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2016 I ISSUE 104
TAP TAP TAP TAP
FOR MORE FOR MORE FOR MORE FOR MORE
INFO INFO INFO INFO
THINK BUSINESS
When it comes to gaining a competitive edge in commerce, you simply

need the best. With our helicopters, you will fly faster and more safely,
while enjoying greater comfort and reliability.
Invest in an H130.
Important to you. Essential to us.

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CONTENTS
2016 I ISSUE 104
F E AT U R E S
44
COMMITMENT TO COMMUNITY
HALO-Flight’s service to South Texas
Non-profit helicopter EMS services are not common in the US, but
South Texas’ HALO-Flight is one of the few providers in the industry
operating a charitable, not-for-profit operation. HALO-Flight provides
timely access to a full range of emergency and specialist healthcare
services for well over a million Texans in 26 counties.
72 CO-AXIAL UTILITY WORKHORSE

KEEPS DELIVERING
Alexander Mladenov reviews the Kamov Ka-32 program as the type
108 has secured a prominent place among the most successful Russian-
made helicopters currently in production. It was inducted into regular
72 commercial operation in the Western world during the early 1990s
and today the Ka-32 is, in fact, the only Russian rotorcraft to have
achieved Australian, Brazilian, Chinese, Canadian, European and
Indian civil certifications.
108 VICTORIAN SCENIC

The Great Ocean Road on Victoria’s southern coast provides some
of the most iconic Australian scenes, especially the rock formations
known as The Twelve Apostles, a series of limestone stack formations
protruding from the Great Australian Bight.
44
124 COMING OFF THE ROPES?

The slump in civilian rotorcraft demand could be on the verge of a
dramatic comeback. It mostly depends on the fickle price of oil.
REGULARS
COLUMNS
FROM THE PUBLISHER 6
INDUSTRY NEWS 9
THE AMERICAS 30
A GREATER VIEW 34
FLIGHT TRAINING 40
124
We Fly TAP TAP TAP
FOR MORE FOR MORE FOR MORE
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
4
503-678-1222
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
The Regulator
T
he world’s regulatory authorities have a tough, thankless job.
Keeping up with the pace of change in the aviation industry is nigh
on impossible and when things go wrong, the public like to point
their fingers at the regulators for not keeping them safe. The balances that
must be struck, the pressures and the compromises needed to regulate
this industry would fill a book.
My experience with the Australian aviation regulator as an accident

investigator gave me an insight into the pressures and compromises that
are made every day by the people in such organizations. I found the Flight
Operations and Maintenance Inspectors to have high integrity and knew their
jobs well. They had to balance the regulations, public safety and operator
demands in what was generally a thankless task. They followed the book as
much as their interpretation of the book would allow but in general, nearly
every decision they made was criticized – by someone.
After an accident, the Regulator has to balance many considerations

when making decisions about allowing an aircraft to fly again, especially
one that has involved mechanical failure, production flaws or design defect.
In April this year, an Airbus H225 owned by CHC crashed just off the coast
of Norway near Turoey outside Bergen. LN-OJF broke up in flight, with
wreckage falling on land in coastal waters. The 13 people on board died.
Video captured the main rotor falling separately from the fuselage.
The independent Accident Investigation Board Norway is conducting

the investigation. On the day of the accident the local aviation regulator,
the Norwegian Civil Aviation Authority (Luftfartstilsynet) and then the UK
CAA issued operational Safety Directives temporarily prohibiting the use
of the type for Commercial Air Transport (CAT). In May, both authorities
extended the prohibition to the AS332L2 model. Also in May, the
Norwegian investigator released a preliminary report that advised that the
recordings on the CVFDR showed that everything appeared to be normal
until a sudden catastrophic failure developed in 1-2 seconds. In June, a
further report identified fatigue issues with the epicyclic planet gears. The
recommendation made was; “Recent metallurgical findings have revealed
features strongly consistent with fatigue in the outer race of a second stage
planet gear in the epicyclic module of the MGB. It cannot be ruled out that
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FROM THE EDITOR
this signifies a possible safety issue that can affect other MGBs of the same type.
The nature of the catastrophic failure of the LN-OJF main rotor system indicates
that the current means to detect a failure in advance are not effective. The AIBN
therefore recommends that EASA take immediate action to ensure the safety of the
Airbus Helicopters H225 Main Gear Box.”
The Norwegian and UK authorities continued their prohibition on all EC225 and
AS332L2 flights and EASA issued a flight prohibition EAD (Emergency Airworthiness
Directive).
A fourth report identified that the accident was most likely a result of a fatigue
fracture in one of the eight, second stage planet gears. It also noted that were
similarities (but some differences) to 1 April 2009 G-REDL AS332L2 accident. In
that accident, the helicopter’s Main Gearbox (MGB) second stage planet gear in the
epicyclic module catastrophically failed with the main rotor and part of the epicyclic
module separating from the fuselage. Sixteen people lost their lives.
As at the time of writing, the final investigation had not

been released. Yet on 07 October, EASA issued a
release to flight for the H225 and AS332L2
noting, “very stringent protective measures
which enable the decision to allow these
types of helicopters to return to flight”.
Okay, so the investigators have

not issued a final report and as far
as I am aware, the actual mode of
failure and its causation does not
yet seem to be fully understood.
Yet, EASA lifts its suspension
on flying. Apparently, UK and
Norway, the countries deeply
involved in the investigation may
not agree, as they have not lifted
their suspensions. Let us all hope
that EASA has this right. Another
similar accident will rightly open the
avenue for many questions about
how EASA made the decision it did.
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INDUSTRY NEWS
407GT FOR ANTI-POACHING

Rhino 911 an anti-poaching initiative, will use a BBM Inc. operated Bell 407GT to combat
poaching to curb the rising number of Rhino kills in South Africa.
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INDUSTRY NEWS
5000 FLIGHT HOURS ON AW189 FLEET

After less than two years Danish operator Bel Air has passed 5000 flight hours on their
two AW189s and are the fleet leader of the type worldwide.
H125 FOR TOHO AIR SERVICE F28F TO SHARKEY’S HELICOPTER

Toho Air Service has taken delivery of Michigan based Sharkey’s Helicopters
a H125 and is the 10th H125 delivered to has taken delivery of a F28F and is the
the Japanese company to be used for third aircraft to be sold through the
passenger and cargo transport. company in the last nine months.
10
INDUSTRY NEWS
VIP GRANDNEW BASED IN BERN

Centaurium Aviation Ltd. of Switzerland has ordered an AW109 GrandNew which is scheduled
to enter service in spring 2017 and will be operated by Mountainflyers for heli taxi services from
Bern Airport.
SPECTRUM AEROMED
EQUIPS 407GXP
Spectrum Aeromed has fitted Idaho
Helicopters new Bell 407GXP with a
single patient pivot system, the new
aircraft will operate for St. Luke’s
Hospital, Idaho.
BELL 505 FOR JAPAN

Yuhi Airlines has placed an order for a Jet
Ranger X to be used for corporate travel
and tourism across the Okegawa region.
12
INDUSTRY NEWS
525 VIP INTERIOR INTRODUCED

Mecaer Aviation Group has unveiled the MAGnificent interior for the 525 Relentless as part
of Bell’s luxury helicopter line. It includes: Wi-Fi, moving maps, audio-video functions and
ambient light controls, all of which can be controlled from the user’s paired smart device.
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TRIED
& TRUE.
When every mission is critical, why take chances? As the downlink industry leader since
2003, Helinet Technologies offers digital imagery and data transmission solutions for
ground, airborne and marine-based platforms. From downlink components to complete
turnkey solutions for federal, state and local law enforcement, our unparalleled expertise
spans everything from system design to fully outsourced surveillance solutions.
To learn more, contact us at 818.902.0229 or info@helinet.com.
HELINETTECHNOLOGIES.COM
INDUSTRY NEWS
5000 MISSIONS COMPLETED BY CHC

CHC Helicopter crews have completed their 5000th EMS/SAR mission after 13 years
providing the helicopter and crew for Western Australia’s Department of Fire and
Emergency Services’ RAC RESCUE helicopter service.
AW169 FOR UK
Specialist Aviation Services has signed a Framework Agreement for six AW169s with
deliveries expected between 2017 and 2019 and will be used in EMS operations and
offshore windfarm support.
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INDUSTRY NEWS
LUH FIRST FLIGHT WITH ARDIDEN 1U

Hindustan Aeronautics Ltd. has flown the
Light Utility Helicopter in Bangalore with TURKISH 429 FLEET
Safran’s Ardiden 1U engine. REACHES 95% OAR
The Turkish National Police and
the Forestry fleet of 15 Bell 429s
have achieved a 95% Operational
Availability Rate. There are a total
of 26 Bell 429s in the country
used in parapublic, EMS and
corporate roles.
TWO R44 CADETS TO TEXAS

SKY Helicopters of Texas have received two
R44 Cadets outfitted for IFR training. Both
helicopters are equipped with a Garmin fully
integrated glass cockpit.
TARANAKI RESCUE HELICOPTER

GROUNDED
The Taranaki Community Rescue Helicopter
Trust’s A109 Power has been temporarily
grounded due to salt water corrosion, the
repairs are expected to cost between $120 and
$130,000 and a backup aircraft is in place.
16
Custom Completions
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AIRCRAFT SALES
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MAINTENANCE PART SUPPORT
CUSTOM INTERIOR DESIGN
& COMPLETION
Helisupport New Zealand offers International sales

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.
TAP TAP TAP

FOR MORE FOR MORE FOR MORE
INFO INFO INFO
Take a look at our website picture gallery

to see some of the work scope we carry
out or call any time to inquire more.
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INDUSTRY NEWS
TOLL APPOINTED AW139 FFS TRAINER

Toll Helicopters training centre in Sydney has signed agreements with Leonardo to deliver
AW139 Level D Full Flight Simulator training for the Australasian region.
RUSSIA AND INDIA TO PRODUCE KA-226T

A joint Russian-Indian enterprise has sign an agreement to jointly produce 200 Ka-226Ts
over nine years with the first 60 being produced in Russia and the remaining 140 in India.
The agreement also provides for maintenance, operation, repairs and technical support.
18
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INDUSTRY NEWS
FIRST H130 TO ESTONIA

OG Elektra, a retail company located in Estonia has taken delivery of the first H130 in the
Baltic region. The company intends to use the aircraft for business and private aviation.
NEW HELIPAD OPENED BY THE DUKE OF YORK

A new $2.46M (£2M) helipad, funded by Sheffield Hospitals Charity’s Helipad Appeal, has
been officially opened by The Duke of York. The helipad has been active for four months
and has had over 45 touchdowns already.
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INDUSTRY NEWS
BATTERY-POWERED R44 TAKES FLIGHT

Tier 1 Engineering has achieved a successful flight of a modified battery-powered R44
including a five minute cruise flight to 400 feet altitude with a speed of 80 knots at the
Los Alamitos Army Airfield.
22
AGE OF T
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ICOPTER
ISSUE
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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.
rise to new heights.
the efﬁciency you expect.

the speed you demand.
for more info, visit us at

www.analarcorp.com
ofﬁce
24 phone: (609) 921-7681 • after hours phone: (908) 794-7632
analar corporation • 41 airpark road • princeton, nj 08540
INDUSTRY NEWS
NHV OPENS
NEW FACILITIES IN
ABERDEEN
Belgium operator NHV has
opened a new hangar and
passenger handling facilities
at their opera-tional base
at the North East corner of
Aberdeen Dyce Airport.
CANADIAN
OPERATOR SIGNS
FOR A VIP S-76D
Fig Air, a Toronto-
based VIP and
corporate helicopter
operator, has signed
for a single S-76D and
will be the first S-76D
Canadian operator.
ALASKA GETS SAR S-92

North Slope Borough, Alaska located above the Arctic Circle experiences some of the
harshest cold weather conditions in the world. It has received its first S-92 dedicated to
search and rescue.
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INDUSTRY NEWS
HTM SIGNS FOR H145

German based operator Helicopter Travel Munich has ordered a single H145 to be added to its
current H135 fleet used on offshore windfarm support.
H175 STARTS FLIGHT-TEST CAMPAIGN

Airbus Helicopters has started a flight test campaign of the public services variant of the
H175 with an initial 12 flights to the Hong Kong’s Government who have ordered seven the
new variant for delivery in 2017.
26
LEADING THE INDUSTRY IN INTEGRATED AVIONICS
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product classes, Bell Helicopter continues to change the way the world flies. Advanced tools like
the Garmin G1000H™ enhance situational awareness by delivering easy-to-read information
at-a-glance, improving operator safety. With ergonomically designed seating, a fully integrated
autopilot option, mission-specific kits and accessories, Bell Helicopter is committed to providing
aircraft that lead the industry in technology and safety.
BELLHELICOPTER.COM
DELIVERING GLOBAL COVERAGE OF THE HELICOPTER INDUSTRY
HeliOps 2017 Calendar

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Stunning images
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28
INDUSTRY NEWS
MEDITERANEAN BASE
THIS WINTER FOR PHOENIX
Fancy a Holiday Flying Experience?
Then look no further as Phoenix
will be operating out of a base in
Spain this winter for training and
self-fly hire. This winter experience
the thrills of flying in the amazing
surroundings of Requena, enjoy
the breath taking scenery as you
train with our team of experienced
pilots. ‘We have specifically chosen
this location close to the iconic
city of Valencia for it’s beautiful,
scenic terrain with a fabulous mix
of mountainous areas, unspoilt
coastline it offers an exciting,
unique flying experience,’ says
Paul Andrews, director of one of the UK’s most trusted helicopter providers. With no minimum or
maximum flying hours to book, training packages are entirely flexible with customers and students
able to do as much or as little as they want. The airfield is specially chosen for its friendliness
to visitors, facilities and local attractions to make your ‘flying holiday’ as relaxed and exciting
as possible. The idea is that we create a party atmosphere with like-minded pilots and maybe
persuade them to move to the dark side of helicopter flying.
Tel-Tail Floodlights
EC-145
Tail Floodlight / Clam Shell Door Floodlights
Tail Floodlight / FFRL / Main Rotor Floodlights

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www.devoreaviation.com 100
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THE AMERICAS
STOP THE
PRESSES! BY JOHN PERSINOS
E DI TO R
WASHINGTON THE AMERICAS
JUST DID
SOMETHING RIGHT
T
here’s scant unanimity in Washington, DC these days on
any issue, as squabbling lawmakers increasingly resemble
kindergartners in a food fight. In particular, Republican
lawmakers have continually deployed scorched-earth tactics against
any initiative from President Obama.
But the civilian aerospace industry witnessed an early Christmas
miracle in the nation’s capital, when the FAA in August officially
implemented the Small UAS Rule (Part 107) to integrate commercial
drone operations into the national airspace. FAA Administrator Michael
Huerta has called Part 107 “one of the most significant milestones” of
bringing drones into the aviation mainstream.
FAA Part 107 is a major shot in the arm not only for drone makers but
also the civilian helicopter industry. Essentially, the rule makes it easier for
the commercial operation of drones weighing less than 55 pounds. One
major stipulation is that the operator must keep the drone within sight.
FAA Part 107 is a landmark for the commercial drone industry and
civilian rotorcraft operators should cheer it as well. It means that the U.S.
government has officially opened the door for the commercial use of
drones and their partnering with conventional helicopters.
Through Part 107, the regulatory process for drones has become
considerably more efficient and simple. This regulatory change is a
major tailwind for the drone industry as well as helicopter operators
that are increasingly relying on drones as “helpmates” in pipeline patrol,
agricultural spraying, police surveillance, and fire fighting. Rather than
supplant helicopters, drones will actually help make rotorcraft more
pervasive and acceptable to the general public.
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THE AMERICAS
Increasing numbers of federal organizations such as the U.S. Coast

Guard, Forestry Service and Border Patrol, as well as local police
departments, are adopting drones for airborne surveillance and
monitoring. These futuristic machines also are in great demand among
Hollywood filmmakers, who are deploying them to get the sort of
exhilarating aerial footage once unobtainable.
Drones already stand in the forefront of military technology and now
they’re also getting paired with manned military and civilian helicopters,
to create operational synergies.
The widespread use of commercial drones still faces many regulatory
hurdles, but through Part 107 the FAA has eased those restrictions and
paved the way for their use.
Online retailing giant Amazon.com made headlines in late
2013 with the announcement of its founder and CEO, Jeff Bezos,
that the company intended to develop a program whereby its packages
are delivered to customers’ doors via drones. The scheme seems far-
fetched, but considering advancements in drone technology it’s not all
that improbable.
THE VIEW FROM LAS VEGAS

Bilal Zuberi, a partner at the Silicon Valley venture capital firm Lux
Capital, spoke at a panel of technology VCs at the InterDrone conference
in Las Vegas in September. I attended the show in Vegas and also
moderated this VC panel.
In his capacity as VC looking for sizable returns on investment, Zuberi
has been studying the drone industry for several years. “For investors,
the key is to keep an eye out for the innovative drone applications that
no one has envisioned yet,” he asserted, especially when they are paired
with civilian helicopters.
Warren Buffett once said: “There seems to be some perverse
human characteristic that likes to make easy things difficult.” But as
recent events have shown, the federal government has reaffirmed its
commitment to making a difficult technology much easier to deploy.
At the InterDrone show, FAA Administrator Huerta reaffirmed the
huge potential in civilian drones and how they can give a shot in the arm
to the now stagnant civilian helicopter market. He pledged at the show
that Uncle Sam would expedite the commercial application of drones, as
well as ease the way for their integration with helicopter operations.
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PERSONAL VOICE
Huerta, whose remarks are always closely followed by aerospace

industry leaders, described the fast growth of drones as one of the
“critical moments” in the history of aviation. He asserted that drones
have “fundamentally changed” the world and their use would continue to
exponentially expand.
Huerta made his remarks as part of his grand opening keynote
address at the InterDrone trade show. With 4,000 attendees and 135
exhibitors, InterDrone is the largest event in North America dedicated to
the commercial drone market. The event ran from September 7-9.
FAA Part 107 makes it easier for the commercial operation of drones
weighing less than 55 pounds. One major stipulation is that the operator
must keep the drone within sight.
In a general election year that’s been soul-abrading for millions of
Americans, it’s always a nice surprise when regulators in Washington
actually fulfill their public duty and do something right. Helicopter and
drone operators should savor the moment.
Indeed, as drones and helicopters strengthen their partnership,
expect more good news ahead. As the civilian helicopter industry
struggles with a prolonged slump, the FAA is thankfully unwilling to
stymie one of the industry’s bright spots. HO
32
GEOLOGICAL EXPLORATION
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OFFSHORE & AERIAL SURVEY
SAFE, RELIABLE RESOURCES

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PO Box 342, EHP, Papua New Guinea
enquiries@pacifichelicopters.aero
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TAP
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INFO INFO INFO INFO
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 STACY SHEARD
T
he advice Captain Stacy Sheard gives to young people during ‘career
day’ school visits is “find those things you love the most and find a way
that you can do all of them”.
Sheard certainly found a way to satisfy her early captivation for
helicopters. Starting out as a Russian Linguist might seem a roundabout
way to become a pilot, but Sheard did so in order to establish the credibility
that would make her worthy of selection for the United States Army Warrant
Officer Flight School. Serving as an Army pilot alone makes her quite
accomplished, but that isn’t all there is to Stacy Sheard.
Since transitioning to civil flying Sheard has further expanded her
experience in charter and tourism, Emergency Medical Services, news
gathering and filming, and general aviation. Sheard also spent time as a
production test pilot for Sikorsky, as a flight instructor and is currently
employed in the domain of corporate transport. She also earned both
Bachelor and Masters of Science Degrees in Aeronautics from the Embry-
Riddle Aeronautical University.
Despite that very full resume, Sheard felt
compelled to further her involvement in the
industry by including something else she loves.
“I like giving back, it’s been one of the greatest
things I’ve been able to do”.
Sheard has long been a Science,
Technology, Engineering, and Maths (STEM)
mentor, inspiring young women to pursue
non-traditional careers. “I don’t think girls
are encouraged to much accomplishment in
general. I don’t think we are asked to rise to the
occasion outside of traditional ways. I think that
if you show a little girl possibilities she will rise
to the occasion if she so desires”. Sheard had
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A GREATER VIEW
no STEM role models growing up, rather, when she decided at a very
young age that she wanted to fly helicopters, she was confronted
with the discouragement evident on the faces of all those she shared
those thoughts with. But she pursued it anyway.
Sheard joined the Army believing that no matter how much they
would put her through she would not give up on her ambition to
qualify as a pilot. “It was hard to keep focused because there was
quite a bit of hazing. Sometime I thought is it me or them? I didn’t
know, and it started to affect how I was thinking. All I could do was
try to bring a voice of reason and keep it really low on the emotion,
and that was hard”.
“I survived it and am all the better for it, and most people never
had a clue that I battled anything.”
“I’ve had lots of people who didn’t want to fly with me, both pilots
and passengers.
It’s silly and I usually spend no time with it, but sometimes I cant
help it and think ‘I’ve been through all this and now I have to deal
with you, and obviously I don’t know where you’re getting your
opinions from but you’re not very well educated’. It’s tough to deal
with that and it’s a waste of my time. I’d be stopping my whole
world to be educating everyone with that attitude. If someone can’t
get their brain around it quick enough I move on, move forward,
eventually they will when there is enough of us.”
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Despite those experiences, Sheard doesn’t think she would

change much, “I am really happy where I am now, as strange as
it is, it’s made me who I am.” And she even continues her military
affiliation by helping out other pilots wanting to transition to
civil aviation. To do so she writes articles, engages in mentoring,
networking and presents at both Helicopter Association International
(HAI) and US Army Aviation Association Military-to-Civilian Transition
seminars and workshops.
Sheard is also the Chair of the HAI Pilot Mentoring Panel,
encouraging seasoned professionals to share advice and expertise
with flight school students and graduates, as well other pilots in
the industry. “I’m seeing that maybe I have had an effect in a way
because I’m seeing that a lot of the people who have at least been
exposed to some sort of mentoring have been doing really well”.
And the single most critical piece of advice that Sheard shares is:
“Network”. She believes that in the helicopter industry, face-to-face
networking is number one. “People should realise how far it goes to
befriend others who do absolutely anything in this industry. Just a
little bit of effort making contact with people on a personal level is
a huge investment in your career. And helping others along makes
a big difference”. Sheard is convinced that those passionate about
38
A GREATER VIEW
their careers in the helicoptering can only add to overall success

of the industry. “We all have the same carrot, if we all grow each
other in the industry we all realise how important it is to be safe. A
helicopter crash makes headlines no matter where in the world, any
one incident affects all of us”.
Sheard has recently been appointed a Board Director of HAI
and she witnessed at her first meeting how much individuals could
strengthen the industry. “It’s awesome to be in a room full of board
members that have that same passion. I was so blown away by the
whole thing.” HAI’s mission is to provide members with services
that directly benefit operations and to advance the international
helicopter community. What Sheard brings to the table is her
experience with networking and mentoring. She has seen the positive
benefits to individuals and the flow on to the industry and now has a
platform from which to continue on much larger scale.
There is no doubt that Sheard lives by the advice she gives young
people looking for direction. She has found a way to do all of the
things she loves most: as a helicopter pilot, a career mentor, an
industry speaker, and as an HAI board member.
But what is most exciting for the industry is that she is nowhere
near done yet. HO
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FLIGHT TRAINING
BY
TERRY
PA L M E R
UNDERSTANDING
SIMULATORS
I
t has taken almost a decade for scenario-based simulator training to be
made available to the majority of commercial helicopter operators, but
today there are a wide range of helicopter simulator options available.
Many operators can take advantage of simulator training to improve their
operational safety.
People often ask what different types of simulators are available and how
much training credit is accepted by the regulatory agencies when training
in a simulator. As more simulators are becoming available, there is more
pressure to use simulation for at least a portion of the training. Here is a brief
explanation of the type of simulators that also provide approved training
credit by most regulators.
There are two categories of devices recognized by most regulating
agencies to provide flight simulation training. A flight training device (FTD) is
a non-motion trainer that replicates a specific aircraft, including instruments,
equipment, panels, and controls, in an open or closed flight deck.
A full flight simulator (FFS) is the most advanced type of flight simulation
available to pilots and training institutions. An FFS has a motion base and
includes a full replica of a specific make, model, and series of aircraft cockpit.
All aerodynamics, flight controls, and systems must perform as the actual
aircraft would in flight.
In each case, as the simulators go up in complexity, they provide a more
realistic training environment in terms of the flight systems, visual display,
motion simulator, and cockpit environment. The highest level, FFS Level D,
provides a motion platform capable of moving in all six degrees, a visual
system with a view of 180 degrees, and a number of special motion, visual,
and aural effects to provide a realistic cockpit environment. A FFS Level C
has the same motion and visual capability with less visual and aural effects.
A FFS Level B has at least a three-axis motion platform and a visual system
that responds to the pilot input at a slower rate than the level C or D.
Aircraft specific Flight Training Devices are designated by numbers rather
than the letters that correspond to Full Flight Simulators. The highest level,
FTD Level 7 has an enclosed flight deck and a fully operational aerodynamic
40
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
program with all helicopter systems operational. All controls and switches
replicate the feel of the aircraft. The visual system must provide cross-deck
viewing from both pilots’ seats and vibration cues enhance the realism of the
training. FTD Level 6 is the same as Level 7 without the vibration cues. FTD
Level 5 has at least one operating system and the flight controls must be
physical controls. FTD Level 4 has one operating system.
Many pilots and operators have questions in regard to the training credit
allocated in different devices. The final decision as to the amount of training
credit for commercial operators is often the decision of their regulator. In
general, however, the more complex simulators receive the higher amounts of
training credits.
For example, almost everyone gets 100 percent training credit for work
done in a Level D FFS, which is used by airline operations and many corporate
fixed-wing operations. This level of simulator is also the most expensive.
Credit obtained for training in a Level B or C FFS depends on the equipment
capability and the decision of the regulator.
Another factor in choosing your simulator is cost. In general, the more
complex simulators are more expensive. This is why it’s important to review
your budget and think about what you want to get out of the simulator
training. For example, there is a significant difference in the operating costs of
a Level D FFS and a Level 7 FTD. It can be very cost effective for an operator
of single-engine aircraft such as Airbus Helicopters AS350 and the Bell 206
and 407 to use the Level 7 FTD. Training credit for a Level 7 has been equal or
better than a Level B full-motion simulator and costs a lot less to use.
The latest technical advances in simulator visual systems provide a very
realistic training environment. There are a number of Level 7 FTDs for single-
engine helicopter training, and training credit ranges between 80 and 95
percent, depending on the operator and the inspector.
A Level 6 FTD gets a slightly lower training credit as it usually does not
have a seat shaker or vibration in the simulation. Anything below a Level 6 will
definitely have training value; however, FAA training credit varies significantly.
Some pilots have expressed concerns about receiving anything less
than 100 percent of the training credit. However, if you consider that most
operations require some sort of local-area orientation flights, the difference
can easily be made up in the aircraft at minimal cost.
There is no one-size-fits-all answer to simulator training. But there is an
answer that will fit most operations and budgets — and, as the NTSB has
stated, “Consistent, standardized simulator training will help prepare pilots for
the unexpected and will decrease the risk of an accident.”
To get the most out of your investment in simulator training, develop
specific goals for the training that match your operational challenges. Then
research the most cost-effective means to meet those goals. There are many
resources to help you get started in building an effective simulator training
program — and eventually a safer flight operation. HO
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Non-profit helicopter EMS services are not common in the US, but
South Texas’ HALO-Flight is one of the few providers in the industry
operating a charitable, not-for-profit operation. HALO-Flight provides
timely access to a full range of emergency and specialist healthcare
services for well over a million Texans in 26 counties.
S TO RY BY L E I G H N E I L I PH OTO S BY N E D D AW S O N
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M
ore than just a helicopter EMS provider, HALO-
Flight also offers an EMS academy and an education
outreach program, assisting with training to ‘lift the
game’ of EMS personnel and community volunteers
throughout the organization’s South Texas catchment
area. Growing from just a single aircraft to a three-base, four-aircraft
operation in only a few years, HALO-Flight is an example of commitment
to professionalism and safety in community service.
Tom Klassen started with HALO-Flight as the Director of Operations
in 2010 and was promoted to executive director a year later. With a
total of over 10,000 flight hours amassed on many types and in many
disparate locations around the world, he is the FAA designated company
check airman and still continues to fly patients whenever given the
opportunity. “HALO-Flight is basically different because we can create
our own success. Since we’re a small company we can adhere to NTSB
recommendations on safety technologies and we have the flexibility to
adjust to our local area market, he stated. “When I started as executive
director five years ago, we just had one helicopter and one spare
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machine. Our board of directors has been 100 percent supportive because our focus
is safety first.”
One of Klassen’s first major undertakings as executive director was to conduct
a thorough analysis of the operation’s efficiency. As a direct result, an operational
base was established at Alice, Texas because it was determined that 70 percent
of our most critical patients would be better served by having a helicopter
based there, rather than fifteen minutes flying time further from the east at the
headquarters base at Corpus Christi. Last year, an additional base was established
at Beeville, Texas, 22 minutes flying time to the north-north-east of Corpus Christi.
This not only reduced response times in the northern coverage area, it has also
enabled a northward expansion of the effective coverage area. “We’re putting the
aircraft where the business is,” explained Klassen, “but it does create some extra
difficulty. For example, our maintenance base is here at Corpus Christi so when we
have an unscheduled breakdown or service requirement, it means we have to go to
the outlying base and carry out maintenance on-site.” As part of the Beeville setup,
a pilot’s apartment was included so that pilots can elect to stay there if they are
feeling fatigued or wish to avoid the one-hour commute to Corpus Christi.
The HALO-Flight fleet now numbers three identically equipped Bell 407s and
a Bell 429, with one 407 being a ‘spare’ aircraft to facilitate maintenance needs
without disrupting the level of coverage or service provided. The Director of
Maintenance for HALO-Flight is Vince Vincent. His 12-year career started in the
US Army where he was a UH-60 Blackhawk crew chief and then, like Klassen, he
worked in various locales around the globe before signing on with HALO-Flight
in 2012 as a mechanic. He was promoted to Director of Maintenance a mere two
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months later. All scheduled maintenance is carried out at the Corpus Christi facility
but Vincent echoed Klassen’s comments about the occasional trials of carrying out
un-scheduled work at the outlying bases. “The 407s are fairly easy to maintain,” he
told HeliOps. “They’re very easy to troubleshoot and work on; the sophistication of
the Bell 429 makes troubleshooting a bit more labor intensive but well worth it. The
407’s FADEC system means you just plug a computer in and it tells you whatever
fault is up, if any. If not, you have to do a bit more troubleshooting. The 429 aircraft
is a lot more complex, with all the avionics and electrical systems. All our mechanics
are factory trained on the 407 and two of us are 429 trained as well. We hope
to soon have the other mechanics also Bell-trained on the 429.” Although he is
highly complimentary about the technical support from Bell Helicopter and their
technical rep’ in particular, Vincent maintains keen focus on the timeliness of parts
delivery from the company, acknowledging that Bell is aware of customer concerns
and is apparently taking steps to address the issue. Being situated so close to the
coast – just 5 minutes airtime - causes maintenance issues for Vincent and his
team. “Corrosion is just horrible here,” he remarked. “You just have to stay on top
of your inspections and aircraft washes. The engines get rinsed on the first flight
every day and where we do detect corrosion on the aircraft we address it as soon
as practicable.” All the maintenance on HALO-Flight’s fleet is carried out in-house
and December, January and February are Vincent’s busy months, with the 407s
(HALO-Flight 1, 2 and 3) in for their annual checks, one after another. The parts
inventory is unusually extensive for a non-profit organization and Vincent explained
that having three identical aircraft with virtually consecutive serial numbers means
that a single component failure is a likely indicator of an imminent similar failure in
another machine. For that reason, when a part breaks he orders two replacements
and stocks one, in preparation for the next failure and to eliminate delivery delays.
Vincent takes great pride in his work and the caliber of his and his team’s efforts
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HALO-Flight’s role is not to expand and take over other
areas. It’s about safely and effectively providing service
to our area, our community.
is evidenced by the availability rate of all four aircraft being 97 percent plus,
compared with an availability rate in the high 80s to low 90s for three aircraft when
he took the job on.
HALO-Flight’s Bell 429 is based at Beeville as it is the fleet’s sole IFR asset and
Beeville is best-positioned for a departure that leads to a direct approach to either
Alice or Kingsville hospitals. In the fleet’s annual accrual of almost two thousand
flight-hours, Klassen estimates that around 60 percent of HALO-Flight’s missions
are on-scene work – typically motor-vehicle accidents - while the majority of the
inter-hospital transfers involve cardiac or stroke patients. The flight works with
CHRISTUS Spohn, a regional healthcare provider. This provides access to three rural
hospitals and a large range of specialist care facilities, such as trauma and cardiac
care, while the partnership with Driscoll Children’s Hospital adds specialist children’s
care to the needs serviced by HALO-Flight. Driscoll is serviced from Corpus Christi
and the service there is manned from 10 a.m. to 10 p.m, with the aircraft available
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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.
55
on-call at other times. CHRISTUS Spohn does not offer a specialist burns unit,
so patients requiring burns treatment are taken to the US Army burns hospital at
San Antonio, about 50 minutes north of Corpus Christi. The average return-flight
duration for a scene-call is 0.7 hours, while inter-hospital transfers to and from
Driscoll are close to two hours.
Chief Medical Officer of the organization is Beeville, Texas, native Randy
Endsley. His medical career began in 1989 with service in the US Air Force and
includes emergency room and intensive care unit duty. He joined HALO-Flight in
1999 and was promoted to Chief Medical Officer by 2002. Standard crewing by
HALO-Flight is always one pilot, one critical care nurse and one paramedic, while
the Driscoll flights have a HALO-Flight pilot and a medical team put together by
Driscoll and optimized for the child-patient concerned. Endsley explained that the
principal difference between a nurse and a paramedic is that, although each are
highly trained in similar areas, the nurse’s specialty area is in-facility care while the
paramedic is more focused on ‘the street’, or on-scene critical care. “Because we
do about half-and-half scene work and critical care transfer, it makes sense to have
one of each specialty area on every flight,” he explained. Flight nurses are required
to have training and experience in either ER or ICU in order to be considered for
HALO-Flight, while paramedics must have worked for at least four years within
the 911 system and it helps if they’ve had some critical care transfer experience.
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Beyond those requirements, pre-employment testing includes interviews and
extensive, stringent testing of both theoretical and hands-on ability. HALO-Flight
duty provides both nurses and paramedics the opportunity to learn from each other
and Endsley observed that after a few years it would be hard to distinguish one’s
specialty from another’s as they end up being so well versed in both roles. Specialist
medical equipment carried on board the HALO-Flight aircraft includes a Zoll cardiac
monitor, a Univent ventilator and an Alaris three-chamber IV system that allows
the crew to run three drugs simultaneously through the IV pump. The extensive
functions of the Zoll monitor include the ability to transmit the results of a 12-lead
EKG directly to the destination hospital while in flight. In Endsley’s opinion, the main
advantage of the 429 over the 407s is full-body access to the patient while in flight.
The 407 is effectively limited to patient access above the waist so issues with a
patient’s pelvis and legs need to be fully addressed and stabilized if possible, prior
to loading onto the aircraft.
The HALO-Flight pilots work a 12-hour shift with seven days on and seven
days off. Shifts alternate between a week of nights and a week of days, enabling
the pilots to establish a steady sleeping routine for the whole working week. The
medical staff members work a single 24-hour shift, followed by three days off.
The total personnel roster totals just under fifty people and Klassen listed four
mechanics and an intern, eleven pilots, eight nurses, eight medics, one part-time
nurse, one part-time medic. The management team includes the Communications
Director, the Development Director, the Education Director, the CFO, and two
administration staff. Pilots are seldom employed with any less than 3,000 hours
flight time, although military pilots with slightly less time are occasionally taken on.
Alongside Tom Klassen, the current pilot roster includes three ex-coastguard fliers,
two retired army pilots, one retired marine aviator, one ex-Texas DPS (police) pilot
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and four civilian pilots. The lowest time (ex-USCG) pilot has around 2,500 hours,
while the average is 4-5,000 hours.
In determining which aircraft is deployed to any given incident, Klassen
explained the operation’s guiding principle. “Closest, fastest, bestest,” he said. “We
get a call to our control center and the operational control specialist decides what
is the fastest and most efficient way of attending to that particular case.” Dispatch
times are impressive with six minutes in daylight and ten minutes at night being the
norms, and Klassen is well satisfied with that. “I don’t think we could do it any faster
without compromising safety or missing out something in the pre-flight process,” he
remarked. A comprehensive safety management system is in place and a response
time over twelve minutes would trigger the system to ascertain the cause. That way,
the organization gets the opportunity to establish if the delay was caused by some
factor that could be mitigated or eliminated in the future. The safety manager has
access to a direct route to the board of directors if he deems it necessary and the
management team also reviews all safety reports separately to the safety manager.
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The need for rapid, efficient and appropriate action is always forefront in Klassen’s
mind, as he so succinctly summed up, “Our job is to quickly respond to people in
need. Someone’s life is in the balance every time we lift off and that leaves no room
for complacency in any aspect of our operation.” NVGs are standard operating
equipment during night flights and HALO-Flight is so convinced of the safety
benefits of NVG operation that un-aided flights in darkness are not permitted. Every
member of the crew has a set of goggles so if a pilot’s goggles go bad, he can
simply borrow a working set from another crewmember.
The addition of the 429 to the fleet is a matter of pride to Klassen and many
others, who see it as the single best EMS helicopter available to the industry. HALO-
Flight considered offerings from Agusta and Eurocopter but factors that tipped the
balance towards the 429 were Bell’s backup support, the large, usable cabin space
and crew-friendly aft loading system. From the pilot’s perspective, advantages are
the four-axis autopilot and EFIS system, while Klassen describes the performance
as ‘simply spectacular’. During the sales demonstration, Klassen flew the Board of
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Directors in Bell’s 429 demonstrator and they were amazed when he advised them
that the flight had been conducted on one engine since takeoff. When he and Bell’s
pilot sat, arms crossed while the aircraft flew an autopilot approach to seven knots
and fifty feet at the destination, the board members were sold on the aircraft.
Klassen praised the superb support from Bell and commented that the inclusion
of industry input into the original design has resulted in substantial advantages
to operators in terms of usability and long-term maintenance issues and costs.
“Bell are just a phone call away,” enthused Klassen. “If we have difficulty tracking
a blade, for example, the tech-rep is down on the next flight and out there on the
floor, helping our mechanics.” The completion of the 429 was also carried out by
Bell, rather than HALO-Flight sending the ‘green’ aircraft to an outside supplier
for completion. Final payment on the aircraft wasn’t due until after completion so
Klassen feels, totally justifiably, that Bell looked after HALO-Flight extremely well
with regard to the selection and purchase of the type.
Another of Klassen’s key roles is to be actively involved in fundraising activities
and obtaining sponsorship. “We’re a non-profit organization so our only real
shareholder is the community itself. We have a very healthy debt-forgiveness
program and a hardship program. Our air-medical transport costs is one of the
lowest in the state, but it’s still about US$20,000 per flight and that’s a huge
burden on people that don’t have insurance,” he reported. “For 18 percent of our
flights, we don’t get a dime and that’s because people just don’t have the ability
to pay. We also have a great program called the Guardian Plan and for only $35
per year a family can ensure they have absolutely no out-of-pocket expenses from
their medical flight. When I first started as Executive Director I was a little shy
about fundraising but now I have no problem at all in asking people for money.
Once I sit down with someone and talk to them for five or ten minutes, they’re
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HELIOPS FRONTLINE 17
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usually on board too because we’re a valuable community asset and we save
lives - safely.” Corporate sponsors and donors play a large part in HALO-Flight’s
financial structure. Flint Hills Resources, for example, operates large refineries in
Corpus Christi and has been the lead sponsor for the annual Flights of Angels golf
tournament for 15 years, raising around $75,000 towards HALO-Flight’s operation
each year. Refining company CITGO sponsors an annual invitation-only dove shoot,
while each spring there is a casino night supported by Riviera Telephone Company,
held this year on the USS Lexington. Donations help fund capital projects, safety
initiatives and things that Klassen describes as ‘bringing our service from average
to above average.’ This includes such items as the forthcoming refurbishment
of the operational control center, with a new room, new furniture and updated
technology. Indicative of the philosophy to be better than just what is required,
HALO-Flight is small enough that it is not required to operate its own control center
but has elected to do so in the interests of safety and efficiency. Other examples
of the drive to excel are the intention to commence installing weather-cams at
sites not covered by FAA weather, but to which HALO-Flight regularly flies and the
commencement of scenario-based simulator training at Bell’s new training center.
As is common to many public and civic service organizations, the people who
make up the organization firmly believe in the value of what they are doing. Klassen
himself was offered a position overseas to set up an EMS company but declined,
despite being offered remuneration at well over twice his current level of pay. He
turned it down because, in his own words, “I love being here. We have an excellent,
robust safety culture and no staff issues. We don’t hire anyone at the minimum legal
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level of experience. We have people at the highest levels of experience in each field
and I believe if we cut pay rates by twenty percent tomorrow, not a single person
would leave. Like any good servant-leader though, we have to protect our people
from having to consider those decisions so we regularly conduct pay reviews and
ensure we are remunerating our people appropriately.” Endsley and Klassen both
point out the average length of service by staff members as an indicator of HALO-
Flight’s quality as an organization for which to work. In fact, during the last six
years the medical team has only lost four people, with three of those only leaving to
pursue further education.
Landing zone classes are regularly conducted for ambulance officers, the fire
service and border patrol personnel. The classes are taken by paramedics who
are well regarded and respected within the community and repeated as often as
necessary to maintain competence levels and account for staff turnover. This fits
in well, dove-tailing perfectly as part of HALO-Flight’s mission, which is focused
on safely transporting people as a service to the community. Therefore, it doesn’t
matter whether the recipient of HALO-Flight’s teaching is a community volunteer
or a paid member of a for-profit ambulance operator; it all benefits patient welfare
and safety. This is, arguably, the greatest difference between a not-for-profit
organization and a profit-making company. The NPO can justifiably participate in
any activity that benefits the wider community it serves and not be constrained
by the need to turn a profit. As for the future, Klassen’s vision is not for a larger,
expanded HALO-Flight but for a constant improvement in the organization’s safety
record and performance in its role. “HALO-Flight’s role is not to expand and take
over other areas. It’s about safely and effectively providing service to our area, our
community,” he opined. He believes HALO-Flight has grown large enough to be able
to do that, so now sees the only remaining focus is to continually do it better. HO
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PH OTO S BY A L E X M L A D E N OV & OAO K A M OV
Spain’s Inaer Group, is the largest customer
for the type in Europe, using its Ka-32A11BCs
in hot climate, for fire fighting with Bambi
Buckets in Spain. Photo: Alexander Mladenov
ALEXANDER MLADENOV reviews the Kamov Ka-32 program as the

type has secured a prominent place among the most successful
Russian-made helicopters currently in production. It was
inducted into regular commercial operation in the Western
world during the early 1990s and today the Ka-32 is, in
fact, the only Russian rotorcraft to have achieved
Australian, Brazilian, Chinese, Canadian,
European and Indian civil certifications.
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T
he Ka-32’s worldwide commercial operation has opened a market that
is still unimaginable for all other Russian rotorcraft – both legacy and
newly developed types. Its’ heavy co-axial rotor design dating back
to the 1970s, is nesting comfortably in its own market niche offering a
5-ton payload capability. The workhorse has enjoyed a stable export
demand and since the early 2010s, found a new major market in China in both
government and commercial operations.
Yet it should be mentioned that despite its acknowledged capabilities, the Ka-32
is neither as popular nor built in such large numbers as the latest derivatives of the
omnipresent Mil Mi-8/17/171 family of 13-tonne helicopters. These are mostly sold
to domestic and international military and paramilitary operators, with a relatively
small commercial demand outside Russia.
Since the early 1990s, the Ka-32 has proved itself a successful and cost/
effective niche world player in the firefighting, external cargo lifting and SAR roles.
Production commenced more than 30 years ago and the assembly line is expected
to continue for at least another decade. Nearly 190 examples of the type are known
to have rolled off the line at the production plant at Kumertau in the southern part
of Russia. The vast majority of these helicopters are currently serving with no less
The Ka-32 features than 20 commercial and government operators worldwide. In addition, the Ka-32’s
an auxiliary power basic design still features a plenty of unused growth potential, which is tentatively
unit for engine
set to be utilized for the development of increased weight and/or capacity
starting and
powering all essential
derivatives in the next few years.
electrical and
hydraulic services, MILITARY TO CIVIL REDESIGN
eliminating the need
for outside ground
The Ka-32’s swift and trouble-free development story is a good example of how
electric power and
hydraulic units.
Photo: Alexander
Mladenov
A two decades ago a newly-built Ka-32A
was priced at about US$4 million, but
now the price of the current version in
production, the Ka-32A11BC, has increased
to more than US$13 million and could be
even higher depending on the additional
equipment integrated upon customer’s
request. This is a helicopter operated
by Helicargo of Brazil, carrying a Bambi
Bucket. Photo: Kamov
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Photo: Alexander Mladenov
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C
The big fins provide

CM
effective directional
control in flight MY
with forward speed.

CY
Photo: Alexander
Mladenov CMY
a civilian helicopter can be developed from a robust military design. The Ka-32’s
K
military predecessor, wearing the Ka-27 designation (NATO reporting name
‘Helix’), made its maiden flight 8 August 1973 and production was launched four
years later. A total of 267 were built in two main versions – the first dedicated to
the Anti-Submarine Warfare (ASW) role, and the second one for the Search and
Rescue (SAR).
The ‘Helix’ was originally conceived for shipborne operations in extreme
climatic conditions, without the need for ground support equipment. It has very
compact dimensions thanks to the three-blade coaxial contra-rotating rotors.
The type’s co-axial arrangement combined with a relatively small box-shaped
fuselage and large double fins, resulted in good handling characteristics. It
enabled the 11-tone helicopter to land safely on small ship decks in headwinds of
up to 39kts (20m/s) and crosswinds of up to 19.5kts (10m/s), with the ship rolling
and pitching up to 10o and 3o respectively. Not only does the Ka-27’s co-axial
arrangement result in a very high degree of hover stability but its’ stability also
reduces pilot workload during long flights.
The civil derivative of the ‘Helix’ was based of the military SAR version
dubbed Ka-27PS, with some minor design changes only. It was originally
intended for use in roles such as ice surveillance and ship-borne patrol
operations, based onboard the Soviet Union’s nuclear-powered icebreakers. Just
like its military forebears, it was capable of operating without ground support
equipment during long cruises in the frozen Arctic Ocean.
The first production example of the civilian derivative made its maiden
flight on 8 October 1980 with Kamov’s famous test pilot Evgeni Laryushin at
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A Ka-27PS, the
predecessor of the
Ka-32S, operated
by KumAPE on
various testing and
evaluation programs
for new equipment.
Photo: Alexander the controls. Between 1983 and 1985, during the relatively brief test program, as
Mladenov many as seven time-to-altitude and altitude world records were established. The
records included a maximum altitude (without payload) of 27,060ft (8,250m)
and an altitude of 20.992ft (6,400m) with a 4,400lb (2000kg) payload as well
as climbing out to 17,972ft (6,000m) in 4 minutes and 46.5 seconds. Another
remarkable achievement during the flight test program, was by a production-
standard example, which without any special modifications made an uneventful
landing at Mt Elbrus, the highest peak in the Caucasus mountain chain, (14,440ft
(5,621m) above sea level).
SUSTAINING COLD AND WINDY CONDITIONS

Both the Ka-27 and Ka-32 were tailor-designed from the very beginning to
operate in the harsh and extremely cold Arctic conditions by day and night, thanks
to the full electric icing protection system for the rotor blades and engine intakes
as well as the alcohol windscreen de-icing provided for the cockpit glazing. For
operations on snow, skis can be installed on the main undercarriage units.
For ship-based ice surveillance, patrol and SAR version of the Ka-32 retained
both the Ka-27PS’ search radar and comprehensive navigation suite to enable
operations in adverse weather and over featureless terrain and sea surface. It also
inherited the pop-out flotation system for emergency landing on water.
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The Ka-32 entered production in 1985 at the Kumertau-based plant in the
southern part of Russia, now known as the Kumertau Aviation Production Enterprise
(KumAPE). The initial ship-based version received the Ka-32S (S denoting Sud
in Russia, translated in English as Vessel) designation and entered into regular
commercial operation in 1988.
Both the military and civil helicopters of the Ka-27 family were initially powered
by two Klimov TV3-117V turboshafts with a maximum take-off power rating of
1,190shp (2,190shp). The engine’s emergency power rating in OEI mode was set
at 2,400shp (1,800kW) and this was maintained at altitude of up to 19,800ft
(6,000m). The internal fuel tanks had a total capacity is 576 US gallons (2,180 liters).
When auxiliary tanks are installed in the cabin, the Ka32’ maximum fuel capacity can
reach 911 US gallons (3,450 liters).
LAND-BASED VERSION TAKES SHAPE

At a later stage, Kamov proposed that the Ka-27’s civilian derivative would also
be suitable for SAR work over land as well as for various aerial crane applications.
As a result, a new subversion with a considerably simplified equipment/avionics
outfit was developed. Equipment needed for water and Arctic operations were
stripped from the design. Production at the KumAPE began in 1986 under the new
designation Ka-32T (T denoting Transport). The land-based utility helicopter was
capable of lifting external sling loads weighing up to 11,032lb (5,000kg), compared
to 9,900lb (4,500kg) for the shipborne Ka-32S. Both civilian versions of the ‘Helix’
can transport internal loads of up to 8,157lb (3,500kg). The cabin, measured
Heliswiss’ Ka-32A12s
4ft3/4in (1.24m) in height, 10ft10in (4.52m) in length and 4ft3in (1.30m) in width can
are well known for
their spectacular and accommodate as many as 16 tightly-packed passengers.
highly-precise load-
lifting operations
around Europe.
Photo: Alexander
Mladenov
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According to Kamov’s designer general, Dr Sergey V. Mikheev,
a newly-built Ka-32A11BCs for commercial use in the Western
world now sports an airframe design life extended to 32,000
hours and is well-suited to rack up to 250 flight hours100a month
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when surge in effort is required. Photo: Alexander Mladenov

The three-blade
co-axial contra-
rotating main rotors
grants superb
single-pilot handling
characteristics and
For the civilian helicopter used for utility works over land, the coaxial contra-
this feature makes rotating rotor design scheme brings some important additional benefits such as
the compact and the high preciseness of flight with sling loads during aerial construction works,
powerful helicopter
firefighting- and logging, even when the flight is performed in hot-and-high and
perfect for load
lifting operations in windy conditions. When configured for use in the SAR role, the Ka-32T comes
confined spaces and equipped with a 661-lb (300kg) SLG-300 electrical rescue hoist, nestling between
in strong turbulence, top of door opening and landing gear in addition to searchlights and emergency kit.
as demonstrated
For air crane operations, it uses an external sling with either short- or long-line. The
here by this Heliswiss
Ka-32A12. Photo: external load transport system features an automatic load release device and an
Alexander Mladenov integral load weighting and stabilization system.
The Ka-32A is a follow-on derivative, which uses the Ka-32T’s baseline design
for utility transport. It was redesigned in an effort to meet the new Russian AP-29
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airworthiness requirements, which are described as broadly comparable to US FAR-
29 regulations. This model comes powered by the improved TV3-117VMA engines It
also introduced some new equipment and avionics including additional flight control
equipment. Its cabin was made capable of accommodating up to 13 passengers.
The first Ka-32A commenced its developmental testing in 1990 and completed
the effort three years later, eventually receiving its type certificate in Russia in July
1993. Production commenced at the KumAPE during the following year.
Several sub-versions developed on the Ka-32 followed in the mid and late 1990s,
to meet the specific requirements of domestic and international customers. For
instance, the Ka-32A1 that flew for the first time in January 1994 is a specialized
firefighting derivative. Only two examples were built. Serving with the Moscow
city emergency service, it was capable of carrying external rescue cabins for
transporting two, 10 or 20 survivors. For suppressing fires, the Ka-32A1 was
modified to carry a 5,000-litre Russian-made flexible tank suspended on a cable
under the fuselage. It was modified to use an air attack system comprising one
conformal Russian-made 3,000-litre plastic water tank installed on the fuselage
sides and two snorkel devices capable of filling the tank in one minute and 20
seconds. Later on, both -A1s were upgraded with an US-made fire attack system
supplied by Simplex.
CANADIAN CERTIFICATION EFFORT OPENS THE DOOR

TO THE WEST
The Ka-32A11BC is the most sophisticated and successful version. The letters BC
in its designation denotes British Columbia in Canada, the home province of VIH
Logging, now part of VIH Aviation Group. The Group is the world’s leading operator
TAP TAP TAP

E FOR MORE FOR MORE FOR MORE
INFO INFO INFO
A look into the
classic cockpit of
the Ka-32A11BC
with conventional
instrumentation
approved by EASA
for day/night VFR of the type. It was certificated by Transport Canada in accordance with FAR-29
operations only. airworthiness rules. The process has been protracted taking some five years, a lot of
Photo: Alexander hard work as well as airframe and system modifications, and extensive paperwork.
Mladenov
Sergey Mikheev, Designer General for Kamov Design Bureau recalls the process
of getting the Transport Canada type certificate for the Ka-32A11BC back in the
1990s; “The Westernization process began with the experimental commercial
operations in Switzerland and Canada in the early 1990s. It was the Ka-32T version,
which saw commercial use in the beginning in these countries. The helicopters saw
a very high daily utilization of 10 to 12 hours for transporting external sling loads. It
was a remarkable achievement as such utilization rates were previously unheard and
unseen in the former Soviet Union and Russia.”
“The lack of a type certificate, recognized in the new client countries however,
proved to be a serious obstacle for the expansion of the Ka-32 work in the Western
world. But this issue motivated our design bureau to launch a wide-ranging program
of adopting first the new AP-29 airworthiness rules in Russia and then commencing
activities to certificate it abroad. The Ka-32 obtained its Russian type certificate
in July 1993 and the same year the type certification process in Canada and
Switzerland was launched”.
The Canadian certification was finally achieved in May 1998 in a restricted
form while full clearance was obtained in February the following year. The
Ka-32A11BC standard, incorporating for the first time dual hydraulics, an updated
instrumentation package and firewall on the APU was designed in close cooperation
with VIH Logging. It became the launch customer for this derivative and proved to
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The Ka-32’s co-axial rotor
scheme provides a remarkable
stability in the hover,
making it useful for aerial
construction works with very
precise delivery of the load,
as demonstrated here by a
Heliswiss machine working
to install equipment on a
TV tower. Photo: Alexander
Mladenov
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Heliswiss Ka-32A12 in flight
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be the best in the world in the club of the Ka-32 operators, racking up astonishing
utilization over the years.
This way, the Ka-32A11BC boasts the distinction of being the first Russian-
made aircraft to be certificated in the Western world. Despite the certification,
the type, has failed to get additional orders from customers in North America and
consequently only three examples were purchased by VIH Logging.
The Ka-32A11BC, however, found new customers in Western Europe in the
early and mid-2000s and now there are as many as 10 Ka-32A11BCs operating
with Helisureste of Spain, used for firefighting with Bambi Buckets. Six more were
purchased by Empresa de Meios Aereos in Portugal. Another two helicopters, in
the Ka-32A12 sub-version approved for single-pilot aerial work applications by the
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This Ka-32A of the Moscow Aviation
Centre is shown equipped with the
Simplex Fire Attack system with
horizontal water cannon useful for
fighting blazes in high-rise buildings.
Federal Office of Civil Aviation of Switzerland in June 1996, were purchased by

Heliswiss. These helicopters are used primarily for mountain construction of power
lines and ski lifts as well as transporting and assembling construction cranes.
Since Switzerland is considered a relatively small market, the Heliswiss Ka-32A12s
are also often seen operating in many other European countries such as Austria,
Bulgaria, Italy, Germany, France, Spain and even ventured to work in Afghanistan.
2007 proved to be a record year for the Ka-3211BC deliveries, with six examples
taken by Empresa de Meios Aereos, two more for Helisureste of Spain and one for
Akagi Helicopter of Japan and two Ka-32As for customers in South Korea.
The Ka-32A11BCs operated by state-owned Empresa de Meios Aereos (six
machines purchased for US $50 million including training and spare parts), are
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A look into the cabin
of a Ka-32A11BC
operated by the
Russian Ministry
of Emergency
Situations, equipped
with a LifePort
the first examples to boast a partially glass cockpit, containing a mixture of Russian
emergency care
module. Photo: and Western-made avionics. The avionics outfit incorporates a digital autopilot
Alexander Mladenov enabling the helicopter to perform automated landing approaches and features the
Primus 701 weather radar. For use in fire-fighting it can carry the Bambi Bucket for
five tons of water. When engaged in SAR and EMS operations over sea and land,
the Portuguese Ka-32s are equipped with a quick-fit Life Port medical care module,
SX-16 searchlight and 300kg-capacity SLG-300 electrical rescue hoist.
In 2010, BH Helicopters of Bulgaria took delivery of one Ka-32BC11. Using
an existing airframe which underwent a deep overhaul at the KumAPE, it is
mainly intended for aerial construction work and firefighting with the Bambi Bucket
once again.
Compared to their counterparts operated in Russia and some other countries,
both the Ka-32A11BC and Ka-32A12 sold to international customers boast
considerably extended airframe and gearbox time between overhaul (8,000 and
2,000 hours respectively), while the service life has been initially set at 8,000
flight hours, then extended to 16,000 flight hours and recently further extended to
32,000 flight hours. This way the advanced versions of the Ka-32 are free from the
basic disadvantage, which has been very typical for the Russian-made helicopters
– namely the short time between overhauls (TBO) that in general is not helping
for achieving high commercial utilization while considerably increasing the total
operating costs. Further improvements of the Ka-32A11BC’s maintenance schedule,
such as increasing the gearbox TBO to 3,000 hours, are planned in an effort to
further trim the helicopter’s operating costs.
OPERATING WORLDWIDE
By 1991, there were a total of 37 Ka-32S/Ts in Russian commercial operation, and
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A close-up view to
the Ka-32’s complex
main rotor column
assembly. Photo:100
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Alexander Mladenov
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EASA CERTIFICATION
EFFORT
The type-certification with the European
Aviation Safety Agency (EASA) proved to be
a major milestone for the Ka-32A11BC as this
has been regarded by Kamov as a significant
prerequisite for extending the sales pitch in
Europe. Mainly funded by Helisurese of Spain, the
EASA certification program for the Ka-32A11BC
was originally conceived for completion in late
2006 or early 2007, but in the event the process
proved to be considerably protracted and much
more difficult to complete than expected. The
EASA type-certification program comprised
extensive paperwork and a brief flight-testing
period by EASA carried out in February 2007 on a
Helisureste-owned helicopter.
The main source of difficulty in the process,
according to Kamov’s designer general, Dr Sergey
V. Mikeev told HeliOps, was the powerplant/APU
certification. The EASA certification criteria as
outlined in Part 29 are somewhat different from
those contained in FAR-29.
As Shamil Suleimanov, Kamov’s leading
designer, responsible for the Ka-32 design, said
in front of HeliOps, the TV3-117VMA turboshaft is
a design dating back to the 1980s and as such it The Ka-32 has
cannot meet the current EASA Part 29 certification an optimal rotor
system design
criteria. In a bid to find a clever solution of the
providing all
problem, it was eventually agreed that EASA would available power for
apply the certification criteria which were valid at lift and propulsive
force in any given
the time the engine has been developed.
flight regime. Photo:
Kamov official representatives announced in Alexander Mladenov
October 2008 that the Ka-32A11BC would at last

obtain its much sought-after EASA type certificate
in the first half of 2009 but in the event this has not
happened to date.
In its current form, the EASA restricted type
certificate for the Ka-32A11BC permits Category
B VFR day and night operations only, with a
maximum seating capacity of nine persons. It is
required they to be essential to the aerial work, and
no commercial passengers are allowed onboard.
As well, no passengers are allowed on board if fire-
fighting and external sling operations are being
undertaken by the helicopter.
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The Ka-32 is built at
KumAPE in Russia
by using extensive
anti-corrosion
coatings which in 2002 their number increased to 69 before seeing a significant reduction. In late
make the helicopter
2015, there were some 46 Ka-32s registered with commercial operators in Russia,
suitable for regular
operations in but only 27 of these were considered of being maintained in airworthy condition
aggressive marine with the rest held in long-term storage or used as donors for spare parts for the
environment. Photo:
flying machines.
Alexander Mladenov
Back in the early 2000s, a newly-built Ka-32A11BC was offered at a price of
about US $4 million, while second-hand examples were sold for between US $1.5
and 2 million. By 2015, however, the price of the certified export derivatives in the
baseline configuration exceeded US $13 million, while second-hand examples of
the A and T-versions (after overhaul and modification to the latest equipment and
avionics configuration) are offered at about US $7 million.
Presently there are two principal areas of concentration of the Ka-32 fleet
operated outside Russia. The first one can be found in Western Europe where
the type is in commercial operation in Spain, Portugal, Bulgaria and Switzerland,
while the second one with considerably more examples - in both commercial
and government operation - is situated in South Korea and China. In the early/
mid 2010s, new deliveries and sales contracts were reported for Azerbaijan (two
examples for SAR), Brazil (one for aerial construction works) and Kazakhstan (two
examples, also for SAR).
The Russian Ministry of Emergency Situations is only prospective domestic
customer, which took delivery of eight newly-built Ka-32A11BCs for the SAR role,
in configuration similar to that delivered to Portugal, but mostly outfitted with
Russian-made avionics. An attractive feature of the Ka-32 for the Ministry of
Emergency Situations is that they can be equipped with Simplex Model 328 Fire
Attack system (accommodating 3,500 liters of water) with horizontal water cannon,
advertised as especially suitable to deal with fires in high-rise buildings. In 2013, the
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FUTURE KA-32 VERSIONS IN THE PIPELINE
According to Kamov’s designer general, Sergey Mikheev, there are on-going plans at Kamov
for further improving the Ka-32A11BC with new fully digital cockpit, new and more effective rotor
blades and more powerful VK-2500 engines with FADEC. This will be complemented by introducing
some new optional equipment to expand the helicopter’s usefulness in the SAR and utility transport
roles. All this, however, requires lengthy and sometimes expensive certification and therefore the
appearance of the new versions will depend on the availability of payable customers willing to cover
the costs associated with any significant upgrades.
The plans for developing radically reworked derivatives such as the Ka-32-10 with enlarged cabin
conceived for passenger offshore transport, announced in the late 1990s and early 2000s, have been
shelved, at least for time being.
The Ka-32 is powered by two

TV3-117VMA turboshafts built
by the Motor Sich company in
Ukraine. Now Kamov now offers
re-engining of the Ka-32 with
the more powerful and durable
VK-2500PS-01 (rated at 2,500
shp in OEI mode) with FADEC,
which would provide even better
hot-and-high performance. Photo:
Alexander Mladenov
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The Need for Speed Helicopter operations do not make high-
speed, reliable connectivity easy to achieve.
The rotor blades have a habit of getting in the
way and, until now, the vibration filled in-flight
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© 2016 Honeywell International. All rights reserved. aerospace.honeywell.com/helo-satcom

KA-32A11BC
FACTS AND FIGURES
The maximum gross weight is 27,999lb
(12,700kg) with 11,032lb (5,000kg) of external load.
The normal take-off weight is 24,251lb (11,000kg).
The maximum internal useful load with standard
fuel is 5,093lb (2,130kg).
The maximum load on external sling is 11,020lb
(5,000kg) and the maximum load in the cabin is
8,155lb (3,700kg).
The standard fuel capacity is 4,145lb (1,880kg).
Never-exceed speed is 140kt (260km/h), fast
cruise speed is 132kt (245km/h), economic cruise
speed is 108kt (200km/h) and maximum climb rate
is 2,953ft (900m) per minute.
OGE hovering ceiling in ISA conditions is 12,140ft
(3,700m) and service ceiling is 16,400ft (5,000m).
Range on maximum fuel and without reserve
is 351nm (650km), while range with full payload is
59.5nm (110km).
The Russian Ministry of Emergency

situations uses its newly-delivered
Ka-32A11BCs for SAR and medevac
operations, and also for fire-fighting on
as-needed basis during the hot summer
months. Photo: Alexander Mladenov
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larger Model 348 was cleared for use, able to discharge 4,600 liters of water, which
is even better in suppressing high-rise buildings fires.
The Russian Ministry of Emergency Situations fleet received seven Ka-32A11BCs
between 2011 and 2013, followed by another one in 2015; unit price of the
helicopters ordered in 2009 in a sophisticated configuration accounted for about
US $11.96 million.
ASIA CONTINUES TO LEAD THE WAY

By late 2015, operators in China are reported to have received a total of 11
helicopters. The promising parapublic market there opened up in 2008, when the
Ka-32A11BC was certified by the Chinese civil aviation Alexander Mladenovities.
The first helicopter was delivered in July 2009 to the Chinese State Oceanic
Administration to be used for Antarctic research support operations (it was
subsequently lost in a crash). Then, Ordos City in Inner Mongolia followed suit, with
one helicopter ordered for use in the fire-fighting role in 2011. It was followed by a
raft of orders from other para-public agencies in China. In February 2016, Russian
Helicopters announced that is holds firm orders for seven more Ka-32A11BCs
ordered by Chinese customers, mainly for firefighting; five of these are slated
to be delivered in this year and the remaining two in 2017. Two of the ordered
Ka-32A11BCs will be taken by Qingdaoi public security department, four more are
destined for the company Jiangsu Baoli and another one for Easy Best Group.
So far, South Korea firmly stands out as the largest Ka-32 market, with the vast
majority of the fleet comprising the Ka-32T non-certified derivative operated by a
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The Ka-32’s engine
intakes, windshield
and the rotor blades
are provided with
powerful electrical
de-icing for
operations in heavy number of government organizations; there are also a small number of A-versions.
icing conditions in By 2015, the Ka-32 fleet in government and commercial operation in South Korea
Russia’s far northern
accounted to as many as 70 examples, most of these having been supplied in
territories.
settlement of Russian trade debt.
There are no less than three other government organizations in South Korea
using Ka-32s for forest patrol and firefighting purposes. It is noteworthy that the
South Korean helicopters boast unique firefighting equipment: initially using Bambi
Buckets, and later on they were modified to use the Simplex fire attack systems,
installed beneath the Ka-32 fuselage.
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A look into the
Ka-27PS cockpit,
identical to that of
the Ka-32S. Photo:
Alexander Mladenov
The Republic of Korea Air Force is also a Ka-32 operator, deploying a fleet of
seven Ka-32A4s upgraded by IAI of Israel for Combat SAR. The first taken on
strength in mid-2004, the aircraft are primarily used for over land work.
Japan is another country to have granted a type certificate for the Ka-32A11BC,
with one helicopter so far delivered and operated by Akagi Helicopter.
There were serious discussions between Russia and Iran in the early 2000s on
establishing a joint venture for the production of a Ka-32A11BC derivative powered
by the more powerful VK-2500 engine (rated at 2,500shp in the OEI mode), making
the helicopter much safer when operating in hot and high conditions. It was to be
produced under license in Iran as the forecast at the time had a potential market
for up to 50 helicopters for civil and government operations in the country, mainly
for SAR and medical evacuation. At the same time, Iran has also expressed interest
in the enlarged-cabin Ka-32-10, also powered by the VK-2500, which was proposed
to serve the country’s offshore petrol industry. In the event all these plans failed to
materials and no Ka-32s have been sold out to Iran so far. HO
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S TO RY & PH OTO S BY
MARK OGDEN
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The Great Ocean Road on Victoria’s
southern coast provides some of
the most iconic Australian scenes,
especially the rock formations known as
The Twelve Apostles, a series of limestone
stack formations protruding from the
Great Australian Bight.
S
tretching 243km (151mi) HOW IT STARTED
between the Victorian cities
Richard’s family has managed
of Torquay and Allansford,
farming property along the Great
returned soldiers built the
Ocean Road for 40 years. Helicopters
original road between 1919 and
would pass through, mainly doing
1932. The road is an important tourist
aerial work such as photography, using
attraction in the region because much their paddocks as landing areas – and
of the road hugs the coastline allowing this where he first got a taste for the
visitors to see the Bass Strait and the industry. He got to know well one
Southern Ocean. Officially, the ocean operator who used a Hughes 300 for
to the south of Australia is the Indian scenic flying in the area on a seasonal
Ocean, but Australia regards that area as basis. The operator and the family
the Southern Ocean. The Great Ocean became good friends and working from
Road travels through Port Campbell, a caravan; the operation was low key. In
providing access to its natural limestone 1995 however, when the pilot was killed
and sandstone formations such as The when the helicopter broke up inflight on
Grotto, London Arch and of course, The its way to undergo maintenance, Richard
Twelve Apostles. lost interest for some time. “I was in Year
Nestled between the Port Campbell 11, and it hit me pretty hard. I started
National and Twelve Apostle National thinking that maybe this wasn’t the
Marine Parks, Twelve Apostles game for me; it’s not worth losing your
Helicopters (12AH) started in 2000 on life over.”
a property 4kms east of Port Campbell. A few years after the accident,
Present owner Richard Nesseler another operator, ‘PremiAir’, had begun
acquired the company in 2009. That is leasing an area of the property from
a story in itself and demonstrates the the family using Robinson R44s. “I
challenges of establishing a successful saw they were using R44s and that
scenic helicopter operation in Australia. these aircraft appeared more robust.”
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In the meantime, Parks Victoria also tour operators, could not entertain an
leased adjacent land and established a additional stop and late returns to the
visitors center. He warmed to the idea Melbourne hotels and so the wheels
of flying helicopters again, and before quickly came off the arrangement.
the tenant’s lease was due to end on When it became apparent that the
the property, Richard approached his scenic work was falling away, the then
family about taking it over. The family 12 AH owner wanted to move away
had already built a terminal and hangar from that type of flying and instead, do
on the site. He did his flying training at utility work. He approached Richard to
Melbourne’s Moorabbin Airport with The sell 12AH, and when Richard bought the
Helicopter Group, starting a company company, he found himself going from
he called, ‘The Edge Helicopters. “I having too many, to not having enough,
borrowed from our bank and purchased helicopters to service the developing
four R44s,” he explained. “It was a tourism market. He now operated both
bold move as I initially only had work heliports and had contracts with tour
for two machines. It was tough at first operators that he needed to fill. The
because the ex-tenant went to Twelve relationship with the tour operators is
Apostles Helicopters with contracts from almost symbiotic. To enable the business
Melbourne tour operators and when they to operate every day of the year as it
moved, the passengers went with them. I does, having the tour operators onside
really had too many helicopters.” was vital. “They sell our tickets for us,
What happened with the move certainly for a commission but that
though was that by not being next the works for them, and we get the volume
visitors center, busses from Melbourne of work.”
were returning late and business for Once he had secured work from
12AH at its location, which was just the tour operators, he committed to a
eight kilometers down the road from the new EC130 B4 and now, in addition to
visitors center, started dropping away. three R44s he has four H130s (T2). He
A three-hour drive from Melbourne, the has gone from basically, having 12 seats
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available with three R44s to 37 seats to expand. “The H130 is a fantastic
with the addition of the four H130s. product and Airbus knows that they
That may not sound a lot but with each have the best scenic flight platform
helicopter able to do up to 4 flights an available,” Richard said. “I do think,
hour, basically the company has three however, they rest on their laurels on
times more seats versus the previous 48 the customer support. They love selling
seats available. So, when 12AH needs the aircraft but don’t seem to be able to
to fly several hundred passengers a day adequately support the client once the
in the off-peak season and much more aircraft is sold.”
during the peak, that difference can The Robinson is the most popular
make or break the business. Richard helicopter in Australia used for
has continued to focus his energies and everything from mustering to flight
resources on developing his scenic flying training. “Robinson support on the other
business, choosing not to spread his hand,” continued Richard, “is excellent
wings into other parts of the industry. due to their numbers here in Australia.”
The peak season is a relatively short “The fleet mix allows 12AH to select the
time between Christmas Day and about best option depending on such factors
mid-February when Chinese New Year as the number of passengers; the range
is finishing up. “In that six weeks, you needed, and personal preferences.”
have to make sure everything is running During the peak season in summer,
and running smoothly.” He even has to the H130s fly their 150 hours about
employ extra staff just to cover that every three to four weeks. “So when
peak season. Richard said that overseas Airbus in Melbourne here was taking
tourism to the area, “has exploded.” He two weeks to do a 600 hourly, that was
sees an ongoing year-to-year increase, just unacceptable,” complained Richard.
that also appearing throughout the Faced with having to buy another two
year, not just during the peak. Although helicopters to cater for the extensive
Australians are known as avid travelers, turnaround times, Richard approached
75% of the tourists on the Great Ocean Yungur Aviation at Moorabbin Airport
Road are from overseas, primarily Asia. near Melbourne. “I flew the helicopter in
“You know the story,” Richard reflects, at 5 PM, engineers swarmed over it, and
“no-one travels in their back yard.” The I had it back the next morning, ready
local tourist associations are trying for operations. You really can’t ask for
to get Australians to visit the area, much better than that.” Richard said that
especially during the off-peak period. It while he pays a premium for that sort of
is also important that people understand service, it is worth every penny. “Yungur
that to truly appreciate the area, it’s not seems to be set up for that approach I
just a one-day trip from Melbourne. I think because they support many of the
spent a week in the area and found that firefighting helicopters here.”
this was not enough to fully appreciate The H130 is the ideal aircraft for
the rural landscape by the sea, the scenic flying according to Richard due
rainforests or the spectacular coastline. to its room, power and the fact that
everyone can see out. He has also
AIRBUS found the H130 (T2) to be a significant
The move the H130 was strategic in improvement over the original EC130.
that it provided the business the ability Although the T2 has an extra 100
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For us, 15 minutes is our most popular flight so where
they may get two or three tours per machine per
day; we get that per hour at our peak. It’s an entirely
different dynamic; they fly their machines hard and fast
to get there; we stay below 100kts, and everyone gets
to enjoy the ride from the beginning.
horsepower, Richard said that wasn’t DOING BUSINESS

a consideration in moving to the new
When he was developing the
model because the original had more
business, Richard went to the USA to
than enough power for the work at
observe Maverick Helicopter’s operations
12AH. The big improvements made, as
in Las Vegas. Although there were
far as 12AH were concerned, were the air
some similarities, he noted that there
conditioning and having the two sliding
were significant differences. “They
cabin doors. “There’s a lot of glass, and
operate such a different scale and such
it can get very hot. The old 130’s air
a different mission from us.” “We’re both
conditioning was a bit hit and miss and
doing scenic, but they have such a long
would often not clear the condensation
transit to the Grand Canyon whereas our
that formed on the inside of the glass
base is located at the scene – we are like
when people who might have been a
being at the Canyon for them.”
little wet got in the aircraft. The new
“For us, 15 minutes is our most
one just works so much better – you can
popular flight so where they may get
set the temperature on the system and
two or three tours per machine per day;
let it do its job.” The two sliding doors
we get that per hour at our peak. It’s an
allow three ground staff to handle two
passengers each to quickly embark entirely different dynamic; they fly their
and disembark the helicopter, which is machines hard and fast to get there; we
essential given the narrow window of stay below 100kts, and everyone gets to
flying the company has each day to look enjoy the ride from the beginning.”
after the itinerant tourists from the tour “Being where we are also makes
companies. It allows for minimal ground it a lot more affordable; where you’re
time and maximizing the passengers’ looking at $700 for a tour in the Canyon,
time airborne. here you can have the tour for $145.”
Maintenance is always one of those That in itself causes challenges. The
challenges that operators face at some turn-around of flights is so rapid that
time, especially as they grow. Working there has to be an efficient use of what
so close to the ocean has challenges, little time on the ground is available.
especially corrosion control. The Technology plays a huge part in making
constant crashing of the Southern Ocean the whole venture possible. “We
against the beaches and cliffs of the area employed a software engineer to build
puts massive amounts of salt into the air. us a ticketing system that’s fast, reliable
Regular washing and corrosion control and adaptable that accommodated
are needed. the 130 as well as the 44s.” The PDA’s
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can tell ground staff immediately who want to take advantage of the situation.”
bought the tickets, all their details In the early days, the helicopters
including what flights they are on. weren’t equipped with floats, so the
“As well as meeting all the regulatory flight route was necessarily over the
requirements for record keeping, the cliff tops to stay within autorotational
system allows us to build the flights distance of land. Now they are all
on the spot and provide an immediate equipped and fly about a half mile
weight and balance for each flight.” offshore making less impact on the
The aircraft all depart to operate environment. Also, the H130s are a quiet
offshore and avoid flying over visitors helicopter, further lessening the impact
and the Apostles themselves. Local and dulling potential complaints. The
authorities imposed these conditions on offshore route also allows the customers
the permit owners by local authorities to look across at the coast and apostles
in consultation with Parks Victoria with rather than down on them.
which they comply. Someone coming My observation is that the helicopters
from outside the area can (and do) do far less damage than the multitude of
operate however they want, provided it people following the walking paths but
is in accordance with the aviation rules. once again, it seems perception is more
The Local and Parks authorities do not important than actuality when dealing
control the airspace. Richard explains, with Australian public authorities.
“Look if we didn’t have the rules, we Richard says that 12AH lives in the area
would do some things the same; I’m and works with Parks (after all Parks
a local, am sympathetic to the local leases the visitor’s center land from his
communities concerns, and I want to family) to keep the good relationship.
make this business sustainable. I don’t One downside is that nearly every
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complaint about a helicopter, usually then presented with a boarding pass,
about another operator, first comes to which they take out from the terminal
him because he is the visible helicopter building to the boarding gate. Here staff
representative. is waiting to welcome them, provide the
The 20-year plan for the area safety brief and fit their life jackets. After
appears to be an idea of closing off their boarding passes are scanned, and
the road and diverting it inland. The flights are built either for the R44 (up
area would then be closed up, and the to three passengers) or the H130 (up
only access would be through a ‘park to seven passengers). Escorted to the
and ride’ arrangement. Park the car at waiting aircraft, the passengers board
a carpark and the park service takes with the help of staff.
you in another bus. With thousands of The pilot welcomes everyone aboard
people visiting each day during the peak before departure, provides some further
season, it is unlikely that there would be specific safety information and the flight
enough infrastructure. Such an approach then departs. All flights are recorded
would likely kill off local tourism in the via an onboard four-camera HD video
area and as Richard noted, “it would system. Customers can view this in real
probably kill this business.” Much of the time from a screen on the dash. During
joy of the visit is driving the coast road. the flight, the pilot provides a running
My recommendation is to experience this commentary as well as answering any
part of the world while you can. questions. On return, customers are
The routine has to be streamlined assisted disembarking and escorted
to meet the needs of their customers. back to the gate. They have an option of
Peak season or not, all customers follow viewing their flight and purchasing the
the same workflow. They choose from video on a USB stick or departing for
one of three flight options ranging in their next place along the Great Ocean
length from 15 minutes to 1 hour. As Road. Richard has found that because
payment is taken, their weight and the flights are so affordable, people are
name are recorded on an ePad. They are taking their first flights in helicopters
ever; making the whole experience even what has become a viable helicopter
more memorable. Richard explained industry. The implementation has been
that it is a great business, “People an unmitigated disaster and people
almost hug you when they come off in CASA are still working through the
the flights because the experience is myriad of problems the new rules
so overwhelming and that is tahe best have introduced. Asked about the
advertisement; word of mouth.” current issues the industry has with the
With not a lot in the way of landmass Australian Civil Aviation Safety Authority,
between Africa, Antarctica, and the Richard says that he would, “prefer to
southern Australian coast, the weather stay out of that mess.” “They hear us
can be brutal. There’s an old quip about but either don’t seem to listen or simply
the weather in Victoria; “if you don’t like ignore what we are saying as a collective
the weather, wait an hour” That is what group.”
the Great Ocean Road is like, especially
in Winter. Weather passes through very PEOPLE
quickly and as a result; there’s usually Currently, 12AH has 12 full-time staff,
a weather window sometime during all commercial helicopter pilots. Jobs for
the day that makes the scenic flying pilots fresh out of training are few and
worthwhile. Often, the weather makes far between in Australia, but 12AH offers
the sights even more spectacular. those with the right attributes a way into
CASA Australia has tried to introduce the industry. Most of the 12AH pilots
a raft of new rules based on EASA are on their first flying jobs following
despite the Australian industry regarding training. “The pilots are reasonably
the rules as being unsuitable and transient which keeps the team fresh,”
considers them a quick way to destroy Richard explains. “They stay between
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The world’s most

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two and four years.” There are certainly is a pretty benign environment, and the
worse places to get those first hours, only thing that can get a bit hairy is the
but the area has its challenges for young weather, but really, it’s just like flying
people. “The area is essentially rural and extended circuits.” He is seeing people
pretty quiet,” notes Richard. “They’ve stay longer now, though, probably due
formed their own basketball team now, to the downturn in the resource industry
and I think that’s helped them fit into the and the flow-on effects to the helicopter
local community.” industry in Australia.
Starting out working on the The staff takes the opportunity for
ground in passenger management, leave on rotation during the winter.
the pilots then move to the R44. After During the peak season, the days are
gaining further experience and being long, and so most work a 4 1/2-day
observed by Richard, those assessed week. He also brings in casual staff
as being suitable are offered turbine over the season to supplement the
endorsements paid and move to the permanent crew.
H130. When selecting pilots to work When asked if there were any lessons
for 12AH, Richard says that above he learned, he retorts, “Lessons - too
allemployees, he looks for a customer many to list! I won’t be giving any away,
service excellence background. He though. But the high point is making
believes that the scenic flying is a good the whole show work efficiently and
way for a pilot to build experience. “This receiving praise from our customers.” HO
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The slump in civilian rotorcraft
demand could be on the verge of
a dramatic comeback. It mostly
depends on the fickle price of oil.
S TO RY BY J O H N P E R S I N O S
PH OTO CO U RT ES Y O F T H E R ES PECT I V E O E M S
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E
ven by the standards of on the medium and long term.
a cyclical industry given Let’s start with the bad news.
to ups and downs, the The decline that started in 2015 has
downturn of the helicopter accelerated into an outright disaster for
industry this year has been the civilian helicopter industry. By the
ugly. But amid the ashes lies the hope time this year is over, delivery numbers
of a Phoenix-like revival. are expected to significantly.
In seeking to answer this question, In the context of sluggish global
HeliOps spoke with representatives economic growth and continued
of the largest civil helicopter volatility in oil and gas markets,
manufacturer in the world, Airbus the helicopter industry’s outlook is
Helicopters, whose research and downbeat. In its 18th annual Turbine-
development effort is focused more Powered Civil Helicopter Purchase
on the short and medium term, and Outlook, Honeywell this year forecasted
the largest government aviation 4,300 to 4,800 civilian-use helicopters
research organization in the world, the will be delivered from 2016 to 2020,
US’s National Aeronautics and Space ahout 400 helicopters lower than the
Administration (NASA), focused more 2015 five-year forecast.
Airbus’s all-new H175

is in a similar size
class as the AW139,
but outfitted with
more sophisticated
technology,
especially in the
cockpit.
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The AW139 medium-
sized twin-engined
helicopter, a stalwart
of the energy sector,
should see rising
“The current global economic $40 a barrel, compared with their
demand starting in
situation is causing fleet managers highs of more than $110 in the summer 2017.
to evaluate new helicopter purchases of 2014.
closely, and that’s why we’re seeing Now the good news: For those who
a more cautious five-year demand listen to some of the most influential
projection compared with previous experts out there, oil at $50 or even
years,” says Carey Smith, president, $60 a barrel is small potatoes. Try $100
Defense and Space at Honeywell a barrel or higher.
Aerospace, and overseer of the widely Take multi-billionaire T. Boone
followed annual report. Pickens. The legendary oilman predicts
Smith pointed out that helicopter that oil prices have bottomed and will
fleet utilization reported in the hover near $60 a barrel or more this
Honeywell survey declined compared year.
with last year. Over the next 12 months, Then there is investment bank
usage rates are projected to increase Raymond James & Associates, which
but at a reduced rate, as the gap recently said that oil could reach $80 a
between operators planning increases barrel by the end of next year.
and those planning decreases has Royal Dutch Shell President John
narrowed in every region. Hofmeister predicted $100 a barrel as
You can largely blame the oil and soon as next year.
gas market downturn. There’s no And according to recent data from
denying it, conditions in the energy the Depository Trust & Clearing Corp.
sector have been bleak. Flagging and the New York Mercantile Exchange,
economic growth overseas, uncertainty several major hedge funds expect oil
in the euro zone, record-high U.S. crude prices to reach close to $110 per barrel.
inventories and a global oil glut have Evidence supports this optimism.
all conspired to push oil prices to about Over the past three months, oil prices
Airbus’s H175 is
primarily designed
for the oil and gas
sector, but it’s uses
are varied and it can
be configured for all
operator niches.
seem to have found a floor at the low THE TWO CHAPTERS OF
$40s, and they are hovering closer THE STORY
to the magic number of $50 a barrel, The story of the helicopter market
widely considered to be the break-even can be encapsulated in two distinct
point for energy and exploration firms chapters. The first occurred from 2003-
such as BP, Chevron and ExxonMobil. 2008, when the market was energized
Even the oil price “bears” at by a huge growth spike that took it
Goldman Sachs recently predicted from $3 billion in annual deliveries to
that oil will rise to at least $50 a barrel a peak of $6.6 billion, according to the
this year. aerospace consultancy Teal Group.
Meanwhile, the strategists at oil The drivers: robust economic growth
and gas producer EOG Resources are combined with record oil prices.
betting on $60 by the end of the year. Then the financial crash and Great
It all means that the civilian Recession of 2008 hit, knocking
helicopter market is about to benefit the bottom out of the helicopter
from a tremendously favorable catalyst market. During 2009-2014, the civilian
that will help the entire industry recover. helicopter market flat-lined between $5
Major offshore operators such as billion and $6 billion. The silver lining
Bristow and CHC already are reporting was that, as opposed to fixed-wing
an uptick in contracts and demand; the business aircraft (which crashed and
domino affect is bound to be significant burned), civilian helicopters clung to a
for operators and OEMs. Bristow CEO relatively stable growth range.
Jonathan Baliff recently told analysts The reprieve didn’t last. In 2015,
that Bristow is “kind of seeing the the civilian helicopter market plunged
bottom” of the market, surely an 10.6% to $5.3 billion in deliveries, down
encouraging assessment. from $5.9 billion in 2014. As 2016
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Flexible.
Independent.
Long-term.
The Waypoint Advantage
Waypoint is the world’s largest independent

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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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Waiting in the
wings to join new
civilian helicopter
models is Bell’s
much-ballyhooed
525, which is
expected in 2017 or
2018. unfolded, indications emerged that the with the first half of 2015. Leonardo’s
civilian market was flying into severe revenue fell by 19.2%. Airbus (formerly
turbulence. In August, the General Eurocopter), the world’s largest
Aviation Manufacturers Association civilian helicopter manufacturer,
(GAMA) released its first delivery half received just 51 orders in the first
numbers, and the data was grim. Piston quarter of 2016, down from 86 in the
helicopter unit deliveries fell 10.1% from first quarter of 2015.
the first half of 2015, while turbine Other key indicators paint a less
models fell 18.3%, for a unit total decline than sanguine picture. According to
of 16.1%. recvent numbers from research firm
If you scrutinize the numbers more JETNET, about 7% of the world civil
closely, the news is even worse. GAMA’s turbine helicopter fleet was up for sale
helicopter industry billings showed a (as of June), up from 6.5% a year ago,
whopping year-over-year decline of with asking prices down year-over-year
32.5%, a sign that demand for larger by 2.6%.
models, the mainstay of the energy “In short, the civil helicopter industry
transport industry, was falling at a much has suddenly entered a violent cyclical
faster pace than the rest of the broader downturn, even though it hadn’t
civilian market. fully recovered from the post-2008
The most recent available figures downturn,” says Richard Aboulafia, vice
from the OEMs tell the story. Leonardo president of analysis at Teal Group.
(formerly AgustaWestland), which
boasts the highest ratio of civilian-to- CRUDE AWAKENING
military work among the top five prime Helicopter activity in the offshore
OEMs, saw its first half 2016 order support sector is directly proportional
intake decline by 57.6% compared to the capital and exploration outlays of
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Deliveries are
underway of
AgustaWestland’s
new AW189, a
larger growth
derivative of the
the oil industry. It’s also axiomatic that extends beyond literal delivery numbers. AW139.
capital and exploration expenditures The ups and downs of oil prices drive
are directly influenced by the prices the helicopter market in other ways
of crude oil. Bo surprise, then, that the that just offshore transport; many other
current market downturn corresponds variables come into play. Indeed, the
to falling oil prices, just as the market’s price of oil is the single most important
2003-2008 growth surge occurred in determinant in the civilian helicopter
tandem with rising oil prices. sector, affecting all niches.
It seems out of whack that oil would Emerging markets such as the
exert such outsized influence on the “BRIC” nations of Brazil, Russia, India
civilian helicopter market. According and China all depend on oil revenue to
to Teal Group numbers, the oil and gas keep their economies humming. When
industry now accounts for as much as oil prices fall, their respective economic
40% of the roughly $6 billion annual growth rates fall, which in turn dampens
sales of helicopters for civil use, making overall demand for helicopters,
it the biggest non-military segment. regardless of operational niche.
“The oil industry has been by far the For example, there’s a direct
biggest growth market for non-military correlation between corporate
helicopter sales and many new products earnings and demand for VIP/executive
have been developed for this market,” helicopters. Business investment
Aboulafia points out. spending in general is down by 3.5%
Consequently, the oil and gas sector in the first half of 2016 compared with
exerts an enormous influence on the the first half of 2015, according to the
entire civilian helicopter market that U.S. Commerce Department. Falling
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corporate spending undermines the neighbor…when ISIS overruns oil wells
VIP and business helicopter segment. in Iraq…when terrorists kill scores of
When companies feel the pinch, one innocent civilians in Paris…oil traders
of the first expenses that get cut is get nervous and the oil price line spikes
helicopter travel, which shareholders upward. When tensions ease, the price
often frown upon as an indulgent luxury drops back down.
and needless executive perk. When oil prices are in a downturn,
Low oil prices don’t just hurt the the number of new civilian models
earnings of energy companies; they getting developed takes a serious hit.
affect the entire S&P 500 and beyond. When the offshore sector sneezes, all
That’s why the stock market this year other sectors catch cold. The civilian
has moved roughly in tandem with oil helicopter OEMs are particularly
prices. vulnerable.
“The events of the last 12 months In 2014, deliveries began of
clearly indicate that economic shocks AgustaWestland’s AW189, a larger
can quickly de-rail this market,” growth derivative of the AW139, along
Aboulafia warns. with Airbus’s all-new H175, which is
in a similar size class. To date in 2016,
a combined total of 37 of both types
TAKE A LOOK AT OUR
had been delivered, an extremely low
OIL PRICE CHART:
volume.
Waiting in the wings to join these
WEST TEXAS INTERMEDIATE CRUDE
new models is Bell’s much-ballyhooed
$USD PER BARREL; LAST 12 MONTHS
525 Relentless, which is expected in
2017 or 2018. This aircraft is roughly the
same size and price class as the AW189
and H175.
According to Airbus, its helicopters
represent about a fourth of the
estimated 2,300 rotorcraft used today
for oil and gas missions. Airbus plans in
two years to launch its H160, which first
flew in 2015. Considered a replacement
for the workhorse Dauphin, the H160
is targeted at the same segment as
the AW139, the original model that
developed the super medium twin
oil and gas segment. Airbus has even
dubbed its H160 an “AW139 killer.”
The H160 also is desgined to go
head-to-head with Sikorsky’s S-92, an
advanced, carbon composite-made
helicopter with state-of-the-art cockpit
capabilities that’s making inroads with
See all of those ups and downs? the offshore oil and gas sector and the
When OPEC starts an ill-advised price world’s militaries.
war to squeeze North American shale Meanwhile, China is assiduously
producers…when China’s financial working to develop its own helicopter
system crashes…when North Korea fires industry. By wielding carefully
a nuclear-capable ballistic missile at its calibrated mercantilist policies, China
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Sikorsky’s S-92
can expect direct
competition from
Airbus’s new
H160. increasingly dominates the world its own derivative of the H175 known as
economy. The country’s economic the AC352.
mandarins now consider aviation to be Once derided for making poor-
a strategic investment, important not quality “knock offs” of Western and
just for economic reasons but also for Soviet helicopters, Chinese OEMs are
national security. making strides. Within the next few
In March, China officially unveiled years, China is expected to boast
its 13th Five-Year Plan, which will guide a strong indigenous base for the
the country’s economic and social production of state-of-the-art helicopter
development from 2016 through 2020. manufacturing. Indeed, this leap in
In this plan, the central government capability also has military ramifications
stipulated that aviation must be a that are starting to trouble Pentagon
pillar of the country’s economic and officials.
military development. China wants to The upshot: too many manufacturers
boast of a top-shelf, indigenous aviation are developing too many aircraft,
sector that matches its emergence as a chasing business in the same market
world power. segment (oil and gas). It could a recipe
As part of this bold initiative, China is for overcapacity, but only if oil prices
taking on the two giants that dominate and economic growth stall.
worldwide aircraft manufacturing:
Boeing and Airbus, the subsidiary of NOW THE GOOD NEWS…
the huge Franco-German conglomerate Hence the good news, and the
European Aeronautic Defence & Space inklings of a Phoenix-ilke resurrection
Co, or EADS. China is now developing for the civilian helicopter industry.
its own helicopter product in the super Oil prices have staged a stunning
medium twin oil and gas segment, with comeback in recent months after
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into October, oil prices
haven’t dropped below
the low $40s. We can
also assume that the
optimistic consensus on
global economic growth
is correct, with growth
rates firming up over the
crashing to a 13-year low of $26 a barrel next couple of years.
in February. Now, the global economic The global economic recovery is
recovery appears to be on track, frustratingly tepid but remains on track.
especially in the U.S., ensuring sufficient The World Bank projects global gross
demand to keep energy prices from domestic product (GDP) growth to
collapsing again. At the same time, oil hit 2.4% in 2016 and 2.8% in 2017. For
supplies are tightening. the world’s two largest economies,
As of this writing, the price of West the United States and China, the bank
Texas Intermediate (WTI), the U.S. projects GDP growth in 2016 of 1.9%
benchmark, stood at between $40-$50 and 6.7%, respectively.
a barrel. Oil needs to reach $50 a barrel Although alloyed with nervousness,
for energy companies to “break even” optimism pervades Wall Street. Traders
on their operations. But if you listen to have stopped fretting about Britain’s
some of the most influential experts, oil vote to leave the European Unions
will shoot past that threshold. (“Brexit”) and slowing growth in China;
Meanwhile, Bristow, CHC, PHI, Era ultra-low interest rates and durable
Group, and other offshore operators economic growth are lifting their
have been busily compensating for the moods.
decline in offshore work by diversifiying With these assumptions, Teal Group
their operations into search and rescue, believes the civilian helicopter market
air medical, and even tourism. This will hit bottom this year, with a gradual
diversification will hold them in good recovery through the end of the decade
stead as energy prices recover. (see chart).
For all of these uncertainties and “The second half of 2016 looks set
variables, it’s notoriously hard to to be the leanest time for the civil
forecast the civil helicopter market. helicopter market in over ten years,”
But we can assume a few important says Richard Aboulafia. “But if we’re
bright spots. lucky and our forecast is correct, we’ll
The first is that oil prices have hit get back to 2009-2014 levels by the
a floor. Throughout September and end of the decade.” HO
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H175 STARTS FLIGHT-TEST CAMPAIGN

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Increasing numbers of federal organizations such as the U.S. Coast

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Huerta, whose remarks are always closely followed by aerospace

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Despite those experiences, Sheard doesn’t think she would

their careers in the helicoptering can only add to overall success

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ALEXANDER MLADENOV reviews the Kamov Ka-32 program as the

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SUSTAINING COLD AND WINDY CONDITIONS