Professional Documents
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January 2011
January 2011
January 2011
com
2011
Annual Reports
• COMPANY PROFILES
• EXECUTIVE OUTLOOKS
NEW KID
ON THE BLOCK:
CABRI G2
WHEN LAW ENFORCERS
DEPEND ON IT,
WE’RE RIGHT ALONGSIDE.
Good Vibes
Vibration Identification & Minimiza-
▶ R&W’s Question of the Month ?
tion (see November Rotor & Wing, Should compound helicopters
page 36) provides a high level over-
view of helicopter vibration. However, like the Eurocopter X3 be in
it may be worth adding that helicopter
vibration is becoming a smaller issue the same category as helicop-
by the day. I have 10 years of experi-
ence at LORD Corp. designing active ters when it comes to speed
vibration control systems (AVCS) and
active balancing systems (ABS) for
records? Let us know, and look for your and
helicopters. In the last 10 years I have others’ responses in a future issue. You’ll find contact
seen a drop of more than 70 percent in information below.
helicopter vibration levels across the
industry. Most of the new European
helicopters are now equipped with
active systems to manage vibration. Air Force Country Quantifiable
U.S. companies are also adopting such I must really be getting old! I started Thanks to everyone at Rotor & Wing
systems very quickly. I think within UPT-H in Det 1 and was in the first for your ongoing commitment to
five years, most of the helicopters will graduating class of the 3588 FTS. I researching and reporting on editorial
have a very smooth ride. In addition, believe Steve “Elroy” Colby was fortu- readership and, especially, advertising
once the variable RPM helicopters nate enough to fly the “Mattel Mess- effectiveness (October 2010 Signet
get the certifications, we will see more erschmit” aka TH-55 like me. If not, I AdStudy). Advertising can be costly,
active systems on board. At LORD must be one of those stone age pilots! and with so many new options offer-
Corp., we have active systems that can I imagine Lowe AAF has more depar- ing measurable results, advertisers
be installed on the rotor hub, in the tures/arrivals in one hour than a com- understandably want to know that
isolation path and on fuselage. parable civilian airport. their investments are worthwhile.
Askari Badre-Alam R.J. Dough Quantifying how much any given ad
Lord Corporation is seen and read is an important mea-
sure and positive step toward bet-
Cleanliness is Next to... ter understanding this multi-faceted
‘Copter Cleaning (November 2010, Support for CSAR issue.
page 42] is a great article. I’ve been in Mr. Bower, touche, and thanks for sup- Kyle Davis
the truck industry for years and seen porting our CSAR troops (see “USAF President
the problems due to not keeping the Combat Search and Rescue: Dying on BDN Aerospace Marketing
road dirt cleaned off of aluminum the Vine?”, November 2010, page 46).
truck cabs. Dirt/rust buildup between It’s been too many years that CSAR Improved Tiltrotor?
hardened steel double frame rails can crews have been relegated to second I would like to see continuing devel-
spread them apart and they rust apart class citizen status at the alter of: opment and improvement of tiltrotor
from the inside out. I’ve also seen the 1. Airlift (HH-60D canceled due to aircraft, now that the Bell-Boeing V-22
electrolysis bubble up paint between C-17 budget in 1986); has baselined tiltrotor technology. But
steel mirror brackets and aluminum 2. “Pentagon efficiency” (CSAR-X I would also like to see advanced-
doors because of poor grounding for cancelled due to poor SPO program design troop transport helicopters
heated mirrors and radio antennas. I evaluation execution); and similar in weight carrying capability
had not thought about mold and mil- 3. CSAF Prioritization (2010, new to the upcoming CH-53K, but using
dew before, but can see that as a prob- CSAF after Moseley relegated CSAR counter-rotating co-axial main rotors
lem too. I do believe that clean, waxed from No. 2 priority to below No. 10.) like the Sikorsky X2. The latter has
cabin surfaces create less wind drag, Your identification of yet another now reached speeds of 250 KTAS
giving overall better fuel efficiency. obstacle to their success is timely and in test flights, which is not far below
Ralph Young welcome. Thanks! what the V-22 is capable of.
Lancaster, Pa. Name Withheld Alex Kovnat
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 rotorandwing@accessintel.
com. Please include a city and state or province with your name and ratings. We reserve the right to edit all submitted material.
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THIS MONTH FROM
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16 DEPARTMENTS
10 Rotorcraft Report
14 People
14 Coming Events
15 Program Insider
EADS AAS-72X
60 Coming Up in R&W
60 Ad Index
61 Classified Ads
COLUMNS
3 Editor’s Notebook
Above: The Guimbal Cabri G2 in flight. Below: The EADS AAS-72.
4 Feedback
62 Military Insider
FEATURES
16
COVER STORY
■ The Cabri G2
A compact trainer with a roomy interior that has forgiving
autorotation characteristics. Too much to hope for? Maybe not. A
15
first-time contributor to Rotor & Wing gives a thorough look at the
Cabri G2. By Thomas Skamljic
24 ■ Executive Outlooks
Top industry leaders address the question: What technological
changes do you anticipate will most impact rotorcraft operations in
the coming year? Compiled by Rotor & Wing staff
30 ■ Annual Reports
Up-to-date information about some of the most dynamic helicopter
companies in the industry. Compiled by Rotor & Wing staff
ONLINE
23 www.rotorandwing.com
WEBINAR
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Finnegan, Editor-in-Chief of Rotor & Wing. An archive of the webinar is available at
www.aviationtoday.com/webinars
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weight number, the maximum HOGE Forest Service. Hersman asked whether
weight of the S-61 was 18,445 lbs, and the FAA has the appropriate resources
the allowable weight was 15,840 lbs. to catch the errors noted in the lead-up
Due to the altered charts, the helicopter to the S-61 crash. She pointed out that
rvices took off at a total weight of 19,008 lbs— while NTSB staff does not have the
Courtesy NTSB
more than 500 lbs over the maximum eye of a maintenance inspector, it took
HOGE weight. Essentially, the S-61 several weeks to discover the discrep-
was operating in emergency takeoff ancies, which were not uncovered by Shown here is the accident helicopter
prior to the August 2008 flight.
conditions. FAA investigators. “This is a wake up
Board member Robert Sumwalt felt call for sure, there were some missed
that the “most appalling” aspects of the opportunities, but I’m not sure they’re more carriers of magnitude than in the
accident are Carson’s intentional under- in position to catch those opportuni- aviation industry and fewer inspectors.
statement of the operational figures ties today, even if they were looking for They can’t possibly inspect everyone,
and falsification of maintenance docu- them,” Hersman said. and most entrants into the truck and
ments, and “the lack of government Others on staff and the board bus industry don’t ever get an oversight
oversight to this problem.” felt the mistakes should have been activity.” But in aviation, “you actually
Board member Mark Rosekind discovered prior to the accident. “Bet- have to get oversight before you get an
asked how staff determined that the ter oversight would have deterred operating certificate. That’s great,
falsified charts were “intentional vs. these anomalies in the first place,” but in these other industries we don’t
inadvertent.” He noted the importance asserted Sumwalt. “There is a strong have as many resources dedicated to
of this question because it represented case for how better oversight could oversight, but you know what they do?
“the beginning of the chain” of missteps have deterred these falsifications and They try to get the bad actors out, and
that led to the crash. NTSB staff replied irregularities, as well as caught them,” they have to focus on the people who
that a few discrepancies uncovered he continued, adding that the board’s do the wrong things and people who
were “beyond coincidence,” including recommendations would seek to put are trying to make things appear as
the altered weight documents and sup- further deterrents into place. they shouldn’t.”
plemental type certificate (STC) modi- “What is the purpose of federal In almost all of NTSB’s investiga-
fications that were reported installed, oversight?” Hersman asked, launching tions where a “bad actor” has been
when they were not. Carson also direct- into a comparison of aviation to the identified, Hersman continued, “it’s
ly acknowledged that some of the bus and truck industry. In the aviation really incumbent on the oversight
weights were not correct, according to industry, “it’s like oversight among activity to ferret that out.” She asked
staff. Scheuster added that investigators friends or something … because whether FAA is really equipped
found eight of the 10 S-61s in use at the they’re not looking for wrongdoing, to catch the bad actors. “Are they
time with the same understatement of they’re just looking to check the box resourced to do that, and do they have
weight, leading them to conclude that it that the thing they were supposed to clear enough areas of responsibility?”
was not an inadvertent mistake. do is done.” In the truck/bus industry, —By Andrew D. Parker, Managing
Rosekind asked for further specif- there are “hundreds of thousands of Editor
ics in regards to the claim of inten-
tional tampering. “Somebody took the ■ COMMERCIAL | ACCIDENT INVESTIGATION
2.5-minute chart and pasted it over the
5-minute chart,” replied Scheuster. “You Co-Pilot Disputes NTSB Report
had to physically alter the chart.”
While Chairman Deborah Hers- William Coultas, the co-pilot in a 2008 Carson Helicopters-operated crash of a Sikorsky
man noted that the report does not “let S-61 near Weaverville, Calif., is claiming that the National Transportation Safety Board
the pilots off the hook,” staff members came to the wrong conclusions about what caused the helicopter to fall from the sky.
stated that the crew “does not jump out Coultas is one of four survivors of the accident, which happened shortly after takeoff
as the principal causal factor in this acci- on Aug. 5, 2008 near Weaverville, Calif. Nine people died in the crash, including seven
dent.” Rosekind added that if the pilots firefighters. Loss of power in one of the engines led to the accident, he claims—not
“had the correct info, they would have the helicopter being overweight or the lack of FAA oversight, as NTSB asserted in its
been doing the right thing.” probable cause. “I was speechless—I could not believe what I was hearing,” he told the
While much of the discussion Associated Press following the release of the report. “I was there. I had the best seat in
revolved around Carson’s role in the the house. I knew what happened.” Coultas and the family of the pilot who died in the
icopters, go to: accident chain, NTSB also slammed crash, Roark Schwanenberg, are suing General Electric, Sikorsky and Columbia Heli-
oversight from FAA and contractor U.S. copters, citing engine failure among other factors.
■ TRAINING | SAFETY
■ MILITARY | TECHNOLOGY
■ MILITARY | TRAINING
ITT Delivers First
CH-53K Sponson European Personnel Recovery Training
Two German Air Force Tornados roared away from the runway at Lechfeld
airbase in Germany, banking hard to chase the disappearing dots on the
skyline which represented a diverse package of six rescue helicopters. These
aircraft—two German Air Force UH-1D Hueys, two AB212s from the Italian
Air Force and a Caracal EC725 teamed with an AS330 Puma from the French
Air Force—were heading towards an enemy controlled Area of Operations
(AO) intent on rescuing two F-15E crewmen. Their fast jet had been hit
earlier that day by a surface-to-air missile (SAM) and now they were busy
avoiding capture and waiting for deliverance from the sky in the shape of a
multi-national rescue force.
This exercise scenario was one of several held from September 15–30
at the annual Combined Joint Personnel Recovery Standardization Course
(CJPRSC). This year the German Air Force hosted the course at its historic
Lechfeld airbase just northwest of the city of Munich (the previous year it
had been conducted at Cazaux airbase in France). Lt. Col. Uwe Schleimer,
ITT Corp. has handed over the first JPR-1 with the European Air Group (EAG) and currently based at Air Com-
major structural subassembly for the mand in High Wycombe, UK, is the architect of the course. With a fast-jet
U.S. Marine Corps CH-53K heavy lift background on F4 Phantoms, Schleimer has served in a variety of commands
helicopter to Sikorsky’s development within NATO, including J5 Plans for Afghanistan. He has been with the EAG
flight center in West Palm Beach, Fla. since 2007.
The delivery of the initial sponson—a “The turnout this year has been excellent,” says Schleimer. “All the assets
25 x 4 x 5-foot structure that attaches that were promised turned up, which is very important as much work goes
to each side of the helicopter and into the planning of the two-week exercise [in the past some promised assets
houses landing gear, fuel and other were withdrawn at short notice by countries citing national tasking priority].
components—comes after three years This full attendance has allowed us to put two full task force packages into the
of design and development using air on each day with fixed-wing escort, rotary wing escort, recovery vehicles,
various composite materials to meet a command and control platform and an E3A NATO AWACS overhead.”
weight and structural requirements For Schleimer, the CJPRSC is virtually an annual commitment in terms of
set out by the military. organization, for the two-week exercise takes up a major part of his working
Mike Therson, general manger year to organize. “The future of this CJPRSC looks like remaining in the hands
of composite structures, says that of the EAG, at least for the next year,” says Schleimer. “We are tasked by the
ITT used a paperless software appli- EAG steering group. Following studies in 2002 it was decided that member
cation known as life cycle analy- nations should have a dedicated exercise to train CSAR/PR procedures.” This
sis (LCA) to design the sponson decision resulted in the Volcanex exercises. However, since 2008 the EAG has
under a joint effort with Sikorsky. been running the CJPRSC with the intention of training individuals in per-
The two companies followed a “100 sonnel recovery, where the ‘how to’ was more important than the result.
percent integrated process” to meet “Process is the aim—not the output,” states Schleimer. It seems that the
the military’s guidelines for structural international military commands who support this course mutually agree
performance and weight, among that it remains with the EAG as it is something of a neutral entity. Although
other requirements. “We spent a its procedures are taken and adapted from NATO standards, it has wider
considerable amount of time at their appeal than both NATO members or those involved in the European
facility and they spent considerable Defence Agency (EDA).
time at our facility, so it worked both Assets available throughout the CJPRSC comprised the following: four
ways,” he explains. —By Andrew D. Tornado (German Air Force); two AMX (Italian Air Force); two UH-1D
Parker For the full version of (German Air Force); two Gazelle (French Army); two AB212 (Italian Air
this story, visit www.aviationto- Force); one EC725 (French Air Force); one AS330 Puma (French Air Force);
day.com/rw/issue/departments/ one EH101 ASW (Italian Navy); two Pelican HH3-F (Italian Navy); one Sea
rotorcraftreport/ITT-Delivers- King (Italian); and lastly one E3A Sentry (NATO). —By Andrew Drwiega
First-Sikorsky-CH-53K-Spon-
son_71893.html
PEOPLE
Helicopter Associ- Helicopter Division. He was also for- FlightSafety
ation International merly chief pilot for the Florida Fish International has
(HAI) has appointed and Wildlife Conservation Commis- appointed Mark
Jim McKenna sion, where he implemented night Malkosky as the
as director of vision goggle (NVG) usage. He has also new assistant direc-
communications. worked for Bell and MD Helicopters. tor maintenance
A former editor-in-chief of Rotor & Unif light has training, business development and
Wing and recipient of HAI’s Salute to name d S h i r l e y sales. He comes from CAE. Malkosky
Excellence award, McKenna replaces Harvey sales and has also worked for Bombardier and
Martin Pociask, who became vice marketing manager. SimuFlite before joining CAE in 1999.
president and curator of the Helicopter Harvey has worked BBA Aviation Engine Repair and
Foundation International in November. in the helicopter Overhaul (ERO) subsidiary Dallas
McKenna has an Alexandria, Va.-based industry for 27 years. Airmotive has hired Michael Frazier
communications consulting firm and The board of directors of the Gen- as regional engine manager for various
was previously in communications at eral Aviation Manufacturers Associa- Pratt & Whitney Canada powerplants.
Bell Helicopter in Fort Worth, Texas. tion has appointed Caroline Daniels He will be responsible for sales in the
Aero Dynamix has hired David as vice chairman for 2011. CEO and northeastern U.S., covering Pennsylva-
Oglesbee as business development chairman of Aircraft Technical Pub- nia to Maine. An A&P, Frazier comes
manager. Oglesbee was formerly with lishers (ATP), Daniels will continue as from Vector Aerospace, where he was
Sikorsky Global Helicopters where chairman of GAMA’s Safety Affairs and most recently service center manager/
he served as the director of the Light Training Committee for 2011. northeast sales manager.
Feb. 23–25: Association of the U.S. Army (AUSA) Winter May 19–21: Intl Helicopter Industry Exhibition (HeliRussia
Symposium, Washington, D.C. Contact AUSA, phone 2011), Moscow, Russia. Contact HeliRussia, +7 495 958 9490 or
1-703-841-4300, toll free 1-800-336-4570 or visit www.ausa.org visit www.helirussia.ru
March 5–8: Heli-Expo 2011, Orlando, Fla. Contact HAI, phone May 24–27: AirMed World Congress 2011, Brighton,
1-703-683-4646 or visit www.heli-expo.com UK. Contact AirMed at +44 (0) 162 283 3448 or visit www.
airmed2011.com
March 16–18: Association of Air Medical Services (AAMS)
Spring Conference, Washington, DC. Contact AAMS, phone June 20–26: 49th Annual Intl Paris Air Show, Le Bourget,
1-703-836-8732 or visit www.aams.org France. Contact Paris Air Show, phone +33(0)15 323 3333 or visit
www.paris-air-show.com
March 22–25: Aircraft Electronics Association (AEA) Annual
Convention & Trade Show, Reno, Nev. Contact AEA, phone July 20–23: Airborne Law Enforcement Association (ALEA)
1-816-347-8400 or visit www.aea.net Annual Conference, New Orleans, La. Contact ALEA, phone
1-301-631-2406 or visit www.alea.org
coming events
■ TRAINING | MILITARY
A
A compact trainer with a roomy interior that has forgiving
autorotation characteristics. Too much to hope for? Maybe
not. First-time contributor Thomas Skamljic gives a thorough
look at the Cabri G2.
By Thomas Skamljic
S
ince you are reading this, and I am very thankful to Frank Robin- autorotation characteristics of the R44.
chances are high that you are son for developing the R22. I really like Fortunately Bruno Guimbal, design-
also one of the poor souls who it a lot. I like the way the R22 handles; er of the Cabri and founder of Guimbal
suffer from a disease called I could even handle an autorotation in Helicopters, had the same idea and a tip
helicoptering. Therefore, I trust that earnest. Needless to say that “If you can of my chapeau to him as he has taken
you know that the Cabri G2 is built by fly the R22, you can fly all the other heli- “my” idea and turned it into reality in
Guimbal Hélicoptères in France and copters...” from my flight instructor was the form of the Cabri G2. I got a chance
you know that Cabri is a little goat (also a huge ego boost when I was let free for to fly the Cabri with Alex Neumann,
called a kid) in French. What you might the first time in the R22. In short, the chief pilot at Heli Aviation.
not know is, Cabri also stands for Com- R22 was certainly my machine. The helicopter available for this
fort in Autorotation Belongs to Rotor Later, when I did my first autorota- flight was s/n 1009 and it had a grand
Inertia and that basically sums up one tion in an R44, I thought that perhaps total of 25 hours of flight time. With
of the main intentions of Bruno Guim- my love affair with the R22 should be the two of us on board and about 100
bal when he set out to develop a new reconsidered. From that moment on I liters of fuel (approx. 26.4 gallons), we
helicopter—to design a little helo with knew that a good trainer should be the were about 30 kg (approx. 66 lbs) short
great autorotation characteristics.The size of the R22 (with a bit more elbow of MTOW of 700 kg (1,543 lbs). After
Robinson R22 and R44 come to mind room) and should have the forgiving a short pre-flight briefing we started
A FIRST LOOK AT
THE ALL-NEW
CABRI G2
The rotor system of the Cabri G2 is similar to the
Eurocopter EC120 rotor system. Not surprising since
Guimbal
Bruno Guimbal, founder and designer of the G2, was
deputy chief engineer for dynamics and transmission of
the EC120 while with that company.
Thomas Skamljic
Here you can see the small storage compartment
for another 5 kg (11 lbs) under the instrument attached to the airframe with soft rub-
console. In this compartment there is a cigarette ber pads. These pads are very soft and
lighter-style socket for any appliance with a you will feel that softness. Of course
maximum of 13.7-volt DC.
these pads are tuned to guard against
ground resonance so there is no addi-
Lycoming O-360-J2A engine (as is untearable fuel bladder and all the struc- tional damper. On the Cabri, the oil
the R22). But the engine output in the tural elements to hold the fuel bladder check is super easy as the dip stick is
Cabri is 145 hp MCP against 131 hp are reinforced. During the certification so readily accessible.
TOP in the R22. A notable difference tests the soundness of that system was Removing the doors does not lower
is the ignition system. The Lycoming demonstrated with a 15-meter free fall any speed limits and the doors can
on the Cabri features one “ordinary” drop test. No leakage occurred. held be partially open for improved
magneto plus a custom modified and The cooling system is a direct drive ventilation. The locking mechanism is
certified (STC EASA E.S.01001) Light squirrel cage blower with the cooling simple and effective.
Speed Engineering Plasma II+ igni- air entering the engine compartment With a cockpit width of 1.24 meters,
tion system. The reasons for going via the air intake on top of the cabin roof the Cabri offers more elbow space than
electronic are the gains in efficiency, in front of the main rotor gearbox. The the R22 (1.12), and has the same cock-
performance, reliability and safety. air is then being ducted/forced through pit width as the R44.
Thus Bruno increased performance the engine compartment. During my Getting into the Cabri is easy and
and safety without the cost, weight and flight the CHT and oil temperatures the seat is comfortable. The seats are
complexity of an injection system. remained firmly in the green and actu- certified to the new Part 27 standards,
Any engine equipped with a car- ally more to the cold. which means: a vertical 30g impact in
buretor can experience carburetor The Cabri has a dedicated luggage the end is a 3g impact thus reducing
icing. The consequences of carburetor compartment opposite of the fuel tank, the risk of spinal injury.
icing can be very serious so the Cabri is which can cope with 200 liters or 40 kg A four-point harness holds you
equipped with an automatic carbure- of luggage. There is another small lug- in place and cyclic and collective fall
tor heat system to reduce the risk of gage compartment for another 5 kg (or readily to hand. Each cyclic has a four-
carburetor icing and pilot workload. If 12 liters) under the main instrument way hat switch on top with which you
in doubt, the pilot can override the auto console. In this compartment there is can reduce the stick forces to zero. The
system and manually put the carburetor a cigarette lighter socket for any appli- cyclic is a real stick and flight instruc-
heat switch into hot or cold mode. ance with a maximum of 13.7-volt DC. tors will be pleased to learn that they
A massive belt makes sure that the Soft stuff can be put under the seats and can keep their hand on the cyclic all
power from the engine is transferred should all of that still not be enough, the the times without trouble. You can
to the main rotor gearbox and the left seat pan can be removed to provide remove the second stick in a matter of
Fenestron. for additional luggage space if flying seconds without tools.
The fuel tank holds 170 liters (1.5 solo. The view from the cockpit is excel-
are unusable) of fuel and should make a The Fenestron has seven blades lent. There is no central bow in the
flight range of 700 km (15 min reserve) and is very powerful according to Neu- middle of your field of view and the
possible. The fuel itself is housed in an mann. Translated into the POH lingo: A instruments and the glass instrument
are easily readable. Under all conditions Another nice feature is the fuel page.
of my flights with the Cabri, no matter Every flight on this page is listed with
where the sun came from, all the infor- TO and LDG times and the average
The electronic pilot
mation displayed on the monitor was fuel consumption. The lowest figure I monitor (EPM) LCD
clearly visible. saw was 39 liters/hour and the highest screen is large and
With 16.5 cm diagonal the electron- was 43 liters/hour. There are different easy to read.
ic pilot monitor (EPM) LCD screen is fuel flow modes available (average fuel
quite large. All the standard engine and flow, instantaneous fuel flow and flight
rotor monitoring instruments are avail- time remaining) and all the info can
able on screen. From my perspective be displayed in SI and in English/U.S.
the best part of the EPM is the MLI or units. The EPM is complemented by
multiple limit indicator. The MLI clear- traditional steam gauges. All the usual
ly displays the available power margin. warning lights are above the EPM and
The red line on the MLI is always the there is an additional vertical row of
maximum available power, which is three lights to give a visual warning
calculated by the EPM dependant on for high and low rrpm and a green
density altitude. So no need to check light when everything is perfectly fine.
placards where the numbers have faded These lights serve as a backup should
into obscurity. Power is not displayed in the EPM fail. There is an aural warning
some strange unit called MAP but in as well.
Thomas Skamljic
percent like larger helicopters. The mixture handle sits next to
The EPM has an intro page that the rotor brake on the cabin roof and
will give you the take off and landing should always be full rich. The switches
times. That clock is started the moment for the magnetos are placed there as
rrpm is higher than 400 and vice versa. well. The throttle is as twist grip on the
Thomas Skamljic
because this Cabri was so particularly
new. As it turned out it was not the fric-
All compartments are easily accessible. Oil check tion. The advantage of course was that
is quick and easy (see orange cap above).
the collective stayed put and did not
move on its own.
With the cyclic the breakout force
collective and needs to be twisted quite open the door. Now the door is open was not an issue but I had to adjust my
a lot. It is not possible to roll on power and you can enter but you still can’t flying to the higher stick forces and the
from idle to max power in one move. start the engine. What you need to do longer stick travel. The stick forces are
An electrical governor helps in keeping is to remove the “code” sticker because a lot higher than in the R22. Now this
the rotor speed in the green. The gover- this sticker hides a few micro switches. does not mean that this is good or bad,
nor engages at 400 rrpm and disengages Adjust the micro switches and off you flying the Cabri is just different to flying
if rrpm falls below that number. go. Of course you need to know the the R22. To put that into perspective:
Start up needs a little bit more infor- code …. And should you park your a fly by oil helicopter (i.e., a helicopter
mation. First, there is no key. There is Cabri among many other Cabris and with hydraulically powered controls)
a remote central lock anti-theft device forget where you parked your Cabri will spoil you a little bit in this regard as
to lock and unlock the doors. The key you can “call” your own Cabri and the there are no stick forces and the stick
ring transmitter sends a code to the helo will respond with a flashing strobe travel is minimal and my Jet Ranger
Cabri and the electronic brain of the light. Very clever stuff indeed. time certainly did spoil me. However
Cabri checks whether the holder of Before you engage the start but- Neumann was kind enough to point
the transmitter is a good guy. If you are ton you have to wait for the EPM to out that up until now, every pilot with
confirmed a good guy, the doors unlock complete the self-test. The allowed a hydraulic background was in for a
and the engine starter is enabled. If not, rpm drop on the plasma is 100 rpm and surprise when flying the Cabri. He also
the doors remain locked. Should a thief 300 rpm on the magneto. Neumann told me that students find it easier to
decide to enter a bit more forcefully, engaged the start button and imme- cope with the Cabri due to the larger
he can press the start button but to no diately the engine sprang to life and control movement and higher stick
avail (that’s the anti-theft part of the also immediately the Cabri started to forces making over controlling is less of
keyless entry system). wobble. These soft elastomeric mounts an issue for a helicopter novice.
But you are a good guy and end up really are very soft but then a good pro- In the meantime we arrived at the
in the middle of nowhere and the bat- tection against ground resonance is a airfield and I set us up for the approach
tery in the “key” is flat, what to do? Of very useful feature. with 50 KIAS and a RoD of 500 FPM.
course Bruno took care of that as well. Since Heli Aviation is operating at The Cabri held the speed very well.
You open the right hand cowling, turn the moment from a parking lot behind My only problem was the pedal work,
a backup key to the right and the door some buildings, Neumann flew the which as mentioned before required
to the luggage compartment springs take off and departure. I monitored his more input than I anticipated. I came to
open. Since the luggage compartment actions very closely but could not find a neat hover a bit short of the intended
is accessible from the cockpit you can anything extraordinary. With power to spot but for the first time it was OK.
reach the door opening mechanism spare we lifted off, did a hover check Landing was soft. All the instruments
through the luggage compartment and and flew the prescribed departure were firmly in the green. Considering
our weight and OAT of 19 degrees I showing signs of stress. the green. Of course I waited a little bit
found that performance quite astonish- In the meantime we arrived at the before dumping the collective, how-
ing. Keeping the hover position and practice area and having completed two ever due to the stickiness of the collec-
altitude was not really an issue in the steep approaches to our landing spot tive I unintentionally checked the low
Cabri. Spot turns were a breeze. Side- and we started with the autorotations. rotor speed warning. Pushing the col-
ways flight or rearward flight (I had no Neumann initiated the auto by lective down brought the rotor speed
GPS on board but the speed was quite rolling off the throttle. I flew the helo up and almost to the upper end of the
high) was no problem either. When the and tried to keep the rotor speed in green. From then on I had no troubles
MLI turned read and showed 104 per-
cent we still had some pedal left (wind
was from 2 o’clock and a bit gusty). Two
more circuits convinced me that the Exhibition and Conference
Cabri really is easy on the pilot. These Date
benign handling characteristics of 16-17 March 2011
the Cabri will certainly reassure every
Venue
flight instructor who is sending off a
M.O.C. Event Centre
student on his first solo flight. www.avionics-event.com
Hover Auto: Roll off the throttle, Location
Munich, Germany
wait a little bit and then pull the collec-
tive. With a little bouncing we landed
quite smoothly. What was immediately Are you up to date with the latest on:
clear to me was that the rotor really has
a lot of energy stored in it. So I was real- • Future Avionics • New Dimensions
ly looking forward to the real autorota- • Situational Awareness • Certification
tion. Off we headed to the practice
area. During the short straight and level Your Invitation to Munich – Register Today for Early Bird Savings
flight to the practice area I pulled 100 A multi-faceted event, with conference sessions, technology workshops, masterclasses
percent power and got 100 KIAS flying and packed exhibition floor, Avionics & Defence Electronics Europe brings the industry
together to discuss the important issues of the day.
at 2,500 feet at an OAT of 17 degrees
C. Fuel flow was 48 l/hr. The vibration It is the annual event that provides you the opportunity to update your knowledge and
skills and understand the evolution in the industry, to be better prepared for the future.
level was markedly higher than at 80 or
The conference programme includes dedicated session on “Modernizing Helicopter
90 KIAS. Neumann attributed this to
Avionics” looking at trends and solutions from industry on upgrading helicopter cockpits
the blades, which will undergo tracking with the latest in terrain avoidance systems, displays, and other avionics systems.
in 3.5 hours, a normal procedure after
Early Bird Discount - Register by 16th February 2011 for Savings
the initial “break-in” period. So we flew
Register yourself and your colleagues as conference delegates by 16th February 2011
a few minutes straight and level and and benefit from the Early Bird Discount Rate.
after having trimmed up the Cabri it
was possible to take the hand off the
For full conference programme, details of networking events, exhibits and to
cyclic and the Cabri kept heading and
register online visit www.avionics-event.com
attitude remarkably well. I wanted to
know whether the Cabri would be so
stable in a turn. So stick to the left (or
right, I did not detect any significant SES & NEXT GEN TECHNOLOGY
CHALLENGES AND SOLUTIONS
difference) a little bit of collective and
some minor adjustments with the
cyclic and the Cabri circled nicely with-
out further inputs from me If you are in
the business of observing things on the Owned and Produced By: Official Media Partners:
adjusting the rotor speed appropriately. wards and neither the Cabri nor the sidered. I had trouble checking the
The RoD was between 1,400 and 1,600 engine protested. The Fenestron did VSI as the VSI was hidden behind my
FPM and the speed was 50 KIAS. On not have any problems stopping the right knee and Neumann had troubles
the way down he told me that he will rotation at the desired heading. Fixed- checking the ASI as this instrument
start the power recovery a little bit wing guys would call that kind of was hidden behind his left knee. With
higher than what I was probably used maneuver a stall turn or hammerhead. adjustable pedals this problem should
to. The reason for that procedure is Of course I had to try it myself and it is be solved however. (Guimbal told me
simple. The governor really has bite serious fun! Having done that I imme- that nice adjustable pedals are in final
and the ensuing yaw requires quite a lot diately started thinking about a Cabri development, and will be standard
of quick pedal to keep the nose heading beefed up for aerobatics so that one next summer).
the right way. And so it was. could have all the fun of the BO105 Speaking of instruments, with the
It was time to head home and we but at a more affordable price (not clever EPM already in place perhaps
climbed to 3,000 feet. On the way every helicopter pilot is sponsored by there is a way to teach the EPM to gen-
back Neumann suggested to try a Red Bull). For obvious reasons Guim- erate a “settling” warning. Perhaps a
low-g maneuver. My rather timid try bal Hélicoptères does not encourage future full glass cockpit. Since helicop-
on this maneuver neither impressed aerobatic flight in the Cabri, however ters are often used for photo flights the
the 4-point seatbelts nor Neumann, the very reassuring behavior during doors should get a reasonably sized
so he took over. He pushed the cyclic these maneuvers should prove that “photo window” to make photogra-
massively forward and fortunately the small Cabri really has great safety phers happy.
the seatbelts worked perfectly fine. margins. We were almost back home. Of course you can always remove
The nose down attitude was almost Shut down is standard. The rrpm the door, but that’s rather impractical
90 degrees. Apart from a protesting (150) at which you can engage the and really only an option for warmer
engine (which resulted in some pedal rotor brake is clearly displayed on the climate regions. Another small item in
work), the Cabri showed no sign of EPM. After completing the post land- this regard, in order to make full use of
strain. Pullout was effected with a ing checks and with the rotor stopped the fact that the luggage compartment
guesstimated 2g and immediately I contemplated my flight with the can be accessed from the cockpit the
upon starting the pullout the engine Cabri. There is a lot of good stuff the pilots seat should be reconsidered. At
ran smoothly again. Cabri offers but I did find some room the moment minimum crew is one
Converting speed into altitude for improvement. pilot on the right seat. Personally I
(OK, a little bit of altitude), Neumann First, adjustable pedals to insure a am not sure whether I would be very
pulled the stick back and raised the really comfortable seating position on happy to have a photographer on the
nose to about 80 degrees. A boot full longer flights and second, the location left seat trying to get the lenses out of
of left pedal turned the nose earth- of some instruments should be recon- the luggage compartment behind my
neck.
The Cabri is a very capable heli-
Built with the training market in mind, there is copter, very agile and a lot of fun to fly.
more room inside than some trainers. However, for the new kid on the block
to be successful, the whole package has
to be right, that is the helicopter has to
perform well (which it does), training,
service and maintenance have to be in
place and what can be called customer
care has to be up-to-date. So, building
the helicopter is the easy part—the
tough job is to sort out all the other
details and this takes time.
The Cabri G2 was built with the
training market in mind. The very
forgiving high inertia rotor system
and the fact that there is no danger of
Thomas Skamljic
Randy Jones
Publisher
We asked the participants in this year's Rotor & Wing
Executive Outlook to answer the question:
“What technological changes do you anticipate will
most impact rotorcraft operations in 2011?”
TABLE OF CONTENTS
25 Executive Outlooks
43 ..........................Aviation Instrument Services
Company Profiles 44 ........................................... Kaman Aerospace
46 ........................................................Turbomeca
30 ...............................................AgustaWestland
48 ............................................Alpine Air Support
31 ............................................................ Cobham
49 ...........................................HR Smith/Techtest
32 ...................................................Aero Dynamix
50 ................................FlightSafety International
34 ......................HEATCON Composite Systems
52 ..................................................................Aviall
35 ............................................ Aerospace Optics
54 ................................................................... CAE
36 .................................................Aspen Avionics
55 .......................................... Hughes Aerospace
38 ........................................................... Goodrich
56 ..............................North Flight Data Systems
39 ........................................................Eurocopter
58 ............................................................ Uniflight
40 .......................................... Precision Heliparts
42 ................................................ BLR Aerospace
Aviall
“Technology Advancements Benefit Rotorcraft”
Advances in technology continue to benefit the rotorcraft industry and enable Aviall to
improve its inventory and supply chain services to engine shops, commercial operators and
fleet operators.
In addition to its industry-leading inventory of OEM parts and its expanded catalog of
helicopter support, Aviall continues to invest in state-of-the-art technology for the all-new
Aviall.com, another industry leader. This site is packed with features that make it easier for
helicopter operators to order the parts they need to keep their rotorcraft in the air. Search
functions and e-mail notifications have been improved, the multi-line order capability for
spreadsheets has been expanded, and you may now save contents of your shopping cart to
order the same parts again later.
Developments in technology are also improving the industry’s ability to refurbish and repair products and
materials, making access and availability more important for operators in 2011 as they strive to manage costs. Aviall is
enhancing its Rolls-Royce-approved surplus, spares and rotables group to better serve this market segment.
Through its 40 locations around the world, Aviall remains committed to being a total solutions provider with
prompt, reliable service for the rotorcraft industry.
Dan Kommenovich
President and CEO
Aviall, Inc.
Cobham
“Renew Emphasis on Pilot Training”
From an avionics perspective, our area of expertise, it will be less a matter of new technologies
impacting the helicopter industry in 2011 than the more widespread adoption of current, off-
the-shelf technologies.
Enhanced safety, in particular, will be realized as segments such as helicopter
emergency medical services (HEMS), law enforcement agencies and offshore oil
drilling operations migrate toward readily-available hardware and software upgrades
like 3D synthetic vision EFIS, helicopter terrain awareness and warning systems
(H-TAWS), automatic dependent surveillance-broadcast (ADS-B), night vision goggles
(NVG), radar altimeters, and digital audio systems. In addition, we foresee especially
strong demand among many operator segments for Autopilot/Stability Augmentation Systems (SAS)
in 2011. Our own system, HeliSAS, should receive B206/B407 and AS350 certifications in the first quarter.
While Cobham is uniquely positioned to meet a host of technology needs for the rotorcraft industry, it’s equally
important for the FAA, NTSB, owners, and operators to renew an emphasis on pilot training and proper safety
procedures to fully realize the benefits of upgraded components in their aircraft.
David Ashton
Vice President
Cobham
Joe Hawke
President & CEO
Uniflight
FlightSafety International
“Emphasis on Cockpit Equipment Technology”
With the likely FAA mandate for new safety hardware such as HTAWS, we expect to see
more emphasis on cockpit equipment technology. As FlightSafety continues to introduce
simulation-based training to operators of light, turbine-powered helicopters, we look to
FAA and other regulatory agencies to increasingly approve the use of Level 7 FTDs and full
flight simulators in Part 135 certificate-holder training programs.
Night vision goggles are becoming more widespread in EMS and law enforcement
operations, and full flight simulators and Level 7 FTDs are ideal vehicles in which to gain
proficiency in NVG-aided flight. We’re prepared to support helicopter operators as they
work to comply with FAA proposals to increase training and testing to recognize and
escape from inadvertent IMC, and to require an instrument rating for EMS pilots. During
2011, we will increase the number of full flight simulators and enhance the capabilities of our Level 7 FTDs.
George Ferito
Director, Rotorcraft Business Development
FlightSafety International
Eurocopter
“Green Technologies in bluecopter”
Eurocopter has taken up the challenge to introduce technologies that address the increasingly-
important environmental concerns for helicopter operations. This is one of the key axes
of Eurocopter’s innovation drive for the next 12 months and beyond, along with safety and
broadening the mission spectrum of our helicopters. The company’s “green” R&D efforts
have been bundled in the bluecopter technology program, which is focused on developing
advanced technologies that offer environmental benefits for new and existing Eurocopter
aircraft. The expected benefits range from improved acoustics (for external perceived noise) to
decreased emissions (C02 and NOx). Eurocopter is exploring several ways of optimizing main
rotors to reduce external noise and cabin vibration. One method is to utilize a double-swept
blade configuration, called Blue Edge, while another involves the integration of “intelligent” Blue Pulse piezoelectric
actuators into a blade’s trailing edge.
As part of the bluecopter program, Eurocopter plans to perform a flight with a light helicopter powered by a diesel
engine. The objective is to reach a power-to-weight ratio capable of challenging the advantages of a classic turbine.
Efforts also are focused on neutral materials (carbon neutral and non-hazardous processes) as well as the ability to
recycle materials and components of helicopters that have reached the end of their service lives. In addition, the
company has introduced a new method to measure and benchmark progress in environmental performance. Based on
certification data, this Eurocopter-developed tool enables operators and their passengers to check the environmental
rating of their helicopters. A significant amount of R&D work at Eurocopter is invested in making helicopters easier
to handle, increasing their flight safety, improving crew situational awareness, and providing pilot support/partial
automation in planning and carrying out missions. Combined with advanced training methods, these efforts will assist
in enhancing safety.
Higher speed is an option to expand the application of helicopters in additional missions. Eurocopter began flight
testing of its X³ technology demonstrator, which is designed for maximum cruise speeds of minimum 220 kts. This
hybrid aircraft combines the speed of a turboprop-powered aircraft with the full hover capabilities of a helicopter.
It is tailored to applications where mission success depends directly on maximum cruising speed at very reasonable
operational costs, thus a higher productivity of the aircraft is key. Eurocopter will continue to flight test its X³
demonstrator through 2011 in order to validate the concept.
Lutz Bertling
President & CEO
Eurocopter
Anytime. Anywhere.
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and has been for well over 40 years and
counting. Whatever you fly, wherever you
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A
g u st aWe stl a n d , a p o w e r-
ful force in the helicopter
industry, is capable of satisfy-
ing the widest range of customer
requirements with a modern range of
high performance civil and military
rotorcraft encompassing all the main
weight categories. Products range from
the innovative single-engine 2.8-ton
AW119Ke to the 16-ton three-engine
AW101 helicopter. Other products
include the AW109 Power, AW109
LUH and GrandNew light-twin; the
T129 combat helicopter; the multi-
role Super Lynx 300 and AW159; the
best-selling AW139 medium twin; the
BA609 tiltrotor and the NH90 11-ton.
A new product recently launched is
the AW149 military medium class
helicopter, further expanding the prod-
uct range.
Through a wide range of joint
ventures and collaborative programs
with major aerospace and defense delivering increased aircraft opera- needs of all customers. The company
companies AgustaWestland is increas- tional effectiveness to the military provides integrated training solutions
ing its helicopter offerings and opening while driving down through-life costs. that support the complete pipeline,
up new business opportunities. A large The company also offers its com- from basic training to beyond utilizing
variety of initiatives and industrial co- mercial customers a wide range of classrooms, simulators and aircraft.
operations have in fact been set up in service plans and industry leading war- Emphasis is placed on producing a
several countries including the U.S., ranty programs. range of cost-effective options aimed
Turkey, China, Russia, Japan, India, That’s not all. AgustaWestland is at supporting the user as close to the
South Africa, Libya and Canada. expanding its network of supply and front line as possible, while providing
service centers around the world to central high value services delivering
Working for Customers be close to its customers. The supply training courses and simulation for all
AgustaWestland is focused on help- and service centers stock spares and customers.
ing its customers reduce their costs are authorized to carry out repair and Rotorsim, a joint venture with CAE,
of ownership while improving opera- overhaul services for AgustaWestland delivers simulator training for a range
tional capabilities. Integrated Opera- helicopters. of AgustaWestland helicopters, includ-
tional Support (IOS) solutions are ing the AW109 Power, AW109 LUH
Training and and AW139; and has Level D certified
Future Plans simulators located in both Italy and
Ag ustaWestland is an the U.S. In the UK, Aviation Training
established provider of International Ltd., a joint venture with
professional training ser- Boeing, provides a comprehensive
vices and solutions to a training service for the British Army
wide range of civil, military Apache AH Mk.1 fleet.
and industrial customers Finally, AgustaWestland is investing
around the world. Build- in advanced technologies right now
ing on core competen- that will make future rotorcraft more
cies in high quality rotary efficient, quieter and greener.
wing and systems train- In addition to new helicopter
ing, AgustaWestland is designs, the company is also studying
committed to developing revolutionary tilt rotor and tilt wing
and expanding its training rotorcraft, combining turboprop per-
portfolio to meet the cur- formance and rotorcraft flexibility in a
rent and future training single vehicle. ■
D
the internal lighting to be compatible Aero Dynamix also has NVG sales
Dynamix has become the lead- with goggles, and not void the manu- and certification/repair capabilities,
er in the night vision modifica- facturer’s warranty. and is a stocking distributor of L-3
tion industry. Focusing on safety, qual- Aero Dynamix offers an engineer- goggles. With a 48-hour turnaround
ity, and customer satisfaction, Aero ing and manufacturing department time on re-certification of goggles,
Dynamix is truly setting the standard that can design and build Edge Lit aviators and operators are able to stay
for NVG. Panels and NVIS Overlay Panels for in the air so that they can continue to
As an FAA-certified Repair Station various fixed-wing and rotary wing provide their much-needed mission
(C73R723N), Aero Dynamix offers a aircraft. This cuts down on production support.
full line of services in the instrument/ time and risk for completing a project Because of the anticipated increase
avionics repair field. Currently the since all work is performed internally in demand for NVG lighting systems
company employs more than 75 night and there are no third-party vendors in 2010, the company is currently
vision professionals and is growing to coordinate with. With state-of-the- in the process of rebuilding a much
rapidly. Aero Dynamix has FAA- art machinery, Aero Dynamix ensures larger, state-of-the-art facility (23,200
certified repair technicians on staff to the highest levels of quality are always square feet) to compliment growing
meet customer demands for avionics met. needs in the industry. Aero Dynamix
repairs. Aero Dynamix also employs a Each civil aircraft that is modified plans on moving in to the new facility
certified A&P technician. by Aero Dynamix is fully certified early 2011.
Aero Dynamix also offers its cus- and STC’d by the FAA, meeting all of Dennis Trout, General Manager of
tomers around the world the ease of the regulatory guidance standards. Aero Dynamix, states: “As the industry
having their instruments modified Aero Dynamix is privileged to say the leader, we will continue to grow and
internally without having the OEM company has earned 24 multi-ship support our customers in a way that
warranty voided. With agreements supplemental type certificates on 36 no other company can.” Trout stresses
from major OEMs such as Honeywell, different aircraft, as well as, two EASA that crew safety, mission accomplish-
Garmin, Rockwell Collins and many (European Aviation Safety Agency) ment and ensuring the total life-cycle
others, Aero Dynamix has the author- validations, with a third pending, for support to the customer is critical to
ity to open an avionics unit, modify NVG cockpits. the success of Aero Dynamix. ■
T
Since 1981, our customer centered now providing unique solutions, such
materials in aviation has become “T.E.A.M.” approach has been meeting as composite helicopter blade repair
commonplace for many of the the needs of all our industry partners. utilizing our patented portable auto-
major airframe manufacturers and end We have focused on delivering the clave system and custom designed heat
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requires much more sophisticated on the market today and is certified to repair them. Also, as an AS9100/ISO
procedures and control. Even with by some of the most rigorous environ- 9001:2008 certified manufacturer, we
these complexities, a proven company mental, electrical, and physical testing provide you peace of mind in knowing
can provide the necessary training, systems. All of our components are that we are committed to excellence
equipment, accessories, and materials carefully selected to ensure fail-safe and to continual quality improvement
to easily repair these unique advanced operation. By building a reputation of in all aspects of our business.
composite structures. You shouldn’t excellence, we have become the sup- We are the “one-stop-shop” from
partner with just any company for plier of choice for major manufactur- Training to Equipment, Accessories to
your composite repair needs, you need ers, military and repair organizations Materials, for all your composite repair
to partner with a company that sets within the composite repair industry. needs. With offices located around
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repairing advanced composite struc- With 30 years of technological and solutions in the industry today.
tures. That company is HEATCON® innovations and experience in the Let us become your composite
Composite Systems! composite repair field, HEATCON is repair industry partner! ■
A
ing with the VIVISUN Configurator, helped Aerospace Optics build its
world’s premier manufacturers an online tool that enables customers reputation as one of the world’s fore-
of lighted pushbutton switches, to specify switches, request quota- most producers of Mil-Spec qualified
indicators and electro-optical, pro- tions and access their parts history. and DO-160 compliant pushbutton
grammable displays. The company is Advancements such as these have switches and indicator displays. ■
well known for innovation and world-
class customer service, providing
products and services that have revo-
lutionized the aviation, aerospace and
defense industries.
Over the years, Aerospace Optics
has made great strides in product
Our customer’s European mod
development. For instance, the com-
pany introduced one of the first light-
ed pushbutton switches that was read- center needed LED switches,
able in direct sunlight, which made
flying safer. Aerospace Optics was
also a leader in developing one of the
first switches to use an integrated LED each with a different display,
lighting source, replacing incandes-
cent bulbs as the industry standard;
and it established a filtering technolo-
gy that allowed both NVIS-compliant
on a short time frame.
lighting and sunlight readability.
These technologies paved the way
for additional innovations such as the
VIVISUN 5000, which is an electro-
optical display switch system also
offering NVIS-compatible, and sun- We delivered the switches inside a week.
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A
spen Avionics specializes in
making reliable, solid-state avi-
onic technologies for helicopter
applications. Our products increase
situational awareness and reduce pilot
workload, making it easier and safer
to fly every mission. Our philosophy
is that investing in the latest avionics
technology shouldn’t always mean
spending a lot of money—on equip-
ment or installation.
Aspen’s flagship product line is
the Evolution Flight Display system.
Evolution displays are lightweight and
compact—under four pounds, includ-
ing the remote sensor module (RSM).
The Evolution system is built upon
an open architecture that enables
compatibility with the systems already
present in your cockpit.
Additionally, front-load micro MFDs ■ High-resolution digital moving map
SD cards make software upgrades The EFD1000H and 500H MFDs with relative terrain and obstacle
and new features easy to install. This allow you to expand your glass panel awareness (MFD)
all adds up to future-proofing your and enhance your flight mission with ■ Traffic and weather interface
investment in glass panel technology. features such as high resolution digital (MFD)
With looming FAA mandates for moving map, terrain and obstacle
NVG, HTAWS and NextGen, Aspen awareness, datalink weather, traffic About Aspen Avionics
is committed to delivering upgrades and more. Aspen Avionics is based in Albuquer-
that will make these transitions eas- que, N.M. and was founded by pilots
ier and more cost-effective for your Perfect Fit for Every and aviation enthusiasts in 2004. Our
operation. Mission customers tell us our service and sup-
Law enforcement, search and rescue, port are top-notch and we work hard
Primary Flight Displays military, medevac or IFR training— to maintain that level of trust.
The EFD1000H Pro PFD is an every mission requires reliable, easy-
approved replacement for your to-use tools to get the job done and Approvals
mechanical flight instruments and is this is what Aspen delivers. With We have more than 3,000 installations
the most affordable “six-pack” replace- flexible installation options, you can and more than 900 aircraft approved
ment EFIS display technology avail- choose the configuration (one, two, or for installation. The Bell 206 STC is
able in the helicopter market today. three displays) that works for you. available today. Additional STCs are in
System features include: process, including the Robinson R22/
■ Brilliant, direct sunlight-readable, R44, Bell 407, AS350, MD500 and the
6-inch 760 x 400 TFT active matrix Enstrom 480B. ■
LCD display
■ Reliable solid-state attitude and
heading reference system (AHRS) For the most current information
■ Emergency GPS and backup battery regarding availability, installation, and
with 30 minutes of backup time future certification possibilities, please
■ Electronic HSI with moving map contact:
that displays GPS flight plan legs, Anson Gray, Helicopter Program Man-
waypoints, navaids and airports ager, 1-480-433-3542
(PFD) anson.gray@aspenavionics.com
■ Electronic attitude director indica-
tor (ADI) with easy-to-read air- Mike McKinney, Regional Sales Man-
speed and altitude tapes (PFD) ager, 1-505-553-1607
■ Altitude alerter (PFD) mike.mckinney@aspenavionics.com
www.aspenavionics.com
All content Copyright 2010 Aspen Avionics Inc. ”Aspen Avionics” and the Aspen Avionics aircraft logo are trademarks of Aspen Avionics Inc. All rights reserved.
JA N UA R Y 2 0 1 1 | R OTO R & W I N G M AGA Z I N E 37
Goodrich Corporation
Leadership & Experience to Support the Helicopter Industry
W
ith a longstanding presence
in the helicopter industry,
Goodrich Corporation
serves commercial and military opera-
tors with advanced system technology
and tailored service offerings. Its his-
tory of improving reliability, opera-
tional cost, functionality, and safety for
helicopter operators and manufactur-
ers around the world—combined with
its reputation as a flexible business
partner—have made the company a
trusted source for original equipment
and aftermarket solutions.
Broad Portfolio of
Helicopter Capabilities Goodrich’s translating drum hoist technology displayed on a BK-117.
Goodrich Corporation’s broad port-
folio of field-proven products for the ■ Mission data recorders ■ Drive shaft systems
helicopter industry includes, but is not ■ Electric power generation and ■ Starter-generator brushes
limited to, the following systems: distribution
■ Engine controls
■ Air data sensor systems Field-Proven Success
■ Health and usage management sys- ■ Laser detection systems Goodrich products and systems are
tems (HUMS) ■ Fuel gauging systems on nearly every helicopter that flies
■ Flight control actuators ■ Ice detection and protection today, as well as those currently in
■ Rescue hoists systems development. Service-proven HUMS,
■ Terrain warning and avoidance ■ Aircraft data concentrator electronic engine controls, actuation
systems equipment systems, laser warning systems and
rescue hoists are among the products
on key frontline military helicopters
such as the Bell-Boeing V-22 Osprey,
Boeing AH-64, Eurocopter UH-72
Lakota, NH Industries NH90, and
Sikorsky UH-60. Active commercial
applications include the AgustaWest-
land AW139 and Sikorsky S-76 and
S-92. Goodrich products are present
on a number of diverse platforms
in development today, such as the
AW159 and Sikorsky CH-53K.
Providing Comprehensive
Lifecycle Solutions
Goodrich’s extensive experience,
innovative advances and continu-
ally evolving product lines have posi-
tioned the company as a frontrunner
in the development of mission-critical
helicopter technology. Further, the
company is dedicated to providing
comprehensive, custom-tailored life-
The U.S. Army’s Black Hawk fleet is equipped with Goodrich HUMS.
cycle support of its products. ■
P
recision Aviation Group (PAG) rotary-wing turboprop aircraft. The
is a leading provider of products test and repair equipment was moved
and value-added services to the to the Atlanta facility, located near
worldwide aerospace and defense Hartsfield-Jackson Intl Airport. PAG
I nventory
S upported More Than 50,000 Line Items In Stock For
Sale Or Exchange
How it Works
FastFin. The FastFin system modifies the tail
boom with two parallel stall strips,
Selected by Bell Helicopter known as Dual Tail Boom Strakes, and
for new 412EPs a reshaped vertical fin, optimizing air-
Now shipping to aftermarket flow around the tail boom for dramatic
FAA certified for 1250 lbs. improvements in tail rotor efficiency
more useful load and wind azimuth tolerance. With
these simple changes, operators can
Extraordinary ROI do—and earn—more than ever before.
A
instrumentation to the general/corpo- need. “To aid many of our customers
(AIS) was founded in 1977 with rate aviation and helicopter markets with their surplus inventory problems,
one goal in mind: to build a repu- through both outright and exchange we have established a very attractive
tation of excellence in service. Just ask sales, as well as providing an efficient, consignment program that allows
AIS’ customers and they’ll tell you that single source management of compo- companies to offload their surplus to
this company meets this goal—time nent repairs and overhauls through our our facility for us to manage and sell,”
and time again. “When AIS’s experi- approved repair shop network.” he adds, allowing customers to "free
ence is joined with their buying power, By sourcing repairs through AIS, up large sections in their warehouses
their customer receives a level of value managers can avoid warranty head- of maturing inventory and fill them
that is unbeatable,” says Dave Vorsas, aches! This is because “when a warranty with more desirable inventory.” From
president of JDC Company. problem arises with a unit and the shop parts acquisition and sales to managed
Specifically, AIS delivers excellent you used does not carry any exchanges component repair and replacement,
service in a variety of areas, such as or loaners, you must send the unit back AIS does it all. In fact, it is fair to say that
quality helicopter instrumentation and wait for repair,” Sensale says. “With AIS looks out for its customers’ inter-
and repair, and serving as a convenient repairs handled by AIS, you are sent an ests every step of the way. Proof can be
consignment ‘clearing house’ for its exchange at no charge, provided that we found through customer testimonials
customers’ excess inventory. “In the have it in our inventory, or in the inven- at www.aviation-instrument.com.
pursuit of our goal, we have grown into tory of any of the shops with which we “Parts and service you can trust,
a multi-dimensional company that deal.” As a result of AIS’ long-term rela- every step of the way!” At AIS, this isn’t
provides a variety of services to meet tionships with a network of more than just a slogan, it’s a commitment backed
our customers’ needs,” explains AIS 30 highly qualified repair facilities, the by 34 years of experience—and more
President and Founder Jim Sensale. company is highly successful in finding important than ever during tough eco-
“These services include offering quality the exchange parts that its customers nomic times. ■
O
ne of the Safran Group’s high-
tech companies, Turbomeca
specializes in the design, pro-
duction, sale and support of low- to
medium-power gas turbines for heli-
copters.
In the industry since 1938, Turbo-
meca is the world’s leading manu-
facturer of helicopter engines. It also
designs and builds turbine engines for
training aircraft. Turbomeca has one
subsidiary: Microturbo, a specialist in
turbo-reactors for missiles.
Thanks to Turbomeca’s continuing
investment in R&D, commitment to
global service, and quality design and
manufacturing facilities, Turbomeca
helicopter engines are the choice of
AgustaWestland, AVIC, Eurocopter, wide economy is facing, we are more
HAL, Kamov and Sikorsky. than ever focusing on helping you Safety
The company’s goal is to provide meet your business challenges. Turbomeca joined a group of presti-
a full range of services conveniently At Turbomeca, we are constantly gious helicopter industry leaders in
close to customers, wherever they putting in place opportunities for sponsoring the 2009 International
may operate. Turbomeca serves 2,350 open dialogue with our customers and Helicopter Safety Team meeting in
customers in 155 countries. this allows us to: Montreal, Canada. The primary objec-
tive of the IHST is to reduce the rate of
■ Improve engines availability, helicopter accidents by 80 percent by
Broadest Range of ■ Increase durability, 2016. Turbomeca has reduced its rate
Turboshaft Engines ■ Ensure easy and effective commu- of in-flight shutdowns and losses of
Ranging from 450 to 3,000 shp, Turbo- nications, and power by 50 percent since entering
meca turbines power civil, parapublic ■ Provide more support services the IHST program.
and defense helicopters for all leading closer to our customers.
helicopter manufacturers. Despite
this variety, all of these turbines ben- Our ultimate objective is to develop Preparing for the Future
efit from Turbomeca’s emphasis on products and services that contribute For several years now, the helicop-
leading-edge technology that is care- to helping our customers focus on ter engines Turbomeca invents and
fully designed, rigorously tested and their core business: Flying. manufactures have been subject to
meticulously manufactured. The development criteria including the
modular design of Turbomeca engines reduction of fuel consumption—thus
facilitates maintenance operations. New World-Class Plant reducing greenhouse gas emissions,
Turbomeca engines are designed with The brand new industrial plant in pollution, and noise levels—and the
high power growth potential for a France notably deploys high-per- selection of more eco-friendly materi-
broad array of applications. formance production capabilities. als and manufacturing and mainte-
Particularly, it is enhancing flows and nance processes.
reducing production cycles, and thus, Research and development spends
The Service will help Turbomeca to ever better 20 percent of its budget on programs
Considering the difficulties the world- server its customers. to reduce atmospheric emissions and
noise pollution and to reduce the use
of harmful materials and processes.
Environmental protection is of the
utmost importance to our company.
At Turbomeca, we value highly all
our commitments, from compliance
with regulations to ethical issues and
the continuous improvement of our
products and services. ■
N
ow in our 15th year, cessfully run and operate
Alpine Air Support is several consignments with
an aftermarket heli- major Dauphin operators.
copter parts supplier exclu-
sively stocking components
for the Eurocopter AS365 OEM Factory
Dauphin series. Centrally Distribution
located in Zürich, Switzer- As a factory authorized
land, the company is focused distributor for Goodrich
on stocking the most widely Actuation Systems, Sagem
required rotable, avionics Défense et Sécurité and
and instrument parts for the Thales AES in France,
Dauphin series of helicopters Alpine has established
(including the EC155). marketing agreements to
ments in Dauphin spares. We specifi- ensure a steady supply of components
cally stock every single Sagem AP-155 and to maintain stock levels for the
Parts Exchanges and autopilot component and have an “hot movers”. We are able to pass on
Consignments extensive inventory of avionics and genuine cost savings to our custom-
For rotable replacement, avionics instruments on the shelf, ready to ship. ers for many OEM products, with
and instruments, we offer a compre- Main and tail rotor servos, engine far quicker delivery times than the
hensive exchange program where we accessories, starter generators and factory.
supply a tagged, serviceable unit on landing lights to name just a few.
advance exchange with a core unit due
back to us within 21 days. Our sales Quality and Customers
price reflects the actual net cost asso- Consignments Alpine Air Support’s Quality System
ciated with the repair or overhaul, sav- We can also offer parts consignments is ASA-100 accredited and approved
ing money against the manufacturer’s as an attractive and cheaper option (based on FAA AC-00-56A). We have
list price. to OEM power-by-the-hour (PBH) a worldwide Dauphin operator and
arrangements. Alpine physically sup- service center customer base who
plies complete inventories to opera- trust our quality, appreciate our ser-
Stocked Components tors, which are maintained at the vice and competitive pricing. If you fly
It is our clear aim to be the market customer’s operating facility until or maintain Dauphins, we should be
leader in AS365 and EC155 helicopter required. Our consignments offer far talking! ■
aftermarket parts support. We have greater flexibility and availability than
made major and continual invest- any existing PBH schemes. We suc-
We own and stock the largest independently held Dauphin helicopter parts inventory
available on the market today. Rotables, avionics & instruments ready to ship worldwide.
Parts for exchange and outright sales.
US-Phone : +1 207-513-1921
Phone : +41 52 345 3605
Fax : +41 52 345 3606
E-Mail : mail@alpine.aero
Web : www.alpine.aero
F
mented by a flexible, modular range HR Smith Group remains commit-
nical Developments) Ltd. quickly of homing and decoding equipment ted to its aim of delivering practical and
forged an unrivaled reputation including 406 MHz identification and cost-effective radio frequency systems
for delivering advanced and efficient locating. For the future, Techtest will and, through its comprehensive prod-
airborne antenna systems. Used by soon launch a new high-resolution uct portfolio and extensive in-house
military and commercial operators direction finding system which will capabilities, delivering tailored solu-
alike, current products span the entire further aid safety by allowing rescuers tions to meet the demanding needs of
range of airborne radio frequency to resolve multiple beacon scenarios. aviation and survival markets alike. ■
applications including digital and
voice communications, navigation,
surveillance and direction finding.
A major area of recent development
has been that of electronically-tuned
communications antennas. These
innovative devices offer very low-
profile characteristics and outstanding
broadband performance of a level nor-
mally seen only from antennas much
greater in size.
In 1978, the sustained growth of
HR Smith Group was augmented
by the formation of Techtest Ltd.
Although initially formed in response
to market demand for radio frequency
test equipment, Techtest was soon
to expand into the field of search and
rescue, and is now globally acknowl-
edged as a unique and successful
supplier of total SAR solutions for the
aviation market. Central to Techtest’s
product portfolio is the highly success-
ful ETSO-approved Series 503 ELT
incorporating the 406 MHz COSPAS-
SARSAT satellite distress frequency.
Designed for civil and military appli-
cations, Techtest ELTs now equip a
wide range of helicopters, commercial
airliners and military aircraft, includ-
ing fast-jets. Techtest also pioneered
the development of the deployable
406 ELT system for maritime aircraft,
and is now the primary supplier to the
UK’s offshore industry. Most recently,
the deployable ELT was upgraded
to provide FDR memory capability
allowing flight data to be downloaded
from the recovered beacon.
Meanwhile, individual aircrew
safety is comprehensively served by
Techtest Series 500 personal locator
beacons (PLBs). Featuring integral
GPS and 406 MHz, these beacons
are compact and lightweight, and
offer a wide selection of frequency
HR Smith, Street Court, Kingsland
and speech options, including covert
encrypted modes for military applica-
HR Smith Leominster HR6 9QA ENGLAND
tions. This extensive range of Techtest Group of Companies t. +44(0) 1568 708744
f. +44(0) 1568 708713
emergency transmitters is comple-
sales@hr-smith.com www.hr-smith.com
F
lightSafety, the world’s fore-
most aviation training company,
training professionals from 154
countries, continues to set the stan-
dard with its growing commitment
to simulation-based helicopter train-
ing, including groundbreaking Level
7 flight training devices and plans
to aggressively expand night vision
goggle training capability.
Profile Head:
Enhancing Safety by Delivering Superior Helicopter Training in the Areas That Matter Most
Programs Tailored to
Your Individual Needs
Profile Subhead
Quality • Value • Service • Technology
Inadvertent IMC Training
Mission-Specific Training
� Emergency Medical
� Corporate/Executive
Transport
� Law Enforcement
� Newsgathering
� Offshore
New Helicopter-
Dedicated Lafayette
Learning Center
eLearning Convenience
Training to Proficiency
When you choose to train with FlightSafety International, mission is corporate/executive transportation, emergency
you receive much more than just basic instruction. medical transport, offshore support, law enforcement
First to Develop Level D
You leverage the unmatched resources of the world’s or newsgathering, our industry-leading training focuses Helicopter Simulators
leading aviation training company. More courses, more on your particular challenges, helping ensure that you’re
instructors, more top-level fully qualified simulators, prepared when the routine turns into the unforeseen.
1,400 Highly Qualified
more training locations. We’re the authorized trainer Instructors
for the majority of aircraft manufacturers, including We offer training for Bell helicopters at Fort Worth, Texas,
Bell Helicopter and Sikorsky Aircraft. and for Sikorsky helicopters at West Palm Beach, Florida,
Dedicated to Enhancing
and London Farnborough, England. Our newest Learning Safety Since 1951
Simulator-based training from FlightSafety is the single Center at Lafayette, Louisiana, dedicates its efforts wholly
most effective way to enhance safety in helicopter flight to helicopter safety training, offering customer-specific
Integrated Customer
operations. We continue our decades-long helicopter safety training supporting multiple aircraft manufacturer
Training System
leadership with the world’s first Level 7 helicopter flight product lines. The center’s training programs serve all
training devices for effective and economical training. We sectors of the industry, including the large and diverse
Worldwide Network of
were the first to bring Level D performance to full flight fleet operating in the Gulf of Mexico. At our Tucson,
40 Learning Centers
helicopter simulation and the first to introduce the quiet Arizona, Learning Center, we use a Level 7 FTD to
precision of simulator electric motion and control loading. deliver cost-effective Eurocopter AStar training.
Online Training
Program Management
Mission-specific training uses realistic scenarios Run down our helicopter training checklist and then
to prepare pilots and crew for the conditions and ask yourself an important question. Could you benefit
Flexible and
situations they encounter in the field. Whether your from the FlightSafety Advantage?
Convenient Scheduling
For information, contact Scott Fera, Vice President Marketing • 718.565.4774 Outstanding
sales@flightsafety.com • flightsafety.com • A Berkshire Hathaway company Customer Service
C
AE has an unparalleled Train by Simulation of
breadth of experience Flying (HATSOFF). The
in helicopter simulation, HATSOFF training center
training and mission rehearsal. includes a CAE-built full-
In fact, no other company has mission helicopter simu-
designed training systems for a lator that features CAE’s
greater variety of rotary-wing revolutionary roll-on/roll-
platforms. CAE has simulat- off cockpit design, which
ed helicopters from virtually enables cockpits represent-
all the major manufacturers, ing various helicopter types
including AgustaWestland, to be used in the simulator.
Bell Helicopter Textron, Boe- The first training program
ing, Eurocopter, Hindustan HATSOFF is offering is for
Aeronautics Limited (HAL), operators of the Bell 412
Kaman, MD Helicopters, NHIndus- “Little Bird” combat mission simulator, helicopter. Additional cockpits for the
tries, and Sikorsky. CAE is also the featuring the largest dome display ever Indian Army/Air Force variant of the
industry pioneer in designing and on a motion-based flight simulator. HAL-built Dhruv, the civil variant of
developing a comprehensive turnkey CAE delivered an MH-47G Chinook the Dhruv, and the Eurocopter Dau-
training service for helicopter train- simulator as well as an MH-60 Black phin will be added.
ing, as evidenced at CAE’s Medium Hawk combat mission simulator for CAE 3000 Series helicopter mis-
Support Helicopter Aircrew Training the Regiment. CAE has also upgraded sion simulators provide an immersive
Facility (MSHATF) in the UK. existing MH-47 and MH-60 simula- training experience for civil helicopter
tors with CAE visual systems, and pilots. This new CAE simulation capa-
Military and Civil delivered CAE Simfinity™ desktop bility offers unprecedented realism for
Highlights trainers to help familiarize pilots with helicopter-specific mission training,
CAE is responsible for the design the Common Avionics Architecture including offshore, emergency medical
and development of some of the most System (CAAS) cockpits in the new services, law enforcement, high-alti-
sophisticated and capable helicopter MH-47G and MH-60 helicopters. tude, corporate, and other operations.
training systems in the world. The NH90 is the largest helicopter FAA has qualified the first CAE
For the U.S. Navy MH-60S “Sierra” program ever launched in Europe 3000 Series helicopter mission simu-
and MH-60R “Romeo,” CAE is provid- with orders from 14 countries. In lator, a Eurocopter AS350 located
ing operational flight trainers (OFTs), Germany, CAE is part of a consortium in Phoenix, Ariz., for Level 7 flight
which are full-mission simulators used with Eurocopter, Thales, and Rhei- training device credits. FAA has also
to train pilots and co-pilots. CAE is nmetall Defence Electronics that is approved CAE to deliver the pilot
also providing weapons tactics train- providing NH90 helicopter training training ground school for the AS350
ers (WTTs) to replicate the back-end to the German Armed Forces and helicopter through a CAE Simfinity
of the helicopter for training sen- other nations at three training centers e-Learning program, enabling pilots to
sor operators. When integrated, the under a private finance initiative pro- reduce their time at the training centre
front- and back-end trainers become gram. In Australia, CAE is the prime for both initial and recurrent training.
a tactical operational flight trainer contractor responsible for providing A full-motion Level D version of the
(TOFT) to provide a comprehensive two MRH90 full-flight and mission CAE 3000 Series is in development.
solution to train flight and tactical simulators (FFMSs), training facilities,
skills together. CAE has delivered or is plus comprehensive engineering and CAE: Uniquely Qualified
under contract to develop seven MH- support services to the Australian CAE is uniquely qualified to handle
60S OFTs, five MH-60S WTTs, four Defence Forces. For the Netherlands, all helicopter simulation, training and
MH-60R TOFTs and two MH-60R the Rotorsim consortium—owned mission rehearsal needs. From entry-
avionics maintenance trainers. U.S. equally by CAE and AgustaWestland— level training devices to the networking
Army Special Operations Command has prime contractor responsibility for of advanced multi-mission helicopter
160th SOAR(A) – A/MH-6, MH-47, providing a NH90 full-mission flight simulators operating in an interactive
MH-60. trainer (FMFT) and an NH90 virtual threat environment, we’ve earned our
CAE has designed a range of train- sensor trainer for training rear crew reputation as the leader in helicopter
ing and mission rehearsal systems for sensor operators. simulation. CAE's experience, technol-
the 160th Special Operations Aviation CAE and HAL established a joint ogy leadership, and focus help ensure
Regiment, the “Night Stalkers.” CAE venture company in Bangalore, India aircrews always stay one step ahead to
delivered the world’s first A/MH-6 called the Helicopter Academy to achieve mission readiness. ■
H
ouston-based Hughes Aero- increases safety, access and reliability Hughes offers datacom solutions
space Corp. provides integrated while reducing costs and environmen- that will provide your aircraft with
systems solutions to opera- tal impact. Utilizing the latest technolo- wireless connectivity for AOC, ATS
tors, regulators, facilities, ATMBs and gies in performance-based navigation and passenger communications. We
OEMs worldwide. Our products and (PBN) procedure design and integra- can supply solutions involving satellite-
solutions are highly specialized and tion, offering RNAV/RNP, WAAS LPV based voice and data communications
we have extensive experience with and ground-based augmentation pro- that will increase safety and reliabil-
helicopter operators, corporate and air cedures, Hughes' philosophy is to pro- ity while reducing operational costs.
carrier aircraft. vide the ultimate value and satisfaction Hughes can also integrate peripherals
Our emphasis is on NextGen/CNS to its customers while incorporating all such as electronic flight bags, in-flight
technologies and their inter-relation- aspects of a project and delivering far passenger entertainment, tactical voice
ship with SMS and flight operations. more than an instrument approach. and data communication networks.
Other targeted services we provide as Hughes is uniquely positioned to Hughes understands the challenges
integrated or individual solutions are: offer not only RNAV/RNP, but quali- and evolving regulatory landscape
■ PBN Procedure Design fied to deliver the more precise three today. We offer safety management
■ SMS Programs dimensional paths of WAAS LPV and solutions that provide an integrated
■ Satlink/Datacom GBAS GLS augmented GPS navigation business program, conforming to cur-
■ ATM Services procedures. WAAS LPV differential rent and proposed regulatory compli-
■ Automated Weather & ATC GPS offers superior accuracy, provides ance requirements. We understand the
Communications Platforms lower minimums and a higher margin complex inter-relationships of technol-
Hughes Aerospace develops a total- of safety than non-augmented or “raw” ogy, training, operations, maintenance
ly integrated airspace solution that GPS navigation. and customer service. ■
Precision Navigation
Procedures for Helicopters
Satellite / Performance
Based Navigation (PBN)
Safety Management
Systems — SMS Systems
Hughes Aerospace Corp | 11811 North Freeway, Suite 500 | Houston, Texas 77060
www.hughesaerospace.com
I
n a country with the best health- Aviation. The design, manufacturing allows customers to use the same
care in the world, we have expe- and support operation have been acquisition unit in their entire fleet,
rienced the unfortunate rise in moved to Arlington, Texas within saving substantial money on main-
accidents and fatalities within the relative earshot of Bell Helicopter, taining and supporting different part
HEMS industry. The alphabet soup of Eurocopter, and the FAA Rotorcraft number inventory.
organizations, agencies, and groups Directorate. NORTH FDS designs
have all come to the same conclusion and manufactures cockpit voice and Quick Access Recorder
that a fundamental change in our video recorders that can interface With a constant focus on customer-
operating culture needs to occur so with the OuterLink satcom network based needs, NORTH FDS devel-
that we can reduce the accidents by or act as a stand-alone recorder and oped a Quick Access Recorder which
focusing more on prevention than output messages to other satcom pro- allows customers to easily access
accident investigation. viders such as those providing ser- their data on convenient 16 GB SD
vices through the Iridium network. cards. The company stays focused on
Company Background creating and delivering cost-effective
NORTH Flight Data Systems, LLC Multi-Function Data solutions that can integrate into all
is a collaboration of Metro Aviation Acquisition Unit areas of a customer’s operation.
President Mike Stanberry and Jeffery To enhance the system, NORTH “We also have the fortunate posi-
Warner, former vice president of sales FDS manufactures a Multi-Function tion of teaming with industry pow-
for OuterLink, who drove the prod- Data Acquisition Unit that has an erhouses like PHI Air Medical and
uct line development. It is a manage- extensive array of analog, digital, Metro Aviation,” says CEO Jeffery
ment buyout of the voice, video, and serial and ARINC input channels in Warner. “Those affiliations alone
data recorder products developed addition to multiple internal gyros speak volumes about the strength of
in partnership with industry leaders and accelerometers. Having such a our product line and the services we
such as PHI Air Medical and Metro comprehensive suite of input options provide.”
With the hardware already STC’d
and PMA’d on the Eurocopter EC135
and operational on EC145s and
AS350s, and soon to embark on an
STC for the Bell 407 in partnership
with PHI, the company has commit-
ted to offering a full range of flight
services so that customers can realize
the benefit of the data they are col-
lecting.
This full compliment of hard-
ware and personalized services can
enable customers to achieve the
true changes and safety improve-
ments they desire. Using the years of
operational experience and guided by
examples of success such as the PHI
Light Aircraft Monitoring Program
(LAMP), NORTH FDS will deliver
a program that is geared on making
their pilots and operations champi-
ons of industry.
It is only through a complete and
comprehensive suite of products
and services that the shared goal of
NORTH Flight Data Systems, which
is to improve safety, reduce costs,
and prevent the accidents in the first
place, can be attained. ■
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Uniflight
Strong Performance Today ... A Bold Vision for the Future
N
otwithstanding the difficult a Bell Helicopter Platinum level cus-
economic environment, 2010 tomer service facility. The company is
was a growth year for Uniflight headquartered in Grand Prairie, Texas
as the benefits of prior planning and and has facilities in Reading and Rome.
growth initiatives began to take root. Uniflight provides helicopter service
We diversified the service center fran- and support for AgustaWestland, Bell,
chise of our flagship location in Grand Eurocopter and MD Helicopters, as
Prairie, Texas (KGPM). After nearly 30 well as fixed-wing aircraft capabilities
years as a Bell CSF (Platinum rated), to support the most discerning cus-
we became an American Eurocopter tomers. Uniflight is an approved FAA
Service Center, which expanded the repair station as well as avionics dealer ing experience, including multiple
addressable market. We also added two for Becker, Chelton, Garmin, NAT and private equity, venture-backed and
new locations to address the void that Sandel. leveraged loan situations
we see developing in the northeastern ■ Rick Hinkle: Director of Sales—
U.S. market: Reading, Pa. (KRDG), 30-plus years rotorcraft experience,
which also obtained American Euro- including Keystone Helicopter Cor-
copter Service Center designation, and poration (25 years)
at KRME in Rome, N.Y. ■ Paul Rayhill: General Manager,
As a result of the growth in demand Uniflight-Rome—25 years rotorcraft
for service that we experienced in experience including U.S. Navy pilot
2010, we are moving to larger facili- and owner/ operator Aviation Ser-
ties with “through the fence” access at vices Unlimited (13 years)
Grand Prairie Municipal Airport. We ■ Greg Aslinger: Chief Pilot—28 years
also expect to add between one and rotorcraft experience including
three additional locations to expand Owner and Pilot, Uniflight Ltd.
the footprint of our business in the History of Uniflight
U.S., and, based on developments that ■ D. Tullos, a 25-year helicopter indus- Full Service Helicopter
are in process with various OEMs, we try veteran, founded Uniflight in MRO Provider
have an expectation that we will also be 1982 as an approved Bell Helicopter Over the past three decades, Uniflight
launching Uniflight’s Products Division, Customer Service Facility has earned a reputation for prompt and
which will add further diversification to ■ Greg Aslinger, a pilot and ENG professional service with the highest
our revenue streams. In addition, with service provider, acquired Uniflight quality standards in the industry.
multinational distribution partners, we in 1999 and relocated the business Uniflight specializes in:
anticipate that having this new capabil- to Grand Prairie Airport where he ■ Heavy Maintenance
ity will eventually lead to even broader established Uniflight as a full service ■ Aircraft Refurbishment
geographic expansion. helicopter MRO center ■ Aircraft Completions
■ Hawke Capital acquired Uniflight in ■ Component Overhaul
Serving Helicopter Owners 2008 as the foundation from which to ■ Spares Distribution
& Operators for 30 Years grow an industry-leading helicopter ■ Avionics and Mission Equipment
For almost three decades, north Texas- MRO services provider
based Uniflight has earned a well- ■ In September 2009 Uniflight became Uniflight is a Factory Authorized
deserved reputation for maintain- an approved Eurocopter Customer Service Center and FAA/EASA Certi-
ing the highest standards in aircraft Service Center fied Repair Station for the following
completions, overhaul, maintenance ■ Expanded from Texas to North- models:
and aircraft support. The company has eastern U.S. (Pennsylvania and New ■ Bell 47, 204, 205, 206, 212, 222, 230,
comprehensive avionics installation, York) in 2010 407, 412, 430
repair and inspection capabilities as ■ Bell OH-58, UH-1H series
well as helicopter dynamic component 132 Years Combined ■ Eurocopter AS350/355 series; BK117,
inspection, overhaul and repair facili- Business Experience; 95 BO105; EC120, EC135
ties. Uniflight is an authorized service Years in Rotorcraft ■ Opportunity to add EC130, EC145
center for American Eurocopter and ■ Joe Hawke: Chairman, President and AS365
& CEO—19 years banking and pri-
vate equity investment experience, Uniflight is an FAA/EASA Certi-
including multiple rotorcraft entities fied Repair Station for the following
(Keystone, CTI, AEL, Uniflight) models:
■ Steve Gray: CFO—30 years finan- ■ Agusta 109 series
cial executive and public account- ■ MD 500 series ■
March 2011:
Bell Evolves—How has Bell Helicopter evolved over On the Record with Marc Paginini—Marc
the last few years? Rotor & Wing explores both the civil Paganini has a well-focused vision for taking American
and military programs and how the company is beefing Eurocopter to new heights. It will be a company with a
up its civil product line to better compete in today’s mar- stream of new and upgraded helicopter models, strong
ket. We talked with industry experts, Bell CEO John Gar- civil and military sales from a solid U.S. manufactur-
rison, as well as Bell top management, including Com- ing and assembly base. It will also be a company with
mercial SVP Larry Roberts and EVP Military Bob “Too Tall” strong and growing service and customer support
Kenney, EVP Operations Pete Riley and EVP Engineering capabilities. Learn more in our interview with Marc by
Jeff Lowinger, to find out. Bob Cox.
advertiser index
Page# ..... Advertiser.......................Website Page# ..... Advertiser.......................Website
33 ........... Aero Dynamix .......................................................www.aerodynamix.com 2.............. Goodrich Corp. Sensor ....................................www.sensors.goodrich.com
35 ........... Aerospace Optics Inc.......................................................www.vivisun.com 34 ........... Heatcon Composite Systems ........................................www.heatcon.com
5.............. Agusta Westland/Italy.....................................www.agustawestland.com 63 ........... Helicopter Association International ................................. www.rotor.com
48 ........... Alpine Air Support ...........................................................www.alpine.aero 49 ........... HR Smith......................................................................www.hr-smith.com
64 ........... American Eurocopter..........................................www.eurocopterusa.com 55 ........... Hughes Aerospace .........................................www.hughesaerospace.com
37 ........... Aspen Avionics.................................................... www.aspenavionics.com 45 ........... Kaman Aerospace....................................................www.kamanaero.com
43 ........... Aviation Instrument Services ................... www.aviation-instrument.com 61 ........... Machida Inc. .......................................................www.machidascope.com
42 ........... BLR Aerospace .................................................................www.blrvgs.com 57 ........... North Flight Data.........................................................www.northfds.com
19 ........... Bower Helicopter.............................................www.bowerhelicopter.com 21 ........... Pennwell............................................................ www.avionics-event.com
9.............. CAE........................................................................................www.cae.com 41 ........... Precision Heliparts................................www.precisionaviationgroup.com
61 ........... Chopper Spotter ............................................... www.chopperspotter.com 61 ........... Sun-foil ...........................................................................www.sunfoil.com
8.............. Cobham Avionics ........................................... www.cobham.com/avionics 61 ........... Switlik............................................................................. www.switlik.com
61 ........... Consolidated Aircraft Supply .......................................www.consolac.com 47 ........... Turbomeca...............................................................www.turbomeca.com
51 ........... FlightSafety .............................................................www.flightsafety.com 59 ........... Uniflight ......................................................................www.uniflight.com
International Marketplace
Quality
Experience, Turntime
Since 1957, operators worldwide have
trusted Consolidated Aircraft Supply
for their accessory overhauls. Factory
trained and authorized by K.G.S.
Electronics, Weldon Pump and
Goodrich USA.
Consolidated
AIRCRAFT SUPPLY CO., INC.
Delivering On Time, At A Price That Flies True.
FACTORY TRAINED AND AUTHORIZED BY: 631.981.7700 • Fax: 631.981.7706 • Toll Free USA: 800.422.6300
KGS Electronics Weldon Pump 55 Raynor Ave, Ronkonkoma, NY 11779 USA
Goodrich USA Power Systems consol1291@aol.com • www.consolac.com
Cockpit Sunscreens
Helmets Heliport Lighting
ANVIS 6 HELICOPTER HELMETS (Kevlar helmets and HELIPORT LIGHTING FAA-approved equipment.
spares including: HGU models). NOMEX coveralls, jackets, MANAIRCO, INC. (419) 524 - 2121, www.manairco.com
gloves, etc. factory new, in stock. Sage green and desert
tan. GOVERNMENT SALES, INC., 89 Francis Ave. Hartford,
CT 06106, Tel: (860) 247-7787, Fax: (860) 586-8020.
Catalogue on website: www.aviationhelmets.com
Survival Equipment
Borescopes
‚Borescopes
‚Videoscopes
‚Borescope Kits
‚Borescope Accessories
www.MachidaScope.com
800.431.5420 / 845.365.0600
Military Insider
By Andrew Drwiega
Fred Smart, CEO, SmartCopters Brandon WrongWay, CEO, WrongWay Flying Service
®
Attended HELI-EXPO Stayed home
º"
Learned how to reduce operating costs by 25% º"
Has trouble managing costs
º"
Stayed current on latest technology
º"
Not achieving maximum efficiency
and newest products
º"
Met face-to-face with qualified prospects º"
No new customer contact
º"
Distinguished his company º"
Out of sight out of mind
from his competitors
º"
Gained 3 new clients º"
No new business
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