Experience

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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Burj-Al-ArabThe

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ISSUE 35

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 Deliveries and Orders 7

New Products and Services 13

Subscription Page 47

Personal Profile - Danica Musgrave 64

BUrj–EONINg BUSINESSLaunched earlier this year, the first-ever VIP

helicopter shuttle between the luxurious

Burj Al Arab Hotel and Dubai International

Airport, is Heli Dubai, a company riding the

crest of the tourism boom that is

taking off in the Emirates. 14

ThE UlTImaTE SkI lIfTMt Hotham and its sister field, Falls Creek

in Victoria, Australia, are located a two-hour

road trip by car, however The Helicopter

Service is now providing a vital link

reducing the trip down to just 7-minutes. 28

ThE rETUrN Of aN agINg mOvIE STar‘The Screaming Mimi’, a helicopter movie star

from yesteryear, now wows a different

audience, as Heli Ops discovers on a visit

to Summit Helicopters. 38

ThE lITTlE hElICOpTErS ThaT CaN35,000 failure-free hours...and counting! No, not

an air-transport turbofan, but the combined

operational history of one New Zealand

company’s Robinson helicopter fleet. 48

fraNCE’S fOrmIdaBlE fIrE-fIghTErSThe French Riveria has always been one

of Europe’s hot spots, but recently has become

even hotter with the worsening of their fire

season every summer. Tasked with protecting

the playground of the rich and famous,

is AVDEF, a relative newcomer to

the world of aerial fire-fighting in France. 56

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

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

INdUSTry rIdINg hIghWelcome to another issue of

HeliOps, and for once we don’t have any new disasters to report from somewhere in the world. In fact the aviation industry is riding on a high at present – none more so than the helicopter sector. All the major manufacturers are experiencing tremendous growth, with around 18 months of orders in hand, and indeed some manufacturers are reporting difficulty in having parts fabricated for new-design helicopters.

At a recent forum, a Bell representative said that the company has had to pay vendors a premium to ensure that components for the 429 were produced on time to meet the new helicopter’s development schedule.

The 429, I believe, will provide the market with a unique capability – straddling the light and medium twin capabilities, much as the AB139 spans the medium and heavy twin sectors. Much of the technology has been, or is, being flown in a pair of 427 developmental test-beds. It seems Bell really has listened to its customers on many issues, although I was surprised that the customer ‘desires’ had environmental noise fairly far down the priority list – especially

with so much work being done in Europe to reduce the environmental impact of helicopter noise. In any case, its development looks to be on track, and with 160 orders booked already and Bell’s CEO, Mike Redenbaugh, taking a personal interest in each development phase, this is obviously a very important project for the American company.

AgustaWestland is also experiencing significant sales with its 139 and 109 products. The company also recently bought out Bell’s share in the 139 program. The company is experiencing particularly good sales in the Middle East – probably because the Agusta products tend to have plenty of power reserves – something needed in +48oC heat!

Eurocopter’s sales seem to advance unabated, cornering much of the world’s EMS and law enforcement markets. It has true competition now at the heavy end in Sikorsky’s S-92, and to a certain extent, Agusta’s 139. Although the market these days is busy meeting law enforcement and EMS needs, the healthy oil exploration industry means that the offshore fleets will be significantly renewed over the next few years.

MD appears to be continuing its comeback with its vendors being paid – a recent agreement being reached with major component supplier, Kaman, and aircraft being delivered. There are also plans to reinstate research and development to further the NOTAR concept. Now that MD has a new financial life, with some more development and utilization of modern technology, its product has real potential to make a mark and provide real

Mark ogden

PUBLISHERNeville (Ned) dawson

EDITORmark Ogden

DEPUTy EDITORrob Neil

US EDITORdustin Black

UK EDITORSarah Bowen

ITALIAN CORRESPONDENTdamiano gualdoni

SCANDINAvIAN CORRESPONDENTrickard gilberg

PROJECT MANAGERCathy horton

PROOfREADERBarbara mcIntosh

DESIGNgraphic design Services ltd

PRE-PRESSCrosspoint media ltd

PRINTINGprint world

EDITORIAL ADDRESSOceania group Intl pO Box 37 978, parnell auckland, New Zealand phONE: + 64 21 757 747 faX: + 64 9 528 3172

EMAILinfo@oceania-group.com

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.

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competition to both Eurocopter and Bell.The Russians and East Europeans

are also active. Russian helicopters are fine machines that suffered from ‘system’ problems. When I say ‘system’, I mean more the system they were built under. Now companies are combining Western technological sophistication with Eastern Europe practicality and robustness. It will be interesting to see how these machines will fare – I think that eventually they will be a real force to be reckoned with.

The piston engine market is powering along with Robinson being an awesome force, outselling all the turbine manufacturers – talk about finding a niche market! There are rumours of an R66, but Robinson is under no pressure to produce anything quickly. Schweizer, now under Sikorsky’s banner is also doing well.

As well as full production books, the market has taken an interesting development in that there has been a seeming reversal of development lines. In the past, the military often funded new helicopter development with the

civilian market taking on commercial variants of these aircraft. Over the past few years, however, that order has changed with the commercial sector undertaking the development, and military variants being offered from the commercial stable.

What has driven this? Ever more demanding certification regulations and commercial imperatives for strength, power and efficiency have seen some significant helicopter developments including the S-92, AB139 and EC145. New technologies, especially in composite construction and electronics have allowed commercial machines to become ever more reliable and efficient to run. The Military have been relatively resistant to commercial derivatives in the past but this is changing. New civilian market helicopters have inherent capabilities and design features that were once the realm of milspec. As a result, we are seeing the military actively seeking derivatives of these commercial machines. Bell’s 407 is being used as the basis for the US Army’s ARH and now the Army is

actively seeking commercial derivatives to form the basis of its Light Utility Helicopter program. Eurocopter has proposed its EC145, MD the 902 and Bell the 210 and 412. AgustaWestland has even posted details of the A149, a military development of the AB139.

So what does all this mean? Well, I believe there are some interesting paradigm shifts occurring, and successful companies will need to keep ahead of the game. When the current good times cease, and they will, it will be the manufacturers that make and support a good product and know how to market that product, that will survive. The money will be in support. Operators are becoming less tolerant of poor support. In good times, they cannot afford to have machines on the ground AOG for days, never mind months at a time. In a slow down, operators will be picky and remember those manufacturers that provided a high-quality service during the good times.

May the good times roll! n

7

pOwEr TO SaUdI aramCODeliveries of AgustaWestland A109 Powers to Saudi Aramco are underway with five of the seven aircraft ordered already accepted. The remaining two aircraft are expected to be accepted by the end of 2005. The first aircraft was delivered to Saudi Arabia last week following earlier acceptance and pilot training in the United States.The Saudi Aramco offshore utility-configured aircraft is part of a large fleet that supports oil field drilling, exploration, security and production, and will also provide VIP and medical evacuation transport activities in the Eastern provinces of Saudi Arabia and throughout the Arabian Gulf. The aircraft were customized and completed at the AgustaWestland Philadelphia facility in the United States. The Powers are configured with a six-seat utility convertible interior that allows for emergency medical transport of two litters. They are also equipped with emergency floats with integrated life rafts that were specially developed for the customer. The helicopters have HEELS (Helicopter Emergency Egress Lighting System) to help the crew and passengers find their way out of the helicopter in the event of a ditching, and the MaxViz EVS1000 Enhanced Vision System to increase safety during low visibility operations. This system provides an enhanced outside view for the pilot using infrared technology. Agusta says that this installation is the only one in the world on a helicopter that is approved for use during taxi.

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

hElICOpTEr TypE CrITICISEdBristow Helicopters is

reportedly challenging the

Maritime and Coastguard

Agency’s decision to drop

them as the preferred

bidder for the new rescue

contract. The MCA has

chosen Aberdeen-based CHC

Helicopters as the preferred

bidder. Bristow is reported to

have said that the Sikorsky

92 that is proposed for use

on the service was totally

unproven for the task. The

company has provided a

Sikorsky 61, but from 2007

CHC’s Sikorsky 92 is set to

come into service. Bristow

Helicopters said the new

aircraft had no track record

anywhere in the world

carrying out lifesaving

missions.

429 rEaChES 136Bell has officially confirmed

its order book for its new

light twin 429 model stands

at 136, although it is believed

that the number will be

closer to 160 in a short

time. Bell has also reported

that the development

for the helicopter is on

track and meeting all

performance, weight, and

schedule commitments.

Program development is

proceeding on schedule with

TCA and FAA certification

expected to be in the third

quarter of 2007. Modified

427 Prototypes are flying

various 429 components

with the first flight of the

429 airframe scheduled for

the third quarter of 2006. Bell

has successfully completed

concept demonstration tests,

wind tunnel tests and inlet

and exhaust testing. Detail

design is near completion and

parts and tooling are being

built to construct the first

prototype.

BEll OrdErS aT NBaa CONvENTIONAt the National Business Aviation Association Annual Convention in Orlando, Florida, Bell had a record-breaking show for helicopter orders. More than 35 orders were taken during the three-day convention, more than tripling its NBAA order number from last year. “To put this in perspective, at NBAA 2004, we had our best show in decades and took orders for 10 helicopters,” explained Bell chief executive officer Mike Redenbaugh. “This year we shattered that number. That in itself is fantastic, but the fact that we took orders for so many helicopters at a predominately fixed-wing show is really remarkable. It shows that people are really beginning to see the value of having a vertical lift capability.” Bell took orders for two 206Bs, 18 407s, 13 429s, a 412EP, as well as a used 206L3 during the show.

aB139s ON ThE mOvEGulf of Mexico offshore operator ERA Helicopters is the latest operator to take delivery of an AB139. This is the first of 20 they have on order and as well as being used in the GOM they are likely to be used in other regions of the world as ERA expanded their operations around the globe.

Ned

daw

son

N3s TO kUwaITKuwait’s Interior Ministry has acquired two new AS365N3s. The ministry operates an air department that assists in border security and the monitoring of suspected Islamic insurgents.

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

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ESTONIaN 139The Ministry of the Interior of Estonia Secretary General, Märt Kraft, and Border Guard representative, Riho Breivel, signed a contract for an AB139 with the option for an additional aircraft. Procurement of the helicopter is one of the biggest projects to be realized using Schengen Facility program funds. The Ministry of the Interior launched the state tender competition for the acquisition of a helicopter for the Border Guard in June this year. This helicopter will be based in Tallinn, and will carry out patrols over Estonia.

SaN dIEgO pOlICE UpdaTEThe San Diego City Council has finally agreed to purchase new helicopters for its police department. The San Diego fleet is said to be the oldest in the country. The department has been lobbying the city council to buy four American Eurocopter A-Star helicopters under a lease-purchase agreement over seven years funded by bank loans. The new A-Stars will be delivered between June and December 2006. In an average year, the choppers take part in nearly 150 pursuits and 1,000 arrests, not to mention helping with rescues, crowd control and missing person searches.

kamOvS TImES TwOA contract was signed at the International Conference of Kamov helicopter operators between Kamov-Holding and Helisureste for two more Ka-32s in 2006. During 2006 Kamov-Holding will supply four Ka-32 helicopters to Helisureste for firefighting use throughout Spain.

UkraNIaN avIaTION STEppINg OUTUkrainian Helicopters Nigeria Limited has offered to create a special helicopter standby base across the nation’s airports for search and rescue operations. The Director General of the company, Colonel Vaycheslav Bondarchuk said the company had already met with Nigeria’s Aviation Minister and relevant authorities to work out arrangements for the supply of the Mi-8MTV-l and Mi-26T helicopters in case of any disasters or emergencies.

TEXaS jET raNgErTexas Aviation Services

(TAS) delivered a second

Bell 206B to the Tucson

Police Department. Both this

and a previously delivered

helicopter received the latest

law enforcement mission

equipment to include an SX-

16 Searchlight, Flir U8000LP,

Flexcomm II System (PAR

25 compliant), Motorola

Integrated Data 911 Dispatch

System and a Custom TAS

Law Enforcement Panel with

articulating monitor.

11

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

way OUT EaSTCentral Mongolia Airways

have added an Mi-8 to

their fleet. Providing the

only helicopter services in

Mongolia, CAM primarily

use the Mi-8 for transporting

people between remote

villages in the country.

Its seen here dropping off

passengers at an outlying

village.

B2 fOr fOX NEw yOrkHelinet Aviation Services recently delivered a brand new ENG equipped AS350B2 to New York City based Fox Television. The B2 is equipped with state-of-the-art High Definition equipment and is the first in the very competitive NY ENG marketplace.

Ned

daw

son

kei

th g

ilchr

ist

222 TO ThE rEEfHeli Reef, based on Hamilton Island, in Australia’s Great

Barrier Reef marine park, have expanded their fleet with an

immaculate Bell 222, joining their Bell 430. Refurbished by

VIH in Canada, the 222 is being used for transporting visitors

to the Great Barrier Reef as well as marine pilot transfers and

SAR work in the Whitsunday Island areas.

rob

Nei

l

gET INTO dOdgEA new EMS helicopter is

soon to arrive in Dodge City,

following an agreement

between Western Plains

Medical Complex and

Wichita-based Midwest

LifeTeam.

It will be the only medical

helicopter in southwest

Kansas and LifeTeam will

spend US$1.9 million to

buy a Bell 407. The hospital

initiated the helicopter base

idea to complement its new

cardiac care program.

md dElIvErSMarking a resurgence, MD

has delivered two MD 600Ns

to the Turkish National Police

(TNP). The two aircraft are the

third and fourth of 10 ordered

by the TNP. The new aircraft

initially will be based near

Ankara, Turkey. The existing

TNP 600Ns are at Ankara

and Istanbul, where they

are utilized for general law

enforcement missions in the

country’s different regions.

The remaining aircraft are

scheduled for delivery over

2006. Meanwhile, MD has

reported that it has reached

a multi-year agreement

with Kaman for the latter to

provide critical components

for its expanding helicopter

production. The agreements

involve the production of

rotor blades, pitch cases and

flex beams, all of which are

key components for the MD

Explorer and other aircraft.

S-76C+ fOr aIr harrOdSUnited Kingdom based Air Harrods has just added a brand new S-76C+ to its corporate fleet. Based at Stansted Intl Airport, the C+ is being used to carry VIP’s throughout the United Kingdom and Europe, as well as being on call for the owners personal needs. Air Harrods are also the UK distributor for Sikorsky products.

fIrST 429 dOwNUNdErAt an industry briefing in

Brisbane, Queensland local

Bell representative Hawker

Pacific announced that it had

sold its first 429 into Australia.

Gold Coast company HeliAir

has ordered the helicopter for

general charter and tourism

work and it will work out of

their Coolangatta base.

Ian

woo

dcoc

k

agUSTa wESTlaNd BUyS BEll OUT Of aB139Bell Helicopter and AgustaWestland have announced a ‘realignment’ of their joint venture Bell Agusta Aerospace Company. Effective upon regulatory and other necessary approvals, Bell is selling its 25 percent interest in the AB139 medium twin helicopter program to AgustaWestland. AgustaWestland will assume 100 percent ownership of all aspects of the AB139 program going forward. In return for its 25 percent interest, Bell will receive payments to reflect its value in the program. Specific terms of this transaction are undisclosed. In addition, the realignment allows Agusta Westland to confirm the ability to increase its economic interests in the BA609 civil tilt-rotor aircraft, which will remain within BAAC, from the original 25 percent to a maximum of 40 percent by increasing its investments during the development phase.

412 TraININg IN ThE EmIraTESEmirates-CAE Flight Training (ECFT) will soon be offering simulator training on the Bell 412 and 212 to Middle East-based operators early in 2006, with Doha-based Gulf Helicopters as its first customer. The first Bell 412 full-flight simulator to be installed in the Middle East is being installed at ECFT’s facility in Dubai. The simulator and related training programs are expected to be approved by regulatory authorities over the coming months, and training for Gulf Helicopters’ pilots will begin as soon as the simulator enters into service. Last year, Gulf Helicopters based in Doha, Qatar, signed a five-year exclusive agreement to train its Bell 412 and 212 pilots at ECFT. In the same year, ECFT was selected by Bell Helicopter to become a Bell Associated Training Facility for Middle East-based operators of the Bell 412 helicopter.

gET CONNECTEdInternational Communications Group (ICG) has announced the introduction of a new-generation Iridium satellite communications system for the aviation market.The new CIS-100 is a single-channel Iridium transceiver with an internal GPS receiver and built-in cabin telecommunications unit (CTU) features. The compact rugged unit is just 9 x 5 x 3 in. (22.9 x 12.7 x 7.6 cm) and weighs less than 3.5 lb. (1.6 kg). The CIS-100 can be connected to existing conventional telephony devices or legacy PABX systems via a standard two-wire ‘tip-and-ring’ circuit or a four-wire audio circuit. The built-in GPS receiver provides automatic flight-following service permitting periodic time and location updates to be sent to a data link services provider or directly to a flight department or dispatching center.

IrIdIUm grOwSIridium Satellite has reported that it continues to experience rapid growth in the aeronautical satellite communications sector. Aviation business for Iridium more than doubled in 2005. The number of aircraft equipped with Iridium equipment has grown by more than 100 percent, and the number of aircraft fitted with Iridium-based data systems has grown 200 percent over the year. Iridium aviation subscribers’ market recently exceeded 5,000. Although voice calls continue to account for a large percentage of Iridium’s traffic, data is increasing at twice the rate of voice calls.

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

C O V E R F E A T U R E

The second largest emirate in the UAE federation, Dubai, has been

experiencing spectacular development and growth in the past few

years. Into this country with unconditional expectations of the

highest quality in everything, Heli Dubai was born to address a

growing corporate transport demand, and has gone on to establish

new markets, and a promising future for itself.

Business

story and PHotos by ned dawson

Burj-eoning

16

dubai develoPmentSince gaining independence from

Great Britain in 1971, The United Arab

Emirates (UAE) has become an important

and wealthy nation. Dubai, one of seven

emirates comprizing the UAE, has a

population of just over a million, the vast

majority of whom (99 percent) live within

Dubai City.

Dubai is strategically located at

the southern approach to the Strait of

Hormuz in the Persian Gulf between

Sharjah to the northeast and Abu Dhabi

to the southwest, and sits at a vital

transit point for world crude oil. Unlike

other members of the UAE however,

oil revenues represent only 10 percent

of Dubai’s gross domestic product, the

majority of whose revenue is derived

from the Jebel Ali Free Zone (JAFZ) and

increasingly, from tourism.

Created in 1985, the JAFZ was the

first such economic zone in Dubai, into

which the government has since invested

billions of dollars in infrastructure and

programs to encourage foreign investors.

Although not entirely free from tax, there

are no import or export taxes imposed on

companies operating within the JAFZ.

nicHe identifiedBased at the Dubai International

Airport, Heli Dubai is an entity under the

stewardship of chief executive officer,

Ebrahim Redha Ali Al Hashemy. His

Highness General Sheikh Mohammed

Bin Rashid Al Maktoum, Crown Prince

of Dubai and Commander of the UAE

Armed Forces, established Heli Dubai

in 2004 to provide VIP and corporate

helicopter services throughout Dubai and

the UAE – a previously ignored market

sector in the region. The company was

officially launched during the Arabian

Travel Market at Dubai’s World Trade

Center Exhibition Arena in May 2005,

and its fleet now includes two Agusta

109E Powers and two Agusta Bell 412s.

“Every approach is

different. The wind can be

180 degrees different from

the ground, and when you

approach the pad, you

can encounter significant

updraughts and turbulence

generated by the

surrounding structures.”

17

However, the two 412HPs are now up for

sale, as are the three previously operated

Bell 206Bs. These are being replaced

in the spring of 2006 with two brand

new AS350B3s, and two well-equipped

AB412EPs.

Two 109 Grands are also due for

delivery in 2006; whether these two new

helicopters replace or supplement the

existing Powers very much depends on

the traffic loads during 2006, according to

Hank Harrington, a pilot for the Dubai Air

Wing as well as Heli Dubai.

Although the company retains its

own Air Operator Certificate (AOC), it

was established under the umbrella of

the Dubai Air Wing which provides the

support infrastructure, including flight

following through its operations center.

While a number of its pilots fly for both

the air wing and the company, others

are employed strictly as Heli Dubai

pilots. Ranging in experience from 5,000

to 13,000 hours, most are ex-military;

many already have experience in the

Middle East and some also have offshore

experience in Europe.

tHe rigHt equiPmentThe helicopters upon which the

company relies for its VIP services

are its Agusta 109E Powers. The twin-

engined 109s are configured to carry five

passengers in air-conditioned comfort

in full leather interiors and, according to

Harrington, they are the best helicopters

for the task. “We used to use Jetrangers,”

he says, “but they weren’t really suitable

– the 109, with its power, comfort and

passenger appeal is far more appropriate

to the high-end charter/corporate

customers we service.”

The Jetrangers were used primarily

for aerial film work, which comprises

a substantial amount of the company’s

flying. They were set up for all types of

film work including still and video, with

Wescam and Tyler mounts available.

above: this luxurious hotel,

designed to resemble a billowing

sail stands 321m (1053ft) tall.

oPPosITe PaGe: the burj al arab’s

24m (79ft) wide helipad sits 28

floors 21m (690ft) above the

ground – hence the catch fence

surrounding the helipad.

18

There are 19 high-rise buildings still

under construction in Dubai (which,

when finished, will bring the total to 38)

and the helicopters are used to record

their progress.

There are a lot of television programs

and films being made in Dubai now that

Hollywood has ‘discovered’ it. “There

is a large market at the moment for all

types of aerial photography,” comments

Harrington, but he notes that Dubai’s heat

highlighted the Jetranger’s limitations.

“In this heat, you really have to work

– and work hard in the Jetranger. There is

not a lot of power in hand and at times,

we simply can’t do some of the things the

film crews want,” he explains.

luxury transferHeli Dubai is the official aviation

service partner for the Jumeirah

International group, with which the

company has an excellent working

relationship, and Heli Dubai is the only

civil operator permitted to fly public

transport operations to the iconic luxury

Burj Al Arab hotel. Designed to resemble

a billowing sail, the imposing hotel is as

luxurious as can be had anywhere in the

world. Standing 321 m (1,053 ft) tall, it has

202 luxury duplex suites ranging in size

from 170 to 780 sqm and the service is

outstanding (as can be attested to by the

author, having spent two nights at the

Burj Al Arab on a previous visit.)

An airport transfer service to the ‘Burj’

was first introduced in December 2004

and became fully operational a month

later with the introduction of the second

helicopter. The helicopters are available 24

hours a day, flown single-pilot during the

day and two-pilot at night.

Guests arriving in Dubai by

commercial or private jet are greeted

by a hotel airport representative, and

then escorted through immigration to

ToP RIGHT: Pilots graham Waddington

and tony Williams pose with two

visitors to the burj al arab after

delivering them by helicopter.

above: more and more clients are

arriving into dubai via business jet,

and are then transferred by helicopter

to beat the rush hour traffic.

above RIGHT: captain tony Williams

at home in the cockpit of the a109

Power – a helicopter ideally suited to

its viP role in the emirates.

Even on extremely hot

days, when density

altitude can be over

5,000 ft at the Burj

helipad, the pilots say

they never get near

the limits in the 109.

21

the VIP lounge. Their journey to the

hotel in the air-conditioned comfort

of their helicopter takes a mere eight

minutes – compared to a journey by

road (albeit in a Rolls Royce) of up to two

hours. The lavish service is reinforced

when on arrival at the hotel’s helipad,

the helicopter is shut down and guests

are greeted by their private butler with

flowers for the ladies. Understandably,

frequent requests by guests for

photographs are a further reason to shut

down the helicopter.

The Burj Al Arab’s 24 m (79 ft) wide

helipad sits 28 floors and a spectacular

210 m (690 ft) above the ground.

While offering unsurpassed views to

passengers, the pad provides plenty

of challenges to the pilots, as Graham

Waddington, another of Heli Dubai’s

pilots notes; “Every approach is different.

The wind can be 180 degrees different

from the ground, and when you approach

the pad, you can encounter significant

updraughts and turbulence generated by

the surrounding structures.”

above: With a price tag of us$20

million, even the display home on

the ‘World’ is breathtaking. this

offshore development is going to

involve extensive use of helicopters

because of its location.

lefT: upon arrival at the burj al

arab, female visitors are presented

with a bouquet of flowers from the

hotel’s executive butler.

“The people who

can afford to buy the

islands are people

who are used to flying

by helicopter.”

Rolls-Royce is pleased to introduce the new Model 250 Full-

service Integrated Rolls-Royce Support Team (FIRST) network.

Developed to ensure that the 4,500 operators of Model 250

powered helicopters and light aircraft around the world receive

The Rolls-Royce Model 250 FIRST network. Your winning hand for Model 250 support.

Facilities (AMOF) and four independently owned Authorized Repair

Facilities (ARF). This combination of Rolls-Royce owned facilities and

industry-recognized service partners reaffirms our commitment to

offering our operators a freedom of choice in authorized engine

the highest levels of support, the Model 250 FIRST network brings

together the expertise of three Rolls-Royce Service Centers (RRSC),

thirteen independently-owned Authorized Maintenance Centers

(AMC), four independently-owned Authorized Military Overhaul

support, while ensuring the highest levels of quality service. For

more details, visit our website at www.rolls-royce.com or contact

us via model250custsupp@rolls-royce.com.

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On arrival at the pad, pilots conduct

one orbit of the hotel to assess the

conditions. This has the added benefits

of giving the welcoming deck team time

to organize themselves, while giving

passengers the best possible views

of this incredible hotel. At night the

wind and thermal effects are less, and

consequently approaches to the helipad

are easier.

Heli Dubai’s staff get on extremely

well with all the concierge and security

staff at the hotel and enjoy the full

cooperation and support of the Burj Al

Arab Hotel’s manager, Luc, and Jumeirah

International’s CEO, Gerald Lawless.

“This is very much a win/win situation

for both sides, as they have an excellent

hotel and we provide their guests with

a very memorable flight. It’s truly an

inspiring sight for the passengers

as we come in to land on the Burj

Al Arab helipad – especially at night,”

explains Harrington.

Harrington reinforces how important

it is that Heli Dubai emulates the

standard of service offered by the hotel.

Although some hotel guests are regulars,

many are first- timers, so for some, this

is also their first helicopter flight. “We

RIGHT: options for single engine

flyaway should the need arise,

are numerous, as can be seen

here looking towards abu dhabi.

Rolls-Royce is pleased to introduce the new Model 250 Full-

service Integrated Rolls-Royce Support Team (FIRST) network.

Developed to ensure that the 4,500 operators of Model 250

powered helicopters and light aircraft around the world receive

The Rolls-Royce Model 250 FIRST network. Your winning hand for Model 250 support.

Facilities (AMOF) and four independently owned Authorized Repair

Facilities (ARF). This combination of Rolls-Royce owned facilities and

industry-recognized service partners reaffirms our commitment to

offering our operators a freedom of choice in authorized engine

the highest levels of support, the Model 250 FIRST network brings

together the expertise of three Rolls-Royce Service Centers (RRSC),

thirteen independently-owned Authorized Maintenance Centers

(AMC), four independently-owned Authorized Military Overhaul

support, while ensuring the highest levels of quality service. For

more details, visit our website at www.rolls-royce.com or contact

us via model250custsupp@rolls-royce.com.

Trusted to deliver excellence.

GTP 8503_Heli-Ops_11/05/2004

www.rolls-royce.com

GTP_8503_HO_11042005.indd 1 11/4/2005 3:30:40 PM

expected that most of our passengers

would be high-level corporate types used

to flying this way, but the reality is that

many are tourists who may never have

flown in a helicopter before.”

Most corporate passengers tend to

be Middle Eastern, American or Russian,

while most tourists hail from Europe.

In addition to the transfer service, Heli

Dubai offers guests the option of scenic

flights of about 40 minutes – the route

very much dependent on what the

passengers would like to see.

Despite Dubai’s airport being

extremely busy – particularly in the

morning – the controllers have a good

understanding of helicopter operations

and Heli Dubai’s arrivals and departures

are facilitated with minimum delay. Day

or night, the flights are conducted at

around 1,000 ft, most flown in a straight

line between airport and hotel, although

guests can request a tour as part of the

transfer. “At 1,000 ft we are below the

fixed-wing traffic but high enough for our

passengers to appreciate the ever-changing

Dubai skyline,” Harrington explains.

Harrington believes that with the

increasing development in the area

– particularly the growing numbers of

above: the agusta a109 Power

is a perfect fit for the skies of the

emirates, with its sleek design and

excellent performance. the two

Powers are due to be joined by two

grands early 2006.

high-flying executives that it brings,

the potential for intra-UAE helicopter

transport is significant. With a flight time

to Abu Dhabi of just 20 to 25 minutes,

and Bahrain of just 1 hour 40 minutes,

intra-UAE flights could save businessmen

significant amounts of time by freeing

them from the ever-increasing traffic

snarl on the roads. But as Harrington

explains, “The key to expanding

the potential is the development of

an extensive helipad infrastructure

throughout the UAE. Although there

are several pads being built within

Dubai City, this needs to be duplicated

24

throughout the UAE and in areas such as

Doha and Oman.”

climate considerationsDubai’s climate is arid sub-tropical

with infrequent and irregular rainfall

totalling only about 13 cm (5 in) a year.

Temperatures range from a low of about

10°C to a high of 48°C with a mean daily

maximum of 24°C in January rising to

41°C in July when humidity can be as high

as 90 percent.

Even on extremely hot days, when

density altitude can be over 5,000 ft at

the Burj helipad, the pilots say they never

get near the limits in the 109, adding that

Agusta’s charts are conservative. “Even

though we have nearly 700 ft of airspace

to gain single engine performance, the

charts are based on offshore elevated

helipad parameters and this limits us in

the hot season,” Waddington explains.

In order to retain Cat A performance,

the maximum number of passengers is

reduced from that carried in the ‘not-so-

hot’ season (four of five) to a ‘hot season’

limit of either two or three, and fuel loads

are adjusted appropriately. Harrington

likes the Agusta machine. “It is probably

the most powerful helicopter in its class,”

he says. “It is well-equipped and the

support from Agusta has been good.”

The pilots have come to like the

109’s electronic displays in the short

time they have had the aircraft

(purchased new). Because of the heat

and humidity in Dubai all the helicopters

are hangared when not being flown; this

way they are not left to cook on the ramp.

It is not only the heat that is harsh on the

helicopters, but also the sand which

is ever-present in the air – erosion of

rotor blades and engine compressor

blades is a constant challenge. The

Powers have not been equipped with sand

filters as they were primarily intended

RIGHT: the emirates towers,

another notable landmark in

dubai, is home to both a luxury

hotel as well as some very

exclusive office space.

“At 1,000 ft we are

below the fixed-wing

traffic but high enough

for our passengers

to appreciate the

ever-changing

Dubai skyline,”

H E L I C O P T E R S Y S T E M S

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: sales@isolairinc.com

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

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26

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residences, hotels, recreation facilities

and apartments.

While there is some potential to

provide tourist and possibly corporate

helicopter services at the Palm, it is the

World that has the greatest possibilities.

Formed into the shapes of the world’s

countries, the islands of the World are

designed to be private and exclusive.

Inaccessible by land, and with sea trips

being potentially uncomfortable in windy

weather, the World development will

likely provide Heli Dubai with significant

work, where it would use the new 412s

with their large baggage capacity. “The

people who can afford to buy the islands

are people who are used to flying by

helicopter,” comments Harrington.

The helicopter service has

experienced a steep increase in patronage

since its introduction. Harrington said

that while some days are quiet, most

flights are sold from two to four days in

advance and the company has reached its

planned two-year target after just seven

months of operation.

Having established its niche in Dubai,

Heli Dubai is now looking at ways to

enhance and improve the service it

already provides to the top end of the

market, while also examining ways of

expanding further into general tourism.

Harrington does not believe there is

much likelihood of growth in the offshore

oil helicopter market in the region in the

near future, but says the company is not

ruling out the possibility of competing

for existing business in future. He

thinks there may be a small market

for training, particularly for the large

number of ex-pats who now call Dubai

home, but he believes the sector with

the greatest growth potential is that of

corporate transport and that there is also

significant potential in ‘mass tourism’.

Smith pointed out that although

Heli Dubai is owned by the Dubai

Government, it was formed as an

essential service to support the

development of the emirate. “It is a very

proactive environment here and our boss

is very much a go-getter who is willing to

listen to ideas.”

New helicopters and new markets

are constantly being explored, but the

fact that in the short time it has been

operating, it has already established

several profitable niches for itself, Heli

Dubai has proved its viability as an

independent and effective operation. n

for travel between the airport and the

helipad, however the Grands will have

them installed.

groWtH and tHe futureHeli Dubai sees significant future

potential in major offshore land

developments like the ‘Palm’ and

the ‘World’. The Palm has a 4.5 km

breakwater protecting a series of man-

made islands (designed to resemble the

shape of a date palm tree when viewed

from above) developed to include private

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The

ulTimaTe ski lift The world sees Australia as flat, wide, hot and dry – yet Mount Hotham

in Victoria’s high country sports some great winter snow skiing. The

Helicopter Service Australia operates a transport service between two ski

fields as an extension to the ski lift system - and replaces a two-hour road

trip with a seven-minute helicopter flight.

story and Photos by mark ogden

skiers arrive quickly and close

to the action at the Falls Creek

helipad. Located almost in the

centre of the field, the helipad

forms an important transport

link to these Victorian ski fields.

30

Mount HotHaM and its sister field

Falls Creek, located 17 km (11 nm) to the

north-east, are unlike each other and

provide skiers with quite different skiing

conditions. Both fields are about 1,860 m

(about 6,100 ft) above sea level. The steep

terrain makes road access difficult – on

a good day the drive takes two hours

and it is sometimes impossible during

winter. This makes a seven-minute

flight by helicopter very attractive, but

it has taken some time for John Eacott

and his company, The Helicopter Service

Australia (THSA), in cooperation with the

resort operators, to build the business

to where it is today. THSA started in

1984 and now operates three helicopters

based in Melbourne and three fixed-wing

aircraft in other capital cities.

Eacott and his operations manager

Mitch Vernon, run the helicopters under

the auspices of the resort operators as a

service to their customers. While Vernon

and Eacott have worked together since

the late 1980s, Vernon also worked in

Western Australia and Papua New Guinea

before rejoining Eacott as the company’s

operations manager about three years

ago. A recent addition to the Hotham

team is Sue McBride. Originally in IT,

McBride gained her commercial licence

in England. Although she joined THSA

with only about 200 hours, her experience

is set to increase quickly as she is the

primary pilot of a traffic-reporting R44

Newscopter, in addition to her work in

the snow.

THSA’s BK117, with its twin-engine

reliability and power margins is the main

helicopter used for ski field work because

of its nine-passenger seating capacity

and its ability to carry skiers’ gear. In

winter, the helicopter is based at Eacott’s

suburban office at Dinner Plains, 11 km

(6.8 nm) south-east of Mount Hotham.

A Bell 206B-3 was introduced this year

to develop the sightseeing market

and Eacott has welcomed the greater

On a good day the drive

takes two hours and it is

sometimes impossible

during winter. This makes

a seven-minute flight by

helicopter very attractive.

top right: there wasn’t a lot of snow

this year on the main fields but the

helicopters were busy transporting

skiers between hotham and Falls

Creek where there was snow.

above: the Mount hotham helipad

is located in town, making it easy for

the skiers to get to.

above right: the helipad is a steel

grate material that lets the snow melt

through and provides a firm footing

for helicopter and skiers alike.

31

flexibility offered by having two different-

sized aircraft to match passenger loads.

FroM high sLoPes to high FLiersSince 1997 when the BK was new, it

has flown 2,400 hours in a variety of roles

including the heli-skiing work; filming,

construction (including lifting cement

into the mountain areas around Mount

Hotham), fire-fighting (it was the first BK

to be used for fire-fighting in Australia)

and organ transfer (from airport to

hospital).

Despite Melbourne being a major

capital city, Eacott’s BK is its only twin-

engine helicopter available for charter

in the region. General Motors Holden

is headquartered in Melbourne and

THSA is the only operator audited and

approved by GM to carry its executives

visiting from the USA. In looking after the

helicopter transport needs of BlueScope

Steel, Eacott’s company is regularly

audited by BHP, one of the world’s largest

steel-making and mining companies.

skiers’ taxiMount Hotham’s ski season runs from

mid-June to late September when the

temperatures range from about -8°C at

night to +6°C during the day. In summer,

the daytime temperature can reach 28°C.

When at Mount Hotham, skiers have

the option of buying a ‘common lift

ticket’ (a helicopter flight plus five hours

on the mountain), which adds the A$99

top: Located further down the

mountain, the helicopters and crew

stay at ‘the office’ at dinner Plains

village.

above: Used for the first time in

this role at Mount hotham, the bell

206 has proved to be reliable and

economical skier transport.

above left: Positive control of the

passengers is maintained when

they board and disembark the

helicopter to ensure no accidents

or incidents.

32

(US$76) cost of the return flight to the

cost of the mountain pass. Essentially the

helicopter serves as an extended ski lift,

transporting skiers between the two

ski fields.

“At its previous ticket price of A$49

(US$40), the helicopter service was

very busy, but since we increased the

price, passenger numbers have fallen. It

seems that the skiers can be very price-

sensitive,” says Eacott. “However,” he

explains, “the JetRanger has introduced

some flexibility and economy to the work

because many of the passenger loads are

JetRanger size.”

Ten minutes before their flights,

passengers arrive at the Mount Hotham

center where attendants pack their gear

into specially designed carry bags that

are then strapped to the BK’s ski basket

or the JetRanger’s skids. In the BK, some

gear is also placed in an area behind the

seats and accessed through the clamshell

doors at the rear of the helicopter. While

they wait for the helicopter passengers

are given a video safety briefing.

Mounted on the roof of a ski field

maintenance center, the Mount Hotham

pad has an open metal surface that

provides helicopters with a firm

non-slip landing surface and which also

allows the snow to melt through to the

roof decking below. The helicopters

refuel at this pad as there are no fuel

facilities at Falls Creek, which is a

simpler pad with a small hut to facilitate

passenger manifests, and to keep the pad

attendant dry.

On clear days, THSA’s passengers

can see the top of Australia and its

alpine country, including views of

Mount Kosciusko in New South Wales,

Australia’s highest mountain. Eacott has

been developing the business at Hotham

for eight years with the BK and in the

past seven years the helicopter has

carried over 30,000 passengers.

right: From a well-paying

job in it, to helicopter

pilot, sue Mcbride gains

some valuable experience

working in the snow.

Testfile-1.indd 1 16/5/05 9:18:47 am

Essentially the helicopter

serves as an extended

ski lift, transporting

skiers between the two

ski fields.

34

remaining engine. Eacott says it is always

a challenge to get the less-experienced

pilots to maintain airspeed on late finals,

and to have them arrive over the pad just

as the speed is washed off.

Perhaps unbelievably, icing can be

more hazardous in Australia than in

Europe or North America, perversely

because the environment is not so cold.

In the northern hemisphere, the deeper

cold means that airframes and moisture

in the air are likely to be ‘supercooled’ so

that when water droplets strike aircraft

they tend to snap freeze and form rime

ice, which is easily broken and dispersed.

In Australia it is seldom so cold that

the water droplets snap freeze; instead

they will ‘smear’ against the airframe,

squeezing out any pockets of air and

become clear ice, which adheres very

strongly to the airframe.

Taking into account the dangers

associated with clear icing, the chances

of CFIT in low visibility (especially in

the mountainous terrain around Mount

Hotham), and the lack of navigation

aids in the area, means that THSA only

conducts flights in day visual conditions.

Eacott keeps a weather eye to minimise

the chances of a helicopter and its

passengers being snowed-in or trapped

by cloud during a flight. He makes use

of specialist websites to obtain a better

indication of weather trends, rather

than using the forecasts provided by the

Australian Bureau of Meteorology.

Eacott believes that the weather,

(which he says this year was the worst

in over 40 years), as well as the ticket

increase has been partly responsible for

this year’s slower than usual season. “We

had a total of 600 mm of rain over winter

in three major falls, whereas in a ‘normal’

season we would be unlucky to have one

heavy rainfall of more than 100 mm,” he

says. “We also had the strongest winds

ever recorded in Victoria, (107 kts/198

kph). I was up a ladder at 3 am checking

the tie-downs! We’ve had gales, blizzards,

torrential rain, gales, blizzards, more

gales – and not much snow,” complains

Eacott.

go or no goEacott describes a typical three-day

window after bad weather passes. “The

first day everyone wants to ski – usually

wherever they happen to be at the time.

The second day is usually when we are

busiest because everyone wants to try

a new slope. On the third day, however,

if the weather looks like it’s moving in

again during the afternoon, it means we

can’t move people during the morning.

The decision to fly people in the morning

is a big call. We have to be sure that the

80 people we take to the other mountain

in the morning can be brought back in

the afternoon,” Eacott explains. “And that

decision often comes down to experience

because the official forecasts are not

really useful. They are not sufficiently

location-specific. Our closest forecast

gives us the information for an airport

3,000 ft lower than where we fly and

which sits in a weather shadow anyway. I

want to know what’s happening at the top

of the mountains – not what’s happening

at an airport we don’t go near. The

internet is wonderful now – even if I’m in

Melbourne, the cameras on the www.ski.

com.au website show the conditions so I

can assess if the weather is going to come

in,” he says.

CoPing in CoLd CLiMates The helicopters are usually parked

in the open overnight, so following a

snowfall Eacott is often faced with having

to de-ice them using warm water and

a chamois – the chamois removes the

water to prevent it icing up on the cold

airframe. The only problem encountered

in the years he has been doing this was

a case of frostbite on his thumb. “It came

from holding a blade which was very,

very cold!”

The helicopters are well tied down

when not flying and the BK’s blade-fold

system has been used when extremely

strong winds are forecast. When there

oPerationsWhen he began ski field operations,

Eacott, an ex-Royal Navy Sea King

pilot with extensive experience in the

offshore industry, initially used a Cat

A–style departure, but after examining

the environment decided the technique

was not really necessary – the technique

caused massive downwash which

annoyed people skiing nearby. The

present technique involves the helicopter

lifting from the pad towards the valley to

ensure good fly-away potential. Arrivals

are flown at such an angle, that with the

proper speed wash-off, if an engine is lost

the helicopter can still land safely on the

above: skis can go on the skids or

in the ‘boot’ while passengers are

escorted to their seats at Mount

hotham.

We’ve had gales,

blizzards, torrential

rain, gales, blizzards,

more gales

– and not much snow.”

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is a chance of gales, Eacott usually

moves the helicopters to Hotham airport

because it is less affected by weather. “It

can be blowing 35 knts here but it will

be a steady 20 at the airport.” He also

has special covers including a complete

‘body bag’ for the BK. The BK seems

well suited to the conditions, requiring

less preparation than the JetRanger. For

example, the BK rotor sheds the ice and

snow well on start-up so a little less

work needs to go into the preparation

for flight. The JetRanger is a bit more

sensitive to the conditions. “It is slightly

more of a problem. Being a two rotor-

blade system, most of the material needs

to be shifted before starting, otherwise

there are some huge imbalances when

the rotor starts to turn. Its engine is

also a little more sluggish to start at the

higher altitudes and the pilots have to be

aware of its reduced tail rotor authority

in the higher density altitudes, especially

during summer,” Eacott says. Overall,

however, he is happy with the JetRanger’s

performance.

Eacott has not struck many

serviceability problems, even with

aircraft left out in blizzard conditions,

although once the starter generator on

the 206 froze and even a heating session

from an electric heat-gun failed to budge

it. It was only after he had ordered a

replacement part from Melbourne that

the general warming from the sun freed

the frozen component and the helicopter

was able to be started without further

difficulty. “The BK has no problems

working up here,” he says. “We don’t

really see any change in the engine

starting in winter or the helicopter’s

performance in summer – especially since

we installed a ‘C’ model tail rotor with

the bigger chord and different aerofoil.

The difference is like chalk and cheese.”

He says the BK’s engines have been good,

although he did have a problem six years

ago with a failed bearing in one of the

engine gearboxes that affected the FCU

causing massive power fluctuations and

necessitating a single-engine landing at

the Falls Creek pad – luckily without any

further problems.

Eacott and his team also do

construction and lifting work, both in

the city and in the Alps. A summer job

in the Alps saw the BK lifting loads of

cement up to 1,300 kg (nearly 3,000 lb)

for a building job, with a density altitude

of more than 9,000 ft. “The BK has very

good performance at height,” comments

Eacott. “You notice a slight degradation

in the JetRanger, but the BK just seems to

soldier on.”

Eacott has no plans to replace the BK

or the JetRanger in the near term. He is

considering a LongRanger or a Squirrel

in the future instead of operating two

machines, although he believes having

the JetRanger complementing the BK at

Hotham has certainly been worthwhile.

Flexibility and adaptability it seems

are THSA’s keys to succeeding on the

white slopes of the red continent. Oh...

and a huge dump of snow next season

would help! n

The Helicopter Association of Australasia is inviting non-for-profit associations from around the world to join us and share technical innovations, operational experience, some good fun and peer group networking at this exhibition and conference.

It is anticipated this will be the biggest helicopter event ever held in the Southern Hemisphere. In fact, we are confident we will have twice as many delegates than the number who recently attended the helicopter conferences at the Hyatt Resort and Surfair Hotel on the Sunshine Coast. Expressions of interest are requested as we anticipate capping the delegate and exhibition numbers if early feedback is any indication. It looks like being sold out in a few months!

Rotor Tech 2006 is conducted by Helicopter Association of Australasia Limited: ABN 80 002 579 580. It is supported by Aviation Development Australia Limited, a non-profit subsidiary of Aerospace Maritime and Defence Foundation of Australia Limited, in the interest of promoting the development of aviation.

phone: +61 7 3511 1066 email: president@haa.net.auwebsite: www.haa.net.au

Following the 2005

HAA Industry

Conferences

at SurfAir the

Helicopter

Association of

Australasia is now

planning the biggest

ever helicopter event

in Australasia.

Sydney Convention and Exhibition CentreDarling Harbour, Sydney, NSW, Australia

.

Monday 30 January Civilian Conferences

Tuesday 31 January Military Conferences

Untitled-1 1 20/10/05 8:32:36 AM

The Helicopter Association of Australasia is inviting non-for-profit associations from around the world to join us and share technical innovations, operational experience, some good fun and peer group networking at this exhibition and conference.

It is anticipated this will be the biggest helicopter event ever held in the Southern Hemisphere. In fact, we are confident we will have twice as many delegates than the number who recently attended the helicopter conferences at the Hyatt Resort and Surfair Hotel on the Sunshine Coast. Expressions of interest are requested as we anticipate capping the delegate and exhibition numbers if early feedback is any indication. It looks like being sold out in a few months!

Rotor Tech 2006 is conducted by Helicopter Association of Australasia Limited: ABN 80 002 579 580. It is supported by Aviation Development Australia Limited, a non-profit subsidiary of Aerospace Maritime and Defence Foundation of Australia Limited, in the interest of promoting the development of aviation.

phone: +61 7 3511 1066 email: president@haa.net.auwebsite: www.haa.net.au

Following the 2005

HAA Industry

Conferences

at SurfAir the

Helicopter

Association of

Australasia is now

planning the biggest

ever helicopter event

in Australasia.

Sydney Convention and Exhibition CentreDarling Harbour, Sydney, NSW, Australia

.

Monday 30 January Civilian Conferences

Tuesday 31 January Military Conferences

Untitled-1 1 20/10/05 8:32:36 AM

The reTurnOld movie stars seldom improve with age; not so in the case of one

well-remembered, but not easily-recognized movie star, working again

in Los Angeles. ‘The Screaming Mimi’, as this helicopter movie star

was known in her heyday, now wows a different audience, as Heli Ops

discovers on a visit to Summit Helicopters.

story by and Photos by aaron fitzgerald

of anmovie sTaraging

40

It Is early mornIng in Glendale

California as the students and teachers of

a primary school settle into their seats to

start a day of classes. A low rumble and

loud clatter disturbs their quiet morning

and the children rush to the window to

see a huge, brightly painted helicopter

hovering low over the church across the

street. Knowing that their students won’t

return to their seats with such a show

going on, teachers gather them together

and take them outside to watch the big,

graceful machine go to work.

Inside the helicopter, pilot Karim

Slate is aware of his young audience,

but concentrates on manoeuvering his

Sikorsky S58T into a very small parking

lot to pick up the first of two large air

conditioning units that he will place

onto the roof of the church. This lift is

routine for Slate, a highly qualified pilot

with 35 years of flying and thousands of

external load operations under his belt.

On the roof, to guide the arriving load

with his hands and assist Slate with radio

instructions, is Nelson McKay, a veteran

rigger with over 20 years experience who

has worked with Slate for the past 11 years.

The men face an added challenge

today – the large units must be placed

into an opening in the roof with only

inches to spare on each side. Once in

place, Slate will hold the units in perfect

position from the pilot’s seat of the

S58T so that they can be secured and

connected to the church’s central system.

While the units are large and bulky they

are relatively light, and at 2,500 lb, are

well under the S58T’s maximum hook

weight of 5,000 lb.

Early daysThis particular helicopter has a

unique and sometimes glamorous history

dating back to 1970 when Briles Wing and

Helicopter of Los Angeles purchased it

from Sikorsky as an S58T kit, which was

an S58 airframe mated with a Pratt and

above: Karim slate placing

an air conditioning unit with

the venerable sikorsky

s-58t, a mission for which it

is uniquely suited.

above right: the summit

team at work in Glendale,

California. Under normal

conditions, the crew can

place 30 rooftop

air conditioning units in a

single hour.

The idea was that an

unreliable helicopter,

prone to inopportune

failures and mechanical

difficulties, would provide

much added drama and

occasional humor.

41

Whitney PT6 twinpack. The S58T upgrade

kits really improved on the basic S58

airframe, conferring it with twin-turbine

reliability and a significant horsepower

increase.

Once completed, the helicopter was

painted in Briles livery and given the

registration number N698 to join three

other S58Ts (another kit-built machine

and two completed aircraft), along

with several JetRangers and Hueys, all

purchased by Briles to support a massive

oil exploration contract in Bolivia.

After spending two years working

hard, seven days a week in the Bolivian

jungle moving people and equipment,

N698, along with her sister S58Ts, were

shipped and flown back to Briles’ Van

Nuys headquarters where all four were,

for all intents and purposes, considered

‘used up’ – having successfully completed

the demanding and profitable mission in

Bolivia.

a nEw CarEErN698 would not spend long as a

retired ‘ramp queen’. Shortly after Briles

purchased Catalina Airlines and its

fleet of Grumman Gooses in 1973, the

FAA grounded the Grummans because

of serious salt water corrosion. Briles’

solution was simple – Catalina Airlines

would become a helicopter airline using

the S58Ts that had returned from Bolivia

and three Sikorsky S61s.

N698 was painted in Catalina Airlines’

colours and went back to work, this

time carrying tourists and vacationers

between Los Angeles to Catalina Island

several times a day. Records from 1977

show that it took 18 minutes each way

and cost $18.00 per person to make the

crossing. The airline folded for good in

1981 and N698 returned to the ramp at

Van Nuys, once again considered spent

after a successful mission. Although she

was kept in airworthy condition and

was used occasionally as a utility ship at

Briles, by all accounts she was not very

pretty to look at by this stage and there is

even some confusion as to what color the

helicopter was – at some point she was

primed and not re-painted.

a star is bornThis is the condition in which aerial

coordinator John Gamble found her when

he came to Van Nuys airport in late 1983

left: strong and stable, the

s-58t places a 2,500 lb

unit through a hole in the

roof of a church.

looking for the perfect helicopter for

the new NBC series ‘Riptide’. The show

featured a trio of private detectives

who lived on a yacht in King Harbor

in Redondo Beach. Two of the show’s

fictitious detectives were Vietnam war

veterans who served together in the US

Army – one of whom, the character Nick

Ryder (played by actor Joe Penny) was a

helicopter pilot, and the plot included the

use of an S58T that the detectives would

use in their adventures.

The producers were looking for a

helicopter that was in perfect flying

condition but which looked terrible. The

idea was that an unreliable helicopter,

prone to inopportune failures and

mechanical difficulties, would provide

much added drama and occasional humor

if there was no certainty it would get

off the ground or complete a mission;

so N698 got its big break and became

‘The Screaming Mimi’. To complete the

transformation she was painted an

intentionally ugly pale pink with a giant

gaping mouth and two large eyes. The

final touch was her name ‘The Screaming

Mimi’ painted (badly) on the fuselage.

Hardly ready for a glamorous close-up,

42

but exactly what the script called for

– she went to work – again!

The first episode of ‘Riptide’ aired on

January 3 1984 and it quickly became a

success for NBC, running for 58 episodes.

True to the script, ‘Mimi’ suffered many

‘engine failures’ and other mock troubles

that plagued the on-screen detectives

and provided much entertainment for

viewers around the world. The idea that

the detectives would routinely jump into

an un-airworthy helicopter and use it for

a variety of hair-raising stunts apparently

didn’t seem at all implausible to the non-

flying public, and ‘Screaming Mimi’ soon

became one of the stars of the show.

During the years that the show was

filmed, Mimi continued to work as a

charter and utility helicopter at Briles

for a variety of clients including FedEx.

It is hard to imagine that the arrival of

Mimi inspired confidence on a job site

considering her hideous paint scheme and

feigned unreliability, but she continued to

deliver incident-free flying as always.

MiMi rEtUrnsAfter Riptide ended in April 1986,

Mimi spent one more brief period as a

working machine, logging in Washington

State, before again taking her spot on the

ramp at Van Nuys, this time to begin a

slow decline to un-flyable condition and

eventual storage in a Briles hangar.

On June 7 2002, Brad Ladue, owner

of 5State Helicopters in Dallas, Texas

bought Mimi as a restoration project with

the intention of adding it to his existing

fleet of four S58Ts. “It was pretty rough,”

says Ladue, describing Mimi’s condition

at the time; “it had been sitting outside

for many years.” Knowing what a great

platform the S58T is for lift work, Ladue

is adamant that there is nothing that

can be operated more profitably in the

external load market. Karim Slate agrees,

“For the money, nothing has been built

since that can compete with it in the

medium category,” Slate asserts. “And

if you look at the math, there is really

nothing that will ever compete with it

in the construction world. Nothing in

production with a hook capacity in the

5,000 lb range can be purchased and

operated for such low costs.”

Because he also owns California

Helicopters, the company which

originally converted and which still

manufactures parts for S58Ts, Ladue’s

restoration of Mimi for 5State was

a natural undertaking. It was a two-

year project to restore Mimi to her

present, like-new condition. Some of the

improvements included removing and

replacing the instruments, refurbishing

the rotor blades, and stripping and re-

conditioning the interior. The engines

were removed and sent to Consolidated

Heliflight (now Northstar Aerospace)

to be rebuilt.

5State has its own paint booth so

painting was handled in-house. The

color selected was a Honda motorcycle

color called ‘burnt orange metallic’

– a proprietary Honda color from 2003

which was not commercially available.

Ladue’s solution? Purchase a motorcycle

in the desired color and then match

above: Jim woodaman,

left, pilot and owner of

summit helicopters briefs

the mission with rigger

and fellow pilot, Charlie

Cornelius.

above right: woodaman

fires up ‘the screaming

Mimi’ for a day at work.

reference to her television

heritage is proudly painted

on the fuselage.

It is hard to imagine

that the arrival of Mimi

inspired confidence on

a job site considering

her hideous paint

scheme and feigned

unreliability, but

she continued to

deliver incident-free

flying as always.

44

right: Karim slate bringing

the s-58t home in the

California sunshine after an

early morning lift job near

Century City.

below left: Pilot’s eye

view of the largest sector

of summit’s lift work, an

air conditioning unit in

westlake, California.

below right: woodaman

flies to the job site as day

breaks over los angeles.

Most lift work is done in the

early morning when winds

are calm.

the paint from one of its panels using

a spectrograph. The effort was worth

it, and the result was (and remains)

stunning – finished off by a silver

signwritten ‘Mimi’ on the fuselage in

honour of the helicopter’s television

history.

sUMMit rEaChEdOnce the restoration was complete,

Ladue put Mimi to work immediately. She

had flown 100 hours lifting for the 5State

fleet when Ladue was approached by Jim

Woodaman, owner of Summit Helicopters

in Los Angeles, who wanted to purchase a

medium-lift helicopter.

Woodaman was looking for a

medium lift to add to his fleet for use

in construction support, as there was a

great deal of this work close to home in

Southern California. Mimi was the right

aircraft at the right time for Summit

Helicopters, and so the deal was done

– Woodaman himself flying her home to

Los Angeles.

Prior to the addition of the S58T,

Summit’s fleet had consisted of a Bell

206 and an MD500E. The B206, based in

Las Vegas, was contracted to television

station KTNV as its primary aerial

news-gathering ship, while the MD500

spent much of its time out in the field

supporting powerline construction and

maintenance operations all over western

US. (With more powerline support work

than its single MD500 can handle alone,

Summit has been forced to frequently

lease an additional machine, so will likely

soon purchase an additional MD500).

A large portion of Summit’s external

load work in Los Angeles (Woodman

estimates about 90 percent), is the

placement of air conditioning units

onto the roofs of commercial structures

– a job at which S58T excels. The S58T

can lift enough to meet almost every

construction need, for a much lower

hourly cost than some of its newer

counterparts like the Kaman K-max.

Woodaman says a new helicopter with

“Quite a few helicopters

in Los Angeles have

appeared in television

shows and movies.”

Perhaps so Jim – but

very few had names

like ‘The Screaming

Mimi,’ or featured as

‘stars’ of the show!

pilots, and Woodaman considers that

one of his biggest challenges is finding

sufficiently qualified experienced

pilots; as any pilot who has flown

longline operations or power line repair

will confirm, such missions require a

tremendous amount of skill to do safely.

Woodaman believes there are not

enough low-time pilots being trained in

secondary, follow-on skills like external

load flying, and that older high time

utility pilots are retiring at a rate that

seems to be unsustainable. He would

love to be able to train a young pilot to

the level of proficiency required, but like

all operators, he knows that such a large

investment requires a great leap of faith

on his part – no operator wants to spend

thousands of dollars training a pilot to

fly for a competitor. This is just one of

a number of industry-wide problems

confronted by Summit every day – along

with familiar issues like increasing

insurance costs and proliferating TFRs.

a FUtUrE with thE PastWoodaman is very optimistic about

the future of his company, which he says

is definitely in expansion mode today

thanks to a smart slow-growth plan

that utilizes the profitable operation

a similar capacity to the S58T, like

the K-Max or Bell 210 would not be

economically viable for the amount of

work that Summit does. The availability

of older, well restored aircraft like Mimi

allows Summit to fill a niche in the

construction industry that could only

otherwise be filled by non-aviation

hardware such as cranes.

Helicopters have several advantages

to contractors in construction lifting

work. The work can be done much faster

by helicopter; a helicopter can place 30

units or more in a single hour and it has a

much smaller impact on the site in terms

of space needed for operation. Typically, a

small portion of an existing parking lot is

sufficient for a helicopter to operate from.

Many modern buildings, like industrial

and factory buildings are so large and

wide, that while they might only be 30 ft

tall, lateral distances across their roofs of

300 ft or more would necessitate the use

of massive, expensive (and slow) ground

cranes to do the same job. The greater the

lateral distance, the more economical a

helicopter becomes, in many cases, being

cheaper than a ground-based crane.

Although Woodaman and Karim Slate

fly most of the lifting work, Summit

Helicopters also employs several other

of well-restored and maintained older

aircraft like ‘The Screaming Mimi’.

The helicopter’s movie star past was

irrelevant to Woodaman’s purchase

decision, although he had seen the show

and was aware of the ship’s history. It

was strictly a sensible business choice

for him and as Woodaman pointed out,

“Quite a few helicopters in Los Angeles

have appeared in television shows and

movies.” Perhaps so Jim – but very few

had names like ‘The Screaming Mimi,’ or

featured as ‘stars’ of the show!

The teachers who are old enough

to have seen ‘Riptide’ cannot see ‘The

Screaming Mimi’ painted on her side, and

will be unaware that they may have seen

her before. Whether she is recognized for

her past performances or not, Screaming

Mimi’ s latest supporting role typifies what

an S58T does best, getting the job done –

it’s just a bonus for those watching that she

puts on such a good show in the process.

The kids in Glendale have absolutely

no knowledge of this beautiful

helicopter’s history or fame as they

watch, transfixed, enjoying a show that

they will never forget. Among them there

is surely at least one future helicopter

pilot who will later count this day as one

of the reasons he, or she, became a pilot.n

� � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � �

� � � � � � � �

������������

� � � � � � � � � � � � �

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The little

It is not without reason that

Robinson Helicopters has

become the Number One

helicopter manufacturer in

the world. Frank Robinson

has revolutionized rotary

aviation – globally reversing

the previously increasing

prevalence of light turbine

machines with his remarkable

little piston-engined

helicopters. Heli Ops talks to

two New Zealand operators

and gets their views on the

helicopter that everyone is

‘Raven’ about.

story and Photos by rob neil

CANheliCopTers

that

50

35,000 failure-free hours...and

counting! No, not an air-transport

turbofan, but the combined operational

history of one New Zealand company’s

Robinson helicopter fleet.

With its reputation for its pilots

stretching the flight performance

envelope of helicopters since their earliest

introduction to the country, it is little

wonder that ‘New Zealand’ is usually a

dirty word in the Robinson factory, whose

excellent machines were never designed

for the kind of ‘repetitive heavy lifting’

or ‘aerobatics’ engaged in by some Kiwi

pilots that have given rise to a ‘dangerous

helicopters’ myth (gleefully perpetuated

by the media), unfairly attributed to

Robinson helicopters.

The travesty of ignorance displayed

by popular media in criticizing ‘little

Robinson helicopters’ defies all logic in

light of the experience of professional

operators like Simon Spencer-Bower

(the world’s highest R22-timed pilot)

whose Wanaka Helicopters’ fleet of

R22s and R44s has amassed over 35,000

hours without a significant incident or

mechanical failure.

Wanaka Helicopters and Queenstown-

based Over The Top Helicopters are

two New Zealand operators that Heli

Ops visited recently to look at the way

Robinson’s machines – particularly

the highly effective R44 Raven II – are

impacting on the world’s light helicopter

market.

Both Wanaka Helicopters and Over

The Top use their Robinsons in the

way Frank Robinson intended – within

the helicopters’ performance limits.

As a result they have been rewarded

with the economy of operation and

unmatched reliability envisaged by

Frank Robinson when he designed the

machines. Both companies epitomize

the value of the professional approach

and strict adherence to standard

operating procedures which allow them

to comfortably operate their ‘little

helicopters’ in what many might consider

‘extreme’ high-alpine environments,

but which are well within the safe

performance envelope of properly flown

‘Robbies’.

Wanaka Helicopters’ operations are

perhaps more ‘conventional’ (if that is the

right word); comprising a full range of

helicopter aerial work and air transport

operations using four R22s, two R44s and

a single AS350 Squirrel. Originally begun

by Spencer-Bower in North Canterbury

(as Canterbury Helicopters) to address

an acute shortage of adequate helicopter

training in New Zealand, Wanaka

Helicopters’ move to the scenic south has

seen its other work increase significantly,

so that its still extensive training now

only comprises around 50 percent of its

business. The remainder increasingly

consists of high quality tourism scenic

work and numerous conventional

carriage and lifting jobs throughout the

remote mountainous region, where for

many tasks only helicopters will do.

Students and fare-paying passengers

alike cannot help but be impressed by

above: simon spencer-bower

(standing) supervises loading

of the baggage pod before

lifting a survey crew and their

equipment into the mountains.

above right: Wanaka

helicopters’ r-44 perched

high on a mountain

overlooking Lake hawea,

while the crew unload their

equipment.

“You can’t help but

develop a soft spot

for a machine that

you’ve sat in for

10,500 hours when

it’s looked after you

without a problem.”

51

Wanaka Helicopters’ high standards and

commitment to professionalism that are

immediately obvious after first stepping

foot inside its immaculately presented

warm and inviting modern terminal

building.

The term ‘conventional’ only applies

to the work carried out by Wanaka

Helicopters, and certainly not to its

principal, Spencer-Bower, who began

flying fixed-wing aircraft in 1967. Highly

respected in the aviation industry, he

is one of a select few, privileged (but

sufficiently competent to have flown the

warbirds of the Alpine Fighter Collection

at Wanaka.) His introduction to the skills

necessary to display Spitfires, Yaks and

Mustangs derives from his early flying.

He purchased a Tiger Moth in 1974 in

which he proceeded to win no less than

15 New Zealand aerobatic titles. After

spending time in the Chatham Islands

flying a Cessna 180 on commercial

operations, in 1980 he made the move

to helicopters, learning to fly in an early

Enstrom F28A (which, as he puts it, was

only capable of taking off by virtue of the

fact that the world is round).

He soloed the Enstrom after eight

hours, receiving only another two

hours instruction before being forced

to teach himself everything else – such

was the shortage of qualified helicopter

instructors. It was this that prompted his

decision to start his own helicopter flight

instructing school – engaging the services

of the renowned Neil Scott, until Spencer-

Bower himself was sufficiently ‘up to

speed’ to train others.

His new school’s first equipment

was...an Enstrom – joined soon afterwards

by a Hughes 300, the two machines

briefly sharing the load before making

way for one of the first Robinson R22s

in the country. Since his introduction to

Robinson machines, Spencer-Bower has

been a complete convert and his training

fleet has been solely Robinson ever since.

“Many machines are easier to fly than

the Robinsons,” claims Spencer-Bower

– “the Hughes 300, for example, is more

stable and easier to fly.” However, this

is precisely why he considers the R22 to

be a perfect trainer – its particular flight

characteristics oblige its pilots to learn

to fly correctly. “If you can fly an R22

properly, you can fly anything,” Spencer-

Bower insists.

He has nothing but praise for the

machines. As he put it, “You can’t help

but develop a soft spot for a machine that

you’ve sat in for 10,500 hours when it’s

looked after you without a problem.”

Arguably the world’s most

experienced Robinson pilot, Spencer-

Bower flight tests all R44s imported to

left: Comfortable at 7,000 ft on

top of Queenstown’s remarkable

ranges, Louisa Patterson’s race-

winning r-44, one of three operated

by over the top, waits quietly as its

passengers perch on a nearby peak

enjoying the scenery.

the South Island of New Zealand, (and

Frank Robinson acknowledges his R22

time probably to be the world’s highest).

Spencer-Bower gets particularly annoyed

with unjustified bad press given to the

machines. “Do Robbies feature in the light

helicopter crashes? Of course they do,”

he says. “But when they’re basically the

only helicopter being used anywhere for

training and private hire, there’s a fair

chance that if someone crashes it will

be in a Robbie. It is actually a reflection

of how good they are that they have

managed to become virtually the only

machine being flown.”

There have been piston-powered

helicopters before, and others remain

available – but the Robinson phenomenon

virtually relegates them to a completely

different category – the kind of category

that gave rise to the growth of light

turbines in the first place! Prime among

Robinsons’ virtues is their ‘de-rated

philosophy’ which allows them to

regularly reach their designed overhaul

lives – unlike older machines, whose

engines operated at 100 percent (plus)

and lived accordingly short lives. Spencer-

Bower comments repeatedly on the

reliability of all the Robbies; “It’s good to

be able to send a student out and know

it won’t be the machine that lets him

down,” he says.

53

Wanaka Helicopters could fairly be

described as a ‘world-leading’ helicopter

training organization – the quality of its

training is reflected by its global roll of

students for whom travel to one of New

Zealand’s most scenic tourist resorts is an

added bonus.

In light of his experience with the

R22, it is no surprise that Spencer-Bower

was the first in New Zealand to purchase

an R44. The early R44 Astros and Raven

Is – while perfectly adequate helicopters

– were power-limited and early trim

systems were not popular; “It felt like

someone was sitting down the back

fiddling with the controls deliberately

trying to p*** you off,” says Spencer-Bower.

The eventual introduction of the

Raven II has transformed the R44 into

the helicopter it always promised to be.

The general consensus upon speaking to

various operators and pilots is that at a

stroke, the Raven II has re-defined the

light helicopter market; their opinions

confirmed by the virtual ‘explosion’ in

the world’s Raven II population. As a

result, Robinson’s production figures

and company growth are more akin

to what might be expected from a car

manufacturer.

Ten minutes by air and a mountain

range away from Spencer-Bower’s

Wanaka base lies New Zealand’s busiest

tourist destination, Queenstown – home

to Over The Top Helicopters and its

immaculate three-R44, two-Squirrel fleet.

Among the many professional aviation

companies in Queenstown vying for

business in this thriving tourist mecca,

Over The Top Helicopters manages to

stand out as unique. Company principal

Louisa Patterson, herself an accomplished

pilot (she won the 2004 Around New

Zealand Air Race in an R44 despite

never having flown one before, and has

extensive previous experience in fixed-

wing aircraft as large as Fokker F27s),

accurately markets Over The Top as an

‘entertainment company’ – that just

happens to use helicopters as a means of

providing clients with the ultimate high

quality, scenic travel experience.

“If people come to our desk just

wanting a helicopter ride,” Patterson

explains, “we send them to one of the

other professional operators on the

field. Our customers are the kind of

people who are looking for an Over

The Top ‘experience’ – not a helicopter

ride.” Everything about Over The

Top – its imposing building, stylish

reception, highly professional, friendly

staff, immaculate hangar and spotless

helicopters – justifies Patterson’s

comments.

A one-time devout turbine-devotee,

Patterson has been captivated by the R44

ever since she first flew it in her air race-

winning performance. The fact that she

sees Robinson helicopters fitting perfectly

with her company’s philosophy of top

quality at the upper end of the market is

indicative of their true worth – and just

like Simon Spencer-Bower’s experience,

and similar usage, makes a mockery of

any ill-informed criticism of them.

The typical Over The Top experience

involves flights to remote and spectacular

above: new Zealand’s

remote, majestic wilderness

– visitors drink in the beauty at

a peaceful mountain lake – the

r-44 that bought them there,

sits silently and unobtrusively

in the background.

above right: over the

top offers ‘U-Fly’ visitor

experiences where a proper

flying lesson precedes the

scenic tour and visitors get

the opportunity to take the

controls. british tourist Mark

howard, on honeymoon in

new Zealand, is briefed by

steve beck before he and his

fiance enjoy their scenic flight.

Patterson was effusive in her praise of the

Robinsons’ reliability. She praised their

overall simplicity and highlighted the

difference in maintenance bills between

an R44 and a typical light turbine – a

500-hour check on a Robinson typically

costing between NZ$1,200 to $1,400,

(US$850 - US$990)compared to anything

between $15,000 and $40,000 (US$10,600

to US$28,275) for a similar check on the

turbine machine. “There really is no

comparison,” claims Patterson.

When an R44 Raven II can be

purchased new for little more than

the price of an engine overhaul for an

ageing light turbine single, it is little

wonder that many such machines are

disappearing – their places being taken

by shiny new Raven IIs. Neither Spencer-

Bower nor Patterson would suggest that

R44s are one-ship replacements for

all light turbine singles – indeed, they

both each still operate AS350s – but the

expense of operating turbine machinery

unnecessarily is self-evident, and the

vast experience world-wide of Robinson

reliability has firmly put to rest the myth

of ‘turbine is better than piston.’

It has always interested this writer

to hear non-aviators’ comments about

Robinson helicopters; comments like,

To suggest that Robinson’s

designs make them

‘dangerous’ or ‘easy to

crash’ is as stupid as

suggesting the human eye

is faulty because it can be

blinded by sticking pins in it.

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

Composite

C M Y CM MY CY CMY K

“They’re not very solid, are they?” No,

they’re not – thank goodness! If you want

solid, buy an army-surplus Abrahms

tank. If you want to fly, then Robinson

helicopters are exactly as solid as they

need to be. Robinsons will not break if

they are operated as intended.

To suggest that Robinson’s designs

make them ‘dangerous’ or ‘easy to crash’

is as stupid as suggesting the human

eye is faulty because it can be blinded by

sticking pins in it. There is nothing wrong

with the human eye – just don’t stick

pins in it! As for Robinson helicopters, if

you don’t want to cut off your tail boom

– don’t do any negative-G pushovers or

attempt to aerobat them, and if you don’t

want to crash into mountains – no night

IMC through the Alps at 200 kg over max

all-up-weight. It isn’t rocket science.

Deep down there is a closet OH-6 pilot

in all of us, and light turbine helicopters

are admittedly ‘cool’ – but from a

business point of view, think carefully – if

you don’t really need the kerosene burner,

and if what you want is profit, safety

and reliability – look closely at the R44

Raven II – and listen to people like Louisa

Patterson and Simon Spencer-Bower who

know just what they are capable of when

they are operated as they should be. n

locations in the Southern Alps and

Fiordland where clients are treated to

gourmet picnics by their pilot guides who

Patterson expects to act as ambassadors

for both New Zealand and Over The Top.

It is at remote landing sites that the

piston-powered Robinsons have a unique

advantage over their bigger turbine

brothers, as the Robbies can be shut

down without hesitation during even the

briefest remote landing, enabling clients

to experience the unspoilt grandeur of

New Zealand’s wilderness areas to the

maximum – something that screaming

turbines and thrashing rotors could fairly

be described as being a definite detraction.

Just as Spencer-Bower had been,

When theHEAT

is ONThe French Riveria has always been one of

Europe’s hot spots, but recently has become

even hotter with the worsening of their fire

season every summer. Tasked with protecting

the playground of the rich and famous, is

AVDEF, a relative newcomer to the world of

aerial fire-fighting in France.

story by mark ogden Photos by mark ogden & ned dawson

right: A unique view of the bell 205 as its takes on a load of

water near Le Luc in southern France.

58

summer fires around the

northern rim of the Mediterranean

in southern France, can be fierce and

devastating; AVDEF, a company normally

associated with the provision of fixed

wing aircraft services to France’s defence

forces is developing a formidable fire

fighting service to tackle the problem.

Temperatures during the fire season

often reach 35°C, but it is the wind – the

Mistral, which causes the problem.

Blowing at over 40 knts from southern

France into the Gulf of Lions, the Mistral

sucks the moisture from the air, as well

as drying out vegetation – making it a

recipe for disaster.

The fire season in the Le Var region

of southern France runs from mid-June

to the end of September. Europe may

not often be associated with wildfires

but they are common, and they are

disastrous. In 2003 they claimed the lives

of several people near Toulon, France, as

2,000 fire-fighters and 300 soldiers battled

multiple blazes.

Averaged over a ten-year period, in

Europe fires ravage around 17,500 ha

annually, although this varies greatly;

2004 saw 10,500 ha affected by 1,017 fires,

while in the previous year, 2,080 fires

swept across 61,500 ha.

Fiery timesThere are several causes for the

recurrence and seriousness of the fires in

Europe. Climatic factors associated with

global warming, such as extraordinarily

high temperatures and a chronic lack

of rainfall play a role, but carelessness

by campers and tourists, and even acts

of arson associated with real estate

speculation also contribute, as does the

poorly planned planting of monocultures

of conifers in misguided attempts at

reforestation – such conifers being

particularly susceptible to igniting and

In France, many of

the intentional forest

fires are started by

land speculators keen

to obtain construction

permits, which –

perversely – are easier

to obtain once an area

has lost its forest to fire.

top left: tasked with taking AvDeF’s

fire-fighting capabilities further afield,

is business development manager,

regus Delassus.

top right: Working side-by-side, the

As350b3 and bell 205 both operate

simplex’s latest Fire Attack tanks.

above: the two hueys and As350b3

arrive back at Le Luc Army Aviation

base after a training flight along the

French riviera.

above right: the majority of AvDeF’s

pilots are all ex French Armed Forces.

here they pose for the camera along with

the Air Attack supervisors.

opposite page: this crater-looking

pit provides an impressive dip site

for the huey.

59

burning in drought conditions.

During 2005, about half the forest

fires in Spain were intentionally lit, and

in France the Ministry of the Interior

reported the arrest of around 100

arsonists in just two months. In France,

many of the intentional forest fires are

started by land speculators keen to obtain

construction permits, which – perversely

– are easier to obtain once an area has

lost its forest to fire.

France’s Le Var region, which

incorporates some 300km of

Mediterranean shoreline, has extensive

forest and plantation areas alongside

varied and plentiful agricultural

production, including more than 90,000

acres of vineyards. The area is dotted

with towns and villages – both modern

and traditional – including such well-

known places as St Tropez, St Raphael,

Bandol and Le Lavandou. Developer-

initiated arson in the hot, dusty and

windy summer conditions is a formula for

fierce wildfires in Le Var.

rAPiD resPonseThe tendency in France today is to use

the helicopters sooner rather than later

when fighting fires, with an emphasis

on a quick response. Preventing a fire

from becoming a Type 2 or Type 1 (large

fire) can save millions of dollars, so it

is important to control fires before they

become too large. Local authorities are

generally responsible for initial response

with helicopters being their preferred

tool of choice in containing fires long

enough for ground fire-fighters and large

fixed-wing aircraft, such as the Tracker

and CL415 water bombers (which are

national assets, owned and operated by

the national government), to make full

attacks on fires.

Regional authorities in France do not

own their helicopter assets, but contract

all helicopter fire-fighting operations

– in the case of the Le Var authority, the

current contracted agency is AVDEF. Until

relatively recently, AVDEF was mainly

associated with the provision of fixed-

wing aircraft services to French defense

forces but it has expanded into operating

fire-fighting helicopters.

the AvDeF APProAchAVDEF’s business development

manager, Regis de Lassus, explains

that in diversifying beyond its previous

operations in supplying electronic

warfare training and target towing for

the French Ministry of Defense, AVDEF

aims to provide a more efficient service

at lower cost to Le Var than previous

operators.

The helicopters provided by

previous contractors during the fire

season frequently remained hangared

throughout the off-season, which

increased their operating costs to the

customer in order for the contractor to

make its necessary profit during the

four-month fire-season. AVDEF has

approached the contract differently,

intending to utilize the helicopters fully

during the off-season. For example,

outside the fire season, AVDEF’s

helicopter partner, Helicopters de France

(HDF), utilizes the B3s to cover the

Paris-to-Dakar Rally and AVDEF is even

thinking globally – aiming to place some

of its helicopters with an Australian

operator during that country’s summer.

“We want our machines to be working

all year round, and that way our costs

are lower and this can be passed on to

our customers,” comments Lassus. In

the two short years that AVDEF has had

the contract it has already managed

to save Le Var authorities 20 percent

on its previous contract price while

simultaneously increasing the number of

machines provided from five to six.

The AVDEF fleet includes four

Eurocopter AS350B3s and two Bell

205s. “The B3s are good fire-fighters

and less expensive to operate than the

205,” said Lassus. “They get to fires fast

and are very manoeuvrable.” He notes

that while slower, the 205s are able to

transport six fire-fighters and cargo. The

205s are equipped with boundary layer

research strakes that offer an additional

five percent of power in the hover. The

reliability of both aircraft types has

reportedly been good; the only significant

problems encountered thus far have been

radio and generator problems with the

205s and an engine management issue

with one of the B3s. “In 660 helicopter/

days of operation, we have only had three

days where serviceability has been a

problem.” The helicopters flew 600 hours

fire support in 2004 and 700 hours in the

2005 season. Lassus expects this could

reach 900 hours in a busy season.

During the fire season, the 205s and

two B3s are stationed on the civilian side

of Le Luc Army base. Around ten each

morning, while one B3 remains at Le Luc,

the 205s and the other B3 are dispersed to

small bases about 50 km apart in order to

be able to respond quickly to any fires.

Hyères Naval base is home to

the remaining two B3s, one of which

is dedicated to protecting Ile de

Porquerolles, a small island just off the

Le Var coast. The island’s small size

and close proximity to sea water means

the helicopter can be equipped with a

Bambi Bucket rather than a tank, which

keeps costs down. Further, there are no

corrosion-related maintenance overheads

with the Bambi Bucket as there inevitably

are with tanks carrying sea water.

All the other machines are equipped

with Simplex tanks, the 205s carrying 900

to 1,300 liters and the B3s, carrying 900 to

1,100 liters, depending on density altitude

and fuel load. In customer-specified

‘standard conditions’ (30°C at 1,000 ft,

1 hr 50 mins of fuel, two crew (a pilot

and fireman officer) and all fire-fighting

equipment on board – kit, loud speaker

etc.), the Bell 205 can carry 1,030 liters

and the B3 1,000 liters.

“We examined many tanks and

benchmarked them,” explains Lassus.

“Among existing kits, Simplex appeared

to have the greatest reliability and

capacity. Simplex also responded quickly

to our needs; the French authorities often

give only short notice of a successful

contract bid and Simplex delivered with

only a month’s notice.”

While not much has gone wrong with

the tanks since their introduction, Lassus

says the tank company’s support has

been good. At AVDEF’s request, Simplex is

modifying the pump housings which are

above: two of AvDeF’s b3s are equipped

with bambi buckets as per their contracts. this

particular b3 protects a small island just off the

coast of the French riviera.

opposite page: in a specially set up photo shoot,

two of AvDeF’s bell 205s do a formation drop to

show off their impressive load capabilities.

unsuitable for the narrow openings of the

400 30,000 liter water tanks established

around the region; this modification will

eliminate a snagging problem currently

experienced when the helicopters draw

water from the tanks.

The presence of these tanks,

combined with the numerous swimming

pools and lakes in the region, means that

the helicopters are never more than three

minutes away from water, and fire trucks

can keep the tanks topped up if required.

Once a fire is reported, a helicopter

is dispatched with its pilot and fire-

fighter crewman who acts as the attack

supervisor. The fire-fighter is trained

in navigation and how to direct water

drops and it is his job to liaise with the

fire-fighting headquarters. The aim is to

have the helicopter on the scene quickly

to attack the fire and to ‘hold the fort’

until the much larger fixed-wing aircraft

arrive.

The helicopter may subsequently

remain on-station to assist, dealing

with small spot fires while the fixed-

wing aircraft attacks the main fire, or it

may just as likely be the case that the

helicopter may need to depart to respond

to another fire!

Following the loss of a CL415 during

the 2005 season, the grounding of the

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62

engineering support. There are normally

three engineers looking after the

helicopters although the company has

access to a pool of 20 other engineers

should the need for them arise.

A Fire-stoP Future.In examining future aircraft and

operational techniques, Lassus says

helicopters such as the EC225 have high

potential but are expensive, “You rarely

buy new aircraft for this role – insurance

is just too expensive. You can only really

use pre-owned helicopters because of

the cost of new machines,” he continues,

“unless you succeed in ‘mutualizing’ with

winter activity. The EC225 is the only

large helicopter certified in the public

transport category that is also capable

of fire-fighting. We are examining the

possibility of using the EC225 for fire-

fighting if we can also find other ways to

maximize its use – what we French call

‘mutualizing,’ or optimizing the asset’s

use by sharing capacity.”

Lassus also expressed enthusiasm

about the Kamov 32 as a heavy lift water

bomber. He explained that the Kamov

will fly at 120 knts, offers good endurance

and its cost per ton of water dropped

is the lowest in the world. Simplex has

designed a belly tank that extends into

rest of them for 12 days meant that much

of the fire-fighting fell to the helicopters

in that period. According to Lassus, the

helicopters performed very well, making

the authorities sit up and take notice of

their capabilities.

AVDEF has 30 pilots, nine of whom

are engaged in fire-fighting. The pilots

work a ‘four-on, two-off’ roster. They are

mainly ex-French Army, although where

they come from is not important, believes

Lassus. “They must be professional,

careful and experienced, and they

need to have a relaxed nature.” Typical

experience level for the pilots ranges

from 3,000 to 10,000 flying hours.

Helicopters de France provides the

“You can only really use

pre-owned helicopters

because of the cost

of new machines,”

he continues, “unless you

succeed in ‘mutualizing’

with winter activity”.

the Kamov’s fuselage which, as well as

increasing capacity, provides a good head

of pressure to improve water coverage.

In future, Lassus would like to see an

integrated ‘Fire-stop Squadron’ made up

of three types – all operated by private

contractor and not by government.

Although the helicopters and fixed-

wing aircraft work well together at

the moment, he believes that a tightly

integrated Fire-stop Squadron would be

more efficient. The squadron he envisages

would have a light, low-cost aircraft for

reconnaissance, and for initial attack,

four medium fixed-wing aircraft capable

of dropping three tonnes of water within

five minutes, backed up by two medium

helicopters (or four small helicopters) to

follow up within ten minutes. The aircraft

would keep the fire under control until

the arrival of ground firemen. Lassus says

that a similar concept, developed in

the US was successfully tested this

northern summer.

Having only entered the helicopter

business recently, AVDEF appears to have

rapidly gained ground in France, and

with a focus on developing innovative

support solutions, now has its eyes

on international operations. It will be

interesting to see how the company

develops in the near future. n

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64

different though. Most of the pilots are ex-Vietnam and come out with things like, “I don’t know if we have the bathrooms for that,” but after a few days, it’s all fine.

WhAt hAs been your cAreer hiGhLiGht?Finding a company I like working for.

WhAt WAs it thAt you FounD so GooD WorKinG For teXAir, AnD noW erA heLicoPters?The people. It’s a really great group of people here. They’re not just experienced but they’re very ‘giving’ and don’t keep the experience to themselves. I see the negative stuff on the ‘Just Helicopters’ website forum and ask myself, “Who is this guy? Because he couldn’t have worked here!”

WhAt hAs been the Worst PArt oF your cAreer?Being stuck offshore and having to share what accommodation there is with a bunch of guys. The accommodation on the rigs is often just a freight car that they hook power up to. I was stuck on a platform for four days once and we sat there just staring at each other. There were no secrets by the end of that! That’s the hard part of the job, not quite knowing when you’re going to see your home again.

WhAt is your DreAm?My ultimate dream is to be home every night in a place I want to live. I’m not married and probably never will be while I’m flying helicopters. Personal relationships are difficult at best. My boyfriend and I meet up probably three times a month as we pass through, and it would be unfair to ask any future husband to give up what he does to follow me around. And likewise, it would be unfair to ask me to give this up which is something I love.

iF you hAD Any ADvice For Women cominG into the inDustry, WhAt WouLD you suGGest?Be very flexible. Be prepared, and expect the unexpected. Be ready to roll with it. If you get too rigid about anything you won’t last long! n

hoW DiD you stArt FLyinG? After I left college, it was either sit around in an office all day, or be in a job I enjoy where I would learn something new each day. I grew up at an airport where there was constant aviation, but I didn’t realize until later that you could become a pilot without going into the military. Aeroplanes always kind of bored me, but helicopters are a lot more dynamic.

hoW mAny hours Do you hAve?I have 1300 hours. In my four years of flying I have had command on the B206, AS350, and A119 Koala, as well as Second in Command on the EC155.

hoW DiD your cAreer ProGress?It was a weird progression. I went from gaining my commercial ticket in a Schweizer, to flying co-pilot in a Skycrane with Siller Brothers for six months. Then I was unemployed – there wasn’t a lot of work around when I left school in 2000. Yet I’ve always been very lucky with flying. Everyone was fighting each other for instructing jobs, but a job came up in Richmond, Virginia, to fly on a news contract. So I did that for a while, but both the company and I agreed that I needed more experience. By this time I was getting a little panicky – I didn’t want to be a job-hopper. Anyway, I took some time off and went back to school. I then met a friend who told me about this company in the Gulf called Texair. I called them up and I’ve been here ever since – close to three years now. hoW hAve you FounD beinG in A very mALe-DominAteD inDustry?Before I started flying, I was a snowboard bum and lived in a house with six other guys. When I first started snowboarding I was the only girl doing that. My dad worked in the oilfields so it never occurred to me that it would be any different to what I had done already. I get a hard time sometimes – I have to put up with the same insufferable jokes and have to keep the bathroom clean, but I haven’t encountered any open opposition. But if there was any, I would prefer it to be in the open so I can take it head-on. Being in the south is a little

Danica MusgraveLake Charles - Louisiana

30-year old, Wyoming-

born, Danica Musgrave

started flying six years

ago, and is now one of

the few female helicopter

pilots flying the Gulf of

Mexico – home of the

American offshore oil

industry. For Danica, this

was a natural vocation

after growing up with a

father who worked in the

oil industry for Parker

Drilling.

P e r s o n A L P r o F i L e