US Department of Agriculture (USDA), and Forest Service (USFS) has equipped 200 primarily contract aircraft with Iridium equipment. The aircraft are part of the interagency Automated Flight-Following (AFF) program, and are mainly helicopters and light and transport fixed-wing airtankers, used for wildland fire fighting and other natural resource agency missions.Iridium partners Blue Sky Network, Latitude Technologies, Sky Connect and SkyTrac Systems provided the Iridium equipment and air time. Iridium is a key AFF provider for data and voice communications between the aircraft and the ground. The agencies use Iridium for flight-following as well as cockpit voice and data communications. The AFF system automatically tracks and displays location and other associated information for aircraft on operational missions. Mapping data includes information on cities, tanker base locations, topography, airports, thermal detection, lightning, flight restrictions, and other critical, time-sensitive information geographically dispersed users require from dynamic and static sources.

hUmmINgbIrd dElIvErEd TO SlOvENIaVertical Aviation Technologies has delivered a Hummingbird to Slovenia. The helicopter was completed at the company’s facilities and test flown to verify modifications such as the new upper fairing that encloses the pylon and rotor controls. Performance, transmission and engine cooling met certification standards with the addition of these carbon fiber fairings.

blUE SkIES ahEadBlue Sky Network, the global logistics solution for two-way linking and managing remote transportation assets via satellite, has released SkyRouter, an interactive Web portal with detailed mapping for tracking transportation assets anywhere on earth. Blue Sky says that it is the first satellite tracking company to provide global tracking and event management (take-off, landing and inactive/active asset updates) on the Internet, allowing dispatchers and logistics managers to view their transportation assets anywhere, anytime.

CErTIfIEdThe Bell 210 medium transport helicopter received its FAA Certification following a development program that stretched from Texas to Tennessee. The Bell 210, which made its first flight December 18, 2004, at Bell affiliate company Edwards & Associates, was also flight tested at company facilities in the Dallas-Fort Worth Metroplex. First customer deliveries will begin in November 2005. The Bell 210 helicopter includes dynamic components from the Bell 212 (main rotor hub and blades, tail rotor, main and tail rotor support structure, transmission, rotating controls, and tail boom), and an FAA certified Honeywell T-53-517BCV engine providing a zero-time FAA certified single engine medium utility helicopter.

ChINa gOES vErTICalDaeyang Airlines, who acquired a license for an airline business to North Gyeongsang province, announced that it will start a helicopter tour service in Jeju island using an MI-17, capable of carrying of 26 passengers. The company plans 10 tours daily and each tour will take 20 minutes. The fare is 85,000 won per person. Travelers can select from three different courses: the A Course, covering Baekrokdam and Yeongsilgiam; the B Course, covering Mara Island and Sanbang Mountain; and the C Course, covering Biyang Island and Hallim Park. The company is set to purchase a small helicopter to operate from Ulleung, North Gyeongsang province and Pohang City, and to start local service flights in 2006.

ENhaNCEd vISION Skyquest Aviation has launched a new 4 inch cockpit video display designed for use with the increasingly popular enhanced vision systems (EVS) being retrofitted to existing business and utility aircraft. EVS is gaining popularity with special mission aircraft such as EMS, border patrol, police and SAR where aircraft often need to operate in demanding weather conditions.

bOOSTINg hElICOpTEr COmmUNICaTIONSAccording to Acrohelipro, its new DC2000 Drop Cord has been developed to compensate for the rugged use a hard working rotorcraft cockpit can render on avionics. The company says that the system will provide robust performance and withstand the knocks and bumps that are a natural occurrence in a busy cockpit or working cabin. The system is housed in a machined aluminium case and is designed to eliminate crosstalk. It provides independent user volume control, ICS control and Transmit control for flight crew and passengers using MIL-type toggle and push button switches configured for either mic-interrupt or key-type use.

SpaNISh CUSTOmS N3SSpanish operator Helicsa have recently completed delivery of two brand new SA365N3s to the Spanish Customs Authority. These aircraft will be used for enforcing the Spanish maritime borders, and replace some aging BO105s and BK117s.

12

NIgErIaN pOlICE gO bEllA Bell 427 has become the latest addition to the crime fighting fleet of the Nigerian Police Air Wing. Appropriately registered ‘PAW’ for Police Air Wing, the 427 is well- equipped and is one of the first law enforcement units in Central Africa to modernise its Air Wing with western aircraft.

STEppINg Up TO ThE 145STAR (Shock Trauma Air Rescue), a public safety EMS helicopter unit operated by Travis County in Austin, Texas, is upgrading its fleet by replacing its two EC135s with two EC145s.

139 JOINS ThE bIg lEagUECHC will bring the AB139 medium twin into its fleet by year’s end. The aircraft will be supported by CHC’s leasing and helicopter support division, Heli-One, and operated by CHC Europe out of Den Helder, Holland.

papIllON NEw INTErIOrSPapillon Helicopters has placed an order for two EC130 interior kits from Texas-based Aero Comfort.

N E w d E l I v E r I E S a N d O r d E r S

EUrOpE ON a rOllOperators in Europe have been on a roll with new additions to fleets all over the place. ETI2000 have added a brand new Koala to their fleet and it is currently on contract to Corpo Forestale for fire-fighting duties. Eliwork have also added another aircraft to their fleet for the fire season, this time in the form of a Polish built W3 Sokhol. The corporate market in Turkey is also on an upswing and Sarnack have added a pristine Bell 407 to their fleet for corporate related work. Working high in the Alps in central Europe is a demanding job which is why Austrian-based Knaus Helicopters have added two new B3s to their fleet and Rotex have replaced their recently destroyed Kmax with a new aircraft.

CONTraCTS ON kOalaS JV Gokal & Co has signed a contract for two A119 Koalas that will be delivered in late 2005. They will be in a multi-role configuration and operated in India.

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pOwEr TO phOENIxA Power has been delivered to the City of Phoenix. This is the city’s first high-performance twin-engine helicopter. The Power is configured specifically for the Phoenix Police and Fire Departments and is designed for combined police and fire missions, with the agencies working together to improve emergency responses.The helicopter is intended to take on the multiple roles associated with dealing with emergency response, tactical issues, fire-fighting, homeland defense and other incident command situations.


aIr ambUlaNCE OpEraTINgIn its first two weeks of operation, the second Devon Air Ambulance has flown over 40 missions. Launched in late April at the Castle Hill Estate, home to the Earl and Countess of Arran, it went into operation two days later.

NEw lONgraNgErSThe first aircraft of a six unit 206L-4 order has been delivered to Rotorcraft Leasing Company (RLC), a major Gulf of Mexico (GOM) helicopter operator. The addition of the new LongRanger brings the RLC fleet to a total of 52 Bell aircraft. The RLC fleet now includes 16 JetRangers, 28 LongRangers, six 407s and two 412s, making the firm the third largest helicopter operator in the GOM.

aNOThEr “graNd” IdEaSouth African company, Baxter Air has ordered an A109 Grand in VIP configuration. This is the second Grand sold in South Africa, with more than 50 orders placed worldwide since its launch at Farnborough Air Show in July 2004.

CErTIfIEd graNd dElIvErEdAgustaWestland delivered the first Grand ordered by a British customer, Graham Roach, while recently celebrating the award of EASA Certification for IFR single pilot operation.

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aS332l2s TO malaySIaThe first of the three new AS332L2s has been delivered to Malaysian Helicopter Service. The other two will be delivered this year. They are to replace the S61Ns currently being used to support ExxonMobil Exploration and Production, and Petronas Carigali Sdn Bhd out of MHS’s base in Kerteh, Terenganu in Malaysia.


SpaNISh SImHelicópteros del Sureste has ordered a cueSim BELL 412 FTD Level 3 with motion. The simulator, to be qualified to JAR-STD 2H Level 3, will be housed in a purpose-built installation at INAER’s headquarters in Spain. To qualify as a Level 3 FTD all of the BELL 412 systems have to be represented, including full representations of the Autopilot and Navigation systems.

rObbIES aNd aUSSIESHeliflite, Australian distributor for Robinson recently delivered three new R44s. Peter Jenkins of luxury motor yacht builder, Maritimo, took delivery of a Raven II, and a Raven I was delivered to New South Wales-based Andrew Sanderson. The brightly coloured yellow Raven I is his first helicopter and is already making significant business and lifestyle changes due to the substantial reductions in commute times. A new Clipper II was delivered to Ken Parohl at Port Macquarie. This is the Canadian businessman’s second R44 who spends part of his year on the NSW coastal town and goes home to a Raven II in his home country.

gOINg NaTIvE Native Air Services is basing a second medical helicopter in the Prescott area. Native currently has one helicopter based at Yavapai Regional Medical Center. The newest aircraft will be temporarily based at Love Field in Prescott, and will reposition to the new hospital in Prescott Valley once it is complete. The new aircraft will be an AS350 B3, which will boast the company’s new paint scheme of yellow, orange and black.

phI gOES EUrOCOpTEr Following a significant move last year by PHI to order ten new EC135s, the decision to exercise the standing options will bring the total to 20 aircraft both for oil and gas support as well as air medical operations. All 20 of the new EC135P2s will be single pilot IFR equipped with extensive safety and operational equipment. The EC135 destined for offshore service will replace the workhorse BO105 as an IFR light twin and will be placed in service next year. All 20 aircraft are slated for delivery prior to year-end 2006.

17

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DAWN of a

in Zambia

pOlIShEd pOwEr Delivery of its first A109 Power to the Polish operator, Samodzielnym Publicznym Zakladem Opieki Zdrowotnei Lotnicze Pogotowie Ratunkowe (LPR), marks the first light twin IFR equipped helicopter registered in Poland. LPR provides medical transport in Poland with 16 bases around the country and will use the Power to replace one of its existing 19 Mi-2s. The Power will be equipped with Collins avionics, EFIS, moving map display, FM radio, an ICS integrated satellite telephone and a complete medical suite providing a new standard to the Polish aero medical community.

ENgINEErINg SChOOl bUyS a bEllDuke University’s Pratt School of Engineering has purchased a new Bell JetRanger to give the university a new platform of research sensors to bridge a gap in airborne studies of natural and man-made environmental processes. The 206B-3, painted in Duke blue with black stripes is hangared with Duke Hospital’s two Life Flight helicopters. The engineering school aircraft was flown from Dallas, where it was painted and outfitted with instrumentation by Heli-Dyne Systems. By carrying specialized instruments attached to its nose and in belly pods, the helicopter will be able to perform environmental observations that are missed by high-flying and fast airplanes, satellites, balloons and sounding rockets. The scientific sensors mounted on the craft’s nose include a sonic anemometer to measure very-high frequency, three-dimensional turbulence at low flying speeds; an instrument to measure water and carbon dioxide concentrations; a sensor to measure three-dimensional wind, temperature and moisture content at high flying speeds; and an aerosol counter to sample the air and count the number of aerosols as well as measure their size distribution. The helicopter is equipped with a satellite navigation system that produces computer-generated, three-dimensional images of the aircraft’s position in relation to the terrain below.


480b IN ThE Uk markETEnstrom recently delivered four 480Bs to their UK dealership, Eastern Atlantic Helicopters (EAH). EAH has been an Enstrom dealer in the UK for over nine years and EAH’s Simon Oliphant-Hope insists that the Enstrom 480B is literally taking the UK light turbine market by storm. Enstrom reports that three of the four new 480Bs have been bought by well established pilots whose previous aircraft included Robinson R44s and MD500s and that two of these are now primarily based out of country; one is used to shuttle the owner back and fourth from northern France into the UK and the other is in Southern Ireland making it the first 480B in that country.

SqUIrrElS IN NOrwayNorwegian company Helicopter Transportation Group A/S and Eurocopter have signed a contract for the supply of five AS350B3s plus five options. HTG specializes in renting helicopters to operators. Eurocopter says that this contract will consolidate HTG’s position as leader in the aerial work sector in Scandinavia, particularly through its companies Airlift AS in Norway and Osterman Helicopter in Sweden. HTG also works in the oil and gas industrial market with DanCopter, which introduced the first two EC155B1s in North Sea operations for the supply of offshore oil rigs.

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c o v e r F e A T U r e

21

The Victoria Falls are one of the Seven Natural Wonders of the World and their awesome

beauty is something that can only be fully appreciated from the air. Working with resort

developer, Sun International, On Air has introduced the most modern helicopters and

brought a level of service to clients unprecedented before in Africa.

The Victoria Falls are

one of the Seven Natural

Wonders of the World

and their awesome beauty

is something that can

only be fully appreciated

from the air. Working

with resort developer,

Sun International, On Air

has introduced the most

modern helicopters and

brought a level of service

to clients unprecedented

before in Africa.

story and photos by ned dawson

22

STrAddling The borderS of

Zambia and Zimbabwe, the Victoria Falls

serve as southern Africa’s primary safari

gateway. Over one mile wide (1.7km), they

are the world’s largest curtain of water

– every minute dumping a staggering

555,000 cubic meters of water over the

edge into the Zambezi Gorge, 351ft (107m)

below.

The falls have drawn people from

around the world since David Livingstone

saw them in the 1860s. Sun International,

one of the larger hotel groups in South

Africa, saw the potential of the area, took

a punt and created two luxurious tourist

hotel complexes –the Royal Livingstone

Hotel and the Zambezi Sun. Originating

in South Africa, the resort and hotel

above: “you would have to be

dead not to get a rush looking

at either machine!,” comments

George poole, owner of on air

helicopter tours.

above RIGHT: the EC130 is

relatively quiet, with the fenestron

and rotor blade configuration

reducing its noise level significantly

– a huge consideration in this type

of game viewing.

opposITe paGe: the raw, natural

beauty of Victoria Falls is a

striking contrast to the modern,

sophisticated technology used by

on air, which takes sightseeing to

a new level in Zambia.

You stand in a place

and have a look

around and you get

that gut feeling that

says that you can

make this work.

22

conglomerate has expanded overseas

with sites around the world including

Dubai and Mauritius. In conjunction with

Sun International, On Air is developing a

world-class tourism helicopter service to

answer the needs of today’s tourist.

opportunityOver four years ago, as a result of

some major tourism investments and

the problems arising in Zimbabwe,

United Charter took over local charter

operator, Dal Air, and established

itself in Livingstone, in Zambia. United

Air Charter was then re-branded ‘On

Air’ because, according to owner and

managing director, George Poole, they

“wanted to create a fresh tourism-

23

investment encouraged us to make a big

investment in facilities and the latest

helicopters, including EC120 and 130s.”

Poole points out that Sun’s thoughts and

dreams about establishing themselves in

Zambia have come to fruition with high

occupancy levels and positive customer

feedback from around the world. “I

believe it was the right decision for them

and it was the right decision for us to

partner with them.” Sixty percent of On

Air’s passengers come via the Sun hotels

and the company is carrying on average

1,500 to 2,000 passengers per month at

Livingstone. Their average passenger load

has risen from 4.9 when they first started,

to 5.5 now. “We run the helicopters with

a minimum of four passengers; that way

you fly fewer hours. We used to do a lot of

flying and the income was less, but now

the income is starting to grow and the

flying is getting less. More bums on seats

means we are more cost effective and

efficient,” comments Poole.

Customer service is vitally

important to On Air and to Sun. The

company is randomly audited by Sun,

which includes mystery passengers

who are Sun management travelling

focussed helicopter operation. ‘United

Air Charter’ doesn’t really say it like, On

Air Helicopter Tours.” According to Poole,

“the company’s slogan is ‘Changing your

Point of View,’ as we really wanted to

change the customer’s experience from

getting into a water bucket of a helicopter,

as they have done in the past, to stepping

into a world-class machine that is

technologically advanced and beautiful-

looking – and for customers to have the

flight of their lives.” Poole explains that

the decision to establish the company in

Zambia was made after market research,

and also because Zimbabwe was not

making decisions conducive to tourism.

“Thirdly, you stand in a place and have a

look around and you get that gut feeling

that says that you can make this work

– especially if you find the right product

and people.”

Poole believes that the profile of the

average tourist is changing in Africa,

with many now wanting more than a

‘backpacker’ experience. “They [Sun

International] did some incredible

research on what they were going to

achieve, and where they are going

to invest here in Zambia. Their large

incognito and reporting on the company’s

performance.

Over the nearly two years since

Sun International established its

hotels, On Air has developed a good

working relationship with the hotel

chain. “They have realized that we

are professional operators and we are

now the preferred helicopter operator

for Sun International.” But it wasn’t all

plain sailing for the fledgling company.

“There were a lot of hurdles, especially

politics and bureaucracy, and dealing in

a third world country. Unlike a first or

second world country where things are

so easily accessible, there are a range

of negatives you have to keep working

against – whether it is buying anything

for the helicopter such as adhesives or

fuel, to even just trying to buy a broom!

And it still happens right now. Ingenuity,

initiative and networking is the way to

overcome the problems.”

Poole says that they are at a stage now

where the operation has settled, got a

pattern going, and has developed a good

recipe for success. Now that the operation

is bedded down, he believes that it is the

time to start doing other tourism work

such as picnics and flights up the river

for fishing. He also wants to start a store

and kiosk and sell merchandising such

as t-shirts. The heli-fishing also looks

promising having partnered with Angler

Zambia, a local fishing company. “They

are putting in a fishing camp about four

hours driving, or 15-minutes flying time

from Livingstone. Most rivers and lakes

in Zambia carry good stocks of fish, but

normally the angler must be prepared to

travel long distances over rough roads,

carrying his own camping equipment

and finally making his camp beside

the river where he intends to fish. “The

infrastructure in Zambia is not first

world. It’s not so much the distance but

the state of the roads – you have to be

careful or your vehicles won’t make it,”

explains Poole. The best time for fishing

and camping is around August and

September when there is little chance

of rain and the nights are warm enough

to make camping pleasant. The visiting

fisherman, however, must remember

that the hippopotamus and crocodile are

found in nearly all Zambian waters,

so wading in rivers can be dangerous.

adaptinG to thE MarkEtWhat Poole and his team set out to

do was establish an upmarket tour

helicopter operation that adapts the best

of what other companies have achieved

overseas to the local conditions. “It can be

a bit drab and a little backward working

here in the center of Africa,” explains

Poole, “but we want tourists to see this

fresh, dynamic, bright-looking helicopter

business, and gain the impression that

we’re professional and that we know

what we’re doing.” Dal Air and other

companies have offered, and continue

to offer, flights in Microlights, but while

these may appeal to the adventurous

backpacker, the more affluent tourists

above: on air has spent

almost a million us dollars

developing their Livingstone

base and in ensuring that

all their infrastructure is

in keeping with the local

culture – giving tourists a true

“Zambian” experience.

LeFT: passengers wait in the

cool shade of the Laapa, and

are then escorted on board

the EC130.

opposITe paGe: helicopter

is definitely the best way to

view the herds of elephants

that reside on this isolated

island in the middle of the

Zambezi river.

25

now arriving from Europe, North

America, Australia and New Zealand

expect something significantly better and

safer. This is the market that On Air is

targeting.

Demonstrating the need for

networking in Zambia to get things

done, On Air has developed procedures

with immigration and border control

authorities, and has established a good

working relationship with the Department

of Civil Aviation Zambia who have

26

approved several helipads in the gorge.

There is no other helicopter company,

according to Ignacious Lindeque, the

company’s chief pilot, and also part-

owner, that offers transfer vehicles to

transport clients to-and-from the hotels.

The vehicles are authorized to go into

Zimbabwe, and arrangements have been

made with Zambia Immigration that

On Air pays a daily fee for the visitors

from Zimbabwe. After going through

both border posts, it is about half an

hour’s drive to go to the furthest hotel in

Zimbabwe. Poole says that the people at

the border posts are usually very helpful.

The client rarely has to get out of the

vehicle as the driver takes the passports

in for stamping.

above: pilot, kooks dreyer, gives

passengers a pre-flight briefing

prior to take off.

above RIGHT: Whilst the EC130 is

on air’s primary tour aircraft, the

EC120 pictured here, is used for

smaller groups.

27

based at Livingstone, with an EC130 at

Capetown, and an EC120 at their newest

base in George, an area of the Western

Cape known as the Garden Route.

Not including the cost of the new

helicopters, the company has spent over

four million rand (just under a million

US dollars) to establish its facilities in

Livingstone. On Air selected Eurocopter

due to the superior passenger visibility

out of the 120 and 130 – essential for

ensuring clients have a good tour

experience. The company believes that

there is no better helicopter than the

130 for tour flying. The pilots are taught

to always consider the passenger in

the center seats, because if they enjoy

the experience, so will the people in

the window seats. “They are also good

looking helicopters (the 120 and 130),

technologically advanced and we felt the

looks were sexy”, comments Poole. “You

have to be dead not to get a rush looking

at either machine, although looking

head-on to the EC 130 is like looking at

a mosquito! They are very safe and very

quiet, which is a major consideration

and hugely important in any of the

areas in which we work. They’re also

very ecologically and environmentally

saFE but sExy On Air has about 25 staff, the majority

of whom are local people including one

of the pilots, Colonel Maxwell Chamwa.

“Most of the other pilots though are South

African because we have been linked

up with South Africa for some time,”

Ignacious says. “One of the problems

is that there are no helicopter training

schools in Zambia from where we can

get helicopter pilots.” When Poole and

Ignacious took over Dal Air, they initially

took a lot of Dal Air’s staff because they

were helicopter-orientated and knew the

system, but many of them decided that

they didn’t want to renew their contracts

with the company and they wouldn’t

move from the habits they had

developed with the previous company.

“We decided to train our own people

because Dal Air staff were set in their

ways,” explains Ignacious, “and they

weren’t ready to move to our way of

working with efficiency. Their attitude

was that they didn’t need to learn

anything because they had been doing

it for years.”

On Air has a fleet that includes two

EC120s, three EC130s and an AS350

Squirrel. Two EC130s and an EC120 are

27

sensitive. The fenestron and the way they

have configured the rotor blades

just makes a huge difference in terms

of decibel sound. Other than that,

the flying of the helicopter is very

comfortable and easy, due to the VEMDs

and computerisation.”

briCkbats and bouquEtsWhile Poole and his chief pilot,

Ignacious both love the 120 and 130, the

120 does suffer from a lack of engine

performance on hot days. The 130s have

air conditioning and the 120s will soon

also be equipped likewise. Ignacious

says that air conditioning is essential

for their customers, and admits that

they will have to manage the 120’s

performance – probably by turning off

the air conditioning at critical moments

of flight such as landing and taking off.

The aircraft are well looked after, being

washed, cleaned, refuelled and hangared

when they’re not flying – even during

the day. “We keep them out of the sun

because the ultra-violet is hard on the

Starflexes and composites. They do take

a bit of a knock because the sun is very

sharp and harsh in this area,” explains

Ignacious.

2828

Poole points out that they are very

‘time critical’. “If we’ve got a bit of a

problem on a Saturday afternoon and we

call up Eurocopter South Africa and tell

them that we have huge parties booked

and we need them desperately, they

might get around to making a booking

on a scheduled aircraft on Monday

morning. They haven’t got that same

urgency as us, or that empathy that we

need to get up-and-running. Ignacious

too, believes that the European giant

needs to get its act together when it

comes to customer service, “It’s not a

favor they are doing the client - they must

realize it is their job!”“On the other hand, Heli Afrique,

a Grand Central-based maintenance company who undertake the majority of On Air’s work, is a different kettle of fish altogether, because Tino and his staff are passionate about maintaining helicopters and passionate about what we’re doing. He really enjoys working on helicopters. If we call him on a Saturday afternoon and ask him for help – the guy is there straight away. He makes a plan, gets up here and works overnight,” explains

Ignacious.

hi-tECh ExpansionOn Air wants to expand their

business by introducing more ‘value-added’ product. Presently clients can buy a video that shows them getting in and out of the aircraft, and shots of the falls. “But we want to install integrated onboard cameras and equipment like Blue Hawaiian and Papillion,” comments Ignacious. “We want to go straight to DVD, however – no point spending a lot of money on something that will be obsolete in two or three years.” The company is also examining supplying digital cameras to clients so they can send their images by email from the On Air facility because internet access is not easy in many parts

of Africa.

It seems that tourism in Southern

Africa is on the cusp of change and

becoming more refined. This is an

opportunity as well as a challenge for

companies like On Air. But On Air may

have the right approach. As Ignacious

says, “We are starting with the basics and

building on them. We want to be leaders

rather than followers.” It certainly seems

to be a recipe for success in this part of

the world. n

“We still have the good old problem

with Eurocopter of the de-bonding of the

windscreens. I don’t know when they are

going to fix that problem. It’s been a huge

problem ever since we started working

EC120s and 130s, and every time we talk

to Eurocopter it is on the top of their

priorities but nothing has been done yet.

We have to wait patiently and see what

happens.”

Eurocopter support could be

better, according to the company’s

two principals. “Eurocopter support

was initially very poor with after

sales service a little bit lacking and

maintenance support extremely poor,”

comments Poole. “I know Eurocopter

South Africa are trying to improve that

with the appointment of various people

in maintenance and marketing, and I

believe that they are going some way

to improving, but they still have a long

way to go. We will continue to talk to

them about it and to put forward our

constructive criticisms –after all we

are the largest operator of Eurocopter

products in South Africa.” Being a seven-day-a-week operation,

especially in the middle of the bush,

there’s more than one way to experience

the rapids of the world-famous Lower

Zambezi – skimming 15 ft above

crocodile-infested waters doing 120 knts.

31

LONDON’S

On Thursday 7 July, at the height of the morning rush hour,

explosions ripped across central London in the worst terrorist

attack ever to hit the city – leaving at least 52 people dead and

over 700 injured. As the city’s public transport network ground

to a halt, the helicopters of London’s emergency services played

a pivotal role in their well-practiced ‘major incident’ response.

HeliOps talks to London Air Ambulance and looks at the part

emergency helicopters played in the aftermath of the bombings.

to

story by sarah bowen Photos by simon browne

Rotary ResponseTERROR

The brighT red ‘Virgin’ HEMS MD902 helicopter of London’s Air Ambulance (LAA) had already had a busy morning by the time pilots Rob Pennel and Richard Shuttleworth received notification of a ‘power surge’ on the tube that had reportedly left a number of people suffering from smoke inhalation.

Director of the LAA charity, Andrew Cameron explained how the events unfolded. “The Air Ambulance is dispatched automatically to any incidents where a doctor’s immediate attendance is imperative – such things as shootings, stabbings, attempted suicides or accidents. But within 15 minutes of the reported ‘power surge’ it was becoming apparent that this might be something more sinister, and the emergency services’ major incident plan was implemented.” In the event of a major incident – a plane or train crash, or a gas explosion or bomb. “The emergency services go on high alert and immediately coordinate pre-arranged and well-practiced operations, specially effective for a major incident.

The devastating reality soon emerged

that this was no accident, but indeed a major incident – a deliberate attack involving three bombs on three different underground trains, all exploding within 50 seconds of each other.

One of the explosions happened right on the doorstep of London HEMS base at the Royal London Hospital in Whitechapel where, by coincidence, all the top surgeons, senior trauma doctors, ex-HEMS registrars and medical experts were holding their monthly Clinical Governance Day meeting.

Normally there would have been only four doctors on duty, plus two doctors and two paramedics on the mobile unit. That day there was a medical team of 32 attending the meeting, so within minutes there were 18 senior doctors and 14 paramedics available. Because these specialists regularly practice for such incidents, they were well prepared from the time the first 999 calls were made.

The Metropolitan Police helicopter was one of the first aircraft to mobilize after the initial alert, and immediately assumed an airborne ‘Command and Control’ role, providing a constant and

aboVe: Captains richard

shuttleworth and Alistair McGill of

London’s Air Ambulance were both

involved on the day of the attacks:

shuttleworth was flying and McGill

was in charge of operations.

ToP riGhT: G-EhMs lands in a

crowded London street – delivering

care directly to the scene.

aboVe riGhT: With rumors of

bombs in the area, the hEMs

crew couldn’t take any chances

– they selected their landing sites

carefully, in consultation with the

police on the ground.

The devastating

reality soon emerged

that this was no

accident, but indeed a

major incident –

a deliberate attack

involving three bombs

on three different

underground trains.

32

vital live feed of images and video direct to Scotland Yard, the base for major incident operations. The helicopter’s duties included monitoring crowds and traffic thus enabling ambulances and police on the ground to get to where they were most urgently needed.

The MET police subsequently maintained a constant helicopter presence over London for over 24 hours with three AS355 Twin Squirrel helicopters (normal routine is to have two aircraft operational) – the aircraft taking it in turns to refuel. On the day of the attacks flights averaged 30 minutes duration. Each helicopter carried its normal complement of the pilot and two observers, the front observer controlling cameras and surveillance equipment, the rear observer (the mission controller),

managing charts and maintaining communications with Scotland Yard.

208 injured people were taken to the Royal London Hospital that day, many with severe injuries. HEMS pilot, Captain Alistair McGill was at the hospital on his admin day and took charge of operations once the alert came through. “We got the message that something had happened at Kings Cross and were told to take a doctor and a couple of paramedics to the site immediately. From that point on we were flat out until the end of the shift.”

With rumours of other bombs in the area, the helicopter crews were careful where they landed helicopters, and landing sites were selected in consultation with the police. LAA’s Richard Shuttleworth described the

aboVe: the London Air Ambulance

can land anywhere a life needs

saving – private sites, multi-storey car

parks, in the middle of roads – even

Piccadilly Circus!

LeFT: rescue mission outside one of

the bombed underground stations

on 7th July. Fire crews, police and

ambulance services battle to reach

victims of the blasts.

Sometimes it’s

impossible to find a

suitable landing site

and we have to use

our discretion,

we could even land at

Buckingham Palace if a

life needed saving!

35

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helicopter was required to assist with aircraft in the TRA.

Airspace co-ordination was good throughout the day and helicopter movements were kept to an absolute minimum. Thames Radar, based at West Drayton, controls the whole of the London Control Zone and nobody flies around the area without talking to them. “We never take off without permission from London Control,” Shuttleworth explains. “The handling pilot calls them in advance so they know what to expect. Meanwhile, the co-pilot talks to ambulance control and Thames Radar.”

As Shuttleworth’s helicopter returned from Hyde Park at 10.00 am, it was sent straight back out – this time to Tavistock Square and the scene of the double-decker bus bombing.

In another coincidence, this bomb had detonated outside the British Medical Association and, although doctors rushed out to attend the injured, HEMS were also called to the scene. “We were going to land outside the British Museum but the police helicopter hovering above us informed us of another possible threat in the area,” explains Shuttleworth. “With fast response ground personnel already in the area dealing with casualties, it wasn’t worth risking a landing.”

There were plenty of other missions lined up for the HEMS crew, however, as Shuttleworth explains. “We went to Battersea for a hot refuel, returned at 10.28 am, and were off again five minutes later! We were sent to Argyle Square twice more in quick succession and then delivered doctors and supplies all

sequence of HEMS missions, “First we deployed to Argyle square which was the closest we could get to Kings Cross. We returned to the hospital to ferry more doctors, this time into Hyde Park and the doctors made their way on foot to Paddington.”

“Following the bombings, we landed as near as we could to the incident scenes,” Shuttleworth continues. “We prefer to land within 200 meters wherever possible because it is difficult for the medical teams to run a long way with all their gear – particularly if it’s hot. However, sometimes we get to an incident and there’s nowhere to land. Operating around central London we are often faced with high buildings, over-hanging trees, outdoor furniture, power lines and crowds of people. The police usually try to clear an area for us but we don’t always have communication with them on the ground and this can make it very difficult for us. Sometimes it’s impossible to find a suitable landing site and we have to use our discretion, landing on top of multi-storey car-parks, in gardens, the middle of roads – we could even land at Buckingham Palace if a life needed saving!”

A Temporary Restricted Area (TRA) was quickly established to clear the airspace for emergency service helicopters. NOTAMS were issued immediately and parts of the London helicopter routes were closed to normal air traffic. London Air Traffic Control advised those already airborne and those who missed the NOTAMS, of the restrictions. At one point the police

aboVe: the royal London

hospital’s rooftop helipad.

aboVe LeFT: hEMs doctors rush to

the scene of the incident.

37

day long – we just didn’t stop! We flew 28 missions including a couple of other medevacs which weren’t related to the attacks – and finally got our morning cup of tea at around 4 pm!”

The flying time of each HEMS mission that day ranged from three to eight minutes on average, with a couple of longer trips to collect and return specialist doctors from other areas. By the end of the day London HEMS had flown 4.6 hours; a lot of flying in such short hops – and more than doubling the previous record of missions flown in one shift. As Shuttleworth said, “Compared to a routine day it was very tiring, but it was so rewarding to know we were out there doing our job to the best of our ability with an extremely good crew in the back. It was good to know the patients were getting the best level of care, and we were a part of it. I know we helped a lot of people and saved lives that day.”

By mid-morning all of London’s hospitals were full. Some had run low on supplies due to the number of casualties being brought in, and were in desperate need of essential drugs. “Just when we thought we were going to have a rest, we had a call from ambulance control to collect essential medication from a pharmaceutical company,” recounts Shuttleworth. “We took the drugs up to

visiting the scenes of such devastating attacks,” he said. “One of the doctors we picked up went down to the tube tunnel about an hour after the explosion. When he returned, I asked him what it was like down there and he said it was absolute carnage. He said it was dirty, dark and dusty – they were stepping over bodies and body parts to get to the casualties – it was absolutely horrible, and he never wanted to do it again.”

Shuttleworth was full of praise for other air ambulance operators who made themselves available to assist on the day of the bombings. A Bolkow BO105 operated by Bond Air Services for the Thames Valley Air Ambulance assisted by ferrying extra doctors into the capital. Having these extra doctors brought in really made a difference to the care of the patients, and for the doctors themselves the helicopter was the difference between a rapid 15-minute flight and hours of crawling through London in a car. Helicopters from Essex, Kent, Lincolnshire and Nottingham Air Ambulance Services were on standby, and further support was even offered by a visiting Nordsee (Belgian) helicopter. The police helicopters would also have been able to assist HEMS had it been necessary.

“It just goes to show the humanity and spirit of the whole thing. We’re all in the same business and like to help each other out,” Shuttleworth says.

The major purpose of most HEMS operations throughout London was not to deliver patients to hospital by helicopter; rather, it was to deliver the hospital to the patients. There were lots of good hospitals on standby throughout the area, so the priority was to get the doctors on-site to stabilize the patients. Many of them were then stable enough to be moved by road once the doctors had treated them. Without the high level of clinical care getting to the casualties on the ground that day, there may well have been more fatalities. The helicopter was the best way to make this work, and it really did save lives.

It is distressing that in this modern and supposedly ‘civilized’ world, such malicious and vindictive strikes against innocent people required the life-saving services of helicopters and their crews. Nevertheless, by saving and protecting the lives that others had so ruthlessly tried to destroy, helicopter emergency services convincingly demonstrated once again their value and importance to

society. n

aboVe: Captain Neil Goodenough, one

of the As-355N pilots flying for MEt

police on the day of the bombings.

Regents Park where an ambulance was waiting to deliver them to the major hospitals in London.”

During the day Shuttleworth’s helicopter delivered doctors and paramedics to the site of the Kings Cross explosion where the carnage of the bombing had a significant effect even on medical professionals used to dealing with trauma. “I believe the doctors and paramedics were emotionally affected by

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ofCivil NVG

Rob Neil experiences first-

hand the latest third generation

NVG technology and puts the

myths about their use in civil

aviation to the test – with some

surprising results.

Exploding myths the

story and Photos by rob neil

Few people have not heard of ‘night

vision goggles’ – universally known

simply as NVG. Made famous by countless

movies and television programs, their

dramatic monochromatic green images

appear constantly in television news

coverage of US military night operations

around the world.

The jealousy with which the military

guards NVG technology has given rise to

much ill-informed opinion about their use

in civilian aviation, so I consider myself

truly privileged to have experienced first-

hand the latest third-generation NVG

technology, courtesy of Graeme Gale of

Helicopters Otago and Richard Hayes

of Southern Lakes Helicopters in New

Zealand. When I first spoke to Gale to

arrange a visit, he used superlatives like,

“the most impressive thing to happen to

aviation since I’ve been flying,” and “the

biggest step forward for EMS operations

since the invention of the helicopter.”

The normally taciturn Hayes likewise

enthused wildly about the wonder of NVG.

My perception had been that NVG

were unsafe and difficult to use, they

‘flared’ uncontrollably becoming unusable

in the presence of bright lights, and they

eliminated pilot’s peripheral vision. I

imagined they required a great deal of skill

and currency to operate safely and were

best suited to military operations where

their ‘risks’ were considered acceptable.

As I discovered, the truth about NVG

is so wildly different from these oft-

quoted myths, that mere words now seem

a pathetic means of conveying the reality.

To start with, consider that the visual

acuity of the best human eyesight in the

world at night is 20/200 – that is legally

blind! Nevertheless, worldwide aviation

authorities continue to allow pilots to fly

VFR at night despite ‘night VFR’ being a

complete oxymoron.

Current VFR night flying is only

possible thanks to the human brain’s

incredible ability to interpret visual clues

and make sufficient sense of them to

enable control of an aircraft; just as a

genuinely blind man’s guide dog helps him

form ‘pictures’ of the world around him.

Worldwide night-flying accident statistics

confirm the self-evident truth that ‘blind’

pilots have difficulty in flying aircraft at

night – yet they continue to do so...legally!

I hadn’t thought of night flying

this way until I experienced NVG for

myself. Not only does their technological

brilliance literally confer sight upon

the blind, but it also offers previously

undreamt of alternatives and options to

pilots in emergency situations; should

an in-flight emergency dictate its

necessity, an NVG-equipped pilot can

carry out a completely normal forced

landing wherever he or she chooses

– complete with the ability to see enough

to determine wind strength and direction

from movement of objects on the ground.

AboVe: this shot graphically

demonstrates the difference

nVG make – even individual fence

wires and power lines are visible.

the green lit area is the view

through one intensifier tube – the

dark area is exactly what is visible

to the naked eye.

ToP riGHT: ZK-hrM outside the

hangar ready for flight into a night

“as black as a goat’s guts”, as

richard hayes describes it.

When I first spoke to

Gale to arrange a visit,

he used superlatives like,

“the most impressive

thing to happen to

aviation since I’ve

been flying,” and “the

biggest step forward for

EMS operations since

the invention of the

helicopter.”

42

43

taKinG the LeadAs an experienced EMS operator,

Gale was only too well aware of the

hazards of ‘night VFR’ when, in 2004, he

attended two HAA seminars in Australia

which dealt with EMS night operations.

Present at the second seminar, was

Mike Atwood of Idaho-based Aviation

Specialties Unlimited (ASU) – the only

company with FAA approval to deliver

Pt 135 on-site training in the use of

NVG equipment. (Bell Helicopter is also

approved to deliver training, but ‘in-

house’ only).

Atwood’s presentation so impressed

Gale that, in cooperation with Hayes, he

decided to invite an ASU representative to

New Zealand to begin NVG education and

training for New Zealand’s EMS operators

as soon as possible.

The fact that ASU instructor pilot,

Kim Harris was ‘down-under’ by April

is a tribute to the company’s genuine

commitment to flight safety; with only

four instructors available, and with

worldwide commitments and orders

increasing exponentially, ASU is certainly

not desperate for business. The company

is currently assisting PHI to outfit

more than 90 helicopters, and training

their crews to the requisite FAA Pt 135

standard for NVG commercial operation

– and PHI is only one of ASU’s growing list

of customers world-wide clamouring to

join the NVG revolution.

nZCaa’s CoMMon-sense aPProaCh to nVG

It made good sense to secure the

cooperation of the NZCAA from the

earliest stages of their introduction and

deployment, so Gale invited CAA’s John

Fogden and Ken Wells to attend the

training sessions.

Fogden was already largely conversant

with NVG technology, having visited

the USA in January 2005 to meet

representatives of Bell Helicopters

Training Academy and ASU, as well as

Dr Bill Berkley from the US Air Force

Research Laboratory, to discuss the place

of NVG in civil operations. Fogden also

spent two nights flying with a training

organization whose 192 pilots fly 36,000

hours per year under NVG.

According to Fogden, “the visit,

discussions and practical flying gave

me the opportunity to discuss and

dispel many myths, legends and

reservations that have developed about

the military use of earlier generations

of NVG regarding capability, reliability,

limitations, tactical/combat type use,

eg. Nap-of-the-Earth’ (NOE) formation,

equipment failure rates, ergonomics,

emergencies, and battery life, amongst

other things.”

Fogden’s USA visit and CAA

attendance at Gale’s training sessions

are proof of the CAA’s open-minded

and proactive approach to managing

the implementation of NVG technology

into New Zealand. Fogden expressed

willingness to participate with what he

describes as New Zealand’s “cohesive and

responsible EMS/Air Ambulance industry”

to establish clear guidelines and policies

to benefit all potential future users of

NVG.

In supporting the carefully managed

introduction of widespread NVG use

for the EMS industry, the NZCAA’s

approach differs significantly from that

of Australia’s CASA, which seems almost

opposed to allowing their introduction

there. Hayes and Gale are both happy

with the practical and realistic approach

being taken by NZCAA.

I asked Fogden about the NZCAA’s

attitude. Without criticizing the

Australians he told me, “NZCAA

recognizes that this technology has been

in civil use overseas for a number of

years. It has been used by Rega Swiss Air

Rescue for the last 13 years and it’s now

an important part of EMS operations in

parts of the USA, notably with two of US’s

largest service providers of day/night EMS

services, Rocky Mountain and PHI.”

At the time of writing, there

were approximately 29 EMS bases

(18 operators) approved by the FAA

to conduct air operations using NVG.

Outside the FAA’s purview, there were

36 law enforcement agencies, and three

fire suppression operators using NVG

AboVe hayes has switched battery packs and

with two fresh aa batteries in the back-up

pack, has approximately another 25 hours of

power for the goggles.

lefT: helicopter otago’s pilots in their brightly

lit nVG cockpit with exterior lights illuminating

the cabin – no problem for itt’s Gen-3 nVG.

Hel

icop

ters

ota

go

Whilst frost operations invariably

take place under clear VFR conditions,

the nature of EMS and SAR operations

occasionally means pilots have

difficulty remaining in continuous

sight of the surface. The legitimacy

of some operations and the fall-back

situation of declaring such flights

to have been conducted under the

emergency provisions of Section 13a of

the Civil Aviation Act 1990 is something

that doesn’t sit comfortably with the

CAA, which, considering the ‘life-

or-death’ imperatives inherent in so

many EMS/SAR operations, finds itself

in an unenviable position. While any

prosecution of a ‘helicopter hero’ after a

technically illegal lifesaving flight would

be highly unpopular, the organization

charged with ensuring aviation safety

cannot afford to turn a blind eye. The

potential consequences for the CAA and

the EMS industry, that would follow

a multi-fatality EMS crash, cannot be

ignored.

As things stand in New Zealand,

although Night Vision technology was not

envisaged during the writing of the rules,

nothing legally prevents its use now.

New Zealand Civil Aviation Rules (CARs)

simply require pilots conducting flight

under VFR to remain clear of cloud and in

continuous sight of the surface – by day

or night. As Fogden is quick to point out,

this will not change with the introduction

of NVG.

None of the operators attending Gale’s

training courses expressed any interest in

using NVG to illegally ‘stretch’ the night-

operations envelope; it was never an

issue. All simply look forward to having

NVG to help prevent any ‘unplanned

infringements of VFR requirements.’

Hayes was adamant that not only

will goggles make existing operations

far safer, some flights that he might

previously have declined (despite being

theoretically ‘legal’), will henceforth be

easily conducted safely. Just as Night

Sun/ Night Scanner equipment has long

been accepted for assisting the safety of

night VFR, NVG will be just another tool

to make existing operations significantly

safer.

Like any sophisticated tool, NVG

require training to operate effectively

– and safely. Fogden relayed a quote from

Dr Bill Berkley, “What the goggles do for

the pilot is obvious. It’s what they don’t

do for the pilot that requires training,

with a further 90+ bases awaiting their

acquisition before commencing training

and applying for FAA approval.

“The NZCAA is aware how much

night VFR flight is already undertaken

by NZ helicopters for EMS, Search and

Rescue (SAR), law enforcement and

frost protection. The CAA considers

that current (third-generation) NVG

technology significantly enhances

the safety of night VFR flight, so its

careful and managed implementation

into civilian operations requiring night

VFR flight should not be unnecessarily

impeded,” Fogden commented.

“What the goggles do

for the pilot is obvious.

It’s what they don’t do

for the pilot that requires

training, training, and

more training.”

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45

training, and more training.” And as

Kim Harris says, “They don’t prevent

stupidity!”

Having attended Harris’ training

course, NZCAA’s two representatives

were satisfied that the FAA-mandated

eight-hour ground course and five-hours

of ASU supervised night-flying were

equally appropriate for New Zealand.

Harris is a passionate believer in

his work. An experienced ex-US Army

pilot, he has over 8,000 night-hours (civil

and military) and is an experienced

EMS pilot. His passion derives from

a commitment to saving the lives of

helicopter and EMS crews and their

passengers. Harris has lost friends and

colleagues to unnecessary night-time

helicopter crashes and – all commercial

considerations aside – hates the thought

of any EMS crews having to fly at night

without NVG.

Hayes insists that no operator without

NVG should be called upon to perform

night rescue or EMS work if any other

operator equipped with them is available.

Knowing the safety benefits that NVG

offer, he would consider it virtually

‘criminally negligent’ to risk people’s lives

unnecessarily without them.

Both Gale’s and Hayes’ companies

require that NVG be worn for all night

flights, and other than in exceptional

circumstances, none will be permitted

without them.

hefty PriCe taG a sMaLL PriCe to Pay

There are two ‘flies’ in the ‘NVG-

ointment’ however. Firstly, the sale

of NVG is strictly controlled by the

State Department in the United States,

which carefully considers the merits of

every sale. Even once sales for NVG are

approved, they are not off-the-shelf items

with a 300-day lead-time for delivery

from their manufacturer, ITT.

After hearing Kim Harris’ sanitized

explanation of the still highly secret

technology behind the latest NVG, their

US$12,500 price tag seems an absolute

bargain. With approximately another

US$10,000 to $30,000 to upgrade a cockpit

to NVG-compatibility, this is still a small

price to pay to safeguard a multi-million

dollar helicopter – and the priceless lives

of its crew and passengers.

so what about the Myths? The US Army helicopter crashes at

night? The reliability? The effects of bright

lights on the goggles? The answers, as

Kim Harris pointed out, are simple and

straightforward.

The crashes by US military helicopters

have nothing to do with any failings of

NVG. They are inevitably the result of

the kind of flying they do – high-speed,

entirely unlit (often in formation), and

flying NOE. Dangerous enough during

the day, such flying would never be

contemplated by civil EMS crews and is

therefore not an issue.

What about the effect of bright lights?

Again, a complete non-issue. In fact,

ASU training utilizes the helicopter’s

own bright exterior lights to enhance the

effectiveness of the NVG. The principle of

NVG is that they simply amplify available

light as much as 3,500 times. While the

older generation technology was easily

dazzled by bright lights, (the birth of the

myth) after personal experience I can

attest to a complete lack of discernible

detrimental effect that bright lights have

on the new goggles; they are uncanny

– and significantly less affected by bright

lights than human eyes.

NVG completely negate a pilot’s

need to protect his night vision. A pilot

can leave a brightly lit hangar for a

waiting helicopter and be immediately

airborne, with no requirement to

acclimatize to the dark. Whereas most

night-flying pilots leave their cockpit

lighting as dim as possible to safeguard

their (oxymoronic) night vision, the

modifications necessary to make a

cockpit NVG-compatible consist of

changing cockpit lighting to a green

colour and making it brighter!

What about the effect they have

on peripheral vision? Admittedly, the

field of view through NVG is only

approximately 40 degrees. Considering

that without them a pilot is effectively

blind, 40 degrees is a heck of a good

view! Furthermore, the new goggles,

focussed at infinity for flight, sit well

ahead of a pilot’s eyes. Their position

allows an unrestricted view beneath and

around them allowing pilots to see the

instrument panel and helicopter interior

at a glance. The ability to seamlessly

transition between view through the

goggles and inside the cabin is a major

improvement on older technology, which

AboVe Kim harris – a man with a

mission…to prevent aircraft accidents

and save lives around the world.

lefT: Graeme Gale’s bK117 prepares

for a night flight.

Hel

icop

ters

ota

go

PuttinG nVG to the testIt was a unique and exciting

experience to be able to see what the un-goggled eye perceived as complete darkness. As Garden City’s Chris Wilding (flying Gale’s BK117,) circled to land in a small forest clearing, I marvelled at the ability the NVG gave him to do this so easily. As Wilding explains, without NVG, such a landing would have taken up to 15 minutes of careful circling and inspection with landing lights and Night-sun. Lifting off from the clearing was as straightforward as during the day. “In an un-goggled situation, it would have required crewmembers with spotlights or torches to check the helicopter’s rear and make calls to the pilot. NVG removes all the drama and stress for a pilot,”

enthuses Wilding.

A second graphic demonstration was

a tight circling approach down a deep

hilly ravine to a landing on a sloping

clearing, little wider than the helicopter

– a relatively straight-forward task for

a helicopter pilot able to see. However,

with the goggles removed, we could see

absolutely nothing outside the helicopter.

I asked if Chris would normally consider

a night landing in such a location. His

tongue-in-cheek (but emphatic) reply

summed up the NVG reality, “Not

unless it was my own child that needed

rescuing!”

For most VFR pilots, night flying is a

novelty – something to be experienced,

become qualified in, and then studiously

avoided wherever possible. For EMS

pilots, night flying and its hazards are

unavoidable facts of life. For these selfless

heroes, the wonder of NVG is no mere

technical curiosity.

Ask the hunter recently rescued from

a log-jam in the middle of an icy, raging

river. After hours in the water, he was

at the end of his strength when Richard

Hayes and his NVG arrived. The feeble

glow from the hunter’s flickering torch in

the water, invisible to nearby land-bound

search and rescue teams, was a glowing

beacon to the NVG-equipped Hayes.

Gale and Hayes are right – NVG are

the biggest step forward for EMS

operations in the world since the

invention of the helicopter! It is no

exaggeration to say they are the future

of night VFR. In night-search and EMS

operations, they will increasingly be the

difference between life and death... for

rescued and rescuer alike. n

had significantly decreased visual acuity,

and inadvertent exposure to bright lights

rendered them unusable for 20 to 30

minutes. Worse still, they did not permit

vision outside them as these latest Gen-3

goggles do.

How reliable? Harris reports that there

has never been a recorded double-tube

failure of any third-generation NVG.

For power they utilize nothing more

complicated than a pair of standard

alkaline AA batteries. For safety, there are

two battery packs; a small flashing red

light in the goggles alerts pilots of ‘low-

voltage’ and a simple toggle switch allows

instant switching between the two.

But what about the difficulty seeing

wires at night? What about it? Wires are

invisible during the day – as too many

crashes worldwide attest. Careful pilots

know that it is more productive to look

for the structures likely to support wires

than for the wires themselves. With NVG,

pilots are able to still do this while their

non-NVG-equipped colleagues struggle

with risky artificial lights scanning black

voids for hazards. Are wires a hazard for

NVG-equipped pilots? Absolutely – but

not nearly as much as they are for those

without them!

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Patagonia, with its extreme weather and

geography is often regarded as one of

the most hostile territories on earth. Its

Magallanes region at the very southern tip

of South America is perpetually battered

by omnipresent winds that make life

difficult for the few creatures that inhabit

its isolated and exposed pampas. For

the staff of DAP Helicópteros, this harsh

environment is the place they call home.

TwinStarsinChile Skies

STORY and PhOTOS bY álvaro romero

50

Visions of the fires made by the original tribes of this land resulted in the name given to the area by early explorers – Tierra del Fuego (The Land of Fire). The indigenous inhabitants have disappeared, but since the 1940s man-made fire has persisted in the form of burn-off from Chile’s oil exploitation in the region. Both Chile and neighbouring Argentina conduct extensive off-shore oil operations here, and as is the case in other parts of the world, helicopters have become indispensable in quickly and safely linking off-shore platforms with the continent. The name of DAP Helicópteros – first mentioned when helicopters entered service in the area – has today become synonymous with efficiency and reliability in the Patagonian skies.

DAP Helicópteros’ main task is to support the 26 platforms in the eastern mouth of the Estrecho de Magallanes (the Magellan Strait), the furthest of which is only 36.5 nm (67.5 km) from DAP’s base at Posesión; the closest only 5.1

nm (9.2 km) away. The helicopters’ work incorporates the scheduled movement of platform personnel, long-lining loads to and from barges, transport of provisions and of platform maintenance personnel and flights to non-powered barges (those installing pipelines, erecting platforms, or repairing existing platforms). In addition, flights to seismic exploration ships have increased with the SIPETROL consortium’s participation in the Argentinean-Chilean project that is developing oil fields in the area known as Anomalía-Magallanes, 35 miles from Posesión’s heliport.

a daY OveR The STRaiT It’s a sunny morning in early March

and we’ve been invited to experience first-hand, the slick off-shore operations of DAP Helicópteros for a day. Operations at Posesión heliport begin at 7.00am when personnel start preparing the helicopters for another day of duty. The facility incorporates a hangar capable of housing

above: For over a decade daP

have supported oil-rigs in the

Magellan Strait – today providing

a lifeline to 26 platforms.

top right: daP’s main base is

located at Posesión – a remote

area on the southern tip of South

america. even the wildlife has

become accustomed to

the constant comings and goings

of the helicopters.

above right: Passengers board

the first flight of what will be a

big day for helicopter and pilot –

making an average of six landings

per hour.

With an average

total time of almost

8,000 hours each

(including an average

of 6,200 hours solely

in AS-355 off-shore

operations) DAP’s

pilots are clearly very

experienced.

51

the TwinStars under controlled conditions of light and temperature, plus a workshop and spares store. It also includes a well-equipped control tower, briefing rooms and space for the pilots and mechanics, as well as a refuelling facility. The helipad is capable of accommodating three helicopters simultaneously.

When the AS-355s have been checked they are moved to their own positions in the helipad and refuelled if necessary. Each machine’s position is clearly marked, as are the passengers’ boarding zones which are well clear of the helicopters. The boarding zones are where passengers are given final safety briefings and individual life vests before proceeding via clearly defined safe paths to the helicopters. DAP staff and platform workers are well briefed on operational safety and as a result there have never been any accidents on the helipad.

In the briefing rooms the pilots have been doing their flight planning. Flights are short, taking less than an hour from Posesión to the platforms. Pilots can each make up to three return flights a day, although this is strictly dependent on the weather which can change within minutes from beautiful sunshine to cloud, wind and rain.

The briefing finishes about 8.45am and we accompany the crew on a flight shuttling workers between five different platforms and the continent – in doing so, we fly over the whole area where oil rigs have been installed, including Punta Dúngeness (the point where the Strait meets the Atlantic Ocean). Our pilot explains that a commercial agreement between Chile and Argentina allows DAP to service oil platforms in Argentinean territory as well. All platforms and their installations are administered by Chile’s

above: a vision of the helipad from the

boarding zone: the guiding lines to each

helicopter position are visible on the

ground. The sign is giving advice on the

helicopter’s danger zone and the pilot’s

field of vision.

leFt: These maintenance personnel are

part of daP helicópteros’ permanent staff

of 35 who operate and maintain the fleet

of aS 355s.

A commercial

agreement between

Chile and Argentina

allows DAP to

service oil platforms

in Argentinean

territory.

52

additional pair of AS-355F1 TwinStars in 1992.

In 1996 the airline began off-shore flights in the Argentinean area for SIPETROL, ENAP’s subsidiary in that country, and since 2002 has had an AS355F2 permanently based at its PRM base in the vicinity of Vírgenes lighthouse at the entrance to the Magellan Strait.

In 2003, the company bought a fleet of five B0105CB-4 helicopters; of these, three are currently based at Los Cerrillos airfield in Santiago under a new project named AeroRescate. The other two – one at Punta Arenas and the other in Antarctica – perform a variety of work including passenger and tourist flights, forestry, search and rescue, fishery support and VIP transport.

a WealTh OF exPeRience DAP’s operational commitments

require a high standard of reliability from its machines so the company chooses its maintenance personnel and pilots carefully. The company has 35 permanent staff – a chief pilot, 11 line pilots, a chief maintenance supervisor, eight flight line mechanics, two specialists and eight assistant mechanics. Some of the maintenance personnel have over 30 years of professional experience and have worked and studied in France, Brazil and USA. Making up the balance of permanent staff are a manager coordinator, an operational safety counsellor, the chief of the Technical Education Department and a logistical supervisor. Other specialists in structures, avionics and instruments

expertise necessary to operate in a part of the world that is practically unknown – even to most Chileans.

an enviable FleeTDAP Helicópteros is a Chilean

enterprise, started in November 1989 as a subsidiary of Aerovías DAP, a Punta Arenas-based regional airline (named after its creator, Domingo Andrés Pivcevic) that covers destinations as far afield as Antarctica.

While home base for Aerovías DAP is at Carlos Ibañez del Campo International Airport of Punta Arenas, DAP Helicópteros is based at Posesión, because of its proximity to its area of operations.

DAP Helicópteros was created to service the needs of ENAP which was looking to improve services to its off-shore operations at the eastern entrance of the Magellan Strait near the boundary with Argentina. Two companies were then operating there – one flying a pair of Dauphins and the other a single B0105. DAP tested an AS355 for a short period, and, happy with the type’s excellent performance for the work it would be doing, selected that model for its operations.

At the beginning, DAP Helicópteros relied on a single Eurocopter AS-355F2 TwinStar registered CC-CMV, which was the first of the type to be registered in the country. The TwinStar proved itself in off-shore operations, and soon after beginning service DAP Helicópteros won a tender to provide complete coverage for all of ENAP’s operations, purchasing an

above: On this uncharacteristically

clear day, it’s easy to land on

Skua-02 – one of the largest oil-rigs

in the drilling zone.

above right: The majority of drilling

platforms in the Magellen Strait are

concentrated in an area known as

anomalía-Magallanes, with the closest only

9.2km away from daP’s base at Posesión,

and the furthest only 67.5km away.

oil company, Empresa Nacional del Petróleo (ENAP) and the structures are all built in Chile.

Our next mission is to deliver one oil worker and uplift another at the end of his 13-day shift and fly him back to Posesión. Our TwinStar lands on AM-3, one of the Atlantic oil drills of SIPETROL consortium. With the passengers successfully exchanged and the departing worker secured in his seat it is time for take off and our return to Posesión’s heliport – a straight-forward flight over the Magellan Strait, which on this uncharacteristically clear day allows us to fully appreciate the magnificent landscape and obtain great views of DAP’s off-shore operations.

While the DAP operation runs smoothly today, its efficiency is the result of more than a decade of experience in supporting the oil rigs in the region, and from the dedication of the many professionals who have provided the

Thanks to modern global

transportation we can

obtain any spares we

need within a few days.

are called in as necessary to keep the three TwinStars airworthy.

Sergio Morales, operations manager of DAP Helicópteros and also a helicopter pilot, describes the careful balancing act necessary to maintain the fleet. “As DAP’s main base is located in Posesión, we perform major inspections here to avoid having to move the aircraft all the way to cities in Chile or Argentina. While we carry most of the necessary tooling and spares for smaller failures, we do not keep a comprehensive spares supermarket,” he comments. “Thanks to modern global transportation we can obtain any spares we need within a few days. There is no point in keeping a stock of spares that could be lost in a fire or run out of ‘life’ sitting on a shelf.”

WeaTheR dePendenTMeteorological conditions in the

area are invariably the main factor in determining the viability of flight operations. Whenever possible, operations are conducted during the day and in VMC. However, during autumn and winter, the typically poor weather often requires pilots to operate IFR, as ceiling and visibility can reduce suddenly,

so all the pilots must be IFR-current.As this is an Austral zone, it is

affected by strong winds from the southwest for most of the year, averaging 30knts. From the end of spring and through most of the summer season however, winds are often much stronger, between 30 and 90knts. Such strong winds necessitate careful flight planning and ENAP has established an operational maximum wind intensity of 43knts.

While spring and summer force the pilots to contend with strong winds, fall and winter have their own particular hazards of cloud, poor visibility and extremely low temperatures (the water temperature in these latitudes reaches only 2°C) and in these extreme conditions it is important that the pilots have a sound knowledge of the area’s geography.

To facilitate both day and night operations under low-visibility conditions, the platforms and land bases are equipped with a comprehensive net of radio beacons (including one NDB per oil drill), which are complemented by the use of GPS in every helicopter.

Night flights, which are only carried out in the event of emergency situations, are always made with two crew (pilot and

co-pilot), even in VMC conditions, but if necessary DAP Helicòpteros is available for operations at any time, 365 days of the year.

50,000 FlYing hOuRS...and cOunTing!

DAP’s helicopters each average 1,200 flying hours per year, making on average six landings each per hour. Each pilot averages 550 flying hours and 3,300 landings per year.

Eurocopter acknowledged the milestone reached by DAP when its TwinStars passed 40,000 hours. By October 2004 the fleet had amassed 51,160 flying hours, carried 780,000 passengers, 18,820 tonnes of cargo and

WE-2368HeliOps9_05_OL.fh11 9/12/05 10:09 AM Page 1

Composite

C M Y CM MY CY CMY K

made 304,100 take offs and landings. The TwinStars’ Rolls Royce C20E turbines have also demonstrated excellent reliability during their 102,320 hours of operation in the fleet.

With an average total time of almost 8,000 hours each (including an average of 6,200 hours solely in AS-355 off-shore operations) DAP’s pilots are clearly very experienced.

Standard passenger configuration for DAP’s TwinStars is a pilot-plus-six which maximizes the helicopter’s useful space. Standard equipment includes emergency floats, automatic engine ignition, IFR avionics, cargo hook and a maritime VHF communications system. The versatility of the TwinStar allows it to be easily re-configured for aeromedical evacuation if necessary to transport accident victims to the Posesión Primary Medical Center or to one of the hospitals at Punta Arenas. Easily installed optional equipment

includes the high sea rescue basket known as Emergency Multiple Person Rescue Apparatus (EMPRA), and the well-known rescue hoist.

Although options for a replacement type are currently being investigated, the AS-355 has proved to be an effective helicopter during its 15 years of service with DAP Helicópteros. “The AS-355 has fulfilled the needs of our clients in terms of load and passenger capacities,” comments operations manager, Morales. “It’s passenger-friendly with low levels

of interior noise and vibration, and is a comfortable aircraft to fly with good response to the orographic turbulence generated by the strong winds.”

As they have elsewhere in the world, helicopters have proved to be essential in the development of oil production in Magallanes. DAP’s TwinStars have surpassed the demands made of them, but DAP’s people – those who fly and maintain the helicopters, are what make DAP Helicópteros such a safe, reliable and

successful operation. n

This all-white aS-355F1

is based at PRM helipad

in argentina, hence the

argentinian flag side-by-side

with the chilean one.

Changing your point of view in Southern Africa

��

Central Reservations :

Tel: +27 (0)11 346-2013/4/5

Central Enquiries: +27 (0)11 258 8814

George Poole: +27 (0)82 650 8942

Ignatius Lindeque: +27 (0)72 155 4014

E-mail: [email protected]

Website: www.onairtours.co.za

CAPE TOWN

GARDEN ROUTE

DRAKENSBERG

VIC FALLS - ZAMBIA

A4 ad 7/29/05, 4:41 PM1

A short helicopter ride

separates the bustling,

tourist-mecca of Malta, from

the tranquil, relaxing haven

of one of its tiny islands

– Gozo – a beautiful paradise

only 14kms long and 7kms

wide. What started almost

15 years ago as a simple

landing site tucked away in

peaceful countryside, is today

Xewkija Heliport - a modern

facility that is indispensable

to this island paradise. Taking

over this crucial Malta-Gozo

service in March this year,

is an enterprising Spanish

operator – Helisureste.

Twelveto

Tranquillityminutes

STORY bY sarah bowen

PhOTOS bY simon browne

The only way to reach

the tiny island paradise

of gozo is by boat or

helicopter.

58

Despite Malta’s tourist industry

boasting over one million visitors per

year, the idyllic landscape and peaceful

atmosphere of Gozo remain largely

untouched. There is no better way

to appreciate the island’s remarkable

scenery and historical architecture than

from the comfort of a Bell 412 helicopter

It’s 12.45pm. As the Mediterranean

sun blazes down on Luqa International

Airport in Malta, we join Helisureste’s

pilots Salvador Carrazoni Garcia

and Rafael Pérez and the rest of the

passengers aboard their Agusta-Bell

412EP bound for Gozo.

Captain Garcia was an officer of

the Spanish Air Force (Ejercito del Aire)

for more than 18 years, flying both

helicopters and fixed-wing aircraft before

joining Helisureste. He has logged over

5,300 hours, and in the military flew a

range of helicopter types including the

Hughes 300C, Bell 205, Sikorsky S76C and

Eurocopter EC 120B. His military flying

included flight instructing, test flying,

fire fighting, SAR and medevac flying,

and as a commercial pilot he flew BO105s

in EMS operations before he began flying

the Bell 412EP on Helisureste’s Malta-

Gozo service.

While many of Helisureste’s pilots

are ex-military, Garcia’s Spanish-trained

co-pilot, Pérez, is civilian-trained. Pérez,

who now has around 1,200 hours, holds

a CPL(H), has passed his ATPL(H) theory

exams and has held an instrument

rating since 1998. Before flying the Bell

412, Pérez was rated on the R22, Hughes

500, Bell 47, Dauphin SA 365 and Sokol

PZL W3A. His enthusiasm and passion

for flying are obvious. Before joining

Helisureste he worked for several

Spanish companies and his flying

included fire fighting and three years

of HEMS experience, during which he

logged 750 hours in a Dauphin, based at

above: helisureste’s agusta bell

412 sits on the tarmac at Malta

international airport. in March

this year helisureste took over the

Malta-gozo helicopter service,

carrying 500 passengers

in its first month.

top right: gozo heliport

from the air.

above right: The old and the new!

a classic example of how gozo

has remained untouched, despite

having a state-of-the-art heliport!

The heliport is

literally in the middle

of the wilderness.

Step outside the

building and there

are fields, trees and

even wandering

donkeys.

59

Galicia, north Spain. The friendly and

professional attitudes of both Garcia and

Pérez make it an absolute pleasure to fly

as passengers aboard their aircraft.

Despite a wind gusting to 30 knts from

the northwest, as we hover-taxi across

for our departure towards the island’s

east coast, the ride is so smooth that

only the windsock lets us know there is a

crosswind. The pilots fly the aircraft with

such elegance and sensitivity that even

the most nervous flyer would feel at ease

– an important consideration, bearing in

mind that many of the tourists typically

using the service have probably never

even been close to a helicopter before!

As we depart to the north on our 12-

minute flight, we catch a bird’s-eye view

of the historic Grand Harbour, where in

August 1942 during World War II, five

ships – the only survivors of a 78-ship

convoy – reached Malta and effectively

saved the island. We continue; turning to

the north-west and at 117 knts and

1,000 ft above sea level, we fly over the

tourist resorts of Sliema, St Julian’s,

above: ground crew place steps up

against the agusta bell 412 to allow

passengers hassle-free boarding.

The company is confident that by

2006, about 40,000 passengers

annually will be using their new

service to gozo.

leFt: The luxury Radisson SaS hotel

at St Julien’s, Malta.

The ride is so

smooth that only

the windsock lets

us know there is a

crosswind.

Bugibba and Mellieha Bay. In no time at

all we pass the mid-channel island of

Comino, which is famous for its crystal

clear Blue Lagoon – a spectacular sight

from the air!

In the past, helicopters were only

cleared to route along the south coast

of Malta, which, although giving those

on board a fantastic view of the Blue

Grotto and Malta’s highest point, Dingli

Cliffs, (some 830 ft [253 m] above sea

level), meant missing out on some of

Malta’s most impressive aerial views.

Since Helisureste began operating earlier

this year, the DCA (Department of Civil

Aviation) has given its helicopters a

special VFR clearance to route via the

northern coastline, which presents

passengers with an absolutely stunning

panorama of some of the most beautiful

and famous settings on the Maltese

islands.

Before we know it we are touching

down at Gozo’s helicopter terminal in

Xewkija, which was opened in 1996.

Despite its state-of-the-art facilities, the

heliport is literally in the middle of the

wilderness. Step outside the building and

there are fields, trees and even wandering

donkeys in Gozo’s peaceful and

undisturbed surroundings! It was in this

surreal juxtaposition of old and new that

we met the friendly and accommodating

staff of Helisureste who filled us in on the

company’s developments.

Helisureste (officially Helicópteros Del

Sureste, SA) was established in 1983 and

its Agusta Bell authorized maintenance

center was the first in Spain to become

JAR 145-approved in accordance with the

JAA (Joint Aviation Authorities) and the

Spanish Civil Aviation Authority. Its large

operating base in Spain, located near the

Alicante coast, incorporates two hangars

of 5,200 sq m, another 20,000 sq m of

landing and parking space and a 980 m

landing strip. Its fleet of 60 helicopters

(which increases to 75 in summer)

includes Bell 205, 206, 206 L-3/L-4, 212 and

412; and Agusta 109 A/C and 109-E Power

and Kamov KA-21 heavy-lift helicopters.

The company’s current annual turnover

of €55 million euros is almost three times

what it was ten years ago.

Since the company was founded its

aircraft have performed a wide variety

of aerial work and high-tech operations;

public transport, fire fighting, fisheries

surveillance, air ambulance and civil

rescue, aerial filming and TV broadcast,

above: Salvador garcía,

captain (left) and noel grech,

company director (right)

at xewkja heliport, gozo.

palmbeach.indd 2/5/2004, 7:47 AM1

goods and mail transport, external

cargo lifting, off-shore services and

pilot training. According to Helisureste’s

area manager in Gozo, Noel Grech, as

at December 2003 the company’s fleet

had logged over 65,000 flight hours.

Helisureste has been a pioneer in the use

of helicopters for forest fire prevention

in Spain, and has served as a model for

the rest of the autonomous regions where

more than 50,000 flight hours have since

been flown for this purpose, during

which more than 100 million liters of

water have been released over fires. The

company has long-term clients requiring

year-round forest fire prevention

(although demand for this service is

greater in summer) and has seven

helicopters dedicated to the role. During

the 2003 season however, it had a total of

43 helicopters operating throughout the

nation.

In 1986 Helisureste began the first

medical helicopter service in Spain to

be run by a private company on behalf

of a public entity (Provincial Council

of Alicante). Since then the number of

its helicopters used for Civil Protection

and Medical Transport has gradually

increased and has led to Helisureste

becoming the largest operator of medical

helicopters in Spain. Its EMS helicopters

are equipped with airborne ‘Intensive

Care Units’ that enable accident victims

and critically ill patients to receive rapid

and effective medical attention. This

leFt: helisureste’s bell

412 lands at gozo

heliport – one of 9

daily flights from Malta.

fleet of medical helicopters is on call

365 days a year, requiring considerable

contributions by the company in

manpower and material resources.

In another display of its enterprising

spirit, in 1996 Helisureste launched the

first regular helicopter passenger service

linking the city of Ceuta with Jerez de la

Frontera and Málaga airports; more than

1,000 passengers a month now use the

service connecting Ceuta and Málaga

International Airport.

In July 1998 it placed one of its Bell

212s in southern Portugal to carry out

civil protection services, making it the

first Spanish aerial company in the

sector to be contracted by an outside

government, but since then Helisureste

in 2004 as they did not comply with JAR

OPS 3 specifications).

The Agusta Bell 412EP helicopter

was chosen for its reliability, low

maintenance, high performance and

passenger comfort. The 412 has a

maximum gross weight of 11,900 lb (5,398

kg), a maximum cruise speed of 122 knts

(226 km/h) and a maximum range of 356

nm (659 km). The aircraft is flown by two

crews from Spain who work 15 days-on

and 15 days-off. According to Grech, a

second machine may be brought from

Spain if demand over summer increases

as predicted. Since it began operating in

Malta, the helicopter has also been used

for photography and sightseeing, and

regularly undertakes charters.

Future plans for development of

the Malta-Gozo service include the

possibility of adding other aircraft to

ferry tourists from Luqa Airport to other

destinations within reasonable range,

such as Sicily in North Africa. Helisureste

will be operating in Malta for at least

the next 18 months and hopefully long

afterwards. “Because we took over this

operation at short notice, and during the

winter season it was difficult to establish

links with tour operators, most of these

companies had sold their package

holidays in advance so they had already

arranged transfers from Malta by boat,”

remarks Grech. “ We are, however, quite

confident that in summer these operators

will start to use our service and we can

begin to work our schedule around the

charter flight times. This will help the

tour operators to establish a seamless

link for their holiday-makers.”

The ferry terminal is almost an hour’s

drive from the airport and the last thing

passengers will want after a long flight

will be to wait around for a boat, especially

as many charter flights arrive in Malta

during the night. This fact alone highlights

the significance of having an efficient

helicopter service between Malta and Gozo.

So far Gozo has managed to escape

being swallowed up by the technology

and sophistication that is rapidly taking

over the rest of the world. While

locals are very welcoming of the

indispensable service Helisureste

provides, they believe the island will

remain a tranquil and secluded paradise

for years to come – state-of-the-art

heliport notwithstanding! n

has operated regular EMS and civil

protection services for the Portuguese

Government.

The company’s international

operations regularly require flights

to such faraway countries as Senegal

(transport of authorities during the last

presidential elections) and Slovakia

(film shooting), as well as those closer

to home such as Algeria (inspection of

gas pipelines), Morocco (film shoots) and

France (public passenger transport).

In March this year, Spanish company

Helisureste, took over the Malta-Gozo

helicopter service previously run by MAC

(Malta Air Charter – a subsidiary of Air

Malta). Helisureste carried 500 passengers

in its first month of its Malta-Gozo

operation, and Grech is confident that by

2006 about 40,000 passengers annually

will be using the new service. Helisureste

currently operates up to nine return

flights daily between the main island

of Malta and Gozo, using an Agusta Bell

412EP in place of the two Russian-built

26-seater Mi-8 helicopters previously used

by MAC. (MAC’s Mi-8s, although they had

served that company well, could not be

used after Malta became an EU member

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Isolair Helicopter Systems • 1620 N.W. Perimeter Way • Troutdale, Oregon 97060 Phone: 503-492-2105 • FAX: 503-492-2756

The Right Choice

www.isolairinc.com Email: [email protected]

Isolair Fire Fighting System’s can be found working throughout the world.

We have systems working in the U.S., Canada, Mexico, South America,

Australia, Japan, Korea, Taiwan, Spain, France, Portugal, Italy, Russia, and

we are always looking for new markets and new designs for our customers.

Isolair has many different options for the job you require. We are always

working with the customer and the firemen to deliver new products and find

new ways to fight both forest and residential fires.

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WheRe dO YOu Think The auSTRalian induSTRY iS heading? WhaT aRe iTS gReaTeST challengeS? It’s heading for a big change over the next 10 years. Fuel prices will undoubtedly be the catalyst for a long-overdue price hike, which should lead to companies actually making a profit, and hopefully flow onto better wages and equipment. The greatest challenge Australia is facing, is to stop the underpricing which sees equipment going out at, or near below cost, which may see a downturn coming. Line ball, we’ll either sink or swim, but the current malaise in general charter will have to come to an end soon. Large multi-nationals will continue to serve the oil industry. Their challenge will be to get the oil barons to pay enough to invest in the latest generation helicopters. Military will be at the whim of the politicians and the bureaucrats – trying to do more with less. But the quantum leap in capabilities of airframes and avionics will pay off for the ADF.

WhaT dO YOu Think aRe SOMe OF The gReaTeST TRuiSMS? Start with a large fortune and end with a small one?

hOW dO YOu cOMPaRe The YOung PilOTS OF TOdaY WiTh ThOSe OF When YOu WeRe STaRTing OuT? Probably much the same – those with dedication and ability will always shine, but the change in capabilities of both airframes and avionics over the past 40 years is astounding. GPS has a lot to answer for! The pressure on school age kids is intense, and those with a passion for helicopter flying deserve all the support that we can give.

iS TheRe anY advice YOu WOuld give YOung PilOTS TOdaY WhO MaY be STaRTing OuT OR lOOking TO geT a JOb? Knock on doors, and keep yourself known in the industry. All the young pilots (fixed

hOW did YOu STaRT FlYing? I first began gliding with the Air Training Corp (UK) in June 1965, and completed my PPL through an RAF/ATC Flying Scholarship in September that same year. In 1967 I joined the Royal Navy as a helicopter pilot for eight years. I left the Navy in 1975 and went to Schreiner (Nigeria) on oil support in Allouettes, then went onto BEAS (British Executive Air Services) in the North Sea. BEAS was taken over by Bristow in 1978 and I was ops manager of four 212s in the Brent Field – living on board two weeks on, two weeks off, doing inter-rig shuttles.

SO hOW did YOu end uP in auSTRalia? Bristow Helicopters transferred me to Mayne Bristow’s Australian operation in March 1979, so I moved from the North Sea to Broome, in Perth, Western Australia – slight change in culture and conditions!!!

When did YOu STaRT YOuR OWn cOMPanY? After six months at Bristow in Australia, I joined Okanagan Australia, and was eventually lead pilot of two S76s IFR from Essendon. ‘Okie’ folded so I joined the Victoria Police Air Wing – lasted one year, then set up ‘The Helicopter Service’ for myself in 1984.

WhaT haS been The gReaTeST leaRning evenT in YOuR aviaTiOn caReeR? I’ll have to think about that one – I’m still learning!

hOW ManY hOuRS dO YOu have, and in WhaT helicOPTeRS?14,000 hours all up. And I’ve flown S61, S76, A109, AS350, AS355, SA313, SA316/9, B205, B206, B212, B412, Sea King, Wessex 1/3/60, Whirlwind, Hiller 12E, BK117, SA330J, AS365 and H500.

WhaT iS The clOSeST call YOu have had?Wire strike while low-level filming in a B206L. I managed to snag a wire with the right hand skid which pulled us nose down, so I pulled power to break the power line. I heard it break, then it snapped nose up and chopped off the tail! I finished up with a couple of fractured vertebrae!

WhaT haS been YOuR gReaTeST achieveMenT OR PleaSuRe in The induSTRY? Surviving! Both pleasure and achievement has come from turning a hobby and passion into a business. I’ve also enjoyed giving opportunities to younger pilots to further their ambitions, and I’ve had fun along the way. If you’re not enjoying yourself, you are not doing the right job!

WhaT haS been YOu WORST MOMenT? Any job will have its highs and lows. Luckily human nature tends to forget the lows.

WhaT dO YOu like abOuT The auSTRalian induSTRY? Variety, challenge and open skies.

WhaT dO nOT like abOuT The auSTRalian induSTRY? The self-destructive nature that holds back or denigrates anyone who wants to get on. There is definitely a ‘tall poppy’ syndrome here.

John Eacott Owner of ‘The Helicopter Service’ Melbourne, Australia

Transporting company

executives from city-to-

city one day, fire-fighting

and heli-sking the next

– John Eacott gets to

experience the stark

contrasts of running a fleet

of helicopters that cover

both corporate and utility

operations in Australia’s

southern state.

P e R S O n a l P R O F i l e

wing) that we have given jobs to, have been known to us, and have shown their enthusiasm prior to being offered jobs. Same with the helicopter pilots – they’re all known through word-of-mouth, or personally, before being given a job. The lowest time pilot was about 200 hours; the insurance company were very supportive in giving our pilots a chance (Thanks QBE!). n

heliops issue 33

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