march 2011

March 2011 Serving the Worldwide Helicopter Industry rotorandwing.com

BATTLING BACK:

FUTURE OF

BELL

Eurocopter’s Marc Paganini

Heli-Skiing in Wasatch

Spatial Disorientation

2 ROTOR & WING MAGAZINE | MARCH 2011

S-92® Helicopter: International

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3MARCH 2011 | ROTOR & WING MAGAZINE

For photocopy or reuse requests: 1-800-772-3350 or [email protected]

EDITORIALAndrew Parker Senior Editor, [email protected]

Ernie Stephens Editor-at-Large, [email protected]

Andrew Drwiega Military Editor, [email protected]

Claudio Agostini Latin America Bureau Chief

Barney O’Shea Pacific Rim Correspondent

Joe West United Kingdom Correspondent

Contributing Writers: Chris Baur; Lee Benson; Shannon Bower; Igor Bozinovski; Tony Capozzi; James Careless; Keith Cianfrani; Steve Colby; Frank Colucci; Dan Deutermann; Pat Gray; Frank Lombardi; Vicki McConnell; Robert Moorman; Douglas Nelms; Mark Robins; Dale Smith; Terry Terrell; Todd Vorenkamp; Richard Whittle.

ADVERTISING/BUSINESSJoe Rosone VP & Group Publisher, [email protected]

Randy Jones Publisher, 1-972-713-9612, [email protected]

Eastern United States & CanadaCarol Mata , 1-512-607-6361, [email protected]

International Sales, Europe/Pac Rim/AsiaJames McAuley +34 952 118 018, [email protected]

DESIGN/PRODUCTIONJoy Park Graphic Designer

Tony Campana Production Manager, 1-301-354-1689 [email protected]

Tesha Blett Web Production Manager

AUDIENCE DEVELOPMENTSarah Garwood Audience Development Director, [email protected]

George Severine Fulfillment Manager, [email protected]

Customer Service/Back Issues 1-847-559-7314 [email protected]

LIST SALESStatlistics

Jen Felling ,1-203-778-8700, [email protected]

REPRINTSWright’s Media, 1-877-652-5295 [email protected]

ACCESS INTELLIGENCE, LLCDonald A. Pazour Chief Executive Officer

Ed Pinedo Executive Vice President/Chief Financial Officer

Macy L. Fecto Executive Vice President, Human Resources & Administration

Heather Farley Divisional President, Business Information Group

Sylvia Sierra Senior Vice President of Corporate Audience Development

Robert Paciorek Senior Vice President/Chief Information Officer

Michael Kraus Vice President of Production & Manufacturing

Steve Barber Vice President, Financial Planning and Internal Audit

Alison Johns Vice President, E-Media, Business Information Group

Ever since a Sikorsky R-4 helicopter performed the first helicopter

rescue in 1942, Sikorsky has been the leader in developing

outstanding search and rescue helicopters. Now, we’re raising the

bar even higher with an enhanced S-92® helicopter, tailor-made

for civil and military search and rescue missions. A new Automatic

Flight Control System with automatic hover capability enhances

mission effectiveness, while a uniquely spacious cabin maximizes

flexibility. With nearly 300,000 flight hours worldwide, the S-92®

helicopter delivers the consistent, value-added performance you

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And that’s just what you’d expect from Sikorsky, giving the world

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4 ROTOR & WING MAGAZINE | MARCH 2011 W W W. R O T O R A N D W I N G . C O M

By Andrew Parker

[email protected]

While this is the first time you’re seeing my face in the Editor ’s Notebook section, I’m not new to

the magazine or the aviation indus-try. Former Editor Joy Finnegan has moved to Florida with her family, so now you’ll be seeing a great deal more of me in the coming months as I pick up where Joy left off. I’ve been the managing editor of this publication since July 2009, and have spent the past six years in the aviation industry with a variety of publications, includ-ing sister publication Avionics Maga-zine, and Aviation Maintenance.

I’m looking forward to this oppor-tunity as Senior Editor of Rotor & Wing to begin spending more of my time on the front-side of the magazine, so to speak—visiting our readers’ opera-tions and generally getting to better know the personalities and people who make the rotorcraft market such a dynamic industry.

Of course I’m also looking forward to working with the excellent Rotor & Wing staff and the core team of regular contributors to continue providing the same news, features and insider commentary that you’ve come to expect from the pages of Rotor & Wing since its beginnings in the 1960s. In fact, you may even begin to notice a few of these core contributors even more, as we increase the frequency and number of regular columns in the magazine each month.

Starting in April, the magazine will feature six or seven columns in each issue—a doubling of the three or four that have run in recent years. This will open up the door for readers to hear more from our trusted group of con-tributors—not only people like Editor-at-Large Ernie Stephens and Military Editor Andrew Drwiega, but regular columnists like Lee Benson, Keith Cianfrani, Steve Colby, Pat Gray, Frank

Lombardi, Terry Terrell and many oth-ers. You’ll see their faces and read their thoughts more often in print, in order to help raise the level of discourse gen-erated from the magazine.

But the media landscape has evolved in the past half-decade, and in addition to an increased focus on web-based news sources, social media sites like Facebook, Twitter and LinkedIn have helped connect people on a much more instant basis. And we are constantly monitoring these new communication tools in order to determine when and how to use them in order to provide even more value to the helicopter community.

According to a March 2010 Pew Internet study of more than 2,250 adults in the U.S., 75 percent of people who look for news online get it via e-mail or through social media sites, and 52 percent send/forward it using those two methods. The study also notes that 92 percent use multiple platforms to get daily news, with 46 percent visiting four to six platforms each day, and only seven percent going to just one media platform for news.

Ours is a very diverse industry—far more diverse than most, in fact. With that ever-present in our minds, and with the goal of giving our read-ers as many opportunities as pos-sible to connect within the helicop-ter community, there are Rotor & Wing pages on Facebook [www.

facebook .com/pages/Rotor-

Wing/108354174813], Twitter [www.twitter.com/rotorandwing] and LinkedIn [www.linkedin.com/

groups/Rotor-Wing-3788071]. But what do you get by going to

these social media sites? The chance to be a part of the wider discussion that shapes the thoughts of industry and government leaders worldwide and in turn, the very future of the helicopter industry. Needless to say, you also get

the opportunity to influence topics we’ll address in print each month, as well as on the web [www.rotorand-wing.com] and other platforms.

The sideline benefit of all this is that the helicopter industry becomes just a little more cohesive. These new media tools allow us all to be more directly involved in the important discussions and decisions that impact our future, regardless of job title or position.

We can all post important pictures or videos on Facebook. No longer do editors completely control what content is seen or not seen. If you choose to connect with us or follow us on Twitter, you will immediately receive the latest breaking industry news—sometimes even as it is hap-pening. You never know—an idea that you post could turn into an in-depth, full-length feature in Rotor & Wing. We’re constantly looking at ways to improve the quality of our news and feature coverage, and this “community approach” seeks to engage you—our readers—to help shape content year-round so that we always address the most important issues.

Another outlet for helicopter news is the Rotor & Wing Collective—a new weekly e-letter that features an in-depth Story of the Week, Top News Picks and jobs. We also offer a monthly military-focused e-letter from Andrew Drwiega—Military Insider.

All of this brings me back full circle to my predecessor. I’d like to acknowledge Joy’s extensive work in helping implement this community approach, which has long been in the works and traces back to before we joined Rotor & Wing in July 2009. We’ll miss working with you Joy. A heartfelt thanks from all of us for your extensive contributions to the magazine!

Stop by the Rotor & Wing booth at Heli-Expo in Orlando, Booth 614. I hope to see you there!

Community Approach

Editor’s Notebook

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FEATURES COVER STORY

32 ■Battling Back With a new team of executives in place, Bell Helicopter looks to

regain ground in the commercial market. By Robert Moorman

40 ■Eurocopter’s Marc Paganini President & CEO of the U.S. division of European helicopter maker

has a well-focused vision for the future. By Bob Cox

44 ■Heli-Skiing in the Watasch Skiing enthusiasts use helicopters to reach untouched powder at

the top of mountain peaks. By David Jensen

54 ■Dangers of Spatial Disorientation Flying at night and in IMC requires a good understanding of spatial

disorientation. By Andrew Drwiega, Military Editor

On the Cover: Successful completion of live firing tests of Bell Helicopter’s latest variant of 407

product line—the 407AH—in Yuma, Ariz. The 407AH is scheduled to make its industry debut at

Heli-Expo 2011 in Orlando. The multi-mission, armed 407AH is the first weaponized, Bell Helicopter-

qualified commercial helicopter.

Public MilitaryCommercialPersonal|Corporate

THIS MONTH FROM

AgustaWestland introduced the AW139M as this issue went to

print. Look for the story in Rotor & Wing’s Heli-Expo Show Day.

(Below) Night vision terrain board from AMST. (Right) Skiing

some of the highest peaks in Utah requires the use of a helicopter.

54

DEPARTMENTS12 Rotorcraft Report

26 People

26 Coming Events

30 Hot Products

63 Classified Ads

66 Ad Index

69 Coming Up

COLUMNS 4 Editor’s Notebook

8 Feedback

10 Meet the Contributors

60 Public Service

62 Safety Watch

68 Right Seat

70 Military Insider

7MARCH 2011 | ROTOR & WING MAGAZINEW W W. R O T O R A N D W I N G . C O M

ServicesProductsTrainingPublic Service

©2011 by Access Intelligence, LLC. Contents may not be reproduced in any form without written permission.

Publication Mail Sales Agreement No. 40558009

The editors welcome new product information and other industry news. All editorial inquiries should be directed to Rotor & Wing magazine, 4 Choke Cherry Rd., 2nd Floor, Rockville, Md. 20850, USA; 1-301-354-1839; fax 1-301-762-8965. E-mail: [email protected]. Rotor & Wing (ISSN-1066-8098) is published monthly by Access Intelligence, 4 Choke Cherry Rd., 2nd Floor, Rockville, Md. 20850, USA. Periodical postage paid at Rockville, Md. and additional mailing offices. Subscriptions: Free to qualified individuals directly involved in the helicopter industry. All other subscriptions, U.S.: one year $99; two years $188. Canada: one year $129; two years $$228; Foreign: one year $149; two years $278.POSTMASTER: Send address changes to Rotor & Wing, P.O. Box 3089, Northbrook, Ill. 60065-3089, USA. Change of address two to eight weeks notice requested. Send both new and old address, including mailing label to Attn: Rotor & Wing magazine, Customer Services, P.O. Box 3089, Northbrook, Ill. 60065-3089, USA or call 1-847-559-7314. E-mail: [email protected]. Canada Post PM40063731. Return Undeliverable Canadian Addresses to: Station A, PO Box 54, Windsor, ON N9A 6J5.

HELI-EXPO 2011 COVERAGE • Visit www.rotorandwing.com during and after Heli-Expo for news, photos, videos

and other reports from the show floor. There you will find a link to our Heli-Expo 2011 page, where all the show happenings can be found in one place. You’ll also find links to Rotor & Wing’s Facebook, Twitter and LinkedIn pages, where you can share your own commentary, photos, videos and insights about the show.

ASK-THE-EXPERT• Ask your questions to three experts on the topics of helicopter finance,

aerodynamics and certification. Chuck McGuire, managing director for Avstar Finance, answers questions about rotorcraft financing. Frank Lombardi, police helicopter pilot, testing and evaluation, provides answers about the science behind helicopter flight. Jessie Kearby, certification engineer for Aero Dynamix, fields questions about NVGs for both military and commercial operators.

THE ROTOR & WING COLLECTIVE• Check out our newest outlet for helicopter news—The Rotor & Wing Collective.

This free weekly e-letter features an in-depth Story of the Week, Top News Picks, Helicopter Jobs and commentary from Rotor & Wing’s Facebook and Twitter pages.

DIRECT TO YOUR DESKTOP: CHECK YOUR E-MAILMARCH 1

• Digital edition of Rotor & Wing March 2011. Electronic version with enhanced web links makes navigating through the pages of Rotor & Wing easier than ever.

WEEK OF MARCH 21

• Rotor & Wing’s Military Insider. Get the latest updates from helicopter defense companies around the world, from Military Editor Andrew Drwiega.

WEEK OF MARCH 21

• HOT PRODUCTS for Helicopter Operators—Latest in equipment upgrades, performance modifications, training devices and other tools for the rotorcraft industry.

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44

Vol. 45 | No. 3 March 2011

ServicesProductsTrainingPublic ServiceMilitaryCommercial Personal|Corporate

Feedback

Do you have comments on the rotorcraft industry or recent articles and viewpoints we’ve published? Send them to: Editor, Rotor & Wing, 4 Choke Cherry Road, Second Floor, Rockville, MD 20850, fax us at 301-354-1809 or email us at [email protected]. Please include a city and state or province with your name and ratings. We reserve the right to edit all submitted material.


Ongoing For YearsThis situation (see “FAA to Clear Up ‘Vague’ Public Aircraft Regs” on page 12) has been ongoing for years. For-mer AFS-1 James Ballough was asked by Congress to stop the excessive loss of life in the EMS helicopter com-munity. Hundreds of flight crews, doctors, nurses and innocent patients lost their lives over the years because FAA’s former management did noth-ing for years. If anything [former FAA management] has the blood of these people on his hands for doing noth-ing. Let hope John Allen steps up and stops this once and for all!

Richard Wyeroski

Former FAA Inspector

(Note: Mr. Wyeroski is a member of the FAA Whistleblowers Alliance.)

About TimeIt’s about time, the federal govern-ment should not be responsible for an accident by a commercial air car-rier conducting a commercial opera-tion (carrying passengers for hire) just because the entity that hired the aircraft is a federal agency and the passengers are federal employees. Put the responsibility where it belongs, on the FAA and air carrier. You asked for it, you got it.

Casey Barnes

FAA’s Tom SalatI’m filled with a great sense of pride for the many attributes that have been bestowed on my brother (See “FAA’s Tom Salat Passes Away,” August 2010, page 19), my best friend and someone I admired, respected and loved dearly.

Barbara Ippolit

The Real TruthIt is interesting that the NTSB would be accused of coming to the wrong conclusion (See “Co-Pilot Disputes NTSB Report,” January 2011, page 11), but it is possible. Normally, NTSB is extremely professional, very thorough

and honest. There have been times when they were not, either because they were pressured or they just did not want to follow the real truth.

I was a pilot (captain, instruc-tor, check airman and test pilot) and manager at an airline years ago, and this airline had an accident, which appeared to have involved power “roll back” during a takeoff. NTSB seemed to take everything the engine maker told them at face value, without doing (or wanting to do) any independent testing. The engine manufacturer basically claimed that a power roll-back was simply not possible, and accused the crew of pulling the power back by mistake.

NTSB sent the investigator-in-charge (IIC) down to watch us do a couple test flights. I was the test pilot and the IIC was in the jumpseat. Ironi-cally, when we tried to take off with the power set up the way the crew had stated they had done (and was record-ed by the VCR and FDR), the engines behaved just like on the accident day, and power rolled back! We did three attempts to take-off, with the same results—power rolling back each time and us being unable to reach takeoff speed (due to the reduced power).

When I confronted the IIC with the results, which he had personally witnessed, he told me that because the aircraft is not “instrumented for a test flight” with vanes and special probes, we (NTSB) will just have to go with the manufacturer’s opinion, even though he had witnessed the event!

Sure enough, NTSB’s final report pinned the accident on crew error (notwithstanding the test flights). I was floored that the report didn’t even mention that the test flights had taken place, nor that it totally disproved the engine maker’s pet theories. I was flab-bergasted. After reading that report, and seeing how NTSB can at times (not always, but certainly at times) be completely dishonest (in the face of clearly contradictory evidence), it left me very disappointed and convinced that just because a report comes from NTSB, it does not mean it is correct. The report could just be a fantasy! It is a sad thing to have to acknowledge, because I know a number of very ded-icated and honest NTSB investigators, but I also realized that there are others who are unprofessional and dishon-est. It is possible that since some of the engine parts of the Carson Helicop-ters crash were misplaced, or the cus-tody chain was broken, the data relied upon to make the findings could be flawed. I am not accusing the NTSB of being misleading in this particular accident investigation, but there is evidence such a thing has happened in the past. Since it happened in the past, it is possible the NTSB could be wrong or misleading again.

Harold Coghlan

Vice President, Operations Magic Express Airlines

Birmingham, Ala.

Correction: In the Jan. 2011 Executive Outlook, page 26, Aviall CEO Dan Komnenovich’s name was misspelled.

ɀ R&W Question of the Month

What changes should FAA

make to rules governing

public-use aircraft?Let us know, and look for responses in a future issue.

Contact information is at the bottom of the page.

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Meet the Contributors

LEE BENSON is the retired senior pilot for

the Los Angeles County Fire Department.

Before he was named senior pilot, Lee ran

the aviation section’s safety and training

programs, including organizing the sec-

tion’s yearly safety meeting with other public agencies and the

press.

BOB COX is a senior business reporter for

the Fort Worth Star-Telegram, has covered

the aviation and defense industries in North

Texas since 1999 and written extensively

about Bell Helicopter, Lockheed Martin and

the F-35 Joint Strike Fighter program. Previously Bob was a

senior reporter for the Wichita Eagle for 11 years and covered

numerous beats, including aviation. He has 31 years of daily

newspaper reporting experience. Bob lives in Arlington,

Texas.

ANDREW DRWIEGA, Military Editor, is a

senior defense journalist with a particular

focus on military rotorcraft. He was the

editor of Defence Helicopter for seven years.

Andrew has reported on attachment from

Iraq three times (the latest of which was with a U.S. Marine

Corps MV-22 squadron), and twice with British forces in

Afghanistan (Kandahar and Camp Bastion), as well as from

numerous NATO and British exercises.

THIERRY DUBOIS is a long-time contribu-

tor to Access Intelligence publications. He

has been an aerospace journalist for 12 years,

specializing in helicopters since 2006. He

writes on technical subjects, both for profes-

sional media and a popular science magazine in France,.

DAVID JENSEN has more than 25 years

experience as an aviation journalist. He

was editor of Rotor & Wing and Avionics

Magazine before entering semi-retirement

in his home state of South Dakota. Jensen

currently is a freelance writer and consultant. He began his

journalism career as a newspaper reporter. He went on to

become a newspaper editor and, briefly, was a speechwriter

for a Fortune 50 corporation.

ROBERT MOORMAN has written for more

than 25 years about the aviation industry,

including rotorcraft. His articles have ranged

from topics on commercial, regional, cargo,

maintenance, training, safety, information

technology and business aviation, to the U.S. military. Moor-

man runs his own freelance writing and communications

business in the Washington, DC area.

MIKE REDMON is an ATP rated pilot with

CFI, CFII, and MEI privileges. He began fly-

ing helicopters for the U.S. Army and then

moved to civilian fixed-wing flying. After six

enjoyable years in helicopter EMS, he is back

to flying airplanes. Helicopters he has flown are the UH-1,

OH-58, AH-64, BK-117, A-109E, BH-430, and BO-105.

DALE SMITH has been an aviation journal-

ist for 24 years specializing in business avia-

tion. He is currently a contributing writer

for Rotor & Wing and other leading aviation

magazines. He has been a licensed pilot

since 1974 and has flown 35 different types of general avia-

tion, business and WWII vintage aircraft. In his spare time he

moonlights as a award-winning aviation artist.

ERNIE STEPHENS, Editor-at-Large, began

flying in the 1980s, earning his commercial

pilot’s license and starting an aerial photogra-

phy company as a sideline. In his regular job

as a county police officer, he was transferred

to the department’s new aviation unit, where he served as the

sergeant in charge and chief pilot until his retirement in 2006.

In addition to Rotor & Wing, Ernie (aka “Werewolf ”) has

written for Aviation Maintenance.

TERRY TERRELL gained his early avia-

tion experience as a U.S. Navy fixed-wing

instructor and U.S. Coast Guard aircraft

commander, where his service included

SAR in Sikorsky S-61s. Terry served as a

cross-qualified captain and safety special projects officer

with Houston’s Transco Energy, and later with Atlanta’s Ken-

nestone AVSTAT Helicopter Ambulance Program and Geor-

gia Baptist LifeFlight.

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■ PUBLIC SERVICE | REGULATIONS

FAA to Clear Up ‘Vague’ Public Aircraft RegulationsDuring an HAI Forum in late January,

FAA Director of Flight Standards

Services John Allen told around 100

people in attendance that the agency

intends to clear up regulations

governing public-use helicopters

and fixed-wing aircraft that are so

confusing, even his own inspectors do

not fully understand them.

Held at its headquarters in Alex-

andria, Va., HAI called the forum to

address questions raised as a result

of NTSB’s investigation into the 2008

crash of a Carson Helicopters-operated

Sikorsky S-61 near Weaverville, Calif.

The helicopter was under a U.S. Forest

Service contract. NTSB put much of

the blame on Carson, while noting the

role of lax oversight from FAA and the

Forest Service. The Dec. 7 release of

the NTSB probable cause prompted

an explosive response from Carson

President Franklin Carson in January,

and has thrust the public use issue back

into the limelight.

“This subject really crosses all

boundaries within the industry,” noted

HAI President Matt Zuccaro, adding

that “all parties agree there needs to be

a simple and precise set of guidelines

on the rules governing [public aircraft]

operations.”

According to Allen, FAA has been

“working on this issue a long, long time.

… We find that [it] is complicated not

only because of a vague and ambiguous

statute—but it also has its tentacles in

other areas of the regulation, tentacles

into areas of good governance, between

different areas of the government

and who has responsibility, and it has

tentacles in the area of certification. It

has its tentacles in all these things and

that’s what’s made it more complex.”

FAA has gained experience from going

“through many situations—and not just

Carson Helicopters—but some other

situations where we had to draw the

line and say, this is the policy,” Allen

said. For a long time, he continued, the

policy sought to “minimize the FAA

risk, to put the motivation on other

government agencies, realizing that it

is the responsibility of the operator to

ensure safety. Operators are the ones

who operate, who train, who maintain,

but then the sponsoring government

entity—and if it’s a civil operation, it’s

the FAA’s responsibility to assure safety,

to provide a relative level of confidence

because we’re providing reasonable

oversight. If it’s sponsored by another

government agency, they have the

responsibility.”

When the conditions exist for regu-

latory “confusion and ambiguity,” Allen

observed that it “seems to facilitate

entrepreneurship. There are those out

there that are taking advantage and

enjoying that there is vagueness in this,

and find business opportunities.” Once

FAA puts in place clarifications to the

rules governing public-use aircraft,

“there will be those out there who

are going to have to scramble to put

themselves into a legal perspective.

Because up to this point, even we were

confused—my FAA inspectors did not

understand the rule,” Allen added.

“I’m going to quickly clarify that,” he

continued, “but as we understand and

interpret this rule, I can tell you that

it really puts the burden more on the

FAA, which I resisted for a

long time but finally came to

grips with, so that the FAA

has the primary burden in a lot of these

instances and we will work with other

government agencies who have a need

for a particular service and can operate

within the existing regulations.” FAA

will also work with “operators who are

under contract and want to provide

a service, so that they know who they

are responsible answering to in terms

of safety, whether it’s to the FAA or to a

contracting government agency.”

NTSB Board Member Earl Weener

explained that the safety board also had

trouble deciphering the public use reg-

ulations. “The more we looked into this,

the more confused we got. The more

ambiguous we found things to be,” he

said. As part of the recommendations

stemming from the Carson investiga-

tion, NTSB issued A-10-150, asking

FAA to: “Take appropriate actions to

clarify FAA authority over public air-

craft, as well as identify and document

where such oversight responsibilities

reside in the absence of FAA authority.”

According to Weener, NTSB’s

objective is “to point out that this needs

some work. That somebody has to

be responsible for not only deciding

what is public operation, but when

public operation is conducted, how

is the safety assured of those govern-

ment employees who are traveling

aboard these airplanes?” He continued:

“There have been numerous attempts

to address it in the past—hopefully this

time an integrated, comprehensive

policy can be developed and made

to work.” —By Andrew Parker, Senior

Editor

For daily and breaking news involving helicopters, go to: www.aviationtoday/rw

Become a fan of Rotor & Wing on

Follow us on @rotorandwing

Rotorcraft Report


■ IN MEMORIAM

Kaman Founder Passes Away

Bloomfield, Conn.-

based Kaman Corp.

f o u n d e r C h a r l e s

H. Kaman, noted

helicopter pioneer,

humanitarian and

inventor, died on Jan.

31. He was 91.

At age 26, he founded Kaman Air-

craft Company in 1945 in the garage of

his mother’s home in West Hartford,

Conn. Among the breakthroughs cred-

ited to the company’s early rotorcraft

designs include the first gas turbine-

powered helicopter, twin-turbine-pow-

ered helicopter, remotely controlled

helicopter and the first all-composite

rotor blade. The first Kaman-built heli-

copter, the K-125, took off on Jan. 15,

1947. The U.S. Navy bought two of the

helicopters the following year for evalu-

ation. Other helicopter models from

Kaman through the years include the

SH-2 Seasprite line, H-43 “Husky” and

the K-MAX aerial truck, introduced

in 1992.

Among the awards Kaman received

were the National Medal of Technology,

the U.S. Department of Defense Distin-

guished Public Service Medal and

the Fleet Admiral Chester W. Nimitz

Award. He was inducted into the Hall

of Honor of the National Museum of

Naval Aviation and named an Honor-

ary Fellow of the Royal Aeronautical

Society.

Aviation wasn’t his only passion—

Kaman founded Fidelco Guide Dog

Foundation, which breeds and trains

guide dogs for the blind. He also formed

Kaman Music, which designed and

built the Ovation series of guitars.

Two sons, a daughter, three grand-

children and two great-grandchildren

survive him. Memorial contributions

can be sent to the C.H. Kaman Chari-

table Foundation, c/o John C. Yavis,

Jr., Murtha Cullina, LLP, City Place

I, 185 Asylum Street, Hartford, CT

06103-3463.

■ MILITARY | ATTACK

AAR-Operated S-92s Head to AfghanistanS i ko r s k y A i r c r a f t

has del ivere d two

S-92s to AAR Corp.

for passenger and

c a r g o m i s s i o n s

i n A f g h a n i s t a n .

AAR is conducting

operations for the

U.S. Transportation

C o m m a n d , w h i c h

supplies services for the

Department of Defense.

Both helicopters are

designed with flexible

interior space in order to accommodate passengers or cargo.

■ TRAINING | SIMULATORS

Rega Purchases GrandNew SimSwitzerland-based SAR and air medical provider Rega has placed an order for an

AgustaWestland GrandNew simulator. The Level 3 flight training device/Level B

full flight simulator (FTD/FFS) will be based at Zurich Airport (ZRH). Plans call

for training to begin in 2012.

■ COMMERCIAL | AIRFRAMES

Robinson Sees Uptick in SalesTorrance, Calif.-based Robinson Helicopter is reporting increased production

during the third and fourth quarters of 2010. Total production for 2010 involved

162 helicopters, consisting of 112 R44s, 40 R22s and 10 R66s. At the end of the

year, the company’s backlog stood at 169 helicopters. Robinson plans to focus

on production and product development during 2011.


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■ COMMERCIAL | AIRFRAMES

Taicang Signs For Five Erickson S-64FsErickson Air-Crane has reached an

agreement with Wan Yu Industries

Groups (Taicang) in China for five S-64Fs.

The agreement calls for Erickson to

deliver the helicopters over the next two

years, with the first one arriving in late

February 2011. Pilot and maintenance

training are also included in the contract.

Erickson will manufacture the S-64Fs at

its facility in Central Point, Ore.

■ PRODUCTS | AIRFRAMES

Brazil’s ANAC Approves Bell 429

Bell Helicopter has secured Brazilian

ANAC certification for the 429, adding

to existing FAA, EASA and Transport

Canada approvals. The manufacturer

plans to deliver the first Bell 429 to Brazil in

early 2011.

■ PUBLIC SERVICE | POLICE

Los Angeles PD Picks Cobham EFISCohbam has obtained a contract

to equip the Los Angeles Police

Department’s Air Support Division

fleet with synthetic vision electronic

flight instrument system (EFIS). The

units will be installed on LAPD’s fleet

of 19 Eurocopter and Bell variants.

Each of the helicopters will receive a

primary flight display, multifunction

display, GPS receiver, HTAWS and

flight management system. Images

below show Cobham EFIS PFD

(left) and MFD .

Rotorcraft Report


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Rotorcraft Report

■ PUBLIC SERVICE | POLICE

Multirole AS350B3s Join Texas DPS FleetEurocopter has handed over two

AS350B3s to the Texas Department of

Public Safety (DPS) Aircraft Section.

The helicopters come equipped with

a thermal imaging system, searchlight,

moving map and 500-lb rescue hoist.

Metro Aviation installed the avionics

and performed completions work. One

of the AS350B3s will be based in Alpine,

replacing an AS350BA. DPS will station

the second helicopter in Longview.


Donaldson EAPPS Supports CH-53K

Bloomington, Minn.-based Donaldson

Aerospace & Defense is now testing the

engine air particle protection system

(EAPPS) for the heavy-lift Sikorsky

CH-53K. The unit completed CDR in

August 2010. Developmental testing

began in November 2010 in support

of the CH-53K’s GE38-1B engines.

Qualification testing is scheduled to start

this May.


Chinooks Return From AfghanistanU.S. Army Spc. Zachary Provenzano (left) and Spc. Igor Pinto Machado, Chinook

helicopter repairers assigned to D Company of the 2nd General Support Aviation

Battalion, 1st Aviation Regiment, Enhanced Combat Aviation Brigade, 1st

Infantry Division, prepare a Boeing Chinook to return to the U.S. from Iraq this

spring. The brigade’s Chinook repair team is charged with breaking down the

aircraft for inspections by customs officials transfer to the U.S. Army photo by Spc.

Roland Hale, eCAB, 1st Infantry Division.

Rotorcraft Report



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■ COMMERCIAL | SERVICES

Service Fusion: Bell Consolidates Support NetworkIn an effort to make things simple for

operators, Bell Helicopter Textron

has brought five former subsidiaries

under its corporate umbrella. Edwards

& Associates, Rotor Blades, Acadian

Composites, Bell Aerospace Services

and U.S. Helicopter are now part of Bell,

while a sixth subsidiary—Aeronautical

Associates—will continue to offer parts

and accessories using its brand while

being incorporated into the OEM’s

internal systems and processes.

According to Danny Maldonado,

senior vice president of customer sup-

port and chief service officer, the con-

solidation effort began about a year ago.

Following internal discussions with

each of the subsidiaries, “we started

getting indications back that it was a

little bit difficult to do business with

Bell and then all these other separate

entities—different contracts, different

terms, different people to deal with.” So

the manufacturer asked the question:

“What’s the best way to incorporate

those companies back into Bell Heli-

copter?” As a result, Bell concluded

that merging its support entities would

give operators “a comprehensive ser-

vice offering,” he says. “It’s easier doing

business with Bell and gives customers

faster service, while at the same time

our employees and companies benefit

from the additional channel that we’re

offering them. At the end of the day,

operators have an OEM solution for all

their services.”

Maldonado described the con-

solidations as another step in continu-

ing President & CEO John Garrison’s

message that Bell is “on a mission to

get back into the commercial market.”

Maldonado adds that the company

will “continue to make changes. We’re

not just sitting back and just enjoying it

[being ranked as a top customer service

provider], we understand that other

people are making improvements, and

we want to stay on top of it.”

One of the biggest advantages to

the fusion is a “common feel and com-

mon look” to each of the sites, he says.

“At any facility, now that they’re part of

Bell Helicopter, [operators] have access

to all the information, all the people, all

the resources within Bell. They don’t

have to go to multiple locations.” This

leads to the concept that “if you buy a

Bell helicopter, we’re going to service

you from start to finish, throughout the

whole life cycle of the aircraft.”

Aeronautical Associates under-

went the same processes as the other

five subsidiaries to become integrated

into Bell’s Customer Support division,

but “they weren’t fully transitioned

in, only because they offer services to

other OEMs,” Maldonado explains.

“We want to keep that channel open

[in order to] remain flexible for our

customers and yet be able to support

the other OEMs and other vendors that

buy parts from us.”

Other Bell Helicopter affiliates

Edwards Rotorcraft Solutions, McTur-

bine and SkyBOOKS are not part of the

integration effort. “As we move forward,

we are looking at how to approach

those companies,” Maldonado says.

“No matter what they’re [already] fully

integrated into [Customer Services],

so they report to us, they have the

same briefings, information, response

to customers—so everything’s already

pretty much linked other than their

names right now.” —By Andrew Parker,

Senior Editor

Rotorcraft Report


!


Rotorcraft Report

■ PUBLIC SERVICE | PATROL

Another Modified UH-60 Joins CBPSikorsky Aerospace Services (SAS) has handed over the second UH-60 Black Hawk

to receive the A-A to L upgrade for the U.S. Customs and Border Protection Agency

(CBP). Modifications—including structural work, engine, dynamic component and

flight control upgrades, and mission-specific installations—took place at the SAS

military maintenance, repair and overhaul (MRO) facility in Beeville, Texas.

■ SERVICES | MILITARY

AgustaWestland Renews IMOS DealUK’s Ministry of Defence has extended

an agreement with AgustaWestland

covering the second five-year period

under the 25-year Integrated Merlin

Operational Suppor t (IMOS)

contract. Running from 2011 to

2016, the agreement includes the

Royal Navy and Royal Air Force fleet

of AW101 Merlins. The contract is

worth around £570 million.

■ SERVICES | UPGRADES

Rogerson Kratos Upgrades 412EP

Bell Helicopter has chosen Rogerson

Kratos to upgrade the cockpit display

systems of the Bell 412EP. The program

is designed to increase the capability

and performance of the medium-twin

helicopter through an engine and

cockpit modification available in both

a 3- and 4-axis version, and features

four high-resolution 8 x 10-inch

displays with advanced graphics,

multiple video inputs and night vision

capabilities. Pasadena, Calif.-based

Rogerson Kratos also manufactures

cockpit displays for the Bell 427, 430

and 412. www.truebluepowerusa.com

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Rotorcraft Report

■ SERVICES | HFDM

Eurocopter Touts Data Monitoring Benefits for Light Helos

Eurocopter has examined the benefits

of installing a helicopter flight data

monitoring (HFDM) device on light

helicopters for general aviation use, as

a study has revealed this could prevent

a significant proportion of accidents.

During the December 2010 EASA

Rotorcraft Symposium in Cologne,

Germany, Eurocopter vice president for

operational fleet safety, Gilles Bruniaux,

presented the results of the 20-month

study, which EASA commissioned and

involved testing more than 1,000 flights

with two partnering operators.

In December 2008, the European

civil aviation authorities contracted

the study to a consortium led by Euro-

copter. Also in the consortium were

two French operators: Jet Systems—

which provides aerial work and public

transport—and Helidax, a military

pilot training organization. Aix-en-

Provence, France-based ISEI was

chosen as the supplier of the HFDM

devices and included in the consortium

as well. ISEI’s Safety Plane was selected

thanks notably to the higher number

of parameters it can record. Appareo, a

competitor, is already also a Eurocopter

supplier for similar devices. Weight was

an important criteria. ISEI’s equipment,

albeit not the lightest, is still just below

one pound. Moreover, Safety Plane

data can be downloaded in an automat-

ic, wireless mode after each flight.

The consortium reviewed FAR

Part 27 helicopter accidents from the

EHEST database (the European heli-

copter safety team is part of an interna-

tional effort to drastically cut rotorcraft

accident rates). There were 205 acci-

dents, 98 of them GA flights. For each

crash, the four partners endeavored to

answer the question: If the customer

had an FDM program, would this acci-

dent have been avoided?” The answers

could be “no,” “possible” or “very likely.”

Results showed that 26 percent of the

analyzed accidents had some probabil-

ity of being avoided. Focusing on GA

(including training), the potential for

statistic improvement was 39 percent.

Then came the operational evalu-

ation. Four helicopters—two EC120s

and two AS350B3 Ecureuils (AStars)—

were equipped with the FDM system.

Events reported were pre-defined

“triggers.” The idea was to watch limi-

tation exceedances—flight envelope

or engine parameters. Operators also

had expressed specific needs to detect

pre-vortex ring state conditions and

monitor autorotations. Even for those

aircraft already fitted with engine mon-

itoring displays, the partners found

HFDM engine data brought some

value, as data handling was reported

to be easier. Out of the 1,069 flights

conducted, 429 were for passenger

transport, 223 for aerial work and 140

for training. Some major deviations

were detected. Bruniaux mentioned

several VNE exceedance events, some

of them more than 20 knots over the

speed limit. Another serious event,

landing with low fuel, was detected

several times. “In some cases, the event

is the consequence of a defined opera-

tional practice in aerial work,” Bruniaux

pointed out.

A “significant number” of pre-vortex

occurrences were detected. They, too,

can result from an operational practice

in aerial work, Bruniaux noted. There-

fore, he suggested standard operating

procedures could be refined. This was

the same with excessive pitch-down

attitude. Bruniaux claimed to have

demonstrated multiple benefits. First,

partner operators said that HFDM

improves flight incident analysis. “The

system provides easy access to a set of

flight data,” Bruniaux said. Moreover,

compliance to standard operating

procedures (SOPs) can be monitored

and even prompt SOP adjustments.

In maintenance, HFDM enables bet-

ter detection of events requiring swift

actions, such as hard landings. For the

manufacturer, HFDM provides valu-

able fleet status knowledge. Estimated

costs start with acquisition, installation

and usage training—about $14,000

(approximately £11,000). Installation

man-hours should be added. Operat-

ing the HFDM system will cost about

$3,000 (£2,000) per year.

Bruniaux said there is room for

improvement. He recommended that

some capabilities should be added to

the tested HFDM system. For example,

the data sampling rate should be higher.

Ideally, an HFDM system should com-

bine the number of parameters moni-

tored by ISEI’s device with Appareo’s

cockpit audio and video recorders.

A major challenge is that small

operators may not be able to allocate

enough resources for regular data

analysis. Bruniaux suggested that third-

party data analysis services should be

considered. This is all the more impor-

tant as “HFDM could be envisaged as

a meaningful component of a safety

management system.” Finally, the evalu-

ation showed that pilot acceptance

was not an issue, once objectives are

explained. —By Thierry Dubois

Eurocopter EC120. The

manufacturer led a study that

showed using data monitoring

on light helicopters brings

safety benefits but draws a lot

of human resources for data

analysis.

Euro

co

pte

r/A

nth

ony P

ecchi

Rotorcraft Report


■ TRAINING | STANDARDS

International Operations Standard to be Released Mid-YearThe working group for a helicopter

edition of the international standard for

business aircraft operations (IS-BAO

HE) is reporting progress toward its

goal of launching the full document in

the middle of this year. At the EASA

Rotorcraft Symposium in December,

Brian Humphries—both the chairman

of the British Helicopter Association

(BHA) and the CEO of the European

Business Aviation Association

(EBAA)—explained how specific the

IS-BAO HE will be for helicopters and

how beneficial it should be for safety.

T h e c o re s t a n d a rd w i l l b e

unchanged from the current IS-BAO,

which already has 300 registered opera-

tors (some of them helicopter oper-

ators). The helicopter edition will

include alternative means of compli-

ance and guidance material. Part of it,

too, will be industry-developed best

practices, including operations manual

templates.

The IS-BAO HE will address “the

top three issues identified by the EHEST,

and much more,” Humphries said.

EHEST is the European component

of the International Helicopter Safety

Team (IHST). For the effort to translate

into effective safety improvement,

incentives are needed, Humphries

emphasized. Insurance companies

hold the key with regulators, he said,

hinting that some fixed-wing business

aircraft operators already get credit (i.e.,

discounts in insurance premiums) for

using IS-BAO.

The IS-BAO is founded on a safety

management system and was devel-

oped by the industry, for the industry,

Humphries insisted. IS-BAO HE, if

widely adopted, will play a major role

in raising the safety of small helicopter

operators, he said. He expressed hopes

this will encourage small operators to

implement it. Some 80 percent of heli-

copter operators in Europe are small

operators with less than two aircraft.

Moreover, “small operators are not lis-

tening; they rarely attend safety confer-

ences,” he noted. The IS-BAO is flexible

enough to accommodate large fleets as

well, according to its promoters.

Helicopter operators will be eligible

for a certificate of registration after a

conformity audit. The International

Business Aviation Council (IBAC) will

accredit the auditor. “Audits take an

awful lot of days every year. IS-BAO HE

will reduce that,” Humphries pledged.

Bob Sheffield, Shell Aircraft’s man-

aging director and the IHST executive

director, is leading the working group.

Operators, regulators and auditors are

tapped for expertise. The first draft is

to be issued in the first quarter of 2011.

Along with the BHA and IBAC, the

Helicopter Association International

(HAI) and new EHA, the European

helicopter lobbying association, are

supporting the IS-BAO HE effort. —By

Thierry Dubois

Brian Humphries,

chairman of the

British Helicopter

Association. A

strong supporter

of the international

standard for

business aircraft

operations (IS-BAO), he pledged that the

helicopter edition will be ready by the

middle of this year.


Rotorcraft Report

■ TRAINING | SIMULATORS

Eurocopter Aberdeen Training Facility Comes Online

Eurocopter officially opened its North

Sea support and service center on

February 1 in Aberdeen, Scotland.

The complex represents a £10 million

investment by Eurocopter and took

two-and-a-half years to complete. It

covers 53,820 square feet (5,000 square

meters).

The manufacturer designed the cen-

ter with expansion in mind, and there is

space for a second simulator (possibly

an EC175 sim) alongside the existing

EC225 full flight simulator, which has

already been booked for a minimum of

1,000 hours in its first year.

Markus Steinke, managing director

of Eurocopter UK, said that the service

center will support Eurocopter’s three

main customers in the oil and gas

industry located in Aberdeen—Bond,

Bristow and CHC, although it is not

exclusive to those companies.

“Eurocopter is proud to be the lead-

ing supplier of offshore helicopters

[to] the North Sea sector,” said Steinke,

adding that “exactly 100” were cur-

rently operating in the region—45 from

Aberdeen, 11 from other sites in the

UK, 31 are located in Norway, eight in

the Netherlands and the remaining five

in Denmark. Of these 100 helicopters,

84 are directly involved in oil and gas

operations, while the remaining 16

are declared search and rescue (SAR)

assets. Steinke said that the type mix

is broken down accordingly: “24 heli-

copters are from the Dauphin product

range and 76 from the Super Puma/

EC225 ranges with the main helicopter

being the EC225, with 28 machines.”

In opening this facility, Eurocopter

has invested not only in today’s oil

and gas industry but has an eye on

the future, not only in terms of the

new EC175, but also the wider energy

industry future—specifically the devel-

opment of wind farms. Steinke said

that Denmark, Germany and the UK

are generating the wind farm idea in

and around the North Sea. “Our esti-

mate for this country [UK] for the end

of the decade is that we will have 20

helicopters flying for wind farm sup-

port of different forms—close to the

coastline with small helicopters, then

larger ones further offshore working to

a major hub.”

Derek Sharples, Eurocopter’s execu-

tive vice president, support and service,

said after the opening: “Our EC225 heli-

copter program is our flagship ... we are

ramping up deliveries of the helicopter

and have demand coming from other

customers around the world. We will

use this facility for the training of other

customers—such as the Norwegians.”

Sharples agreed that the Aberdeen

facility could be seen as a blueprint

for the future regarding Eurocopter’s

development strategy within the ener-

gy sector.

“This year we open the EC225 sim-

ulator here, the first EC225 simulator

to open outside Marignane in France,

although it is the 15th Eurocopter

simulator worldwide and part of our

strategy to be close to our customers.”

He added that there were other

projects to open EC225 simulators in

Brazil, Malaysia and China, but gave

no timeline. Eurocopter’s UK business

goes from strength to strength, accord-

ing to Steinke: “In the UK we grew

revenue by 25 percent last year and we

have done this in spite of the crisis—the

footprint in the UK has doubled since

2008.”

Commenting on the downturn on

sales across Eurocopter, he said that

with the delivery of most of the police

aircraft to the UK and with the forma-

tion announced of the new National

Police Air Service, there would be a

period of consolidation. However, he

added that “half of this [police] fleet

is maintained at Oxford. The civil

business was not very good last year,

with only two new helicopters ... but

the company is built on three pillars—

defense, civil and service business—

and we are able to grow and build on

our competencies. It is a very healthy

structure.”

The last word on new aircraft pros-

pects came from Sharples, who specifi-

cally talked about the EC175: “We have

14 orders from 14 customers for the

EC175 and we are currently converting

them into firm contracts—so expect

announcements at HAI [Heli-Expo

2011].” —By Andrew Drwiega

Rotorcraft Report


■ MILITARY | AIRFRAMES

Boeing Begins Chinook Mk4 Flight Tests

Boeing’s UK Rotorcraft Support has started flight testing the first Chinook Mk4

(above). As part of Project JULIUS, Boeing Defence UK flew the helicopter for the

first time late in 2010 in Hampshire, England. The project involves modifying 38

Mk2/2As into the Mk4/4A configuration and upgrading eight Mk3s into Mk5s.

Subcontractor Vector Aerospace is updating the helicopters at its Gosport Fleetlands

facility, including installation of Thales’ TopDeck avionics and a third crew seat.

In a separate development in late January, Boeing joined with program suppli-

ers and the Netherlands Ministry of Defence to celebrate the first flight of the Royal

Netherlands Air Force CH-47F Chinook. The event took place at Summit Aviation in

Middletown, Del. Using two prototypes, Boeing plans to test the airframe and systems

with around 100 hours of flight tests through August.

The Details: EC225 SimulatorBuilt in cooperation with INDRA/Spain and

featuring Eurocopter’s simulation data

package, the EC225 simulator is a full-motion

system with six degrees of freedom, an

instructor station, simulation of all systems

and optional equipment solutions, avionics

system and a replica of the EC225 cockpit. It

features sound and vibration, and has a visual

system field of view of 210 degrees horizontal

and 80 degrees vertical, which exceeds

the highest full flight simulator (FFS) Level

B requirements. A 50-degree vertical field

of view located below the horizon provides

a ‘look down’ capability for SAR and night

helideck landing training. The visual database

features the airports, helipads, oil platforms

and ships as experienced in the North Sea and

is compatible with FLIR and night vision goggle

(NVG) operations.


Rotorcraft Report

com

ing

even

ts PEOPLE

March 5–8: Heli-Expo 2011, Orlando, Fla. Contact HAI, phone 1-703-683-4646 or visit www.heli-expo.com

March 16–18: Association of Air Medical Services (AAMS)

Spring Conference, Washington, DC. Contact AAMS, phone 1-703-836-8732 or visit www.aams.org

March 21–24: 38th Annual International Operators

Conference (IOC), San Diego, Calif. Contact NBAA, phone 1-202-783-9000 or visit www.nbaa.org

March 22–25: Aircraft Electronics Association (AEA) Annual

Convention & Trade Show, Reno, Nev. Contact AEA, phone 1-816-347-8400 or visit www.aea.net

April 17–20: Quad-A Annual Convention, Nashville, Tenn. Contact Quad-A, 1-203-268-2450 or visit www.quad-a.org

April 19–21: 56th Annual Corporate Aviation Safety Seminar

(CASS), San Diego, Calif. Contact Flight Safety Foundation, phone 1-703-739-6700 or visit www.flightsafety.org

May 1–6: Medical Transport Leadership Institute, Wheeling, W.V. Contact AAMS, 1-703-836-8732 or visit www.aams.org

May 2–5: 2011 Offshore Technology Conference, Houston, Texas. Contact OTC, 1-972-952-9494 or visit www.otcnet.org

May 3–5: AHS Intl 67th Annual Forum and Technology

Display, Virginia Beach, Va. Contact AHS Intl, phone 1-703-684-6777 or visit www.vtol.org

May 17–19: EBACE 2011, Geneva, Switzerland. Contact EBAA, phone +32 2 766 0073 or visit www.ebaa.org

May 19–21: International Helicopter Industry Exhibition

(HeliRussia 2011), Moscow, Russia. Contact HeliRussia, +7 495 958 9490 or visit www.helirussia.ru

May 24–27: AirMed World Congress 2011, Brighton, UK. Contact AirMed at +44 (0) 162 283 3448 or visit www.airmed2011.com

June 20–26: 49th Annual International Paris Air Show, Le Bourget, France. Contact Paris Air Show, phone +33(0)15 323 3333 or visit www.paris-air-show.com

July 20–23: Airborne Law Enforcement Association (ALEA)

Annual Conference, New Orleans, La. Contact ALEA, phone 1-301-631-2406 or visit www.alea.org

Aug. 17–19: 8th Australian Pacific Vertiflite Conference on

Helicopter Technology, Gladstone, Australia. Contact AHS Intl, phone 1-703-684-6777 or visit www.vtol.org

Sept. 27–29: Helitech Duxford 2011, Duxford, UK. Contact Reed Exhibitions, phone +44 (0) 208 439 8886 or visit www.helitechevents.com

Oct. 10–12: AUSA Annual Meeting, Washington, D.C. AUSA, phone 1-703-841-4300, 1-800-336-4570 or visit www.ausa.org

Oct. 10–12: National Business Aviation Association (NBAA)

64th Annual Meeting & Convention, Las Vegas, Nev. Contact NBAA, phone 1-202-783-9000 or visit www.nbaa.org

Oct. 17–19: Association of Air Medical Services (AAMS)

Air Medical Transport Conference (AMTC), St. Louis, Mo.

Contact AAMS, 1-703-836-8732 or visit www.aams.org

Longmont , Colo.-based Master

Instructors has granted Master CFI-

Helicopter accreditation to Randy

Rowles, vice president of business

development and NVG training

programs for Night Flight Concepts

(NFC). Rowles becomes the first

individual to receive the designation,

which was developed with input from

FAA, IHST and HAI. The MCFI-H

program establ ishes standards

for helicopter instructors. Rowles

is also a designated pilot examiner

for helicopter licenses and ratings,

including for private, commercial,

ATP, NVG and CFI/II. He is also a

FAASTeam representative, chairman

of HAI’s Flight Training Committee,

and board member of the National

EMS Pilots Association.

Eurocopter Group has appointed

Stephane Chery (pictured) as head

of its international media relations

depar tment . He

succeeds Cécile

Vion-L anctuit ,

who became vice

president of corpo-

rate communica-

tions in May 2010. Chery comes from

Publicis Consultants, where he was a

partner.

Bell Helicopter has named Jef-

frey Angelos the new director of its

Commercial sales division for North

America. He will be responsible for

sales, marketing and aftermarket sup-

port across the continent. A helicopter

pilot, Angelos comes from the FBI,

where he was the section chief for the

agency’s aviation branch.

Geoff Hill is the new director of

communications for the Aircraft Elec-

tronics Association and editor of Avi-

onics News. Based at the organization’s

headquarters in Lee’s Summit, Mo.,

Hill was previously director of sales for

Paradise Park Inc., and formerly man-

aged communications, media rela-

tions and marketing for the University

of Missouri-Kansas City.

Helicopter Association Interna-

tional (HAI) has hired Kristin Lord

Anderson as executive assistant to

Matt Zuccaro, the association’s presi-

dent. Anderson will serve as a liaison

between the president and HAI’s

Board of Directors. She was previ-

ously an administrative and executive

assistant for the U.S. Marine Corps

Scholarship Foundation.

People’s Capital and Leasing Corp

(PCLC) has appointed Jim Pulie

vice president of sales for its Aviation

Finance division. He will oversee loans

and leases for the commercial helicop-

ter industry in the U.S. Pulie’s previous

experience includes stints at Sikorsky

Aircraft and Pratt & Whitney.

Rotorcraft Report


■ TRAINING | MILITARY

CAE to Supply MH-60R TrainersThe U.S. Navy has granted a

$44-million contract to CAE for

two Sikorsky MH-60R tactical

operational flight trainers (TOFTs).

The agreement calls for CAE to

deliver one simulator to Naval

Station Mayport near Jacksonville,

Fla. in mid-2013, and the other to

the Naval Air Facility in Atsugi,

Japan in summer 2014. The contract

includes options for two additional

trainers that would raise the total

value to around $78 million.

■ MILITARY | AVIONICS

1,000th M-TADS/PNVS Delivered

L o ck h e e d M a r t i n o f f i c i a l s

have handed over the 1,000th

modernized target acquisition

designation sight/pilot night vision

sensor (M-TADS/PNVS) to the

U.S. Army. The Arrowhead unit is

employed on the Army’s Boeing

AH-64D Apache.

AgustaWestland has delivered an AW109 Power to Kocoglu Aviation, which provides EMS for

the Turkish Ministry of Health. With bases in 15 locations around Turkey, Kocoglu has a fleet

of eight AW109 Powers and one AW109 Grand.

■ TRAINING | DEGREE PROGRAMS

Hawaiian Flight School Gains F-1 Visa Approval for International StudentsMauna Loa Helicopters has obtained U.S. Department of Homeland Security

approval to issue I-20 applications for F-1 visas to international students that sign up

for its Professional Pilot program. Founded in 1995, the flight school has bases on

three Hawaiian Islands—Hawaii (the Big Island), Kauai and Oahu.


Rotorcraft Report

■ PRODUCTS | AVIONICS

Becker Audio Chosen for German RescueDRF Luftrettung (German Air Rescue)

has placed an order for Becker Avionics’

DVCS6100 digital audio system for

three Eurocopter/Kawasaki BK117s.

Modifications started in early 2011 at

DRF Luftrettung’s maintenance facility at

Karlsruhe/Baden-Baden airport (FKB).

■ SERVICES | FDM

Alakai Obtains STCAlakai Technologies has received an

FAA supplemental type certificate (STC)

to install its digital flight data monitoring

(FDM) systems on the Eurocopter AS350

and EC130 variants. According to Alakai,

the approval will allow helicopter operators

to attain airline-comparable FDM or FOQA

programs at a lower cost.

■ PUBLIC SERVICE | LAW ENFORCEMENT

Mexico Federal Police Incorporate Sikorsky UH-60MsThe U.S. State Department has handed over a trio of Sikorsky UH-60M

Black Hawks to the Mexican government’s Federal Police. The helicopters

will support Mexico’s airborne law enforcement operations under the

Merida Initiative, a security cooperative with the U.S. The Federal Police

operate a fleet of seven UH-60Ls.

Rotorcraft Report


Total MD 500 Support

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Avionics

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MD 500 & UH-1 Specialists.

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No Limits No Boundaries No Excuses


Heliworks Uses Quantum Control ERP SoftwareContact Component Control to learn how Heliworks, Inc., a Part 145 Repair Station based

in Pensacola, Fla. is using Quantum Control enterprise resource planning (ERP) software

to increase its production capabilities in 2011. According to Heliworks president Stephen

Simpson, the efficiencies gained from Quantum have already led to an increase in Heliworks’

capability to rebuild two TH-67 (Bell 206B3) helicopters for the U.S. Army. “We purposely

waited for the Quantum Control installation to buy the bulk of the 400 line items needed for the second TH-67,” said Simp-

son. “What would have previously taken up to a week to procure took literally just a few keystrokes in Quantum. The quoting

system was so much easier than our previous system, and with Quantum everything is linked

together so shipping and receiving was streamlined as well.” Stop by Booth 3417 at Heli-Expo

or visit Component Control online to learn more: www.componentcontrol.com

Heliport Crash and Rescue Equipment LockersCivil aviation authorities strongly recommend the provision of crash and rescue equipment at

helicopter landing sites. The supply of adequately stocked lockers is an appropriate precaution-

ary measure to help prevent lives being lost if simple ancillary rescue equipment is not read-

ily available when needed. In addition to all the necessary tools and safety equipment required,

recommended practice is that at least two, positive pressure, self-contained breathing apparatus

(SCBA) sets complete with ancillary equipment and reserve cylinders should be provided. At an

elevated heliport, equipment should be stored adjacent to the heliport and be easily accessible. If your

facility does not have crash and rescue equipment lockers Heliportsequipment.com can supply them as either as a complete

package comprising of all the necessary tools and safety equipment as per recommended practices, or individual items as

needed. FEC Heliports, +44 1494 775226 or visit www.heliportsequipment.com

True Blue Power Lithium Emergency PowerThe True Blue Power MD835 from Mid-Continent Instruments is the industry’s first lithium

emergency power supply to be TSO C179 certified. Featuring advanced friendly lithium

technology, the MD835 weighs in at only 4.8 pounds—more than 8 pounds lighter than com-

peting products. Maintenance intervals for the MD835 are only every two years, compared

with legacy lead-acid designs’ yearly capacity check. And with a life expectancy of 10 years, the

MD835 easily outlasts the typical lead-acid battery’s three-year replacement schedule. To learn more about

the MD835 or the True Blue Power product line, contact Mid-Continent Instruments by phone 1-316-630-0101 or visit

www.truebluepowerusa.com

CORRIDOR Aviation Maintenance SoftwareCORRIDOR is an aviation-specific enterprise software application developed for any type

of aviation service business. Large or small. Full service or specialized. Rotary or fixed-wing.

CORRIDOR’s modular design lets each organization customize their solution. Modules

include those for Inventory Procurement & Logistics, Maintenance & Shop Management,

Part Sales & Retail Distribution, Customer & Vendor Management, Aircraft Maintenance

Record Keeping, Accounting Integration, and more. CORRIDOR automates the entire

maintenance process from quoting through work performed to invoicing—in real-time.

Created by aviation professionals, CORRIDOR is proven throughout the industry to improve efficiency, reduce errors,

increase control and visibility, reduce costs, and elevate customer service levels. CORRIDOR is backed by professional, experi-

enced, in-house support. CORRIDOR, 1-512-918-8900 or visit www.corridor.aero

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COMMERCIAL | MILITARY

Bell Helicopter strives to regain ground in the civil

market while maintaining its military business

amid proposed DoD program cuts.

By Robert W. Moorman

BATTLING B

Bell P

ho

tos


Battling Back

ING BACKT

he short video clip from

Bell Helicopter’s website is

impressive. “Welcome to the

evolution of Bell Helicopter,”

says the announcer dramatically, as

Bell 4 Series rotorcraft skim effort-

lessly over the ground. The message

is brief, but the intent is clear: This

is the new Bell Helicopter, revital-

ized with new products and decisive

leadership.

It will take more than slick advertis-

ing for Bell to reverse course on the

civil side particularly, but the company

appears to be moving in the right direc-

tion, according industry observers.

Consider Bell’s flattened manage-

ment structure. After years of tinker-

ing, Bell seems to have found the right

balance of leaders that recognize the

operating differences between its civil

and military businesses.

CEO John Garrison, a seasoned

executive who held senior manage-

ment positions at Azurix Corp. and

Case Corp., leads the quest of rejuve-

nating the company. Garrison replaced

Richard "Dick" Millman, who retired

after 43 years with Textron. Millman

began the restoration process before

his retirement and his contribution

should not be overlooked, say analysts

who have followed the Fort Worth,

Texas-based company. In lengthy two-

part interviews, Garrison and other

Bell executives shared the future plans

for the iconic rotorcraft manufacturer.

“Our overall strategy is to grow all

elements of the business: military, com-

The $5-million light twin-engine 429

will be the standard bearer of Bell’s civil

rotorcraft line. With a 150-knot cruise

speed and 390-nautical mile range, the

eight-seat helicopter features a large

cabin, which can convert from passenger

to cargo service.


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mercial and aftermarket services,” says

Garrison. “We want to focus on areas to

revitalize the business, which includes

improving the range of products as well

as enhancing existing models,” adds

Larry Roberts, senior vice president of

the Commercial division. Roberts was

lured from American Eurocopter to

improve Bell’s commercial business.

Garrison says he doesn’t believe

the company will be adversely affected

by the U.S. Department of Defense’s

planned cutbacks as well as additional

reductions in military spending recom-

mended by President Barack Obama’s

deficit reduction commission.

“None of the cuts impact us,” says the

CEO confidently. In the Quadrennial

Review (QDR) of DoD programs, rotor-

craft came out “quite well,” says Gar-

rison. Every four years, by congressional

mandate, DoD reviews its strategy and

associated programs through the QDR.

Not everyone is convinced that Bell’s

military programs will dodge the DoD

budget ax. Marine Commandant Gen-

eral James Amos, addressing troops at

the Miramar Marine Corps Air Station

in December, said cuts could involve

big-ticket items, such as advanced air-

craft. The Marines’ MV-22 Osprey is

for now safe, say industry observers, but

the F-35B, a special version of the Joint

Strike Fighter for the Marines, could be

axed. Bell’s ongoing military programs

might be safe, but news of cuts “was a

wake call for them,” says one Bell advisor,

who asked not be identified. “No longer

are military programs the sacred cows


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Battling Back

they once were,” he adds. Bell is under a

multi-year DoD contract to provide the

Marines and Air Force Special Opera-

tions with the Bell Helicopter Textron/

Boeing V-22 tiltrotor until 2014. (See

related sidebar.)

There are other military programs

worth noting. The U.S. Army awarded

Bell a $21.7-million contract to install

modern cockpits in aging OH-58A heli-

copters. The A models will be converted

to “D” models.

In separate action, the Army award-

ed a new designation for the OH-58.

The F model Kiowa Warrior will receive

off-the-shelf enhancements featured on

other platforms, such as an advanced

nose-mounted sensor, improved cock-

pit control hardware and software for

increased situational awareness, along

with three full color multi-function

displays. Part of the company’s revital-

ization effort is the makeover of the H-1,

designated UH-1Y (Yankee) and AH-1Z

(Zulu). The improved Yankee and Zulu

models will have 84 percent parts com-

monality, including composite blades,

hydraulic components, fuel systems,

avionics and identical T700-GE-401C

engines and gearboxes. Both also have

“dramatic performance improvements,”

says the company. Due to an operational

security requirement, Bell did not pro-

vide specific performance improving

figures. Upgrades to the H-1 (desig-

nated models AH-1W and UH-1N)

include four-bladed rotor system, inte-

grated glass cockpits and more robust

10,000-hour airframes.

Fire-X, a vertical unmanned air system developed by Northrop Grumman and Bell, completed its first fully autonomous flight Dec. 10 at Yuma Proving Ground, Ariz. Airframe for the UAS is based on the commercial Bell 407 platform.

Bel

l Phot

o/K

alee

Apple

ton

36 ROTOR & WING MAGAZINE | MARCH 2011 W W W. R O T O R A N D W I N G . C O M36

Fifty-eight percent of Bell’s business

is military—the rest is commercial

and aftermarket services support.

Elsewhere, on the military side, there

is noteworthy activity. Engineers from

Northrop Grumman and Bell Helicop-

ter continue to develop the cargo car-

rying Fire-X unmanned aerial system

(UAS). First flight was in mid-Decem-

ber near Yuma, Ariz. Fire-X, built on a

commercial Bell 407 platform, and larg-

er than Northrop’s MQ-8B Fire Scout,

will carry payloads up to 1.5 tons. Fire-

X retains the ability to be piloted.

With the success of the unmanned

aerial vehicles in Iraq and Afghani-

stan—both as observers and weapons

delivery platforms—the Fire-X could

be a significant moneymaker for Bell

and its partner Northrop Grumman.

Civil Servant

On the civil side, Bell will need new,

next-generation rotorcraft if it ever

hopes to compete. For now, the $5 mil-

lion light twin-engine 429 will be the

standard bearer of Bell’s civil rotorcraft

line. With a 150-knot cruise speed and

390-nautical mile range, the eight-seat

helicopter features a large cabin, which

can easily convert from passenger to

cargo service.

Certified in mid-2009, the mainte-

nance program of the 429 is approved

by the European Aviation Safety Agen-

cy and that feature could boost sales in

the region. “The 429 gives us the ability

in developing markets that are moving

up to twins (twin engine helicopters),”

says Garrison.

To help “broaden Bell’s footprint

worldwide,” adds Roberts, the com-

pany recently opened a service center

in Prague for the 429 and other Bell

products. In addition to the U.S., the

429 has been sold to Russia, Ukraine,

Chile, Australia, China, India and the

UK; sales are pending in the Philippines

and Brazil. As of late December, the ini-

tial block production of 33 aircraft was

sold, says Roberts.

In November 2010, Bell delivered

two 429s to Chevron as part of the

energy company’s efforts to upgrade

its rotorcraft fleet operating in the Gulf

of Mexico. The 429s are outfitted with

modern avionics capable of integrating

automatic dependent surveillance-

broadcast (ADS-B). That’s significant

news because numerous Gulf opera-

tors are ordering ADS-B equipped

helicopters because of its safety and

efficiency value. ADS-B is an integral

component of FAA’s NextGen air traf-

fic management system. In December

2009, FAA began controlling traffic

over the Gulf of Mexico using satellite-

based technology, including ADS-B.

Sales of other Bell civil rotorcraft

are picking up. In October 2010, Bell

announced the sale of 32 new helicop-

ters to three leading air medical trans-

port service providers at the 2010 Air

Medical Transport Conference. Sixteen

Bell 206Ls will go to Air Medical Group

Holdings, 15 Bell 407s to Air Methods

Corp. and one 428 to Mercy West, with

an option for two more aircraft.

Like Bell’s plans for some military

aircraft, upgrades to civil aircraft are

part of the revitalization effort. Bell

now offers a significant upgrade to the

workhorse Bell 412EP light twin. A

supplemental type certificate (STC)

enhanced and extends the various mis-

sions of the 412EP. The improvements

include: a BLR Aerospace FastFin sys-

tem to increase tail rotor effectiveness;

full authority digital engine control

(FADEC); a new glass cockpit similar

to that of the 429; and new, more

powerful Pratt & Whitney engines.

Each engine provides a 15 percent shp

increase and better hot & high capa-

bility. Other upgrades of the 412 EP

include an improved tail rotor that Bell

says eliminates the need for pre-flight

visual inspection, and a new communi-

cations system is also offered.

Bell ceased production of the 210,

427, 430, and the 206B3 over the last

12–18 months as part of its long-

term strategy to provide an “effective

and comprehensive product line-up,”

according to a Bell spokesman. The

company continues to produce other

commercial aircraft including the

206L, 407 and 412.

Despite the 429 and enhance-

ments to existing civil models, industry

observers remain either cautiously

optimistic or highly skeptical that Bell

has evolved to compete effectively in

the civil market. The company needs a

new rotorcraft to replace the JetRanger

as well as one to compete with the

turbine-powered, five-seat Robinson

R66, analysts agree.

“I would say that Bell is on the

right path,” says Raymond Jaworowsky,

senior aerospace analyst for Forecast

International. “They had been stuck in

their own vision of the future,” placing

too much emphasis on the commercial

viability of the tiltrotor.

Thinking the civil market for tiltro-

tor would blossom was a costly error.

That misdiagnosis, says Jaworowsky,

allowed Eurocopter to pounce on ter-

ritory once held by Bell. Richard Abou-

AH-1Z.

Bell



lafia, VP of analysis for the Teal Group,

described Bell’s past history as “the fail-

ure to invest adequate resources in the

civil product line.” The entire company,

he says, was focused almost entirely on

one customer—the U.S. military.

Even with the advanced 429, cus-

tomers want to see a “consistent pattern

of new investment,” says Aboulafia,

adding that the aircraft is fighting an

uphill battle against the Eurocopter

EC135 lightweight twin-engine rotor-

craft. The good news is that “civil heli-

copter build rates will be rising at the

same time that military helicopter

production is forecast to be declining,”

says Jaworosky, referring to Forecast’s

new 10-year projection, “The Market

for Light Military Rotorcraft.”

The 429 program faced several

challenges—certification delays, strikes,

management shuffles, unsustainable

order books and rumored weight prob-

lems. But every program has its share

of snags, says another analyst. Whether

the 429 had more than other programs

no longer matters. What’s noteworthy

is that “those problems got sorted out

during a market slowdown, which is a

most convenient time,” points out Brian

Foley, president of Brian Foley Associa-

tions, an industry consultancy.

Another point: Despite the ten-

dency of industry observers and

competitors to pile on, some of Bell’s

troubles were not of its own making.

Most OEMs are just now recovering

from one of the worst recessions in

recent memory. Orders were cancelled

or deferred over the last two years.

Employees were furloughed or let go

permanently. Companies lost billions

of dollars. It was a mess. And recovery

is slow. At present, Bell maintains a 9

percent share of the civil and military

markets in terms of rotorcraft built,

estimates Forecast International. That

figure includes both piston and turbine-

powered helicopters, but excludes the

joint venture with Boeing on the V-22

Osprey, as well as the Bell-AgustaWest-

land partnership on the civil tilt-rotor

version, the BA609. Excluding the pis-

tons, Bell’s market share rises consider-

ably, Forecast states. Bell says that a full

market turnaround won’t happen until

2012 but that could be too conserva-

tive. Says Foley: “We believe it may well

happen sooner because of more robust

worldwide stock markets, a lowering

dollar and rising energy costs.”

Much of Bell’s and other OEMs new

commercial business will come from

“traditional sources” initially, says Foley.

Longer term, “a nice boost” will come

from countries, such as China and

India. Increased rotorcraft production

will rise, but the “absolute numbers will

be rather small,” Foley cautions.

As for the BA609, Bell continues to

work with AgustaWestland to “bring

the aircraft to market,” says Garrison.

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Battling Back


No sales have been recorded for the

not-yet-certificated BA609 and certifi-

cation could take two more years, says

Bell. Despite the various challenges,

Bell’s financial situation is relatively sta-

ble. Third-quarter revenues increased

$197 million over the year-earlier

period, due primarily to deliveries of

military and civil rotorcraft. Segment

profit rose $28 million.

In 2009, Bell posted operating rev-

enues of $2.842 billion, a slight hike

over the $2.827 billion posted in 2008,

according to Textron’s 2009 annual

report. Profit margin increased slightly

to 11 percent in 2009 compared to 10

percent in 2008.

Even with the financial improve-

ment, and a bump in sales of commer-

cial rotorcraft, Bell has no immediate

plans to hire more factory and white-

collar workers.

In October 2008, the manufacturer

announced plans to eliminate 220 full-

time positions and many part-time

workers, mostly in the Dallas/Fort

Worth area. The layoffs were prompt-

ed by DoD’s cancellation of the Bell

ARH-70 Arapaho helicopter program

because of cost overruns and program

V-22: Coming Full CircleThe Bell/Boeing V-22 Osprey tiltrotor has

come a long way since the early days when

cost overruns, design problems and two

back-to-back fatal accidents in 2000 nearly

cancelled the program on several occasions.

The bugs were worked out long ago and

the vertical short/takeoff and landing (V/

STOL)-capable V-22 is seeing a lot of action

these days. Over the last two years, the V-22

has accumulated nearly 100,000 hours of

flight time in harsh environments in Iraq

and Afghanistan. The dispatch reliability rate

is climbing, but still needs improvement,

according to military leaders.

“The CV-22 has been highly reliable and

effective in combat,” said Air Force Lt. Col.

Matthew Glover, 8th Special Operations

Squadron director of operations. “We have

received positive feedback from combat

leaders at all levels.” For the full story, visit

www.rotorandwing.com

delays. None of those positions, now

described now as a permanent reduc-

tion in force, will be revived, according

to Bell’s human resources department.

However, there remains the pos-

sibility of ramping up employment

to support specific programs, says

the company. No further details were

provided.

R&D Leader

Bell is known for innovative engineer-

ing and research and development

(R&D) programs. In a follow-up inter-

view, Bell officials provided details

about current R&D projects. Many

programs are for the Defense Advanced

Research Projects Agency (DARPA), so

only general details were provided. But

even with the lack of specifics, there

is widespread belief that some of the

research will eventually trickle down to

the commercial side.

“A lot of the technologies we’re look-

ing at today are to help advance the mil-

itary’s next multi-role helicopter,” says

Jeff Lowinger, executive vice president

of engineering. The company is work-

ing with Fokker to help develop a faster

and quieter helicopter with a higher

gross rate. The company is research-

ing advanced rotor and drive system

technology, better power-to-weight

ratios and increased payload capacity.

In addition, Bell is working on blade tip

shape development, fly-by-wire tech-

nology, enhancing the crashworthiness

of rotorcraft and better situational

awareness for the pilot.

Much of the work on the civil side

is directed at reducing gearbox and

tail rotor noise, says Lowinger. Bell

also is experimenting with lightweight

composite structures. But the next

breakthrough in rotorcraft related tech-

nology will be in “usage monitoring” of

aircraft systems, over and above pres-

ent health and usage management sys-

tem (HUMS) capability, which focuses

mainly on prognostics, says Lowinger.

HUMS technology does not truly con-

sider the flight regime in which the air-

craft has flown, he says. Bell continues

this HUMS-related R&D through its

operational support and sustainment

program.

In 2009, Bell began research “on

the next-generation of advanced flight

control laws” at its Xworx facilities

in Arlington, Texas. The focus of the

research was to enhance safety by

reducing pilot workload through auto-

mated flight.

One question being bandied about:

Will parent Textron provide Bell with

sufficient funds to continue with

advanced R&D? Yes, apparently. Gar-

rison says Textron plans to increase

investment in R&D at Bell by 50 per-

cent over the next five years.

Adding new rotorcraft and enhanc-

ing existing vehicles are just part of the

Bell’s revitalization efforts. The com-

pany has invested $600 million devel-

oping production and support facilities

for the V22, H1 and 429, among other

models, since the production makeover

began in 2006. Some of the production

facilities are shared with other models

to enhance efficiency.

“We’ve enhanced our capacity from

supporting spares for older aircraft to

adding capacity for newer aircraft,” says

Pete Riley, executive vice president of

operations. “We’ve done a lot of work

on being flexible in the civil and mili-

tary production.”

To improve efficiency, Bell adopted

several principles of Lean manufactur-

ing. Riley serves on the board of gover-

nors of the Lean-related Shingo Prize,

which recognizes companies for opera-

tional excellence in manufacturing.

Whether Bell will be able to regain

all the ground it lost on the commercial

side is unknown. The 429 and next-

generation upgrades to existing models

are a step in the right direction, along

with the recognition by upper manage-

ment and parent Textron that deriva-

tives are no longer acceptable. Signifi-

cant sums must be spent to ensure that

Bell remains a player on the civil side.

Bell will continue to rely on its military

programs to ensure the revenue stream

keeps flowing. But there could come a

point where the civil side has to stand

on its own merits.


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AMERICA

MA

President & CEO looks to raise

the U.S. division of Eurocopter

to new heights.

Euro

co

pte

r P

ho

tos


CEO Marc Paganini

ICAN EUROCOPTER’S

MARC PAGANINI

By Bob Cox

Marc Paganini has a well-focused vision for taking American Eurocopter to new heights. It will be a com-

pany with a stream of new and upgraded helicopter models, strong civil and military sales from a solid U.S.

manufacturing and assembly base. It will also be a company with strong and growing service and customer

support capabilities.

“We’re going to become a full-fledged manufacturer in the United States,” says Paganini, president and chief executive

officer of the U.S. arm of the European company that over the last decade has gained a firm hold as the sales leader in the U.S.

civil helicopter market. Following up on years of strong civil helicopter sales—600-plus civil aircraft delivered from 2003 to

2009—and a growing role in supplying the U.S. military and government, American Eurocopter is investing significant sums in

building up its capabilities across the board.

“It’s exciting because we’re working on what we’re going to be the next 20 years, a very exciting and defining moment,” says

Paganini. American Eurocopter expects revenues of about $800 million this year, a nearly four-fold increase in the last decade.

The steady stream of orders from the Army for the UH-72A Lakota utility helicopter, which is assembled in Columbus, Miss.,

has helped offset the slump in the civil market.

But Paganini’s goal for the top-line number is much bolder: $1 billion by 2012 increasing to $2 billion by 2020. Much of that

growth, he says, should come from commercial and military helicopter sales. With parent Eurocopter and EADS planning to

spend $1.5 billion over five years on research and new product development, the company expects to have a steady stream of

new models and new technology to insert into existing products.

“I don’t think any other helicopter manufacturer in the world is spending what we do on R&D.” It’s that unrelenting focus

on new products over the last decade that has driven the growth of American Eurocopter, says Teal Group aerospace analyst

Richard Aboulafia. “They’ve done a great job of blanketing every price point [in the helicopter market] with new technology

and models.” Aboulafia says.

EC175, the latest commercial variant from Eurocopter for the

offshore market, is currently in flight test. First deliveries are

expected in 2012. “The program is on time,” says Paganini.


In the short term, the next prod-

uct for the commercial market is the

EC175—aimed at the offshore oil

market—which is in flight test and due

to be certified and ready for delivery

by 2012. “The program is on time,” says

Paganini.

The CEO’s eyes light up when asked

about parent-company Eurocopter’s

recent disclosure that it is flying the X3

(“X cube” to non-engineers and math

challenged folks) high-speed helicopter

technology demonstrator.

The prototype, an EC155 (a large,

12-passenger airframe) is a five-bladed

rotor helicopter outfitted with twin

turboprop engines, mounted on short

wings, that power the main rotor and

also forward flight. “The challenge is to

keep the hovering capability [of a heli-

copter] and go fast,” says Paganini, with

a targeted top speed of 220 kts.

The concept, Paganini says, has

exciting possible applications for both

the civil and, especially, future U.S.

military aircraft markets. But beyond

new and upgraded helicopter models,

Paganini is focused on building up the

other aspects of the company’s busi-

ness to provide ever-expanding service

to customers.

After taking over the company in

2002, Paganini says he was immedi-

ately shocked to discover the great

disparity between the safety records of

fixed-wing aircraft and helicopters. “I

was determined to make safety the top

priority for my company and to make

sure our customers are the best trained

in the world.”

American Eurocopter recently

added a new full motion, full cabin

AS350 flight simulator at its head-

quarters in Grand Prairie to its existing

EC145/UH-72A full motion cockpit

simulator. The two simulators alone

amount to a $15-million investment in

just the last two years to build up flight

training capabilities. A third simula-

tor for the EC175 is slated to be ready

around 2012 when that aircraft goes

into service.

The company is already training

about 1,200 pilots and nearly 800 ser-

vice personnel a year. That part of the

business now accounts for $20 million

in annual revenues, a four-fold increase

since 2002. The number that should

grow even more with the existing lev-

els of business. But the company is also

expecting to tap into the foreign mili-

tary sales market for UH-72A orders,

which should drive even more training

revenue growth.

Paganini also is building the com-

pany’s aircraft modification capabili-

ties to meet the needs of both civil and

military customers. Over the last two

years the company has been add-

ing engineering staff, now at 36 and

headed to 50 by next year. The Army

has already contracted for modifica-

tions to add capabilities to the UF-72A.

“All of these modifications have been

designed and implemented here in the

U.S.,” says Paganini.

Working with Lockheed Martin,

American Eurocopter engineers are

modifying an EC145 into the first

prototype of an armed scout helicopter

aimed at meeting the Army’s require-

ments for an aircraft it wants to buy to

replace its aging OH-58D Kiowa War-

rior fleet. Lockheed and Eurocopter

have self-funded development of three

prototypes, with the first due to fly

before the end of the year.

That broad-based focus on custom-

er support in logistics, modifications

and training capabilities, Aboulafia

says, “is exactly how to get into the U.S.

government and military market.” Now

that it has major employment bases

in Texas (about 550 people) and Mis-

sissippi (about 300), “it’s given them a

significant political presence in the U.S.”

The company employed about 250

when Paganini arrived in 2002.

In the short term, the growing

capabilities on the customer service,

training and now modifications is

helping generate added revenues and

enabling the company to ride out the

downturn in civil aircraft sales without

layoffs or cutbacks in other areas. Civil

aircraft sales this year will be back to

2002 levels.

Paganini says there are some signs

that the civil business may pick up,

especially as business profits grow.

The air medical sector continues to do

well as operators replace old aircraft

with newer models, but the business

has shifted from a 50-50 mix of twin

and single engine helicopters to more

single engine models.

It will probably be several years,

he says, before local government and

law enforcement agencies return to

the market because of their budget

problems.

Until the business recovers, Pagani-

ni says he’ll keep American Eurocopter

moving on the other fronts. “We have

a lot of things on our plate. It is very

exciting.”

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PERSONAL/CORPORATE | SPECIALTY

HELISK NGIN THE

WASATCH

A mission that challenges both man and machine, heliskiing

nevertheless benefits operators who would otherwise have

helicopters sitting idle over the winter. For Wasatch Powderbird

Guides, as with most other heliskiing operations, the workload

comprises rescue work and avalanche control, as well.

By David Jensen

For some individuals, down-

hill skiing on a plotted slope

just doesn’t make the adrena-

line rush. They seek a greater

thrill, above the chair-lifted skiing

crowds, to mountain tops on which

they can carve their S turns in virgin

powder, snow on which no man has

tread. To reach such a skier’s nirvana,

they turn to helicopters. Heliskiing

has become the sport for “powder

heads.” It also offers rotorcraft opera-

tors commercial use of their aircraft

during the winter months, when their

helicopters otherwise would prob-

ably sit idle in hangars.

At the Snowbird Ski and Mountain

Resort in the Little Cottonwood Can-

yon (about 30 miles north of Salt Lake

City), Wasatch Powderbird Guides

(WPG) has been transporting heliski-

ers up the slopes in northern Utah since

1973. It has two Eurocopter AS350

B3 AStars at the Snowbird resort, and

another AS350 B3 at Canyon Resort

in nearby Park City. WPG is part of a

relatively modest-size U.S. helicopter


Heli Skiing

market. Bob Engelbrecht, American

Eurocopter’s regional manager for the

Northwest United States, Alaska and

Hawaii, has attempted to quantify the

market and come up with approxi-

mately 15 heliskiing operations. “It’s

a niche market,” he says, “but it works

because operators can put their air-

craft to work during the off season.”

The U.S. market is large enough to

support a dedicated association. Heliski

US began informally in the early 1980s

and gained tax-exempt, not-for-profit

status in early 2000. It has eight mem-

bers and two potential members. Upon

following the association’s safety and

operational guidelines for two years

and then being successfully audited,

the potential operators will achieve full

membership. Heliski US also audits the

operations of existing members on a

rotating basis every four years, accord-

ing to Joe Royer, association president

and owner of Ruby Mountain Heli-

copters, in Nevada. By ensuring a safer

and more professional operation, the

audit process can benefit heliski service

A Wasatch Powerbird Guides (WPG)

Eurocopter AS350B3 comes in for a

landing following a ski drop.

Lg

Tra

win

ski P

ho

to


providers when they seek insurance.

Heliski US members meet at least

once a year in the spring to discuss

the previous ski season. Issues include

safety, business practices, promotional

activities and interaction with govern-

ment agencies. Much of the heliskiing

activity takes place on public land.

Powderbird Guides, for example,

holds a U.S. Forest Service special-

use permit to operate within about

100,000 acres in the Uinta-Wasatch-

Cache National Forest.

But the U.S. heliskiing industry—as

well as the industries in other coun-

tries—takes a back seat to the one in

Canada, which is estimated to garner

90 percent of the global market. Opera-

tions in that country generally are larger

and employ bigger aircraft. One opera-

tor in British Columbia is larger than the

entire U.S. heliskiing market. Canadian

Mountain Holidays employs more than

20 helicopters, including 13 medium-

lift Bell 212s. Canada’s helicopter skiing

association, HeliCat, has more than

twice the membership of Heliski US.

One reason Canada has the largest

heliskiing market may rest in the fact

that the sport was pioneered there. The

Austrian immigrant, Hans Gmoser, is

credited for being the father of heliski-

ing. He founded Canadian Mountain

Holidays and launched a heliskiing

operation in British Columbia’s Buga-

boo Mountains in 1965. Royer describes

the U.S. market as “more intimate” than

Canada’s. U.S. operations generally

use smaller aircraft—primarily AS350

B2/3s and Bell 407s, both deemed ideal

for heliskiing on a small scale. With a

4,000-pound takeoff weight, the 407

can hover out of ground effect (HOGE)

at greater than 17,500 feet. The AS350

B3 holds the distinction of landing

atop Mount Everest—twice—and has

been used to rescue climbers on the

29,000-foot Nepalese peak.

Despite its high-altitude capability,

WPG pilots remain weight conscious

and mindful of outside temperatures

and load size when fueling up their heli-

copters. “Generally, we fly with about a

half tank,” says WPG pilot John Roberts.

Greg Smith, who moved to Utah

from Aspen, Colo., launched WPG

in 1973. Today, the firm is joined with

Powderbird International under the

umbrella company, Powderbird Enter-

prises, which is owned by a group of

shareholders. Four of the shareholders

manage the operations in Utah. Rusty

Dassing (WPG president), Mike Olson,

and Kevin O’Rourke are all experi-

enced guides, with more than 70 years

of combined experience. The fourth

manager, Scott Bedford, is a former ski

patrolman and is taking on the arduous

task of becoming a lead guide.

Achieving lead guide status is no

small task and requires at least five years

of experience and training, according

to Dassing. A lead guide must assume

complete responsibility for a skiing

group’s safety and care. In addition to

being an expert skier, he must have

medical training, experience around

helicopters and a keen understanding

of weather and snow conditions. Some

countries require guides to be certified,

but not the U.S. WPG has contracted

three AStar B3s. It once operated with

a Bell 407, which is “a great aircraft,”

according to Olson. “But we chose to

standardize our fleet with the rotors

going the same direction and the basket

[holding the skis externally] on the

same [left] side of the aircraft.”

Mountain Air Helicopters of Los

Lunas, N.M. furnishes one of WPG’s

AStars at the Snowbird resort and

the one in Park City. Classic Heli-

copters Ltd., based in nearby Woods

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Cross, Utah, supplies the second Snow-

bird AStar. WPG has had a long-term

relationship with Classic. 2010/11 is

MAHI’s second season with Wasatch

Powderbird Guides. WPG has per-

flight-hour contracts with the helicop-

ter operators. Regarding total aircraft

use, Olson says, “We shoot for 100 to

150 flight hours per season on each

helicopter.” Historically, he adds, “we

have about 50 to 70 days of operation

per season … and accommodate some

1,500 skiers.”

Why contract with two operators?

The answer involves WPG’s quest for a

particular aggregate of pilot experience

and specified aircraft. “We’re particular

about the pilots and aircraft we use,”

Dassing explains. “We’ve worked with

some of our pilots for many years.

They have to be aware of what we do in

these mountain operations.” To accom-

modate Snowbird’s discretion, for

example, MAHI hired John Roberts, a

former Classic Helicopters pilot who

has years of heliskiing experience, five

of them with WPG. “Once we estab-

lish a relationship with a helicopter

operator, we try to stay with them,”

adds Olson.

Accompanying each aircraft is a

fuel trailer towed by a truck filled with

consumable parts. A mechanic based

in Park City inspects the Snowbird-

based aircraft every other day and is

on call for emergency needs.

The two MAHI AStars have skis

on their skids, while the Classic heli-

copter has bear paws, which are pads

placed toward the rear of the skids.

“Both are good,” says Spencer Wheat-

ley, WPG’s chief guide and operations

manager. Skis offer the advantage of

keeping the helicopter atop fluffier

snow, but bear paws are often pre-

ferred on icier snow (more common

in Alaska) because they allow the

front of the skids to dig in.

An AS350B2 ascends after dropping off a

heli-skier into some fresh powder.

Lg

Tra

win

ski P

ho

to



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Mountain Flying

Piloting experience is critical for a mis-

sion that involves numerous takeoffs

and landings, at high altitudes, over

rugged terrain and in ever-changing

weather conditions. Add the responsi-

bility of safely transporting customers

in such conditions, and you describe a

distinctive use of rotorcraft.

WPG excursions regularly take

the AStars up to elevations exceed-

ing 11,000 feet. A single aircraft can

routinely serve three groups of skiers a

day. Each group comprises up to eight

skiers and two guides. For each run,

the aircraft takes up half the group (a

guide and four skiers), then returns to

transport the other half. Each full group

may make seven or eight runs a day. All

told, a helicopter may make well over

100 takeoffs and landing a day.

Of course, some days the aircraft

remain grounded. If falling snow limits

visibility beyond 5,000 feet (or 2,500

feet providing flight is no longer than

15 minutes), the AStars remain on the

ground, a precaution against an engine

ingesting snow. Since snow and cold

obviously prevail in a ski environment,

the WPG AStars fly “about 65 percent

of the time,” according to Roberts.

When the helicopters do operate,

WPG pilots face three hazardous con-

ditions, Roberts adds. All involve lim-

ited visibility. Most prominent is “flat

light,” when cloud cover creates a blank

white landscape that attenuates ground

references, making it difficult for the

pilot to determine the aircraft’s height

above ground, even whether it is mov-

ing laterally. “You can roll the aircraft

over because you may moving sideways

and not know it,” Roberts explains.

Equally threatening is “bright out,”

which usually occurs in the spring,

when the sun is more directly overhead,

eliminating shadows that might give

pilots ground reference. The hazard

is the same as with flat light. The third

Helicopters can take skiing

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hazard is blowing snow from the rotor

downwash that temporarily obstructs

the pilots’ view. With all three threats,

the pilot may look for a dark object,

such as a rocky outcropping, or a plant-

ed stake with an attached flag for refer-

ence. WPG has marked many landing

sites with flags. When picking up a

ski group that has finished its run, the

pilot looks for the guide, who secures a

safe landing spot. To capture the pilot’s

attention, the guide may place fluores-

cent orange carpenters chalk on the

snow. “Our job is to make sure every

landing is safe and level,” says Olson.

The guide kneels in a position to

identify exactly where the helicopter

should land. He therefore provides a

ground reference that the pilot can view

out the windscreen while lowering the

aircraft to the ground. Meanwhile, the

skiers are huddled near the guide so as

to wind up next to the helicopter’s ski

basket, a location considered safer than

at the outer diameter of the main rotor.

Skier familiarization of helicopters is

critical, and WPG has its customers

go through no fewer than three safety

orientation sessions prior to a day of

skiing. First, in the morning, the skiers

learn how to use an avalanche trans-

ceiver, sometimes called an “avalanche

beacon.” This strap-on transceiver

sends out a pulse from which rescuers

can pinpoint the location of a skier

buried in an avalanche or in need of

medical assistance.

The second session takes place

at the helipad, where the skiers learn

about loading and unloading and “what

they can and cannot touch” in the

helicopter, notes Olson. Finally, at the

top of the run, the skiers are briefed on

what to expect while shooshing down

the mountain. The guide is responsible

for securing the aircraft before takeoff.

He gives the pilot an “all clear,” indicat-

ing the passengers and equipment are

strapped in place. He then assists the

pilot as an extra pair of eyes, looking for

traffic and impending weather.

On the ground, a guide maintains

communication with the pilot and

with other guides using a portable UHF

handset, which can link through two

repeater towers strategically located

on nearby peaks. The guide can tell the

pilot where he wants his group to be

picked up and communicate weather

and avalanche conditions.

Guides and pilots form a unique

and critical partnership. For a week

prior to each skiing season, WPG staff

goes over procedures and equipment

to ensure optimum coordination. For

example, one procedure is flight follow-

ing, in which WPG crew report every

30 to 60 minutes to the operations base

at Snowbird resort. Failure to report

draws a transmitted inquiry from the

base. The partnership also is critical

for the occasional missions other than

heliskiing. The Utah Department of

Transportation and other nearby ski

resorts have contracted WPG to pro-

vide avalanche control. This rather

perilous mission has a helicopter crew

dropping explosives strategically to

trigger an avalanche under safe, con-

trolled conditions.

“This place is famous for its ava-

lanches,” Olson states. “We’ve done as

much helicopter-assisted avalanche

control as anyone in the world.” The

mission has the pilot and one guide

serving as the “controller” seated in

front. Two other guides, one serving as

“bombardier” and the other as “observ-

er,” are in the back. The controller

determines the position and sequence

of explosive charges. Behind the pilot,

the observer makes sure the explosives

are safe and contained while in the air-

craft. Upon the controller’s command,

the observer hands an explosive to the

bombardier who, tethered to a hard

point on the helicopter’s floor, ignites

the fuse, leans out the cabin and drops

the explosive clear of the aircraft.

Five or six charges may be dropped

in one area, called a “circuit.” The heli-

copter often is flown no more than a

few hundred feet above the ground

to assure the explosive are dispersed

with pinpoint accuracy. The fuse has

a 90-second burn time, allowing an

adequate duration for the pilot to posi-

tion the helicopter in a hover at least a

half-mile from the drop site. There the

crewmen can assess the results. The

Salt Lake County Sheriff ’s Department

also contracts WPG for emergency

rescue work. The guides are trained to

provide intermediary care, and each

helicopter is equipped with collapsible

sled (so the guide can tow a injured per-

son down the mountain to a suitable

landing site), a folding aluminum back-

board, an automatic external defibrilla-

tor (AED) and a trauma pack filled with

dressings and other medical supplies.

Because about a half-dozen EMS

helicopters are located in northern

Utah, rescue work represents a small

share of WPG’s workload. “We may

be able to get to a rescue quicker,” says

Wheatley, accounting for the average

one or two rescues performed annually.

“But then we often transfer the person

to a medical helicopter.”

But while Powderbird Guides must

occasionally shoulder the somber tasks

of mountain rescues and avalanche

control, the operation’s main aim is to

provide pure pleasure and excitement.

Dassing professes with confidence that

heliskiing “is the pinnacle of people

having fun with helicopters.”

Helicopters In Utah

For the last two seasons, Wasatch Powderbird

Guides has contracted its helicopters from two

operators—Classic Helicopters and Mountain

Air Helicopters. Started in 1982 with a single

Bell 206 JetRanger, Classic now operates 12

aircraft and employs more than 20 pilots and

15 technicians. The company is a certified

factory service center for Eurocopter and Bell

helicopters. Classic’s rotorcraft perform a wide

variety of missions, including seismic support,

fire suppression, EMS, aerial filming and, of

course, heliskiing. MAHI performs essentially

the same missions with its fleet of five AS350s

and two SA315 Lamas. Its specialty, according

to president and owner Dwight Jones, is long-

line work. MAHI recently added two AStars

after landing a federal firefighting contract

and because of its work for WPG. The com-

pany employs nine full-time pilots and eight

mechanics.



TRAINING | NIGHT VISION

THE DANGERS OF SPATLearning how to keep situational awareness while flying at

night and in instrument meteorological conditions (IMC)

is important to all helicopter pilots, especially those who

regularly use night vision goggles.

By Andrew Drwiega, Military Editor

Viewing a Night Vision Terrain Board through night vision goggles

gives good training into depth perception.

AM

ST

Im

ag

e



PATIAL DISORIENTATION

Recognizing spatial disorientation, especially when using night vision goggles (NVGs), is a key

skillset that every pilot needs to learn. The effect of spatial disorientation when flying

during daytime can be alarming and confusing. Spatial disorientation occurs

when pilots lose their perception of direction and motion relative to

the ground. It is especially likely to happen when a pilot flies into weather that

eliminates visual references.

The AOPA Air Safety Foundation, in its safety advisory document on SD,

lists three sensory systems that provide humans with the information that

allows them maintain their equilibrium, balance and how they are oriented

in relation to their surroundings: visually through the eyes; through the ves-

tibular system (basically organs of the inner ear that sense position and balance); and the somatosensory system—nerves in the

skin, muscles and joints that combine to provide extra information from gravity, other feelings etc.

In providing advice to pilots, the AOPA’s advice states:

“For the military, especially those now engaged in operations where there is a tactical advantage to moving forces at night,

the use of night vision goggles has become the norm. But again the onset of spatial disorientation while using NVGs in this

much more challenging environment can be rapid and terminal.”

The onset of night vision technology has increased the amount of time during a 24-hour day when operations can be

conducted, particularly when there is a military necessity to ‘push the envelope’ in the face of the enemy. To conduct missions,

especially low level and by helicopter in the dead of night, has tactically changed the way in which military forces can move and

conduct operations around the battlefield. Some units, such as the U.S. Army’s 160th Special Operations Aviation Regiment

(SOAR)—known as the Nightstalkers—have made this method of operating central to their ethos and reputation.


But in operational areas such as

Afghanistan, where the climate is fierce,

the geography harsh and unforgiving

and the pace often relentless, the erod-

ing nature of these combined factors—

together with periods of red ilume

(less than 10 millilux of ambient light),

increase the strain of operating mis-

sions using NVGs. In military opera-

tions, the pressure is always on to get

the job done, often in critical situations

with marginal or worse conditions.

According to a study entitled “Inter-

actions between brown-out accidents

and night vision equipment in military

aviation accidents,” by CW Johnson,

PhD for the Department of Comput-

ing Science at University of Glasgow

in Scotland, the “use of night vision

equipment has been associated with

several different forms of spatial disori-

entation,” especially during ‘brownout’

landings.

The study looked at U.S. Army Avi-

ation accidents (from 2006–2008) that

involved flight, flight-related, ground

and UAS accidents. It focused on “the

operational limitations of night vision

technology [which] can be exacerbated

during the brownout conditions that

occur when visibility is reduced by

airborne particles, typically from heli-

copter downwash.”

It is obvious that wearing additional

equipment such as goggles and devices

can have a direct result on the ability

of airmen to operate through fatigue

and reduced situational awareness.

Problems with depth perception and

orientation lead to mishaps involving

night vision-aided flight.

In an analysis of the accident study,

where assessors read through each of

the accident reports (209 total through

Class A-C over three years), “they

found that approximately 43 percent

of all spatial disorientation mishaps

occurred during flights that used night

vision equipment.”

Further, “an examination of the

spatial disorientation accident rates per

100,000 flying hours revealed a signifi-

cant difference between the rate for day

flying and the rate for flight using night

vision devices. The mean rate for day-

time flight was 1.66 while the mean rate

for flight with night vision devices was

9.00.” The conclusion they reached was

that NVG operations “increased the

risk of a spatial disorientation accident

by almost five times.”

The report continues making an

important clarification. Although

around 50 percent of accidents involv-

ing U.S. Army Black Hawk helicopters

occurred when the crew were wearing

NVGs, the accident rate could well

have been greater if NVGs had not

been used. This comes back to the

point that night flying is essentially a

difficult business. The study refers to

the Army Training Circular 1-210 “Air-

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crew Training Program Commander’s

Guide to Individual and Crew Stan-

dardization,” and what recommenda-

tions it makes to crewmen training for

NVG operations. After familiarizing

themselves with the cockpit layout and

emergency drills—including NVG fail-

ure—it recommends a further period of

10 hours of training in numerous areas

including “night terrain interpretation’”

and night tactical operations, including

the impact of lighting.

However, the study makes the point

that general training may not sufficient-

ly make crewmen aware of “the broad

range of visual illusions that complicate

the operation” of NVGs, especially

during desert operations. This includes

false horizons created by the contrast in

light and dark areas of sand, the lack of

visual markers and references distort-

ing height perception, and the sense

that at slow speeds the aircraft has

stopped moving when it is actually still

travelling forwards.

Research is being conducted into

technologies that will be able to assist

the pilot once visual references have

gone, especially during brownout land-

ings.

The Defence Advanced Research

Projects Agency (DARPA) is research-

ing ‘see and remember’ type applica-

tions: a radar sensor for 3D scanning;

an onboard database to store successive

scans of a landing zone; synthetic vision

techniques that will restore aircrew

situational awareness; and the most

ambitious—an ‘agile’ flight control

system to enable a helicopter to land

itself. But before these become reality,

existing aircrews need good training

to make use of proved Tactics, Tech-

niques and Procedures (TTPs), and

existing technology that can replicate

dangerous situations.

There are companies that provide

independent and integrated night vision

training (INVT) packages. Austrian

training specialist company AMST

invited Rotor & Wing to attend its 2nd

Spatial Disorientation & Night Vision

Training Workshop in December last

year and to learn about its Nightfox

INVT package. The workshop brought

together speakers and delegates from

20 countries. Dr. Bill Ercoline of Wyle

Laboratories and AMST’s Squadron

Leader (Ret.) Douglas Vine chaired the

workshop and surfaced a number of

points. They gave details of numbers

of accidents and some of the reasons

why the accidents occurred, such as

pilots not being aware that they were

disorientated or not being aware of the

attitude of the aircraft.

Ercoline said that in many instances

in the U.S. there was a loss of focus on

training for spatial disorientation (with

the exception of the U.S. Air Force)

and it was not a part of the standard

flight training program. Operationally

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too, there is little difference between

night and day tactics which can, under

certain circumstances, lead to the onset

of spatial disorientation. Vine talked

about AMST’s integrated night vision

course for fast jet, transport or helicop-

ter pilots runs for four-and-a-half days.

“Over 30 courses have already been

run by AMST,” he said.

Each course has a modular four-

phase approach that can be flexed

according to the needs of the students,

whether ab-initio or as a refresher

course for more experienced pilots.

Course attendees initially use the Avior

NTS laser projection system to plan

and fly missions before moving on to

the much more complex Airfox Basic

and Advanced Spatial Disorientation

(DISO-ASD) system.

Phase one of the training is basic

and provides a foundational knowl-

edge of NVGs together with an intro-

duction to human factors such as

fatigue and spatial disorientation, as

well briefing the limitations of using

NVGs.

On the practical side students are

introduced to the Night Vision Terrain

Board (NVTB) of the Nightfox system,

the Avior NTS laser projection system

and the Airfox Basic and Advanced

The Airfox control station with simulator in the background is

demonstrated to delegates attending the AMST’s 2nd Spatial

Disorientation & Night Vision Training Workshop.


Pho

to b

y A

nd

rew

Drw

ieg

a

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Spatial Disorientation (DISO-ASD)

system.

The Nightfox system covers sub-

jects that include contrast texture

gradients, reduction in light levels and

angular shadowing effects. Students

use their own NVGs throughout the

training. It focuses on the following

areas: showing risk of visual illusions

and disorientation; techniques for tac-

tical night flying and improved target

acquisition; learning the problems of

landing and flying close to build up

areas; night flying in marginal weather

conditions; and recognition of visual

illusions at night (with and without

NVGs).

The Airfox SD system simulates

visual and vestibular illusions and is

NVG-compatible. It features a high

resolution, 120-degree field-of-view

display and the database allows pilots

to perform a full mission after their

planning phase on the Avior NTS.

These two systems are used in Phase

Two for mission planning and refresh-

er training.

Phases Three and Four are much

more mission planning and execu-

tion based, and this is largely where

experienced pilots tend to focus for re-

familiarization. Ab-initio pilots would

generally cover all four phases of the

INVT program.

Vine also reminded delegates

attending the workshop of the very

important value of crew resource man-

agement (CRM). “Every crewmember

in a visually responsive environment

has a vote,” he said. Having visited dif-

ferent forces around the world, this

writer knows the value of that under

any training situation.

Many air forces are currently

upgrading their helicopters from those

with analog-based avionics to digital,

and with a host of new and complex

systems to master. This involves a cul-

tural sea change in the way that many

forces have operated in the past. From

the traditional view that the pilot had

flown a particular type of aircraft year-

in, year-out and was the master of all he

surveyed, to new system based aircraft

that are complex and require the full

participation of the entire crew. Good

CRM which is based on a crew contin-

ually sharing information about what

they are doing and what is happening

outside the aircraft, can be a lifesaver in

more ways than one. But it is especially

useful in brownouts.

In summary, there is no catch-all

cure for spatial disorientation other

than continuous training both in and

out of the cockpit, whether real or

in a simulator. But it is important to

prepare for the worst—especially the

sudden on-set of instrument meteoro-

logical conditions (IMC).

“How good…? We’ve made it standard on the

Bell 412, and I think that speaks volumes.”

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By Lee Benson

PUBLIC SERVICE | REGULATIONS

The past two presidents of HAI,

Roy Resavage and Matt Zuc-

caro, must be complimented

for promoting a balanced

approach to public aircraft operators.

In the early 90’s some of the folks in

HAI were … less than gracious to pub-

lic aircraft operators. It was during this

time of “the troubles” as the Irish would

call them, that a meeting attended by

public aircraft operators and repre-

sentatives of both the FAA and HAI

focused on the issue of tracking “Public

Aircraft” accidents. The public aircraft

operator’s position was that aircraft

owned and operated, by a political sub-

division of the U.S., should be tracked

separately vs. those aircraft flown by a

commercial company on contract to a

government entity.

For the purposes of this article, let’s

call the first group “government public

aircraft” and the second group “con-

tracted public aircraft.” The opinion

expressed by the “government public

aircraft” operators was that their safety

record should stand on its own—good,

bad or indifferent. HAI personnel

attending this meeting were insistent

that the two groups be combined into

one. A cynic would suggest that HAI

wanted to cook the books. Eliminating

the high-risk missions inherent in “pub-

lic aircraft” operations such as firefight-

ing, geodesic survey and game counts,

and that this action would enhance

commercial operator’s accident profile.

HAI’s argument prevailed and to this

day, both sides of the public aircraft

accidents are recorded together. Safety

is a product of culture within each

operation. “Government public” and

“contracted public” aircraft involve two

different cultures. Until these groups

are separated in terms of accident

statistics, effective action to mitigate

casual factors for accidents within

these groups is a pipe dream.

In 2006, one of the first Interna-

tional Helicopter Safety Team (IHST)

meetings was held in Carmel, Calif.

In its effort to reduce accidents by 80

percent over a 10-year period, IHST

recognized that it was imperative to

start from a good statistical base. The

shorthand version of IHST’s course of

accident mitigation is to isolate similar

safety cultures and identify and correct

the highest risk factors in that culture.

The fellow who was assigned to do

the statistical analysis of these figures

did exactly what the “government

public aircraft” operators had feared;

he presented the data as collected and

combined the two groups into one.

When observers pointed out that this

really involved two separate cultures,

he noted that this data was, in fact,

corrupt and there was no way to cor-

rect it. Furthermore, NTSB’s findings

concerning public aircraft accidents

over the last 15 years have consistently

complained that the data being used to

compile accident rates is suspect. One

NTSB quote indicates that the hours

flown by public aircraft operators may

be underrepresented by as much as

19 percent. This falls back onto FAA,

which is responsible for tracking these

numbers. If you think that’s going well,

read the December 2010 articles where

FAA admits that it has lost track of the

registration of 119,000 aircraft in the

U.S. Not only does FAA need to sepa-

rate the two distinct groups of public

aircraft, it also needs to do a much bet-

ter job of collecting the data necessary

to evaluate accident trends.

On Oct. 12, 2010, USA Today pub-

lished an article titled “NTSB finds

lapses in smoke jumper crashes.” In

my opinion, this article is wrong from

its title forward. There were no smoke

jumpers involved in the accidents

listed. The article attempted to point

out deficits in U.S. Forest Service over-

sight of the Carson Helicopters crash

of Aug. 5, 2008. Two of the accidents

cited were wing separations on air

tankers, and the reality is I don’t think

enhanced oversight by the USFS or the

FAA would have foreseen these acci-

dents. One of the accidents occurred

in Afghanistan. I don’t know how many

trees there are in Afghanistan, looks

like a lot of rocks to me. Using a war

zone accident to criticize the USFS

seems a bit of a stretch. In the article,

Jim Hall, former NTSB chairman,

stated that aircraft operated on behalf

of the government “are orphans of the

safety system.” Really, notice the words

“on behalf,” the majority of accidents

causing these problems fall into my

definition above “contracted public

aircraft.” I would use an actual figure

of merit to define “majority” in the

sentence above, but guess what, those

figures are not available, see paragraphs

one and two above. Here is my take on

this; Carson Helicopters is an FAA cer-

tificate holder under several different

sections of the FARs to include opera-

tions, manufacturing and maintenance.

Carson Helicopters’ culture of safety

is generated in that environment. The

casual factors noted by NTSB were in

place while the aircraft was under FAA

jurisdiction. The weight calculation

of the aircraft, the seats and harnesses

installed in the aircraft, the fuel cell in

the aircraft, the filters on the engines

Public? Aircraft Operations

Public Service

61MARCH 2011 | ROTOR & WING MAGAZINEW W W. R O T O R A N D W I N G . C O M 61

of the aircraft, the performance charts

used by the pilots, the way the supple-

mental type certificates were worded—

all of these were criticized by NTSB.

Dear reader, does any of this sound to

you like the USFS had any input on

these issues? As we go forward to do a

better job in safety, what we don’t need

is a hit piece by somebody trying to sell

newspapers, or public officials making

sweeping remarks that aren’t focused

on specific issues that can be identified

and corrected.

A commercial helicopter operator

exists to generate profit while provid-

ing a service to its clients. Government

flight operations inherent reason for

existence is to enhance the governance,

safety—or both—of its constituents.

For the purposes of this argument, I

am defining risk as the risk imposed

by actual in-flight operations, exclusive

of financial and other real risks to the

commercial company. Commercial

operators should only accept the risk

that is consistent with appropriate prof-

it. The commercial operator should

always seek out those contracts with

the maximum profit for the least risk

involved. But inherent in this state-

ment is the realization that potential

profit and risk are on a sliding scale and

hopefully as contracted flight services

go up in risk, the profit to the company

improves. The government’s regulatory

agencies function to protect the public

good. Since the general public doesn’t

have the knowledge base to assess the

risk component of any given flight,

they must rely on the government to

set boundaries consistent with the

public good. Let me state that the term

“profit” as defined by the operator and

the public good are two mutually exclu-

sive terms. Profit is not in the FAA’s

dictionary and probably shouldn’t be.

We must realize even in strictly com-

mercial operations, the federal regula-

tions operate on a sliding scale between

inherent risk and public good. Think of

the nature of the regulations that govern

scheduled airline service, on-demand

charter operations, external load work

and finally agricultural operations.

Starting with the least risk-intensive,

scheduled airlines and onto the most

risk-intensive, agricultural flying, two

elements are present; those individuals

being subjected to the inherent risk of

the operation are assumed to have a

better understanding of risk as it grows,

and the perceived gain to society is

enhanced as the risk goes up. One hour

of scheduled airline operations equals

small risk and gain to the public good.

One hour of agricultural flying has a

much higher risk with the potential to

feed many—much greater public good.

“Government public aircraft” risk vs.

gain assumptions should be driven by

the enhancement of governance, public

safety or both. If a government public

aircraft is performing missions outside

this scope, then in my opinion they have

exceeded the intent of the law. The risk

factor inherent to some “government

public” mission profiles lay outside of

the normal structure of the FARs and

need to remain so. For example: swift

water rescue as practiced in Southern

California by multiple “government

public aircraft” agencies involves hov-

ering over rushing water in a cement

channel with a rescuer retained on a

35-foot rope off of a non-certified rig-

ging system. Propose that to the FAA

and see what happens.

Finally, to clarify the scope of pub-

lic aircraft operations, I suggest the

following additions to Part 1 of the

FARs: “Search and rescue is any flight

operation by a public aircraft where a

person is flown out of harm’s way to an

appropriate collection point or medical

receiving facility. All flights conducted

to enhance governance or public safety

will be considered SAR during periods

of declared emergency by any political

subdivision of the U.S.”

FAA PMAMD 500 PARTSSAME-DAY SHIPPING

ph: 1.916.939.6888 www.aerometals.aero


By Terry Terrell

PRODUCTS | NIGHT VISION

On the most recent last day

of EMS helicopter creation,

“Let There Be Light” was

commanded, and a new

and potentially constructive variety

of light was introduced to the work-

ing helicopter environment in the

form of night vision goggle (NVG)

technology. Accordingly, our large

metroplex-based EMS program has

just concluded a comprehensive tran-

sition to NVG operations, and the

training has revealed some interest-

ing realities.

Peripheral considerations notwith-

standing, the current quality of NVG

technology is astonishing, especially

when compared to early-generation

night vision gear. We began with each

of our pilots enjoying an introduction

to contemporary NVG equipment

and tactics, starting with a couple days

devoted to FlightSafety’s excellent

NVG simulation facilities in Tucson.

The latest light amplification equip-

ment is, to earlier incarnations of “see in

the dark” gear, as the iPad is to the Etch A

Sketch, especially “in light” of our senior

pilots having experienced “enhanced”

night vision going all the way back

to the original monocular Starlight

scopes. The presently popular ANVIS

9 M949 night vision aviator’s goggles

seem to be a supernaturally capable

example of miracle technology, able to

elevate virtually undetectable levels of

ambient light to intensities which allow

“photopic” ranges of optical function,

and permit the user to identify wires,

trees, terrain feature relief, lakes, rivers,

ponds, grassy areas and even, at times,

individual blades of grass. Additionally,

late generation equipment is extremely

fast and effective at attenuating bright

sources of light that may appear in an

otherwise dark field of view, render-

ing system performance completely

interrupted in earlier generations. A

user’s first look through Dash 9 equip-

ment is nothing short of breathtaking,

especially when contrasted against the

same view with the goggles flipped up

in the “unaided” position. Herein lies a

subtle but potentially serious category

of hazard, possibly more threateningly

than ever before.

Most of us have studied accident

histories that feature an element of dis-

traction as a primary cause. Many will

remember the Eastern Airlines Lock-

heed 1011 which tragically descended

into the waters of the Everglades in

1972, wherein everyone on the flight

deck became fatally mesmerized by

the simple bulb failure of a nose gear

“down and safe” indicator light. Then

there’s the Tampa-based EMS BK-117

that struck an antenna wire in April

2000. No one survived that accident,

and NTSB was forced to conclude

that an experienced pilot flew into a

highly visible obstruction located on a

familiar route, on a clear VFR day, for

“unknown reasons.” Their aircraft had

recently seen installation of a new, visu-

ally impressive moving map display, and

it has always been suspected that the

veteran crew became distracted by the

visually compelling new equipment.

As a potential distraction during

night helicopter operations, NVG

equipment can be many times more

compelling than any moving map

display. It can never be forgotten when

using NVG equipment that all the usual

items must be scanned and helicopter

systems monitored. The upgraded

outside visual data, and the limited

“tunnel” field of view, balanced against

all the peripheral visual and mental

scanning normal to routine helicopter

command, must be correctly and con-

tinuously prioritized in a dynamic way,

so that NVG is used as a constructive

tool. It must never become a distrac-

tion. Too much technology, introduc-

ing additional layering of physical and

mental workload complexity, can be

worse than not enough technology. Just

ask victims of “texting while driving”

auto accidents.

Dazzling though NVG technology

may be, it cannot be considered a com-

prehensive “silver bullet” fix for EMS

aviation safety weaknesses. Goggles

can be an extraordinarily powerful

tool. But in the end, this equipment

is only one of many tools available to

competent aviation professionals, able

to take advantage of new capabilities

when appropriate, but competent to

resist being distracted by the tempta-

tion to fixate on a hypnotically inviting

“light show”, no matter how spectacular.

Goggles can certainly improve safety

and comfort margins in many low-

light environments, but statistics show

that night obstacle and terrain strike

hazards are dwarfed as a major killer in

EMS helicopters by poor overall deci-

sion-making during mission execution.

Especially when mission stresses are

compounded by weather factors exist-

ing far outside sensory amplification

function enabled by NVG technology.

“Let there be light” is unquestion-

ably a milestone along the road to

helicopter safety, but let’s make sure

the enlightenment extends beyond

the simple visible band, and into the

composite scan that good situational

awareness will always require.

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By Mike Redmon

TRAINING | WEATHER

I’m not going to discuss how to

avoid going IIMC. The focus of

this article is not how you should

be conservative when deciding

whether to push on into the crappy

weather. It isn’t about how you shouldn’t

have taken the flight, flown lower, flown

slower, turned around, followed the

major highway, or landed prior to going

IIMC. I’m not going to discuss preven-

tion for IIMC, even though you can

gather some of those prevention tech-

niques in the previous sentence.

I would like to discuss what your

actions should be when you can’t

see out the windscreen. Many pilots

have killed themselves by making

the wrong choice when presented

with this situation. I can only speak

of my initial helicopter experience,

but most of us are brainwashed from

day one that if we go IIMC, we are in

for major trouble and might die. Even

if pilots gain the skill and experience

of flying helicopters or airplanes IFR,

we are still taught that if you are not

fully prepared for IFR flight, then

that is illegal and you will still be in

major trouble. IIMC is a stressful and

dangerous situation. Instilling these

doom scenarios into the pilots’ mind

just makes the situation worse and

really affects the ability to handle

the situation. These considerations,

combined with the overall shock

and denial of having gone IIMC, can

quickly lead to pilots unsuccessfully

trying to fly visually out the window

when the visual cues just aren’t there.

Your helicopter may not be certified

for IFR flight. Once the white stuff

fills the windscreen all rules go out

the window because we are operating

under 91.3 from that point forward.

Essentially, screw the rules. So the

real question becomes: Can I fly my

non-IFR certified helicopter in IMC

conditions? Sure you can. The heli-

copter doesn’t know you can’t see out

the windscreen, it really doesn’t care.

On training flights and checkrides,

you go out and fly the ILS into the

local airport without a lick of problem.

So yes, you can fly in IMC conditions

if you immediately commit to flying

on the instruments. The next ques-

tion is: How much trouble will I be

in? Answer: Who cares? I can’t speak

for your chief pilot but if a company

hammers a pilot for taking the correct

action to get out of a potentially fatal

situation, then why are we perform-

ing instrument procedures on VFR

checkrides? I personally would pat you

on the back and say “good decision.”

So you’re out on a mission and the

weather isn’t anything like the forecast

(what’s new?) and suddenly (does

it happen any other way?) you find

yourself at 500 feet AGL and IIMC.

The first rule of business is to commit

to the gauges, specifically the attitude

indicator, and climb. Get away from

the ground. In much of the midwest,

5,500 feet MSL will get you above any

obstructions and at an altitude that

won’t conflict with IFR traffic. Do

not try to do a level 180-degree turn,

do not try to talk on the radio or put

any new squawk code or frequency

in until you have climbed away from

terra firma. Don’t try and descend

lower, don’t worry about the medcrew

or dispatch—just fly the aircraft. Once

safely away from the ground and com-

fortably flying, then do all the special

pilot tasks to get back down. Every-

one’s comfort level in IMC is different

but if you are still uncomfortable after

climbing, try the following:

• Get to on top conditions. Many times when there are low clouds near

the surface you can reach on top con-

ditions 90 percent of the time as low as

5,000 feet.

• Shoot an ASR approach. An ASR is even easier to shoot than an ILS.

Better yet, ask for a No-Gyro ASR.

• Get vectors to a long final for any approach you are going to fly and have

ATC read the appropriate information

for the approach to you.

• Spend as little time as possible heads-down. Don’t rely on the med-

crew to read the approach plate infor-

mation to you, ask ATC.

Winter flying note: Aircraft might

ice up in short order while IMC in the

winter. The only things on your side

are that you might be able to climb

to on top conditions (especially true

for snow squalls), and that your time

in the clouds will hopefully be short-

lived. Additionally it might be too

darned cold and you might not get any

ice. The icing consideration and the

fact you might ice up like the state of

Alaska if you accidentally punch in is

just another reason to not be overly

aggressive in the winter.

IIMC: What Not to Do

Right Seat


April 2011:

Flying the Garmin G500H—Garmin invited

Rotor & Wing to Salem, Ore. in late February to fly its

G500H electronic flight display aboard a Eurocopter

AS350 A-Star. Todd Vorenkamp provides this exclusive

R&W pilot’s perspective.

Rotorcraft Movers & Shakers Interview—Rotor & Wing Military Editor Andrew Drwiega recently sat

down with Col. Timothy Edens, Deputy Commander of

U.S. Army Aviation at Fort Rucker, to discuss how rotor-

craft training is being adapted to address new equip-

ment and evolving mission strategies.

Quiet Down Up There!—Rotorcraft noise unset-

tles passengers, disrupts cockpit communication and

annoys people on the ground. Can helicopters ever be

hushed? Mark Robins explores the technology-driven

world of mitigating excessive noise in the cabin.

Man on a Mission—Mike Franz is on a one-man

crusade to produce safer helicopter pilots by using

maneuvers-based training (MBT) and showing students

how to access higher order thinking skills. Vicki McCon-

nell speaks with this FAA Safety Team (FAASTeam) repre-

sentative for the helicopter industry.

News from Heli-Expo 2011—The full Rotor &

Wing editorial team will be on hand in Orlando to pro-

vide total coverage of every important announcement

that comes out of this year’s show, as well as to give their

own unique perceptions and commentary about what

they see and hear while there.

Bonus Distribution: Army Aviation Association of America (Quad-A) Convention, April 17-20 in Nashville, Tenn.

Don’t Want to Wait Until April? Visit www.rotorandwing.com throughout the month of March—both during and after Heli-Expo to look for news, photos, videos and

other reports in near-real-time as they happen. The Rotor & Wing home page will

direct you to our Heli-Expo 2011 page, where all the show news and happenings

will be in located in one central place. You’ll also find links there to follow us on

Twitter, for even more immediate news notifications, as well as links to join your

fellow helicopter professionals on our Facebook page and the Rotor & Wing Group

on LinkedIn. There you can share your own commentary, photos, videos and

insights about the show. If you are in Orlando, stop by Booth No. 614.

Rotor & Wing Facebook:

http://www.facebook.com/pages/Rotor-Wing/108354174813

Twitter:

http://twitter.com/rotorandwing

LinkedIn:

www.linkedin.com/groups/Rotor-Wing-3788071

Show Floor at Heli-Expo 2010


By Andrew Drwiega

MILITARY | SAR

It’s back to the drawing board as

far as the future of the UK’s mil-

itary Search and Rescue heli-

copter fleet is concerned. The

Soteria Consortium, winner of the

Private Finance Initiative (PFI) Search

and Rescue—Helicopter (SAR-H)

competition, launched by the UK

government in 2006, has had its bid

cancelled. Soteria (comprising CHC

Helicopter, Thales UK and Sikor-

sky—and the Royal Bank of Scotland

at the time) celebrated winning the

bid in February 2010 when the Brit-

ish government chose it ahead of the

Airknight bid (comprising Lockheed

Martin UK, VT Group and British

International Helicopters).

On February 8, the Secretary of

State for Transport, Philip Hammond,

announced that: “the Government

has sufficient information to enable it

to conclude that the irregularities that

have been identified were such that it

would not be appropriate to proceed

with either the preferred bid or with the

current procurement process.”

Earlier the statement had been more

specific: “The irregularities included

access by one of the consortium mem-

bers, CHC Helicopter, to commercially

sensitive information regarding the

joint MOD [Ministry of Defence]/DfT

[Department for Transport] project

team’s evaluations of industry bids and

evidence that a former member of that

project team had assisted the consor-

tium in its bid preparation, contrary to

explicit assurances given to the project

team.” The bid first stalled after the new

coalition government conducted the

Strategic Defense and Security Review

(SDSR) and value for money (VFM)

spending review, the latter examin-

ing projects approved since January

2010. Soteria’s expected confirmation

in December 2010 was undermined

at the last minute by the Royal Bank

of Scotland’s withdrawal as an equity

partner. This was quickly followed by

another statement from Philip Ham-

mond on December 16 which declared

that “the preferred bidder has informed

the Ministry of Defence within the last

48 hours that it has become aware of a

possible issue in connection with its bid

to provide the UK Search and Rescue

capability.”

In January 2011 the bid became the

subject of a military police investiga-

tion and was officially cancelled. CHC

issued a statement stating that as soon

as senior management became aware

that some of its employees were “acting

without its knowledge or authoriza-

tion,” it immediately informed the

government customer.

But this now leaves the Ministry of

Defence facing a financial headache at

a time when additional spending cuts,

over and above those to come out of

the SDSR, are being contemplated in

the 2011 spending review. It is now vir-

tually certain that funds will have to be

found to sustain the military Sea King

fleet, which was to have been phased

out between 2012–2017 as the flow of

new S-92 SAR-H aircraft were fielded.

With millions of pounds having

already been spent by government and

all of the SAR-H bidders, the prospect

of numerous legal actions is already

looming on the horizon. The MoD

now needs to act quickly and decisively

by launching a new strategy or another

competition. It is unlikely to want to

retain the Sea Kings for longer than it

has to or embark on procuring new

aircraft that it will own. The problem

is larger than it looks. There are still

around 70 Sea Kings in use or held in

storage by the Royal Air Force, Royal

Navy and Royal Marines (Commando

Helicopter Force).

According to Transport Secre-

tary Hammond, his department is

now looking into other procurement

options, which will include maintain-

ing the continuity of the existing Sea

King force in the short term. Signifi-

cantly those who are likely to benefit

from this turn of events are those com-

panies involved in the Sea King Inte-

grated Operational Support (SKIOS)

program through the prime contractor

AgustaWestland (UK Air Rescue bid).

These include VT Aerospace (Airk-

night), Thales UK (Soteria), Serco (UK

Air Rescue) and Selex SA&S.

Had it not been for the recession

and the government’s clawing at public

financial spending across the board,

this may perhaps have presented a great

opportunity for the UK government to

rethink its entire approach to helicop-

ters in public service across the UK.

The ambition to provide a National

Police Air Service across England and

Wales could be coordinated with a new

approach to the provision of Search

and Rescue helicopters. In November

the Avon Fire and Rescue Service

announced that it wanted to be the first

fire brigade to have its own helicopter,

but is there an opportunity to procure

additional helicopters to provide a

nation-wide capability? Perhaps also it

would lead to a reform in the existing

air ambulance provision—currently

surviving to a greater or lesser extent on

the wealth and charitable donations by

the population of each region.

UK Search & Rescue Needs a Lifeline

Military Insider

Safety is all about attitude. HeliSAS can maintain yours.

1 The HeliSAS® control panel is just 5.75” x 0.75” and weighs only 0.53 pounds.

Reduces Pilot Workload. As a two-axis

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Safety is all about attitude. HeliSAS can maintain yours.

1 The HeliSAS® control panel is just 5.75” x 0.75” and weighs only 0.53 pounds.

Reduces Pilot Workload. As a two-axis

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pilot workload. With HeliSAS engaged, the

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hands-free.

Enhances Flight Stability. As one

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Stability Augmentation System (SAS)

provides precise control during all modes

of flight, regardless of wind conditions or

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