march 2011
TRANSCRIPT
March 2011 Serving the Worldwide Helicopter Industry rotorandwing.com
BATTLING BACK:
FUTURE OF
BELL
Eurocopter’s Marc Paganini
Heli-Skiing in Wasatch
Spatial Disorientation
2 ROTOR & WING MAGAZINE | MARCH 2011
S-92® Helicopter: International
Symbol of Hope.
Ever since a Sikorsky R-4 helicopter performed the first helicopter
rescue in 1942, Sikorsky has been the leader in developing
outstanding search and rescue helicopters. Now, we’re raising the
bar even higher with an enhanced S-92® helicopter, tailor-made
for civil and military search and rescue missions. A new Automatic
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Access Intelligence, LLC 4 Choke Cherry Rd., 2nd Floor
Rockville, Md. 20850 - USA Phone: 1-301-354-2000, Fax: 1-301-354-1809
E-mail: [email protected]
For photocopy or reuse requests: 1-800-772-3350 or [email protected]
3MARCH 2011 | ROTOR & WING MAGAZINE
For photocopy or reuse requests: 1-800-772-3350 or [email protected]
EDITORIALAndrew Parker Senior Editor, [email protected]
Ernie Stephens Editor-at-Large, [email protected]
Andrew Drwiega Military Editor, [email protected]
Claudio Agostini Latin America Bureau Chief
Barney O’Shea Pacific Rim Correspondent
Joe West United Kingdom Correspondent
Contributing Writers: Chris Baur; Lee Benson; Shannon Bower; Igor Bozinovski; Tony Capozzi; James Careless; Keith Cianfrani; Steve Colby; Frank Colucci; Dan Deutermann; Pat Gray; Frank Lombardi; Vicki McConnell; Robert Moorman; Douglas Nelms; Mark Robins; Dale Smith; Terry Terrell; Todd Vorenkamp; Richard Whittle.
ADVERTISING/BUSINESSJoe Rosone VP & Group Publisher, [email protected]
Randy Jones Publisher, 1-972-713-9612, [email protected]
Eastern United States & CanadaCarol Mata , 1-512-607-6361, [email protected]
International Sales, Europe/Pac Rim/AsiaJames McAuley +34 952 118 018, [email protected]
DESIGN/PRODUCTIONJoy Park Graphic Designer
Tony Campana Production Manager, 1-301-354-1689 [email protected]
Tesha Blett Web Production Manager
AUDIENCE DEVELOPMENTSarah Garwood Audience Development Director, [email protected]
George Severine Fulfillment Manager, [email protected]
Customer Service/Back Issues 1-847-559-7314 [email protected]
LIST SALESStatlistics
Jen Felling ,1-203-778-8700, [email protected]
REPRINTSWright’s Media, 1-877-652-5295 [email protected]
ACCESS INTELLIGENCE, LLCDonald A. Pazour Chief Executive Officer
Ed Pinedo Executive Vice President/Chief Financial Officer
Macy L. Fecto Executive Vice President, Human Resources & Administration
Heather Farley Divisional President, Business Information Group
Sylvia Sierra Senior Vice President of Corporate Audience Development
Robert Paciorek Senior Vice President/Chief Information Officer
Michael Kraus Vice President of Production & Manufacturing
Steve Barber Vice President, Financial Planning and Internal Audit
Alison Johns Vice President, E-Media, Business Information Group
Ever since a Sikorsky R-4 helicopter performed the first helicopter
rescue in 1942, Sikorsky has been the leader in developing
outstanding search and rescue helicopters. Now, we’re raising the
bar even higher with an enhanced S-92® helicopter, tailor-made
for civil and military search and rescue missions. A new Automatic
Flight Control System with automatic hover capability enhances
mission effectiveness, while a uniquely spacious cabin maximizes
flexibility. With nearly 300,000 flight hours worldwide, the S-92®
helicopter delivers the consistent, value-added performance you
need in the most challenging environments.
And that’s just what you’d expect from Sikorsky, giving the world
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4 ROTOR & WING MAGAZINE | MARCH 2011 W W W. R O T O R A N D W I N G . C O M
By Andrew Parker
While this is the first time you’re seeing my face in the Editor ’s Notebook section, I’m not new to
the magazine or the aviation indus-try. Former Editor Joy Finnegan has moved to Florida with her family, so now you’ll be seeing a great deal more of me in the coming months as I pick up where Joy left off. I’ve been the managing editor of this publication since July 2009, and have spent the past six years in the aviation industry with a variety of publications, includ-ing sister publication Avionics Maga-zine, and Aviation Maintenance.
I’m looking forward to this oppor-tunity as Senior Editor of Rotor & Wing to begin spending more of my time on the front-side of the magazine, so to speak—visiting our readers’ opera-tions and generally getting to better know the personalities and people who make the rotorcraft market such a dynamic industry.
Of course I’m also looking forward to working with the excellent Rotor & Wing staff and the core team of regular contributors to continue providing the same news, features and insider commentary that you’ve come to expect from the pages of Rotor & Wing since its beginnings in the 1960s. In fact, you may even begin to notice a few of these core contributors even more, as we increase the frequency and number of regular columns in the magazine each month.
Starting in April, the magazine will feature six or seven columns in each issue—a doubling of the three or four that have run in recent years. This will open up the door for readers to hear more from our trusted group of con-tributors—not only people like Editor-at-Large Ernie Stephens and Military Editor Andrew Drwiega, but regular columnists like Lee Benson, Keith Cianfrani, Steve Colby, Pat Gray, Frank
Lombardi, Terry Terrell and many oth-ers. You’ll see their faces and read their thoughts more often in print, in order to help raise the level of discourse gen-erated from the magazine.
But the media landscape has evolved in the past half-decade, and in addition to an increased focus on web-based news sources, social media sites like Facebook, Twitter and LinkedIn have helped connect people on a much more instant basis. And we are constantly monitoring these new communication tools in order to determine when and how to use them in order to provide even more value to the helicopter community.
According to a March 2010 Pew Internet study of more than 2,250 adults in the U.S., 75 percent of people who look for news online get it via e-mail or through social media sites, and 52 percent send/forward it using those two methods. The study also notes that 92 percent use multiple platforms to get daily news, with 46 percent visiting four to six platforms each day, and only seven percent going to just one media platform for news.
Ours is a very diverse industry—far more diverse than most, in fact. With that ever-present in our minds, and with the goal of giving our read-ers as many opportunities as pos-sible to connect within the helicop-ter community, there are Rotor & Wing pages on Facebook [www.
facebook .com/pages/Rotor-
Wing/108354174813], Twitter [www.twitter.com/rotorandwing] and LinkedIn [www.linkedin.com/
groups/Rotor-Wing-3788071]. But what do you get by going to
these social media sites? The chance to be a part of the wider discussion that shapes the thoughts of industry and government leaders worldwide and in turn, the very future of the helicopter industry. Needless to say, you also get
the opportunity to influence topics we’ll address in print each month, as well as on the web [www.rotorand-wing.com] and other platforms.
The sideline benefit of all this is that the helicopter industry becomes just a little more cohesive. These new media tools allow us all to be more directly involved in the important discussions and decisions that impact our future, regardless of job title or position.
We can all post important pictures or videos on Facebook. No longer do editors completely control what content is seen or not seen. If you choose to connect with us or follow us on Twitter, you will immediately receive the latest breaking industry news—sometimes even as it is hap-pening. You never know—an idea that you post could turn into an in-depth, full-length feature in Rotor & Wing. We’re constantly looking at ways to improve the quality of our news and feature coverage, and this “community approach” seeks to engage you—our readers—to help shape content year-round so that we always address the most important issues.
Another outlet for helicopter news is the Rotor & Wing Collective—a new weekly e-letter that features an in-depth Story of the Week, Top News Picks and jobs. We also offer a monthly military-focused e-letter from Andrew Drwiega—Military Insider.
All of this brings me back full circle to my predecessor. I’d like to acknowledge Joy’s extensive work in helping implement this community approach, which has long been in the works and traces back to before we joined Rotor & Wing in July 2009. We’ll miss working with you Joy. A heartfelt thanks from all of us for your extensive contributions to the magazine!
Stop by the Rotor & Wing booth at Heli-Expo in Orlando, Booth 614. I hope to see you there!
Community Approach
Editor’s Notebook
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W W W. R O T O R A N D W I N G . C O M 5MARCH 2011 | ROTOR & WING MAGAZINE
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6 ROTOR & WING MAGAZINE | MARCH 2011 W W W. R O T O R A N D W I N G . C O M
FEATURES COVER STORY
32 ■Battling Back With a new team of executives in place, Bell Helicopter looks to
regain ground in the commercial market. By Robert Moorman
40 ■Eurocopter’s Marc Paganini President & CEO of the U.S. division of European helicopter maker
has a well-focused vision for the future. By Bob Cox
44 ■Heli-Skiing in the Watasch Skiing enthusiasts use helicopters to reach untouched powder at
the top of mountain peaks. By David Jensen
54 ■Dangers of Spatial Disorientation Flying at night and in IMC requires a good understanding of spatial
disorientation. By Andrew Drwiega, Military Editor
On the Cover: Successful completion of live firing tests of Bell Helicopter’s latest variant of 407
product line—the 407AH—in Yuma, Ariz. The 407AH is scheduled to make its industry debut at
Heli-Expo 2011 in Orlando. The multi-mission, armed 407AH is the first weaponized, Bell Helicopter-
qualified commercial helicopter.
Public MilitaryCommercialPersonal|Corporate
THIS MONTH FROM
AgustaWestland introduced the AW139M as this issue went to
print. Look for the story in Rotor & Wing’s Heli-Expo Show Day.
(Below) Night vision terrain board from AMST. (Right) Skiing
some of the highest peaks in Utah requires the use of a helicopter.
54
DEPARTMENTS12 Rotorcraft Report
26 People
26 Coming Events
30 Hot Products
63 Classified Ads
66 Ad Index
69 Coming Up
COLUMNS 4 Editor’s Notebook
8 Feedback
10 Meet the Contributors
60 Public Service
62 Safety Watch
68 Right Seat
70 Military Insider
7MARCH 2011 | ROTOR & WING MAGAZINEW W W. R O T O R A N D W I N G . C O M
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©2011 by Access Intelligence, LLC. Contents may not be reproduced in any form without written permission.
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The editors welcome new product information and other industry news. All editorial inquiries should be directed to Rotor & Wing magazine, 4 Choke Cherry Rd., 2nd Floor, Rockville, Md. 20850, USA; 1-301-354-1839; fax 1-301-762-8965. E-mail: [email protected]. Rotor & Wing (ISSN-1066-8098) is published monthly by Access Intelligence, 4 Choke Cherry Rd., 2nd Floor, Rockville, Md. 20850, USA. Periodical postage paid at Rockville, Md. and additional mailing offices. Subscriptions: Free to qualified individuals directly involved in the helicopter industry. All other subscriptions, U.S.: one year $99; two years $188. Canada: one year $129; two years $$228; Foreign: one year $149; two years $278.POSTMASTER: Send address changes to Rotor & Wing, P.O. Box 3089, Northbrook, Ill. 60065-3089, USA. Change of address two to eight weeks notice requested. Send both new and old address, including mailing label to Attn: Rotor & Wing magazine, Customer Services, P.O. Box 3089, Northbrook, Ill. 60065-3089, USA or call 1-847-559-7314. E-mail: [email protected]. Canada Post PM40063731. Return Undeliverable Canadian Addresses to: Station A, PO Box 54, Windsor, ON N9A 6J5.
HELI-EXPO 2011 COVERAGE • Visit www.rotorandwing.com during and after Heli-Expo for news, photos, videos
and other reports from the show floor. There you will find a link to our Heli-Expo 2011 page, where all the show happenings can be found in one place. You’ll also find links to Rotor & Wing’s Facebook, Twitter and LinkedIn pages, where you can share your own commentary, photos, videos and insights about the show.
ASK-THE-EXPERT• Ask your questions to three experts on the topics of helicopter finance,
aerodynamics and certification. Chuck McGuire, managing director for Avstar Finance, answers questions about rotorcraft financing. Frank Lombardi, police helicopter pilot, testing and evaluation, provides answers about the science behind helicopter flight. Jessie Kearby, certification engineer for Aero Dynamix, fields questions about NVGs for both military and commercial operators.
THE ROTOR & WING COLLECTIVE• Check out our newest outlet for helicopter news—The Rotor & Wing Collective.
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WEEK OF MARCH 21
• Rotor & Wing’s Military Insider. Get the latest updates from helicopter defense companies around the world, from Military Editor Andrew Drwiega.
WEEK OF MARCH 21
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Vol. 45 | No. 3 March 2011
ServicesProductsTrainingPublic ServiceMilitaryCommercial Personal|Corporate
Feedback
Do you have comments on the rotorcraft industry or recent articles and viewpoints we’ve published? Send them to: Editor, Rotor & Wing, 4 Choke Cherry Road, Second Floor, Rockville, MD 20850, fax us at 301-354-1809 or email us at [email protected]. Please include a city and state or province with your name and ratings. We reserve the right to edit all submitted material.
8 ROTOR & WING MAGAZINE | MARCH 2011 W W W. R O T O R A N D W I N G . C O M
Ongoing For YearsThis situation (see “FAA to Clear Up ‘Vague’ Public Aircraft Regs” on page 12) has been ongoing for years. For-mer AFS-1 James Ballough was asked by Congress to stop the excessive loss of life in the EMS helicopter com-munity. Hundreds of flight crews, doctors, nurses and innocent patients lost their lives over the years because FAA’s former management did noth-ing for years. If anything [former FAA management] has the blood of these people on his hands for doing noth-ing. Let hope John Allen steps up and stops this once and for all!
Richard Wyeroski
Former FAA Inspector
(Note: Mr. Wyeroski is a member of the FAA Whistleblowers Alliance.)
About TimeIt’s about time, the federal govern-ment should not be responsible for an accident by a commercial air car-rier conducting a commercial opera-tion (carrying passengers for hire) just because the entity that hired the aircraft is a federal agency and the passengers are federal employees. Put the responsibility where it belongs, on the FAA and air carrier. You asked for it, you got it.
Casey Barnes
FAA’s Tom SalatI’m filled with a great sense of pride for the many attributes that have been bestowed on my brother (See “FAA’s Tom Salat Passes Away,” August 2010, page 19), my best friend and someone I admired, respected and loved dearly.
Barbara Ippolit
The Real TruthIt is interesting that the NTSB would be accused of coming to the wrong conclusion (See “Co-Pilot Disputes NTSB Report,” January 2011, page 11), but it is possible. Normally, NTSB is extremely professional, very thorough
and honest. There have been times when they were not, either because they were pressured or they just did not want to follow the real truth.
I was a pilot (captain, instruc-tor, check airman and test pilot) and manager at an airline years ago, and this airline had an accident, which appeared to have involved power “roll back” during a takeoff. NTSB seemed to take everything the engine maker told them at face value, without doing (or wanting to do) any independent testing. The engine manufacturer basically claimed that a power roll-back was simply not possible, and accused the crew of pulling the power back by mistake.
NTSB sent the investigator-in-charge (IIC) down to watch us do a couple test flights. I was the test pilot and the IIC was in the jumpseat. Ironi-cally, when we tried to take off with the power set up the way the crew had stated they had done (and was record-ed by the VCR and FDR), the engines behaved just like on the accident day, and power rolled back! We did three attempts to take-off, with the same results—power rolling back each time and us being unable to reach takeoff speed (due to the reduced power).
When I confronted the IIC with the results, which he had personally witnessed, he told me that because the aircraft is not “instrumented for a test flight” with vanes and special probes, we (NTSB) will just have to go with the manufacturer’s opinion, even though he had witnessed the event!
Sure enough, NTSB’s final report pinned the accident on crew error (notwithstanding the test flights). I was floored that the report didn’t even mention that the test flights had taken place, nor that it totally disproved the engine maker’s pet theories. I was flab-bergasted. After reading that report, and seeing how NTSB can at times (not always, but certainly at times) be completely dishonest (in the face of clearly contradictory evidence), it left me very disappointed and convinced that just because a report comes from NTSB, it does not mean it is correct. The report could just be a fantasy! It is a sad thing to have to acknowledge, because I know a number of very ded-icated and honest NTSB investigators, but I also realized that there are others who are unprofessional and dishon-est. It is possible that since some of the engine parts of the Carson Helicop-ters crash were misplaced, or the cus-tody chain was broken, the data relied upon to make the findings could be flawed. I am not accusing the NTSB of being misleading in this particular accident investigation, but there is evidence such a thing has happened in the past. Since it happened in the past, it is possible the NTSB could be wrong or misleading again.
Harold Coghlan
Vice President, Operations Magic Express Airlines
Birmingham, Ala.
Correction: In the Jan. 2011 Executive Outlook, page 26, Aviall CEO Dan Komnenovich’s name was misspelled.
ɀ R&W Question of the Month
What changes should FAA
make to rules governing
public-use aircraft?Let us know, and look for responses in a future issue.
Contact information is at the bottom of the page.
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10 ROTOR & WING MAGAZINE | MARCH 2011 W W W. R O T O R A N D W I N G . C O M
Meet the Contributors
LEE BENSON is the retired senior pilot for
the Los Angeles County Fire Department.
Before he was named senior pilot, Lee ran
the aviation section’s safety and training
programs, including organizing the sec-
tion’s yearly safety meeting with other public agencies and the
press.
BOB COX is a senior business reporter for
the Fort Worth Star-Telegram, has covered
the aviation and defense industries in North
Texas since 1999 and written extensively
about Bell Helicopter, Lockheed Martin and
the F-35 Joint Strike Fighter program. Previously Bob was a
senior reporter for the Wichita Eagle for 11 years and covered
numerous beats, including aviation. He has 31 years of daily
newspaper reporting experience. Bob lives in Arlington,
Texas.
ANDREW DRWIEGA, Military Editor, is a
senior defense journalist with a particular
focus on military rotorcraft. He was the
editor of Defence Helicopter for seven years.
Andrew has reported on attachment from
Iraq three times (the latest of which was with a U.S. Marine
Corps MV-22 squadron), and twice with British forces in
Afghanistan (Kandahar and Camp Bastion), as well as from
numerous NATO and British exercises.
THIERRY DUBOIS is a long-time contribu-
tor to Access Intelligence publications. He
has been an aerospace journalist for 12 years,
specializing in helicopters since 2006. He
writes on technical subjects, both for profes-
sional media and a popular science magazine in France,.
DAVID JENSEN has more than 25 years
experience as an aviation journalist. He
was editor of Rotor & Wing and Avionics
Magazine before entering semi-retirement
in his home state of South Dakota. Jensen
currently is a freelance writer and consultant. He began his
journalism career as a newspaper reporter. He went on to
become a newspaper editor and, briefly, was a speechwriter
for a Fortune 50 corporation.
ROBERT MOORMAN has written for more
than 25 years about the aviation industry,
including rotorcraft. His articles have ranged
from topics on commercial, regional, cargo,
maintenance, training, safety, information
technology and business aviation, to the U.S. military. Moor-
man runs his own freelance writing and communications
business in the Washington, DC area.
MIKE REDMON is an ATP rated pilot with
CFI, CFII, and MEI privileges. He began fly-
ing helicopters for the U.S. Army and then
moved to civilian fixed-wing flying. After six
enjoyable years in helicopter EMS, he is back
to flying airplanes. Helicopters he has flown are the UH-1,
OH-58, AH-64, BK-117, A-109E, BH-430, and BO-105.
DALE SMITH has been an aviation journal-
ist for 24 years specializing in business avia-
tion. He is currently a contributing writer
for Rotor & Wing and other leading aviation
magazines. He has been a licensed pilot
since 1974 and has flown 35 different types of general avia-
tion, business and WWII vintage aircraft. In his spare time he
moonlights as a award-winning aviation artist.
ERNIE STEPHENS, Editor-at-Large, began
flying in the 1980s, earning his commercial
pilot’s license and starting an aerial photogra-
phy company as a sideline. In his regular job
as a county police officer, he was transferred
to the department’s new aviation unit, where he served as the
sergeant in charge and chief pilot until his retirement in 2006.
In addition to Rotor & Wing, Ernie (aka “Werewolf ”) has
written for Aviation Maintenance.
TERRY TERRELL gained his early avia-
tion experience as a U.S. Navy fixed-wing
instructor and U.S. Coast Guard aircraft
commander, where his service included
SAR in Sikorsky S-61s. Terry served as a
cross-qualified captain and safety special projects officer
with Houston’s Transco Energy, and later with Atlanta’s Ken-
nestone AVSTAT Helicopter Ambulance Program and Geor-
gia Baptist LifeFlight.
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12 ROTOR & WING MAGAZINE | MARCH 2011 W W W. R O T O R A N D W I N G . C O M
■ PUBLIC SERVICE | REGULATIONS
FAA to Clear Up ‘Vague’ Public Aircraft RegulationsDuring an HAI Forum in late January,
FAA Director of Flight Standards
Services John Allen told around 100
people in attendance that the agency
intends to clear up regulations
governing public-use helicopters
and fixed-wing aircraft that are so
confusing, even his own inspectors do
not fully understand them.
Held at its headquarters in Alex-
andria, Va., HAI called the forum to
address questions raised as a result
of NTSB’s investigation into the 2008
crash of a Carson Helicopters-operated
Sikorsky S-61 near Weaverville, Calif.
The helicopter was under a U.S. Forest
Service contract. NTSB put much of
the blame on Carson, while noting the
role of lax oversight from FAA and the
Forest Service. The Dec. 7 release of
the NTSB probable cause prompted
an explosive response from Carson
President Franklin Carson in January,
and has thrust the public use issue back
into the limelight.
“This subject really crosses all
boundaries within the industry,” noted
HAI President Matt Zuccaro, adding
that “all parties agree there needs to be
a simple and precise set of guidelines
on the rules governing [public aircraft]
operations.”
According to Allen, FAA has been
“working on this issue a long, long time.
… We find that [it] is complicated not
only because of a vague and ambiguous
statute—but it also has its tentacles in
other areas of the regulation, tentacles
into areas of good governance, between
different areas of the government
and who has responsibility, and it has
tentacles in the area of certification. It
has its tentacles in all these things and
that’s what’s made it more complex.”
FAA has gained experience from going
“through many situations—and not just
Carson Helicopters—but some other
situations where we had to draw the
line and say, this is the policy,” Allen
said. For a long time, he continued, the
policy sought to “minimize the FAA
risk, to put the motivation on other
government agencies, realizing that it
is the responsibility of the operator to
ensure safety. Operators are the ones
who operate, who train, who maintain,
but then the sponsoring government
entity—and if it’s a civil operation, it’s
the FAA’s responsibility to assure safety,
to provide a relative level of confidence
because we’re providing reasonable
oversight. If it’s sponsored by another
government agency, they have the
responsibility.”
When the conditions exist for regu-
latory “confusion and ambiguity,” Allen
observed that it “seems to facilitate
entrepreneurship. There are those out
there that are taking advantage and
enjoying that there is vagueness in this,
and find business opportunities.” Once
FAA puts in place clarifications to the
rules governing public-use aircraft,
“there will be those out there who
are going to have to scramble to put
themselves into a legal perspective.
Because up to this point, even we were
confused—my FAA inspectors did not
understand the rule,” Allen added.
“I’m going to quickly clarify that,” he
continued, “but as we understand and
interpret this rule, I can tell you that
it really puts the burden more on the
FAA, which I resisted for a
long time but finally came to
grips with, so that the FAA
has the primary burden in a lot of these
instances and we will work with other
government agencies who have a need
for a particular service and can operate
within the existing regulations.” FAA
will also work with “operators who are
under contract and want to provide
a service, so that they know who they
are responsible answering to in terms
of safety, whether it’s to the FAA or to a
contracting government agency.”
NTSB Board Member Earl Weener
explained that the safety board also had
trouble deciphering the public use reg-
ulations. “The more we looked into this,
the more confused we got. The more
ambiguous we found things to be,” he
said. As part of the recommendations
stemming from the Carson investiga-
tion, NTSB issued A-10-150, asking
FAA to: “Take appropriate actions to
clarify FAA authority over public air-
craft, as well as identify and document
where such oversight responsibilities
reside in the absence of FAA authority.”
According to Weener, NTSB’s
objective is “to point out that this needs
some work. That somebody has to
be responsible for not only deciding
what is public operation, but when
public operation is conducted, how
is the safety assured of those govern-
ment employees who are traveling
aboard these airplanes?” He continued:
“There have been numerous attempts
to address it in the past—hopefully this
time an integrated, comprehensive
policy can be developed and made
to work.” —By Andrew Parker, Senior
Editor
For daily and breaking news involving helicopters, go to: www.aviationtoday/rw
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Rotorcraft Report
13MARCH 2011 | ROTOR & WING MAGAZINEW W W. R O T O R A N D W I N G . C O M
■ IN MEMORIAM
Kaman Founder Passes Away
Bloomfield, Conn.-
based Kaman Corp.
f o u n d e r C h a r l e s
H. Kaman, noted
helicopter pioneer,
humanitarian and
inventor, died on Jan.
31. He was 91.
At age 26, he founded Kaman Air-
craft Company in 1945 in the garage of
his mother’s home in West Hartford,
Conn. Among the breakthroughs cred-
ited to the company’s early rotorcraft
designs include the first gas turbine-
powered helicopter, twin-turbine-pow-
ered helicopter, remotely controlled
helicopter and the first all-composite
rotor blade. The first Kaman-built heli-
copter, the K-125, took off on Jan. 15,
1947. The U.S. Navy bought two of the
helicopters the following year for evalu-
ation. Other helicopter models from
Kaman through the years include the
SH-2 Seasprite line, H-43 “Husky” and
the K-MAX aerial truck, introduced
in 1992.
Among the awards Kaman received
were the National Medal of Technology,
the U.S. Department of Defense Distin-
guished Public Service Medal and
the Fleet Admiral Chester W. Nimitz
Award. He was inducted into the Hall
of Honor of the National Museum of
Naval Aviation and named an Honor-
ary Fellow of the Royal Aeronautical
Society.
Aviation wasn’t his only passion—
Kaman founded Fidelco Guide Dog
Foundation, which breeds and trains
guide dogs for the blind. He also formed
Kaman Music, which designed and
built the Ovation series of guitars.
Two sons, a daughter, three grand-
children and two great-grandchildren
survive him. Memorial contributions
can be sent to the C.H. Kaman Chari-
table Foundation, c/o John C. Yavis,
Jr., Murtha Cullina, LLP, City Place
I, 185 Asylum Street, Hartford, CT
06103-3463.
■ MILITARY | ATTACK
AAR-Operated S-92s Head to AfghanistanS i ko r s k y A i r c r a f t
has del ivere d two
S-92s to AAR Corp.
for passenger and
c a r g o m i s s i o n s
i n A f g h a n i s t a n .
AAR is conducting
operations for the
U.S. Transportation
C o m m a n d , w h i c h
supplies services for the
Department of Defense.
Both helicopters are
designed with flexible
interior space in order to accommodate passengers or cargo.
■ TRAINING | SIMULATORS
Rega Purchases GrandNew SimSwitzerland-based SAR and air medical provider Rega has placed an order for an
AgustaWestland GrandNew simulator. The Level 3 flight training device/Level B
full flight simulator (FTD/FFS) will be based at Zurich Airport (ZRH). Plans call
for training to begin in 2012.
■ COMMERCIAL | AIRFRAMES
Robinson Sees Uptick in SalesTorrance, Calif.-based Robinson Helicopter is reporting increased production
during the third and fourth quarters of 2010. Total production for 2010 involved
162 helicopters, consisting of 112 R44s, 40 R22s and 10 R66s. At the end of the
year, the company’s backlog stood at 169 helicopters. Robinson plans to focus
on production and product development during 2011.
14 ROTOR & WING MAGAZINE | MARCH 2011 W W W. R O T O R A N D W I N G . C O M
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■ COMMERCIAL | AIRFRAMES
Taicang Signs For Five Erickson S-64FsErickson Air-Crane has reached an
agreement with Wan Yu Industries
Groups (Taicang) in China for five S-64Fs.
The agreement calls for Erickson to
deliver the helicopters over the next two
years, with the first one arriving in late
February 2011. Pilot and maintenance
training are also included in the contract.
Erickson will manufacture the S-64Fs at
its facility in Central Point, Ore.
■ PRODUCTS | AIRFRAMES
Brazil’s ANAC Approves Bell 429
Bell Helicopter has secured Brazilian
ANAC certification for the 429, adding
to existing FAA, EASA and Transport
Canada approvals. The manufacturer
plans to deliver the first Bell 429 to Brazil in
early 2011.
■ PUBLIC SERVICE | POLICE
Los Angeles PD Picks Cobham EFISCohbam has obtained a contract
to equip the Los Angeles Police
Department’s Air Support Division
fleet with synthetic vision electronic
flight instrument system (EFIS). The
units will be installed on LAPD’s fleet
of 19 Eurocopter and Bell variants.
Each of the helicopters will receive a
primary flight display, multifunction
display, GPS receiver, HTAWS and
flight management system. Images
below show Cobham EFIS PFD
(left) and MFD .
Rotorcraft Report
15MARCH 2011 | ROTOR & WING MAGAZINEW W W. R O T O R A N D W I N G . C O M
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16 ROTOR & WING MAGAZINE | MARCH 2011 W W W. R O T O R A N D W I N G . C O M
Rotorcraft Report
■ PUBLIC SERVICE | POLICE
Multirole AS350B3s Join Texas DPS FleetEurocopter has handed over two
AS350B3s to the Texas Department of
Public Safety (DPS) Aircraft Section.
The helicopters come equipped with
a thermal imaging system, searchlight,
moving map and 500-lb rescue hoist.
Metro Aviation installed the avionics
and performed completions work. One
of the AS350B3s will be based in Alpine,
replacing an AS350BA. DPS will station
the second helicopter in Longview.
■ MILITARY | ATTACK
Donaldson EAPPS Supports CH-53K
Bloomington, Minn.-based Donaldson
Aerospace & Defense is now testing the
engine air particle protection system
(EAPPS) for the heavy-lift Sikorsky
CH-53K. The unit completed CDR in
August 2010. Developmental testing
began in November 2010 in support
of the CH-53K’s GE38-1B engines.
Qualification testing is scheduled to start
this May.
■ MILITARY | ATTACK
Chinooks Return From AfghanistanU.S. Army Spc. Zachary Provenzano (left) and Spc. Igor Pinto Machado, Chinook
helicopter repairers assigned to D Company of the 2nd General Support Aviation
Battalion, 1st Aviation Regiment, Enhanced Combat Aviation Brigade, 1st
Infantry Division, prepare a Boeing Chinook to return to the U.S. from Iraq this
spring. The brigade’s Chinook repair team is charged with breaking down the
aircraft for inspections by customs officials transfer to the U.S. Army photo by Spc.
Roland Hale, eCAB, 1st Infantry Division.
Rotorcraft Report
17MARCH 2011 | ROTOR & WING MAGAZINEW W W. R O T O R A N D W I N G . C O M
18 ROTOR & WING MAGAZINE | MARCH 2011 W W W. R O T O R A N D W I N G . C O M
Rotorcraft Report
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■ COMMERCIAL | SERVICES
Service Fusion: Bell Consolidates Support NetworkIn an effort to make things simple for
operators, Bell Helicopter Textron
has brought five former subsidiaries
under its corporate umbrella. Edwards
& Associates, Rotor Blades, Acadian
Composites, Bell Aerospace Services
and U.S. Helicopter are now part of Bell,
while a sixth subsidiary—Aeronautical
Associates—will continue to offer parts
and accessories using its brand while
being incorporated into the OEM’s
internal systems and processes.
According to Danny Maldonado,
senior vice president of customer sup-
port and chief service officer, the con-
solidation effort began about a year ago.
Following internal discussions with
each of the subsidiaries, “we started
getting indications back that it was a
little bit difficult to do business with
Bell and then all these other separate
entities—different contracts, different
terms, different people to deal with.” So
the manufacturer asked the question:
“What’s the best way to incorporate
those companies back into Bell Heli-
copter?” As a result, Bell concluded
that merging its support entities would
give operators “a comprehensive ser-
vice offering,” he says. “It’s easier doing
business with Bell and gives customers
faster service, while at the same time
our employees and companies benefit
from the additional channel that we’re
offering them. At the end of the day,
operators have an OEM solution for all
their services.”
Maldonado described the con-
solidations as another step in continu-
ing President & CEO John Garrison’s
message that Bell is “on a mission to
get back into the commercial market.”
Maldonado adds that the company
will “continue to make changes. We’re
not just sitting back and just enjoying it
[being ranked as a top customer service
provider], we understand that other
people are making improvements, and
we want to stay on top of it.”
One of the biggest advantages to
the fusion is a “common feel and com-
mon look” to each of the sites, he says.
“At any facility, now that they’re part of
Bell Helicopter, [operators] have access
to all the information, all the people, all
the resources within Bell. They don’t
have to go to multiple locations.” This
leads to the concept that “if you buy a
Bell helicopter, we’re going to service
you from start to finish, throughout the
whole life cycle of the aircraft.”
Aeronautical Associates under-
went the same processes as the other
five subsidiaries to become integrated
into Bell’s Customer Support division,
but “they weren’t fully transitioned
in, only because they offer services to
other OEMs,” Maldonado explains.
“We want to keep that channel open
[in order to] remain flexible for our
customers and yet be able to support
the other OEMs and other vendors that
buy parts from us.”
Other Bell Helicopter affiliates
Edwards Rotorcraft Solutions, McTur-
bine and SkyBOOKS are not part of the
integration effort. “As we move forward,
we are looking at how to approach
those companies,” Maldonado says.
“No matter what they’re [already] fully
integrated into [Customer Services],
so they report to us, they have the
same briefings, information, response
to customers—so everything’s already
pretty much linked other than their
names right now.” —By Andrew Parker,
Senior Editor
Rotorcraft Report
19MARCH 2011 | ROTOR & WING MAGAZINEW W W. R O T O R A N D W I N G . C O M
!
20 ROTOR & WING MAGAZINE | MARCH 2011 W W W. R O T O R A N D W I N G . C O M
Rotorcraft Report
■ PUBLIC SERVICE | PATROL
Another Modified UH-60 Joins CBPSikorsky Aerospace Services (SAS) has handed over the second UH-60 Black Hawk
to receive the A-A to L upgrade for the U.S. Customs and Border Protection Agency
(CBP). Modifications—including structural work, engine, dynamic component and
flight control upgrades, and mission-specific installations—took place at the SAS
military maintenance, repair and overhaul (MRO) facility in Beeville, Texas.
■ SERVICES | MILITARY
AgustaWestland Renews IMOS DealUK’s Ministry of Defence has extended
an agreement with AgustaWestland
covering the second five-year period
under the 25-year Integrated Merlin
Operational Suppor t (IMOS)
contract. Running from 2011 to
2016, the agreement includes the
Royal Navy and Royal Air Force fleet
of AW101 Merlins. The contract is
worth around £570 million.
■ SERVICES | UPGRADES
Rogerson Kratos Upgrades 412EP
Bell Helicopter has chosen Rogerson
Kratos to upgrade the cockpit display
systems of the Bell 412EP. The program
is designed to increase the capability
and performance of the medium-twin
helicopter through an engine and
cockpit modification available in both
a 3- and 4-axis version, and features
four high-resolution 8 x 10-inch
displays with advanced graphics,
multiple video inputs and night vision
capabilities. Pasadena, Calif.-based
Rogerson Kratos also manufactures
cockpit displays for the Bell 427, 430
and 412. www.truebluepowerusa.com
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21MARCH 2011 | ROTOR & WING MAGAZINEW W W. R O T O R A N D W I N G . C O M
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22 ROTOR & WING MAGAZINE | MARCH 2011 W W W. R O T O R A N D W I N G . C O M
Rotorcraft Report
■ SERVICES | HFDM
Eurocopter Touts Data Monitoring Benefits for Light Helos
Eurocopter has examined the benefits
of installing a helicopter flight data
monitoring (HFDM) device on light
helicopters for general aviation use, as
a study has revealed this could prevent
a significant proportion of accidents.
During the December 2010 EASA
Rotorcraft Symposium in Cologne,
Germany, Eurocopter vice president for
operational fleet safety, Gilles Bruniaux,
presented the results of the 20-month
study, which EASA commissioned and
involved testing more than 1,000 flights
with two partnering operators.
In December 2008, the European
civil aviation authorities contracted
the study to a consortium led by Euro-
copter. Also in the consortium were
two French operators: Jet Systems—
which provides aerial work and public
transport—and Helidax, a military
pilot training organization. Aix-en-
Provence, France-based ISEI was
chosen as the supplier of the HFDM
devices and included in the consortium
as well. ISEI’s Safety Plane was selected
thanks notably to the higher number
of parameters it can record. Appareo, a
competitor, is already also a Eurocopter
supplier for similar devices. Weight was
an important criteria. ISEI’s equipment,
albeit not the lightest, is still just below
one pound. Moreover, Safety Plane
data can be downloaded in an automat-
ic, wireless mode after each flight.
The consortium reviewed FAR
Part 27 helicopter accidents from the
EHEST database (the European heli-
copter safety team is part of an interna-
tional effort to drastically cut rotorcraft
accident rates). There were 205 acci-
dents, 98 of them GA flights. For each
crash, the four partners endeavored to
answer the question: If the customer
had an FDM program, would this acci-
dent have been avoided?” The answers
could be “no,” “possible” or “very likely.”
Results showed that 26 percent of the
analyzed accidents had some probabil-
ity of being avoided. Focusing on GA
(including training), the potential for
statistic improvement was 39 percent.
Then came the operational evalu-
ation. Four helicopters—two EC120s
and two AS350B3 Ecureuils (AStars)—
were equipped with the FDM system.
Events reported were pre-defined
“triggers.” The idea was to watch limi-
tation exceedances—flight envelope
or engine parameters. Operators also
had expressed specific needs to detect
pre-vortex ring state conditions and
monitor autorotations. Even for those
aircraft already fitted with engine mon-
itoring displays, the partners found
HFDM engine data brought some
value, as data handling was reported
to be easier. Out of the 1,069 flights
conducted, 429 were for passenger
transport, 223 for aerial work and 140
for training. Some major deviations
were detected. Bruniaux mentioned
several VNE exceedance events, some
of them more than 20 knots over the
speed limit. Another serious event,
landing with low fuel, was detected
several times. “In some cases, the event
is the consequence of a defined opera-
tional practice in aerial work,” Bruniaux
pointed out.
A “significant number” of pre-vortex
occurrences were detected. They, too,
can result from an operational practice
in aerial work, Bruniaux noted. There-
fore, he suggested standard operating
procedures could be refined. This was
the same with excessive pitch-down
attitude. Bruniaux claimed to have
demonstrated multiple benefits. First,
partner operators said that HFDM
improves flight incident analysis. “The
system provides easy access to a set of
flight data,” Bruniaux said. Moreover,
compliance to standard operating
procedures (SOPs) can be monitored
and even prompt SOP adjustments.
In maintenance, HFDM enables bet-
ter detection of events requiring swift
actions, such as hard landings. For the
manufacturer, HFDM provides valu-
able fleet status knowledge. Estimated
costs start with acquisition, installation
and usage training—about $14,000
(approximately £11,000). Installation
man-hours should be added. Operat-
ing the HFDM system will cost about
$3,000 (£2,000) per year.
Bruniaux said there is room for
improvement. He recommended that
some capabilities should be added to
the tested HFDM system. For example,
the data sampling rate should be higher.
Ideally, an HFDM system should com-
bine the number of parameters moni-
tored by ISEI’s device with Appareo’s
cockpit audio and video recorders.
A major challenge is that small
operators may not be able to allocate
enough resources for regular data
analysis. Bruniaux suggested that third-
party data analysis services should be
considered. This is all the more impor-
tant as “HFDM could be envisaged as
a meaningful component of a safety
management system.” Finally, the evalu-
ation showed that pilot acceptance
was not an issue, once objectives are
explained. —By Thierry Dubois
Eurocopter EC120. The
manufacturer led a study that
showed using data monitoring
on light helicopters brings
safety benefits but draws a lot
of human resources for data
analysis.
Euro
co
pte
r/A
nth
ony P
ecchi
Rotorcraft Report
23MARCH 2011 | ROTOR & WING MAGAZINEW W W. R O T O R A N D W I N G . C O M
■ TRAINING | STANDARDS
International Operations Standard to be Released Mid-YearThe working group for a helicopter
edition of the international standard for
business aircraft operations (IS-BAO
HE) is reporting progress toward its
goal of launching the full document in
the middle of this year. At the EASA
Rotorcraft Symposium in December,
Brian Humphries—both the chairman
of the British Helicopter Association
(BHA) and the CEO of the European
Business Aviation Association
(EBAA)—explained how specific the
IS-BAO HE will be for helicopters and
how beneficial it should be for safety.
T h e c o re s t a n d a rd w i l l b e
unchanged from the current IS-BAO,
which already has 300 registered opera-
tors (some of them helicopter oper-
ators). The helicopter edition will
include alternative means of compli-
ance and guidance material. Part of it,
too, will be industry-developed best
practices, including operations manual
templates.
The IS-BAO HE will address “the
top three issues identified by the EHEST,
and much more,” Humphries said.
EHEST is the European component
of the International Helicopter Safety
Team (IHST). For the effort to translate
into effective safety improvement,
incentives are needed, Humphries
emphasized. Insurance companies
hold the key with regulators, he said,
hinting that some fixed-wing business
aircraft operators already get credit (i.e.,
discounts in insurance premiums) for
using IS-BAO.
The IS-BAO is founded on a safety
management system and was devel-
oped by the industry, for the industry,
Humphries insisted. IS-BAO HE, if
widely adopted, will play a major role
in raising the safety of small helicopter
operators, he said. He expressed hopes
this will encourage small operators to
implement it. Some 80 percent of heli-
copter operators in Europe are small
operators with less than two aircraft.
Moreover, “small operators are not lis-
tening; they rarely attend safety confer-
ences,” he noted. The IS-BAO is flexible
enough to accommodate large fleets as
well, according to its promoters.
Helicopter operators will be eligible
for a certificate of registration after a
conformity audit. The International
Business Aviation Council (IBAC) will
accredit the auditor. “Audits take an
awful lot of days every year. IS-BAO HE
will reduce that,” Humphries pledged.
Bob Sheffield, Shell Aircraft’s man-
aging director and the IHST executive
director, is leading the working group.
Operators, regulators and auditors are
tapped for expertise. The first draft is
to be issued in the first quarter of 2011.
Along with the BHA and IBAC, the
Helicopter Association International
(HAI) and new EHA, the European
helicopter lobbying association, are
supporting the IS-BAO HE effort. —By
Thierry Dubois
Brian Humphries,
chairman of the
British Helicopter
Association. A
strong supporter
of the international
standard for
business aircraft
operations (IS-BAO), he pledged that the
helicopter edition will be ready by the
middle of this year.
24 ROTOR & WING MAGAZINE | MARCH 2011 W W W. R O T O R A N D W I N G . C O M
Rotorcraft Report
■ TRAINING | SIMULATORS
Eurocopter Aberdeen Training Facility Comes Online
Eurocopter officially opened its North
Sea support and service center on
February 1 in Aberdeen, Scotland.
The complex represents a £10 million
investment by Eurocopter and took
two-and-a-half years to complete. It
covers 53,820 square feet (5,000 square
meters).
The manufacturer designed the cen-
ter with expansion in mind, and there is
space for a second simulator (possibly
an EC175 sim) alongside the existing
EC225 full flight simulator, which has
already been booked for a minimum of
1,000 hours in its first year.
Markus Steinke, managing director
of Eurocopter UK, said that the service
center will support Eurocopter’s three
main customers in the oil and gas
industry located in Aberdeen—Bond,
Bristow and CHC, although it is not
exclusive to those companies.
“Eurocopter is proud to be the lead-
ing supplier of offshore helicopters
[to] the North Sea sector,” said Steinke,
adding that “exactly 100” were cur-
rently operating in the region—45 from
Aberdeen, 11 from other sites in the
UK, 31 are located in Norway, eight in
the Netherlands and the remaining five
in Denmark. Of these 100 helicopters,
84 are directly involved in oil and gas
operations, while the remaining 16
are declared search and rescue (SAR)
assets. Steinke said that the type mix
is broken down accordingly: “24 heli-
copters are from the Dauphin product
range and 76 from the Super Puma/
EC225 ranges with the main helicopter
being the EC225, with 28 machines.”
In opening this facility, Eurocopter
has invested not only in today’s oil
and gas industry but has an eye on
the future, not only in terms of the
new EC175, but also the wider energy
industry future—specifically the devel-
opment of wind farms. Steinke said
that Denmark, Germany and the UK
are generating the wind farm idea in
and around the North Sea. “Our esti-
mate for this country [UK] for the end
of the decade is that we will have 20
helicopters flying for wind farm sup-
port of different forms—close to the
coastline with small helicopters, then
larger ones further offshore working to
a major hub.”
Derek Sharples, Eurocopter’s execu-
tive vice president, support and service,
said after the opening: “Our EC225 heli-
copter program is our flagship ... we are
ramping up deliveries of the helicopter
and have demand coming from other
customers around the world. We will
use this facility for the training of other
customers—such as the Norwegians.”
Sharples agreed that the Aberdeen
facility could be seen as a blueprint
for the future regarding Eurocopter’s
development strategy within the ener-
gy sector.
“This year we open the EC225 sim-
ulator here, the first EC225 simulator
to open outside Marignane in France,
although it is the 15th Eurocopter
simulator worldwide and part of our
strategy to be close to our customers.”
He added that there were other
projects to open EC225 simulators in
Brazil, Malaysia and China, but gave
no timeline. Eurocopter’s UK business
goes from strength to strength, accord-
ing to Steinke: “In the UK we grew
revenue by 25 percent last year and we
have done this in spite of the crisis—the
footprint in the UK has doubled since
2008.”
Commenting on the downturn on
sales across Eurocopter, he said that
with the delivery of most of the police
aircraft to the UK and with the forma-
tion announced of the new National
Police Air Service, there would be a
period of consolidation. However, he
added that “half of this [police] fleet
is maintained at Oxford. The civil
business was not very good last year,
with only two new helicopters ... but
the company is built on three pillars—
defense, civil and service business—
and we are able to grow and build on
our competencies. It is a very healthy
structure.”
The last word on new aircraft pros-
pects came from Sharples, who specifi-
cally talked about the EC175: “We have
14 orders from 14 customers for the
EC175 and we are currently converting
them into firm contracts—so expect
announcements at HAI [Heli-Expo
2011].” —By Andrew Drwiega
Rotorcraft Report
25MARCH 2011 | ROTOR & WING MAGAZINEW W W. R O T O R A N D W I N G . C O M
■ MILITARY | AIRFRAMES
Boeing Begins Chinook Mk4 Flight Tests
Boeing’s UK Rotorcraft Support has started flight testing the first Chinook Mk4
(above). As part of Project JULIUS, Boeing Defence UK flew the helicopter for the
first time late in 2010 in Hampshire, England. The project involves modifying 38
Mk2/2As into the Mk4/4A configuration and upgrading eight Mk3s into Mk5s.
Subcontractor Vector Aerospace is updating the helicopters at its Gosport Fleetlands
facility, including installation of Thales’ TopDeck avionics and a third crew seat.
In a separate development in late January, Boeing joined with program suppli-
ers and the Netherlands Ministry of Defence to celebrate the first flight of the Royal
Netherlands Air Force CH-47F Chinook. The event took place at Summit Aviation in
Middletown, Del. Using two prototypes, Boeing plans to test the airframe and systems
with around 100 hours of flight tests through August.
The Details: EC225 SimulatorBuilt in cooperation with INDRA/Spain and
featuring Eurocopter’s simulation data
package, the EC225 simulator is a full-motion
system with six degrees of freedom, an
instructor station, simulation of all systems
and optional equipment solutions, avionics
system and a replica of the EC225 cockpit. It
features sound and vibration, and has a visual
system field of view of 210 degrees horizontal
and 80 degrees vertical, which exceeds
the highest full flight simulator (FFS) Level
B requirements. A 50-degree vertical field
of view located below the horizon provides
a ‘look down’ capability for SAR and night
helideck landing training. The visual database
features the airports, helipads, oil platforms
and ships as experienced in the North Sea and
is compatible with FLIR and night vision goggle
(NVG) operations.
26 ROTOR & WING MAGAZINE | MARCH 2011 W W W. R O T O R A N D W I N G . C O M
Rotorcraft Report
com
ing
even
ts PEOPLE
March 5–8: Heli-Expo 2011, Orlando, Fla. Contact HAI, phone 1-703-683-4646 or visit www.heli-expo.com
March 16–18: Association of Air Medical Services (AAMS)
Spring Conference, Washington, DC. Contact AAMS, phone 1-703-836-8732 or visit www.aams.org
March 21–24: 38th Annual International Operators
Conference (IOC), San Diego, Calif. Contact NBAA, phone 1-202-783-9000 or visit www.nbaa.org
March 22–25: Aircraft Electronics Association (AEA) Annual
Convention & Trade Show, Reno, Nev. Contact AEA, phone 1-816-347-8400 or visit www.aea.net
April 17–20: Quad-A Annual Convention, Nashville, Tenn. Contact Quad-A, 1-203-268-2450 or visit www.quad-a.org
April 19–21: 56th Annual Corporate Aviation Safety Seminar
(CASS), San Diego, Calif. Contact Flight Safety Foundation, phone 1-703-739-6700 or visit www.flightsafety.org
May 1–6: Medical Transport Leadership Institute, Wheeling, W.V. Contact AAMS, 1-703-836-8732 or visit www.aams.org
May 2–5: 2011 Offshore Technology Conference, Houston, Texas. Contact OTC, 1-972-952-9494 or visit www.otcnet.org
May 3–5: AHS Intl 67th Annual Forum and Technology
Display, Virginia Beach, Va. Contact AHS Intl, phone 1-703-684-6777 or visit www.vtol.org
May 17–19: EBACE 2011, Geneva, Switzerland. Contact EBAA, phone +32 2 766 0073 or visit www.ebaa.org
May 19–21: International Helicopter Industry Exhibition
(HeliRussia 2011), Moscow, Russia. Contact HeliRussia, +7 495 958 9490 or visit www.helirussia.ru
May 24–27: AirMed World Congress 2011, Brighton, UK. Contact AirMed at +44 (0) 162 283 3448 or visit www.airmed2011.com
June 20–26: 49th Annual International Paris Air Show, Le Bourget, France. Contact Paris Air Show, phone +33(0)15 323 3333 or visit www.paris-air-show.com
July 20–23: Airborne Law Enforcement Association (ALEA)
Annual Conference, New Orleans, La. Contact ALEA, phone 1-301-631-2406 or visit www.alea.org
Aug. 17–19: 8th Australian Pacific Vertiflite Conference on
Helicopter Technology, Gladstone, Australia. Contact AHS Intl, phone 1-703-684-6777 or visit www.vtol.org
Sept. 27–29: Helitech Duxford 2011, Duxford, UK. Contact Reed Exhibitions, phone +44 (0) 208 439 8886 or visit www.helitechevents.com
Oct. 10–12: AUSA Annual Meeting, Washington, D.C. AUSA, phone 1-703-841-4300, 1-800-336-4570 or visit www.ausa.org
Oct. 10–12: National Business Aviation Association (NBAA)
64th Annual Meeting & Convention, Las Vegas, Nev. Contact NBAA, phone 1-202-783-9000 or visit www.nbaa.org
Oct. 17–19: Association of Air Medical Services (AAMS)
Air Medical Transport Conference (AMTC), St. Louis, Mo.
Contact AAMS, 1-703-836-8732 or visit www.aams.org
Longmont , Colo.-based Master
Instructors has granted Master CFI-
Helicopter accreditation to Randy
Rowles, vice president of business
development and NVG training
programs for Night Flight Concepts
(NFC). Rowles becomes the first
individual to receive the designation,
which was developed with input from
FAA, IHST and HAI. The MCFI-H
program establ ishes standards
for helicopter instructors. Rowles
is also a designated pilot examiner
for helicopter licenses and ratings,
including for private, commercial,
ATP, NVG and CFI/II. He is also a
FAASTeam representative, chairman
of HAI’s Flight Training Committee,
and board member of the National
EMS Pilots Association.
Eurocopter Group has appointed
Stephane Chery (pictured) as head
of its international media relations
depar tment . He
succeeds Cécile
Vion-L anctuit ,
who became vice
president of corpo-
rate communica-
tions in May 2010. Chery comes from
Publicis Consultants, where he was a
partner.
Bell Helicopter has named Jef-
frey Angelos the new director of its
Commercial sales division for North
America. He will be responsible for
sales, marketing and aftermarket sup-
port across the continent. A helicopter
pilot, Angelos comes from the FBI,
where he was the section chief for the
agency’s aviation branch.
Geoff Hill is the new director of
communications for the Aircraft Elec-
tronics Association and editor of Avi-
onics News. Based at the organization’s
headquarters in Lee’s Summit, Mo.,
Hill was previously director of sales for
Paradise Park Inc., and formerly man-
aged communications, media rela-
tions and marketing for the University
of Missouri-Kansas City.
Helicopter Association Interna-
tional (HAI) has hired Kristin Lord
Anderson as executive assistant to
Matt Zuccaro, the association’s presi-
dent. Anderson will serve as a liaison
between the president and HAI’s
Board of Directors. She was previ-
ously an administrative and executive
assistant for the U.S. Marine Corps
Scholarship Foundation.
People’s Capital and Leasing Corp
(PCLC) has appointed Jim Pulie
vice president of sales for its Aviation
Finance division. He will oversee loans
and leases for the commercial helicop-
ter industry in the U.S. Pulie’s previous
experience includes stints at Sikorsky
Aircraft and Pratt & Whitney.
Rotorcraft Report
27MARCH 2011 | ROTOR & WING MAGAZINEW W W. R O T O R A N D W I N G . C O M
■ TRAINING | MILITARY
CAE to Supply MH-60R TrainersThe U.S. Navy has granted a
$44-million contract to CAE for
two Sikorsky MH-60R tactical
operational flight trainers (TOFTs).
The agreement calls for CAE to
deliver one simulator to Naval
Station Mayport near Jacksonville,
Fla. in mid-2013, and the other to
the Naval Air Facility in Atsugi,
Japan in summer 2014. The contract
includes options for two additional
trainers that would raise the total
value to around $78 million.
■ MILITARY | AVIONICS
1,000th M-TADS/PNVS Delivered
L o ck h e e d M a r t i n o f f i c i a l s
have handed over the 1,000th
modernized target acquisition
designation sight/pilot night vision
sensor (M-TADS/PNVS) to the
U.S. Army. The Arrowhead unit is
employed on the Army’s Boeing
AH-64D Apache.
AgustaWestland has delivered an AW109 Power to Kocoglu Aviation, which provides EMS for
the Turkish Ministry of Health. With bases in 15 locations around Turkey, Kocoglu has a fleet
of eight AW109 Powers and one AW109 Grand.
■ TRAINING | DEGREE PROGRAMS
Hawaiian Flight School Gains F-1 Visa Approval for International StudentsMauna Loa Helicopters has obtained U.S. Department of Homeland Security
approval to issue I-20 applications for F-1 visas to international students that sign up
for its Professional Pilot program. Founded in 1995, the flight school has bases on
three Hawaiian Islands—Hawaii (the Big Island), Kauai and Oahu.
28 ROTOR & WING MAGAZINE | MARCH 2011 W W W. R O T O R A N D W I N G . C O M
Rotorcraft Report
■ PRODUCTS | AVIONICS
Becker Audio Chosen for German RescueDRF Luftrettung (German Air Rescue)
has placed an order for Becker Avionics’
DVCS6100 digital audio system for
three Eurocopter/Kawasaki BK117s.
Modifications started in early 2011 at
DRF Luftrettung’s maintenance facility at
Karlsruhe/Baden-Baden airport (FKB).
■ SERVICES | FDM
Alakai Obtains STCAlakai Technologies has received an
FAA supplemental type certificate (STC)
to install its digital flight data monitoring
(FDM) systems on the Eurocopter AS350
and EC130 variants. According to Alakai,
the approval will allow helicopter operators
to attain airline-comparable FDM or FOQA
programs at a lower cost.
■ PUBLIC SERVICE | LAW ENFORCEMENT
Mexico Federal Police Incorporate Sikorsky UH-60MsThe U.S. State Department has handed over a trio of Sikorsky UH-60M
Black Hawks to the Mexican government’s Federal Police. The helicopters
will support Mexico’s airborne law enforcement operations under the
Merida Initiative, a security cooperative with the U.S. The Federal Police
operate a fleet of seven UH-60Ls.
Rotorcraft Report
29MARCH 2011 | ROTOR & WING MAGAZINEW W W. R O T O R A N D W I N G . C O M
Total MD 500 Support
www.PhoenixHeliParts.com +1 480-985-7994
See Us at Heli-Expo. Booth 1006
Whatever You Need
Wherever You Are
Whatever It Takes
Avionics
Sheet Metal
In-House Engineering
Interiors
Custom Completions
Aircraft Painting
24/7 Field and Tech support
Composites
Engine Management
Parts Sales
STC/PMA Program
MD 500 & UH-1 Specialists.
No Limits No Boundaries No Excuses
No Limits No Boundaries No Excuses
30 ROTOR & WING MAGAZINE | MARCH 2011 W W W. R O T O R A N D W I N G . C O M
Heliworks Uses Quantum Control ERP SoftwareContact Component Control to learn how Heliworks, Inc., a Part 145 Repair Station based
in Pensacola, Fla. is using Quantum Control enterprise resource planning (ERP) software
to increase its production capabilities in 2011. According to Heliworks president Stephen
Simpson, the efficiencies gained from Quantum have already led to an increase in Heliworks’
capability to rebuild two TH-67 (Bell 206B3) helicopters for the U.S. Army. “We purposely
waited for the Quantum Control installation to buy the bulk of the 400 line items needed for the second TH-67,” said Simp-
son. “What would have previously taken up to a week to procure took literally just a few keystrokes in Quantum. The quoting
system was so much easier than our previous system, and with Quantum everything is linked
together so shipping and receiving was streamlined as well.” Stop by Booth 3417 at Heli-Expo
or visit Component Control online to learn more: www.componentcontrol.com
Heliport Crash and Rescue Equipment LockersCivil aviation authorities strongly recommend the provision of crash and rescue equipment at
helicopter landing sites. The supply of adequately stocked lockers is an appropriate precaution-
ary measure to help prevent lives being lost if simple ancillary rescue equipment is not read-
ily available when needed. In addition to all the necessary tools and safety equipment required,
recommended practice is that at least two, positive pressure, self-contained breathing apparatus
(SCBA) sets complete with ancillary equipment and reserve cylinders should be provided. At an
elevated heliport, equipment should be stored adjacent to the heliport and be easily accessible. If your
facility does not have crash and rescue equipment lockers Heliportsequipment.com can supply them as either as a complete
package comprising of all the necessary tools and safety equipment as per recommended practices, or individual items as
needed. FEC Heliports, +44 1494 775226 or visit www.heliportsequipment.com
True Blue Power Lithium Emergency PowerThe True Blue Power MD835 from Mid-Continent Instruments is the industry’s first lithium
emergency power supply to be TSO C179 certified. Featuring advanced friendly lithium
technology, the MD835 weighs in at only 4.8 pounds—more than 8 pounds lighter than com-
peting products. Maintenance intervals for the MD835 are only every two years, compared
with legacy lead-acid designs’ yearly capacity check. And with a life expectancy of 10 years, the
MD835 easily outlasts the typical lead-acid battery’s three-year replacement schedule. To learn more about
the MD835 or the True Blue Power product line, contact Mid-Continent Instruments by phone 1-316-630-0101 or visit
www.truebluepowerusa.com
CORRIDOR Aviation Maintenance SoftwareCORRIDOR is an aviation-specific enterprise software application developed for any type
of aviation service business. Large or small. Full service or specialized. Rotary or fixed-wing.
CORRIDOR’s modular design lets each organization customize their solution. Modules
include those for Inventory Procurement & Logistics, Maintenance & Shop Management,
Part Sales & Retail Distribution, Customer & Vendor Management, Aircraft Maintenance
Record Keeping, Accounting Integration, and more. CORRIDOR automates the entire
maintenance process from quoting through work performed to invoicing—in real-time.
Created by aviation professionals, CORRIDOR is proven throughout the industry to improve efficiency, reduce errors,
increase control and visibility, reduce costs, and elevate customer service levels. CORRIDOR is backed by professional, experi-
enced, in-house support. CORRIDOR, 1-512-918-8900 or visit www.corridor.aero
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32 ROTOR & WING MAGAZINE | MARCH 2011 W W W. R O T O R A N D W I N G . C O M
COMMERCIAL | MILITARY
Bell Helicopter strives to regain ground in the civil
market while maintaining its military business
amid proposed DoD program cuts.
By Robert W. Moorman
BATTLING B
Bell P
ho
tos
33MARCH 2011 | ROTOR & WING MAGAZINEW W W. R O T O R A N D W I N G . C O M
Battling Back
ING BACKT
he short video clip from
Bell Helicopter’s website is
impressive. “Welcome to the
evolution of Bell Helicopter,”
says the announcer dramatically, as
Bell 4 Series rotorcraft skim effort-
lessly over the ground. The message
is brief, but the intent is clear: This
is the new Bell Helicopter, revital-
ized with new products and decisive
leadership.
It will take more than slick advertis-
ing for Bell to reverse course on the
civil side particularly, but the company
appears to be moving in the right direc-
tion, according industry observers.
Consider Bell’s flattened manage-
ment structure. After years of tinker-
ing, Bell seems to have found the right
balance of leaders that recognize the
operating differences between its civil
and military businesses.
CEO John Garrison, a seasoned
executive who held senior manage-
ment positions at Azurix Corp. and
Case Corp., leads the quest of rejuve-
nating the company. Garrison replaced
Richard "Dick" Millman, who retired
after 43 years with Textron. Millman
began the restoration process before
his retirement and his contribution
should not be overlooked, say analysts
who have followed the Fort Worth,
Texas-based company. In lengthy two-
part interviews, Garrison and other
Bell executives shared the future plans
for the iconic rotorcraft manufacturer.
“Our overall strategy is to grow all
elements of the business: military, com-
The $5-million light twin-engine 429
will be the standard bearer of Bell’s civil
rotorcraft line. With a 150-knot cruise
speed and 390-nautical mile range, the
eight-seat helicopter features a large
cabin, which can convert from passenger
to cargo service.
34 ROTOR & WING MAGAZINE | MARCH 2011 W W W. R O T O R A N D W I N G . C O M
© 2011 Cobham. All rights reserved.
DACS Digital Audio Control System - choose to hear the difference.
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audio warning sources. DACS is
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component system offers significant
technological advancements and
end-user benefits.
Benefits and features:
• Enhanced sound performance
• Reduced weight
• Reduced complexity
• Reduced installation cost
• Flexible, configurable with
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• Integrated Audio Warning
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• Digital audio processing and control
• TSO-C139, ETSO-C50c
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EQD723aTvtYpiaOCT33aCwfkq0kpff"""3 41:133""":<52"CO
COMMERCIAL | MILITARY
mercial and aftermarket services,” says
Garrison. “We want to focus on areas to
revitalize the business, which includes
improving the range of products as well
as enhancing existing models,” adds
Larry Roberts, senior vice president of
the Commercial division. Roberts was
lured from American Eurocopter to
improve Bell’s commercial business.
Garrison says he doesn’t believe
the company will be adversely affected
by the U.S. Department of Defense’s
planned cutbacks as well as additional
reductions in military spending recom-
mended by President Barack Obama’s
deficit reduction commission.
“None of the cuts impact us,” says the
CEO confidently. In the Quadrennial
Review (QDR) of DoD programs, rotor-
craft came out “quite well,” says Gar-
rison. Every four years, by congressional
mandate, DoD reviews its strategy and
associated programs through the QDR.
Not everyone is convinced that Bell’s
military programs will dodge the DoD
budget ax. Marine Commandant Gen-
eral James Amos, addressing troops at
the Miramar Marine Corps Air Station
in December, said cuts could involve
big-ticket items, such as advanced air-
craft. The Marines’ MV-22 Osprey is
for now safe, say industry observers, but
the F-35B, a special version of the Joint
Strike Fighter for the Marines, could be
axed. Bell’s ongoing military programs
might be safe, but news of cuts “was a
wake call for them,” says one Bell advisor,
who asked not be identified. “No longer
are military programs the sacred cows
35MARCH 2011 | ROTOR & WING MAGAZINEW W W. R O T O R A N D W I N G . C O M
Visit us at Heli-Expo Booth 4028
Find out why the Los Angeles County Sheriff’s
Department and Los Angeles Police Department have
selected Cobham’s 3D Synthetic Vision EFIS for their
helicopter fleets:
• Superior precision/increased reliability
for higher dispatch rates
• Lower operating costs
• Lighter weight for increased payload
• Reduced pilot workload and fatigue for safer operation
• Field-updatable software allows new functionalities
without replacing hardware components
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Mineral Wells, TX 76067
(817) 215-7600
www.cobham.com
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EQD723aTvtYpiaOCT33aGHKU0kpff"""3 41:133""":<55"CO
Battling Back
they once were,” he adds. Bell is under a
multi-year DoD contract to provide the
Marines and Air Force Special Opera-
tions with the Bell Helicopter Textron/
Boeing V-22 tiltrotor until 2014. (See
related sidebar.)
There are other military programs
worth noting. The U.S. Army awarded
Bell a $21.7-million contract to install
modern cockpits in aging OH-58A heli-
copters. The A models will be converted
to “D” models.
In separate action, the Army award-
ed a new designation for the OH-58.
The F model Kiowa Warrior will receive
off-the-shelf enhancements featured on
other platforms, such as an advanced
nose-mounted sensor, improved cock-
pit control hardware and software for
increased situational awareness, along
with three full color multi-function
displays. Part of the company’s revital-
ization effort is the makeover of the H-1,
designated UH-1Y (Yankee) and AH-1Z
(Zulu). The improved Yankee and Zulu
models will have 84 percent parts com-
monality, including composite blades,
hydraulic components, fuel systems,
avionics and identical T700-GE-401C
engines and gearboxes. Both also have
“dramatic performance improvements,”
says the company. Due to an operational
security requirement, Bell did not pro-
vide specific performance improving
figures. Upgrades to the H-1 (desig-
nated models AH-1W and UH-1N)
include four-bladed rotor system, inte-
grated glass cockpits and more robust
10,000-hour airframes.
Fire-X, a vertical unmanned air system developed by Northrop Grumman and Bell, completed its first fully autonomous flight Dec. 10 at Yuma Proving Ground, Ariz. Airframe for the UAS is based on the commercial Bell 407 platform.
Bel
l Phot
o/K
alee
Apple
ton
36 ROTOR & WING MAGAZINE | MARCH 2011 W W W. R O T O R A N D W I N G . C O M36
Fifty-eight percent of Bell’s business
is military—the rest is commercial
and aftermarket services support.
Elsewhere, on the military side, there
is noteworthy activity. Engineers from
Northrop Grumman and Bell Helicop-
ter continue to develop the cargo car-
rying Fire-X unmanned aerial system
(UAS). First flight was in mid-Decem-
ber near Yuma, Ariz. Fire-X, built on a
commercial Bell 407 platform, and larg-
er than Northrop’s MQ-8B Fire Scout,
will carry payloads up to 1.5 tons. Fire-
X retains the ability to be piloted.
With the success of the unmanned
aerial vehicles in Iraq and Afghani-
stan—both as observers and weapons
delivery platforms—the Fire-X could
be a significant moneymaker for Bell
and its partner Northrop Grumman.
Civil Servant
On the civil side, Bell will need new,
next-generation rotorcraft if it ever
hopes to compete. For now, the $5 mil-
lion light twin-engine 429 will be the
standard bearer of Bell’s civil rotorcraft
line. With a 150-knot cruise speed and
390-nautical mile range, the eight-seat
helicopter features a large cabin, which
can easily convert from passenger to
cargo service.
Certified in mid-2009, the mainte-
nance program of the 429 is approved
by the European Aviation Safety Agen-
cy and that feature could boost sales in
the region. “The 429 gives us the ability
in developing markets that are moving
up to twins (twin engine helicopters),”
says Garrison.
To help “broaden Bell’s footprint
worldwide,” adds Roberts, the com-
pany recently opened a service center
in Prague for the 429 and other Bell
products. In addition to the U.S., the
429 has been sold to Russia, Ukraine,
Chile, Australia, China, India and the
UK; sales are pending in the Philippines
and Brazil. As of late December, the ini-
tial block production of 33 aircraft was
sold, says Roberts.
In November 2010, Bell delivered
two 429s to Chevron as part of the
energy company’s efforts to upgrade
its rotorcraft fleet operating in the Gulf
of Mexico. The 429s are outfitted with
modern avionics capable of integrating
automatic dependent surveillance-
broadcast (ADS-B). That’s significant
news because numerous Gulf opera-
tors are ordering ADS-B equipped
helicopters because of its safety and
efficiency value. ADS-B is an integral
component of FAA’s NextGen air traf-
fic management system. In December
2009, FAA began controlling traffic
over the Gulf of Mexico using satellite-
based technology, including ADS-B.
Sales of other Bell civil rotorcraft
are picking up. In October 2010, Bell
announced the sale of 32 new helicop-
ters to three leading air medical trans-
port service providers at the 2010 Air
Medical Transport Conference. Sixteen
Bell 206Ls will go to Air Medical Group
Holdings, 15 Bell 407s to Air Methods
Corp. and one 428 to Mercy West, with
an option for two more aircraft.
Like Bell’s plans for some military
aircraft, upgrades to civil aircraft are
part of the revitalization effort. Bell
now offers a significant upgrade to the
workhorse Bell 412EP light twin. A
supplemental type certificate (STC)
enhanced and extends the various mis-
sions of the 412EP. The improvements
include: a BLR Aerospace FastFin sys-
tem to increase tail rotor effectiveness;
full authority digital engine control
(FADEC); a new glass cockpit similar
to that of the 429; and new, more
powerful Pratt & Whitney engines.
Each engine provides a 15 percent shp
increase and better hot & high capa-
bility. Other upgrades of the 412 EP
include an improved tail rotor that Bell
says eliminates the need for pre-flight
visual inspection, and a new communi-
cations system is also offered.
Bell ceased production of the 210,
427, 430, and the 206B3 over the last
12–18 months as part of its long-
term strategy to provide an “effective
and comprehensive product line-up,”
according to a Bell spokesman. The
company continues to produce other
commercial aircraft including the
206L, 407 and 412.
Despite the 429 and enhance-
ments to existing civil models, industry
observers remain either cautiously
optimistic or highly skeptical that Bell
has evolved to compete effectively in
the civil market. The company needs a
new rotorcraft to replace the JetRanger
as well as one to compete with the
turbine-powered, five-seat Robinson
R66, analysts agree.
“I would say that Bell is on the
right path,” says Raymond Jaworowsky,
senior aerospace analyst for Forecast
International. “They had been stuck in
their own vision of the future,” placing
too much emphasis on the commercial
viability of the tiltrotor.
Thinking the civil market for tiltro-
tor would blossom was a costly error.
That misdiagnosis, says Jaworowsky,
allowed Eurocopter to pounce on ter-
ritory once held by Bell. Richard Abou-
AH-1Z.
Bell
COMMERCIAL | MILITARY
37MARCH 2011 | ROTOR & WING MAGAZINEW W W. R O T O R A N D W I N G . C O M
lafia, VP of analysis for the Teal Group,
described Bell’s past history as “the fail-
ure to invest adequate resources in the
civil product line.” The entire company,
he says, was focused almost entirely on
one customer—the U.S. military.
Even with the advanced 429, cus-
tomers want to see a “consistent pattern
of new investment,” says Aboulafia,
adding that the aircraft is fighting an
uphill battle against the Eurocopter
EC135 lightweight twin-engine rotor-
craft. The good news is that “civil heli-
copter build rates will be rising at the
same time that military helicopter
production is forecast to be declining,”
says Jaworosky, referring to Forecast’s
new 10-year projection, “The Market
for Light Military Rotorcraft.”
The 429 program faced several
challenges—certification delays, strikes,
management shuffles, unsustainable
order books and rumored weight prob-
lems. But every program has its share
of snags, says another analyst. Whether
the 429 had more than other programs
no longer matters. What’s noteworthy
is that “those problems got sorted out
during a market slowdown, which is a
most convenient time,” points out Brian
Foley, president of Brian Foley Associa-
tions, an industry consultancy.
Another point: Despite the ten-
dency of industry observers and
competitors to pile on, some of Bell’s
troubles were not of its own making.
Most OEMs are just now recovering
from one of the worst recessions in
recent memory. Orders were cancelled
or deferred over the last two years.
Employees were furloughed or let go
permanently. Companies lost billions
of dollars. It was a mess. And recovery
is slow. At present, Bell maintains a 9
percent share of the civil and military
markets in terms of rotorcraft built,
estimates Forecast International. That
figure includes both piston and turbine-
powered helicopters, but excludes the
joint venture with Boeing on the V-22
Osprey, as well as the Bell-AgustaWest-
land partnership on the civil tilt-rotor
version, the BA609. Excluding the pis-
tons, Bell’s market share rises consider-
ably, Forecast states. Bell says that a full
market turnaround won’t happen until
2012 but that could be too conserva-
tive. Says Foley: “We believe it may well
happen sooner because of more robust
worldwide stock markets, a lowering
dollar and rising energy costs.”
Much of Bell’s and other OEMs new
commercial business will come from
“traditional sources” initially, says Foley.
Longer term, “a nice boost” will come
from countries, such as China and
India. Increased rotorcraft production
will rise, but the “absolute numbers will
be rather small,” Foley cautions.
As for the BA609, Bell continues to
work with AgustaWestland to “bring
the aircraft to market,” says Garrison.
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38 ROTOR & WING MAGAZINE | MARCH 2011 W W W. R O T O R A N D W I N G . C O M
No sales have been recorded for the
not-yet-certificated BA609 and certifi-
cation could take two more years, says
Bell. Despite the various challenges,
Bell’s financial situation is relatively sta-
ble. Third-quarter revenues increased
$197 million over the year-earlier
period, due primarily to deliveries of
military and civil rotorcraft. Segment
profit rose $28 million.
In 2009, Bell posted operating rev-
enues of $2.842 billion, a slight hike
over the $2.827 billion posted in 2008,
according to Textron’s 2009 annual
report. Profit margin increased slightly
to 11 percent in 2009 compared to 10
percent in 2008.
Even with the financial improve-
ment, and a bump in sales of commer-
cial rotorcraft, Bell has no immediate
plans to hire more factory and white-
collar workers.
In October 2008, the manufacturer
announced plans to eliminate 220 full-
time positions and many part-time
workers, mostly in the Dallas/Fort
Worth area. The layoffs were prompt-
ed by DoD’s cancellation of the Bell
ARH-70 Arapaho helicopter program
because of cost overruns and program
V-22: Coming Full CircleThe Bell/Boeing V-22 Osprey tiltrotor has
come a long way since the early days when
cost overruns, design problems and two
back-to-back fatal accidents in 2000 nearly
cancelled the program on several occasions.
The bugs were worked out long ago and
the vertical short/takeoff and landing (V/
STOL)-capable V-22 is seeing a lot of action
these days. Over the last two years, the V-22
has accumulated nearly 100,000 hours of
flight time in harsh environments in Iraq
and Afghanistan. The dispatch reliability rate
is climbing, but still needs improvement,
according to military leaders.
“The CV-22 has been highly reliable and
effective in combat,” said Air Force Lt. Col.
Matthew Glover, 8th Special Operations
Squadron director of operations. “We have
received positive feedback from combat
leaders at all levels.” For the full story, visit
www.rotorandwing.com
delays. None of those positions, now
described now as a permanent reduc-
tion in force, will be revived, according
to Bell’s human resources department.
However, there remains the pos-
sibility of ramping up employment
to support specific programs, says
the company. No further details were
provided.
R&D Leader
Bell is known for innovative engineer-
ing and research and development
(R&D) programs. In a follow-up inter-
view, Bell officials provided details
about current R&D projects. Many
programs are for the Defense Advanced
Research Projects Agency (DARPA), so
only general details were provided. But
even with the lack of specifics, there
is widespread belief that some of the
research will eventually trickle down to
the commercial side.
“A lot of the technologies we’re look-
ing at today are to help advance the mil-
itary’s next multi-role helicopter,” says
Jeff Lowinger, executive vice president
of engineering. The company is work-
ing with Fokker to help develop a faster
and quieter helicopter with a higher
gross rate. The company is research-
ing advanced rotor and drive system
technology, better power-to-weight
ratios and increased payload capacity.
In addition, Bell is working on blade tip
shape development, fly-by-wire tech-
nology, enhancing the crashworthiness
of rotorcraft and better situational
awareness for the pilot.
Much of the work on the civil side
is directed at reducing gearbox and
tail rotor noise, says Lowinger. Bell
also is experimenting with lightweight
composite structures. But the next
breakthrough in rotorcraft related tech-
nology will be in “usage monitoring” of
aircraft systems, over and above pres-
ent health and usage management sys-
tem (HUMS) capability, which focuses
mainly on prognostics, says Lowinger.
HUMS technology does not truly con-
sider the flight regime in which the air-
craft has flown, he says. Bell continues
this HUMS-related R&D through its
operational support and sustainment
program.
In 2009, Bell began research “on
the next-generation of advanced flight
control laws” at its Xworx facilities
in Arlington, Texas. The focus of the
research was to enhance safety by
reducing pilot workload through auto-
mated flight.
One question being bandied about:
Will parent Textron provide Bell with
sufficient funds to continue with
advanced R&D? Yes, apparently. Gar-
rison says Textron plans to increase
investment in R&D at Bell by 50 per-
cent over the next five years.
Adding new rotorcraft and enhanc-
ing existing vehicles are just part of the
Bell’s revitalization efforts. The com-
pany has invested $600 million devel-
oping production and support facilities
for the V22, H1 and 429, among other
models, since the production makeover
began in 2006. Some of the production
facilities are shared with other models
to enhance efficiency.
“We’ve enhanced our capacity from
supporting spares for older aircraft to
adding capacity for newer aircraft,” says
Pete Riley, executive vice president of
operations. “We’ve done a lot of work
on being flexible in the civil and mili-
tary production.”
To improve efficiency, Bell adopted
several principles of Lean manufactur-
ing. Riley serves on the board of gover-
nors of the Lean-related Shingo Prize,
which recognizes companies for opera-
tional excellence in manufacturing.
Whether Bell will be able to regain
all the ground it lost on the commercial
side is unknown. The 429 and next-
generation upgrades to existing models
are a step in the right direction, along
with the recognition by upper manage-
ment and parent Textron that deriva-
tives are no longer acceptable. Signifi-
cant sums must be spent to ensure that
Bell remains a player on the civil side.
Bell will continue to rely on its military
programs to ensure the revenue stream
keeps flowing. But there could come a
point where the civil side has to stand
on its own merits.
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COMMERCIAL | AIRFRAMES
AMERICA
MA
President & CEO looks to raise
the U.S. division of Eurocopter
to new heights.
Euro
co
pte
r P
ho
tos
41MARCH 2011 | ROTOR & WING MAGAZINEW W W. R O T O R A N D W I N G . C O M
CEO Marc Paganini
ICAN EUROCOPTER’S
MARC PAGANINI
By Bob Cox
Marc Paganini has a well-focused vision for taking American Eurocopter to new heights. It will be a com-
pany with a stream of new and upgraded helicopter models, strong civil and military sales from a solid U.S.
manufacturing and assembly base. It will also be a company with strong and growing service and customer
support capabilities.
“We’re going to become a full-fledged manufacturer in the United States,” says Paganini, president and chief executive
officer of the U.S. arm of the European company that over the last decade has gained a firm hold as the sales leader in the U.S.
civil helicopter market. Following up on years of strong civil helicopter sales—600-plus civil aircraft delivered from 2003 to
2009—and a growing role in supplying the U.S. military and government, American Eurocopter is investing significant sums in
building up its capabilities across the board.
“It’s exciting because we’re working on what we’re going to be the next 20 years, a very exciting and defining moment,” says
Paganini. American Eurocopter expects revenues of about $800 million this year, a nearly four-fold increase in the last decade.
The steady stream of orders from the Army for the UH-72A Lakota utility helicopter, which is assembled in Columbus, Miss.,
has helped offset the slump in the civil market.
But Paganini’s goal for the top-line number is much bolder: $1 billion by 2012 increasing to $2 billion by 2020. Much of that
growth, he says, should come from commercial and military helicopter sales. With parent Eurocopter and EADS planning to
spend $1.5 billion over five years on research and new product development, the company expects to have a steady stream of
new models and new technology to insert into existing products.
“I don’t think any other helicopter manufacturer in the world is spending what we do on R&D.” It’s that unrelenting focus
on new products over the last decade that has driven the growth of American Eurocopter, says Teal Group aerospace analyst
Richard Aboulafia. “They’ve done a great job of blanketing every price point [in the helicopter market] with new technology
and models.” Aboulafia says.
EC175, the latest commercial variant from Eurocopter for the
offshore market, is currently in flight test. First deliveries are
expected in 2012. “The program is on time,” says Paganini.
42 ROTOR & WING MAGAZINE | MARCH 2011 W W W. R O T O R A N D W I N G . C O M
In the short term, the next prod-
uct for the commercial market is the
EC175—aimed at the offshore oil
market—which is in flight test and due
to be certified and ready for delivery
by 2012. “The program is on time,” says
Paganini.
The CEO’s eyes light up when asked
about parent-company Eurocopter’s
recent disclosure that it is flying the X3
(“X cube” to non-engineers and math
challenged folks) high-speed helicopter
technology demonstrator.
The prototype, an EC155 (a large,
12-passenger airframe) is a five-bladed
rotor helicopter outfitted with twin
turboprop engines, mounted on short
wings, that power the main rotor and
also forward flight. “The challenge is to
keep the hovering capability [of a heli-
copter] and go fast,” says Paganini, with
a targeted top speed of 220 kts.
The concept, Paganini says, has
exciting possible applications for both
the civil and, especially, future U.S.
military aircraft markets. But beyond
new and upgraded helicopter models,
Paganini is focused on building up the
other aspects of the company’s busi-
ness to provide ever-expanding service
to customers.
After taking over the company in
2002, Paganini says he was immedi-
ately shocked to discover the great
disparity between the safety records of
fixed-wing aircraft and helicopters. “I
was determined to make safety the top
priority for my company and to make
sure our customers are the best trained
in the world.”
American Eurocopter recently
added a new full motion, full cabin
AS350 flight simulator at its head-
quarters in Grand Prairie to its existing
EC145/UH-72A full motion cockpit
simulator. The two simulators alone
amount to a $15-million investment in
just the last two years to build up flight
training capabilities. A third simula-
tor for the EC175 is slated to be ready
around 2012 when that aircraft goes
into service.
The company is already training
about 1,200 pilots and nearly 800 ser-
vice personnel a year. That part of the
business now accounts for $20 million
in annual revenues, a four-fold increase
since 2002. The number that should
grow even more with the existing lev-
els of business. But the company is also
expecting to tap into the foreign mili-
tary sales market for UH-72A orders,
which should drive even more training
revenue growth.
Paganini also is building the com-
pany’s aircraft modification capabili-
ties to meet the needs of both civil and
military customers. Over the last two
years the company has been add-
ing engineering staff, now at 36 and
headed to 50 by next year. The Army
has already contracted for modifica-
tions to add capabilities to the UF-72A.
“All of these modifications have been
designed and implemented here in the
U.S.,” says Paganini.
Working with Lockheed Martin,
American Eurocopter engineers are
modifying an EC145 into the first
prototype of an armed scout helicopter
aimed at meeting the Army’s require-
ments for an aircraft it wants to buy to
replace its aging OH-58D Kiowa War-
rior fleet. Lockheed and Eurocopter
have self-funded development of three
prototypes, with the first due to fly
before the end of the year.
That broad-based focus on custom-
er support in logistics, modifications
and training capabilities, Aboulafia
says, “is exactly how to get into the U.S.
government and military market.” Now
that it has major employment bases
in Texas (about 550 people) and Mis-
sissippi (about 300), “it’s given them a
significant political presence in the U.S.”
The company employed about 250
when Paganini arrived in 2002.
In the short term, the growing
capabilities on the customer service,
training and now modifications is
helping generate added revenues and
enabling the company to ride out the
downturn in civil aircraft sales without
layoffs or cutbacks in other areas. Civil
aircraft sales this year will be back to
2002 levels.
Paganini says there are some signs
that the civil business may pick up,
especially as business profits grow.
The air medical sector continues to do
well as operators replace old aircraft
with newer models, but the business
has shifted from a 50-50 mix of twin
and single engine helicopters to more
single engine models.
It will probably be several years,
he says, before local government and
law enforcement agencies return to
the market because of their budget
problems.
Until the business recovers, Pagani-
ni says he’ll keep American Eurocopter
moving on the other fronts. “We have
a lot of things on our plate. It is very
exciting.”
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43MARCH 2011 | ROTOR & WING MAGAZINEW W W. R O T O R A N D W I N G . C O M4632 West Aeronca St. Boise, ID 83705 P: 208.426.8117 F: 208.426.8975 www.asu-nvg.com
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44 ROTOR & WING MAGAZINE | MARCH 2011 W W W. R O T O R A N D W I N G . C O M
PERSONAL/CORPORATE | SPECIALTY
HELISK NGIN THE
WASATCH
A mission that challenges both man and machine, heliskiing
nevertheless benefits operators who would otherwise have
helicopters sitting idle over the winter. For Wasatch Powderbird
Guides, as with most other heliskiing operations, the workload
comprises rescue work and avalanche control, as well.
By David Jensen
For some individuals, down-
hill skiing on a plotted slope
just doesn’t make the adrena-
line rush. They seek a greater
thrill, above the chair-lifted skiing
crowds, to mountain tops on which
they can carve their S turns in virgin
powder, snow on which no man has
tread. To reach such a skier’s nirvana,
they turn to helicopters. Heliskiing
has become the sport for “powder
heads.” It also offers rotorcraft opera-
tors commercial use of their aircraft
during the winter months, when their
helicopters otherwise would prob-
ably sit idle in hangars.
At the Snowbird Ski and Mountain
Resort in the Little Cottonwood Can-
yon (about 30 miles north of Salt Lake
City), Wasatch Powderbird Guides
(WPG) has been transporting heliski-
ers up the slopes in northern Utah since
1973. It has two Eurocopter AS350
B3 AStars at the Snowbird resort, and
another AS350 B3 at Canyon Resort
in nearby Park City. WPG is part of a
relatively modest-size U.S. helicopter
45MARCH 2011 | ROTOR & WING MAGAZINEW W W. R O T O R A N D W I N G . C O M
Heli Skiing
market. Bob Engelbrecht, American
Eurocopter’s regional manager for the
Northwest United States, Alaska and
Hawaii, has attempted to quantify the
market and come up with approxi-
mately 15 heliskiing operations. “It’s
a niche market,” he says, “but it works
because operators can put their air-
craft to work during the off season.”
The U.S. market is large enough to
support a dedicated association. Heliski
US began informally in the early 1980s
and gained tax-exempt, not-for-profit
status in early 2000. It has eight mem-
bers and two potential members. Upon
following the association’s safety and
operational guidelines for two years
and then being successfully audited,
the potential operators will achieve full
membership. Heliski US also audits the
operations of existing members on a
rotating basis every four years, accord-
ing to Joe Royer, association president
and owner of Ruby Mountain Heli-
copters, in Nevada. By ensuring a safer
and more professional operation, the
audit process can benefit heliski service
A Wasatch Powerbird Guides (WPG)
Eurocopter AS350B3 comes in for a
landing following a ski drop.
Lg
Tra
win
ski P
ho
to
46 ROTOR & WING MAGAZINE | MARCH 2011 W W W. R O T O R A N D W I N G . C O M
providers when they seek insurance.
Heliski US members meet at least
once a year in the spring to discuss
the previous ski season. Issues include
safety, business practices, promotional
activities and interaction with govern-
ment agencies. Much of the heliskiing
activity takes place on public land.
Powderbird Guides, for example,
holds a U.S. Forest Service special-
use permit to operate within about
100,000 acres in the Uinta-Wasatch-
Cache National Forest.
But the U.S. heliskiing industry—as
well as the industries in other coun-
tries—takes a back seat to the one in
Canada, which is estimated to garner
90 percent of the global market. Opera-
tions in that country generally are larger
and employ bigger aircraft. One opera-
tor in British Columbia is larger than the
entire U.S. heliskiing market. Canadian
Mountain Holidays employs more than
20 helicopters, including 13 medium-
lift Bell 212s. Canada’s helicopter skiing
association, HeliCat, has more than
twice the membership of Heliski US.
One reason Canada has the largest
heliskiing market may rest in the fact
that the sport was pioneered there. The
Austrian immigrant, Hans Gmoser, is
credited for being the father of heliski-
ing. He founded Canadian Mountain
Holidays and launched a heliskiing
operation in British Columbia’s Buga-
boo Mountains in 1965. Royer describes
the U.S. market as “more intimate” than
Canada’s. U.S. operations generally
use smaller aircraft—primarily AS350
B2/3s and Bell 407s, both deemed ideal
for heliskiing on a small scale. With a
4,000-pound takeoff weight, the 407
can hover out of ground effect (HOGE)
at greater than 17,500 feet. The AS350
B3 holds the distinction of landing
atop Mount Everest—twice—and has
been used to rescue climbers on the
29,000-foot Nepalese peak.
Despite its high-altitude capability,
WPG pilots remain weight conscious
and mindful of outside temperatures
and load size when fueling up their heli-
copters. “Generally, we fly with about a
half tank,” says WPG pilot John Roberts.
Greg Smith, who moved to Utah
from Aspen, Colo., launched WPG
in 1973. Today, the firm is joined with
Powderbird International under the
umbrella company, Powderbird Enter-
prises, which is owned by a group of
shareholders. Four of the shareholders
manage the operations in Utah. Rusty
Dassing (WPG president), Mike Olson,
and Kevin O’Rourke are all experi-
enced guides, with more than 70 years
of combined experience. The fourth
manager, Scott Bedford, is a former ski
patrolman and is taking on the arduous
task of becoming a lead guide.
Achieving lead guide status is no
small task and requires at least five years
of experience and training, according
to Dassing. A lead guide must assume
complete responsibility for a skiing
group’s safety and care. In addition to
being an expert skier, he must have
medical training, experience around
helicopters and a keen understanding
of weather and snow conditions. Some
countries require guides to be certified,
but not the U.S. WPG has contracted
three AStar B3s. It once operated with
a Bell 407, which is “a great aircraft,”
according to Olson. “But we chose to
standardize our fleet with the rotors
going the same direction and the basket
[holding the skis externally] on the
same [left] side of the aircraft.”
Mountain Air Helicopters of Los
Lunas, N.M. furnishes one of WPG’s
AStars at the Snowbird resort and
the one in Park City. Classic Heli-
copters Ltd., based in nearby Woods
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48 ROTOR & WING MAGAZINE | MARCH 2011 W W W. R O T O R A N D W I N G . C O M
Cross, Utah, supplies the second Snow-
bird AStar. WPG has had a long-term
relationship with Classic. 2010/11 is
MAHI’s second season with Wasatch
Powderbird Guides. WPG has per-
flight-hour contracts with the helicop-
ter operators. Regarding total aircraft
use, Olson says, “We shoot for 100 to
150 flight hours per season on each
helicopter.” Historically, he adds, “we
have about 50 to 70 days of operation
per season … and accommodate some
1,500 skiers.”
Why contract with two operators?
The answer involves WPG’s quest for a
particular aggregate of pilot experience
and specified aircraft. “We’re particular
about the pilots and aircraft we use,”
Dassing explains. “We’ve worked with
some of our pilots for many years.
They have to be aware of what we do in
these mountain operations.” To accom-
modate Snowbird’s discretion, for
example, MAHI hired John Roberts, a
former Classic Helicopters pilot who
has years of heliskiing experience, five
of them with WPG. “Once we estab-
lish a relationship with a helicopter
operator, we try to stay with them,”
adds Olson.
Accompanying each aircraft is a
fuel trailer towed by a truck filled with
consumable parts. A mechanic based
in Park City inspects the Snowbird-
based aircraft every other day and is
on call for emergency needs.
The two MAHI AStars have skis
on their skids, while the Classic heli-
copter has bear paws, which are pads
placed toward the rear of the skids.
“Both are good,” says Spencer Wheat-
ley, WPG’s chief guide and operations
manager. Skis offer the advantage of
keeping the helicopter atop fluffier
snow, but bear paws are often pre-
ferred on icier snow (more common
in Alaska) because they allow the
front of the skids to dig in.
An AS350B2 ascends after dropping off a
heli-skier into some fresh powder.
Lg
Tra
win
ski P
ho
to
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Mountain Flying
Piloting experience is critical for a mis-
sion that involves numerous takeoffs
and landings, at high altitudes, over
rugged terrain and in ever-changing
weather conditions. Add the responsi-
bility of safely transporting customers
in such conditions, and you describe a
distinctive use of rotorcraft.
WPG excursions regularly take
the AStars up to elevations exceed-
ing 11,000 feet. A single aircraft can
routinely serve three groups of skiers a
day. Each group comprises up to eight
skiers and two guides. For each run,
the aircraft takes up half the group (a
guide and four skiers), then returns to
transport the other half. Each full group
may make seven or eight runs a day. All
told, a helicopter may make well over
100 takeoffs and landing a day.
Of course, some days the aircraft
remain grounded. If falling snow limits
visibility beyond 5,000 feet (or 2,500
feet providing flight is no longer than
15 minutes), the AStars remain on the
ground, a precaution against an engine
ingesting snow. Since snow and cold
obviously prevail in a ski environment,
the WPG AStars fly “about 65 percent
of the time,” according to Roberts.
When the helicopters do operate,
WPG pilots face three hazardous con-
ditions, Roberts adds. All involve lim-
ited visibility. Most prominent is “flat
light,” when cloud cover creates a blank
white landscape that attenuates ground
references, making it difficult for the
pilot to determine the aircraft’s height
above ground, even whether it is mov-
ing laterally. “You can roll the aircraft
over because you may moving sideways
and not know it,” Roberts explains.
Equally threatening is “bright out,”
which usually occurs in the spring,
when the sun is more directly overhead,
eliminating shadows that might give
pilots ground reference. The hazard
is the same as with flat light. The third
Helicopters can take skiing
enthusiasts to the tops of
mountain peaks unreachable
by other methods.
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Tra
win
ski P
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to
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51MARCH 2011 | ROTOR & WING MAGAZINEW W W. R O T O R A N D W I N G . C O M
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52 ROTOR & WING MAGAZINE | MARCH 2011 W W W. R O T O R A N D W I N G . C O M
hazard is blowing snow from the rotor
downwash that temporarily obstructs
the pilots’ view. With all three threats,
the pilot may look for a dark object,
such as a rocky outcropping, or a plant-
ed stake with an attached flag for refer-
ence. WPG has marked many landing
sites with flags. When picking up a
ski group that has finished its run, the
pilot looks for the guide, who secures a
safe landing spot. To capture the pilot’s
attention, the guide may place fluores-
cent orange carpenters chalk on the
snow. “Our job is to make sure every
landing is safe and level,” says Olson.
The guide kneels in a position to
identify exactly where the helicopter
should land. He therefore provides a
ground reference that the pilot can view
out the windscreen while lowering the
aircraft to the ground. Meanwhile, the
skiers are huddled near the guide so as
to wind up next to the helicopter’s ski
basket, a location considered safer than
at the outer diameter of the main rotor.
Skier familiarization of helicopters is
critical, and WPG has its customers
go through no fewer than three safety
orientation sessions prior to a day of
skiing. First, in the morning, the skiers
learn how to use an avalanche trans-
ceiver, sometimes called an “avalanche
beacon.” This strap-on transceiver
sends out a pulse from which rescuers
can pinpoint the location of a skier
buried in an avalanche or in need of
medical assistance.
The second session takes place
at the helipad, where the skiers learn
about loading and unloading and “what
they can and cannot touch” in the
helicopter, notes Olson. Finally, at the
top of the run, the skiers are briefed on
what to expect while shooshing down
the mountain. The guide is responsible
for securing the aircraft before takeoff.
He gives the pilot an “all clear,” indicat-
ing the passengers and equipment are
strapped in place. He then assists the
pilot as an extra pair of eyes, looking for
traffic and impending weather.
On the ground, a guide maintains
communication with the pilot and
with other guides using a portable UHF
handset, which can link through two
repeater towers strategically located
on nearby peaks. The guide can tell the
pilot where he wants his group to be
picked up and communicate weather
and avalanche conditions.
Guides and pilots form a unique
and critical partnership. For a week
prior to each skiing season, WPG staff
goes over procedures and equipment
to ensure optimum coordination. For
example, one procedure is flight follow-
ing, in which WPG crew report every
30 to 60 minutes to the operations base
at Snowbird resort. Failure to report
draws a transmitted inquiry from the
base. The partnership also is critical
for the occasional missions other than
heliskiing. The Utah Department of
Transportation and other nearby ski
resorts have contracted WPG to pro-
vide avalanche control. This rather
perilous mission has a helicopter crew
dropping explosives strategically to
trigger an avalanche under safe, con-
trolled conditions.
“This place is famous for its ava-
lanches,” Olson states. “We’ve done as
much helicopter-assisted avalanche
control as anyone in the world.” The
mission has the pilot and one guide
serving as the “controller” seated in
front. Two other guides, one serving as
“bombardier” and the other as “observ-
er,” are in the back. The controller
determines the position and sequence
of explosive charges. Behind the pilot,
the observer makes sure the explosives
are safe and contained while in the air-
craft. Upon the controller’s command,
the observer hands an explosive to the
bombardier who, tethered to a hard
point on the helicopter’s floor, ignites
the fuse, leans out the cabin and drops
the explosive clear of the aircraft.
Five or six charges may be dropped
in one area, called a “circuit.” The heli-
copter often is flown no more than a
few hundred feet above the ground
to assure the explosive are dispersed
with pinpoint accuracy. The fuse has
a 90-second burn time, allowing an
adequate duration for the pilot to posi-
tion the helicopter in a hover at least a
half-mile from the drop site. There the
crewmen can assess the results. The
Salt Lake County Sheriff ’s Department
also contracts WPG for emergency
rescue work. The guides are trained to
provide intermediary care, and each
helicopter is equipped with collapsible
sled (so the guide can tow a injured per-
son down the mountain to a suitable
landing site), a folding aluminum back-
board, an automatic external defibrilla-
tor (AED) and a trauma pack filled with
dressings and other medical supplies.
Because about a half-dozen EMS
helicopters are located in northern
Utah, rescue work represents a small
share of WPG’s workload. “We may
be able to get to a rescue quicker,” says
Wheatley, accounting for the average
one or two rescues performed annually.
“But then we often transfer the person
to a medical helicopter.”
But while Powderbird Guides must
occasionally shoulder the somber tasks
of mountain rescues and avalanche
control, the operation’s main aim is to
provide pure pleasure and excitement.
Dassing professes with confidence that
heliskiing “is the pinnacle of people
having fun with helicopters.”
Helicopters In Utah
For the last two seasons, Wasatch Powderbird
Guides has contracted its helicopters from two
operators—Classic Helicopters and Mountain
Air Helicopters. Started in 1982 with a single
Bell 206 JetRanger, Classic now operates 12
aircraft and employs more than 20 pilots and
15 technicians. The company is a certified
factory service center for Eurocopter and Bell
helicopters. Classic’s rotorcraft perform a wide
variety of missions, including seismic support,
fire suppression, EMS, aerial filming and, of
course, heliskiing. MAHI performs essentially
the same missions with its fleet of five AS350s
and two SA315 Lamas. Its specialty, according
to president and owner Dwight Jones, is long-
line work. MAHI recently added two AStars
after landing a federal firefighting contract
and because of its work for WPG. The com-
pany employs nine full-time pilots and eight
mechanics.
PERSONAL/CORPORATE | SPECIALTY
53MARCH 2011 | ROTOR & WING MAGAZINEW W W. R O T O R A N D W I N G . C O M
54 ROTOR & WING MAGAZINE | MARCH 2011 W W W. R O T O R A N D W I N G . C O M
TRAINING | NIGHT VISION
THE DANGERS OF SPATLearning how to keep situational awareness while flying at
night and in instrument meteorological conditions (IMC)
is important to all helicopter pilots, especially those who
regularly use night vision goggles.
By Andrew Drwiega, Military Editor
Viewing a Night Vision Terrain Board through night vision goggles
gives good training into depth perception.
AM
ST
Im
ag
e
55MARCH 2011 | ROTOR & WING MAGAZINEW W W. R O T O R A N D W I N G . C O M
Spatial Disorientation
PATIAL DISORIENTATION
Recognizing spatial disorientation, especially when using night vision goggles (NVGs), is a key
skillset that every pilot needs to learn. The effect of spatial disorientation when flying
during daytime can be alarming and confusing. Spatial disorientation occurs
when pilots lose their perception of direction and motion relative to
the ground. It is especially likely to happen when a pilot flies into weather that
eliminates visual references.
The AOPA Air Safety Foundation, in its safety advisory document on SD,
lists three sensory systems that provide humans with the information that
allows them maintain their equilibrium, balance and how they are oriented
in relation to their surroundings: visually through the eyes; through the ves-
tibular system (basically organs of the inner ear that sense position and balance); and the somatosensory system—nerves in the
skin, muscles and joints that combine to provide extra information from gravity, other feelings etc.
In providing advice to pilots, the AOPA’s advice states:
“For the military, especially those now engaged in operations where there is a tactical advantage to moving forces at night,
the use of night vision goggles has become the norm. But again the onset of spatial disorientation while using NVGs in this
much more challenging environment can be rapid and terminal.”
The onset of night vision technology has increased the amount of time during a 24-hour day when operations can be
conducted, particularly when there is a military necessity to ‘push the envelope’ in the face of the enemy. To conduct missions,
especially low level and by helicopter in the dead of night, has tactically changed the way in which military forces can move and
conduct operations around the battlefield. Some units, such as the U.S. Army’s 160th Special Operations Aviation Regiment
(SOAR)—known as the Nightstalkers—have made this method of operating central to their ethos and reputation.
56 ROTOR & WING MAGAZINE | MARCH 2011 W W W. R O T O R A N D W I N G . C O M
But in operational areas such as
Afghanistan, where the climate is fierce,
the geography harsh and unforgiving
and the pace often relentless, the erod-
ing nature of these combined factors—
together with periods of red ilume
(less than 10 millilux of ambient light),
increase the strain of operating mis-
sions using NVGs. In military opera-
tions, the pressure is always on to get
the job done, often in critical situations
with marginal or worse conditions.
According to a study entitled “Inter-
actions between brown-out accidents
and night vision equipment in military
aviation accidents,” by CW Johnson,
PhD for the Department of Comput-
ing Science at University of Glasgow
in Scotland, the “use of night vision
equipment has been associated with
several different forms of spatial disori-
entation,” especially during ‘brownout’
landings.
The study looked at U.S. Army Avi-
ation accidents (from 2006–2008) that
involved flight, flight-related, ground
and UAS accidents. It focused on “the
operational limitations of night vision
technology [which] can be exacerbated
during the brownout conditions that
occur when visibility is reduced by
airborne particles, typically from heli-
copter downwash.”
It is obvious that wearing additional
equipment such as goggles and devices
can have a direct result on the ability
of airmen to operate through fatigue
and reduced situational awareness.
Problems with depth perception and
orientation lead to mishaps involving
night vision-aided flight.
In an analysis of the accident study,
where assessors read through each of
the accident reports (209 total through
Class A-C over three years), “they
found that approximately 43 percent
of all spatial disorientation mishaps
occurred during flights that used night
vision equipment.”
Further, “an examination of the
spatial disorientation accident rates per
100,000 flying hours revealed a signifi-
cant difference between the rate for day
flying and the rate for flight using night
vision devices. The mean rate for day-
time flight was 1.66 while the mean rate
for flight with night vision devices was
9.00.” The conclusion they reached was
that NVG operations “increased the
risk of a spatial disorientation accident
by almost five times.”
The report continues making an
important clarification. Although
around 50 percent of accidents involv-
ing U.S. Army Black Hawk helicopters
occurred when the crew were wearing
NVGs, the accident rate could well
have been greater if NVGs had not
been used. This comes back to the
point that night flying is essentially a
difficult business. The study refers to
the Army Training Circular 1-210 “Air-
www.avionics-event.com
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TRAINING | NIGHT VISION
57MARCH 2011 | ROTOR & WING MAGAZINEW W W. R O T O R A N D W I N G . C O M
crew Training Program Commander’s
Guide to Individual and Crew Stan-
dardization,” and what recommenda-
tions it makes to crewmen training for
NVG operations. After familiarizing
themselves with the cockpit layout and
emergency drills—including NVG fail-
ure—it recommends a further period of
10 hours of training in numerous areas
including “night terrain interpretation’”
and night tactical operations, including
the impact of lighting.
However, the study makes the point
that general training may not sufficient-
ly make crewmen aware of “the broad
range of visual illusions that complicate
the operation” of NVGs, especially
during desert operations. This includes
false horizons created by the contrast in
light and dark areas of sand, the lack of
visual markers and references distort-
ing height perception, and the sense
that at slow speeds the aircraft has
stopped moving when it is actually still
travelling forwards.
Research is being conducted into
technologies that will be able to assist
the pilot once visual references have
gone, especially during brownout land-
ings.
The Defence Advanced Research
Projects Agency (DARPA) is research-
ing ‘see and remember’ type applica-
tions: a radar sensor for 3D scanning;
an onboard database to store successive
scans of a landing zone; synthetic vision
techniques that will restore aircrew
situational awareness; and the most
ambitious—an ‘agile’ flight control
system to enable a helicopter to land
itself. But before these become reality,
existing aircrews need good training
to make use of proved Tactics, Tech-
niques and Procedures (TTPs), and
existing technology that can replicate
dangerous situations.
There are companies that provide
independent and integrated night vision
training (INVT) packages. Austrian
training specialist company AMST
invited Rotor & Wing to attend its 2nd
Spatial Disorientation & Night Vision
Training Workshop in December last
year and to learn about its Nightfox
INVT package. The workshop brought
together speakers and delegates from
20 countries. Dr. Bill Ercoline of Wyle
Laboratories and AMST’s Squadron
Leader (Ret.) Douglas Vine chaired the
workshop and surfaced a number of
points. They gave details of numbers
of accidents and some of the reasons
why the accidents occurred, such as
pilots not being aware that they were
disorientated or not being aware of the
attitude of the aircraft.
Ercoline said that in many instances
in the U.S. there was a loss of focus on
training for spatial disorientation (with
the exception of the U.S. Air Force)
and it was not a part of the standard
flight training program. Operationally
@
Innovative Technology
and Training Solutions from
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Simulation
Spatial Disorientation
58 ROTOR & WING MAGAZINE | MARCH 2011 W W W. R O T O R A N D W I N G . C O M
too, there is little difference between
night and day tactics which can, under
certain circumstances, lead to the onset
of spatial disorientation. Vine talked
about AMST’s integrated night vision
course for fast jet, transport or helicop-
ter pilots runs for four-and-a-half days.
“Over 30 courses have already been
run by AMST,” he said.
Each course has a modular four-
phase approach that can be flexed
according to the needs of the students,
whether ab-initio or as a refresher
course for more experienced pilots.
Course attendees initially use the Avior
NTS laser projection system to plan
and fly missions before moving on to
the much more complex Airfox Basic
and Advanced Spatial Disorientation
(DISO-ASD) system.
Phase one of the training is basic
and provides a foundational knowl-
edge of NVGs together with an intro-
duction to human factors such as
fatigue and spatial disorientation, as
well briefing the limitations of using
NVGs.
On the practical side students are
introduced to the Night Vision Terrain
Board (NVTB) of the Nightfox system,
the Avior NTS laser projection system
and the Airfox Basic and Advanced
The Airfox control station with simulator in the background is
demonstrated to delegates attending the AMST’s 2nd Spatial
Disorientation & Night Vision Training Workshop.
TRAINING | NIGHT VISION
Pho
to b
y A
nd
rew
Drw
ieg
a
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59MARCH 2011 | ROTOR & WING MAGAZINEW W W. R O T O R A N D W I N G . C O M
Spatial Disorientation (DISO-ASD)
system.
The Nightfox system covers sub-
jects that include contrast texture
gradients, reduction in light levels and
angular shadowing effects. Students
use their own NVGs throughout the
training. It focuses on the following
areas: showing risk of visual illusions
and disorientation; techniques for tac-
tical night flying and improved target
acquisition; learning the problems of
landing and flying close to build up
areas; night flying in marginal weather
conditions; and recognition of visual
illusions at night (with and without
NVGs).
The Airfox SD system simulates
visual and vestibular illusions and is
NVG-compatible. It features a high
resolution, 120-degree field-of-view
display and the database allows pilots
to perform a full mission after their
planning phase on the Avior NTS.
These two systems are used in Phase
Two for mission planning and refresh-
er training.
Phases Three and Four are much
more mission planning and execu-
tion based, and this is largely where
experienced pilots tend to focus for re-
familiarization. Ab-initio pilots would
generally cover all four phases of the
INVT program.
Vine also reminded delegates
attending the workshop of the very
important value of crew resource man-
agement (CRM). “Every crewmember
in a visually responsive environment
has a vote,” he said. Having visited dif-
ferent forces around the world, this
writer knows the value of that under
any training situation.
Many air forces are currently
upgrading their helicopters from those
with analog-based avionics to digital,
and with a host of new and complex
systems to master. This involves a cul-
tural sea change in the way that many
forces have operated in the past. From
the traditional view that the pilot had
flown a particular type of aircraft year-
in, year-out and was the master of all he
surveyed, to new system based aircraft
that are complex and require the full
participation of the entire crew. Good
CRM which is based on a crew contin-
ually sharing information about what
they are doing and what is happening
outside the aircraft, can be a lifesaver in
more ways than one. But it is especially
useful in brownouts.
In summary, there is no catch-all
cure for spatial disorientation other
than continuous training both in and
out of the cockpit, whether real or
in a simulator. But it is important to
prepare for the worst—especially the
sudden on-set of instrument meteoro-
logical conditions (IMC).
“How good…? We’ve made it standard on the
Bell 412, and I think that speaks volumes.”
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Spatial Disorientation
60 ROTOR & WING MAGAZINE | MARCH 2011 W W W. R O T O R A N D W I N G . C O M
By Lee Benson
PUBLIC SERVICE | REGULATIONS
The past two presidents of HAI,
Roy Resavage and Matt Zuc-
caro, must be complimented
for promoting a balanced
approach to public aircraft operators.
In the early 90’s some of the folks in
HAI were … less than gracious to pub-
lic aircraft operators. It was during this
time of “the troubles” as the Irish would
call them, that a meeting attended by
public aircraft operators and repre-
sentatives of both the FAA and HAI
focused on the issue of tracking “Public
Aircraft” accidents. The public aircraft
operator’s position was that aircraft
owned and operated, by a political sub-
division of the U.S., should be tracked
separately vs. those aircraft flown by a
commercial company on contract to a
government entity.
For the purposes of this article, let’s
call the first group “government public
aircraft” and the second group “con-
tracted public aircraft.” The opinion
expressed by the “government public
aircraft” operators was that their safety
record should stand on its own—good,
bad or indifferent. HAI personnel
attending this meeting were insistent
that the two groups be combined into
one. A cynic would suggest that HAI
wanted to cook the books. Eliminating
the high-risk missions inherent in “pub-
lic aircraft” operations such as firefight-
ing, geodesic survey and game counts,
and that this action would enhance
commercial operator’s accident profile.
HAI’s argument prevailed and to this
day, both sides of the public aircraft
accidents are recorded together. Safety
is a product of culture within each
operation. “Government public” and
“contracted public” aircraft involve two
different cultures. Until these groups
are separated in terms of accident
statistics, effective action to mitigate
casual factors for accidents within
these groups is a pipe dream.
In 2006, one of the first Interna-
tional Helicopter Safety Team (IHST)
meetings was held in Carmel, Calif.
In its effort to reduce accidents by 80
percent over a 10-year period, IHST
recognized that it was imperative to
start from a good statistical base. The
shorthand version of IHST’s course of
accident mitigation is to isolate similar
safety cultures and identify and correct
the highest risk factors in that culture.
The fellow who was assigned to do
the statistical analysis of these figures
did exactly what the “government
public aircraft” operators had feared;
he presented the data as collected and
combined the two groups into one.
When observers pointed out that this
really involved two separate cultures,
he noted that this data was, in fact,
corrupt and there was no way to cor-
rect it. Furthermore, NTSB’s findings
concerning public aircraft accidents
over the last 15 years have consistently
complained that the data being used to
compile accident rates is suspect. One
NTSB quote indicates that the hours
flown by public aircraft operators may
be underrepresented by as much as
19 percent. This falls back onto FAA,
which is responsible for tracking these
numbers. If you think that’s going well,
read the December 2010 articles where
FAA admits that it has lost track of the
registration of 119,000 aircraft in the
U.S. Not only does FAA need to sepa-
rate the two distinct groups of public
aircraft, it also needs to do a much bet-
ter job of collecting the data necessary
to evaluate accident trends.
On Oct. 12, 2010, USA Today pub-
lished an article titled “NTSB finds
lapses in smoke jumper crashes.” In
my opinion, this article is wrong from
its title forward. There were no smoke
jumpers involved in the accidents
listed. The article attempted to point
out deficits in U.S. Forest Service over-
sight of the Carson Helicopters crash
of Aug. 5, 2008. Two of the accidents
cited were wing separations on air
tankers, and the reality is I don’t think
enhanced oversight by the USFS or the
FAA would have foreseen these acci-
dents. One of the accidents occurred
in Afghanistan. I don’t know how many
trees there are in Afghanistan, looks
like a lot of rocks to me. Using a war
zone accident to criticize the USFS
seems a bit of a stretch. In the article,
Jim Hall, former NTSB chairman,
stated that aircraft operated on behalf
of the government “are orphans of the
safety system.” Really, notice the words
“on behalf,” the majority of accidents
causing these problems fall into my
definition above “contracted public
aircraft.” I would use an actual figure
of merit to define “majority” in the
sentence above, but guess what, those
figures are not available, see paragraphs
one and two above. Here is my take on
this; Carson Helicopters is an FAA cer-
tificate holder under several different
sections of the FARs to include opera-
tions, manufacturing and maintenance.
Carson Helicopters’ culture of safety
is generated in that environment. The
casual factors noted by NTSB were in
place while the aircraft was under FAA
jurisdiction. The weight calculation
of the aircraft, the seats and harnesses
installed in the aircraft, the fuel cell in
the aircraft, the filters on the engines
Public? Aircraft Operations
Public Service
61MARCH 2011 | ROTOR & WING MAGAZINEW W W. R O T O R A N D W I N G . C O M 61
of the aircraft, the performance charts
used by the pilots, the way the supple-
mental type certificates were worded—
all of these were criticized by NTSB.
Dear reader, does any of this sound to
you like the USFS had any input on
these issues? As we go forward to do a
better job in safety, what we don’t need
is a hit piece by somebody trying to sell
newspapers, or public officials making
sweeping remarks that aren’t focused
on specific issues that can be identified
and corrected.
A commercial helicopter operator
exists to generate profit while provid-
ing a service to its clients. Government
flight operations inherent reason for
existence is to enhance the governance,
safety—or both—of its constituents.
For the purposes of this argument, I
am defining risk as the risk imposed
by actual in-flight operations, exclusive
of financial and other real risks to the
commercial company. Commercial
operators should only accept the risk
that is consistent with appropriate prof-
it. The commercial operator should
always seek out those contracts with
the maximum profit for the least risk
involved. But inherent in this state-
ment is the realization that potential
profit and risk are on a sliding scale and
hopefully as contracted flight services
go up in risk, the profit to the company
improves. The government’s regulatory
agencies function to protect the public
good. Since the general public doesn’t
have the knowledge base to assess the
risk component of any given flight,
they must rely on the government to
set boundaries consistent with the
public good. Let me state that the term
“profit” as defined by the operator and
the public good are two mutually exclu-
sive terms. Profit is not in the FAA’s
dictionary and probably shouldn’t be.
We must realize even in strictly com-
mercial operations, the federal regula-
tions operate on a sliding scale between
inherent risk and public good. Think of
the nature of the regulations that govern
scheduled airline service, on-demand
charter operations, external load work
and finally agricultural operations.
Starting with the least risk-intensive,
scheduled airlines and onto the most
risk-intensive, agricultural flying, two
elements are present; those individuals
being subjected to the inherent risk of
the operation are assumed to have a
better understanding of risk as it grows,
and the perceived gain to society is
enhanced as the risk goes up. One hour
of scheduled airline operations equals
small risk and gain to the public good.
One hour of agricultural flying has a
much higher risk with the potential to
feed many—much greater public good.
“Government public aircraft” risk vs.
gain assumptions should be driven by
the enhancement of governance, public
safety or both. If a government public
aircraft is performing missions outside
this scope, then in my opinion they have
exceeded the intent of the law. The risk
factor inherent to some “government
public” mission profiles lay outside of
the normal structure of the FARs and
need to remain so. For example: swift
water rescue as practiced in Southern
California by multiple “government
public aircraft” agencies involves hov-
ering over rushing water in a cement
channel with a rescuer retained on a
35-foot rope off of a non-certified rig-
ging system. Propose that to the FAA
and see what happens.
Finally, to clarify the scope of pub-
lic aircraft operations, I suggest the
following additions to Part 1 of the
FARs: “Search and rescue is any flight
operation by a public aircraft where a
person is flown out of harm’s way to an
appropriate collection point or medical
receiving facility. All flights conducted
to enhance governance or public safety
will be considered SAR during periods
of declared emergency by any political
subdivision of the U.S.”
FAA PMAMD 500 PARTSSAME-DAY SHIPPING
ph: 1.916.939.6888 www.aerometals.aero
62 ROTOR & WING MAGAZINE | MARCH 2011 W W W. R O T O R A N D W I N G . C O M
By Terry Terrell
PRODUCTS | NIGHT VISION
On the most recent last day
of EMS helicopter creation,
“Let There Be Light” was
commanded, and a new
and potentially constructive variety
of light was introduced to the work-
ing helicopter environment in the
form of night vision goggle (NVG)
technology. Accordingly, our large
metroplex-based EMS program has
just concluded a comprehensive tran-
sition to NVG operations, and the
training has revealed some interest-
ing realities.
Peripheral considerations notwith-
standing, the current quality of NVG
technology is astonishing, especially
when compared to early-generation
night vision gear. We began with each
of our pilots enjoying an introduction
to contemporary NVG equipment
and tactics, starting with a couple days
devoted to FlightSafety’s excellent
NVG simulation facilities in Tucson.
The latest light amplification equip-
ment is, to earlier incarnations of “see in
the dark” gear, as the iPad is to the Etch A
Sketch, especially “in light” of our senior
pilots having experienced “enhanced”
night vision going all the way back
to the original monocular Starlight
scopes. The presently popular ANVIS
9 M949 night vision aviator’s goggles
seem to be a supernaturally capable
example of miracle technology, able to
elevate virtually undetectable levels of
ambient light to intensities which allow
“photopic” ranges of optical function,
and permit the user to identify wires,
trees, terrain feature relief, lakes, rivers,
ponds, grassy areas and even, at times,
individual blades of grass. Additionally,
late generation equipment is extremely
fast and effective at attenuating bright
sources of light that may appear in an
otherwise dark field of view, render-
ing system performance completely
interrupted in earlier generations. A
user’s first look through Dash 9 equip-
ment is nothing short of breathtaking,
especially when contrasted against the
same view with the goggles flipped up
in the “unaided” position. Herein lies a
subtle but potentially serious category
of hazard, possibly more threateningly
than ever before.
Most of us have studied accident
histories that feature an element of dis-
traction as a primary cause. Many will
remember the Eastern Airlines Lock-
heed 1011 which tragically descended
into the waters of the Everglades in
1972, wherein everyone on the flight
deck became fatally mesmerized by
the simple bulb failure of a nose gear
“down and safe” indicator light. Then
there’s the Tampa-based EMS BK-117
that struck an antenna wire in April
2000. No one survived that accident,
and NTSB was forced to conclude
that an experienced pilot flew into a
highly visible obstruction located on a
familiar route, on a clear VFR day, for
“unknown reasons.” Their aircraft had
recently seen installation of a new, visu-
ally impressive moving map display, and
it has always been suspected that the
veteran crew became distracted by the
visually compelling new equipment.
As a potential distraction during
night helicopter operations, NVG
equipment can be many times more
compelling than any moving map
display. It can never be forgotten when
using NVG equipment that all the usual
items must be scanned and helicopter
systems monitored. The upgraded
outside visual data, and the limited
“tunnel” field of view, balanced against
all the peripheral visual and mental
scanning normal to routine helicopter
command, must be correctly and con-
tinuously prioritized in a dynamic way,
so that NVG is used as a constructive
tool. It must never become a distrac-
tion. Too much technology, introduc-
ing additional layering of physical and
mental workload complexity, can be
worse than not enough technology. Just
ask victims of “texting while driving”
auto accidents.
Dazzling though NVG technology
may be, it cannot be considered a com-
prehensive “silver bullet” fix for EMS
aviation safety weaknesses. Goggles
can be an extraordinarily powerful
tool. But in the end, this equipment
is only one of many tools available to
competent aviation professionals, able
to take advantage of new capabilities
when appropriate, but competent to
resist being distracted by the tempta-
tion to fixate on a hypnotically inviting
“light show”, no matter how spectacular.
Goggles can certainly improve safety
and comfort margins in many low-
light environments, but statistics show
that night obstacle and terrain strike
hazards are dwarfed as a major killer in
EMS helicopters by poor overall deci-
sion-making during mission execution.
Especially when mission stresses are
compounded by weather factors exist-
ing far outside sensory amplification
function enabled by NVG technology.
“Let there be light” is unquestion-
ably a milestone along the road to
helicopter safety, but let’s make sure
the enlightenment extends beyond
the simple visible band, and into the
composite scan that good situational
awareness will always require.
Let There Be Light
Safety Watch
63MARCH 2011 | ROTOR & WING MAGAZINEW W W. R O T O R A N D W I N G . C O M
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65MARCH 2011 | ROTOR & WING MAGAZINEW W W. R O T O R A N D W I N G . C O M
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66 ROTOR & WING MAGAZINE | MARCH 2011 W W W. R O T O R A N D W I N G . C O M
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67MARCH 2011 | ROTOR & WING MAGAZINEW W W. R O T O R A N D W I N G . C O M
68 ROTOR & WING MAGAZINE | MARCH 2011 W W W. R O T O R A N D W I N G . C O M
By Mike Redmon
TRAINING | WEATHER
I’m not going to discuss how to
avoid going IIMC. The focus of
this article is not how you should
be conservative when deciding
whether to push on into the crappy
weather. It isn’t about how you shouldn’t
have taken the flight, flown lower, flown
slower, turned around, followed the
major highway, or landed prior to going
IIMC. I’m not going to discuss preven-
tion for IIMC, even though you can
gather some of those prevention tech-
niques in the previous sentence.
I would like to discuss what your
actions should be when you can’t
see out the windscreen. Many pilots
have killed themselves by making
the wrong choice when presented
with this situation. I can only speak
of my initial helicopter experience,
but most of us are brainwashed from
day one that if we go IIMC, we are in
for major trouble and might die. Even
if pilots gain the skill and experience
of flying helicopters or airplanes IFR,
we are still taught that if you are not
fully prepared for IFR flight, then
that is illegal and you will still be in
major trouble. IIMC is a stressful and
dangerous situation. Instilling these
doom scenarios into the pilots’ mind
just makes the situation worse and
really affects the ability to handle
the situation. These considerations,
combined with the overall shock
and denial of having gone IIMC, can
quickly lead to pilots unsuccessfully
trying to fly visually out the window
when the visual cues just aren’t there.
Your helicopter may not be certified
for IFR flight. Once the white stuff
fills the windscreen all rules go out
the window because we are operating
under 91.3 from that point forward.
Essentially, screw the rules. So the
real question becomes: Can I fly my
non-IFR certified helicopter in IMC
conditions? Sure you can. The heli-
copter doesn’t know you can’t see out
the windscreen, it really doesn’t care.
On training flights and checkrides,
you go out and fly the ILS into the
local airport without a lick of problem.
So yes, you can fly in IMC conditions
if you immediately commit to flying
on the instruments. The next ques-
tion is: How much trouble will I be
in? Answer: Who cares? I can’t speak
for your chief pilot but if a company
hammers a pilot for taking the correct
action to get out of a potentially fatal
situation, then why are we perform-
ing instrument procedures on VFR
checkrides? I personally would pat you
on the back and say “good decision.”
So you’re out on a mission and the
weather isn’t anything like the forecast
(what’s new?) and suddenly (does
it happen any other way?) you find
yourself at 500 feet AGL and IIMC.
The first rule of business is to commit
to the gauges, specifically the attitude
indicator, and climb. Get away from
the ground. In much of the midwest,
5,500 feet MSL will get you above any
obstructions and at an altitude that
won’t conflict with IFR traffic. Do
not try to do a level 180-degree turn,
do not try to talk on the radio or put
any new squawk code or frequency
in until you have climbed away from
terra firma. Don’t try and descend
lower, don’t worry about the medcrew
or dispatch—just fly the aircraft. Once
safely away from the ground and com-
fortably flying, then do all the special
pilot tasks to get back down. Every-
one’s comfort level in IMC is different
but if you are still uncomfortable after
climbing, try the following:
• Get to on top conditions. Many times when there are low clouds near
the surface you can reach on top con-
ditions 90 percent of the time as low as
5,000 feet.
• Shoot an ASR approach. An ASR is even easier to shoot than an ILS.
Better yet, ask for a No-Gyro ASR.
• Get vectors to a long final for any approach you are going to fly and have
ATC read the appropriate information
for the approach to you.
• Spend as little time as possible heads-down. Don’t rely on the med-
crew to read the approach plate infor-
mation to you, ask ATC.
Winter flying note: Aircraft might
ice up in short order while IMC in the
winter. The only things on your side
are that you might be able to climb
to on top conditions (especially true
for snow squalls), and that your time
in the clouds will hopefully be short-
lived. Additionally it might be too
darned cold and you might not get any
ice. The icing consideration and the
fact you might ice up like the state of
Alaska if you accidentally punch in is
just another reason to not be overly
aggressive in the winter.
IIMC: What Not to Do
Right Seat
69MARCH 2011 | ROTOR & WING MAGAZINEW W W. R O T O R A N D W I N G . C O M
April 2011:
Flying the Garmin G500H—Garmin invited
Rotor & Wing to Salem, Ore. in late February to fly its
G500H electronic flight display aboard a Eurocopter
AS350 A-Star. Todd Vorenkamp provides this exclusive
R&W pilot’s perspective.
Rotorcraft Movers & Shakers Interview—Rotor & Wing Military Editor Andrew Drwiega recently sat
down with Col. Timothy Edens, Deputy Commander of
U.S. Army Aviation at Fort Rucker, to discuss how rotor-
craft training is being adapted to address new equip-
ment and evolving mission strategies.
Quiet Down Up There!—Rotorcraft noise unset-
tles passengers, disrupts cockpit communication and
annoys people on the ground. Can helicopters ever be
hushed? Mark Robins explores the technology-driven
world of mitigating excessive noise in the cabin.
Man on a Mission—Mike Franz is on a one-man
crusade to produce safer helicopter pilots by using
maneuvers-based training (MBT) and showing students
how to access higher order thinking skills. Vicki McCon-
nell speaks with this FAA Safety Team (FAASTeam) repre-
sentative for the helicopter industry.
News from Heli-Expo 2011—The full Rotor &
Wing editorial team will be on hand in Orlando to pro-
vide total coverage of every important announcement
that comes out of this year’s show, as well as to give their
own unique perceptions and commentary about what
they see and hear while there.
Bonus Distribution: Army Aviation Association of America (Quad-A) Convention, April 17-20 in Nashville, Tenn.
Don’t Want to Wait Until April? Visit www.rotorandwing.com throughout the month of March—both during and after Heli-Expo to look for news, photos, videos and
other reports in near-real-time as they happen. The Rotor & Wing home page will
direct you to our Heli-Expo 2011 page, where all the show news and happenings
will be in located in one central place. You’ll also find links there to follow us on
Twitter, for even more immediate news notifications, as well as links to join your
fellow helicopter professionals on our Facebook page and the Rotor & Wing Group
on LinkedIn. There you can share your own commentary, photos, videos and
insights about the show. If you are in Orlando, stop by Booth No. 614.
Rotor & Wing Facebook:
http://www.facebook.com/pages/Rotor-Wing/108354174813
Twitter:
http://twitter.com/rotorandwing
LinkedIn:
www.linkedin.com/groups/Rotor-Wing-3788071
Show Floor at Heli-Expo 2010
70 ROTOR & WING MAGAZINE | MARCH 2011 W W W. R O T O R A N D W I N G . C O M
By Andrew Drwiega
MILITARY | SAR
It’s back to the drawing board as
far as the future of the UK’s mil-
itary Search and Rescue heli-
copter fleet is concerned. The
Soteria Consortium, winner of the
Private Finance Initiative (PFI) Search
and Rescue—Helicopter (SAR-H)
competition, launched by the UK
government in 2006, has had its bid
cancelled. Soteria (comprising CHC
Helicopter, Thales UK and Sikor-
sky—and the Royal Bank of Scotland
at the time) celebrated winning the
bid in February 2010 when the Brit-
ish government chose it ahead of the
Airknight bid (comprising Lockheed
Martin UK, VT Group and British
International Helicopters).
On February 8, the Secretary of
State for Transport, Philip Hammond,
announced that: “the Government
has sufficient information to enable it
to conclude that the irregularities that
have been identified were such that it
would not be appropriate to proceed
with either the preferred bid or with the
current procurement process.”
Earlier the statement had been more
specific: “The irregularities included
access by one of the consortium mem-
bers, CHC Helicopter, to commercially
sensitive information regarding the
joint MOD [Ministry of Defence]/DfT
[Department for Transport] project
team’s evaluations of industry bids and
evidence that a former member of that
project team had assisted the consor-
tium in its bid preparation, contrary to
explicit assurances given to the project
team.” The bid first stalled after the new
coalition government conducted the
Strategic Defense and Security Review
(SDSR) and value for money (VFM)
spending review, the latter examin-
ing projects approved since January
2010. Soteria’s expected confirmation
in December 2010 was undermined
at the last minute by the Royal Bank
of Scotland’s withdrawal as an equity
partner. This was quickly followed by
another statement from Philip Ham-
mond on December 16 which declared
that “the preferred bidder has informed
the Ministry of Defence within the last
48 hours that it has become aware of a
possible issue in connection with its bid
to provide the UK Search and Rescue
capability.”
In January 2011 the bid became the
subject of a military police investiga-
tion and was officially cancelled. CHC
issued a statement stating that as soon
as senior management became aware
that some of its employees were “acting
without its knowledge or authoriza-
tion,” it immediately informed the
government customer.
But this now leaves the Ministry of
Defence facing a financial headache at
a time when additional spending cuts,
over and above those to come out of
the SDSR, are being contemplated in
the 2011 spending review. It is now vir-
tually certain that funds will have to be
found to sustain the military Sea King
fleet, which was to have been phased
out between 2012–2017 as the flow of
new S-92 SAR-H aircraft were fielded.
With millions of pounds having
already been spent by government and
all of the SAR-H bidders, the prospect
of numerous legal actions is already
looming on the horizon. The MoD
now needs to act quickly and decisively
by launching a new strategy or another
competition. It is unlikely to want to
retain the Sea Kings for longer than it
has to or embark on procuring new
aircraft that it will own. The problem
is larger than it looks. There are still
around 70 Sea Kings in use or held in
storage by the Royal Air Force, Royal
Navy and Royal Marines (Commando
Helicopter Force).
According to Transport Secre-
tary Hammond, his department is
now looking into other procurement
options, which will include maintain-
ing the continuity of the existing Sea
King force in the short term. Signifi-
cantly those who are likely to benefit
from this turn of events are those com-
panies involved in the Sea King Inte-
grated Operational Support (SKIOS)
program through the prime contractor
AgustaWestland (UK Air Rescue bid).
These include VT Aerospace (Airk-
night), Thales UK (Soteria), Serco (UK
Air Rescue) and Selex SA&S.
Had it not been for the recession
and the government’s clawing at public
financial spending across the board,
this may perhaps have presented a great
opportunity for the UK government to
rethink its entire approach to helicop-
ters in public service across the UK.
The ambition to provide a National
Police Air Service across England and
Wales could be coordinated with a new
approach to the provision of Search
and Rescue helicopters. In November
the Avon Fire and Rescue Service
announced that it wanted to be the first
fire brigade to have its own helicopter,
but is there an opportunity to procure
additional helicopters to provide a
nation-wide capability? Perhaps also it
would lead to a reform in the existing
air ambulance provision—currently
surviving to a greater or lesser extent on
the wealth and charitable donations by
the population of each region.
UK Search & Rescue Needs a Lifeline
Military Insider
Safety is all about attitude. HeliSAS can maintain yours.
1 The HeliSAS® control panel is just 5.75” x 0.75” and weighs only 0.53 pounds.
Reduces Pilot Workload. As a two-axis
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trol system, HeliSAS® significantly reduces
pilot workload. With HeliSAS engaged, the
pilot may perform cockpit functions
hands-free.
Enhances Flight Stability. As one
of HeliSAS’ two main functions, the
Stability Augmentation System (SAS)
provides precise control during all modes
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T: 817-215-7600
F: 940-325-3904
www.helisas.com
HeliSAS® Autopilot andStability Augmentation System
The most important thing we build is trust
© 2011 Cobham. All rights reserved.
Visit us at Heli-Expo, Booth 4028
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71JUNE 2010 | ROTOR & WING MAGAZINEW W W. R O T O R A N D W I N G . C O M
Safety is all about attitude. HeliSAS can maintain yours.
1 The HeliSAS® control panel is just 5.75” x 0.75” and weighs only 0.53 pounds.
Reduces Pilot Workload. As a two-axis
attitude hold, attitude command, flight con-
trol system, HeliSAS® significantly reduces
pilot workload. With HeliSAS engaged, the
pilot may perform cockpit functions
hands-free.
Enhances Flight Stability. As one
of HeliSAS’ two main functions, the
Stability Augmentation System (SAS)
provides precise control during all modes
of flight, regardless of wind conditions or
aircraft center of gravity.
Cobham
One S-TEC Way
Mineral Wells, TX 76067
T: 817-215-7600
F: 940-325-3904
www.helisas.com
HeliSAS® Autopilot andStability Augmentation System
The most important thing we build is trust
© 2011 Cobham. All rights reserved.
Visit us at Heli-Expo, Booth 4028
EQD723aTvtYpiaOCT33aJgnkUCU0kpff"""3 41:133""":<35"CO
See our newest innovation
at a special unveiling event.
March 6th, 11:30 a.m.
Eurocopter Exhibit #4637
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