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LIFEHELICOPTER
SummER 2014SummER 2014
HELICOPTER LIFE, Summer 2014 3
Macedonian WarriorCarlo Kuit and PaulKievit look at the newtypes of training forthe Macedonian mili-tary
Whirlwind RevisitedDerek Jones flies therevamped WestlandWhirlwind and giveshis impression of thecurrent incarnation,while AndrewWhitehouse explainshow he came to buythe machine
Going the DistanceMark Radcliffeupdates us on thestate of his charity fordisabled servicemenWings4Warriors
Russian HelicoptersZhanna KiktenkoDirector of theHeliRussia Expo looksat the Russian heli-copter scene, and theshow held at CrocusExpo in Moscow
Singapore Airshow David Oliver 54
Model News 58
CAA Legislation changes 59
Accident Reports 64
House & Helicopter 66
COVER STORYCOVER STORY
Flight Show & Tell Guide 4Aviation shows and conferences.
The Editor’s Letter 5
Aerial Forum 6 & 7
Letters to the Editor 10, 21
Flying Crackers 8 & 9
EC175 Air Test 12 & 13
UK ATC improvementsnew technologicaldevelopments used bythe CAA for ATCimprovements
NATO IcelandAlan Norrisreports on the IcelandDefence Meet, bring-ing together partici-pants in the NordicDefence CooperationNATO and non-NATOmembers
International NewsThe state of helicopterbusiness around theworld
Russia Round theWorldG Hunter-Jones, talks to MichaelFarikh about his R66flight round the worldwith four friends
40
46
26
18
11
14
50
32
HELICOPTER
HELICOPTER LIFE is the HIGH LIFE
Summer 2014 / £3.99
www.helicopterlife.com
including gyroplanes
LIFE
HELICOPTER LIFE, Summer 2014
2 June - 4 June 2014
HELIExPO UK
Sywell Aerodrome, Northamptonshire, UK
http://www.heliukexpo.com
19 - 21 June 2014EUROPEAN HELICOPTER SHOW
Hradec Kralove, Czech Republic
http://www.eurohelishow.com
14 July - 20 July 2014FARNBOROUGH AIR SHOW
Farnborough, near London, UK.
www.farnborough.com
2 September - 5 September 2014EUROPEAN ROTORCRAFT FORUm
Grand Harbour Hotel,
Southampton, UK
http://aerosociety.com/Events/Event-List/1487/European-
Rotorcraft-Forum-2014
21 September - 23 September 2014
NBAA
Orlando Florida
http://www.nbaa.org
24 September - 26 September 2014
HELITECH
Amsterdam, Holland
http://www.helitechevents.com
4 November - 6 November 2014DUBAI HELICOPTER SHOW
Maydan Racecourse, Dubai
www.dubaihelicoptershow.com
3 March - 5 March 2015HAI HELIExPO
Orange County Convention Centre
Orlando Florida
http://heliexpo.rotor.org
16 September - 19 September 2015CHINESE HELIExPO
Industry Base of The AVIC Helicopter
Free Trade Zone of Tianjin Port
(Airport economic zone)
http://www.helicopter-china-expo.com/
4 HELICOPTER LIFE, Summer 2014
developments both in foreign helicop-
ters in Russia and in their homegrown
industry. Helicopter Life will be
attending the Russian Helicopter
Show and seeing how it has changed
since its inception.
This issue has also seen the North
Sea Operators response to the CAA
changes to helicopter transportation
through the UK shelf. After a series of
accidents, the CAA, in consultation
with other affected parties, made
many changes to North Sea regula-
tions: CAP 1145. The operators have
now had time to respond to these
changes, and are mostly positive
about how they will work with the
new regulations. The CAA has also
agreed to some changes including the
timing of implementing these
changes.
Helicopter Life travelled up to
Aberdeen to see the new Airbus
Helicopters EC175 in action. Certified
in January 2014, the EC175 is a 5
tonne class helicopter designed princi-
pally for the oil and gas market. The
Avicopter Z-15 is the Chinese version
of the machine which is manufactured
by the Harbin Aircraft Industry
Group. We have a report on page 12.
lighted the problem that “sixty per-
cent of helicopter air ambulance land-
ing facilities in the UK are ‘inade-
quate’, something that could lead to
greater morbidity and mortality.”
Why is the change to better safer
landing sites coming so slowly, and
why do potentially dangerous sites
still remain? Is the CAA so busy with
enforcement of licence infringement,
so that it no longer has time for safe-
ty issues? Has EASA sidelined the
national agencies to such an extent
that they are no longer relevant, and
at the same time become out of touch
itself?
This question is further underlined
by the growth of more regulatory
bodies including, in Great Britain, the
General Aviation Challenge Panel
established in November 2013 by the
UK Government, to combat the
growth of over-regulation in aviation.
On a broader perspective we see
the rise of national political parties in
Europe wanting to take they nations
out of the European Union. While it
is unlikely they will succeed in their
ambitions, if they did, there would be
an interesting question for aviation
(and other industries too) who then
would be the legislative and regulato-
ry body? Would aviation return to
national legislative bodies, or would
there be some government led body
created as part of the Department of
Transport: a return to the future?
We have two stories in the maga-
zine relating to NATO, one is the
cover story about a new training
school in Macedonia, a country keen
to become part of NATO, and the
other is about one of the founding
countries of NATO, Iceland.
Russia, while not actually in
NATO, is currently in a co-operative
agreement with NATO. The country
is increasing both its civilian and mil-
itary helicopter fleet and Zhanna
Kiktenko writes about the many
5
HELICOPTER LIFE is published quarterly by FlyFizzi Ltd.
59 Great Ormond Street
London, WC1N-3HZ.
Copyright © FlyFizzi Ltd. 2014.
ISSN 1743-1042.
All rights reserved. Opinions expressed herein are not neces-
sarily those of the publishers, the Editor or any of the editorial
staff. Reproduction in whole or in part, in any form whatever,
is strictly prohibited without specific written permission of
the Editor.
COVER PHOTOGRAPH
Macedonian Helicopters
photograph courtesy of Broncho Aviation
SummER 2014
EDITOR-IN-CHIEF / PILOTGeorgina [email protected]
CREATIVE [email protected]
COPY EDITORSGerald Cheyne
CONTRIBUTING EDITORSDerek Jones, Carlo Kuit and Paul Kievit, ZhannaKiktenko, Alan Norris, David Oliver, MarkRadcliffe, Andrew Whitehouse
CONTRIBUTED PHOTOGRAPHYAlan Norris, Jane Gregory, Gerald Cheyne,Broncho Aviation, Mark Radcliffe, HeliRussia,David Oliver
SPECIAL THANKS TODave Smith ATPL(H)IR,
ADVERTISINGTelephone: +44-(0)20-7430-2384,[email protected]
SUBSCRIPTIONSGo to our website or turn to page [email protected]
WEBSITEwww.helicopterlife.com
Bloghttp://www.helicopterlife.blogspot.comSee Helicopter Life on Facebook & Twitter
HON. EDITORIAL BOARDCaptain Eric Brown, CBE, RN
The Lord Glenarthur, DL
Jennifer MurrayMichael J. H. Smith
LIFEHELICOPTER
The ediTor’S leTTerShow & Tell
Guide
On April 30 2014, EASA
(European Aviation Safety
Agency) announced that they
had approved certification of the
Robinson R66. This came nearly four
years after the machine received FAA
certification (October 10, 2010).
While this is extremely good news
both for those awaiting a G reg
(CAA UK Certification, part of
EASA) machine and for the many
operators in the Europe Union who
have been awaiting delivery of their
machines and were losing money by
being forced to use the older and less
efficient machines, it also begs the
question, why did it take EASA so
long to certify a machine that is fly-
ing in so many other countries around
the world?
There are now more than 500
machines flying around the world.
EASA has been charging Robinson
Helicopters $25,000 a month to do
their investigations, and the manufac-
turer has currently paid the legislative
agency nearly $1 million. In contrast,
certification in the USA was free,
cost $170 in South Africa and even in
Russia (CIS) cost a comparatively
low $178,000.
Is EASA is standing in the way of
development the helicopter industry
and if so why? Or are they simply
unable to keep pace with the speed of
change in aviation development and
are thus inefficient?
In May this year, Bristol Royal
Infirmary was delighted to announce
they have their first approved
helideck for the hospital. However,
even though the importance of Air
Ambulances is now understood,
Bristol is an all too rare example of
success.
Earlier this year a report was sub-
mitted by the Association of Air
Ambulances (AAA) to the UK’s All
Party Parliamentary Group for Air
Ambulances (APPGAA) that high-
HELICOPTER LIFE, Summer 2014HELICOPTER LIFE, Summer 20146 7
AeriAl Forum
First Air Ambulance HeliDeck at
Bristol Royal Infirmary
The new £3 million helideck at Bristol Royal
Infirmary (BRI) was used for the first time on
Friday 9 May by Dorset and Somerset Air
Ambulance just two days after its official opening.
Air ambulances across the region had spent the last
few weeks undergoing orientation test flights for the new
helideck which is located 220 feet above ground on the
roof of BRI and last Friday saw the first patient experi-
ence its benefit.
The patient, an adult male who had undergone previ-
ous cardiac treatment at BRI was airlifted from Pylle
near Shepton Mallet at 2 pm. He arrived on the 25m
square helideck just ten minutes later.
A grant of £500,000 from the HELP Appeal supported
the helideck’s construction as part of a major redevelop-
ment at the BRI. It connects directly to services within
the Bristol Royal Hospital for Children as well as the
adult Emergency Department at Bristol Royal Infirmary.
The Bristol Heart Institute will also receive patients
transferred by helicopter for cardiac treatment.
Bill Sivewright, Dorset and Somerset Air Ambulance
Chief Executive Officer said, “The importance of heli-
pads at Major Trauma Centres is paramount in ensuring
that patients get to the right place for the best treatment
first time! The fact that the helideck at BRI was used so
quickly after its launch and potentially has already made
a difference to someone’s life means it’s an invaluable
asset.
“The development of helipads and suitable landing
facilities is a key issue for the Association of Air
Ambulances that we support strongly.”
Dorset and Somerset Air Ambulance has attended over
9,800 incidents since its launch in March 2000, saving
many lives and aiding recovery with outstanding imme-
diate care and rapid delivery to the hospital best suited to
meet the patient’s needs
More information about the Dorset and Somerset Air
Ambulance can be found by visiting: www.dsairambu-
lance.org.uk or by calling: 01823 669604.
HELICOPTER LIFE, Summer 2014 HELICOPTER LIFE, Summer 20148 9
FlyinG CrACkerS
Black Knight Heli-Truck
The autonomous vehicle is designed to carry sup-
plies into hostile environments and evacuate injured
soldiers from the battlefield.
It's called the Black Knight Transformer and was
developed by aerospace company Advanced Tactics
with funding from the U.S. military.
In the first test, the vehicle hovered 10 feet off the
ground for a couple of minutes, but it is capable of
flying at much higher altitudes while carrying pay-
loads of more than 4000 pounds.
After landing, the UAV folds up its propellers and
transforms into a supply truck, capable of navigating
over rough terrain.
Advanced Tactics says that along with being able to
complete missions in hard to reach places
autonomously, the UAV will be modular, ensuring
that it can be easily scaled to match mission parame-
ters. The transformer's drive train will also be
detachable, allowing it to be replaced by an amphibi-
ous boat hull, making it suitable for missions on land
and at sea.
Sikorsky Presidential Helicopter
The Pentagon announced in May that Sikorsky
Aircraft has won the initial $1.24 billion contract to
develop and build six new U.S. presidential helicop-
ters, the first step toward a fleet of 21 new aircraft
by 2023.
Former Defence Secretary Robert Gates cancelled an
earlier program managed by Lockheed Martin Corp
in 2009 after the cost more than doubled to around
$13 billion, prompting President Barack Obama to
FlyinG CrACkerS
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ly recommended increasing funding
for the FAA's research into unleaded
alternatives while Shell has said it
already has one that meets all the
applicable standards.
Electric Aircraft
Airbus announced last month that
it has successfully test flown a pro-
totype electric aircraft called the E-
Fan and the company says it's bull-
ish on building an electric-powered
airliner for the regional market,
possibly with a hybrid drive. The
E-Fan is a composite, tandem two-
seater with a pair of ducted fans on
the tail driven by individual electric
motors. Its lithium polymer batter-
ies are housed in the wings where
fuel would normally be in a light
aircraft. The company released this
video of the E-Fan's first flight.
Airbus told Reuters this week that
it hopes to develop an electric-pow-
ered regional airliner with 70 to 90
seats and believes the project is
realistic within a 15- to 20-year
timeline. The aircraft would be
capable of at least taking off and
landing under electric power and
might use some sort of hybrid drive
for sustained flight. The industry
has been experimenting for decades
with the type of ducted fan system
such an aircraft might have. Ducted
props are more efficient than turbo-
fans engines and are also quieter.
The E-Fan has a pair of electric-
driven fans with a total combined
power output of 60 kilowatts or
about 80 HP. Its short endurance
currently about 30 minutes makes it
impractical for anything but experi-
mental test flight, but Jean Botti,
Airbus's chief technology officer,
told reporters that an immediate goal
is to raise the endurance to an hour
or more.
Two other aircraft companies,
Pipistrel in Slovenia and Flight
Design in Germany, also have
experimental hybrid aircraft in the
works.
Monkey’s Birds Nest Soup
At one military airport in China,
officials have discovered a unique
solution to their bird problem; they
trained rhesus monkeys to climb
trees near the field and knock down
bird nests. “Our airfield is located
along one of the eight flyways, the
East Asian-Australasian Flyway, so
large numbers of migrating birds
come here around March every year
and begin nesting near the airport,
which creates significant safety haz-
ards for flight,” said Su Chuang,
head of the bird control team at an
unidentified airbase of Beijing
Military Command, according to
China Daily. Workers have been
hired in the past to knock down the
nests, but it's a slow and costly
process. In the last two months, two
trained monkeys have destroyed
about 180 nests.
Christmas Clutch
Does anyone remember when
Nobby Clarke was doing a Father
Christmas jaunt in the Brantly and
had a clutch failure, forcing him
down on a muck heap? Lucky they
were wider in those days! He was
rescued by the Fire Brigade.
Leaded Aviation Fuel
The EPA has been petitioned to
reconsider its current position on
leaded aviation fuel and start the
process to regulate lead emissions
from general aviation aircraft.
Friends of the Earth, Physicians for
Social Responsibility and Oregon
Aviation Watch filed the latest peti-
tion last week. An earlier petition
filed by the three in 2006 was denied
in 2012 but the groups say in their
latest action there is overwhelming
evidence that 100LL is causing
health-threatening environmental
lead pollution and urge the EPA to
make the ‘endangerment finding’
necessary to move with regulations.
“There is no need for further study,”
the petition reads. “EPA has all of
the evidence it needs to make an
endangerment finding.”
In its 2012 decision, the EPA said it
needed more data to establish that
people are being poisoned by lead in
avgas emissions. It said existing data
on lead concentrations near airports
didn't differentiate between aircraft
and other sources of lead and that it
would need another three years to
determine if lead emissions from air-
craft engines pose a public health
risk. Meanwhile, the high cost of
100LL has most engine and aircraft
manufacturers investigating alterna-
tives, including mogas, diesel and
hybrid electric power, while the
search for an unleaded replacement
for avgas grinds on. Congress recent-
describe it "an example of the procurement process gone
amok."
The total value of the new program is expected to be about
$3 billion, said Marty Hauser, director of government
communications for United Technologies.
Lockheed will be the key subcontractor to Sikorsky on the
new program, which is based on the Sikorsky S-92 heli-
copter that is already used by 10 nations for their head of
state missions.
Efforts to buy a new presidential helicopter began shortly
after the Sept. 11, 2001, hijacking attacks, which revealed
the outdated nature of communications systems on the
existing fleet, which had been in service since 1974.
Sikorsky was the sole bidder for the helicopter after other
companies decided not to compete. Navy Captain Dean
Peters, who heads the program for the Navy, said the con-
tract was on fixed-price terms, with an incentive fee. He
said the goal was to integrate mature equipment into an
existing, in-production aircraft to minimize development
and testing costs.
He said Sikorsky would build six test aircraft, of which
four would later be used for operations. The contract will
have options for 17 additional operational aircraft.
"Sikorsky has long been synonymous with Marine One,
the presidential helicopter," DeLauro said. "Every presi-
dent since Eisenhower has flown in a Sikorsky, made right
here in Connecticut."
Motorcycles Helicopter Synergy
More than 3,000 bikers descended on North Weald
Airfield, home of the Herts Air Ambulance, for the Essex
Motorcycle Show. Sponsored by ICE Patch, the event
raised over £5,000 for the life-saving helicopter; making it
the most successful show to date.
The show, which is in its ninth year, was held at the finish-
ing point for the Herts Air Ambulance Motorcycle Run;
Weald Aviation at North Weald Airfield.
Volunteers were on hand at the Essex Air Ambulance stand
to sign people up for the Essex Air Ambulance Motorcycle
Run.
The Essex County Council Road Safety Team, Essex
Police and Essex Fire and rescue are working in partner-
ship to promote Essex Hugger.
Hugger, who is named after a rear mudguard, has been
launched on the back of alarming statistics that show
motorcyclists make up only around 1 pre cent of traffic on
Essex roads, yet represent a 26 per cent of people killed or
seriously injured.
59 Great Ormond Street, London WC1N-3HZ, England.
Telephone: 020-7430-2384, Email: [email protected].
Please include your name, and email or phone.
HeliTech Excel and Amsterdam
Dear Georgina
David George's letter in the Spring Edition was typi-
cally forthright, but merits a response from BHA!
We are well aware of the concerns expressed by
David and others, and we are committed to improve
the situation in the short term and resolve it to the sat-
isfaction of all our membership when circumstances
permit. Indeed, Reed have agreed to attend our next
Board Meeting, which David will attend, and we
intend to address the issues and identify solutions.
It would be unwise to be too prescriptive at this stage,
but I see the following as ingredients of an improved
package:
Firstly, we need to improve what we have, especially
on behalf of smaller enterprises.
Secondly, we should consider whether an alternative
option is possible should HeliTech not meet all our
needs.
Thirdly, we need to consider long term options to
ensure a more holistic approach to client requirements.
I would add that in all of this, we must consult with,
but necessarily be bound-by, the needs of our EHA
Colleagues.
Regards
Sir Christopher Coville
Chairman BHA
HeliTech Excel and Amsterdam
Dear Georgina
Re David George’s letter in the Spring issue of
Helicopter Life. I am sure Reed must be aware of the
dissent. If they are working in their shareholders best
interests, they will be wanting to consult their cus-
tomers on the product they provide. If there is a meet-
ing in June with Reed attending can I suggest, as a first
step, a survey of companies who have exhibited
(between, say 2010 and 2014), visitors, BHA members
and HCGB (representing a large proportion of UK pri-
vate customers)?
At the heart of this is 'why do we exhibit'. I imagine
the answers from all areas will be broadly similar. Yes,
sales are important but we also go to catch up on news,
inform planning, find new opportunities, get feedback
on our performance over the past year, socialise and
meet interesting people. This is true for exhibitors and
visitors alike. The survey would ask something along
the lines of: Is the current format (Excel and Schipol) meeting
these requirements?
If a survey is carried out it should be done jointly
with BHA for transparency - no bad news buried in the
collating process. I am sure that Reed would under-
stand this is in their best interests. There are other
Show organisers waiting for the opportunity to take a
bite from the industry and dissent among
exhibitors/visitors is an opportunity. If BHA recognises
there is a problem and is willing to help Reed address
this then surely nobody loses?
I would especially want to ask the OEM's, Operators,
Flight Schools, Equipment and Service suppliers,
Military (where did all the visitors who used to come
from Benson, Wattisham and Culdrose go?) and
MRO's to send multiple responses from individuals in
engineering, flight ops and sales -not a general corpo-
rate response from the marketing department. A good
Expo is vibrant, filled with earnest discussions in cor-
ners, gossip, chance meetings and unexpected opportu-
nities. Marketing departments provide the backdrop
but an Expo without the former never survives -it's too
dull. PDG used to send 8 or more employees to
Duxford. I only saw 2 at Excel. Did you also notice
there were hardly any Scandinavian operators visiting
Excel in 2013, or military personnel from
Wattisham/Culdrose and Benson?
Responses from individuals will give the true picture.
I suspect that location will be a common theme.
UKTI, tasked with encouraging UK exports, is wor-
ried with the way Reed is presenting the UK industry
to overseas buyers. Air Covers works closely with the
Defence and SAR Export Team and I know that they
have also had a meeting with Reed to express their
concern.
Finally, the survey should also address cost. The dis-
parity for exhibitors between Heli Expo and Excel is
too great to ignore. If poly-board and octanorm shell
schemes become the HAI curtained cattle-pens then so
be it - there's a difference of £150 per m2. These days
most of us erect full printed backdrops anyway.
Best wishes
John Pattison
continued on page 21
leTTerS To The ediTor
1011HELICOPTER LIFE, Summer 2014HELICOPTER LIFE, Summer 2014
Letters are continued on page 21
TeChnoloGy For heliCopTerS
new
uK pursuing leading-edge technology to
improve air-traffic management
The Civil Aviation
Authority (CAA), the
UK's specialist avia-
tion regulator, has awarded a
study to Airbus Defence and
Space to examine the feasibil-
ity of using the latest radar
technology for better air traf-
fic management.
Conventional radar uses a
rotating antenna to sweep the
sky, actively sending out radio
pulses and detecting those
which are reflected back from
aircraft. Airbus Defence and
Space has developed a so-
called ‘passive radar’ system
that doesn't emit any radia-
tion, but instead analyses radi-
ation reflections from other
emitters, such as radio and tel-
evision stations, to detect
objects. By measuring the dif-
ferences between the original
broadcast signal and the sig-
nals reflected from aircraft in
the air, the position of the air-
craft can be detected. The dif-
ference is that a passive radar
system that relies on signals
already in the air avoids creat-
ing additional emissions in
populated areas, releases
bandwidth for other uses and
addresses the problem of misleading echoes from wind
farms.
This type of new system potentially offers a highly cost
effective and extremely reliable system. Passive radar is
expected to be highly reliable as well as cost effective
compared to the current systems in use in civil airports,
because the current approach relies on one radar transmit-
ter per airport putting enough signals in the sky.
Translating the motto
"Four eyes see more than
two" into the radar
world, several cost effec-
tive passive radar sensors
using a number of emit-
ters could broaden the
basis for detection. The
current active radars
used can be susceptible
to confusing echoes and
interference from the
increasing number of
wind farms in the UK.
Placing several passive
radar sensors intelligent-
ly can eliminate these
unwanted effects.
(NB, Airbus Defence
and Space announced in
2011 the development of
a software and hardware
radar modification to sig-
nificantly mitigate inter-
ference from wind tur-
bines).
Passive radar may also
help to free up spectrum
that could be used for an
upcoming 5G network.
Airbus Defence and
Space started to develop
the passive radar solution
in 2006 and has already
demonstrated a working system, which can detect ultra-
light aircraft many kilometres away with accuracies down
to 20m, as well as detect larger aircraft 200km away, mak-
ing it one of the early pioneers and currently at the head of
the field in this area. Airbus Defence and Space hopes that
the application of this technology originally conceived for
military use could reshape the way that air traffic is man-
aged in the future.
HELICOPTER LIFE, Summer 2014 HELICOPTER LIFE, Summer 201412 13
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EC175 Test Demo in Aberdeen
The EC175 was certified by EASA in January this year.
Georgina Hunter-Jones
HELICOPTER LIFE Summer 2014 HELICOPTER LIFE Summer 201414 15
words by Alan Norris
pictures by Alan Norris and
courtesy of NATO
For NATO
Despite having no armed forces of its own Iceland
was one of the founding countries of NATO and
its strategic location off the East coast of
America and the West coast of Scandinavia, meant that
the island played an important role during the cold war
of the 1980s.
The Iceland Defense Force, a military command of the
United States armed forces, was created at the request of
NATO to provide for the defence of Iceland. The United
States had a fully operational air base on Iceland at
Keflavik with the 57th Fighter Interceptor Squadron and
a detachment of the 67 Aerospace Rescue and Recovery
Squadron operating the HH-60G Pave Hawk in the
search and rescue role.
Following the American withdrawal from Keflavik in
2006 Iceland did not, and still does not, maintain an air
force so the country was left unable to patrol its airspace.
After a number of Russian Air Force aircraft entered
Icelandic airspace on several occasions the Icelandic
government requested that Iceland's NATO allies assume
responsibility for protecting their airspace. This was
agreed and it is known as the Icelandic Air Policing,
where NATO allies periodically deploy fighter aircraft to
Keflavik Air Base. Also, although not members of
NATO, the governments of Finland and Sweden, at the
request of Iceland, are contributing forces to the air
policing mission during 2014.
The island also has a Radar Operations Control Center
with four sites in Iceland plus a single radar site on the
Faeroe Islands. These radar sites were handed over to
Iceland by the United States as part of the Iceland Air
Defence System. The four radar sites on the island are
primarily used to monitor air traffic and direct allied
interceptors based out of the country. Originally con-
trolled as part of the Icelandic Defence Agency it is now
under the command of the Icelandic Coast Guard.
In February 2014, the current deployment to Iceland
of a Norwegian air-defense detachment was allowed to
conduct a NATO peacetime preparedness mission exer-
cise, Iceland Air Meet 2014 (IAM2014). The aim of
An Icy Blast
HELICOPTER LIFE, Summer 2014 HELICOPTER LIFE, Summer 201416 17
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which was to bring together participants from NATO
member nations Norway, Iceland and the Netherlands,
and from partner countries Finland and Sweden, to con-
duct a wide range of air defense related flying activities.
This was the first time that Finland and Sweden had
deployed to Iceland and the training exercise was aimed
at improving the ability to deploy assets to the island and
provide additional training opportunities to strengthen
Nordic defense cooperation (NORDEFCO), between
both NATO members and non-members in the region.
Training activities during the exercise included a num-
ber of air combat training missions between dissimilar
aircraft with Norwegian, Finnish and Swedish fighter air-
craft flying two to three waves daily in designated train-
ing areas allocated to fighter operations in Icelandic air-
space and predominantly over the sea. With weather in
the region always unpredictable, during the exercise
wind speeds reached over 40 knots gusting up to 60
knots sometimes, whenever the fighters were in the air
search and rescue over cover was supplied by both the
local Icelandic Coast Guard AS332-L1 Super Puma and
Finnish NH90s.
In 2001 the Finnish Ministry of Defense signed a con-
tract for 20 NH90 TTHs for the Finnish Army, as part of
a joint Nordic acquisition with Sweden and Norway, val-
ued then at USD470 million (EUR350 million,) to
replace their fleet of Mi-8 utility helicopters. This figure
eventually rose to USD520 million (EUR400 million)
which included spares, support and training. It was
seven years later before NH Industries began deliveries
to the Finnish Helicopter Battalion based in Utti,
Finland, which has to date received 15 NH90s. In 2013
Finland renegotiated its contract as a result of the deliv-
ery delays and under the new contract the program was
extended to 2018, with deliveries to be completed by
mid-2014, some six years later than originally scheduled.
Finland was one of the first countries to go operational
with the NH90 in 2010.
Powered by the Rolls-Royce Turbomeca RTM322
with FADEC and engine intake air particle separators,
the Finnish NH90 TTH is the utility version with a rear
ramp for troop access to the large cabin. The TTH does
not have any offensive avionics fitted but is fitted with a
defensive aid suite, weather radar, FLIR sensor, Hellas
obstacle warning system and a wire cutting system. To
cope with the cold weather of Finland a de-icing and
anti-icing system is fitted to all aircraft in the fleet plus
the SAR model is also fitted with a winch. Standard crew
is pilot and co-pilot, with a payload capacity of 20
troops, 12 stretchers, a light tactical vehicle or 5,500
pounds (2,500 kg) of cargo.
The Finnish Army have taken part in a number of
NATO exercises over recent years operating with the
NH90 including an European Defense Agency exercise
in Portugal. In Finland, exercise arrangements come
under the responsibility of the Air Force's Satakunta Air
Command and the Iceland Air Meet formed part of the
Finnish Defense Forces' 2014 plan for combined training
and exercise events. Its objectives include the training of
aircrews and fighter controllers in a combined Nordic
environment while improving the Air Force's crisis man-
agement capabilities. IAM2014 also provided an oppor-
tunity to obtain experience of combined operations dur-
ing the deployment phase that involved logistics plan-
ning and the controlled rotation of personnel while an
operation was in full swing.
The Army's two NH90 utility helicopters were flown to
the Royal Norwegian Air Force air base in Bodø,
Norway. The main blades were removed before being
loaded on to a ship, along with support equipment, to be
sealifted to Iceland. Major Tuukka Elonheimo, Finnish
contingent coordinator said, “ every deployment gives us
an opportunity to learn a little more benefitting our opera-
tional effectiveness.”
Once on station in Keflavik, located 50 kilometers
from the Icelandic capital Reykjavik, the two helicopters
played a key role in flight safety during the exercise, with
one NH90 available everyday on quick reaction alert
ready to scramble on a SAR mission whenever any of the
fighter aircraft were airborne.
The second Finnish NH90 and its crew were tasked
each day to carry out search and rescue training missions
over the sea and in the mountains of Iceland in conjunc-
tion with the personnel and vessels of the Icelandic Coast
Guard. The prevailing extreme conditions in the Atlantic
at the time made for an exceptional exercise arena for
pilots, loadmasters, rescue swimmers, and technicians to
re-certify and hone their skills. This was also a good
opportunity for Finnish fixed wing pilots to experience
being winched into and out of the sea.
During the early part of the exercise the NH90s were
scrambled in support of local authorities in a live search
and rescue task at sea to the north from Reykjavik.
Lieutenant Colonel Keränen, Commanding Officer said:
"This was our first combined joint operation in which
Finnish Army helicopters and Air Force have worked
alongside a host nation and other countries cooperating to
this extent."
Although the Icelandic Air Meet strengthened the ties
with their Scandinavian countries, for the Finnish detach-
ment this major NATO exercise provided yet another
venue to develop the operational capability of the NH90
from the deployment and redeployment phases to live
SAR scenarios.
The Finnish Army were
deployed to Iceland
The NH90 TTH is the utility
version with rear ramp
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Industry Response to CAA changes
in the North Sea (Cap 1145)
In February 2014, in response to recent helicopter
incidents in the North Sea, and as the result of a
review of offshore helicopter operations, taken in
conjunction with the Norwegian CAA and EASA, the
CAA brought out a number of measures to improve safe-
ty for flights taking place over the North Sea (CAP
1145).
These measures were fully listed in the last issue of
Helicopter Life but include:
* Prohibiting helicopter flights in the most severe sea
conditions, so that the chance of a ditched helicopter cap-
sizing is reduced and a rescue can be safely undertaken.
* Pending further safety improvements to helicopters,
passengers will only be able to fly if they are seated next
to an emergency window exit to make it easier to get out
of a helicopter in an emergency (unless helicopters are
fitted with extra flotation devices or passengers are pro-
vided with better emergency breathing systems).
* Requiring all passengers to have better emergency
breathing equipment (EBS) to increase underwater sur-
vival time, unless the helicopter is equipped with side
floats.
*Fitting side floats.
*Implementing automatic flotation equipment.
*From 1 April 2015, when being transferred offshore
in a helicopter passenger will not be permitted on board
where the passenger's body size (including safety equip-
ment) exceeds the size of window emergency exits.
In response to this, the European Helicopters
Operators Council (EHOC,) which is made up of the ‘big
three’ Bond, Bristow and CHC, were asked when they
became involved with the regulator’s changes. They
explained that they regularly meet with the all the regula-
tors within Europe and were all engaged in discussions
while the CAA were compiling their report.
CHC explained: “Our fundamental business model is
not affected by the CAA report; we remain committed to
providing safe, efficient and flexible services to our cus-
tomers around the world… in industry efforts such as the
Joint Operators Review (launched in September 2013),
we make sure that every CHC person understands that
they have a personal obligation to the people who fly
with us every day, passengers and our own crew.”
The operators were keen to stress that most innova-
tions were not initiated by the regulators but indeed by
the industry itself, this includes major innovations such
as the use of Flight Data Monitoring, HUMS, and safety
equipment for passengers. While some of that work was
done collaboratively amongst all of the operators, others
were developed bilaterally with the oil and gas compa-
nies. Once in place for that operator and their customer,
the work was shared across the industry, with further
refinements made as more people offered experience and
ideas.
EHOC points out that “CAP1145 contains a range of
actions and recommendations, many of which are aligned
with the work already underway through the JOR.”
While the operators were often happy with the safety
aspects of the required changes there were some difficul-
ties in implementing them within the time frame
required.
Moreover, the required breathing systems were not
previously available, however, there have been improve-
ments in hardware and “over the years, the industry has
identified the potential risks relating to cold-water shock
for personnel involved in ditching scenarios and so intro-
duced a number of systems to mitigate this risk.”
At present, the industry is working together in the UK
to develop, certify, train and implement a suitable Cat A
EBS system; latest estimates envisage that this will take
around 4 months beyond the 1 June 2014 timeline origi-
nally granted by the UK CAA. Furthermore, it is likely
to take several years to build and test the side floatation
devices required by the CAA.
On the specific subject of instrument flying skills,
EHOC reported that they have recurrent training pro-
grammes, but that they are always evaluating and
improving all levels of training.
The unions supporting workers on the North Sea were
also worried by the regulation concerning the passen-
gers’ body size and the size of the window, feeling that
this might lead to job losses.
The input and comments from EHOC and the UK
Continental Shelf (UKCS) operators has led to some
variations in the CAA regulations:
Firstly, this is the delay of the implementation of the
seating restrictions until 1 September 2014.
Secondly, the CAA have brought forward the date
from which the improved EBS will be compulsory. This
will now be 1 January 2015 rather than 1 April 2016.
The new system is expected to be ready in July; it will
deliver a significant improvement in safety for those fly-
ing offshore.
They decided to make these changes after evidence
provided by the oil and gas industry that reducing heli-
copter capacity owing to seating restrictions could have
an adverse impact on safety critical maintenance work
due to take place at offshore installations over the sum-
mer. There has also been confirmation that the first
improved breathing system units (which will remove the
need for seating restrictions) won’t be available before
mid-July. And finally, they took into account the recent
certification of the redesigned gear shaft for the Airbus
Helicopters EC225, enabling it to be fitted on existing
helicopters of this type. The CAA said that this is an
important safety modification which should be imple-
mented as quickly as possible, but will also require heli-
copters being temporarily taken out of service, further
reducing capacity at this busy time for offshore safety
maintenance.
The CAA understood workforce concerns about its
plans to prevent helicopter operators carrying passengers
whose body size means they couldn’t escape through
push-out window exits in an emergency. The change,
which is not due to take effect until 1 April 2015, is to
ensure that everyone onboard can escape in the event of
a helicopter capsizing after a ditching or water impact.
The Offshore Helicopter Safety Action Group has said
that the introduction of the requirement will be sensibly
managed and the Group’s aim is that no one loses their
job as a result of the change. Exit sizes vary from one
helicopter type to another and even from one seat row to
the next on some helicopters and there are many options
being explored, especially around seat allocation.
Malcolm Webb, Oil & Gas UK chief executive, said:
in response to the CAA changes: “The CAA consultation
with industry has been highly constructive, prompting
and accelerating the introduction of breakthrough lifesav-
ing equipment over a year ahead of CAA proposed
action. CAP1145 is a real milestone for safety in the
North Sea. Additionally, the new equipment comes with
a significantly improved lifejacket for all passengers,
more good news for offshore safety.”
He added that, “By adjusting the timescale for limiting
helicopter seating capacity to better align with the avail-
ability of Category A Emergency Breathing Systems, the
CAA has facilitated the work of the fast-approaching
annual turnaround season, when safety critical mainte-
nance is carried out during the summer months.
Oil & Gas UK also warmly welcomes the news that
the redesigned gear shaft for EC225 helicopters has been
certified, and will now be introduced as soon as possible.
This is another significant step forward for safety.”
However, although the operators are well disposed
towards the regulators changes there is no doubt that the
changes will cost millions of Euros and that, since they
are only currently being implemented in the North Sea
and not worldwide, it will lead to some competition
issues. The question here is really are all these changes
really going to increase safety, or are they merely a knee-
jerk reaction by the regulators in response to public out-
cry at the well publicized incidents? On this possible
lack of competitiveness the operators said: “the JOR is
reviewing how CAP1145 may, or should, subsequently
be implemented elsewhere. This work is being done in
close cooperation with the oil and gas companies and
will be shaped by regional variations.”
If this is indeed the case, and the changes are indeed
significant, then there should be a worldwide improve-
ment in offshore safety standards.
HELICOPTER LIFE, Summer 2014 HELICOPTER LIFE, Summer 201420 21
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continued from page 10
Skeeter Correction
Dear Georgina.
Unfortunately you got the info' wrong in the House
and Helicopter feature, as I am not a helicopter pilot or
an engineer! I've had to take a bit of 'ribbing' from the
lads down at the Helicopter Museum and people who
know me and read your magazine. Still, on the plus side,
I am now elevated into the flying fraternity with a stroke
of the pen, ha ha.
Also, you managed to put in the photo' of Peter
Nowicki's aircraft instead of our non-flying project (see
right). Never mind, it's good we can laugh about it. We
haven't really started it's refurbishment as yet, because
we have been mainly concerned with aquiring some of
the missing parts.
Kind regards,
John Phillips
Australian Helicopter Life
Dear Georgina
Rotortech 2014 is about “All the innovations under the
sun.” The exhibitors are all about latest technology. And
a lot of the speakers will be guiding us through the diffi-
cult transition to EASA rules – a project with hard to
achieve bench marks.
Now that Australian Helicopters, has been awarded a
10-year contract with the Victorian Government and
Ambulance Victoria using AW139 helicopters, attendees
may wish to learn more about the new performance leg-
islation which made the AW139 the leader in the very
limited pack. Industry experts will guide you through the
thought processes. CASA has offered two specialists to
take part in a regulatory/industry panel discussion on
many topics, the one of immediate concern is the restruc-
turing of the training industry. The implementation of
CASR Part 61 is less than four months away.
We have engaged the services if Greg Ward, an enter-
tainer and MC of conferences. (His real qualification is
that of a comedian!) Those attending as delegates (or at
our conference dinner) will be amused by his profession-
al and very funny way of doing things. Tickets will be
released soon; we have 190 seats left.
As mentioned in our last edition, we were surprised to
find out we were number two in the Western World for
helicopter registrations with 2,100 helicopters. Our near-
by neighbour, New Zealand, has 900 helicopters. Add
both together and we are not far below all the European
registrations at around 4,250.
Reminder: Rotortech 2014 – 24/25 May 2014 – Twin
Waters - Sunshine Coast, Qld. The AHIA’s Rotortech
2014 will be at the popular beach front Novotel Twin
Waters Resort, Sunshine Coast, Queensland, Australia.
The venue is only a short taxi trip from Sunshine Coast
Airport (and about one hour’s drive from the Brisbane
International Airport). Our hosts have offered room to
park at least 20 small and maybe 15 medium helicopters.
AHIA members are invited to apply for a helicopter
landing site at the venue. We have 29 standard display
booths in the main exhibition area next to the conference
hall. There is free entry to outdoor displays and exhibi-
tions for the general public. Fees will apply to delegates
attending the conference hall activities.
More information and delegate order forms at
www.austhia.com. Check out the venue and relaxing set-
ting at www.novoteltwinwatersresort.com.au.
Those who are curious about happenings in Australia;
can see more at www.bladeslapper.com. Just check out
the thread starting with AHIA…(topic).
Kindest regards,
Rob Rich
AHIA Events Coordinator
Australian Helicopter Industry Association Limited
PO Box 1796
CARINDALE QLD 4152 Australia
Mob: +61 (0) 415 641 774
Email: [email protected]
To The ediTormore leTTerS
Now a fully licenced Rotorway pilot, I have started
doing examining and some instruction on the
types of Rotorway (162F and Exec 90). As ever
you learn far more on the job than you do when you are
training.
It seems to me that the real reason the Rotorway has a
bad reputation is not that there is anything wrong with
the machine, but merely that it is underpowered. My first
test was on a 162F Rotorway based in the South of
England. The pilot was relatively experienced, the day
cool and the wind light. We had a excellent flight in the
Hampshire area with no problems, and the student passed
without issue.
The next time I flew one of the Rotorways I was
teaching. It was again a 162F and one that is known as
being a ‘good one’ with a relatively powerful engine. The
weather was cool, but there was a wind of 18 knots. Now
for most helicopters 18 knots of wind is going to be
worth looking at, but not an intrinstic problem. However,
with the Rotorway, even the more powerful types, you do
not want to turn downwind in such a wind.
We had full fuel and were close to the all-up-weight of
the machine. I took off, with a slight cross wind, and
immediately lost RPM. I managed to turn into wind, but
could not get the RPM back up. This was partly because
I had the collective too high, but being near to the
ground I found it hard to bring it down, even though I
knew theoretically I was over-pitching and hence needed
to bring down the collective before I could bring up the
RPM. I was also losing tail rotor authority and hence had
full right pedal while the machine turned left. It took sev-
eral goes, and even a shut down before I managed to
resolve the problem, which was owing to my own cack-
handedness, but nonetheless a potential bigger problem.
However, never call me a quick learner. I then took off
into the local area for a flight. Fine in itself but the nicest
take-off run without any trees was downwind, and yes, I
was indeed stupid enough to take-off down wind. Thanks
to the relatively airflow, the fact that this was quite a
powerful 162F and that we had the space I did not put
the nose into the ground. But wiser consideration after
the event made me realise I would have been much bet-
ter off taking off into wind, even given the presence of
trees and wires.
I am told that flying the Rotorway makes you a better
pilot and I am starting to see why.
A few days later I did another Rotorway test, this time
on an Exec 90. There was no wind and the weather was
hot, so with this less powerful engine we had to be par-
ticularly careful. We were careful not to have full fuel
this time, and we did a few tests in the hover to check we
had enough power available. We did and everything was
fine. The pilot flew nicely, careful and well and he
passed his test. But it is important to be aware of the
machine’s limitations.
Type Rating on the Rotorway 162F by Georgina Hunter-Jones
see: http://www.helicopterlife.blogspot.com
Helicopter Training
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Airbus Helicopters’ EC225 presence in the African
oil and gas heli-lift market will expand following
delivery of an additional workhorse rotorcraft to
SonAir, to deploy this long-range helicopter on opera-
tions in Angola.
This is SonAir’s latest EC225 joining SonAir’s fleet of
heavy helicopters that already includes 11 EC225s, four
AS332 L2s and three AS365 N3s.
As a subsidiary of the Sonangol Group – a structured
aviation service provider in Angola, and the largest
African helicopter operator – SonAir will utilize the
newly-delivered EC225 in oil and gas transport duties
with an existing customer. SonAir is in the process of
adding a total of five additional EC225s to its inventory,
three of which will be leased from Milestone Aviation
Group, while two others will be owned outright by
SonAir, permitting the company to initiate heli-lift busi-
ness with three new partners and two existing customers.
“The expansion of SonAir’s EC225 fleet underscores
their confidence in this powerful helicopter for highly-
demanding missions,” said Airbus Helicopters CEO
Guillaume Faury. “It reinforces our long term relation-
ship and our commitment to fully support their growing
activity in Africa.”
“By growing our fleet, SonAir will benefit from the
EC225’s performance, range and power,” SonAir CEO
João Andrade explained. “We look forward to continuing
to serve our customers with one of the best aircraft in oil
and gas helicopter transportation.”
The EC225 is an 11-ton-class rotorcraft in Airbus
Helicopters’ Super Puma family. With more than 300,000
flight hours logged in worldwide service to date, it is
deployed in duties ranging from offshore transportation
and cargo airlift to search and rescue (SAR), parapublic
operations and military missions.
SonAir Serviço Aereo, SA, a subsidiary of Sonangol
Group, is a structured aviation operator in Angola, using
both helicopters and planes, providing services to all
major oil & gas companies as its core business and also
to the State as complementary business. SonAir started
as an aviation department and today, after 35 years in the
industry operates a fleet of over 25 helicopters. SonAir´s
mission is to provide safe and reliable air transportation
services, assuring an optimal economic balance. SonAir
is today the largest African helicopter operator and 90
percent of the fleet is dedicated to the Oil and Gas, flying
both offshore and onshore. The onshore flying is also
supported by fixed wing activity. The workforce rounds
about 1000 employees, mainly nationals: the expat work-
force is less than 15 percent. Internationally, SonAir also
offers a closed charter, direct service from the US to
Angola dedicated to the Energy industry. Our vision is to
be the leading operator of air transportation in support of
the national Oil and Gas Industry, with regional expan-
sion, acting safely, with quality and competitively.
Airbus Delivers EC225 to Angola
Airbus Helicopters completes deliveries of EC135s
to Turkey’s THK Gökçen Aviation for emergency
medical services Their fleet now totals 17 of the
twin-engine rotorcraft and critical-care airlift services
from Turkey’s THK Gökçen Aviation are now at their
full-up capability following completion of Airbus
Helicopters’ delivery of EC135 to this commercial arm
of the Turkish Aeronautical Association.
The EC135 already has demonstrated its capabilities in
THK Gökçen Aviation’s emergency medical services
(EMS) missions, as more than 2,000 flight hours have
been logged since the helicopter’s 2013 service introduc-
tion with the operator. THK Gökçen Aviation is utilizing
its EC135s in the framework of a five-year EMS contract
with the Turkish Ministry of Health.
“This rapid fleet build-up – with all helicopters phased
in during 12 months – confirms the operational excel-
lence of THK Gökçen Aviation, and also validates the
EC135’s capabilities as the reference rotorcraft for EMS
operations,” said Olivier Lambert, Airbus Helicopters’
Senior Vice President for Sales and Customer Relations.
With their 17 EC135 helicopters THK not only
increase their mission capability but are also able to
assure the Turkish population the best service in any con-
ditions. Moreover, THK has established important MRO
facilities together with their subsidiary Asal Aeronautics.
“Our EC135s are performing very well, with high reli-
ability levels in the full range of operating conditions
across Turkey,” added Osman Yildirim, President of
THK.
The EC135 combines a wide, unobstructed cabin with
excellent performance, range and payload capacity –
along with low-noise operations. Its oversized sliding
side doors and rear clamshell doors enable fast
loading/unloading of patients – with additional safety
during ground operations ensured by Airbus Helicopters’
signature shrouded Fenestron® tail rotor.
THK is known for their excellent operational capabili-
ties thanks to the biggest fleet of firefighting aircraft, two
fixed wing aircraft for air ambulance, three business jets
and various types of single and multi-engine aircraft.
ASAL Aeronautics is located at Isparta airport. Their
MRO facilities are located in the center of the southern
part of Turkey which is convenient for operators in and
around Turkey. ASAL MRO facilities are capable of pro-
viding both base and line maintenance with certified
engineers, technicians and tools. All personnel were
trained at Airbus Helicopters’ facilities.
Airbus Helicopters EC135s to Turkey
Around the World
HELICOPTER LIFE, Summer 2014HELICOPTER LIFE, Summer 2014 252524
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Arrius2R Bell 505 Engine Test Run
The first engine test bench run of Turbomeca’s new
Arrius 2R turboshaft took place on April 29th
2014 at the company’s Bordes factory in south-
western France.
The latest Arrius variant is destined for Bell
Helicopter’s new Jet Ranger replacement, the Bell 505
Jet Ranger XTM, and the initial rotations were witnessed
by Bell Helicopter’s 505 Program Director Paul Watts
and the new rotorcraft’s development team.
The Arrius 2R is designed to deliver performance and
power within the 500 shaft horsepower range, while
improving safety and lowering pilot workload via a Full
Authority Dual-channel Engine Control (FADEC). The
twin-module configuration will reduce fuel consumption
and lead to lower operating costs.
More than 3,000 Arrius engines have been sold by
Turbomeca, accumulating 6.6 million flight hours for
430 customers in 60 countries. This proven reliability is
built into the 2R and reinforced by a 3,000 hour Time-
Between-Overhaul to be offered at service entry.
The engine will also benefit from Turbomeca’s
renowned service and support capabilities.
Launched in 2013, development of the Arrius 2R is
proceeding to schedule and certification is planned for
the end of 2015.
The Bell 505 Jet Ranger X was unveiled last February
at the Heli-Expo 2014 convention in Anaheim,
California, and approximately 200 letters of intent have
already been signed, indicating a high level of market
acceptance.
Red Bull latest
Hannes Arch of Austria and Paul Bonhomme of
Britain will be taking their heated rivalry for the
championship lead to the hottest race of the 2014
season on May 17/18 when the Red Bull Air Race touch-
es down in Putrajaya, Malaysia for the first time. Arch,
the 2008 champion, beat the defending champion from
Great Britain in the last race of the world's fastest motor-
sport series in Rovinj, Croatia by fractions of a second
following Bonhomme’s narrow defeat over Arch in the
season opener in Abu Dhabi.
Japan’s Yoshihide Muroya is looking forward to the
first race in Asia after getting his career-first podium
with a strong third place in Rovinj. Australia’s Matt Hall
is confident the race in his corner of the world can revive
his championship hopes after the former Royal
Australian Air Force fighter pilot suffered from untimely
pylon hits in the first two races. Canada’s Pete McLeod,
third in Abu Dhabi, will be hard pressed in Putrajaya to
hold onto third overall as the gaps between the pilots has
narrowed this year due to rule changes – all 12 pilots fly
with a standardized engine and propeller. The competi-
tion in Rovinj was fierce with a record-breaking number
of pylon hits.
The pilots have been looking forward to the first race
in Putrajaya, where temperatures in May rise above 30
degrees, as one of the highlights of the season. Putrajaya
is just south of Kuala Lumpur and was built in the 1990s.
The city is committed to sustainable development and
represents the coming-of-age of Malaysia.
Malaysia’s Challenger Cup pilot Halim Othman, a
decorated air display team leader and former “top gun”
pilot in the Royal Malaysian Air Force, will be taking
part in the Challenger Cup competition that gives new
pilots a chance to develop their low-altitude flying skills
under race conditions, in a separate event from the main
race.
In the Red Bull Air Race, pilots’ race against the clock
as they try to navigate their planes as fast as possible
through a challenging low-altitude slalom course filled
with Air Gate pylons. The pilots reach top speeds of up
to 370 kilometers per hour and endure forces of up to
10Gs in the tight turns on courses.
World Championship Standings: 1. Hannes Arch
(AUT) 21 points, 2. Paul Bonhomme (GBR) 21, 3. Pete
McLeod (CAN) 12, 4. Yoshihide Muroya (JPN) 7, 5.
Matt Hall (AUS) 7, 6. Nicolas Ivanoff (FRA) 5, 7.
Martin Sonka (CZE) 5, 8. Nigel Lamb (GBR) 5, 9.
Matthias Dolderer (GER) 5, 10. Kirby Chambliss (USA.
26 27HELICOPTER LIFE, Summer 2014 HELICOPTER LIFE, Summer 2014
,
Russian R66s Round the WorldStory by Georgina Hunter-Jones
Photographs by Dmitry Kubasov
up with this famous company and become the first in our
country to do it.”
There were also more serious reasons for their flight,
as Michael Farikh explained: “When we flew abroad in
2009, in preparation for the flight, we saw that foreign
legislative systems for flying were much less restrictive
than our own. So, we introduced an initiative for major
changes to legislation without which projects similar to
round-the-world flight would be impossible. In 2010, this
new law became effective, which allows you to fly
around Russia in greater comfort. This new Air Law was
an immense victory and the start of our round-the-world
trip.”
The pilots also saw there were economic reasons for
their flight. In remote places such as Kamchatka and
Chukotka there is very little infrastructure and very little
In August and September last year, five Russian men
flew round the world in a Robinson R66. Their jour-
ney lasted for 43 days, took 220 flight hours and cov-
ered 39,448 kms (24,537 miles). They flew over
Greenland, North America, the Russian provinces of
Kamchatka and Chukotka and crossed over the Atlantic,
all in a small single turbine helicopter.
The men were Michael Farikh, the team leader,
Alexander Kurylev, an aerobatic champion, Dmitriy
Rakitskiy, Chief pilot of Aviamarket, Vadim Melnikov,
who only learnt to fly in 2010, and Dmitry Kubasov, the
photographer, cameraman and general gofer.
Explaining why they did it, Michael Farikh said, “no
one in Russia had ever flown round the world in a heli-
copter, and even in the world there are only 18 such
madmen (and women)… That’s why we decided to join
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HELICOPTER LIFE, Summer 2014 HELICOPTER LIFE, Summer 2014
population movement. Moreover, these places are virtu-
ally inaccessible to the average Russian, both because of
the cost and the difficulty of getting there. However, the
pilots saw huge economic advantages of flying for the
population. Citing Alaska as a suitable example, (which
also has large areas without any infrastructure, no roads,
railways etc, but a very healthy small aircraft popula-
tion) they pointed out that small helicopters and small
planes would revolutionise movement in these areas,
much of which is completely cut off from the main
cities. “The cost of one flight hour in a helicopter can-
not be compared with the cost of a large airplane, were
they to use it, for example, to take a shepherd out to
pasture and back.”
Furthermore, Alexander Kurylev explains, “small air-
craft allow for the natural preservation of the environ-
ment, by not disturbing the landscape.”
All the pilots agreed that if aviation were introduced
here it would mean a huge improvement in living stan-
dards for the people.
Preparations for the Trip
While making preparations for the trip, Farikh dis-
covered there would be a problem flying a Russian reg-
istered helicopter in the USA. “The USA,” Farikh
explained, “is the only place in the world where you
cannot fly a Russian registered light aircraft.”
He made many calls to the FAA, explaining his prob-
lem, only to find that his application was rejected. If
they could not fly though Alaska in US airspace they
could not make the trip. However, Farikh and his group
were not to be deterred. Farikh went to fly in Canada, to
A break in a busy
schedule
Quentin lends
a hand
These places are virtually inaccessible to
the average Russian
see if being closer to the FAA would help. On this trip he
met an American called Bob Kelly, an experienced and
well-connected aviator, who quickly became his friend.
Thanks to Kelly, the group were able to get clearance to
fly through selected airports in the USA, and the trip
became a possibility again.
The Route
Farikh explains that they chose their route by looking
for interesting places to fly, where there had been less
exposure to small helicopters and in particular to the
small turbine Robinson R66. Thinking back to his earlier
trip around the North Pole, Farikh says, “when we
arrived in the Arctic even the helicopter pilots were
amazed to see us. They said, ‘you cannot fly a TOY heli-
copter here!”
The two Robinson R66s started from their home base
at Bun’kovo Heliport, 40 miles northwest of Moscow.
They then flew to North Cape Norway, to Italy to Ceuta
in Africa, to Paris. London, up to Scotland and to the
Faroe Islands crossing the North Atlantic to Iceland, and
Greenland and making landfall in Canada at Iqaluit on
Aug. 20.
From Nunavut, the R66s flew across the Hudson Strait
to Kugguak, Quebec, and continued south through
Labrador to Goose Bay, and west across Quebec to reach
Gatineau Airport on the 21st, and Toronto’s Buttonville
Airport on August 22. They landed at Fairbanks in Alaska
and flew across Alaska, back into Russia, flying across
30 HELICOPTER LIFE, Summer 2014 HELICOPTER LIFE, Summer 201430 31
Kamchatka and Chukotka, finally to return to Bun’kovo
on 14th September 2013.
They had a very strict regime, getting up early, flying
12 hours a day and keeping to a strict military timetable.
This was necessary, the pilots explain, to achieve their
goals and make their dream come true.
They carried long-range tanks, which allowed them to
do five hours flying without refuelling, and they worked
on using 87 litres (23 US gallons) per hour.
The most challenging experience, Vadim Melnikov, the
least experienced pilot explained, was flying into The
Faroe Islands in the North Atlantic in fog. To get into the
airport you have to fly between mountains and the visibil-
ity was pretty low. However, he adds, they had some
good advice from an experienced British aviator who
explained the best way to fly in. And both helicopters
made it without incident.
Indeed the whole trip was incident free. And, although
both helicopters carried spare parts none of these were
needed and there was not one single technological prob-
lem.
Flying into virtually unvisited regions in Russia gave
the aviators another perspective on their country. The bur-
den of bureaucracy! Alexander Kurylev explains, “two
identical towns in Alaska and Russia, both with 800 resi-
dents. The Alaskan town has a mayor and a police offi-
cer; the Chukotka town has an entire administrative staff!
Bureaucrats who decide what can and cannot be done.
They are all receiving large salaries from the state budget
and have no interest in the development of the region.
More freedom should be given to entrepreneurs; this will
not cause anarchy but simply give the freedom to make
decisions. Then the area would grow financially.”
The Future
What will the quartet do next, they were asked.
Melnikov replied, “logically it makes sense to go for
speed, but in that case we would have to pursue some
research goals and I think it would be difficult to find an
incentive... Perhaps it makes sense to fly to some far-
away places – South Africa, South America, Australia,
New Zealand. The South Pole, that of course is suicide.
But to fly to other continents would be interesting.”
So, perhaps it will be the suicide run? We wait to see
what this group decide, but it is sure to be intriguing.
Flying at the top of the
world in a TOY!
Formation
Dining on the
beach
Alexander Kurylev, Vadim melnikov, Dmitriy Rakitskiy,
Dmitry Kubasov, and michael Farikh, the team leader.
michael Farikh
and Alexander
Kurylev
3332
Summer2014
Paul Kievit and Carlo Kuit
Photographs by Broncho Aviation
macedonian Warriors
In 2001, the Macedonian Air Brigade came into
being after the tragic crash of a Mi-17 helicopter
killing all the people onboard. The investigations
after the crash highlighted various problems; the train-
ing of the Mi-17 crew was not sufficient and the crew’s
knowledge levels and the facilities themselves were
found to be insufficient by Inspectors of the Ministry of
Defense (MoD). The conclusion was that a new way of
HELICOPTER LIFE, Summer 201434 35HELICOPTER LIFE, Summer 2014
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training had to be established to prevent such crashes in
the future. The 2001 crash led to the creation of the
Military Aviation Authority (MAA). The MAA is cur-
rently responsible for the definition of rules and training
within the Macedonian Armed Forces; their main role is
to liaise between the Ministry of Defense of Macedonia
and the in 2011 established Pilot Training Center (PTC)
located at Petrovec airport, the sole location for the
Macedonian Air Brigade.
Inspectors of the Air Brigade and the representatives
of Elmak (Macedonian company led by the Israeli com-
pany Elbit) discussed ways of recruiting new pilots and
the e-assessment of cadets already in training with the
Air Brigade. The result, after two years of detailed
analyses, was that the Ministry of Defence of the
Republic of Macedonia and the Israeli company Elbit
signed an agreement on the 28th of December 2010, to
establish a Pilot Training Center (PTC). The PTC will
educate pilots for the needs of the Ministry of Defense
and the Ministry of Internal Affairs, as well as for the
needs of the other state institutions. The PTC is the first
Centre of this type in the South East Europe. The bene-
fits are expected to become visible in several years
when the PTC is planned to grow into a Regional
Center allowing for training of pilots from other coun-
tries.
The agreement between the Macedonian MOD and
Elbit specified an eight year partnership, assets, includ-
ing five Zlin 242 training aircraft and four Bell-206 hel-
icopters and technical assets, were transferred to the
Ministry of Defense.
The training of the first generation of pilots at the
PTC would be carried out by instructors from Elbit (this
role will be gradually taken over by Macedonian
instructors). To support the PTC the overall required
infrastructure has been built from hangars, classrooms
and simulators. Dragan Nedelkovski, Quality Manager
and Flight Instructor, who has been involved in the
analysis process, emphasizes that the operational per-
sonnel in the squadrons of the Air Brigade will be able
for the first time to solely focus on their operational
tasks. Before the start of the PTC, the pilot educational
process was carried out by the Brigade, a very demand-
ing task and taking a lot of energy from the pilots who
were also busy with the execution of their daily tasks.
The Macedonian Air Force and Air Defence Forces
(Makedonsko Voeno Vozduhoplovstvo i
Protivvozdushna Odbrana) was created on the 10th of
June 1992. The Macedonian Air Force and Air Defence
Forces acquired four Mi-17 helicopters from the
Ukraine in 1994. Four Zlin 242L trainers were acquired
from the Czech Republic in 1995. The Zlin’s are cur-
rently in the fleet of the PTC. Latest acquisitions have
Four Bell 206s
are used for basic
training
mindset. Every PTC pilot first has to have a test flight
with the Air Brigade, after that further training is done
onto either the Mi-17 or Mi-24.
During February 2012, Mr. Shraga took the role as
Director of the PTC supported by Chief Flight
Instructor Mr. Mann, both were experienced helicopter
pilots and currently working for Elmak. Both have
eight year contracts to the PTC.” We bring the spirit of
Israel and introduce a new training approach for pilots
and their future tasks,” Mr. Shraga explains. “The crash
in 2001 with a Mi-17 made the government realize
changes were necessary to the existing doctrine in the
Macedonian Air Force and the way training was previ-
ously being conducted”. Chief Flight Instructor Mr.
Mann adds “We are in uncharted territory as the old
Yugoslavian way of working was still in use, develop-
ments in training doctrine basically stopped during the
late 1980s, however the skeleton is still strong”. He
continues “The biggest gap we have encountered is that
an unified training programme was not available. “The
power behind the flying is the way of thinking”. Mr.
Mann adds. “We are forming Air Warriors”.
The first phase of training by the PTC ended in late
2013 with the graduation of four pilots. Two classes
have been trained so far with the 3rd class going
through the ground phase during the author’s visit in
May 2013. The first one ended the basic phase and the
second ended the advanced phase, so trainees graduat-
ed in March 2014. The PTC has logged 186 hours so
been four Bell-206 helicopters to support the Pilot train-
ing in the PTC. The first was procured second-hand
from the Irish company Gaelic Helicopters (C/N 4513,
ex EI-MER) and delivered to the PTC at Petrovec Air
Force Base on the 22th of November 2012. By end of
2013 all four Bell-206 helicopters were delivered to the
PTC. With the arrival of the Bell 206s NVG training
became possible. The aim of the Bell-206 is to close the
gap between Zlin 242 and Mi-17/24 when pilots have
their conversion done at the unit.
The idea of the PTC came from the Office of Colonel
Kire Kolevski (Air Force Brigade Commander). At the
time he was Wing Commander of the operational units
that took care of the training. “Currently the PTC is
seen as a company that makes our pilots ready for the
Mi-24 and Mi-17. When the UH-1 was still in service it
took up 60-100 hours of the training, the conversion
from Zlin to the Mi-24 took two years and was very dif-
ficult. With the PTC now in place the conversion will
take 15-20 hours, so 2-3 months,” explains the Colonel.
The Personal goal for Colonel Kolevski is to adapt to
the Israeli way of flying and even more to the IsraeliThey do NVG
training
There is an eight year partner-
ship between Elbit and the
macedonia mOD
The goal is to provide 15
well trained pilots
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HELICOPTER LIFE, Summer 2014
macedonia has given four Bell 206s to the
PTC for training
far. “The type conversion (Mi-17/24) is not the respon-
sibility of the PTC, 30% of conversion is supported by
the simulator” Mr. Mann adds. The Simulators were
built by ‘Simultec’ Romania. Both basic and advanced
training can be conducted on the simulators. The Mi-24
simulator is based on the ‘Alexander’ upgrade. Both the
PTC and the Air Brigade will use the simulator for
advanced training.
“There was a gap between the organized recurrency
training, this because of the different experience level
of the pilots” said Mr. Mann. The Macedonian Air
Force had to deal with a limited amount of flying hours
and a small quantity of aircraft. “For the foundation and
basic training, the training part was the missing link,”
Chief Instructor Pilot Mann concludes.
“An important issue is that now many cadets have
the same instructor for a long time. The instructors can
work with the cadets on their problems and update their
skills. Every phase is an individual one and is also indi-
vidually screened, this is done during the debriefings”
explains Mr. Mann “In Israel the cadets are 18 years old
and highly motivated. In Macedonian the cadets are
between the 23-26 year and less open minded. They
have to change their way of thinking, the first were fly-
ing with the intention of not breaking the rules, now
they need to learn to think for themselves and also
make decisions there selves. This gives back a challeng-
ing mindset during the daily flying. They have to think
there selves, calculate in height, weight and tempera-
ture” concludes Mr. Mann. Major Dragan Nedelkoski,
currently working for Elbit/Elmak, states “It is another
way of thinking, this is also true for the fifteen young
people currently in the Air Brigade”.
The ground school consists of physical fitness and
English language test, as well as flights with the future
PTC trainees. A PTC committee decides whether a stu-
dent is suitable to be trained. The next phase is the
flight screening, in which the student has to perform ten
flights with an experienced instructor pilot. This phase
is concluded by a decision by the Committee whether to
allow the student to continue or not. When the PTC stu-
dent passes the flight screening he/she signs up for a
period of 18 months with the PTC in which the elemen-
tary flying and advanced flying phases are taught. The
elementary phase consists of 38 flights (without take
offs and landings by the student). To support the stu-
dents there are five Zlin 242L aircraft and four instruc-
tors, including the PTC Director, who train the students
on the newly acquired Bell-206 helicopters. During the
elementary flying phase 65 flying hours will be logged
by the students, the advanced flying phase will consist
of 85 hours of flying. As part of the contract with Elbit
1400 flying hours on the simulator are included for
training in both the elementary and the advanced phase.
The advanced phase is
85 hours of flying
The first PTC course started with ninety cadets. After the
air screening there were only sixteen left, after the flight
screening there were only four cadets left. The second
course started with thirty-nine cadets (twenty-seven of
whom had already participated in the first course). After the
end there were three students who passed. Colonel
Kolevski adds “The first goal for the PTC is to provide a
maximum of fifteen pilots to the Air Brigade, after that the
Macedonian Police will send their student pilots to the
PTC”. According to student pilot Stefan Gjorgjiev the first
three PTC classes will produce four students each.
The Macedonian Air Force will require eight pilots each
year. Within a number of years it is expected to have
replaced all fifty-two pilots, one third of whom will be
Police Aviators, who are now (2014) on active duty and
were trained by aviators from the PTC.
Next to the development of the PTC the Air Brigade
started an extensive upgrade programme to their existing
fleet of Mi-8MT, Mi-17 and Mi-24 helicopters, the pro-
gramme known under the name “Alexander” dates back to
2007. The upgrade is being led by Elbit systems. “In total
eight Mi-24s will remain operational with the Air Brigade.
Four of them will be fitted with the “Alexander” upgrade
and the other four will have the ‘Jasmin +’ upgrade, the lat-
ter upgrade will only have a NVG capability”. Lt. Colonel
Ivanov ‘Delfin’ Slobodan adds. Currently two Mi-24s and
one Mi-17 have been fully upgraded to ‘Alexander’ stan-
dard.
One of the main limitations during combat missions in
the past was the lack of night flying capabilities of the Mi-
24 fleet. After the 2001 conflict, Macedonia decided to
upgrade two Mi-24s under the “Alexander” project (#201
and #205). The project was outsourced to the Israeli com-
pany Elbit Systems. The first partially upgraded Mi-24s
returned to service in November 2007 after an overhaul at
AVIAKON (Konotop Aircraft Repair Plant), Ukraine. As
part of the “Alexander” upgrade the Mi-24 is now equipped
with a ANVIS/HUD-24 (Aviators Night Vision Head-Up
Display) system developed by Elbit. This day/night systems
combines helmet-mounted AN/AVS-9 night vision goggle
(NVG) imagery with aircraft flight and navigation data,
including computer generated graphics on altitude, horizon,
speed and heading. The ANVIS/HUD-24 is enhancing the
flight safety and tactical awareness of crews. With a possi-
ble membership to NATO in the future missions, communi-
cations, navigation and identification systems are by now
NATAO/ICAO compatible. The modernized ‘Hinds’ are
able to navigate using GPS, VOR, ILS and DME equip-
ment. The cockpit of the Hind also has been rebuild by
installing two 6in x 8in color displays, one of which is a
multifunctional touch display. To reduce the pilot workload,
a Hands-on Collective and Stick (HOTAS) and an
improved armament integration system have been installed.
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Other improvement is the new line-of-sight (LOS)
module integrated with the ANVIS/HUD-24, which
improves and increases coordination between crew
members. LOS gives the pilots a much improved
ability to acquire targets, the gun turret can be con-
nected to the WSO’s helmet, allowing the gun turret
to be aimed at a target by simply looking at the tar-
get. Perhaps one of the most important updates is
the addition of an electro-optical payload/forward
looking infra-red (EOP/FLIR) camera to improve
weapon delivery in all-weather situations. Necessary
weight saving for the Mi-24s was achieved by
removing all subsystems for the 9K113 ‘Shturm’
(AT-6 “Spiral”) anti-tank guided missile system, as
well as removing the automatic bombardment sys-
tem. As a result the Mi-24s are not able to use anti-
tank missiles anymore. The first fully upgraded Mi-
24 (MAF-201) was presented on 10th of June 2009.
The current Mi-17 fleet is also being upgraded.
By now one Mi-17 has received a full “Alexander”
upgrade similar to the Mi-24s apart from the
weapon upgrade. Furthermore, two Mi-17s received
a lower upgrade consisting of IFF, NVG and multi-
functional touch-screens and moving maps. This
upgrade is locally known as “Jasmin” according to
Lt. Col. Slobodan, Squadron Commander of the Mi-
17s. “The conversion to the Mi-17 and the training
were executed in Macedonia. All the students were
trained in one and a half months, which included12
flying hours”. Major Ckorov explains. “The conver-
The mi-17 fleet is also being
upgraded
Some mils mi-24Vs have the Alexander
upgrade, others the Jasmin
sion from the old Mi-24’s to the new ‘Alexander’ update
was conducted by a ground course in one month”. A select-
ed team went over to Israel, making use of the ‘Train the
Trainer’ concept when they came back to Macedonia to
train the other pilots in the unit. The conversion to the Mi-
24 ‘Alexander’ takes at around 18 hours for basic flying
and NVG. The combat training and target weapon system
training is an additional 8 to 10 hours.
The Mi-17’s now have a good system, new helmets,
NVG capability Lt. Colonel Ivanov ‘Delfin’ Slobodan says.
The ‘Jasmin’ update consisted of small things like an extra
data link and the possibility to use laser guided missiles
and a protection system. The conversion of the Mi-17 and
the training were completely done at Macedonia. The Mi-
17 squadron has currently 6 Mi-8/17 pilots and 8 opera-
tional aircraft. Lt. Col. Slobodan says, “Plans and achieve-
ments for the Mi-17’s are; more advanced training and
enlisting younger pilots. “In the future 8 Mi-24 Hinds will
be operational with the Air Brigade. Four of them will be
fitted with the ‘Alexander’ update and the other four will
have the ‘Jasmin +’ update” according to Lt. Colonel
Ivanov ‘Delfin’ Slobodan. The ‘Alexander’ upgrade has
given the Macedonian Air Brigade a valuable asset and are
the most advanced “Hinds” currently available and could
play an important role within NATO in the future.
Conversion to the mi-17
takes and a half months
and 12 flying hours
HELICOPTER LIFE, Summer 2014 HELICOPTER LIFE, Summer 201440 41
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The S 55 design goes back a long way. The first
prototype flew in November 1949. It was the first
helicopter with a really usable large cabin and
flew in all roles both military and civil. Rumour has it
that the CIA used one of the earliest production models
for clandestine operations in Korea (painted black no
doubt).
Westland Aircraft Ltd. acquired a licence to build them
(and in the process made them heavier), initially with
Pratt and Whitney or Wright Cyclone piston engines.
Later versions for the Royal Navy had the 750 hp 14
cylinder Alvis Leonides Major engine, but the extra
weight led to a very marginal performance.
A significant boost in capability was given when
Westlands replaced the heavy piston engine with a de
Havilland Gnome gas turbine, itself a licence produced
version of the General Electric T 58. Unfortunately the
original main gearbox and all the dynamic components
were retained, so the 1050 shp Gnome was derated to
730 shp to suit.
Some Whirlwind 10’s were conversions from piston
versions, others being new builds. XJ 729 served with
both 22 and 202 Search and Rescue Squadrons in the
UK, finishing it’s career at the SAR Wing Headquarters,
where it was maintained in a serviceable condition for
some time.
In civilian life as G-BVGE and owned by Andrew
Whitehouse, it now resides in Southern England, where I
flew it recently. It is now painted to represent the colour
scheme that it wore when flown with 22 Squadron.
During a previous refurbishing process, a large num-
ber of redundant fittings and cables etc were removed,
Westland Whirlwind HAR mark 10making it the lightest Whirlwind by some margin that I
have ever flown. In service, they were notorious during
their long lives for accumulating the fixed fittings for
every conceivable modification known to helicoptering
man. One particular machine in the Far East had been
modified with the fittings for, in addition to the normal
role equipment, sand filter nose door, underslung load
gear, package winch, two GPMG machine guns, HF
radio, Night Sun kit, Decca Navigator and SS11 missile
firing. The latter capability ceased abruptly when, fol-
lowing a missile failure, the operator pressed the ‘Clear
aircraft’ switch instead of the ‘Missile Jettison’ and
dropped all the carriers, missiles etc, into the South
China Sea. With all this kit, two crew and full fuel, you
could not carry anything else!
The external check is extensive. There are five gear-
boxes between the front and the back, two hydraulic sys-
tems, assorted belt drives, and removeable panels galore
with their zsus fasteners. Apart from the usual checks for
damage to the rotating components, it also involves a lot
of climbing. The Whirlwind is a tall beast and getting to
the tail rotor gearbox without a ladder is an acrobatic feat
that defies description.
The cabin is large but rather deceptive because of
weight considerations. In theory ten troops could be car-
ried. In practice, four was more likely, maybe five if they
were Ghurkas, or three if they were New Zealand Maoris
and one of them was carrying the mortar base plate.
Even then the fuel load had to be drastically reduced,
which meant range was very restricted!
Again theoretically, 2000 lb could be carried on the
hook. In the hotter and higher parts of Aden, this often
degenerated to a derisory 700 lb. It was better to put a
bigger load in the cabin and carry out a sort of controlled
crash onto the helipads of the hilltop pickets. Getting air-
borne again was less of a problem, as you could often get
to the edge of the pad, tip the Whirlwind over and gain
speed for a climb away.
The winch, mainly used in the SAR role was mounted
over the main cabin door and could lift 450 lb. The 60 ft
of cable was distinctly short for jungle rescue, leading to
an ad hoc and time consuming technique involving 60 ft
lengths of tape and a lot of winching in and out.
Entry to the cockpit involves a climb up to the sliding
window, aided by slippery hand and footholds. Once
installed, it is apparent that ergonomics were not high on
the designers’ priorities. Switches, buttons and levers are
scattered liberally about. However, all the instruments
are the old, large easily readable variety, with the flight
instruments arranged tidily in the standard ‘T’ pattern.
The seats adjust vertically and the pedals fore and aft.
Unfortunately, the seats with squashy foam cushions
were guaranteed to produce long term back problems,
particularly when a backpack dinghy was worn.
The engine is normally controlled by a very early gen-
eration analogue computer, a sort of stone age FADEC,
which can cause some heart stopping moments if it
decides to pull a fast one. In a bad mood, (its signalling
circuits do not like damp), it can open the throttle to full
power, freeze it or shut it to flight idle, usually at the
most inopportune moment, demanding a quick grab for
the manual throttle selector on the stick. The manual
throttle removes engine protection circuits, is very high
geared and demands care. For pilots converting from
normal piston engine throttle/lever techniques it is a bit
of a challenge, as there is no connection between the
lever and the engine power. You have to think throttle
controls the power and the lever controls the RRPM.Derek Jones reports on the last
Westland built Sikorsky S.55 derivative still flying, G-BVGE
It is important to avoid
the hot exhaust
De Haviland Gnome
engine
4342 HELICOPTER LIFE, Summer 2014HELICOPTER LIFE, Summer 2014
Although with a lot of practice all manoeuvres are possi-
ble, generally it is better to treat everything very gently.
Engine starting after the cockpit check is simple - nor-
mally. Booster pumps on, LP cock on and press the start
button. At 4500 rpm, the HP cock is opened and the com-
puter winds up the engine to ground idle. Now the rotor
brake can be released, and the rotor speed select lever gin-
gerly eased forward to the fully governed gate where the
rotor rpm will have reached 220 - 222, and the hydraulic
and DC systems will be on line. Now the A/C systems
which power the gyros and radios can put on.
The cyclic and collective controls are fully powered by
the two hydraulic systems and have no artificial feel. It is
usual to fly with the cyclic frictions off and a bit of collec-
tive friction on to stop the lever moving of its own accord.
The yaw pedals are not powered, and in the hover the left
foot forces are distinctly heavy, exacerbating the back-
ache!
In its current lightened state, ‘GE’ uses a lot less power
in the hover than it used to, typically about 800-900 lb
torque against the maximum of 1290, even at the full fuel
load of 1400 lb.
The transition to forward flight is easy. Just lower the
nose a little and pull the collective to climb power, the
engine computer sorting out the details. Normal climb
speed is 55 kt giving just over 1000 fpm. The rather
strange forceless cyclic control now becomes apparent.
You cannot let go of it - ever. If you do, there will be a
violent manoeuvre as it just falls over to full travel. Once
in forward flight, the load on the left yaw pedal reduces
considerably.
In the cruise, the Whirlwind rumbles along at 90 kt,
using about 55 gallons of Jet A1 per hour. Again a bit of
attention is required as the Vne is only 95 kt. The rotor
was never designed for high speed antics, or lots of bank.
Thirty degrees is the maximum and you exceed it at
your considerable peril at higher weights and speeds.
This makes displaying the Whirlwind a bit of a tippy-
toes exercise to make it look interesting, and is prefer-
ably done at low fuel states.
The view from the elevated pilot’s seat is good to the
front and sideways to the right. Unfortunately in the
slightly nose down cruise, you look right at a thick bar
across the windscreen. Anywhere to the left and below
is unknown territory and meant a lot of trust in your
crewman in winching or load lifting exercises.
One of the more useful controls was the fuel jettison
switch, particularly in the SAR role. How much fuel to
jettison to be able to lift soggy survivors out of the
water needed complex calculations, relating weight lift-
ing capability, fuel needed for the hover and enough to
get back to base or hospital.
Whirlwinds were designed in the days when engine
failure was not an uncommon occurrence. Hence, its
auto rotation characteristics are extremely benign. The
rotor has lots of built in inertia and the four wheel
undercarriage is pretty forgiving of heavyish arrivals,
provided the touchdown is reasonably level, although
the brakes are not very effective. Landing main wheels
first and then pitching forwards is liable to lead to a
short Whirlwind, as the rotor can chop the tail off.
In service, for the most part the Whirlwind 10 was a
friendly beast and rarely let you down, in spite of oper-
ating in some distinctly adverse conditions around the
world. However, its size led to assumptions by the
uninitiated (usually the Army) about its capabilities,
which were often optimistic and meant pushing the
margins to achieve worthwhile results.
Now, to be flying the last one brings different pres-
sures. One is constantly aware of flying something rare
and historic, and the thought of breaking it, whilst not
spoiling the pleasure, induces some caution.
Andrew Whitehouse owner of the last
Westland built Sikorsky S.55 G-BVGE
Asked why he bought the machine, Andrew
replied: “Why indeed?”
“I have known the machine for the last 10 years and
have flown it many times with Jim Kelly, plus I have a
strong and historic connection with Agusta Westland in
Yeovil. And I want to keep the only flying Whirlwind
in the world flying.
(Call it) History and heritage ???..............
And, it’s kinda neat to be one of the only two current
whirlwind pilots in the world.”
The Whirlwind is 15 feet 7 inches tall and the pilot
has to climb up steps to enter the cockpit
Pre-flight check is
a long perform-
ance History
Whirlwind HAR.10 XJ729/G-BVGE Was bought for
scrap in 1992, restored to flight that year and flew regu-
larly until its departure to Ireland in the late 90's. She was
a regular airshow performer during the mid 90's including
RIAT in 1995 - Then owned by James Kelly in Ireland,
her permit to fly expired late 2008 and was not renewed,
XJ729 has now been acquired by Andrew Whitehouse
and has been granted a permit to fly on 6th December
2013. It made a static appearance at RNAS Yeovilton Air
Day in 2013 and is due to participate in several air shows
in 2014.
XJ729 has flown 8 hours up to date in 2014 and can be
seen regularly around the West Country
44 45HELICOPTER LIFE, Summer 2014 HELICOPTER LIFE, Summer 2014
Georgina Hunter-Jones on a greenhorn’s flight in the last
Westland built Sikorsky S.55 G-BVGE
the nose to pitch slightly up and down, which by now was
expected. Recovery from pitch changes are easy and
smooth but it is embarrassing finding it difficult to hold
height and speed. Even steeper turns were very benign, but
you do need extra power and some pedal input. The
machine was not intended for severe flying movements.
We did a few autorotations and that was a surprise.
Firstly, because the collective has such a short distance to
travel from cruise position to autorotation position, and
secondly because it is all so slow and gentle. However, we
were descending at around 2000 feet a minute, so slow and
gentle can also be quite fast!
The flare at the bottom of the autorotation needs to be
started early. Although this is obvious it still cannot be
overstated. The machine is heavy, has a slow reacting
engine and was descending at a high rate of speed, while
still appearing to be hardly moving. In fact the flare recov-
ery was as gentle as everything else and easily done, the
power is so great compared to our weight (we were only
two on board and there was less than half tanks) so we
came to a gentle graceful hover 10 feet above the ground.
Finally, we did a confined area back into the farm. Here
you are definitely aware of the size of the machine. The
landing area is actually quite large, although there is a
hedge on the approach, but flying a helicopter of this size
it seemed so small, and to those watching I was clearly
quite close to the hedge. As I mentioned before, it is
impossible to over-emphasize how high you need to be
above the ground and how high you already are.
I loved flying the Whirlwind. I thought of it as a huge
kindly teddy bear, but I did have to remind myself that real
bears can bite!
The pilot in command flies from the right-hand
seat. The cockpit is high off the ground and there
are steps to get up there. While this is fine when
the engine is shut down, approaching the Whirlwind
when it is fired up (especially if getting into the left hand
cockpit) it is very important not to cross the path of the
turbine outlet as this is very hot and very close to the
cockpit steps. Once at the top of the steps, is important to
put your head into the cockpit first, rather than your feet,
as leaving your head outside to follow your body would
allow it to get startlingly close to the main rotor, whirling
just a short distance above the cockpit.
The first thing I noticed once strapped into my seat is
just how high above the ground you really are. Clearly,
this is obvious, but it cannot be overstated. As this was
my first flight in the Whirlwind I constantly overestimat-
ed our distance from the ground. This was true both in
my approach into a confined area and when landing. The
cockpit is almost fifteen feet above the ground, as com-
pared to around five foot on a normal high skid machine
like a Hughes 500.
We lifted into the hover and I was immediately sur-
prised at how benign the machine is, without any kicks
left or right, it simply lifted up and stayed in a very nice
stable hover.
We did some ground manoeuvres, and here again the
most important thing is to remind yourself about ground
height. It was very stable in both roll, and in pitch in the
hover. Left turns did need a lot of pedal. The yaw pedals
are mechanical and not hydraulic like the rest of the con-
trols, and although there was not much wind you are
pushing against the torque. In the hover I found I had to
push hard on the left pedal to turn, however in forward
flight the relative airflow and shape of the helicopter
means there is only occasional need for pedal input, and
right hovering turns were very smooth as the large fin
and normal left foot input balanced the machine’s ten-
dency to run away.
We took off from the hover and into the circuit with
Andrew warning me not to make any sharp movements
in pitch. Consequently, we took off in a rather upright
position and I imagined it would be rather similar flying
a boat. We climbed at about 55 – 60 knots, using 90%
torque.
In forward flight, although it felt very comfortable it
was hard to hold height and speed, this is owing to slight
instability in pitch in flight, and is perhaps owing to the
lower weight than the original design (this one has had
all un-necessary elements like the winch motor
removed). There are no sharp movements though, and it
is easy to recover height and speed, but it just means you
do have to keep concentrating. Cruise speed was between
80 and 90 knots. VNE is 95 knots so I brought the speed
up there to see if there would be any change in vibration
levels; there was not, the Whirlwind continued flying in
the same smooth, gentle pace.
However, there is no trim on the stick, and you cannot
let go of the cyclic as it will flop around and that would
change the smoothness of the flight.
Turns left and right were smooth, with a tendency for
General characteristics:Crew: Two pilots
Length: 41 ft 8½ in (12.72 m)
Rotor diameter: 53 ft 0 in (16.15 m)
Height: 15 ft 7½ in (4.76 m)
Disc area: 2,205 ft² (205 m²)
Empty Weight: 5,993 lb (2,724 kg)
Max Take off weight: 7,800 lb (3,538 kg)
Powerplant: 1 × De Haviland (now Rolls Royce) Gnome
turboshaft engine 1500 hp (1119 kW)
Performance:Maximum speed: 109 mph (95 knots, 175 km/h)
Range: 290nm or 534 km
Service ceiling: 13,000 ft (3,960 m)
Rate of climb: 910 ft/min (4.6 m/s)
Disc loading: 3.5 lb/ft² (17.3 kg/m²)
Power/weight: 0.10 hp/lb (0.16 kW/kg)
The main rotor is surprisingly
close to the cockpit
You need to be an acrobat to
check the tail rotor gear box
The Whirlwind is 41
feet 8 inches long
4746 HELICOPTER LIFE, Summer 2014 HELICOPTER LIFE, Summer 2014
Going the Distance
As a North Sea helicopter pilot I often find myself
engaged lengthy conversations with my col-
leagues during our long journeys over the hori-
zon. Most of us know all there is to know about our
counterparts in the seat opposite and this inevitably
includes the story of how they too came to find them-
selves in the best job in the world.
The challenging and dynamic nature of helicopter
flight attracts some of the most interesting and adventur-
ous people and for the student pilots sponsored by chari-
ty ‘Wings for Warriors’ this is no exception. Take for
example the story of nineteen year old infantryman Chris
Kirk.
Like many of us ‘rotorheads’ Chris’ imagination was
captured early on after he read the book ‘Chickenhawk’
by Robert Mason. As the other kids in his Glasgow
neighbourhood dreamed of playing for Celtic or Rangers,
Chris would lie in bed and imagine the sound of the UH-
1 Huey with its rotor blades thumping their way across
Vietnam. Whatever it took, he knew he wanted to
become a helicopter pilot.
As soon as he turned eighteen and having already
achieved good grades at school, Chris immediately visit-
ed his local Armed Forces Careers Office. He had opted
not to attend University as he was desperately keen to
join the Army and so it was recommended he enlist in
the infantry and be promoted to Corporal before applying
for a pilot’s course.
This he did eagerly and just a year later found himself
on the frontline in the most dangerous place on earth,
Helmand province Afghanistan. As ‘point man’ Chris had
volunteered himself to lead the front of his patrol,
equipped with a metal detector to search for deadly
explosive devices expertly concealed within the dusty
landscape.
He volunteered for this dangerous job because, his
own words “I was the best at it, so I figured volunteering
was the best chance we had of keeping everyone alive”.
By the 176th day of his tour of duty and having been
involved in just as many ruthless and bloody fire fights
with a fanatical enemy, Chris’ life changed forever. Just
four days before returning home to his mother and
younger brother, Chris had been carrying water contain-
ers between an armoured vehicle and his patrol base dur-
ing a routine re-supply mission. He was close enough to
see his friend waving to him from the roof of the base
whilst he slowly and meticulously scanned the ground in
front of him with his ‘valon’ metal detector.
This time however he would fail to detect one ruthless
device, which had been constructed from plastic to
reduce its metallic signature.
“I remember stopping to shuffle two water bottles I
was carrying and then the next second it seeming to
evaporate into my face, followed by a cloud of dust. My
next memory is sitting up facing the complete opposite
direction and looking at my platoon commander who
was getting up off the ground. When I looked down I
saw a black crater and my left foot seemed to have disap-
peared from beneath me. Instantly I knew I had stood on
one of the devices I had spent the past 6 months search-
ing for and my combat trousers were pretty much gone
and with blood all over my legs.
Still quite dazed and confused by the whole situation it
took a while to notice my arm seemed to be spraying
blood on me before my platoon commander grabbed my
left arm and pulled me away from the site of the blast.
This was due to the threat of secondary explosions
before my friends could then start performing the first
aid drills that ended up keeping me alive.
After that it all gets very blurry but one of my last
memories was lying on a stretcher, looking up and seeing
an Apache helicopter. This gave me a slight feeling of
relief as I knew the MERT helicopter (medical emer-
gency response team) was not far behind”…
The device had sent hundreds of pieces of shrapnel
flying through the air, which had torn through Chris’
body with ease. When he awoke in hospital several days
later, he was confronted by the realisation that he had
lost a log and wold spend the rest of his life as ‘dis-
abled’. Inevitably he would go on to be medically dis-
charged from the Army and had lost the chance of
achieving his dream.
An extremely difficult year followed for Chris, during
which time he had to re-learn basic skills such as how to
walk as well as cope with the worry of what to do next.
Then he stumbled across ‘Wings for Warriors’ during
some late night Googling.
After successfully being accepted onto the programme
Chris has already gone on to complete his PPL (H),
which has enabled him to do things and develop skills he
never thought possible. More importantly it has also
restored his confidence and pride as he inches ever closer
to the dream, which he really thought had been lost in
the explosion.
What is most unique about ‘Wings’ however is that we
do not offer these benefits as a short term challenge,
mark Radcliffe writes about
his experiences setting up the charity Wings4Warriors
Chris Kirk with
Valon
48 HELICOPTER LIFE, Summer 2014
experience or simple confidence boost as we believe a
sticking plaster simply won’t fix the effects of a long and
brutal war. Our mission is to provide our bravest and best
with the opportunity to undergo a prolonged and sustain-
able change after injury, by facilitating their training as
fully fledged commercial pilots. This brings legitimate
value to the industry too however, as employers benefit
from employees with unparalleled commitment and
motivation as well as the characteristics so inherent with-
in members of the Armed Forces.
For a fraction of the cost of training these people for
war we are training them for life as well as meeting a
legitimate demand for trained professionals in the
process.
Our first graduates are already employed in locations
from Aberdeen to Zambia and with your help we hope to
go even further.
To donate simply
text Wings43 to
70070 followed by
your donation
amount
(www.wings4warriors.org.uk)
Thank you
50 51HELICOPTER LIFE, Summer 2014 HELICOPTER LIFE, Summer 2014
The helicopter market in Russia continues its phe-
nomenal growth. Every year, the annual results are
presented at HeliRussia in May, this year for the
seventh time. Here we have the opportunity to see the
dynamics of Russian helicopter production, plus foreign
technology from 2009 to 2013. More detailed informa-
tion will be provided at the 6th Helicopter Market:
Reality and Prospects International Conference, organ-
ized by the Helicopter Industry Association and AviaPort
agency, held on the opening day of the HeliRussia exhi-
bition.
Production of Russian helicopters has been increasing
since 2005, and from 2009 there was an improvement in
the quality of the structure and range of helicopters mod-
els in the country.
Domestic production of helicopters has increased 3.5-
fold since 2004. Since 2009 it has increased by 66%.
There is no other machine building industry in Russia
with such powerful indicators of growth.
Alexander Mikheev, CEO of Russian Helicopters,
said: “In 2013, the company continued its development
as a modern, highly efficient and dynamic Russian com-
pany. We have fully implemented the state defence
orders, provided military helicopters for export, and pro-
duced dozens of batches of reliable and secure commer-
cial helicopters for Russian and foreign customers.”
The business plan for next year has already been
decided. In particular, the development of major projects
in light, medium, and heavy helicopters have been
agreed. One priority is the acceleration of the implemen-
tation schedule for the launch into the global market of
new multi-purpose helicopters Ka-62, Mi-38, and Mi-
171A2. An agreement with AgustaWestland has been
signed, defining the direction of this joint programme for
the creation of a new light helicopter with a take-off
weight of 2.5 tonnes. Russian Helicopters and
Turbomeca have signed an agreement to open a service
center to support the commissioning of Ka-226T and Ka-
62, equipped with French engines.
At the end of 2013, the portfolio of solid company
orders totaled 808 helicopters, while its value is estimat-
ed at 401.2 billion rubles. The delivery plan for 2014
includes 100% firm orders.
In 2013, 303 helicopters were produced and 275 deliv-
ered to customers. Deliveries in 2013 totaled 275 heli-
copters, down by 15 helicopters, or 5.2%, compared to
Russian and Foreign Helicopters:
market trends Russia 2014
2012. In 2013, the company supplied 9 types of helicop-
ters to customers in 10 countries around the world.
Commenting on the results, Alexander Mikheev, CEO
of Russian Helicopters, noted that “the slight reduction in
volume of deliveries is not associated with a reduction in
portfolio orders or a drop in production, but due to
rescheduling deliveries to customers.”
Helicopter technology from abroad continues to lead
the Russian market in the light and medium helicopters
segment. The annual survey of dealers of the world's
major helicopter manufacturers reveals the following pic-
ture of deliveries.
Last year was a record year in Russia for numbers of
imported foreign helicopters. Compared to 2012, deliver-
ies increased by almost 50% and totaled 145 foreign-
manufactured helicopters.
The total number of foreign-manufactured helicopters
in Russia's helicopter fleet is growing. According to data
from the registry in 2009, there were 246 helicopters,
and at the beginning of 2014, 584, which is an increase
of 237%.
The absolute leader is still Robinson Helicopter's light
machines. The Russian fleet increased by 86 helicopters -
59% of the total supply of foreign origin helicopters. In
2010-2012, Robinson had 63% of the deliveries, and in
2009, it was nearly 65%.
Deliveries of helicopters from this manufacturer
remained stable from 2010 to 2012, and in 2013,
increased by 24. This growth was due to increased
demand for the R66, production of which began in 2010.
Despite the fact that a Russian certificate for this type of
helicopter was only received in mid March 2013, the
Russian fleet of R66 in 2012 already includes ten.
In the past year, deliveries of R66 amounted to 48
units, which in relative terms is 56% of the deliveries of
all models of Robinson helicopters in Russia.
At the same time, there was significant growth of the
medium-class fleet of helicopters of major manufacturers
in Russia. The high growth trend began in 2011.
As can be seen from the data in the table, the supply
of helicopters of medium class in Russia in 2013
increased by 64% compared to the previous year. For
light class helicopters, the growth was 39%.
The medium class is still lead by Airbus Helicopters
(Eurocopter until January 2014). According to the com-
mercial director of Eurocopter Vostok, Artem Fetisov, in
2013 28 helicopters were delivered to Russia (compared
to 19 in previous years) including: AS350, EC120,
EC130, EC145. Three more helicopters from this manu-
facturer were delivered to Russia by other companies.
Thus, the Russian helicopter fleet of Airbus Helicopters
in 2013 grew by 31 (versus 22 in 2012). Deliveries of the
year exceeded the previous year by 9 helicopters. Now,
more than 140 Airbus Helicopters aircraft are operating
in Russia.
American company Bell Helicopter also increased its
deliveries to Russia. Alexander Evdokimov, president of
Jet Transfer (official representative of Bell Helicopter
Textron Inc.) reported that in 2013, Russia received 9
helicopters: 8 Bell 429 and 1 Bell 407. Two helicopters
more than in the previous year.
AgustaWestland greatly increased its supply of heli-
copters in 2013. In the last year, 19 helicopters were
delivered to Russia, among which, according to Alberto
Ponti, responsible for sales of AgustaWestland in Russia
and the Baltic countries, 13 AW139, 2 AW119 and 4
Article by Zhanna Kiktenko,
Director of the HeliRussia 2014 exhibition
HELICOPTER LIFE, Summer 2014 HELICOPTER LIFE, Summer 201452 5353
AW109SP. He also noted that 18 AW139 helicopters are
now flying in Russia. The increase in supply compared
to the previous year was 270%. AW139 is now produced
in Russia and this makes itself felt! The absolute increase
of helicopters by this manufacturer for the year was 12
helicopters.
It can be seen that all foreign helicopter manufacturers
are doing well in the Russian helicopter market: Bell,
Eurocopter, AgustaWestland, and of course, Robinson.
According to the Civil Aviation National Research
Institute, over the past five years, the Russian fleet has
increased by 355 helicopters, of which 314 were light
and medium class helicopters, and 287 of them of for-
eign manufacture.
Today, the Russian civilian helicopter fleet mainly
consists of domestic production, the share of which
among the total number of registered helicopters is 76%.
The fleet mainly still consists of 1192 MI-8 helicopters
in various modes.
During the five-year period under consideration, the
increase of helicopters in the light and medium class
totaled 166.8%, whereas the increase in the fleet of
heavy units was 3.2%. This despite the fact that the
structure of the fleet is still dominated by heavy-class
machines. Thus there is a clear trend towards an increase
in the number of medium and light helicopters compared
to heavy units.
In Russia, the helicopter work structure today is still
dominated by the oil and gas industry, where demand is
mainly for heavy helicopters. However, there has been a
rapid development of the use of helicopters for medical
purposes: medical evacuation and medical assistance.
The assessment of the All-Russian center for Disaster
Medicine is that more than 200 helicopters are required.
In this field light and medium class helicopters are most
effective.
In addition, light and medium class helicopters are
increasingly used not only by private owners and small
helicopter operators, but also the public services: the
Ministry for Emergency Situations and the Ministry of
Internal Affairs, as well as major airlines including
UTAir and Gazpromavia.
The increase in the helicopter fleet, following the
development of the helicopter services market, inevitably
entails the development of helicopter landing sites and
infrastructure for helicopter operations, and the need for
equipment and services.
The HeliRussia international helicopter industry exhi-
bition allowed companies to assess the changing quality
of the Russian helicopter market. All types of develop-
ment were be reflected in the exhibition and the business
program.
Last summer, the Russian president
instructed the Government of the
Russian Federation to prepare a com-
prehensive program for the implementation
of gas fuel in all modes of transport, includ-
ing aircraft manufacturing.
A round table will be held at HeliRussia
2014 entitled "Gas motor fuel is a real alter-
native to traditional aviation fuel", the task
of which is to discuss ways to implement the
instructions of Russian president Vladimir
Putin for helicopters and aircraft of with gas
motor fuels, including liquefied natural gas.
At the HeliRussia 2014, everyone will
have the great opportunity to see, hear and
participate in the discussion of the prospects
of breakthrough innovation that will allow
Russia to produce Russian helicopters and
planes of a category of unique aircraft in
their class, with minimum costs for aviation
fuel.
HeliRussia 2014
Alternative Fuel Forum
54 55HELICOPTER LIFE, Summer 2014 HELICOPTER LIFE, Summer 2014
Launched in 1981 as Asian Aerospace based at the
Changi Exhibition Centre near Singapore Changi
Airport, the only major air show in Asia, it has
grown to become the third largest air show in the world,
and is touted by its organisers as the "world’s second
most influential air show".
This begs the question as to which of the European
heavyweights it rates itself second to, Farnborough
which first took place in 1948, or Paris which celebrated
its 50th show at Le Bourget in 2013, although this event
dates back to 1909 when an exhibition of aviation was
held at Paris’s Grand Palace.
What is not in dispute is the significant demand for
helicopters in the Asia-Pacific region while the US and
European markets remain static at best and in decline at
worst. Strong economic growth, territorial disputes, ter-
rorist threats, and modernization programmes will create
significant demand for military helicopters in the Asia-
Pacific region, which is expected to reach almost 30 per-
cent of the total military helicopter market by 2023.
Whereas the leading OEMs target a worldwide audi-
ence for their products at Farnborough and Paris,
exhibitors at the Singapore Air Show are focused directly
at the local Asia-Pacific market. All the leading helicop-
ter manufacturers were in attendance at Singapore Air
Show 2014 (SAS14) at the Changi Exhibition Centre in
February. These included the United States contingent
with Bell and Sikorsky under their respective corporate
entities, Textron and United Technologies Corporation.
Both companies have enjoyed considerable success in
the Asia-Pacific’s military market primarily through the
US government’s Foreign Military Sales (FMS) pro-
gramme. Although promotion of Bell’s civil range was
low key at the air show, its part in the V-22 Osprey pro-
gramme was given high prominence with Singapore,
South Korea and Indonesia seen as prime customer tar-
gets for the tiltrotor which had already been selected by
Japan.
On the face of it, Russian Helicopters participation
also seemed low key with only models of its products on
show and no helicopters in the static aircraft park. This
was largely because of the dominant position that its Mi-
17 holds with the region’s military air arms. However,
its ‘new’ Ka-62 aimed at the oil and gas sector was pro-
moted as being the first Russian helicopter to be created
as a result of close international cooperation which
Russian Helicopters claimed will garner great interest
from its established regional markets. Russian
Helicopters also showcased the multirole Ka-32A11BC,
which is used in over 30 countries for fire fighting,
search and rescue operations, and complex construction
and installation work.
The military range on display at SAS14, albeit in
model form only, included the Ka-52 Alligator reconnais-
sance and combat helicopter which the international
community had its first chance to see this helicopter in
summer 2013 at the Le Bourget Air Show in France,
where it successfully completed its flight demonstration
programme.
Making the biggest impact in the helicopter section of
SAS14 were the European OEMs, AgustaWestland and
Airbus Helicopters, nee Eurocopter. Both companies
were looking forward to 2014 with confidence after a
difficult year that saw the cancellation of
AgustaWestland’s Indian VIP helicopters contract and
Eurocopter faced the grounding of the EC225 fleet and
EC175 programme delays.
AgustaWestland’s Alessandro Capocaccia told
Helicopter Life “ Singapore is the epicenter of an area
that has been seeing impressive and steady economic
growth, and no less is the market growth in terms of the
helicopter market. At SAS14 we were incredibly busy,
making us optimistic that we would exceed the 10-15
percent growth of the last few years.
“I'd say that, as far as AgustaWestland is concerned,
there are three areas of gained success and future oppor-
tunities. The Oil Gas & Petrochemical (OGP) market has
been booming for us globally, especially thanks to the
AW139 and now the AW189. In Asia-Pacific region we
have an enthusiast customer in Malaysia’s Weststar that
will operate 40 AW helicopters, 34 of which AW139s
with an additional 10 signed for at the Singapore Air
Show. Also, Brunei Shell, Travira and SFS have ordered
AW139s for offshore transport. We expect big things
from Indonesia, a relatively small market but with good
forecasts in the OGP sector. News should arrive in the
coming months and years “fingers crossed”.
“Military-wise, the news comes mainly from Thailand,
Malaysia and Philippines. Our naval capabilities are
expressed especially by the Super Lynx in Thailand, and
we see market for its ‘heir’, the AW159. Other military
helicopters that have been finding success are the
Power/LUH light twin, ordered by Philippines and
Malaysia, and the AW139 by Thailand. At SAS14 we
had the mock-up of the AW149, the ideal modern
replacement for a series of older models operating in the
area, that gained much interest from potential customers.
We consider the AW139M the epitome of
AgustaWestland's dual use concept, a COTS platform
with military configuration customized to requirements.
Very interesting for modernizing armed forces.”
The Corporate/VIP market is, which Alessandro said
was always strong in booming countries, was very attrac-
tive to AgustaWestland which already has a global lead-
ership position in the multi-engine segment and which
would grow with GrandNew, AW139 and AW169.
David Oliver visits Singapore Airshow and exam-
ines the differences with older European showsWords and pictures by the author
56 HELICOPTER LIFE, Summer 2014 HELICOPTER LIFE, Summer 201457
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Airbus Helicopter admitted that its biggest challenge
at Singapore Air Show 2014 was to establish the ‘new’
company image of Airbus Helicopters. Eurocopter has
held a very strong position in the Asia-Pacific market for
many years and Airbus Helicopter’s President and CEO,
Guillaume Faury, was on hand at SAS14 to underline the
importance of the region. As a prelude to SAS14, In
December 2013, the company carried out a demonstra-
tion tour of its EC175 Asia-Pacific region visiting
Malaysia, Vietnam and Thailand targeting Oil Gas &
Petrochemical (OGP) companies.
Airbus Helicopters is confident of substantial sales of
its EC725 medium helicopters, which is already being
delivered to the Malaysian, Indonesian, Taiwanese and
Thai air forces, while Japan and Vietnam operate the
SAR version of the EC225. The company has a strong
relationship with the region being involved in the devel-
opment with Korean Aerospace Industries of the Surion
light utility helicopter, and the co-production of the
EC120 light helicopter with Hafei of China and ST
Aerospace as well as opening a new EC225 Full Flight
Simulator training centre at Subang in Malaysia.
However, all the helicopter OEMs agreed that the
Singapore Air Show was the ideal venue at which to
reach potentially the biggest prize in the sector, the
Chinese market. According to Bell Helicopter, the com-
mercial/civil helicopter fleet in China has grown by an
average of 20 percent annually from 2009 to 2014, from
227 to 465, and his trend is also supported by a legisla-
tion which is aligning with US requirements and allows
more maritime search-and- rescue, patrol and oil-and-gas
operations.
Only weeks after Singapore Air Show 2014 Airbus
Helicopters and China’s Avicopter, the helicopter busi-
ness unit of China Aviation Industry Corporation (AVIC),
signed a joint agreement for the production of 1,000
jointly-developed EC175/AC352 helicopters at the
Elysée Palace in Paris. Airbus Helicopters CEO
Guillaume Faury said that the agreement resulted from
several years of close collaboration between the teams.
He added that it set the stage for an unprecedented full-
scale production framework by both partners and added a
new dimension to the Airbus Helicopters’ relationship
with Avicopter.
On 9 April AgustaWestland and Sino-US
Intercontinental of China celebrated the opening a joint
regional business headquarters in Shanghai to address the
very promising Chinese market. A week later, at the 2014
Asian Business Aviation Conference & Exhibition at
Shanghai, the two leading US helicopter OEMs con-
firmed their commitment to penetrating this challenging
market sector.
Bell Helicopter Bell set about bringing its new Short
Light Single (SLS), the 505 Jet Ranger to market with its
Chinese distributor, Aerochine and also promoted its new
long-range twin-engine Bell 525 Relentless which is
aimed at the OGP market.
Meanwhile, Sikorsky announced that the Civil
Aviation Administration of China (CAAC) had issued a
validation type certificate for the S-76D aircraft, allow-
ing Sikorsky to begin delivering the commercial helicop-
ter to customers in China.
There is little doubt that the Singapore Air Show has
an healthy future as a focused shop window for helicop-
ter OEMs targeting the fast growing Asia-Pacific market
while the ‘old’ international air shows at Le Bourget in
France and Farnborough in the UK are centred in a
region of falling military budgets and static
commercial/civil markets. These shows are now seen as
little more than expensive networking venues where
fewer and fewer major contracts are concluded. Several
leading OEMs have recently been questioning their rele-
vance, and with the escalating costs of exhibiting at two
European air shows, should Singapore be their first
choice followed by either Le Bourget or Farnborough.
We will watch with interest to see which of the OEMs
will make the break first.
malaysian Airbus Helicopters
EC725
58 59HELICOPTER LIFE Summer 2014HELICOPTER LIFE,Summer 2014
IN-2014/079: Consultation on CAP 774 UK Flight
Information Services - Comment Response Document
Following the recent consultation on Amendment 1 to
Edition 2 of CAP 774 UK Flight Information Services,
the Civil Aviation Authority (CAA) has published, via
the CAP 774 Consultation page (www.caa.co.uk/consul-
tations), its response to the comments received. The
CAA is now planning to have a completed CAP 774,
which will take into account the comments received,
ready for publication on the CAA website on 26 June
2014
The Conversion of Registered Training Facilities
(RTF) to Approved Training Organisations (ATO) -
Ad
This Information Notice provides additional information
to those RTFs intending to seek an approval to provide
instruction for Part-FCL Licences, Ratings and
Certificates in accordance with the Aircrew Regulations
Changes to CAA TK Examination Service for
Applicants for Professional Pilots Licences (A&H), IR
This Information Notice provides detailed information
on the transition to electronic-examinations (e-Exams)
for Flight Crew, Phase 2 of this programme will transi-
tion Part-66 AML examinations to an e-Exams delivery.
IN-2014/057: CRm Training and the Selection of
CRM Instructors and Examiners under Part-ORO
This Notice is to assist operators in maintaining stan-
dards of both Crew Resource Management Instructors
and Crew Resource Management Instructor Examiners
until EASA guidance is published.
Amendment of the requirement to renew a Class or
Type Rating included in a UK issued Pilot Licence
This Information Notice advises of a change to the
requirements for the renewal of a class or type rating for
pilots who also hold an equivalent and valid rating on a
non-European licence and amends specific details con-
cerning the renewal of type ratings given in IN 2013/098
(entitled "Amendment of the Requirements to Renew an
Instrument Rating that has lapsed by more than seven
years").
IN-2014/058: Regulation of Code-Share Agreements
The purpose of this Information Notice is to guide and
inform UK air operators about how compliance with
ORO.AOC.115 and ARO.OPS.105 and related
CAA Legislation Changesconcerning helicopters and gyroplanes
Acceptable Means of Compliance (AMCs) and Guidance
Material (GM) is to be achieved.
IN - 2014/053: Regulatory Documents Containing
References to the CAA
The purpose of this Information Notice is to let regulated
organisations know they do not need to change their regu-
latory documents solely to reflect the changes to SARG.
It also advises those who have not yet been briefed of the
high level organisation of SARG and AAA.
IN-2014/052: Eligibility of Pilots to Conduct Check
Flights
The responsibility for deciding when a check flight
should be performed as part of the continued airworthi-
ness management of all aircraft belongs with the aircraft
owner, maintainer or continuing airworthiness manage-
ment organisation. Best practice dictates that a suitably
qualified, and experienced pilot should be used when it
has been determined that a check flight is necessary.
ORS4 No.1021: manoeuvring Helicopters 500 foot
This Permission exempts helicopters from the 500 foot
rule when conducting manoeuvres in accordance with
normal aviation practice at specified sites
http://www.caa.co.uk/docs/33/ORS4No1021.pdf
ORS4 No.1016: Carriage of Approved Oxygen and
Survival Equipment in Aircraft Flying for Purposes
other than PT or CAT
Exemption to allow UK-registered aircraft not flying for
the purpose of Public Transport or Commercial Air
Transport to fly with equipment that is not approved
ORS4 No.1018: Flying Tests
Exemption to allow certain flying tests to be undertaken
on a non-EASA aircraft complying only with airworthi-
ness provisions applicable to a private flighthttp://www.caa.co.uk/docs/33/ORS4%20No.%201018
%20Flying%20Tests.pdf
ORS4 No.1019: Flying Training/Checking
Exemption to allow certain types of remunerated flying
training to be undertaken on an aircraft which is jointly
owned and operated for private purposes.http://www.caa.co.uk/docs/33/ORS4%20No.%201019
%20Flying%20Training_Checking.pdf
ShowS For Summer
Woodspring Wings model Flying Club
25th Anniversary
July 5th and 6th 2014
Woodspring Wings Model Flying Club cele-
brates its 25th anniversary with a bumper aeri-
al display at its Yatton airbase this summer.
One of the most eagerly anticipated events in the
model aircraft flying
calendar, the
Woodspring Wings 2014
show takes place at the
Claverham Drove air-
field near Yatton over
the weekend of July 5
and 6 and is expected to
bring flyers and model
fans from all over the
South West.
Organised by model
flying veteran Bruce
McKay, the flying dis-
plays feature some of
the best pilots and mod-
els in the UK including
Steve Holland.
Some of the biggest and best models the UK has to
offer will be there, with everything from First World War
biplanes to modern jets. Also featured will be exciting
high-altitude rocket
displays and perennial
children’s favourite the
‘Toffee Bomber’.
Woodspring Wings
chairman Warren
Smyth said: “We are
determined to pull out
all the stops for our
25th anniversary show
with more slots for the
top flyers from around
the country. In addition
to this the principal
traders will also be
here along with the
popular bring and buy.”
Warren said: “The
celebrated Dawn Patrol
team would be bringing seven large biplanes for a partic-
ularly poignant and atmospheric First World War fly-
past.”
Pilots form the Large Model Association will display a
selection of large
Second World War
Warbirds on vari-
ous flying slots
including two
Lancasters and a
sprinkling of
Spitfires.
Gas turbines
will be well repre-
sented with both
military jets and a
powered sailplane.
Warren said
civil aircraft would
be well represented
with between wars
and post war biplanes along with a representation of the
first airborne refuelling from the inter- war period.
Jet, electric and glo-petrol powered helicopters will
also be on show including aerobatics and scale flying.
Woodspring
Wings MAC is one
of the few model-
flying clubs in the
UK to own its own
site. The flying
field and the two
adjacent fields
total about 21
acres of flat land
bordered by
streams and ditch-
es on the edge of
the North
Somerset Levels.
The popular
show attracts
around 8,000 visi-
tors each year.
HELICOPTER LIFE, Summer 201460 61HELICOPTER LIFE, Summer 2014
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Aselection of books are available from
Fly Fizzi books, including:
Benjamin Franklin Book of
Recipeshalf cookbook, half historical, sometimes
whimsical, information
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and
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News and views
@
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helicopterlife.
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UNDERWATER ESCAPE/
SURVIVAL TRAINING
www.ANDARK.co.uk
01489 581755
Southampton, UK
Have a Smartphone? Scan this QR code to find out more about exhibiting or visit www.helitechevents.com
INTERESTED IN EXHIBITING? Contact Elex van Rensburg, Sales Manager Tel: +44 (0)20 8910 7810 [email protected]
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helitor ch f
www.pelican-airways.com
JAA approved
Helicopter Life was sent a pair
of MacWet gloves to test-fly,
so I took them flying and thisis my opinion. As far as simply usingthe gloves is concerned they were verygood, they fitted tightly and I was ableto do fiddly things with switches andfasteners, that are not so easy withnormal leather flying gloves. They aremade from synthetic material.
However, while fuelling the RotorwayI managed to pour fuel over my
gloves: this became a short term prob-lem and a long term disaster. Short-
term the gloves became so cold I couldnot continue to wear them, and had toreplace them with my former leathergloves. Long term; three days laterthey were still smelling of AvGas, andI suppose could potentially be a firehazard.
Given that in an aviation environ-ment you are likely to spill fuel I didnot think these synthetic gloves wereas suitable as leather gloves which,although not as neat for dainty manip-ulation of screws etc do protect yourhands better.
FlyFizzi Helicopters
Ltd
macWet Gloves
6262 63
Company News Company News
HELICOPTER LIFE, Summer 2014HELICOPTER LIFE, Summer 2014
On April 30, 2014, four years after initial FAA cer-
tification, the European Aviation Safety Agency
issued its type certificate for the Robinson R66
Turbine helicopter. Robinson is pleased to add EASA
member states to the now over fifty countries (including
Australia, Brazil, Canada, Japan, Russia, South Africa,
and the U.S.) that have certified the R66.
EASA certification marks an important milestone for
Robinson, and with certification finally in place,
Robinson can deliver its current backlog of European
orders and focus on strengthening its presence in the
European market. Presently, there are sixteen R66 serv-
ice centers, of which thirteen are dealers, approved in
Europe.
Currently priced at $839,000 USD, Robinson designed
the 5-place R66 to be a mid-size, low maintenance tur-
bine helicopter that would perform as well or better than
its competitors, but at a lower cost. To date, Robinson
has delivered over 500 R66s and estimates total fleet
hours at over 160,000. In response to customer feedback,
glass and touch-screen avionics were recently added to
the R66’s options list.
China’s civil aviation authority, the CAAC, certi-
fied the Robinson R66 Turbine helicopter on 29
April 2014, almost one year to the day the certifi-
cation process began. China joins the now over fifty
countries including Australia, Brazil, Canada, EASA
member states (Europe), Japan, South Africa, and the
U.S. that have certified the R66.
As China relaxes airspace restrictions and its general
aviation continues to develop through investments in
infrastructure and training, helicopters are expected to
play a more prominent role. With low operating and
acquisition costs, the high performance 5-place R66 is
well suited for the country’s emerging rotorcraft market.
Foreign markets have historically represented two-
thirds of Robinson’s sales. To date, approximately 500
R66 helicopters operate in more than thirty countries and
Robinson estimates total fleet hours at over 160,000. In
response to customer feedback, glass and touchscreen
avionics were recently added to the R66’s options list.
Robinson R66 EASA Certification Robinson R66 Chinese Certification
HELICOPTER LIFE, Summer 2014 HELICOPTER LIFE, Summer 2014
of all other affected helicopters to ensure that thehydraulic unions are correctly orientated. Noabnormalities were found during these inspections.The pilot was 59 and had 224 hours, 8 were on type.
AW139 G-LBAL
The helicopter was scheduled to depart Gillingham Hallfor Coventry Airport at 1830 hrs but the passengers werenot ready to depart until around 1920 hrs. By this time,night had fallen and dense fog had developed; witnessesdescribed visibility in the order of tens of metres.The co-pilot escorted the passengers to the helicopter andassisted them aboard, while the commander started theengines. The helicopter lifted into a hover at 1924 hrs,and then hover-taxied to the middle of the paddock inwhich the helipad was sited. The commander, who wasthe pilot flying, briefed that he would climb verticallyfrom the hover before setting course.The helicopter climbed, initially with very little groundspeed. At a height of approximately 32ft, the helicopterstarted transitioning, picking up forward speed as it con-tinued to climb. The radio altitude peaked at 125 ft agl asthe ground speed increased through 60kt. Thehelicopter thereafter pitched progressively nose-down,entering a descent as it did so, reaching 35º nose‑downone second before the end of the data recording. Thefinal complete frame of recorded data analysed to dateshowed a pitch attitude of 25º nose-down, a radio alti-tude of 82 ft agl and a ground speed of 90 kt. Therecorded rate of descent was 2,400 ft/min and increasing.In the final few seconds of the flight the co‑pilot madetwo verbal prompts regarding pitch attitude to the com-mander. Simultaneously, the recorded data shows thatfull collective was applied.The recorded data includes parameters relating to cau-tions, warnings and faults. None were active during theaccident flight with the exception of the last data pointswhen full collective had been applied and a gearboxtorque-related caution was triggered. The data showedthat trim release switches on the cyclic and collectivecontrols, on which force must be applied against springsto achieve manual flight, were active throughout theflight. The comprehensive recorded data set is subject toon-going analysis.Analysis
AAIB investigation to date has not identified any techni-cal malfunction which might account for the accident.The investigation continues, with the aim of identifyingany technical matters of relevance, as well as focusing onflight in degraded visual environments.The pilot was 36, had 2,320 hours, 580 on type.
ed on their threads using finger pressure. After rightingthe helicopter the level of hydraulic fluid remaining inthe tank was found to be approximately 130 ml abovethe hydraulic fluid supply pipe.Analysis
Prior to the accident, no evidence of a hydraulic fluidleak had been observed by either the pilot or mainte-nance personnel, so it is reasonable to assume that theunions became loose at some point during the accidentflight. When hydraulic system pressure was lost, theloose unions would have allowed the pressure within thetail rotor load compensator to dissipate. This would haveresulted in an immediate loss of assistance to the yawcontrols and an increase in the force required by the pilotto maintain directional control. The presence of fluidwithin the hydraulic system would have prevented theloss of pressure in the main rotor load compensators,allowing hydraulic assistance of the main rotor controlsto be maintained for a period.Detailed testing established that full control of the tailrotor remained available albeit without hydraulic assis-tance. The higher control loads associated with an imme-diate and unexpected loss of hydraulic power to the tailrotor servo probably led the pilot to believe that tail rotorcontrol had failed.Both the warning systems designed to alert the pilot to aloss of hydraulic pressure were found to operate normal-ly. As the hydraulic system pressure dropped, the warn-ings would be expected to activate. The pilot was fullyoccupied in controlling the helicopter at a criticalmoment close to the ground, so may not have perceivedthe warnings.No other such events have been identified on theAS350B fleet which indicates that the unions, if correctlytorqued, are unlikely to become loose. The only mainte-nance which was carried out on the tail rotor servo actua-tor was as a result of the incorporation of the EurocopterSB AS350-01.00.66. It is therefore probable that, whilecarrying out this SB, the load compensator and hydraulicunions were orientated in such a way as to apply a loadto the unions. This resulted in the unions becomingloose, causing a loss of hydraulic fluid and ultimatelysystem pressure.Safety action taken by the manufacturer
As a result of this accident the manufacturer has intro-duced changes to the work cards used during the incor-poration of SB AS350-01.00.66 and maintenance to thetail rotor load compensator to ensure that the load com-pensator and hydraulic unions are oriented in such amanner as to minimise the loading on the unions.In addition, the manufacture has carried out an inspection
6564
ACCidenT reporTSACCidenT reporTS
AS350B3e Squirrel, G-ECUK
The helicopter, with the pilot and his son on board, wasin the late stages of an approach to a private helicopterlanding site when the accident occurred. The weatherconditions were fine, with good visibility and calm wind.The pilot reported that he carried out a detailed Check Aof the aircraft before flight, which revealed no abnormal-ities. In particular, there were no signs of fluid on thehelicopter skins or on the hangar floor. The early stagesof the flight were uneventful and the pilot returned to thesame landing site after about 20 minutes. He flew anapproach to an open grass field adjacent to the landingpad, crossing electricity cables at the field boundary atabout 30 ft and 40 kt. In the latter stages of the approachat about 15 ft and 20 kt, the pilot increased collectivepitch a little and began a slight flare. At about the sametime he made a left pedal input to make a track correc-tion. As he did so, he experienced what he described as aslight jolt, followed by an immediate and violent yaw tothe left.The pilot believed that he instinctively applied more col-
lective pitch in order to avoid ground contact, and the leftyaw rate increased, causing him to believe that a tailrotor malfunction had occurred. He reported trying tocontrol the yaw with pedal input, but without effect. Hetherefore reduced collective and the yaw rate reduced,but by this time he felt the “control forces wereextreme”. The helicopter made two or three more com-plete rotations before contacting the ground. The rightskid collapsed, causing the main rotor blades to strike theground. The pilot secured the aircraft, and both occupantsvacated through their respective side doors. The pilot wasfound to have suffered three broken vertebra.The pilot reported that his full attention was directed atcontrolling the sudden and unexpected yaw, particularlyas the helicopter was at such a low height. He initiallystated that, because of the difficulty controlling the heli-copter, he could not recall whether there had been anycockpit warning lights or sounds before it struck theground. After later consideration, he was certain therehad been none.An initial examination of the helicopter was carried outat the accident site by a field service representative ofEurocopter UK. The examination confirmed that the heli-copter had suffered significant damage to the airframe,rotor blades and dynamic components. During the exami-nation, evidence of a hydraulic leak at the base of the tailboom was observed. Further examination confirmed thathydraulic fluid had been leaking from two unions whichsecured hydraulic pipes to the tail rotor hydraulic servoand load compensator. Both unions could be easily rotat-
AW109S G-IOOZ
The helicopter had departed from St Mawes, Cornwall,intending to fly to a private landing ground on Exmoornear Withypool, Somerset - this journey would takeabout 30 minutes.The pilot was aware that another helicopter was sched-uled to land at the same site somewhat later and hadarranged for landing lights and a vehicle with a radio tobe present. He contacted the vehicle driver beforedeparting St Mawes and was told that everythingwas set up and the weather was clear.As he approached the site at 2,500 ft, the pilot contactedthe operator on the ground and was told that “it hadstarted to cloud over but the moon was still visible andhe could be heard coming”. Flying over the site at 2,500 ft QNH with the radioaltimeter showing over 1,000 ft agl, the pilot could justabout make out the lights below him but noted that, tothe north and east of the landing site, it appeared to betotally clear. He lowered the landing gear, carried out thelanding checks and tested the landing lights, setting themoveable landing light to the straight ahead position. Hetook up a southerly heading towards the site anddescended through a thin layer of cloud over the villageof Exford, commencing his approach to the landing sitewhich he saw about a mile distant and at a height ofabout 500 ft; the lights, and in particular the flashinglights on the operator’s vehicle, were clearlyvisible tothe pilot at this point.The pilot had been largely navigating using the groundlights but, at about 500 m from the site, he switched onthe landing lights and was immediately dazzled by theglare from the mist which had formed at low level. Hestates that he was momentarily blinded and disorientedbefore he switched the light off again. Although onlytravelling at about 40 kt, he descended too rapidly andfailed to see a line of trees, approximately 30 ft high,which the helicopter clipped with its tail rotor. It imme-diately started to yaw and the pilot force-landed in afield some 300 m short of the landing site. In doing so,the helicopter span through about 180º and the landinggear sank into the soft, wet ground, detaching the nose-wheel.The pilot was uninjured. Although the main rotor had notstruck the ground, the tail rotor blades and landing gearwere badly damaged.The pilot was 61 years old and had 3,147 hours of which428 were on type.
HELICOPTER LIFE, Summer 201466
AndhouSe heliCopTer
Historic Whirlwinds then and now
courtesy of Andrew Whitehouse