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2016 I ISSUE 103
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MEDICAL ASSISTANCE
Our helicopters are a flying life support system for paramedics and
rescue services. Always on call to reach casualties of accidents
and disasters or evacuate critical care patients.
Prescribe an H135
Important to you. Essential to us.

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CONTENTS
2016 I ISSUE 103
F E AT U R E S
48
FACE TO FACE
80 A refreshingly frank one-on-one with Gerold Biner,
CEO of Air Zermatt
After Air Zermatt’s relatively recent introduction of an Airbus H130
132
to the company’s fleet, CEO Gerold Biner outlined the positives
and negatives of that machine, discussed the forthcoming Marenco
Swisshelicopter and gave his view on the current state of EASA
rule-making in a frank question and answer session with HeliOps
publisher, Ned Dawson.
80 LIVING THE LOW LIFE

Life as a Kiwi ag’ pilot
HeliOps recently caught up with Hayden Macdonald, a Kiwi
agricultural pilot with just over 3,000 hours. At 36 years old and with
a flying career that only started when he was thirty, McDonald gives a
fresh perspective on the life and motivations of a helicopter ag’ pilot in
current times.
104 THE NEW AGE OF THE HELICOPTER

COCKPIT
A revolution is occurring in avionics for commercial rotorcraft. We
review the features, functions and implications of the tools that guide
pilots and keep them safe.
118 ROTORCRAFT: THE AGE OF REVOLUTION?

As technology races ahead in the 21st Century, the helicopter industry
is developing new and innovative concepts and technologies. A.R.
Prince reviews these technologies and their prospects.
48
132 ANSAT – TATARSTAN’S PRIDE

Alexander Mladenov reviews how this all-new Russian type has been
developed since the beginning of the project in the mid-1990s and
outlines its near-to-medium term commercial prospects.
104
118
REGULARS
COLUMNS
FROM THE PUBLISHER 6

INDUSTRY NEWS 9
THE AMERICAS 30
A GREATER VIEW 34
EMS VIEWPOINT 38
FLIGHT TRAINING 44
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INFO INFO INFO
We Maintain
The Powerful Difference

Columbia Helicopters is the only commercial operator of the Model
234 Chinook and Vertol 107-II, the civilian models of the CH-47
Chinook and H-46 Sea Knight. The company’s aircraft operate globally
in extreme weather conditions, and are supported by one of the most
exceptional maintenance facilities anywhere in the industry.
Columbia’s fully functional maintenance facility is a one-stop shop,
able to meet all depot level maintenance requirements for internal and
external customers.
www.colheli.com
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THE TEAM
PUBLISHER
Neville ‘Ned’ Dawson
EDITOR
Mark Ogden
DEPUTY EDITOR
Alan Norris
SUB EDITOR
Leigh Neil
THE AMERICAS EDITOR

John Persinos
EUROPEAN EDITOR
Alexander Mladenov
EAST COAST USA

Buzz Covington
CONTRIBUTING EDITORS
Glen White
Sarah Bowen
Nick Mayhew
Nick Henderson
Thomas Humann
Chris Smallhorn
PROOFREADER
Barbara McIntosh
KIA KAHA MEDIA GROUP
PO Box 37 978, Parnell,

Auckland 1001, New Zealand
T +64 21 757 747
EMAIL
info@heliopsmag.com
NEWS DESK
news@heliopsmag.com
www.heliopsforum.com
www.heliopsmag.com
ISSN 1179-710X
FROM THE EDITOR
Celebrating Technology
T
echnology and its advancement is something that we all accept and
expect. In this issue, we have several stories about new technology
and its use in helicopters. No longer is the helicopter the poor
cousin of the fixed wing fraternity and same systems we see in Boeing and
Airbus are being adapted to new and not so new helicopters. GPS, HTAWS,
TCAS, FMS are acronyms as common in modern helicopters as they are in
the Boeing 787 and Airbus A380. Miniaturization in systems has meant that
it doesn’t matter the platform, the software just needs to recognize whether
it’s a helicopter or fixed wing. We recently took an Airbus H145 on contract
to support our offshore operations. The technology in that helicopter is
impressive and will certainly, I think, enhance the safety of operations.
This also means however, that the same problems with technology
will likely port to the helicopter industry - from pilots losing situational
awareness because the computer is taking many of the tasks, to mode
confusion and skill degradation. These are issues that the industry will need
to recognize and address. I believe one of the biggest mitigation measures
that can be introduced for modern helicopter systems management and
operation is the simulator. Having been associated with helicopter simulation
for over 30 years, I think that simulation is one the greatest tools to the
training and safety arsenals, and simulation is only getting better.
In June this year, the Sikorsky S-92 celebrated a million flight hours.
Sikorsky first showed off its mockup of the S92 in 1992. Originally planned
to be offered for sale in 1993, it wasn’t until 1995 Sikorsky launched the
helicopter program, and the aircraft took its maiden flight in late 1998. The
first airframe to enter service was delivered to PHI Inc. in 2004.
It was a new airframe with dynamic components based on those used

in the Blackhawk family of helicopters. There is little doubt that the S92
represented a significant jump in technology under the modern FAR29 and
safety record after 12 years in service is probably second to none. It has
become a significant tool in long-range search and rescue operations as well
as being the large helicopter of choice for the offshore oil and gas industry.
As with all new aircraft introductions and leaps in in technology as there was
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FROM THE EDITOR
in the S92, there were bound to be teething issues – and there were - but
it is probably safe to say that the S92 will be remembered in helicopter
industry history as a successful successor to the S61.
Speaking of Sikorsky, it is an exciting time for them. As well as

integrating with its new owner Lockheed Martin (which I hear is actually
going quite well), the company has the CH53K, VH92, Defiant and
Raider programs underway. All of them are cutting edge with the latter
two potentially representing significant paradigm shifts in helicopter
technology.
While the promise of the new programs represent exciting times for the
people at Sikorsky, the company has also struggled with the Canadian
CH-148 “Cyclone” program although it looks like it might now be getting
on top of the problems. It seems that like most new helicopter programs,
regardless of manufacturer, the promises were too optimistic and delays
inevitable. The original contract called for the first Cyclone to be delivered
in November 2008, with all 28 helicopters in place by early 2011. First
deliveries actually commenced in 2015 with the current plan to complete
delivery in 2018.
T R A I N I N G
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INDUSTRY NEWS
HELI-ONE COMPLETES
KOREAN S92
Heli-One has completed the 750 hour
inspection for the Korean Coast Guard PAC DELIVERS BELL 407GX TO
S-92A with the in-spection taking place AIRMED
their base in Busan, South Korea, by a PAC International, a Metro Aviation
mobile repair team. company, has delivered a fully
customized Bell 407GX to the
University of Utah’s AirMed program,
located in Salt Lake City, Utah. The new
H130 FOR HOSPITAL WING OF addition to the fleet is outfitted with a
MEMPHIS custom LifePort/PAC medical interior
and a modified NVG cockpit.
The Hospital Wing, a Memphis,
abased non-profit air medical
transport service, has taken delivery
of its second H130 adding to three
earlier model H130s and three AS350
B3 AStars.
AC312E TAKES TO THE SKIES

The Aviation Industry Corporation
of China has carried out the maiden
flight in Harbin, of the light twin-engine
AC312E. The aircraft is expected to have
a maximum takeoff weight of 9500lb
and carry nine passengers or 1300lb
of cargo.
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INDUSTRY NEWS
AS350 B2 ASTAR IN MIAMI

South Beach Helicopters has acquired its first AS350 B2 AStar that will be used in the
company’s growing tourism and charter flights that also operates the R44 and R66.
NVG TRAINING BY FLIGHTSAFETY H130 FOR INDIAN EMS

FlightSafety is now offering Part 142 Air Medical Group Holdings and
approved Night Vision Goggle training using Aviators Air Rescue Ltd. have taken
Level D simulators in Dallas, Texas. The FAA- delivery of the first of three H130s,
approved course for the H135 is available which the companies will use to
now and courses for the Bell 212 and 412 will launch the first HEMS operation in
begin later in 2016. India.
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INDUSTRY NEWS
AIR AMBULANCE FOR NORTHERN IRELAND

Northern Ireland Ambulance Service has contracted Babcock to supply of the Air Ambulance
Northern Ireland Charity with two EC 135s and pilots for an initial 3 years with a possible exten-sion
for a further two years.
FIRST AW169 FOR

EUROPEAN OFFSHORE
German company Heli Service
International has received its special
lightweight configured AW169 to
support the transfer of maintenance
personnel to the wind turbines as
part of the world’s largest offshore
wind energy project.
FLYING ANGEL
The French company, Héliberté, has replaced
the restored archangel of Mont Saint-Michel
cathe-dral, Normandy, France suspended
from one of seven AS350B’s operated by the
company.
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INDUSTRY NEWS
FIRST H175 IN VIP DELIVERED

The first VIP version of the H175 has been delivered to an undisclosed customer who will
operate it in Europe as a compliment to their yacht.
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DELIVERING GLOBAL COVERAGE OF THE HELICOPTER INDUSTRY
WHERE
EVERYTHING
IS HAPPENING!
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INDUSTRY NEWS
AW169 FULL FLIGHT SIMULATOR CERTIFIED

The first Level D Full Flight Simulator for the AW169 has received certification by the
Italian Civil Aviation Authority and EASA. The simulator is based at the Leonardo Training
Academy in Sesto Calende, Italy.
AW189 FIPS CERTIFIED

The European Aviation Safety Agency has certified the AW189’s Full Ice Protection System
clearing the way for the aircraft to operate in full icing conditions and comes after three
years of flight trials in Northern Europe and North America.
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INDUSTRY NEWS
HELICENTRE FIRST US
CABRI OPERATION
UK-based Helicentre Aviation has
expanded into the US, opening the
first East Coast Cabri G2 operation
at Kissimmee Airport in Orlando,
Florida.
AW609 CERTIFICATION ON TRACK

Leonardo has relocated the AW609 prototype
to Philadelphia following the resumption of
flight testing and represents the progression
towards assembly and certification with the
FAA in 2018.
JET RANGER X FOR PARAGUAY NEW AW209 FROM

Signature S.R.L., of Paraguay has ordered a LEONARDO
505 Jet Ranger X to be used for corporate At a recent Leonardo Helicopter
transport and will be the first to operate in presentation Mauro Moretti,
Paraguay. CEO and Managing Director of
Leo-nardo announced that the
company are investing €100
million in the development of a
new project the AW209. No other
details were released but the new
design may be aimed at the 3-3.5
tonne H145 market.
H145 FOR YORKSHIRE AA

Yorkshire Air Ambulance has taken delivery of
the second and final H145, the hoist-equipped
aircraft was part-funded by a $1.4 million
(£1million) UK Treasury donation.
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Custom Completions
heliSUPPORT
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for all helicopter types, specialising in Eurocopter
products.
We can manage or support any part of a sale,
purchase or logistical movement of complete
helicopters or helicopter parts.
We carry out post or pre-sale specialised
configurations of helicopters. Paint, Interior,
Avionics, STC fitment, Weight reductions, Packing Our Recent Successes
and Shipping can be done either in NZ or at other
international locations.
We also perform major airframe inspections with
capability for full refurbishment.
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to see some of the work scope we carry
out or call any time to inquire more.
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www.helisupportnz.com ph: 64 3 443 2903

16
INDUSTRY NEWS
7,000TH RESCUE FOR RACQ

RACQ CQ rescue airlifted a critically
ill patient from the Whitsunday
Islands in Australia and this marked
its 314th task in 2016 and 7,000th
mission in 20 years of operation.
FIRST H175 TO THE AMERICAS

Transportes Aéreos Pegaso has taken
delivery of the first H175 in Mexico City for
oil & gas operations in the Gulf of Mexico.
H145 FOR DALLAS COWBOYS

Dallas Cowboys Owner, President, Jerry
Jones, has purchased a new, customized
H145 corporate helicopter to commute to
and from the team’s headquarters at The
Star, Dallas, to their stadium in Arlington.
BECKER AUDIO SYSTEM

FOR MI-8
Becker Avionics has signed a
contract with Ukrainian Helicopters
to retrofit their 28 Mi-8MTV-1s
with the Becker DVCS 6100 Digital
Audio System and has already
delivered the first system.
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INDUSTRY NEWS
S-64 COMPOSITE BLADE PASSES FLIGHT TEST

Erickson has made the first flight of its advanced composite main rotor blades for the
S-64 Aircrane and CH-54 Skycrane. Flight testing is expected to continue for several
months and certification is expected by the end of 2016. Photo
QUEEN OPENS NEW AA BASE

Her Majesty the Queen and HRH the Duke of Edinburgh have officially opened the new
base for the East Anglian Air Ambulance. The new base offers improved energy efficiency
resulting in reduced running costs. Her grandson, The Duke of Cambridge, showed them
the H145 aircraft he flies for the charity.
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INDUSTRY NEWS
ANTONOV TRANSPORTS S-92s

An Antonov 124, one of the largest aircraft in the world, has transported transport two
S-92s to Norway from Bristow’s New Iberia base. In order to transport the S-92s they
were reconfigured with a 25% fuel load and struts lowered to accommodate the Antonov’s
ceiling height.
NEW H135s FOR CALSTAR

Metro Aviation has delivered two H135 (P3) aircraft to California Shock Trauma Air Rescue,
the first US customer for the updated variant of the H135.
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INDUSTRY NEWS
GRANDNEW FOR LIFEFLIGHT

LifeFlight of Maine orders three GrandNew in EMS configuration to replace two AW109
Powers currently being operated across the state. The first one is expected to enter service
in 2016, followed by two in 2017 and 2018 respectively.
AW139 IN PAKISTAN
Leonardo has completed
hot and high altitude trials
Multan, Pakistan where
temperatures touched 49
°C, with the AW139 being
able to take-off at its MTOW,
and in the northern areas of
the Karakoram Range.
H175 OPERATIONS
OUT OF DENMARK
NHV has started H175
helicopter operations
in Denmark for
Maersk Oil to provide
passenger and freight
transport services
to installations in
the North Sea from
Esbjerg.
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INDUSTRY NEWS
RUSSIAN BUILT MI-26 TO CHINA 10-YEAR SUPPORT AGREEMENT

Russian Helicopters has delivered a FOR S-92
Mi-26TS to the Chinese province of Sikorsky have signed a 10-year
Shandong and it will be used for forestry agreement providing Babcock’s S-92
fire control and transportation of fleet with extended support for its
firefighting equipment. aftermarket material needs and within
a known budget, reducing the risk of
unplanned costs.
TRANSPONDERS CERTIFIED FOR ROBINSONS

The FAA has approved the Garmin’s GTX 335 and 345 Mode S transponders for use in
Robinson R22, R44 and R66 helicopters. The newly approved transponders meet new
ADS-B Out regulations without requiring a standalone GPS.
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LEADING THE INDUSTRY IN INTEGRATED AVIONICS
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INDUSTRY NEWS
S-76D EASA
VALIDATION
The European Aviation
Safety Agency has
completed the second phase
of validation focusing on
cabin comfort and cockpit
architecture and expanded
performance of the VIP
S-76D. Sikorsky expects to
make its first delivery to a
European VIP customer in
2016.
BRISTOW AND UK COASTGUARD

WIN AWARD
Bristow and the UK Maritime and Coastguard
Agency (MCA) have received the Sikorsky excel-
lence in lifesaving achievement with the S-92.
Bristow operates 14 S-92s on behalf of the UK
MCA on a10-year SAR contract.
Tel-Tail Floodlights
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FOR MORE FOR MORE
INFO INFO
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INDUSTRY NEWS
AW139 FOR GUARDIA COSTIERA FIRST H135 DELIVERED IN

The Italian Coast Guard has ordered two JAPAN
additional AW139 helicopters increasing Tohoku Air Service has taken delivery
their fleet to twelve, with options for a of the first H135 (EC135 P3) variant in
further two helicopters. Japan to join the company’s two EC135
P2+s, which are used mainly for power
line patrols.
EMS AW139 FOR PAKISTAN

The Government of Pakistan has signed a contract for an undisclosed number of AW139 to
be used for transport and EMS missions.
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INDUSTRY NEWS
FIRST EC145E DELIVERED

Children’s Healthcare of Atlanta has
BALTIMORE COUNTY PD RECEIVE taken delivery of the first EC145e,
AWARD completed by Metro Aviation.
The Baltimore County Police Department
Aviation Team has totaled 15,000
accident-free flight hours in their fleet of
H125s, since putting its AStars into service
in 2007, and has been recognized by
Airbus Helicopters.
FIRST R44 CADET GOES TO

AUSTRALIA
Robinson have delivered its first two
production R44 Cadets to Heliflite
Australia, a longtime Robinson dealer, UK AW169 DELIVERED
the two-place Cadet received FAA
The Lincolnshire and Nottinghamshire
certification in May 2016.
Air Ambulance has formally accepted
their AW169 to replace the current MD
902. The aircraft will have a medical fit
installed before it is finally delivery.
SECOND H130 FOR BHUTAN

Royal Bhutan Helicopter Services
Limited has received its second H130,
both aircraft will be de-ployed for
firefighting, medical evacuations and
passenger flights as mandated by the
Royal Government of Bhutan.
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THE AMERICAS
IT’S TIME FOR

A HELICOPTER BY JOHN PERSINOS
E DI TO R
“MOON SHOT” THE AMERICAS
The helicopter community should look to these bold new visions of

transportation, for the needed inspiration to forge new boundaries
in rotorcraft flight.
F
or decades, science fiction has whetted our appetites for vehicles
that don’t need roads, transcend all conventional boundaries and use
wondrous propulsion.
That’s what prompted the grandfather of helicopter flight, Igor Sikorsky, to
develop and fly the world’s first practical helicopter, the Vought-Sikorsky VS-300,
which made its wondrous maiden voyage in 1939. For the occasion, Sikorsky wore
a suit, tie and fedora (and no seatbelt).
Idealistic futurists still talk about small, personal helicopters dotting the skies,
with heli-pads at every home. Helicopters tend to occupy the vanguard of this sci-fi
yearning, but they don’t have a monopoly on it.
It’s my contention that what the helicopter industry needs is another
“moon shot” push. Whether its NASA and the Apollo program or DARPA and
the groundwork that led to the Internet, technological change most rapidly
occurs when the best engineers are given funding and freedom to follow their
imaginations. Helicopters seem stuck in a bit of a “tech rut” these days. We
haven’t really seen great advancements in the last few years on the magnitude
of, say, the tail-less rotor, as developed by Eurocopter (the fenestron) and MD
Helicopters (NOTAR).
However, you needn’t look to Hollywood or vintage issues of Popular Mechanics
for amazing new transportation technologies that are feasible today. Below, to
inspire our Heli-Ops readers, I highlight futuristic means of transportation that
would even impress George Jetson — but they’re available today.
So, buckle up! Here’s my list of the five coolest, most amazing modes of
transport now entering the consumer mainstream. Helicopter pilots, passengers,
operators, and engineers…please pay heed.
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THE AMERICAS
1) THE DRIVERLESS CAR

Google is developing a car that’s autonomous and electric-powered. The
software guiding these self-driving cars is called Google Chauffeur and it
handles all of the tasks once performed by human drivers.
The Google Car doesn’t require the passenger to do anything except start
it and input the destination. There are no steering wheels or pedals, only an
emergency brake. The car creates situational awareness via radar on the roof,
as well as a package of sensors and cameras. Current models only have a
maximum speed of 25 mph, but that should soon increase.
Legislation has been passed in four U.S. states and Washington, D.C.
allowing driverless cars. Soon you’ll be able to text-and-drive to your
heart’s content.
Meanwhile, a company called Mobileye, a pioneer in creating a technology
to alert drivers about obstacles in the road, is developing with many of
the world’s largest automobile OEMs an alert system that would pave the
way for self-driving cars and trucks. Mobileye’s software mimics the human
eye and could easily be adapted for use in heads-up helmet displays for
helicopter pilots.
2) MIND-CONTROLLED AIRPLANES AND HELICOPTERS

Remember the movie Forbidden Planet (1956), in which a superior race of
aliens developed the capability to power machines with their minds? Seemed
far-fetched at the time. Well, here’s a real-life concept that will really bake your
noodle: an airplane that responds to commands in the brain.
BrainFlight, a European Union-funded research project, is developing an
aircraft that pilots can control by merely thinking. Pilots wear caps outfitted
with electroencephalogram (EEG) electrodes that transmit the brain’s electrical
signals, which are subsequently processed by a computer using algorithms. Te
system is adaptable to both fixed-wing airplanes and helicopters. We shudder
to think what this means when “air rage” occurs.
3) THE HOVER BIKE

A British company called Aeroflex is now developing a hover bike that’s akin
to the various types of personal hovercraft in the Star Wars series.
The Aeroflex hover bike weighs 785 pounds, carries a maximum of two
people, travels at speeds of up 45 mph, and reaches an altitude of 12 feet. The
Aeroflex machine exhibits many of the same capabilities of Luke Skywalker’s
ride, only it’s real.
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PERSONAL VOICE
4) THE SKY CAR

Moller International has developed the first and only practical, affordable
and personal vertical takeoff and landing (VTOL) automobile: the Moller Skycar.
The Moller Skycar is a hybrid vehicle that takes off and lands like a
helicopter. It can fly at a maximum speed of 330 mph, with the ability to
travel at low speeds on the ground. It’s also narrow enough to maneuver
through city streets.
It’ll be a while before regulators catch up with the Sky Car and allow it for
widespread use, but as this video attests, working prototypes exist.
5) THE JETPACK
James Bond famously used a jetpack to escape the bad guys in the movie
Thunderball (1965), but today there’s a jetpack for the masses and not just for
secret agents. And it’s considerably more sophisticated that the primitive Bell
Jetpack that Sean Connery deployed in the film.
Behold, the fantasy of every adolescent: the Martin Jetpack, the world’s first
practical jetpack. In addition to its obvious recreational uses, the jetpack also
conveys practical benefits in search and rescue, border patrol, policing and
military reconnaissance.
Built by he Martin Aircraft Company, the Martin Jetpack boasts flight
endurance of 30 minutes at speeds of up to 45 mph and altitude as high as
5,000 feet. Pilot qualifications for the jetpack are easy to obtain. The device
includes a parachute and other safety features. No well-dressed man should be
without one.
It’s fun to read about these innovations, but what’s it all mean for
helicopters? These exciting advancements underscore the need for helicopter
engineers and OEMs to start dreaming in a big way again, to set their sights on
seemingly impossible or impractical helicopter designs.
When Igor Sikorsky first set to work on his helicopter, the naysayers
ridiculed him. A vertical lift aircraft seemed absurd; building one was a quixotic
venture. But his vision changed the world.
Arthur C. Clarke, the influential futurist who wrote the novel 2001: A
Space Odyssey, once observed: “Any sufficiently advanced technology is
indistinguishable from magic.” Let’s bring the magic back to helicopters. HO
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GEOLOGICAL EXPLORATION
AIRBORNE GEOPHYSICAL
HELI-RIG
OFFSHORE & AERIAL SURVEY
SAFE, RELIABLE RESOURCES

FOR ALL YOUR OIL, GAS &
MINING REQUIREMENTS
Goroka Main Base +(675) 532-1833

PO Box 342, EHP, Papua New Guinea
enquiries@pacifichelicopters.aero
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Serving Papua New Guinea since 1975

A GREATER VIEW
WOMEN IN THE
HELICOPTER B Y I VA N A G O R L I N
INDUSTRY
CAPTAIN KAREN TRIMMER
O
nce Karen Trimmer set her mind on a career as a helicopter pilot her
innate resolve promptly translated that notion into a reality. Some 25
years and 16,000 flight hours later it is a career that could be described as
extraordinary – but Trimmer won’t say as much; she tries her best to downplay what
she does to avoid standing out.
Securing that first flying job is a challenge for any young pilot, but in order to
earn her first gig Trimmer had the added burden of having to prove herself physically
capable of standing upright a 45 gal drum of fuel. Even so her first year was spent
doing not much flying, yet she is grateful for the experience her time in dispatch and
maintenance afforded. Trimmer spent a good part of her early career flying from
remote camps in support of mining and forestry - areas of the industry that require a
great balance of precision and efficiency from its pilots. While her youthfulness and
gender raised some eyebrows, and she acknowledges those early days presented
a steep learning curve, she determined if she “just did a great job and remained as
professional as possible all would be good”, and it was.
With around 200 hours of flying experience Trimmer was given an opportunity
to fly her first long line task. “I managed to
land [the load] somewhat near where it was
supposed to go but that was enough for me!
… this experience is what then propelled me
forward in wanting to improve and gain some
skill long lining”. With a passion for a challenge,
Trimmer honed those long lining skills and
gained enough experience to eventually secure
employment with Canada’s largest heavy lift
helicopter operator; but only after convincing
the boss that her gender would not hinder the
hard work expected of a heavy lift pilot and nor
would it “create a situation amongst the men”.
Trimmer flew support operations in a HU50
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A GREATER VIEW
and as a co-pilot in the Boeing 107. Once she’d flown a good number of hours mastering a
200 ft line on the smaller machine, she was cleared to commence command upgrade on the
larger. “Such an exciting time! This was totally going to be busting into the ‘Good Old Boys
Club’ … [but] most people were super supportive and training was a really fun time”. As the
first female to do so, what Trimmer found tough “was that everyone was paying particular
attention to [her] training”. Despite understanding that her being “under a microscope” was
a natural curiosity in such a male dominated environment, it nevertheless added unnecessary
stress. She dealt with it by applying the same reasoning that worked earlier in her career:
“do your job to the best of your ability, never try and prove you are better than anyone, be
professional at all times, and be humble”.
Those convictions have certainly worked to Trimmers advantage, having not only been
well regarded by the people she’s worked with in the logging industry, but having made some
great friends and having had plenty of laughs throughout the 19 years she worked with Helifor.
Apart from the flying, what Trimmer loved most about her time flying in Canada was “all the
amazing things [she] was able to see and do … the scenery and wildlife are just outstanding
and no place on earth compares to it”. In particular she has fond memories flying in the
incredibly remote reaches of northern British Columbia. On a professional level the job stands
out for being high altitude, with heavy loads, over long distances, and for being her first real
encounter with icing conditions. On a personal level she enjoyed flying “over some of the
most beautiful terrain imaginable ... glaciers everywhere and high alpine scenery around every
corner, absolutely stunning”. No wonder she says that it is a really great life.
And yet Trimmer has recently left the environment she so enjoyed, commencing
employment with Columbia Helicopters. With some 7000 hours long lining, and well over
13,000 hours in tandem helicopters, Trimmer believes that it is always good to change
things up in a career and experience different things. She now finds herself flying Chinook
helicopters in support of Oil and Gas in Papua New Guinea. With any change comes some
stress and Trimmer confesses that the awareness and management of stress have been the
most testing aspects of her career. “In the beginning the stress levels are very apparent as
you are so new to it. You are training your body and mind to a new skill set and that takes
a lot of energy. A few years down the road and you have adapted to that level, so while the
stress is still there you are just managing it without being aware”.
Within the helicopter industry Trimmer’s job is rather specialised and the number of pilots
with appropriate qualifications and experience makes for a shallow pool. Mastery in long
lining makes that pool even smaller. Trimmer says that willingness to spend a good deal of
time away from home, often in less than ideal living conditions, means the pool of available
pilots is more like a puddle. So it is not at all surprising then that by proportion she is one
of very, very few women in the game. “I think more women would be a great addition to
the industry … but they need to get it be being awesome aviators and not because of their
gender. I think getting it out there and promoting [women in helicoptering] is a great idea
just so others know it is an option for them”.
And so we thank you Captain Karen Trimmer for being an awesome aviator and agreeing
to be interviewed for a column that highlights women in the helicopter industry despite your
inherent reluctance to stand out. HO
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EMS VIEWPOINT
SMS – BY
MIKE
B I A S AT T I
SAFETY
MANAGEMENT
SYSTEMS
I
f there is one word that permeates the air medical industry in the United
States it’s ‘Safety’. On demand air medical helicopters and to a lesser extent
airplanes operate in ever changing weather conditions, often to and from
locations absent of weather reporting and prepared landing areas at all hours of
the day and night with typically minutes to prepare and depart upon receipt of a
patient flight request. The challenge of the operational environment is one of
the aspects of a career in Helicopter EMS (HEMS) that makes it both challenging
and rewarding, but it is very well may have contributed to the unfortunate
safety record experienced by the industry. Safety begins from the top down, and
from the bottom up. Each and every person within an organization has a front
line role to play.
In 2006 the Federal Aviation Administration (FAA) issued a voluntary
Advisory Circular (AC) 120-92 which encouraged commercial air operators to
embrace a fully comprehensive Safety Management System (SMS). The FAA’s
SMS follows the International Civil Aviation Organizations (ICAO) recommended
practice. The FAA SMS Framework is written as a scalable expectations
document, focusing on what an organization must do to integrate a robust SMS
rather than how it will be accomplished. 1
The FAA SMS is composed around four building blocks of Safety

Management, these four components or Pillars are essential for safety related
and they include: Policy, Safety Risk Management (SRM), Safety Assurance (SA)
and Safety Promotion. 2
POLICY
All management systems must define policies, procedures and organizational
structures to accomplish their goals.
SAFETY RISK MANAGEMENT (SRM)

A formal system of hazard identification and SRM is essential in controlling
risk to acceptable levels.
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EMS VIEWPOINT
SAFETY ASSURANCE (SA)

Once SRM controls (sometimes termed mitigations) are identified and operational,
the operator must ensure the controls continue to be effective in a changing
environment.
SAFETY PROMOTION
Finally the operator must promote safety as a core value with the practiced that
support a sound safety culture. 3
Notice the final word in the preceding sentence; ‘Culture’. The culture of an
organization especially an aviation service provider starts at the top from the Chief
Executive Officer (CEO) and other members of Senior Management. It is the attitude
toward safety, the beliefs, perceptions and values that form the core foundation of
how a company operates putting safety above profits. A Safety Culture cannot and
will not succeed by mandate only, but rather by a firm belief that while employees are
held accountable for their actions, it must promote an environment of involvement
with processes in place that gives every employee a place at the safety table with
equal power to communicate safety deficiencies, issues, and concerns without fear of
repercussions.
The importance of Top Level Management cannot be overstated. The FAA in its
SMS Framework assigns primary accountability for planning, organizing, directing
employees’ activities and to allocate resources to make safety controls effective.
There are three R’s of Safety Management: Roles, Responsibilities and
Relationships. Integral to SMS’s success are clearly defined roles for every employee,
ownership of each employees area of responsibility and perhaps the most important
is the relationships between the productive process and the aviation service provider
and the oversight of the regulatory body, in this case the FAA.
There are Five Phases to the SMS System Implementation:
4 Level 0: Orientation & Commitment;

4 Level 1: Planning and Organization;
4 Level 2: Reactive Processes;
4 Level 3: Proactive Processes; and
4 Level 4: Continuous Improvement.
Level zero allows a time for the service provider to evaluate goals, objectives
and the resources to be committed to the implementation process. Expectations
are established between the service provider and the FAA Representative. This is
preliminary step to beginning the process which formally begins with Level 1.
1, 2, 3 http://www.faa.gov/documentLibrary/media/Advisory_Circular/AC%20120-92A.pdf
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EMS VIEWPOINT
Level 1 begins with top management fully committing the resources for
full SMS implementation through the organization. Evaluating the service
providers existing program and systems in place with respect to the SMS
Framework takes place with special emphasis being placed on those elements
of the SMS Framework that are not being performed by the service provider.
A Gap Analyses identifies those elements where there are ‘gaps’ in the entire
organizations structure that would be covered under the SMS but are not
currently in place. A detailed ‘gap’ analyses serves as an initial roadmap for
moving on to Level 2.
At Level 2 the service provider develops and implements a basic SRM
(Safety Risk Management) Process Plan. Based on the detailed gap analysis
preformed during Level 1 a plan is formulated to ‘fill the gaps’ discovered.
Detailed procedures are formulated for the service provider to implement an
SMS to achieve the objectives and enumerate how those objectives will be
met. Procedures are established and put in place for gathering of information,
processing, analyzing functions and a tracking system for risk control and
corrective action is established. In this phase the SMS is only working in a
reactive mode, sufficient data has not yet been collected.
With Level 3 the risk management process developed in level 2 is being
used to analyze, document and track activities. The SRM System in place is
used to carefully evaluate systems in place, steps involved, identification of
possible hazards and development of risk controls. This is the beginning of the
proactive stage of SMS.
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EMS VIEWPOINT
Level 4 of SMS is the continuous improvement level. Processes are in

place and their performance and effectiveness have been proven. The
comprehensive SA process includes monitoring and confirming that the
other SRM and SA processes are functioning. Commitment to the continuous
improvement for the life of the organization is made by the service provider.
Upon completion of each level the service provider will receive a Letter of
Acknowledgement confirming their participation in the SMS Program and their
associated accomplishment as set forth in the implementation guide.
In 2009, Air Methods Corporation, a leading provider of HEMS service in
the United States entered the FAA SMS voluntary implementation program
and successfully completed Level 4 in May 2014 putting them in a very select
group of commercial aviation operators to have completed the program.
Helicopter Air Ambulance operations are unique in their operations and
recent changes made to the Federal Aviation Regulations (FAR’s) specific
to HEMS Operation have provided greater than ever oversight to promote
positive risk management procedures, standardized equipment requirements
to promote safer operations continue to reduce the risk profile and proffer
the goal of every HEMS Crew, to go home after every shift. SMS is another
tool available to service providers enhance safety, promote employee
participation and ownership of operational safety and further benefitting
participants should the international standard of the ICAO be mandated
through future Federal Aviation Regulations these service providers will
already be on board. HO
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FLIGHT TRAINING
BY
TERRY
PA L M E R
INADVERTENT
IMC IN THE
CLASSROOM
T
here has been a strong focus on Inadvertent IMC training in simulators
and aircraft. I believe it should be complimented by a fairly robust
ground study segment. An instrument rating is always the best layer
of safety when dealing with instrument meteorological conditions (IMC);
however inadvertent IMC is an important training event for both instrument
rated pilots and those without the rating. In addition to practical skills, this
training should include a series of informational sessions to improve the
handling of the situation when it occurs. It is critical to have a thorough
understanding of the facts, the rules and the human factors involved in the
unplanned event.
There are various subjects that should be reviewed in detail when
teaching inadvertent IMC. Weather avoidance is the most important and can
help to evade the situation completely. If the situation cannot be avoided,
a pilot should be thoroughly familiar with the procedures to get them to
safety. These procedures should include diverting around weather or landing
as soon as possible. It is important to discuss all the options for an IMC
encounter. Pilots have several primary options for escaping Inadvertent IMC.
Prior to entering IMC reversing course may be a good option. However,
once encountered one must commit to instruments and climb to a minimum
safe altitude.
Descending is considered dangerous, because it involves flying closer
to terrain that may not be visible. Climbing to a safe altitude away from
obstacles is considered to be the safest option. Regardless of technique,
maintaining positive aircraft control is the highest priority. All of these topics
can be the main segment of a classroom segment with interactive discussion
on choices and decisions.
Preflight planning details are another area of discussion that can
incorporate professional discipline. Pilots must be prepared to recognize
and accept inadvertent IMC encounters, whenever they occur, in a reliably
controlled and practiced manner. Pilots should be prepared for an IIMC event
on every flight. Classroom dialogue on preflight planning can be a great
transition to discussion on aeronautical decision making and the judgment to
start or continue a flight into marginal conditions.
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Year: 1985
S/N: 1873
TTAF: 12059.9
Location: PNG
Equipped with Onboard Cargo Hook
ENGINE: Arriel 1B TSN: 8640.2
AVIONICS:
VHF COM KING KY196A
VHF COM KING KY196A
HF COM CODAN 2000
TPX KING KT79
AUDIO PANEL KING KMA24H-71
ELT ARTEX C406 1HM
FM COM TAIT 2000
SATELLITE TRACKING SKY CONNECT
GPS GARMIN GPSMAP 196
INSPECTION: Next maintenance action: 50 h –
Inspection at TT A/C 12109.9
ADDITIONAL EQUIPMENT AND FEATURES:

Whelen Siren FOR MORE INFO
Dart External Cargo Basket LH
Pacific Helicopters Limited
AKV Cycle Counter
Pilot Floor Window Airport Road
Dual Seat Provision P.O Box 342, Goroka
Dart External Mirror Eastern Highlands Province
Pilot Windshield Wiper Papua New Guinea
Dart Rear Baggage Compartment Extender t: (675) 5321833
f: (675) 5321503
INTERIOR: White and Grey
PILOT(S)/ PASSENGERS: 1 / 5 or 1 / 6 e: dom@pacifichelicopters.aero
EXTERIOR: White
REMARKS / MISCELLANEOUS: The aircraft is operating, why
the condition and component times will be subject to changes
depending upon such operations.
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FLIGHT TRAINING
There should also be time to include a segment on crew resource management.

This segment should take into consideration the type of operation and the number
of crew members. The Single Pilot CRM element would focus mainly on the
managing of resources that would assist the sole pilot in the primary directive of
“Fly the Aircraft”. These resources might include checklists or assistance from non-
flying personnel. When two pilots are used, multi-crew CRM should discuss the
various roles of the crewmembers in the inadvertent IMC situation including who
would be the pilot flying. Designated duties for each of the pilots should always be
briefed in advance of the flight. If there are other non flight personnel required such
as in Air Medical operations, their roles should be clearly identified in an inadvertent
IMC situation.
Another piece of the ground school should consider the human factor elements
that are prevalent in the stress of an inadvertent IMC encounter. This should include
the importance of maintaining situational awareness and its effect on decision
making. In this section, two key areas of discussion should be included; avoiding the
IMC condition and having a solid plan if the IMC circumstances cannot be avoided.
Pilots who remain calm, follow procedures and make subtle input changes are more
likely to maintain positive control, while seeking safer skies.
Communication skills are crucial to surviving IIMC including the standard
communication procedures for entering IFR conditions. The universal safety standard
per the International Helicopter Safety Team (IHST) states “After the pilot has
control of the aircraft, initiated a climb, and on course, they should communicate
with Air Traffic Control (ATC) regarding their intentions and need for assistance.” It
is essential to discuss the ability to put egos aside and request assistance from ATC
and insure they fully understand the situation is an emergency. ATC should be told
that the aircraft is VFR and requires immediate assistance.
There should also be some discussion on spatial orientation. It is often taken for
granted especially for pilots that fly mostly day VFR. Visual references provide the
most important sensory information to maintain spatial orientation on the ground
and during flight, especially when the body and/or the environment are in motion.
Even birds are unable to maintain spatial orientation and fly safely when deprived
of vision (due to clouds or fog). Therefore, it should not be any surprise to us that,
when we fly under conditions of limited visibility, we have problems maintaining
spatial orientation. Spatial orientation is also more difficult at night than during
daylight hours. Night visibility is often equal to IMC if the visible cues are missing. A
thorough understanding of our physical limitations is necessary to make a reasonable
assessment of the skills necessary to safely complete a flight.
Just as visual cues are a fundamental part of flight stability, images are often
the key to any type of ground study training. In an aircraft or simulator there is
immediate sensory input that can help impress the principles that are being taught.
In a classroom environment photos and visual aids are very important. An IIMC class
should include strong visuals such as accident reports and resulting photos that drive
home the point that this is a serious matter. Everyone is susceptible and can find
themselves in an IIMC situation. Understanding the risks, the skills and the limitations
can lead to making the correct and safe decision. Flying scared and prepared is safer
than flying blind. HO
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A refreshingly frank one-on-one with
Gerold Biner, CEO of Air Zermatt
After Air Zermatt’s relatively recent

introduction of an Airbus H130 to the
company’s fleet, CEO Gerold Biner
outlined the positives and negatives of
that machine, discussed the forthcoming
Marenco Swisshelicopter and gave his view
on the current state of EASA rule-making in
a frank question and answer session with
HeliOps publisher, Ned Dawson.
PH OTO S BY N E D D AW S O N
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erold Biner has been with Air Zermatt since 1983, as a mechanical and flight
engineer, helicopter pilot, safety officer and flight instructor. He became
flight and operations manager in 2001 and then took over the CEO’s role in
2011. Biner is also a member of the Swiss government’s helicopter training study
group (FOCA) and has logged over 12,000 flight hours, so his judgment on the
Airbus H130 (previously the Eurocopter EC130-T2) comes from a background of
extensive knowledge and expertise.
HO: Why did Air Zermatt decide to add the H130, when the AS350-B3 (H125) has
been your fleet mainstay for such a long time?
GB: When the demonstrator did its tour in the central Alps we sent two pilots and
developed high expectations of increased performance, as the engine has been
uprated from the version fitted to the B3e. The main gearbox has been reinforced
and we foresaw the H130 as being capable of taking the same loads as the B3 in the
utility role. We felt this aircraft would be the natural progression from the B3 and
suitable for commercial air transport, sling loading and EMS operations; a genuine
multi-role helicopter.
HO: Did you only order the one example, or do you have more coming?
GB: We ordered one H130, with an option for one more. We decided to operate
the first one for a year and then make a decision on whether to take up the option.
The first machine has now been in service for just over a year and has accumulated
around 650 hours, mainly on commercial air transport and with a little bit of sling
loading, but no HEMS work as yet.
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HO: Has the aircraft lived up to the expectations you developed during the
K
demonstration tour and from the information you were supplied?
GB: You know, the H130 is not yet finished. We have found a few things that we
didn’t know when we ordered the machine. The empty weight is significantly
higher than the B3, about 200kg heavier. Big pluses though, are that it has the
Active Vibration Control System (AVCS), which makes it very smooth and it has
air conditioning, but that all means additional weight. The performance of the
helicopter is excellent but the performance charts are based on the minimum
spec’s on the engine. That means that if you do a performance check on the
aircraft and are on the positive side for torque, you can add between 12kg and
18kg for each extra percent unit of torque. That’s actually the same with the
B3 - which we didn’t know previously – and it was not mentioned in the AFM of
the T2 before. We have discovered that for sling load operations you need to
get used to flying the load from the left. Our pilots are used to flying vertical
reference from the right, such as in the Lama, Ecureuil and the Bell models, so
this requires some extra training and regular practice. Also missing is a bubble
window for which Air Zermatt is working now with Swiss companies to produce
a bubble window for the H130 named “Bubble Window Air Zermatt” and which
should become an EASA STC, plus a remote controlled & heated mirror system
for external load flights.
HO: Are you satisfied with the performance of the machine after the loads it
has already done?
GB: The performance has been very good on a good engine. Even at 10,000ft it
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very nearly matches the B3 so we see that as very positive. However, because the
fenestron is the same as on the EC135 we thought it would not be a major change
but discovered that the lack of anti-torque hydraulic assistance means the pedal
inputs are relatively much greater, so pilots unfamiliar with the H130 need more
time to get used to it. It is very sensitive around the yaw axis.
HO: Is the H130 as good as the B3 on vertical reference?

GB: Actually, the B3 was not initially that easy to fly using vertical reference
because you have to lean across so far. Only after industry and operators
developed the collective extension , bubble window as well as the supersized
vertical reference floor window did it become better for vertical reference flying.
In my opinion, the best aircraft for vertical reference are the Lama and the Bell
models 407 and 429 because you’re directly at the door and do not have to lean
out too much. Of course, with time you get used to anything but it isn’t very easy
on the pilot’s body. Each of our pilots carries out between five and eight thousand
sling load operations per year and some pilots are having genuine problems with
their neck and spine.
HO: Have you found any other negatives with the H130?
GB: One negative feature we have discovered is not an issue with the H130 but
with the ski-basket, which makes it a Dart issue.(EASA STC) They came out with
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a ski-basket that incurs a 240kg weight penalty as soon as you fit the basket; I have
no idea why. The basket itself weighs 54kg detachable plus 11 kg fixed provisions so
using it incurs a total payload deficit of ~300kg. On top of that, Vne is restricted to
108 KIAS at sea level. That effectively makes this helicopter useless for heli-skiing
or taxi flights with the Dart basket on. You’re better off to take the good old Lama,
carry the same number of people and be faster!
HO: Are Dart responding to those issues with their basket?

GB: Yes, they have. We are working closely with Dart to see if we can resolve both
the Vne which should become 120kt and second a new basket fixed on the landing
gear, lighter and a little bit smaller.
HO: Why doesn’t Air Zermatt design its own basket for the H130?
GB: Simply because the killer of aviation is EASA. It makes it so difficult to get
simple things certified when so often we have solutions for these simple problems.
We get the impression that most people working in their offices have most probably
never worked in this industry and hardly ever seen all different helicopter operations
in their life. It is the most **(expletive deleted) useless organization I have ever
encountered in my whole life. For example, we need a dual cargo hook or a hook
backup system for rescue missions. Airbus indicated to us when we bought the H130
that we could get it, but we can’t and for now there is no solution from Airbus. We
have developed our own system and Airbus has said they will help and support us,
so now we just have to wait. Without the dual hook we simply cannot carry human
external cargo during rescue missions and it’s a problem for us because we can
have up to twenty five missions per day, six or seven per hour, so once the two twins
(EC135 and Bell 429) are engaged on other missions we need to use a single-engine
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machine. The B3 is not the perfect tool for that because of its limited space and
poorer access so we decided to get the H130, in which the doctor and paramedic
can have access to the patient but the cost to certify EMS equipment for the 130 is
just unrealistic, due to absolutely ignorant people at EASA. They have no clue! They
are asking for sixteen ‘g’ sustainability in a crash, so that would mean the patient
would remain in the stretcher but their head would be ripped off. These kinds of
things make certification all but impossible and there is absolutely no common
sense, just bureaucracy as its ‘best’.
HO: Do you think – after everything you were told about the H130 before you
bought it and which were some of the reasons you bought it – that now you’ve
discovered all those things you can’t actually do with it, buying it was a mistake?
GB: No. This is often the case when we’ve bought new helicopters. It was much
the same with the AS350-B2 in the beginning. No bubble window, no dual cargo
hook, no basket and no useable mirror system. I feel that the engineers design
the helicopters with the big buyers in mind, such as the military. I have no doubt
though, that 70 to 80 percent of B3s worldwide are used for some form of external
load work in the utility role. That being the case, why the heck can’t they design
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and equip the helicopter right from the beginning as a sling load capable machine?
We’ve told them, “You need bubble windows, dual cargo hooks, good mirror
systems with skid mirrors and seating close to the side so the pilot is positioned
for good vertical reference”. All these things that we now have were developed by
industry, not by the manufacturers. I think that the design development teams do
not talk to the right people, or do not properly analyze the market.
HO: What about Bell Helicopter? They seek input from their customer advisory
board, consisting of about twenty operators from around the world.
GB: That’s a good point and the Bell 429 is the first product that comes out in a
basic IFR version with autopilot that already includes the most important features
for VFR operations. You can have it with the hoist, dual cargo hook, bubble window,
searchlight and so on, all done by Bell and certified. I’d say this is the first helicopter
actually made for the customers. So we are happy with Bell Helicopter. As for
Airbus, let’s just say that they work with different people. But no, we are not happy
with Airbus.
HO: In Switzerland do you have to operate under the Swiss or the EASA civil
aviation rules?
GB: We are the most stupid country in the world because we didn’t join the EU but
we strictly have to adopt 90 percent of their rules, while having no input into the
making of those rules. These rules will kill European aviation, I am sure; particularly
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the helicopter industry. The number one risk to all the helicopter companies in
Switzerland is the regulatory environment and there’s something seriously wrong
when that is the case. They should be there to protect and come up with rules that
genuinely improve the safety, instead of putting all the silly and unnecessary stuff
under the umbrella of safety. EASA makes helicopter flying unsafe, that’s for sure!
HO: Does FOCA try to establish its own rules?

GB: They are brave guys doing an excellent job. Most of FOCA’s officers and
inspectors come from within the industry and understand our needs; they try hard
to find solutions. Unfortunately they always have to react, deal with a rule once
it’s been implemented. One example is the PCDS – the personal carrying device
or harness. EASA came out with a rule that every helicopter with a winch installed
should only use a harness certified for that particular winch, on that particular
helicopter. No kidding! That means that if someone at a mountain accident is
wearing a harness certified for a different type of machine, what do you do? Say you
can’t complete the mission because he’s wearing the wrong type of harness? This
is stupid because all the harnesses on the market have to go through a process and
fulfill European or international norms; otherwise they would not be able to be sold.
We had to expend a lot of time and energy on this problem and finally, with the aid
of FOCA and the International Commission for Alpine Rescue we got that taken out
but the amount of work required to deal with the issue is tremendous; all because of
some stupid guy at EASA.
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HO: Do you think that EASA will change for the better?
GB: No, it’s not going to change. The only solution is the political route. National
authorities should work because we’ve been functioning well for fifty years and
have done a lot. The helicopter industries of New Zealand, Canada and Switzerland
are very similar. The Kiwis and Canadians have had the best systems and why
should we change an existing system that runs well – put everything in the garbage
and invent something new? Why not just learn from them?
HO: Going back to the H130; aside from the basket issue, how happy are you with
the machine? Are there any other issues that have come up with it?
GB: The 130 is a beautiful ship. It is an excellent helicopter for sightseeing flights
because the passengers love it. There’s a lot of room, it’s very smooth and the
visibility is fantastic. It’s also great on taxi flights, but that comes with the proviso
that you can’t fill it with both passengers and baggage without limiting endurance
to around just over an hour’s flight time.
HO: How much flying are you doing in the H130 and on what type
of missions?
GB: In the tourist season it can be five or six hours per day. I would estimate we
do around seventy percent tourist flights and twenty-five percent taxi flights, with
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the remaining five percent being a little sling work or aerial work with film shoots
and the like. We’ve even done the occasional para-drop. The tourist flights vary
from twenty to forty minutes but even a twenty-minute flight takes in the glaciers
and the Matterhorn. I think it’s a great way to make the mountains accessible for
people who may not be physically up to the challenge of climbing. Simon, one of
our pilots and a mountain guide, is actually an extreme mountaineer - one of the
best in the world – and now flies for us so our clients can have access to incredible
knowledge of the mountains and climbing. For our tourist flights we can only land
at one of our five designated landing sites, as out-landings are only permitted for
rescues or aerial work, but that’s not a problem because those flights are usually
helipad to helipad anyway.
HO: What about the new Marenco? Where does that fit in?
GB: We’ve had a good relationship with both Airbus and Bell. They both talk and
listen to us, especially Bell, but they’re big companies and not always completely
open to what a smallish company flying in the Alps might want, and that EASA
doesn’t want to certify. Now Marenco have come to us and they really listen. They
said to us before the design was finalized, “What you guys do here; it fits at sea
level and from your experience it should also fit up on Everest. So how should we
build this helicopter?” Now we are fully integrated into a partnership.
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HO: Are you committed to buy the Marenco?
GB: We will definitely be buying at least one, maybe more. We’re convinced it is an
excellent product; the biggest problem at the moment is EASA. Surprise, surprise.
Even if they’re not making it too hard for Marenco, it’s a huge amount of work,
although I do understand that it makes perfect sense when bringing a brand new
helicopter design to the market.
HO: How does it look for capability? Will it lift as much as the H130 or B3?
GB: More. Well, this is difficult to answer accurately though. Until the certification
is complete, nothing is certain. It looks good on paper though. They are flying
already and we are kept updated on the test-flying program. Look at the visibility;
this is a machine made for pilots. The seat is close to the door too, so it will be good
for longline work. They will produce a bubble window and say they will be able to
provide what is needed. I believe this will be a true multi-role helicopter.
HO: How long do you anticipate it will be before you get the first examples, and
what will you use them for initially?
GB: It will be around two years. We will introduce the machine slowly because we’re
going to be the launch customer. That means we will be working the helicopter
together with Marenco’s technicians, pilots and engineers. So we’ll start with easy
work like sightseeing flights, taxi flights as well as aerial work. Marenco will be the
first single helicopter equipped with a dual cargo hook system as well. We certainly
won’t be doing high-risk, demanding missions like alpine rescues in the early stages.
It’s exciting to be a little bit on the edge and involved in such a big project.
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HO: Does that mean the H130 is more of a fill-in until the Marencos are available?
GB: We expected the H130 to be the successor to the B3. It’s a beautiful helicopter
but I’m not sure it’s going to play that role. We will do what we did with the B3 in
the past because we are convinced it’s a good helicopter; we just need to find and
adopt solutions for the issues we’ve encountered and the problems we have. The B3
is the single most versatile and capable helicopter we have and at the moment the
H130 is not able to fulfill that role. It comes close but it’s not as good as the B3.
HO: How long until you can get the bubble window for the H130?
GB: The window could be ready in one or two months, but the problem is that the
company doing it is not recognized by EASA as a certified supplier or manufacturer
of aircraft equipment. To obtain that EASA approval certification will take more
time. How can you ask so much, supposedly in the name of safety, for such a tiny,
insignificant item? The people at EASA don’t seem to live in the real world. A rule-
making sub-committee came here and we took them up to an alpine hut to give
them an example of our work in a theoretical but likely scenario. We said, “Now,
do we perform this rescue mission or shall we not do it, because we’re out of
legal limits?” When rules are such that you are not allowed to perform a mission,
I would like to collect the names of all those responsible for instituting that rule
and distribute that list to all the relatives and families of those who lose their lives
in a skiing or hiking accident, just because it’s forbidden to perform a rescue
mission. Only with that metaphorical gun to their head did they change their minds
and decide that local authorities could handle such situations. I have hundreds of
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examples but one of the latest of their silly bloody rules is that a pilot cannot carry
out commercial air transport flights after the age of sixty. I have no idea why, but
it appears that it is maybe based on medical concerns. It is ridiculous that now
we have to get rid of a superbly skilled and immensely experienced pilot simply
because he turns sixty, even though he is in excellent health. Plus, in Switzerland
everyone has to work until they are 65; there is no pension before that, so what is
a pilot supposed to do for those five years? Now, once again, we’re one step
behind and it’s something else we have to spend massive energy and time fighting
against. I can understand if a more stringent regime of medical checks is required
after the age of sixty, but to just have to kick out some of your best pilots for no
real reason? It’s ridiculous. You see the problem? This is typical EASA; they shoot
and then they think.
HO: Does this affect you personally?

GB: Yes, in that the problem is left for the operators to deal with. The government’s
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not going to pay or look after them. EASA certainly isn’t going to. That means
that we have to somehow find a solution for these pilots who can suddenly no
longer work.
HO: Are you concerned about EASA’s reception if we report your comments?
GB: I’m fifty-three years old. I’ve got ten more years to go in this industry and I don’t
give a hoot, I’ll criticize them whenever I can, fire at them every chance I get because
someone has to. I’m just so fed up with these people at EASA who have no clue,
showing up in their ties and spouting this kind of bullshit. It makes me so mad and
costs us so much money to implement these rules.
HeliOps is extremely grateful to Gerold Biner for his unusually open, frank and
courageous commentary that we know echoes the concerns of numerous operators
throughout Europe and around the globe. HO
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HeliOps recently caught up
with Hayden Macdonald, a Kiwi
agricultural pilot with just over
3,000 hours. At 36 years old and
with a flying career that only
started when he was thirty,
Macdonald gives a fresh perspective
on the life and motivations of a
helicopter ag’ pilot in current times.
S TO RY BY L E I G H N E I L
PH OTO S BY N E D D AW S O N
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W
ho is attracted to rotary-wing agricultural aviation and why?
In the case of Hayden Macdonald, a self-confessed ‘hoon’ in
his younger years, the lure of helicopters was always there.
He raced motocross, rode sidecars in speedway – winning a national
title in 2002 - and rode road-bikes for years. He still owns and rides
motorcycles, but increasing maturity made the choice of helicopter
flying a viable and attractive career option. “I always wanted to be an
ag’ pilot, ever since I was a kid,” he told HeliOps. “I grew up in Tikokino
in the central Hawkes Bay and there were always pilots around that
operated down that way. I remember a guy named Stephen Oakley who
operated down there and had a couple of machines. Unfortunately, he
was killed in an accident down there but that never deterred me at all.”
Macdonald got a job in engineering before training with Pete Law at
Egmont Heliworks and completed his private license with Mark Law at
Whakatane when Pete went overseas. He completed his CPL in Auckland
at Ardmore Helicopters. “After that I went back down to Taranaki and
did a fair bit of ‘skid biting’ with Matt Newton until I worked my way
into a flying role there. Then I shot away and flew off the tuna boats
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for a little bit, before coming back and doing my ag’ rating with Matt at Precision
Helicopters.” Macdonald speaks very highly of Newton and opined, “He’s awesome
for this industry. I got a good amount of turbine time with him and he’s still putting
guys through. In fact, I think he’s putting someone through at the moment. He’s
probably one of the best guys and best companies in the industry for giving new
guys a chance.”
After he finished at Precision – in his own words, leaving to ‘chase a bit of skirt’
- Macdonald flew for Outback Helicopters with Jason Prendergast. While he was
there, competitors Outgro Aviation introduced a Robinson R66 and, when it became
known that a second was on the way, Macdonald realized that Outgro would soon
take up a significant chunk of Outback’s work. Seeing the writing on the wall,
Macdonald moved to Outgro and began flying the R66. He left Outgro in 2013 to
travel to Canada, where he did a spraying season flying a JetRanger for Western
Aerial. After the spraying season was over, he moved north and flew a winter for
Quest Helicopters. He finished his stint in Canada with a short extension to his work
visa, enabling him to do a fertilizer season back with Western Aerial in a Hiller. “It
was a Soloy turbine conversion and they’re quite an impressive bit of kit really, for
an old beast. I really only did that to get the chance to have a burn in one, mainly
because the Hillers have got such a history here in New Zealand.” On his return to
New Zealand, Macdonald spent a couple of months looking at work options but
the helicopter ag’ sector was relatively quiet so when an opportunity came up at
Helisika Agricultural, he decided to take the job and move to Auckland.
The company operates a small but varied fleet, with a Eurocopter AS350-B2, an
MD 530FF and a Robinson R44 Raven II. Macdonald flies them all, even the piston-
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powered R44, and commented that he actually enjoyed flying the Robinson on a
recent job. “They’re really good for ag’ work, excellent bits of kit,” he remarked. “It’s
good to keep current anyway, as you have to be able to jump between machines.”
There is definitely no ‘type-snobbery’ with Macdonald either, as he quipped, “Heck,
I’d fly a kite for the right money.” The marked differences between the machines
provide a great deal of flexibility, with Macdonald pointing out different strengths of
the three machines. “The 530FF is really a bush machine and we don’t really have
a lot of bush work up here, but when I have gone out and done a couple of bush
jobs in it I’ve just thought, ‘Yeah, this thing’s the gear for this!’ For lifting though,
the Squirrel just eats the 530.” Macdonald appreciates the great visibility boasted
by the Robinson and remarked how easy it is to work around. He also commented
that the 530’s performance was more noticeably affected by ambient conditions
than the AS350’s. “When you come to work and fly the Squirrel, it’s pretty much
the same every day, but with the 530 it’s completely different if there is a significant
temperature variation.”
For spraying duties, the 530FF carries a maximum legal spray load of 300 liters,
while the AS350-B2 carries a much larger load of 800 liters. The AS350 tanks are
from Helispecs Ltd, a New Zealand company based in Taupo and they incorporate
a load-dumping ability, which utilizes hydraulic rams and enables dumping of just a
portion of the load if so desired. The extra capacity makes the Squirrel an obvious
choice over the 530 for spray work and that suits Macdonald fine. “The 530’s good
fun,” he admitted, “but at the end of a day’s spraying you’re knackered. In the
squirrel though, it’s like flying round on a couch.” In general, Macdonald rates the
AS350-B2 as his favorite of the three machines in the fleet.
For bucket work, Macdonald has learned to work from inside the cockpit in the
Squirrel, using the outboard mirror instead of removing the door and leaning out
to look down directly at the bucket, as he was taught with Matt Newton. In the
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When you come to work and fly the Squirrel, it’s pretty
much the same every day, but with the 530 it’s completely
different if there is a significant temperature variation.
530, however, he still prefers to remove the door and look down. The difference is
largely because the 530’s seat is positioned much closer to the side of the machine
and leaning out entails less effort than in the AS350. Macdonald scores this as yet
one more advantage for the Squirrel, commenting, “For sitting in it all day doing
slurry or granular fertilizer, it’s just so much easier to sit in the one spot and use
the mirror.” The 530FF still has its advantages in some spraying jobs though. “It’s
great for spraying on the smaller blocks,” remarked Macdonald. “It’s excellent for
spraying gorse and stuff like that, where I can get right in. You can control the spray
a lot better with the 530 too. The rotor wash in the Squirrel tends to make the spray
swathe flick up at the edges more than the 530.”
The application of chemicals in aerial spraying is quite a science, with a variety
of nozzles available to provide different characteristics of swathe. Helisika uses both
Accuflo and T-jet type nozzles, depending on whether the requirement is for more
accuracy (the former, typically for gorse and small target areas) or larger, even
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Year: 1981
S/N: 51400
TTAF: 10863.7
Location: PNG
Great looking Bell 206L-3 refurbished late 2012.
Equipped with cargo hook.
ENGINE 250-C30P TSN: 5825.7
AVIONICS:
VHF COM King KY 196A
VHF COM King KY 196A
AUDIO King KMA 24H
HF COM Icom IC F7000
FM COM Tait 2000 11
TPX KT76A
GPS Garmin 196
ELT Artex 110-406
Satellite tracking Spidertracks
INSPECTION: Next maintenance action: 50 h-
Inspection at TT A/C 10874.9
ADDITIONAL EQUIPMENT AND FEATURES:
Onboard Cargo Hook
Dart Baggage Compartment Extender
Dart Mirror Kit
Whelen Siren
Dart PAX Access Steps LH and RH
FOR MORE INFO
Dart Access Steps LH and RH
Dart Maintenance Steps LH Fwd and Rear, RH Fwd and Rear Pacific Helicopters Limited
Airport Road
INTERIOR: Beige and Grey
P.O Box 342, Goroka
PILOT(S)/ PASSENGERS: 1/6 Eastern Highlands Province
Papua New Guinea
EXTERIOR: Red with white Landing Gear
t: (675) 5321833
REMARKS / MISCELLANEOUS: The helicopter was f: (675) 5321503
refurbished internally and externally November 2012 as
e: dom@pacifichelicopters.aero
well as a new Wiring Loom fitted. The aircraft is operating,
why the condition and component times will be subject to
changes depending upon such operations.
91
spreads (the latter, typically for pastoral spraying on such tasks as thistle control).
Microneer nozzles are also used for very low-rate applications, such as forestry
spraying. The Squirrel and R44 are equipped with carbon fiber booms, requiring no
extra stays and making removal and re-installation quick and simple. This permits
higher transit speeds and therefore much quicker travel to and from jobs. The
530FF, though, still retains a metal boom system.
A typical day starts at about 5am and work goes on pretty much every day,
unless it’s raining. A first-light start to flying affords lower ambient temperatures
and maximizing the time available before the wind picks up. With a maximum wind
limit of four to five knots, it is important to make the most of calm conditions.
Sometimes even lower wind thresholds apply, for example if there are sensitive
cropping areas in adjacent downwind paddocks, and spraying is therefore usually
finished by midday unless conditions are abnormally calm. For a company like
Helisika, which offers a variety of services and missions, the cessation of spraying
doesn’t mean the pilot’s workday is over; it just means that other types of work can
then be undertaken if required. Because the job is weather dependent, weekends
are seldom a normal part of life for an ag’ pilot, although Macdonald does admit
that a run of fine weather through the week can bring some much-appreciated time
off during the weekend, provided there is no urgent push for backlogged work
of course. “Greg, the boss, is pretty good about getting us our time off though,”
Located in North Brisbane,

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is a new & dynamic business providing
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ben@heliponents.com.au
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+61402332309 I +61414738539
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admitted Macdonald. “In fact, he’s probably the best guy I’ve worked with in that
regard. Like Matt, he’s also good at helping new pilots into the industry, training
them up for an ag’ rating.” Macdonald still really enjoys the flying and gets job
satisfaction in a very tangible manner. “You might go out and do a dessication job,”
he explained, “and when you fly past that paddock three weeks later, you can see
that the whole thing is clean and brown, no missed patches and done right up to
the fence lines. That’s when you get the satisfaction of knowing you did a primo
job. Of course, when you’re learning you’ve got to have those jobs where you fly
past and think, ‘Oh, that was shit!’ But that’s all part of the process. When you
first start out you get your ag’ rating but you still really know nothing.” Macdonald
also finds it satisfying when doing repeat jobs for farmers who comment on how
happy they are with the success of work carried out on previous occasions. It is
vital to retain as much repeat business as possible in such a competitive industry,
so satisfied customers are worth a great deal to the company as well. Macdonald
also appreciates the high standard of facilities and machinery that Helisika provides.
“These machines are the tidiest that I’ve ever flown,” he told HeliOps. “Even the
hangar and workshop are clean and don’t stink of chemicals. It just makes for a nice
environment in which to work.”
Helisika’s machines apply a wide variety of chemicals and products. Topdressing
missions see the use of mixed blends of fertilizer, dependent on what the farmer
requires and what his pastoral consultant has recommended. The fertilizer suppliers
blend products such as lime, urea and superphosphate to customer requirements
before delivery to the farm for application. Helisika also regularly uses consultants
prior to chemical application missions, ensuring the suitability of the product for
the intended outcome and taking into account the client’s budget. Getting the best
result can be a bit of a juggling act, as Macdonald pointed out. “The farmers are all
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working to a budget, obviously, and they want a good result from whatever we’re
doing for them. We’ve got to do it as quickly and efficiently as possible to ensure
we make our hourly rate but we’re always endeavoring to do the best we can for
the customer and still make a profit. That’s always a bit challenging, but I accept
that and I love the challenge. When you go back out there and they’re happy, you’re
happy and everyone makes a dollar, that’s the result you’re looking for.” One of
Macdonald’s favorite jobs is strawberry spraying at a site close to Auckland airport.
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“It’s fast and low,” he enthused. “We’re not allowed above 100ft because we’re
under the two-mile final approach. It’s quite challenging and we’ve got to work with
the tower controllers.”
What about the risks? Wires, of course, are a serious threat to any helicopter
at low level. When you’re spending your whole workday a stone’s throw from the
ground, however, they become a major consideration. Standard practice is to both
ask about wires and overfly the area, often combined in a single exercise with the
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farmer accompanying the pilot on the over-flight. “The farmer is usually too busy
looking at his farm to be a lot of use though,” observed Macdonald, “so you have
to really make a point of getting his attention. There will obviously be wires running
to the house and to the sheds, but I also need to know about anything unexpected
that I might not see. Single-span electric wires, aerials and the like can be in the
most unexpected places.” Despite the best efforts of pilot and farmer, there are
always going to be instances where something unexpected becomes apparent
during the work. As Macdonald points out, this tends to occur more frequently
during the learning phase. “There is so much going on and there is a fair bit of
multi-tasking required. Unfortunately, you can’t learn from your mistakes that
much in this industry, because most of those mistakes are potentially fatal. Once
you’ve got skilled and developed a good routine, you stick to that routine but over
time that, in itself, can lead to a degree of complacency.” Macdonald admits to a
couple of close calls with wires in his own career so far; on one occasion snapping
a boom off on a wire. “It’s usually that you’ve forgotten about them because of
some disruption or change in what you’re doing. Anything that disrupts your train
of thought and work process has the potential to distract you from the basics of
the task at hand.” It’s not just wires either. Macdonald lists such things as neighbors,
adjacent stock and passing traffic – usually stopping to watch or take photographs
and videos – as additional distractions and factors to take into consideration when
working; all of which add to the pilot’s stress and concentration levels. Extensive
training is also given to the loader-drivers, as they need to be able to select
appropriate, safe loading areas and water pick-up locations; all bearing in mind the
operating limitations of the helicopter.
As in most industries, increasing levels of legislation are continually driving up
compliance costs to the operators and therefore putting pressure on pay rates for
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the pilots. An accompanying decrease in offshore opportunities has resulted in an
oversupply of trained helicopter ag’ pilots, putting yet further pressure on pay rates.
Other aspects of an ag’ pilot’s life, however, are definitely an improvement on how
things were for the pioneers of the industry. The days of spraying gorse at thirty
knots and getting drenched in chemicals are long gone. “The modern equipment
creates uniform droplets and they all fall,” Macdonald explained. “I can spray gorse
all day and not get a single drop on the machine. I suppose we don’t even really
need to wash it down, although we always do.” Fatigue is a factor that demands
constant awareness, due to the extremely high workload and concentration factor
inherent in precision flying at what some would consider ridiculously low heights.
“It’s worst when you first start out and you’re knackered after a couple of hours,”
noted Macdonald, “but even when you’re experienced and flying all day on your
own, you have to be mindful of fatigue and be prepared to call it quits or take a
breather if you feel too tired to safely continue.” He pointed out that on a typical
day he gets reasonably regular breaks in any case, such as when waiting for the
loader-driver to travel between jobs.
Agricultural flying is undoubtedly one of the most hazardous of all aviation
roles outside active combat, but it retains an almost irresistible attraction to a
certain breed of person. Like any inherently hazardous job, however, recognition
and management of risk factors can make it a safe and rewarding career option
for pilots seeking real challenge and concomitant satisfaction. Eager to share his
story so others might decide to follow a similar route, Hayden Macdonald is a good
example of a true aviation professional enjoying his choice of career. HeliOps thanks
him and wishes him well. HO
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Honeywell in late
2015 started to offer
AgustaWestland
AW139 helicopter
owners its Aspire
200 satellite
communications
system, marking
the first-high-
speed wireless
broadband solution
enabling ultra-
fast data services
aboard helicopters.
Pictured: an AW139
flown by offshore
operator CHC.
A REVOLUTION IS OCCURRING IN AVIONICS FOR
COMMERCIAL ROTORCRAFT. WE REVIEW THE FEATURES,
FUNCTIONS AND IMPLICATIONS OF THE TOOLS THAT
GUIDE PILOTS AND KEEP THEM SAFE.
S TO RY BY J O H N P E R S I N O S
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“Technological change is
like an axe in the hands of a
pathological criminal”.
ALBERT EINSTEIN
Engineers in the avionics industry perhaps know what he meant.
MOVING FAST When the Cold War ended, military-

developed technologies that were
Fast-moving change continues to
once classified, in particular the Global
unfold in the field of cockpit electronics,
Positioning System (GPS), where
putting intense pressure on avionics
declassified and changed commercial
decision-makers to modernize and
and consumer lives forever. The majority
upgrade their equipment capabilities.
of what we discuss here stems from the
The imperative is to maintain system
navigational revolution wrought by GPS.
interoperability and the sharing of
real-time information among ground
controllers and pilots.
MORE CHANGE COMING
Below, we look at the disruptive The biggest change now afoot
technologies that are changing in both fixed-wing and helicopter
helicopter operations. In the sidebar, we cockpits is the U.S. Federal Aviation
also spotlight the products and players Administration (FAA) plan to modernize
that are leading the way in today’s the National Airspace System (NAS)
radical transformation of the helicopter from now until 2025.
airspace. Officially called the Next Generation
A combination of the words “aviation” Air Transportation System, or “NextGen,”
and “electronics,” avionics as a term the FAA’s multi-billion-dollar NAS
and as a distinct field didn’t take hold overhaul utilizes satellite-based
until the early 1970s, as an outgrowth of GPS technology akin to what’s now
the increasingly sophisticated military available in cars and on smartphones.
aircraft developed to fight the Cold NextGen is designed replace the
War. As is often the case, these military existing and increasingly antiquated
innovations spun off into the commercial radar-based national air traffic control
sector. Until then, radios, radar, displays, system developed after World War
and radio navigation aids were individual II. For aircraft of all types, NextGen
and often mechanical (that is to say, is the “Rosetta Stone” of avionics
non-electronic) systems. The explosion development.
of computer technology in the early We spoke about the revolution in the
1970s made it possible to turn gauges helicopter cockpit with Nick Lappos,
and dials into electronic systems — senior technical fellow at Sikorsky
hence, avionics. Aircraft, the storied helicopter maker
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that’s now a division of Lockheed Martin. remains a top federal priority and its
Nick is widely respected in the helicopter ultimate completion is not in doubt,
community as a highly skilled pilot with which is a relief for the avionics
deep engineering acumen. companies that make the complex
“There has been a major shift avionics that are in synch with the new
in the way we think about avionics grid. Regardless of whether Republican
systems,” Lappos explains. “Previously Donald Trump or Democrat Hillary
we built a system like VOR [Very High Clinton wins the White House, NextGen
Frequency Omnidirectional Range] or is a fact of life.
ILS [Instrument Landing System] and Through its NextGen initiative, the
then we found out what minimums it FAA is developing an integrated grid
could support, so that the system’s of new technologies and procedures
limitations created the flight minimums. to support greater capacity and
Today we have required navigation less congestion. Performance Based
performance, or RNP, which means that Navigation (PBN) is helping the FAA
we can demand a level of performance create a mechanism for reaching
and then build a system that matches it NextGen’s goals.
using a blend of inertial, GPS and other PBN enhances safety, particularly
sensors. For the first time we can tune in marginal weather, by minimizing
the accuracy and integrity of our system diversions to alternate airports. But PBN
to get the minimums that we want.” will convey other benefits as well.
And that’s where NextGen comes in. The Air Transport Association
At the heart of NextGen is Automatic (ATA) has calculated that Air Traffic
Dependent Surveillance-Broadcast Management (ATM) solutions, such as
(ADS-B), which is used by aircraft as better flow control and more efficient
an alternative to secondary radar. approaches to airports, have the
ADS-B broadcasts the aircraft’s GPS potential to reduce aircraft fuel burn by
position (i.e., latitude and longitude), as much as 12%.
pressure, altitude, and call sign, as The name of the game in avionics
well as track and ground speed these days is integration, to save space
separated into messages carrying 10 and weight. Avionics OEMs are taking a
bytes of data each. multitude of different and integrated
With the advent of ADS-B and them into one.
NextGen, the technology in the For example, integrated hazard
helicopter cockpit is increasingly crucial. detection products calibrate weather
The global airspace is becoming more detection parameters according to time
integrated and Internet connected, of day, time of year and geographic
heralding an array of avionics features position. These more precisely display
that are pushing the boundaries of thunderstorm threats and also mesh with
what’s capable. This article is intended the overall NextGen grid plan.
to help pilots, mechanics, engineers, As explained below, NextGen
air traffic control professionals, and technology is helping helicopters reach
other interested parties sort through their destinations in the worst kinds of
this change. weather and defy daunting forecasts
Despite the rancor and gridlock in that would have left supplies and crew
the U.S. Congress this year, NextGen stuck back at the airport or helipad.
Bell Helicopter
was the first
manufacturer to
select Garmin’s
G1000H, for its Bell
407. Pictured: a
Bell 407 flown by
Alabama-based EMS This applies to any operational niche The avionics industry is highly
operator LifeSaver. for helicopters, whether it’s emergency regulated, particularly in regard to
medical services, airborne policing, safety. The result is an extremely high
search and rescue, VIP/executive barrier to entry. That’s why the names of
transport, or offshore oil and gas the avionics OEMs cited in our sidebar
support. are behemoths that adapt the best to
changes in government policy.
THE “GREEN” FACTOR These companies also benefit from
It’s in the area of ATM that two the long gestation period of new
ostensibly unrelated disciplines — products. Designing, building, testing,
environmentalism and avionics — find and bringing to market a new avionics
their nexus. product takes billions of dollars and
A campaign is now underway in many years, giving them a firm grip on
nations around the world to reduce air their respective market shares.
transport’s carbon footprint and to Environmental concerns combined
make the industry a better world citizen. with growth in most sectors of the
New “green” aviation technologies are commercial rotorcraft industry sectors
under development and implementation are boosting demand for their avionics
— many involving better avionics. suites. That’s especially true in air
Global growth combined with medical, which is enjoying exponential
increasing demand for more growth while at the same time is under
sophisticated cockpit electronics will pressure to improve safety.
fuel the avionics industry for the next The offshore energy transportation
several years. The consultancy Market sector is in the doldrums, but that’s
Info Group reports that the combined actually increasing demand for advanced
commercial and military segments avionics because these new guidance
of the global aerospace avionics technologies save fuel and time, which in
market will reach $26.5 billion in annual turn enhances the beleaguered bottom
revenue by 2020, compared to about lines of operators such as Bristow, Era,
$15 billion in 2015. CHC and PHI.
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SERVING THE NEEDS OF Terrain awareness and warning
THE HELICOPTER PILOT systems (TAWS) are crucial to today’s
avionics. To qualify as TAWS under
The capabilities of the latest avionics
the FAA’s criteria, the avionics solution
were in full display over the blue skies of
needs to include a terrain display; terrain
the Farnborough Air Show in the United
awareness and alerting functions that
Kingdom in July.
use position information provided by
Avionics features showcased at air
either a suitable internal position sensor
shows like Farnborough drew attention
or an on-board area navigational system
to the dizzying journey the helicopter
and an on-board terrain database; and
industry has experienced since Igor
ground proximity detection and alerting
Sikorsky flew the first practical
functions.
helicopter in 1939 (wearing a suit and tie
and no seatbelt). Because of these added
Avionics companies that capabilities, TAWS offers substantial
demonstrated at the show, including improvements over traditional ground
stalwarts such as Honeywell proximity warning systems (GPWS)
International, Sandel Avionics, Rockwell equipment alert and alarm times. The
Collins, Garmin and Universal Avionics continuous terrain display features

are making commercial helicopters of TAWS greatly heighten flight crew
safer and more efficient. We look at the situational awareness in conditions of
avionics technologies that are shaking limited visibility.
up the helicopter market and who’s Warning times that were once
making new capabilities a reality. measured in seconds, or were not
Sophisticated avionics solutions generated at all in non-precision
and integrated flight decks are no approach situations, can now be
longer the sole province of fixed-wing measured in minutes. Instead of
passenger jets. Over the last five years simply providing last-second warnings
or so, avionics manufacturers have of impending catastrophe, a TAWS
started making available to helicopters display enables crews to maneuver to
the most advanced navigation and avoid terrain well before it becomes an
flight management systems. Each OEM obstruction to their flight.
brings singular structures, algorithms The FAA mandates the use of
and designs to their respective avionics TAWS for certain fixed-wing aircraft,
offerings, but they all focus on the needs but not helicopters. But no matter:
of one person: the pilot. the benefits are clear for all types of
These avionics suites emphasize flight, fixed-wing or rotorcraft. That’s
intuitive man-machine interfacing, within why helicopter avionics increasingly
the parameters of NextGen, to reduce incorporates helicopter-specific TAWS
pilot workload and provide three- (H-TAWS or HTAWS). Small wonder that
dimensional displays of the terrains FAA-recommended “best practices” for
and elements outside the cockpit. helicopter emergency medical services
Companies are integrating into their includes TAWS.
designs various synthetic vision systems, “The FAA’s NextGen requirements
Helicopter Terrain Awareness and are focused around accommodating
Warning Systems (HTAWS), and Traffic more and more aircraft in the airspace,”
Collision Avoidance Systems (TCAS). explains Dan Toy, principal marketing
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A combination of the words “aviation” and
“electronics,” avionics as a term and as a
distinct field didn’t take hold until the early
1970s, as an outgrowth of the increasingly
sophisticated military aircraft developed to
fight the Cold War.
manager at Rockwell Collins. “It other aircraft transponders to

creates a better level of precision, determine the location of other aircraft;
allowing aircraft to fly closer together, this capability will be enhanced by
to accommodate the need for more NextGen, by making it more precise
efficient use of the airspace.” and allowing for more precise
Toy notes that one of the avionics operational procedures based on TCAS
issues in today’s world and in the past readings. TCAS was originally designed
is that we’ve been using radar-based for simple collision avoidance, but
tracking for aircraft for air traffic control now it will be refined under NextGen
to determine where they are. Because to allow for more efficient and precise
radar technology has limitations in operational responses.”
terms of accuracy for the controller’s It’s also important to note that
understanding of the aircraft’s position, HTAWS has nothing to do with ADS-B
ADS-B was developed, which allows and TCAS; it’s simply a helicopter-
the transponders on the aircraft to specific version of existing terrain
broadcast the aircraft’s velocity and awareness systems on fixed-wing
position, using the onboard GPS aircraft. These ground-proximity warning
navigation systems commonly found. systems go back about 40 years; with
“By using a highly precise GPS the advancements of data processing
position that has a higher degree of and data storage, TAWS and HTAWS
confidence in the integrity of that bring in terrain data bases to this
position, aircraft now can be more safely system. TAWS is more predictive than
flown and controlled than in the past,” a simple altimeter system. HTAWS is
Toy says. “It’s important to understand TWAS, but more accommodating of
that ADS-B is part and parcel of rotorcraft characteristics.
NextGen and it has been developed in “HTAWS is a newer technology
conjunction with it. ADS-B is an element that’s moving into helicopters and it’s
of the strategy behind NextGen.” not related to NextGen. NextGen is
Meanwhile, TCAS has been about airspace management; TAWS and
around for more than 20 years and HTAWS are about flight safety,”
it has continued to evolve with Toy says.
improvements to the national airspace Helicopters face challenges that
navigational system. are distinct from fixed-wing aircraft.
“TCAS is a technology on board the Helicopter flight paths and procedures
aircraft that will be leveraged within typically occur at lower altitudes and
NextGen according to new concepts of in more degraded visual environments,
operation,” Toy says. “TCAS interrogates with greater turbulence. For interpretive
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Garmin avionics
products are
commonly found
in Bell aircraft such
as the workhorse
Bell 407.
Pictured: a Bell analysis, we turn again to Sikorsky’s Nick assurance, approach and land to make
407 flown by Lappos. the pick up and come back home in any
the Fairfax (VA)
airborne police. Lappos is an experienced helicopter weather.”
test pilot and avionics expert who
also has worked at Bell Helicopter and THE COCKPIT OF THE
Gulfstream. He put today’s helicopter FUTURE
avionics changes into deeper context. All NextGen helicopter cockpits
“The fundamental problem for offer some manifestation of synthetic
commercial helicopter operations vision systems. The most advanced of
around the world is the lack of these synthetic vision systems integrate
instrument infrastructure that permits forward-looking infrared technology
us to fly on instruments while doing with the terrain databases of enhanced
our job of landing and taking off from ground proximity warning systems with
random spots,” Lappos says. “We expect Head-Up Display (HUD) symbology,
commercial pilots to fly under clouds to present synthetic vision systems
for dozens of miles at night and in bad graphics on Primary Flight Displays
weather, make a pick up and then stay (PFDs).
under the clouds and come all the way The goal of these futuristic cockpits
home without mishap. We try to make is to enhance the safety and situational
these operations safer using HTAWS awareness of helicopter pilots. These
and synthetic vision and NVGs to aid cockpits are being built in conjunction
the pilot. We never consider the idea of with airframe manufacturers, as
creating a helicopter specific instrument reflected by Garmin’s G5000H on
route and approach system so the the Bell 525 Relentless and Universal
pilot can fly with obstruction clearance Avionics’ NextGen flight deck on the MD
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Honeywell’s avionics
are especially
prevalent in
Sikorsky’s S-76
variants. Pictured:
an S-76D flown by
Explorer. Avionics OEMs are merging an omnipresent danger to helicopter Bristow.
their new cockpit technologies with operations throughout the mission, not
innovations in airframe design. just at takeoff and landing.
As helicopter operators in all niches Most CFIT accidents are the result
invest in new aircraft, they’re also of a series of human errors created
expecting new cockpit technologies by insufficient situational awareness.
tailored to the particular needs of that Common contributing factors are limited
operational profile.. visibility due to darkness or inclement
Controlled flight into terrain weather — or both.
(CFIT) and inadvertent instrument A key focus of the latest avionics is to
meteorological conditions (IMC) reduce helicopter CFIT and IMC, through
continue to take a toll on the helicopter affordable, commercial off-the-shelf
industry. Safety has improved over the (COTS) technology that’s engineered to
years but the imperative is stronger provide enhanced situational awareness
than ever. Helicopter accidents tend to in several ways, such as intuitive and
get considerable unwanted publicity streamlined cockpit interfaces, reduced
and can fuel “Not in My Backyard” pilot workload, 3D synthetic views of
(NIMBY) backlashes against commercial obstacles, and assisting flight crews in
helicopter flights. spotting and avoiding hazards.
Several factors cause the higher Simplicity and ease of use are crucial
occurrence of accidents and fatalities to avionics displays, to prevent pilots
in helicopters compared to fixed-wing from getting stressed by informational
aircraft. Helicopter flights often take overload. Frenetic multitasking
place in close proximity to rough and has become a thing of the past, by
challenging terrain and involve off- condensing myriad indicators into one
airport takeoffs and landings. Rotorcraft or two simple screens. Helicopter pilots
routinely operate below 500 feet above can spend less time with their heads
ground level and obstacles such as high down, so they can look outside the
buildings, towers and power lines are cockpit longer. HO
Leading Edge Helicopter
Avionics Products
Here are quick summaries of the latest avionics offered by the major OEMs:
HONEYWELL INTERNATIONAL
Honeywell’s Enhanced Ground Proximity Warning System (EGPWS) uses inputs
such as position, attitude, air speed, and glideslope, together with internal terrain,
obstacles, and airport databases to predict any lurking conflicts between the
aircraft’s flight path and terrain or an obstacle that the pilot can’t visually detect,
such as power lines, radio towers or buildings.
When a conflict is detected, the result is a visual and audio caution or warning
alert. When coupled with display, the surrounding terrain can be viewed relative to
the aircraft position, providing strategic terrain information up to 30 minutes before
a potential terrain conflict.
Honeywell has integrated its EGPWS with its SmartView Synthetic Vision
System to provide an enhanced terrain and obstacle awareness of threats.
Honeywell’s SmartView provides helicopter pilots with real-time views of the
location of the aircraft in relation to surrounding terrain, and a 3D virtual view
outside the cockpit that is unencumbered by visual impediments, such as fog, bad
weather, or darkness.
Helicopter pilots can rely on the SmartView Synthetic Vision System to greatly
decrease the chances of CFIT that occurs because of low visibility. Honeywell’s
avionics are especially prevalent in Sikorsky’s S-76 variants.
Honeywell in late 2015 also started to offer AgustaWestland AW139
helicopter owners its Aspire 200 satellite communications system, marking the
first-high-speed wireless broadband solution enabling ultra-fast data services
aboard helicopters.
Awarded a supplemental type certificate (STC) by the FAA, the Aspire 200
system enables helicopters to utilize SwiftBroadband, an aircraft connectivity
service provided through Inmarsat-4 satellites. Aspire 200 with the High Data Rate
(HDR) software upgrade is faster than any other helicopter connectivity system on
the market, supporting voice and streaming data rates up to 650kbps.
In the past, the helicopter’s rotor blades would interfere and block satellite
communications signals to the helicopter. The Honeywell Aspire 200 and
HDR software solve this dilemma by deploying proprietary Long Burst Inteleaver
software, which penetrates the aircraft’s rotor washes to bring high-speed
data services to the pilot. This capability provides a big advantage for
challenging missions such as search and rescue and offshore transport, where
inclement weather over rough water is often a factor and instantaneous
communication crucial.
GARMIN
The Garmin GTN 750/650 features a helicopter-specific obstacle database with
nearly 30,000 low-altitude obstacles, as well as a navigation database with heliports
and high-resolution terrain. For added safety, optional HTAWS provides color
shading to show nearby terrain in proximity to the helicopter, and provides voice
callouts when descending below 500 feet.
The Garmin GTN 750/650 is optionally compatible with night vision imaging
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AgustaWestland has
selected Rockwell
Collins HeliSure
devices for the
company’s AW149,
systems (NVIS) for use with a wide range of optics. The product’s synthetic vision
AW189, AW101 and
enhances safety, by portraying in 3D the obstacles, terrain, and other aircraft traffic. AW169 platforms.
Pictured: an AW189,
flown by offshore
SANDEL operator Bristow.
Sandel Avionics’ ST3400H HeliTAWS multihazard avoidance system
for helicopters protects against terrain, wires and obstacles, and is FAA-certified
for nuisance-free operation below en route altitudes. Sandel HeliTAWS incorporate
Sandel WireWatch onboard wire-strike avoidance capability, TruAlert technology to
eliminate nuisance alerts, and pilot-selectable modes of operation.
Sandel’s ST3400H HeliTAWS is especially designed to meet the rigors of such
missions as air medical, offshore oil and gas support, airborne law enforcement, and
search and rescue. Sandel HeliTAWS systems are automatic and don’t require pilot
management, freeing the pilot to cope with other challenges that arise. HeliTAWS
offer an easy-to-interpret, color, high-resolution display for 3D terrain, as well as
on-demand night vision compatibility.
ROCKWELL COLLINS
This OEM’s flagship for helicopter operators is its HeliSure product line, designed
to provide pilots with heightened situational awareness. HeliSure delivers sensor
data in real time through an intuitive user interface that features 3D visualization for
information that pilots can easily, quickly, and effectively process.
When Rockwell Collins’ engineers were tasked with creating a HTAWS solution,
they set out to provide a next-generation, FAA Technical Standard Order (TSO)
Class A terrain awareness and warning system. Consequently, they integrated
into their product Sandel’s HeliTAWS technology. When integrated with Rockwell
Collins’ large area displays, Sandel’s advanced, flight-tested algorithms combined
with Rockwell’s high-integrity databases give helicopter flight crews a highly reliable
graphical depiction of terrain and obstacles, even in darkness and other low-
visibility conditions.
AgustaWestland has selected Rockwell Collins HeliSure devices for the
company’s AW149, AW189, AW101 and AW169 platforms.
Rockwell Collins also offers its Head-up Guidance System (HGS), a commercial
head-up display (HUD), for enhanced situational awareness and energy
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management in visual flight rules (VFR) and instrument flight rules (IFR) conditions.
HGS is designed to eliminate the need for pilots to continually transition from head-
down instruments to head-up, out-the-window view during critical phases of flight.
GARMIN
Garmin offers the G500H dual-screen electronic flight display systems designed
specifically for the VFR helicopter market. The primary flight display (PFD) and
multi-function display (MFD) show position, altitude and speed directly in the
field of view of the pilot. The GTN 650 touchscreen GPS/NAV/COM is seamlessly
integrated with these suites to provide operators with state-of-the-art navigation
capabilities. Crew workload is reduced with the GTR 225 COM radio, which
incorporates frequency lookup and reverse lookup functions via an internal
database on a large, sunlight-readable LCD display.
The product’s HTAWS technology continuously works to monitor surrounding
terrain and obstacles. Operators are provided with visual and aural alerts of
potential terrain and obstacle conflicts, which are available within the GTN
touchscreen navigator and on the PFD of the G500H. Garmin HTAWS incorporates
a five-color terrain scale (red, orange, yellow, green and black) and provides pilot-
selectable voice callouts when descending from 500 to 100 feet above ground level.
Garmin’s HTAWS offers Reduced Protection mode that allows low-level operations
with minimal alerting, while continuing to provide terrain and obstacle protection. In
addition to HTAWS, optional WireAware wire-strike avoidance technology overlays
comprehensive power line location and altitude information on the moving map so
they’re easier to identify relative to the flight path of the helicopter.
Garmin’s G500H is particularly designed to meet the stringent safety
requirements of air medical operators in variants made by Bell, Airbus,
AgustaWestland, MD Helicopters, and Sikorsky. Upgrades include the G1000H,
which includes line-replaceable units (LRUs), designed to withstand helicopter
vibration levels.
These LRUs are integrated with sensors throughout the aircraft and transfer
data seamlessly from these sensors to the PFD/MFD to deliver real-time information
to the pilot. Bell Helicopter was the first manufacturer to select the G1000H, for
its Bell 407. Garmin products are also commonly found in Bell aircraft such as the
workhorse LongRanger.
UNIVERSAL AVIONICS
MD Helicopters was the launch OEM customer in 2013 for the Universal Avionics
InSight Integrated Flight Deck on the MD 902 Explorer helicopter.
Specifically tailored for the low altitude operations of rotorcraft, such as for air
medical and airborne law enforcement, the InSight flight deck features:
Two or three Diagonal landscape 10.4” EFI-1040 high-resolution LCD Displays;
an Electronic Control Display Unit (ECDU); “Point and Click” display control using
collective-mounted Cursor Slew Switch; Secure Digital Card for Nav, Chart and
Checklist Databases; Remote Data Concentrator Unit for analog and non-critical
functions; Dual Data Acquisition Units for Engine and CAS functions; and a Data Log
Unit for Aircraft Condition Monitoring recording.
A major benefit for pilots of an InSight cockpit is the large, easy-to-read EFI-
1040 displays, enhanced by an intuitive interface with cockpit displays that makes
flying easier with fewer distractions.
All of these avionics offerings are available in a wide variety of helicopter models
across all operational niches. They’re increasing becoming the standard for safe and
efficient helicopter flight. HO
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The HeliOps 2015 Global HEMS poster is a

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As technology races ahead in the 21st Century, the
helicopter industry is developing new and innovative
concepts and technologies. A.R. Prince reviews these
technologies and their prospects.
S TO RY BY A . R . P R I N C E
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G
he recent past has been a and developed for civil use. So, it may
fruitful period for helicopter be asked, is the helicopter about to
development. Most visibly, enter a new age, characterized by
a new generation of developmental these mechanically and otherwise more
compound helicopters has been fielded, sophisticated types, and what of the
the Piasecki X-49, Sikorsky X2 and traditional helicopter?
Eurocopter X3, all having first flown in In seeking to answer this question,
the years 2007 to 2010. The first civil HeliOps spoke with representatives
production model of the more radical of the largest civil helicopter
helicopter derivative, the tilt-rotor, manufacturer in the world, Airbus
the Leonardo AW609, first flew a few Helicopters, whose research and
years before, in 2003, and finally, development effort is focused more
more than 60 years after the first on the short and medium term, and
flight of any aircraft of the type, offers the largest government aviation
the prospect of a tilt-rotor entering research organization in the world, the
civil service. Further, more capable US’s National Aeronautics and Space
tilt-rotors, as well as compound Administration (NASA), focused more
helicopters are being conceptualized on the medium and long term.
The turning point
in the history of the
tilt-rotor, the first
production example
of the type, the
Bell-Boeing V-22,
the experience of
developing which
has led to a civil tilt-
rotor, the Leonardo
AW609.
Source:
Bell Helicopter
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AW609, registration
N609TR, the first
prototype, currently
based in the US.
Source: Leonardo-
TILT-ROTOR safety requirements than the V-22 did. Finmeccanica
Indeed NASA’s efforts are intended Still, the demands on the design and
to lead to a tilt-rotor far more capable development of the AW609, at least
than the AW609, which has a passenger from the operational requirements end,
capacity of just six to nine. However, is limited by the fact that the aircraft
the significance, and implications, of is probably as small as a commercially
the AW609 should not be overlooked, viable tilt-rotor could be, the V-22’s
set as it seemingly is to become the capacity in comparison being 24 troops.
first of the type to enter civil service. The first example of a new class
Reviewing its development, what is of aircraft as innovative as the tilt-
immediately notable is the span of rotor will be more susceptible to
the flight test period, more than 10 adverse incidents during development.
years. By the industry standard this Crashes of the V-22 indeed contributed
is a long time. Yet it is following, and significantly to its developmental delay.
hence benefitting from the institutional There were four during this period,
knowledge gained on, an earlier tilt- and a further three after service entry.
rotor also long in development, this Much would have been learnt by the
time a military one, the Bell Boeing industry from this experience, more
V-22, which first flew in 1989 and so by the AW609 team because V-22
entered service in 2007.The AW609’s co-manufacturer Bell Helicopter was
long adolescence could be seen as previously involved with the type.
indicative of the enormity of what is Still, the AW609 has suffered a crash,
being attempted. First, the tilt-rotor in 2015. At least though it seems
is the most capable but also the most that although the cause hasn’t been
complex derivative of the helicopter revealed, any underlying issue is known
envisaged. Further, a civil model has and programmed delay as a result
to conform to far more demanding would be limited. By the time this
AW609 registration
N609AG, the
second prototype
which in September
2015 set a speed
record of 2 hours
18 minutes from
Italy to the UK, but
article is published, the third of four mentioned vision of NASA, which is
which unfortunately prototypes would likely have flown. for a 90-to-120-passenger aircraft, the
crashed the
Certification is planned for 2018. Large Civil Tilt-Rotor Two (LCTR2),
following month.
Source: Leonardo- Experience with the AW609 for commercial flights within the
Finmeccanica is contributing directly to the continental US. Of course NASA is not
development of a more capable, larger a manufacturer but it is orchestrating
tilt-rotor technology demonstrator, the the development of technologies to
European Union’s Clean Sky 2 research allow such an aircraft to be produced,
program’s Next Generation Civil Tilt- as envisaged from 2030. The key
Rotor (NextGenCTR, or NGCTR), point about the LCTR2, which would
Leonardo being the lead contractor. replace fixed-wing regional airliners, is
NGCTR is to fly in 2021. Notably, unlike that it would not require runways. It is
the V-22 and AW609 in which the entire notable that it is envisaged for not just
nacelle tilts, that of the NGCTR, which in a mainline helicopter role, but indeed
the artist’s impression appears smaller a mainline aviation one. In comparison
and more in aesthetic proportion to the the AW609 and even the NGCTR have
aircraft as a whole, will be fixed, with been conceived more for niche missions
just the prop-rotors tilting. A substantial like SAR, EMS, coast guard, corporate
part of the wing, according to a display transport and air taxi.
model and artist’s images, will also tilt, But how would the LCTR2 compare
to allow more of the rotor downwash with the aircraft it would replace? It
to flow past it. It will be interesting to would cruise at 560km/h (300kt),
compare these images with the actual faster than the AW609 and V-22’s
prototype when it is revealed. 510km/h (275kt) and 493km/h (266kt)
Passenger capacity of the NGCTR is respectively, but much slower than
20. This is still far less than the above- the roughly 870km/h (470kt) of a
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Flexible.
Independent.
Long-term.
The Waypoint Advantage
Waypoint is the world’s largest independent

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more than 100 aircraft on lease, coupled with a
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Waypoint forges lasting relationships with leading
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Copyright © 2015 Waypoint Leasing Services LLC. All rights reserved.
w a y p o i n t l e a s i n g . c om
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A mock-up of the
AW609 passenger
cabin in corporate/
VIP configuration.
Source: Leonardo-
Finmeccanica modern regional jet of similar passenger organization’s Revolutionary Vertical
capacity to the LCTR2, the Embraer Lift Technology Project Manager, Susan
E190-100. Range for the LCTR2 would Gorton, it could be concluded that it
be 1,850km (1,000nm), and weight is at the stage of trying to determine
45,000kg (100,000lb), compared to where between the two technologies
4,445km (2,400nm), and empty and the focus should be. She indicated
maximum take-off weights of 28,080kg that it has been conducting variable
(62,000lb) and 50,300kg (111,000lb) for speed power turbine component
the E190-100. demonstrations this year, with
As would be expected, the figures success, and it has also evaluated two
indicate that the tilt-rotor is not as configurations of two-speed drive
efficient as comparable fixed-wing systems. Challenges applicable to both
aircraft. It would always be so, because the technologies include maintaining
the latter is optimized for cruise, with efficiency over the rotor rpm range, and
no consideration whatsoever of zero- system weight increase.
speed operations. The tilt-rotor has to Until the actual production of an
be optimized for a wider performance LCTR2-size aircraft, the US would gain
envelope, wider too of course than that advanced tilt-rotor experience through
of the traditional helicopter. In the latter a prototype, though a military one,
the speed of the rotors is constant, but currently being built and due to fly
the tilt-rotor would be more efficient in 2017, the 11-passenger Bell V-280.
if the speed could be varied, perhaps Interestingly, like in the NGCTR, the
by up to half. This would require either prop-rotors, but not the nacelles, rotate.
one or both of the turbine and the
transmission to operate at different COMPOUND HELICOPTER
speeds. NASA has been studying With respect to the other helicopter
this, and from conversing with the derivative mentioned, the compound
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Model of the
Leonardo Next
Generation Civil
Tilt-Rotor. The
refinement of the
helicopter, following the X-49, X2 partnered with Boeing, is further design is apparent
and X3, the major civil program is the developing this type of compound over the V-22-
AW609 generation.
Clean Sky 2 parallel to the NGCTR, helicopter, though in a military program, Source: Leonardo-
the Low-Impact Fast and Efficient the aircraft, designated SB-1 is due to Finmeccanica
Rotorcraft (LifeRCraft) technology fly in 2017.

demonstrator. Airbus Helicopters is the
lead contractor. Like the X3, it has two THE TRADITIONAL
forward propulsors, mounted on short HELICOPTER
wings. LifeRCraft though is bigger and The primary motivational factor
more capable. As Airbus Helicopters’ for the development of the tilt-rotor
Research and Innovation Programmes and the compound helicopter is speed.
Europe representative, Francois And while western manufacturers have
Toulmay has pointed out, it is also, been pursuing the development of
apart from the main rotor, essentially the new configurations, Mil has been
a new design. Wind tunnel testing trying to advance the speed capability
has been recently completed and of the conventional helicopter. It has
preliminary design is underway and will concentrated on military applications
continue to 2017. First flight is planned though, in December 2015 beginning
for 2019. Envisioned roles are the same flight trials of a derivative of an Mi-24K
as for the NGCTR. with a more aerodynamic nose and
The X-49 and X2 espouse a cockpit, new engines, and new main
different compound configuration rotor with curved blade tips, as a
philosophy, the use of single forward flying test bed for a future high-speed
pusher propulsors, mounted at the rear conventional helicopter.
of the fuselage, and no wing. Another performance parameter
The X2 further has coaxial main of the helicopter which has generally
rotors. It may be noted that Sikorsky, been limited compared to fixed-wing
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The next US tilt-rotor
prototype to fly is
also a military one,
the Bell V-280.
Source: Bell
Helicopter
aircraft is payload. Mil, which has conceptually closer to the piston engine
specialized in heavy-lift types, has which some lighter helicopters, like
the Mi-26 which has held the payload the Robinson R22 and R44, use. It is
record for many years now, with the however not the spark-ignition type of
ability to carry 20,000kg (44,000lb) these helicopters, but the compression-
internally or on an external sling, or 82 ignition or diesel type, the high degree
troops. However an even more capable of fuel compression being what makes
type is to be developed in a partnership it efficient.
between Mil’s parent company, Russian The problem in considering diesel
Helicopters, and China’s Avicopter, the engines for aircraft applications is
Advanced Heavy-Lift (AHL) helicopter, their weight, and indeed this is a
aiming for a payload capability of disadvantage which a recent program,
10,000kg (22,000lb) internally and which has put such an engine on a
15,000kg (33,000lb) on the sling. helicopter test bed, has operated under.
Meanwhile, the Mi-26, which is still in The developer is Airbus Helicopters,
production, is to receive a new engine. and the program, part of Clean Sky, has
seen an H120 light helicopter have its
ENGINES 376kW (540shp) Arrius 2F turboshaft
Other than speed and payload, replaced with the HIPE AE440 High
the great performance deficiency the Compression Engine, developed by
traditional helicopter suffers from TEOS Powertrain Engineering and
compared to fixed-wing aircraft is Austro Engine, of power 330kW. It first
efficiency. This can be most directly flew in November 2015. At the time
improved by improving the powerplant. of writing, according to Francois, five
Certainly it is well known that the flights have been achieved with one or
efficiency of what is essentially the two still to be flown.
standard helicopter engine type, the This may seem a limited number
gas turbine or turboshaft, is far from considering the magnitude of what is
ideal. A more efficient engine is a type being attempted, but comparatively
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The Sikorsky X2
experimental
compound
helicopter.
Source: Sikorsky
Aircraft
a lot of work has been done on the composites, and more electric system
ground and he indicated that the flights architectures.
are just for verification. The earlier
work, which extended back to 2013, A NEW AGE?
included tests on an engine bench, and The tilt-rotor’s speed advantage
an iron bird rig. The flights have shown over the conventional helicopter is
a fuel saving of 30 to 40%, and up to essentially what makes it attractive to
50% in some conditions, increased the already pointed-out list of potential
range, and improved performance clients. Cost-related factors would be
in hot and high conditions. Further, the deterrent. The compound helicopter
increased fuel efficiency also means would then be an option, offering a
that CO2 emissions are reduced. As lower speed at a lower cost, the speed
for engine weight, if this could be still being higher than that of the
quantified with performance it could conventional helicopter, although again
provide a way to compare engine types. the cost being more. The tilt-rotor and
One such quantification is the mass-to- compound helicopter could therefore
power ratio, and the program sought be seen as contending in similar niches,
that this be kept to within 0.8kg/kW, a statement made truer by the fact that
which compares with the Arrius engine’s the customer base may not be very big.
around 0.3kg/kW. Perhaps there may not be enough of a
Airbus Helicopters has also been market for more than one of each type
evolving the traditional helicopter for in its passenger range.
efficiency, most particularly the blades, The AW609 seems set to enter
and the overall aerodynamics, in the service in the next few years, but
Bluecopter and Blue Edge programs. what about a production compound
Other evolutionary developments in helicopter? Francois indicated that a
the industry include new materials, development of LifeRCraft would not
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A more recent
conception of the
LCTR2, fitted with
canards.
Source: US National
Aeronautics and
Space Administration
The NASA Large Civil

Tilt-Rotor 2 (LCTR2),
the most ambitious
civil tilt-rotor concept
under development.
Source: US National
Aeronautics and Space
Administration
be able to enter service before the late implications, most particularly being
2020s. But could other manufacturers that in taking off and landing it would
enter the market, particularly since be undergoing substantial mechanical
a compound helicopter is simpler to transformation and aircraft recovery
develop than a tilt-rotor? The other in an ill-event could be hazardous.
manufacturer most experienced in Further, while it may be expected that
compound helicopters is Sikorsky, and it would take advantage of the ability of
there would also be the possibility, rotorcraft to autorotate, that is, to land
however slim, of it developing a with unpowered rotors, Susan indicated
commercial version. that in fact this is not being studied in
From the projects considered the LCTR2 program.
above, the new-configuration rotorcraft Further still, as already alluded
with the best prospect of establishing to, such an aircraft will never be as
itself in mainline roles would be a efficient as the fixed-wing types it is
production LCTR2 type. Technical targeted to replace, which have had
challenges though would be greater many decades of maturing, and will
than for aircraft of the AW609 or continue to mature alongside the tilt-
Mi-26T2
NGCTR size. And there would be safety rotor, and thus maintain their
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Display model of the AE440 High Another view of the HCE.
Compression Engine (HCE). Source: Clean Sky Joint Undertaking
Source: Clean Sky Joint Undertaking
Artist’s concept
of the Airbus
Helicopters
Low-Impact Fast
and Efficient
Rotorcraft superiority over it. An LCTR2-type for heavier engines and helicopters.
(LifeRCraft),
aircraft will only interest operators if it But this program is more significant
of different
configuration could provide a unique service, such as still. The AE440 has a technological
philosophy from flights to airports inaccessible to fixed- heritage which stems not from the
the Sikorsky
aircraft.
wing aircraft. aviation but from the automotive
Source: Airbus This is all to suggest that a new age of industry. That the engine partners
Helicopters
tilt-rotors and compound helicopters is not were considered was due to Clean Sky
imminent. But the conventional helicopter examining technological developments
is still being developed, and indeed the in other industries. As the branches
possibility of revolutionary advances here of aeronautical engineering proceed
cannot be discounted. Most promising further along ever narrower paths,
perhaps is the possible emergence of their cross-communication with other
diesel engines. The question is if the engineering fields could be increasingly
extra weight of the engine can be fruitful. From this indeed could come
compensated for by the improvement in the next revolution in helicopter
aircraft efficiency, and how this applies technology. HO
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The HeliOps 100th Issue Anniversary Poster

is a must have collectable for anyone who is
involved in the helicopter industry – civil or
military. Its a collection of some amazing paint
schemes of some operators we have worked
with over the years. There is a limited print run
on our 100th Anniversary Issue Poster so
grab yours while you can. They make a great
addition to your office, hangar, home or as a
gift for friends and colleagues.
ALEXANDER MLADENOV REVIEWS HOW
THIS ALL-NEW RUSSIAN TYPE HAS BEEN
DEVELOPED SINCE THE BEGINNING OF
THE PROJECT IN THE MID-1990S AND
OUTLINES ITS NEAR-TO-MEDIUM TERM
COMMERCIAL PROSPECTS.
PH OTO S BY A L E X M L A D E N OV, K A Z A N H E L I C O P T E R S
AND RUSSIAN HELICOPTERS
This Ansat,
equipped with a
FBW flight control
system, is operated
by the Police of
the Republic of
Tatarstan since 2007.
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T
he Kazan Helicopters Ansat was the situation turned out to be much less
designed in Russia as an all-new optimistic with both Tulpar Helicopter
twin-engine, new-generation and APK Vektor appearing to have
helicopter in the 3.6-tonne class to cancelled their orders. New commercial
meet an expecting huge domestic customers popped up however, with
demand in the early 2000s. It was the first deliveries tentatively touted for
however, too slow in being brought to July-August timeframe.
the market and hit serious technology
obstacles, so currently its commercial A LONG-GOING
chances are more wishful thinking than DEVELOPMENT AND
reality. At HeliRussia-2015 helicopter CERTIFICATION STORY
exhibition held in May 2015 in Moscow, The baseline Ansat was developed
the newly civil-certified type at last independently by Kazan Helicopters
got its long-sought first orders from in the early 2000s, and was originally
domestic commercial customers. outfitted with a revolutionary new
Tulpar Helicopters of Kazan ordered fly-by-wire (FBW) flight control
three and APK Vector followed suit system (FCS). After a brief operation
with two more. First deliveries to both under a restricted certificate and a
operators were expected to take place crash of an Ansat operated by the
in early 2016. As at May 2016 though, Korean Forestry Service in 2006, the
Russia’s all-powerful
Federal Security
Service is among
the few customers
of the FBW Ansat.
The air arm of the
country’s premier
internal security
organization has two
machines configured
for passenger
transport.
This is a prototype
of the military
derivative, dubbed
Ansat-U, captured
by the camera
during a demo
flight at Kazan
Helicopters’ own
airfield.
A total of four
Ansats were built for
the Korean Forest
Service. One of
these crashed in July
2006 and the rest
have been returned
to the manufacturer
not after long.
Russian civil aviation certification type certificate. So far, the certification
authorities revoked the certificate granted to the Ansat allows only
for commercial operations. The Visual Flight Rules (VFR) commercial
reason cited was related to the lack operations, with an Instrumental Flight
of a certification basis for this new Rules (IFR) approval not expected until
category of FBW system to be used on the end of decade.
a civilian rotorcraft. As a result, Kazan
Helicopters management decided to ANSAT’S ROOTS
revert to a more traditional hydro- For the first time in Russian
mechanical system. The certification rotorcraft industry history, an
effort to enable the type to be used established manufacturing facility has
for passenger transport has proven managed to independently design
to be a rather protracted and costly and certify an all-new helicopter type.
undertaking. As could be guessed, Kazan Helicopters originally conceived
the delay in bringing the Ansat to the the Ansat for the first time in 1993 as
commercial market of no fewer than balanced design between innovative
eight years has had a rather negative and well-proven solutions and
impact on the commercial prospects of technologies. Its original intent was to
the new type. offer a good helicopter at an affordable
The definitive commercial Ansat cost, mainly as a replacement of the
variant, powered by two Pratt & 3.5-tonne PZL Swidnik Mi-2, widely
Whitney PWC127K engines and used by Russian commercial operators
featuring a hydro-mechanical control in the late 1990s. It was a rather
system, was at last certified in Russia pragmatic but still brand-new for the
by ARMAK aircraft register/certification Russian rotorcraft industry approach,
authority in August 2014, while in which required to master a raft of
December 2014 an improved version new technologies.
cleared for passenger transport and The Ansat was designed and built
fitted with a stability-augmentation from scratch by Kazan Helicopters,
system received its supplement to the the most successful helicopter
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The HEMS version of the
Ansat was certified in
May 2015. The interior can
accommodate one or two
stretchers in addition to a full
set of life-support equipment
and two medical attendants.
Cockpit of the civil-certified Ansat.

It is dominated by two displays for
system data while all the flight/
navigation information is displayed
on conventional instruments.
Ansat‘s current range

and endurance are
seen as insufficient so a
modification has been
in process to increase
the fuel onboard
and get competitive
performance, such as
range exceeding 378nm
(700km) and endurance
more than three hours.
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The Ansat derivative
with a hydro-
mechanical flight
control system
began testing in the
early 2012. Here two
pilots of the flight
test team at Kazan
Helicopters are seen
after a ground run in manufacturer in Russia in the 1990s the Kazan Helicopters - then producing
April 2012, preparing
and early 2000s. It was able to fund only the Mi-8MT/Mi-17 13-tonne military
the machine for its
maiden flight. the program from inception to the and civilian transport helicopters - to
launch and into serial production. It was expand its otherwise limited production
originally aimed at the projected huge portfolio and also to reduce the risk of
Russian domestic market, including the being reliant upon a single product.
government, parapublic and commercial There was a lot of optimism at
sectors as well the markets of most of the time as the marketing studies
the Commonwealth of Independent have identified an acute need for
States (CIS) and the traditional Russian a new-generation multifunctional
client countries in the Third World. This rotorcraft with a payload capability
was seen as a good opportunity for of between 2,204 to 2,865lb (1,000
to 1,300kg). To begin the complex
design and development process,
Kazan Helicopters established its own
design bureau, with design approval
granted in 1997. Definition of the design
concept for the new helicopter was
completed two years before in 1995.
From the outset, it was designed in
accordance with the newly introduced
Russian AP-29 Cat A airworthiness
requirements, broadly similar to FAR-29.
In the beginning, Kazan Helicopters’
management approached Mil Moscow
Helicopter Plant (Mil MHP) with a
request to provide much-needed design
The initial design work at Kazan Helicopters on an all-new light twin- expertise and experience in the design,
engine helicopter to succeed the venerable 3.5-tonne PZL Swidnik Mi-2
development and certification of the
was launched in 1993.
new helicopter. The request however,
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The Ansat comes
powered by two
Pratt & Whitney
Canada PW207K
turboshafts
equipped with
FADEC. Each of
these is rated at never got a positive response and in the August 1999, while the first forward
630shp for take-off,
event all the efforts to establish a joint flight followed suite on 6 October that
550shp at maximum
continuous venture with the experienced design year. The baseline aircraft design was
power, 710shp for authority in Moscow proved fruitless. granted its type Russian type certificate
30-seconds and
659shp for two- In the event, Kazan Helicopters in December 2004, which permitted
minute one engine management took the risky step to the commercial operation, albeit with
inoperative (OEI)
proceed alone in order to develop the a number of restrictions. Production
operations.
promising but risky and costly project. of the initial ten-aircraft batch was
The company invested its own money launched at Kazan Helicopters in 2004
as well as funds obtained as a grant with the first deliveries reported in
from the government of the Russian 2005. Surprisingly, the Korea Forest
state of Tatarstan. This is one of the Service (KFS) emerged as the type’s
richest Russian states with a well- launch customer, getting its initial batch
developed industrial sector; its capital of two Ansats in baseline configuration
city of Kazan is located some 378nm in 2005, followed by two more in 2006
(700km) east of Moscow. plus another one for use by the Korean
Police. The KSF Ansats were intended
FLIGHT TESTING AND for the surveillance and firefighting role
CERTIFICATION EFFORT - the later saw the helicopters equipped
The first prototype of the Ansat with Simplex fire attack systems
made its maiden flight in hover on 17 installed under the belly.
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Ironically, the FBW system, touted
as the most advanced feature of the
baseline Ansat, has proved to be
the source of lots of administrative
troubles after completion of the original
certification effort by the Russian civil
aviation authorities. Following the crash
of an Ansat (KFS serial FP305, MSN
410A05) operated by the KFS in July
2006, killing the pilot, the entire fleet
was immediately grounded. Although
it was proved later that the FBW has
not been among the causes that led to
the accident, it was a major setback for
the Ansat program as the Russian civil
aviation authorities banned further use
of the type for commercial operations –
both in Russian and abroad.
The chief reason cited for
imposing this severe ban was a lack
of sufficient evaluation criteria related
to the civil certification process of the
revolutionary new FBW. In the event,
as a direct consequence from the ban,
Kazan Helicopters’ design team, headed
by lead designer for the type, Alexey
Zaripov, was forced to adopt a classic-
style. Two new prototypes were built in
2011 for use in the certification effort of
the newly-designed hydro-mechanical
control system. The modification,
with was initially deemed to be simple DESIGN FEATURES
one, proved much more comples and The basic version of the Ansat
costly undertaking, taking no less accommodates one or two pilots plus
than two years to complete. The new seven to eight passengers in a class-
version was initially named Ansat-M leading spacious cabin. When used for
(M denoting mechanical) but later helicopter emergency medical services
on Kazan Helicopters’ management (HEMS) operations, the cabin can
decided to retain the original name. accommodate up to two stretchers in
The supplement to the type certificate addition to two medical attendants. In
of the new civilian Ansat derivative, the cargo transport configuration, the
featuring the hydro-mechanical control Ansat can be equipped with a cargo
system and stability augmentation hook for lifting external loads of up to
system as standard was issued by 2,864lb (1,300kg). For use in the VIP
the Russian airworthiness authorities transport role, the Ansat’s cabin can be
in December 2014. The HEMS) fitted with a luxury interior comprising
configuration received its supplement four to six seats. The search and rescue
to the type certificate in May 2015 and (SAR) derivative can be equipped with
the VIP one in August the same year. a hoist with a lifting capacity of up
Mikhail Kazachkov,
RVS owner (seen
here third from the
left, together with
the management
team of his
company), is the to 661lb (300kg), while the cabin can be considered a state-of-the-art design
driving force for
the development house two stretchers. by the standards of today’s Russian
of the improved The name Ansat in the local Tatar rotorcraft industry. It features a four-
Ansat version with
language could translate as light, blade main rotor with glass-fiber blades,
increased range
and improved cabin simple or easy thing. So, this name had matted to a hingeless main rotor hub.
comfort that has been originally chosen by the Kazan The tail rotor is a two-blade design.
to be certified in
immediate future. Helicopters management in an effort to
RVS plans to underline the main design concept. The CONSERVATIVE AVIONICS
operate a fleet of
Ansat was intended to be simple, yet SUITE
VIP and HEMS-
configured Ansats in sufficiently well advanced and reliable The flight deck of the Ansat could
addition to running a rotorcraft, offering good performance be described as very conservative and
maintenance center
for the type near for dependable and safe operations, far less advanced than those adopted
Moscow. backed by affordable and competitive for all contemporary US and European
acquisition price. It also had to meet the light twins; it is also lagging behind the
requirement to be stored in a hangar modern Russian helicopter avionics
all the time when not in use, and be suites developed in the early 2010s.
resistant to the elements. UKBP company of Ulyanovsk
The airframe is designed for a developed and integrated the Ansat’s
20,000-hour service life and features flight and navigation systems. The
the rather conservative classic all- instrument panel of the baseline civil
metal structure of aluminum alloys, a version sports a pair of multifunctional
technology very similar to that used in color displays in front of the pilot
the proven Mi-8/17. There is a limited occupying the left seat, dedicated to
use of composites in the airframe, only the engine and system information.
for some non-load bearing components. There are also a number of electro-
The main rotor system however, could mechanical instruments used for
TAP TAP TAP
INFO INFO INFO
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providing the pilots with all necessary be sourced from the Western world.
flight and navigation information. This had eventually led to selection of
Undoubtedly, the rotrocraft’s the proven Pratt & Whitney Canada
main novel technology feature, and PW207K turboshaft. Equipped with
at the same time biggest issue that a full authority digital engine control
had delayed the certification and the (FADEC), it comes rated at 630shp
market entry, is represented by its FBW for take-off and 550shp at maximum
control system. Christened KSU, it was continuous power. For one engine
promoted by Kazan Helicopters in the inoperative (OEI) operations, the rating
past as the first used on a production- is 710shp maintained for 30-seconds
standard light helicopter in the world. and 659shp for two-minutes.
The FBW technology is also a first for There were preliminary design works
the Russian helicopter industry. The on an Ansat derivative powered by the
KSU system was developed by Moscow- Russian-made Klimov VK-800, rated
based Avionika company and features at 800shp, which, together with an
quadruple back-up from digital and improved rotor system, may result in a
analogue computers. Kazan Helicopters maximum take-off weight increase of
promotion materials dating back to the up to 8,596lb (3,900kg). In November
mid-2000s maintain that the list of the 2015, it was eventually confirmed that
main advantages of the Ansat’s FBW the effort to re-engine the Ansat with
system includes the ease with which the still-non-existing VK-800 has been
it can be reconfigured to suit a wide given a priority status by the Russian
range of missions, lower pilot workload government but the testing and
and much better controllability while certification effort for this derivative will
offering lower weight and greater be a costly undertaking that may take
reliability. In addition, its use could no fewer than four years.
enhance flight safety the KSU is free
from the issues that may affect a NEGLIGIBLE SALES IN THE
classical hydro-mechanical control 2000s
system such as jamming or failure of After the sale of four Ansats for
rods and linkages. the KFS and another example for
At the end of the day, the the Korean police, there have only
advantages of the KSU were been a handful of deliveries to local
acknowledged by the Russian Air Force, customers. An heavily-instrumented
which ordered its Ansat-U trainers example, configured as a flying testbed
equipped with the FBW, but it has been (known under the new name Ansat-
hinted that its functionality is restricted LL), was procured by the Russian Navy
compared to the Kazan original on behalf of Radar MMS company in
advertisements. St Petersburg. It is used in airborne
trials of various types of radar and IR
WESTERN ENGINES FOR seekers under development for ship-
EFFICIENT OPERATION launched missiles. Four VIP-configured
As the Russian aero engine helicopters were originally ordered
industry has proved ill-suited to offer by Rossyia State Transport Company,
suitable fuel-efficient, durable and with the first two slated for delivery in
reliable engine, an alternative had to late 2007 or early 2008, but this deal
never materialized due to the troubles
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A look at the helicopter
nose of the military
model with the fairing
open to allow access
to the avionics boxes
for daily inspection
and maintenance. The
military Ansat-U has
a simplified flight/
navigation avionics
configuration, tailored
for VFR operations only,
and lacks weather radar.
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with the FBW system certification. Two The Russian MoD order has also
of these examples however, were later enabled the Kazan Helicopters to set
on taken by Russia’s Federal Security up a smoothly working production line
Service and another was handed over while military operation of the new
to Tatarstan Police’s Special Operations type that began in 2010 has helped
Air Detachment. overcome numerous teething troubles.
In April 2007, Kazakhstan was
to become the first defense export ANSAT-U’s MILITARY-
customer, with an order for undisclosed SPECIFIC FEATURES
number of helicopters in the basic The Ansat-U is the military derivative
version for use in the military training developed for the Russian military as its
role but this deal also failed to new-generation pilot training platform.
materialize. Other export customers The contract for its development and
touted in 2007 included countries like testing was signed between Kazan
Laos and Venezuela, with an initial order Helicopters and the Russian MoD in
of four helicopters. In December 2007 2002. The Ansat-U prototype was
it was announced by Kazan Helicopters produced by ‘militarizing’ the fifth
representatives that an agreement to prototype of the baseline Ansat, adding
sell the Ansat to an undisclosed Iranian an additional instrument panel in front
oil company had been inked. But again of the instructor. This first prototype
nothing happened, apparently due to was equipped with skids, but all
the FBW certification issues. following machines feature a wheeled
Ultimately, the Ansat program has undercarriage with steerable nose unit.
succeeded in remaining aloft thanks This particular scheme is said to be
to the military orders placed between much more suitable for the initial
2009 and 2011, comprising 40 examples flight training of student pilots who
in addition to a development program are destined to convert to the Russian
for the military-specific configuration. Air and Space Force frontline
ANSAT IN FIGURES
Maximum gross weight 7,934lb (3,600kg)
Maximum payload in cabin 2,720lb (1,234kg)
Maximum speed 148kts (275km/h)
Cruise speed 135kts (250km/h)
Practical ceiling 18,040ft (5,500m)
OGE hover ceiling 9,512ft (2,900m)
Range on internal fuel 510km (275nm)
Pilots 1-2
Passengers 7+1
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The latest VIP
cabin configuration
with four sets was
developed and
certificated in
cooperation with
rotorcraft such as the Mi-8, Mi-24, for around 8,000 hours, with the fleet Moscow-based RVS
company in 2015.
Mi-35M and Ka-52. leader machine reaching 386 hours.
The Ansat-U superseded the Mi-2U The fleet availability during the rather
and some of the Mi-8T/MTs used in intense spring and summer training
the initial and basic flight training period in 2015 was maintained at 93%.
role by the Russian air and Space
Force (RuASF). The first production COMMERCIAL PROSPECTS
examples of the military version built STILL WEAK
for the military rolled off the line at While Kazan Helicopters succeeded
Kazan Helicopters in 2009 and the first in the technical aspects of its venture
customer deliveries were reported in of creating and launching in production
mid-2010. a brand-new light twin type, the
Initially, the type was delivered company and the Russian Helicopters
for so-called experimental operation (the umbrella holding controlling all
undertaken at the RuASF’s combat Russian design and manufacturing
training center in Torzhok, while the companies, solely responsible for the
Syzran flying training center took on marketing and the after-sale support)
strength its first batch of five Ansat- have yet to prove that its new design
Us in October 2010. The unit price of is commercially attractive enough.
the Ansat-U at the time amounted to It should be noted that currently the
around $3.87 million. By August 2015 Ansat faces strong competition on the
the total time amassed by the RuASF rather crowded Russian civil market for
36-strong Ansat-U fleet accounted 3 to 4-tonne twin-engined helicopters.
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This market in Russia is currently In 2016, Kazan Helicopters began
dominated by the models working on a raft of possible design
of Airbus Helicopters, Leonardo changes for improving the Ansat’s
Helicopter Division and Bell Helicopter, commercial attractiveness. According
which all sold well to private and to Mikhail Maslov, technical director
corporate customers. of RVS, the list of improvements
In this rather challenging situation, includes an increased maximum take-
the Russian Ministry of Industry and off weight, installing enlarged internal
Commerce has promised to provide tanks as well as a 200-liter auxiliary
substantial support to the program, tank accommodated within the space
by granting subsidies to the Russian previously occupied by the FBW system
commercial operators which will vote black boxes. This way the range can be
to take the type, which would cover extended to more than 378nm (700km),
the interest rates of their credits or the while endurance is extended to more
expenses for aircrew and technician than three hours. There will be changes
training as well as providing grants introduced to the passenger and crew
for setting-up maintenances centers doors and various improvements to
across Russia. the cabin to reduce noise and provide
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This production-
standard Ansat,
wearing the
corporate livery of
Russian Helicopters,
is among the
better heating and ventilation as well operation will take place this August initial production
examples, used
as passive vibration dampers; this at the earliest, most likely to Moscow-
for various
is an important consideration when based RVS company. The growing demonstration
used for VIP transport. In addition, a helicopter operator is set to take a and development
purposes.
rapidly-convertible cabin layout will be central role in the entry-into-service
developed, from HEMS to passenger effort of the new Russian twin helicopter
use and vice versa. produced at Kazan Helicopters. In the
The planned list of improvements event, RVS plans to field an eventual
in the mid-term also includes a more fleet of as many as ten Ansats, operated
efficient rotor system, new main mainly for VIP and passenger transport
gearbox and additional avionics for around Moscow and in the central part
IFR certification in addition to active of Russia. RVS will also establish the
vibration dampers and a full-protection first service center for the type in the
anti-icing system. country near Moscow. At a later stage,
the company has plans to use the type
FIRST CUSTOMERS IN 2016 for HEMS, in a pilot program funded by
The first delivery of the new- the Russian Ministry of Health in selected
style Ansat light twin for commercial regions of Russia.
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An early-production
civilian Ansat with
FBW system.
RVS is also actively involved in the UTair–Helicopter Services is another

follow-on development of the Ansat, Russian operator with a pronounced
contributing to the design of a luxury interest in the Ansat, signing at Heli-
VIP cabin and sound-proofing. In Russia exhibition a Memorandum of
an attempt to make the type more Understanding (MoU) with Russian
appealing for demanding commercial Helicopters, covering the joint work on
customers, a raft of possible design the Ansat’s commercial configuration,
changes, as described above, has been including optimization of the flight
requested by RVS and some of these and maintenance manuals and
are currently in implementation phase, establishment of an after-sale support
with flight testing slated for late 2016 or system in a number of Russian regions.
early 2017. At the same time, UTair-Helicopter
In addition, two more Ansats are Services, known as the largest
set for delivery to yet undisclosed commercial helicopter operator in
new customers in the Russian republic Russia, has been still reluctant to place
of Tatarstan – one intended for orders for Ansat for its helicopter fleet,
VIP transport, ordered by a private hinting that this would happen at a later
customer, while the other one is stage, during the implementation of
configured for HEMS, slated to serve the activities, foreseen in the MoU with
the Ministry of Health of Tatarstan. Russian Helicopters. HO
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Visit www.AAMS.org
for all the details and to register.
C H A R L O T T E September 26–28, 2016
At AMTC 2016, you’ll find:

• 2500 attendees representing over 250 international emergency medical
transport programs.
• More than 150 education sessions on topics pertinent to the following disciplines:
Aviation, Safety, Clinical, Communications, Management/Administration &
Marketing, Global Perspectives
• A trade show featuring more than 150 vendors presenting a wide variety of the
latest products and services available for emergency medical transport providers!
• Unmatched networking events and opportunities!
• The AAMS SIM Cup!

This annual critical care skills event
utilizes the latest in human patient
simulation. Up to 10 teams go
head-to-head to show off their real
time, real situation skills on state-
of-the-art patient simulators.
TAP TAP
FOR MORE FOR MORE
INFO INFO
INNOVATING THE WAY THE WORLD FLIES

The Bell 505 Jet Ranger X is a new five-seat aircraft designed to deliver safety, efficiency and reliability
through the use of advanced technology. Featuring the Garmin G1000H™ flight deck and large cabin doors
for easy loading of passengers and cargo, the new Bell 505 Jet Ranger X offers multi-mission capabilities
with exceptional performance characteristics.
BELLHELICOPTER.COM

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V E R AG E O F

Important to you. Essential to us.

80 LIVING THE LOW LIFE

104 THE NEW AGE OF THE HELICOPTER

118 ROTORCRAFT: THE AGE OF REVOLUTION?

132 ANSAT – TATARSTAN’S PRIDE

FROM THE PUBLISHER 6

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