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A BREEZE.
FLY
WE MAKE IT
It’s no surprise the H145 is the helicopter
of choice for rescue missions. Whether
at sea, on a mountain or in a blizzard,

it can bring help to where it’s needed.
Compact and versatile, it provides
outstanding flight performance under
the most extreme conditions.
Resilience. We make it fly.

tHe team
PUBLISHER
Neville ‘Ned’ Dawson
EDITOR
Mark Ogden
DEPUTY EDITOR
Alan Norris
SUB EDITOR
Leigh Neil
EUROPEAN EDITOR
Alexander Mladenov
EAST COAST USA

Buzz Covington
CONTRIBUTING EDITORS
Glen White
Sarah Bowen
Nick Mayhew
Nick Henderson
Thomas Humann
Juan Cumplido Valverde
Brad Crescenzo
Scott McKenzie
Paul Kennard
Chris Smallhorn
PROOFREADER
Barbara McIntosh
KIA KAHA MEDIA GROUP

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ISSN 1179-710X
contents ISSUE 113
2018
40
HOT, HIGH AND HEAVY
LAS VEGAS METROPOLITAN
POLICE DEPARTMENT PUTS
THE H145 TO WORK
The Las Vegas Metropolitan Police

Department’s air unit has a distinguished
history spanning almost fifty years and since
its relatively humble beginnings with Schweizer
300 patrol ships in 1969, has evolved into
today’s multifaceted, multi-platform unit,
boasting a variety of aircraft types and some of
the latest technology in mission equipment.
66 ADDING
THE X-FACTOR
BELL’S LATEST AND THE H130
JOIN NAUTILUS AVIATION’S FLEET
Nautilus Aviation operates a wide range of

helicopter services in Australia’s Northern
Queensland, with a strong emphasis on
tourism operations on the Great Barrier
Reef and recently added the Airbus H130
and the Bell 505 Jet Ranger X to the
company’s already modern fleet.
90
THE ART OF HELICOPTER
PHOTOGRAPHY
PART 2
One of the highlights that has set HeliOps

apart from the competition is the quality
of its photography. Thousands of images
of helicopters are taken each year for the
magazine but only a select few are selected.
So, what sets a great photo apart from a good
photo? Mark Ogden and HeliOps publisher,
Ned Dawson, offer up some hints.
118 RUSSIAN POLICE

AVIATION REVIEW
The Russian Police has a relatively small

number of helicopters to support its law
enforcement activities in the giant country.
Alex Mladenov provides an overview of the
police aviation inventory and operations
in Russia that uses a diverse fleet of
indigenous and Western-made rotorcraft.
134
THE GOOD, THE BAD AND
THE DOWNRIGHT SILLY
THE PROS AND CONS OF THE
H125 IN SERVICE WITH TE ANAU
HELICOPTER SERVICES
Gaven Burgess and his wife Jennie both have

aviation backgrounds and combined their
expertise to establish Te Anau Helicopter
Services. The most recent addition to their
fleet is a new Airbus H125 and after the first
few months in service, Burgess gave HeliOps
his opinion of the new machine thus far.
156 HELI-EXPO 2018
188
THE AW609 – POTENTIALLY
THE DH COMET OF THE
CIVIL TILTROTOR WORLD?
Leonardo Helicopters has announced that

the AW609 will likely enter the market in the
next couple years. Paul Kennard reviews what
could this mean to the market.
200 WATCHING OUT FOR SAFETY
Scott McKenzie spent some time looking at what was new at HAI in 2018. Here’s his report on the flight
data recording and two innovative ideas on the market.
regulars
FROM THE EDITOR 7 FLIGHT SIMULATION 30
NEWS 8 A GREATER VIEW 32
FLIGHT TRAINING 24 BUSINESS TALK 36
MAINTENANCE 26 UAV TALK 38

6 HELIOPS / ISSUE 113 / 2018
For missions
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FROM THE EDITOR 7
Disaster Workhorses
I left HAI in Las Vegas for the Highland of Papua New Guinea to
assist organizing the aviation resources for the Company’s
and local population’s recovery efforts following a massive
earthquake. It was interesting to witness how a private
company can quickly ramp things up compared to the various
bureaucracies. The day after the earthquake, while the
company was assessing and fixing its own infrastructure, it was
also busy evacuating villagers, bringing in food and medical aid.
Within a week, it was helping coordinate relief efforts by the PNG
and Australian Governments. Four weeks after the event and the
United Nations had yet to ramp up.
BY
MARK OGDEN
As I noted in another column in HeliOps, this was a massive

quake and one, if it had happened in a developed area, would
have wreaked devastation on a scale few could comprehend. It
measured 7.5 on the Richter Scale and lasted for 2 minutes and 20
seconds. Aftershocks, days after still measured above 6.5 and for
weeks, above 5.5. Whole mountainsides have disappeared into
rivers, along with the villagers that lived there. The final toll may
never be known.
Those evacuation and relief efforts could not have happened
without a fleet of sturdy helicopters. Pacific Helicopters fleet
of Bell 212s proved to be the reliable and robust workhorse ably
supported by AS350s, BK117s and H145s. The Chinook proved
invaluable in moving fuel to where it was needed because the roads
were impassable. The pilots and maintenance personnel worked
tirelessly and often in poor conditions to provide the support
needed by the Company and the local people.
This happened in the Highlands of Papua New Guinea, a remote
area with little infrastructure and probably didn’t make the news
in many places. It was the result of the Australian tectonic plate
pushing up under PNG. Much of the landscape has changed with
mountains and lakes being moved by meters. But think about if
something similar happened to say, Los Angeles or San Francisco.
1906 San Francisco was a 7.9 that ran for less than minute. While
terrorist attacks cause mayhem, they are relatively localized.
Imagine a whole city being flattened? Cars, trucks and emergency
vehicles may prove useless in the first few days and the helicopter
may be the only machine that could move people and equipment.
Are modern cities set up to support helicopter operations in times
of natural disaster?
In this issue, we continue the story on helicopter photography.
The recent accident in New York though highlights the need for
photographers to think about how to get out of their helicopter
should something go wrong. Think about the harness you’re
wearing and how you would release in a hurry.
Mark
industry
news
First H125 FastFin

Factory Installation
BLR Aerospace has completed the first
factory installation of a FastFin System
to an H125 with the aircraft to be
delivered to Heli-Austria. Thirty H125
FastFin Systems have been sold to date
operating in seven countries.
LCI lease H175

Lease Corporation
International has expanded its
partnership with CHC through Bell 505 Bearpaws Certified
the placement of a second
H175, due to enter service in DART Aerospace has received Transport Canada and
December 2018, supporting EASA certification of its Bell 505 Bearpaws for operators
operations in the UK. performing landings on soft and uneven terrains.
H125 for
Edmonton
Police
Edmonton Police Service
has taken delivery of their
third H125 which will
be based in the City of
Edmonton, Alberta for air
patrol and surveillance.
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industry
news
Wiltshire
429 lands at
new base
The UK Wiltshire Air
Ambulance has made its
first landing at the charity’s
new airbase at Semington,
near Melksham which was
followed by the official
handover of the airbase.
AW119Kx
delivered to
Rwanda
Akagera Aviation of Rwanda
has taken delivery of two
AW119Kx aircraft with a
customized convertible
configuration for passenger
transport or EMS operations.
Kestrel leads
way in night
firefighting
Australian Kestrel Aviation
has completed the first
two night trials dropping
water at low level with its
Conair 85-KE fire attack
system to obtain final
approval from the Civil
Aviation Safety Authority to
commence night-time aerial
firefighting.
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HELIOPS / ISSUE 113 / 2018 13
industry
news
TAS begins S-92

Sim training
In a multi-year contract Thai
Aviation Services has begun
aircrew training on the CAE 3000
Series S-92 simulator at the
Darussalam based CAE Multi-
Purpose Training Centre.
Hoist Training Facility Opens

CHC has launched a hoist training facility in Den
Helder designed around an AW139 cabin and the
AW169; it is certified to train SAR hoist operators
and offshore workers.
9,000th
Donaldson
IBF
delivered
Donaldson
Aerospace &
Defense has
delivered its 9,000th
Inlet Barrier Filter
to Robinson for
installation on an
R66. The company
has also announced
that it has received
snow approval
for the IBF on the
Leonardo AW139.
industry
news
300th S-92
for Era
Era is celebrating 70
years of service and
has taken delivery of
the 300th production
S-92 which will join
their fleet operating in
the Gulf of Mexico.
MD 900 Inlet
Barrier Filter
Approved
The Hong Kong Civil
Aviation Department has
validated the MD 900 Inlet
Barrier Filter STC clearing
the way for installation
of IBFs on MD 900 Series
helicopters in Hong Kong.
STC for MD500

Trakka A800
Trakka Systems has received
an FAA STC for the installation
of the A800 searchlight
onto the MD500 variants
Fire Attack system for Black Hawk
and utilizes the Meeker Simplex has developed a 850-gallon internal Fire Attack
MD500/369 side mount system for the Black Hawk family and is the first internal
for new retrofit equipment Fire Attack system for the type developed for the restricted
installations. category civil aerial firefighting market.
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industry
news
Upgrades for
Rhineland-Palatinate
Police EC135P2+ s
ESG Elektroniksystem und
Logistik-GmbH has completed the
modification of two EC135P2+s for
the Rhineland-Palatinate Police.
This has involved integrating the
Erickson first UK transmission Star SAFIRE 380-HDc Electro-optical
line project System into the high landing
gear, fitting a new Police Tactical
An Erickson S64 has been contracted to build Workstation, a software-defined
a transmission line for Scottish and Southern Mission Management System and
Electricity Networks for the Dorenell Wind Farm a HD-Downlink system.
in Scotland between Aberdeen and Inverness, it is
the first of its kind for Erickson in Europe.
Titan Helicopter lease a AW139

Titan Helicopter Group has leased a single AW139
from Dublin based Lobo Leasing to be used for
crew change flights to offshore mining vessels
located along Namibia’s coastline.
Ka-226T Certified for

SW-4 Solo makes First Flight Hot operations
without Safety Pilot The Russian Federal Aviation
The SW-4 Solo optionally piloted helicopter has Agency has issued a supplemental
completed a 45 minute flight without a safety pilot type certificate for the Ka-226T
onboard and tested remote engine start up and to operate in temperatures up to
shut down, automatic take-off and landing, OGE 50°С following testing in Iran.
hovering and forward flight reaching an altitude of
1500 ft and 60 knots.
industry
news
FAA certification for

H135 Helionix
The H135 has received the type
certificate by the FAA for the Helionix
cockpit and STAT Medevac will be
the first US customer for the Helionix
installed H135.
Babcock to Upgrade EC135s

UK based Western Power Distribution has awarded
a contract to upgrade its five H135s with new
mission systems, infra-red camera equipment,
laser scanning devices and a reconfigured
workspace by the end of 2019.
HTM sign for four new H125s

German based Helicopter Travel Munich is expanding its current fleet following order for four H125s
to be used for a variety of missions including passenger transport, aerial work and fire-fighting.
industry
news
Sino-US orders 26 Leonardo aircraft

The Sino-US Intercontinental Helicopter Investment of China has signed contracts
for seven AW119Kx, 15 AW109 Trekkers and four AW139s valued at $145 million (120
million Euro). Deliveries are expected to be completed by 2019.
Pegaso H175
follow-on order
Mexican Oil & Gas operator
Transportes Aéreos Pegaso
has signed for an additional
H175, bringing to four the
number of orders it has
placed for the aircraft type.
industry
news
ÖAMTC
subscribes
to Health
Monitoring
service
Austrian EMS operator,
ÖAMTC, has become one
of the first customers to
sign a Premium Health
Monitoring contract with
Safran on its Arrius 2B2-
powered H135 fleet.
MedFlight
orders H145
Boston MedFlight
has ordered three
H145s as part of
an upgrade to its
fleet replacing
two EC145s, and a
BK117.
Voom launches in Mexico City

Mexico City has become the second city to offer
the Voom on-demand helicopter booking platform
with passengers only needing to arrive at the
helipad 15 minutes before boarding time.
industry
news
K-MAX
rebuilding
Puerto Rico
ROTAK Helicopter
Services of Anchorage,
Alaska will be operating
in Puerto Rico supporting
infrastructure re-building
efforts following the
devastation of hurricane
Maria.
Enstrom’s delivered
to Pakistan
Global Services and Solutions of
Pakistan have taken delivery of
four 280FX aircraft and are the
first Enstrom aircraft to be sold
in Pakistan.
Helisul Táxi Aéreo orders Bell 505

Brazil based Helisul Táxi Aéreo the signed purchase agreement for four Bell 505s to be used
for panoramic flights of Rio de Janeiro and Foz do Iguaçu.
FLIGHT TRAINING
PROFICIENCY STARTS
WITH TRAINING
BY
TERRY PALMER
T raining is the fuel or power source for the industry. It has

different requirements for each aircraft class and industry
sector. Training is a key element in maintaining safety in all
daily flight operations. It should meet the operational goals
and requirements of the pilot in addition to any regulatory
obligations. It should meet the operational (unique)
requirements of the operator including specialty areas in relation to
location, technology and mission. Personnel should be trained to
proficiency. Proficiency is the expertise and confidence in the ability to
fly an aircraft in a specific operation, in all required conditions, and make
professional decisions based on knowledge and skills.
In starting with the basics, student pilots should prepare for advanced
operations in specific sectors as well as learning how to fly. Student pilots
are learning skills and maneuvers to pass a check ride or flight
test. The critical piece to add at this stage of training is the discipline
to follow checklists, procedures and policies. A strong professional
discipline facilitates the ability to make good decisions in challenging
situations. This discipline also provides a structure for increasing the pilot
workload as more complexity is introduced. It is also important to accept
that training is never finished. Each completion simply takes us
to the next level.
The skills learned as student pilots should last through an entire
career, however many skills are perishable. They must be refreshed on
a regular basis. The need for refreshing some skills such as instrument
proficiency has been widely recognized in all of aviation for many years.
Most other skills have not been acknowledged as being perishable so it
is important to note that any skill not practiced on a regular basis may be
perishable over time. Some additional examples of perishable skills may
include autorotations, use of advanced avionics, or flight into confined
areas. Recurrent or refresher training to be effective should include all
the perishable skills that may be needed for the operation. Each training
session should allow for the pilot to request practice and/or training
in skills or maneuvers that might lose proficiency over time. There are
many skills that fall into a “perishable skill” list especially when regular
flight time does not meet certain conditions. The most obvious of these
is flight in low visibility conditions. IFR and inadvertent flight into IMC are
frequently addressed as an area of additional training. Other perishable
skills are often overlooked. Maneuvers and equipment not employed
on a regular basis such as autorotations or night vision goggles should
always be addressed in recurrent training. Normal training session in
aircraft often avoid emergency procedures that are difficult to replicate

FLIGHT TRAINING
in an aircraft without significant risk. This is an area where scenario

based training in flight simulators is extremely effective. Most risk
factors including visibility restriction and emergency procedures can be
practiced to proficiency in simulators.
One of the most indefinable areas of training is the recurrent
segment, despite the fact that this may be the most effective area for
mitigating risk and maintaining proficiency. During recurrent training and
flight reviews we are tasked with training to proficiency. Proficiency can
be interpreted at many levels, but most often it is kept to the minimum
standards stated by regulation. The FAA defines proficiency as “the
outcome of the maneuver is never in doubt, be it a standards maneuver
or emergency procedure.” Some training standards will specify
maneuvers and tasks that demonstrate meeting these requirements. It is
what is beyond these stated standards that should be considered most
relevant to our safety. Proficiency should be taken to a personal as well
as a professional level. If we can determine by an honest self-appraisal,
the knowledge and performance that require additional training, our
competency will improve. Practice in specific areas that we recognize as
needing improvement will enhance our ability to make more confident
decisions in all situations including emergencies.
Training for specific locations is often required by different types
of operations including air medical, law enforcement and offshore
operations. Most of the time, this does not require a major change to
standard training programs. Beyond the perishable skills, consideration
should be given to the areas where the pilot may have limited experience
especially when changing jobs or locations. A pilot flying specific
routes such as tour operations may not be comfortable with overwater
flights to a platform with no land in sight. Specific geographical areas
and terrain may offer different challenges to different pilots. A pilot
flying offshore for a considerable period of time might find a lack of
proficiency when switching to a mountainous flight environment. A law
enforcement pilot flying in a remote area may be uncomfortable with the
communications procedures when moving to a congested environment.
All of us can recognize areas where our experience is limited. Many
companies have established training programs that include specific
requirements based on the type of operation certification, however in
some areas this is vague and does not take in consideration a lack of
recent experience. Since conditions vary significantly in different types
of operation, training should include anything that is unique along
with the typical. Proficiency in training should include the particular
environmental requirements that fit the situation.
Proficiency is a key to safe decision making and the only way to
achieve proficiency is through training and practice. n

MAINTENANCE
IT TAKES
WHAT IT TAKES
BY
JEREMIAH WRIGHT
T oday we live in a world of convenience. Technology offers

a quick turn on our fleeting desires and prompt demands.
With the human experience becoming ever more steeped in
convenience it can be easy to forget the energy behind the
scenes, the effort of individuals, or, more importantly, that not
everything can be had in an instant.
Years ago, in another life, I had a friend who attended university at
Mississippi State. We were both crew chiefs in the Army on Black Hawk
helicopters and we were both going to school. I was an English major,
but he was studying Industrial Engineering. I remember thinking of
tangled mazes of pipe, complex machinery, and way too much math. But
really the focus, he explained, was process improvement to maximize
efficiency. Henry Ford comes to mind as one of the great process
improvers. While I was doing close readings of Shakespeare, this guy
was learning how to streamline product picking processes, so Amazon
Prime could get you that discreet item next day. Time is money and so
decreasing those process times meant higher profits and saving money.
Helicopter maintenance is no exception to this rule. Most aircraft are
operated for profit and all are on a budget of some sort. Maintenance
is likely the most variable factor of aircraft operating costs and
often becomes a prime target for process improvement. For 24-hour
operations, this can mean a variety of things. Company policy may
dictate a requirement for scheduled maintenance to be performed
during off peak hours, that is, when the aircraft is least likely to be
requested for a flight. Some operators may not have spare aircraft,
but even those that do justify them based on the performance of their
maintenance teams. Collecting data on AOG events and average return
to service times as well as the impact on flight requests and loss of
revenue factor into justifying a spare aircraft. The pressure, however,
always seems to be on maintenance. Companies have even developed
the use of maintenance repair teams (MRTs); a group of dedicated
technicians who are tasked with completing time consuming scheduled
inspections within a specific, improved timeframe. I used to budget
three weeks for 600-hour inspections on an EC130, now my company
does it with an MRT in 10 days. Time is money.
Early in my AMT career, I recall scrolling through microfiches and
reviewing labor allowance schedules on Cessna aircraft. These labor
allowances were in place for shop reference for acceptable billing
practice; that’s what I was taught, anyway. The experienced technician

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MAINTENANCE
often found it an advantage as the job may be completed faster than

the allowance, making for greater profits when the labor allowance was
used for billing. The flipside to that is if the job took twice as long as the
labor allowance due to inexperience, then the honest shop would stick
to the labor allowance and take a hit in profit, hopefully learning some
important lessons along the way that would make it quicker next time.
All the same, you’ll be hard pressed to find a labor allowance
schedule for most helicopters in operation today (MD is the only
exception I could find). A lot of what technicians do on helicopter
systems is detailed enough that any number of tasks might go less
smoothly if not outright wrong. I’ve seen mechanics drop hardware
beneath the transmission on 130’s and A-Stars in the dead of night only
to never hear the clunk on a belly panel. I’ve traveled to relieve one of
my mechanics who struggled with a rigid LOX line in a particularly tight
installation. I’ve been party to knowledgeable mechanics chasing their
tail on rotor smoothing projects. Every component change is different,
sometimes subtly and sometimes in unforeseen dramatic fashion. I’d
hate to be the wretched individual tasked with writing a labor allowance
for one of these dizzying machines.
Rather than speak of labor allowance in terms of hours, most
mechanics I know, managers and directors included, will speak in terms
of days. A job may take a half day, full day, or perhaps it’s budgeted in
maintenance planning as a three-day event. But one thing I think most
experienced technicians agree on is that it takes what it takes and
being beholden to a preconceived notion that a job will be finished in X
amount of time can have dangerous consequences. This can manifest
itself as perceived pressure to return the aircraft to service. A wise
technician will under-promise on estimates for return to service; a
smart manager won’t argue and in turn support the estimate. If all goes
well and easy, the aircraft returns to service ahead of schedule. Often,
however, I’ve used every bit of my estimate and then some before my
maintenance was completed and the aircraft returned to service. Thanks
to the padded time on the estimate, little pressure was perceived, and
few questions asked.
My advice to technicians who know they’re still a bit green in the
industry is this: take your time, do the job right. My advice to lead
mechanics and maintenance managers is to remember how individual
experience affects the time it takes a technician to complete a task.
Are you budgeting on your experience or theirs? My advice to other
teammates and leadership is this: estimates of time are all well and
good, but in the end, it takes what it takes. n

FLIGHT SIMULATION
USING
SIMULATORS
BY
MARK OGDEN
EFFECTIVELY
Geoff is currently away and so I thought I would fill in for
him with my own views on simulation.
S imulators are a fundamental and extraordinarily effective

training tool when it comes to operating helicopters,
especially those helicopters operating in the IFR environment.
Yet it never seems to amaze me that they can be such an
afterthought for manufacturers. For example, the H145 has
been in service since 2015 yet the simulator is only just now
coming on line. The late introduction of the simulator and its availability
once in service is going to hurt the H145 because many oil companies in
particular who require simulator training for their fleet will just turn away.
I know of this happening already.
Given the system capabilities and complexities of modern
helicopters, manufacturers should aim for the simulator to be introduced
in parallel with the aircraft and not years after the event. The result is
that there are many pilots operating today who have limited exposure to
systems and emergency training. In the days before high fidelity training,
this was a fact of life but now, such approach should be considered
unacceptable.
When it comes to training, in the last issue’s column, the issue of
competency-based training and what I would call ‘set piece’ training was
explored (Licence Skills Test). As Geoff noted, a move to scenario-based
training has advantages and disadvantages and I would like to weigh in
with my views on the subject.
Without scenario-based training, there is little opportunity to ‘stress’
the crew, see how the operate when things are going wrong and even
when things are going right! Scenario-based training is ideal for the
military where funding for training is less of an issue than the civil world,
but you want to get the best out of your crews, then scenario training is
a great way to build intangible skills such as analysis, communication,
prioritization and stress management.

FLIGHT SIMULATION
Scenarios should be ‘built up’ to let the crew develop skills but the
build-up should ensure that it ‘stress tests’ the crew and the instructor
should have the knowledge to be able to amend the scenario to ensure
that the crew are stressed to a suitable level. After all, there’s no point in
stressing a crew to failure, especially in early flights, as little is learned.
On the other hand, as the crews develop their skills, then the scenarios
need to become more complex and tweaked to keep the crew learning.
816 Squadron of the Royal Australian Navy just decommissioned
the last of its S70B2 Sikorsky Seahawks, after over 27 years of service.
The same 16 machines that were purchased were the ones paid off – on
other words, not one machine was lost despite a myriad of operations in
some very marginal weather all around the world. This was a single pilot,
multi-crew operation with a non-pilot also acting to assist the pilot when
problems arose. Fundamental to the success of this fleet was the crew
training and especially the training the crew received in the simulator.
That simulator program essentially trained the crews in the systems and
procedures and as time went on, moved into scenario-based flights that
worked the crews both technically and tactically. The result was that in
many cases, crews could take what they had learned in the simulator and
apply it to real world situations where the unexpected was the norm.
I will now steal a quote finish with.
“Tell me and I forget, teach me and I may remember,

involve me and I learn.”
BENJAMIN FRANKLIN

A GREATER VIEW
WOMEN IN
THE HELICOPTER
BY
IVANA GORLIN
INDUSTRY
Natalie Davies
N atalie Davies has challenged herself to capitalise on her life

experiences of a good education, encouraging parents and
sporting excellence. Using these attributes together with
the advantages of living in a developed country with robust
equity laws, has allowed her to excel in her chosen pursuits,
both in her career and her personal life.
Having attended a prestigious Australian girls school, Davies was
exposed to an ethos that “recognises the particular strengths and needs
of the individual, seeking to draw out the very best in every girl.” For
Davies those strengths were heavily weighed towards sports. Through
school, she represented Queensland in swimming, athletics and surf
lifesaving with national representation coming in 2006 as a member
of the Australian Schoolgirls Water Polo Team. But sport was just one
way students were encouraged to extend and explore their interests and
knowledge. Educational travel was another and Davies made the most
of an opportunity to participate in the school’s biennial trip to the US
Space and Rocket Center’s Residential Program. There she was exposed
to a flight simulator for the first time and the experience cemented in
her mind that her aspirations for a challenging outdoor career would be
fulfilled by becoming an aviator.
On leaving school Davies was accepted into the Australian Defence
Force Academy (ADFA) to study a Bachelor of Science in Physics and
Oceanography as a Naval Cadet. After graduating she commenced basic
flight training on the CT/4 Airtrainer before progressing to the PC-9/A
for her advanced flight-training course with the Air Force. It wasn’t until
she returned to the Navy training system that Davies finally started her
basic helicopter training on the AS350BA Squirrel. Qualifying as a naval
officer and pilot is a long and challenging process and not all candidates
will make it through, but Davies’ work ethic, aptitude and attitude meant

A GREATER VIEW
she was always going to succeed. Davies also had the emotional
support of her family. “My parents have been so supportive of me in this
field; they encouraged me to be independent and pursue a career that I
loved and would be proud to do. My dad even took an R44 lesson when
I started flying helicopters so he could get a feeling for what I did on a
day-to-day basis.”
As a Navy pilot Davies has managed challenging roles as a
Squadron Line Pilot on both the AS350BA and MRH90, a Staff Officer
to the Commodore of the Fleet Air Arm, a Flight Programmer, Flight
Operations Officer and a Flight Safety Officer. From her perspective the
highlight of her career so far was a 7-month operational deployment as
an Aviation Planner in the multi-national Divisional Headquarters based
at Kandahar Air Field in Afghanistan with the US Army.
Davies counts herself as fortunate that her experiences as a woman
in the Australian Defence Force have
been positive. “I went through pilots
course with a handful of girls on
different courses, but we were definitely
the minority. I was lucky that I had some
really great guys on course who were
supportive and fun and we all worked
together really well. I’ve also been lucky
to have had some great mentors, both
male and female, who’ve helped and
encouraged me during my career. I
personally encourage girls to enter what
I know to be a dynamic and challenging
career in aviation but I feel it remains a
pathway that is not obviously visible to
women on the whole.”
Not resting on her laurels, Davies’
Navy career has been punctuated by
her incredible commitment to and success in sporting pursuits. In
2015 Davies competed in her first Ironman event at the Asia Pacific
Championship Melbourne Ironman, coming third in her category. This in

A GREATER VIEW
BY
IVANA GORLIN
turn qualified her for the gruelling Kona (Hawaiian) Ironman, which she
raced in October 2015. In September that year she was also a member
of the Australian Team competing at the International Triathlon Union
World Championships in Chicago in Olympic Distance racing. Davies
rates “finding the mental strength to complete the Kona Ironman” as her
greatest personal achievement.
How did she fit in all that training as an operational pilot? Although
the Navy provides great support to its sporting members, Davies did
most of her long training sessions in the hours before and after work.
“Prioritisation, discipline and good time management have helped
me navigate a full time job as well as my sporting pursuits.” Davies
was also completing a Masters of Business at the time: from which
she graduated in December last year. “I highly value education and
continuous improvement, and have always been interested in achieving
my Masters. Having joined the military straight from high school, I
hadn’t been exposed to any form of commercial business management,
so I knew that it would not only help me personally, but also in a
professional capacity.”
In 2017 Davies was posted to Support Ship HMAS Success as a
pilot and the aviation safety officer on the MRH-90. She was also part
of the short notice response crew for the ADF’s Humanitarian Aid and
Disaster Relief capability, which was deployed twice at short notice
for OP DEBBIE ASSIST in Queensland and again in September for OP
VANUATU ASSIST. For 2018, she is posting as aircraft captain and flight
operations officer to HMAS Adelaide, one of the Royal Australian Navy’s
largest platforms.
This allows her to live in central Sydney where her partner is an
Emergency Medical Services Helicopter pilot. “[It] makes for a busy but
interesting life for the both of us with any available downtime being
taken up with surfing in summer and snowboarding in winter. Travelling
is also a big passion for me having travelled extensively throughout my
childhood, which I am able to continue with my military career.”
Recently Davies was named an Australian Aviation ambassador
advocating aviation as a career for women (and men). She was also
announced as a finalist in the Aviation/Aerospace Australia 2018 awards

A GREATER VIEW
for Outstanding Contribution to

the Aviation or Aerospace Sectors
– Women in Aviation/Aerospace
Australia. It’s difficult to imagine
how Davies could possibly achieve
more than she already has in her
11 year military career, but there
is no doubt that she will take
full advantage of any and every
opportunity that comes her way. n
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INFO INFO INFO
BUSINESS TALK
NEED CUSTOMERS?
WHAT ARE YOUR
BY
SCOTT MCKENZIE
CUSTOMERS’ NEEDS?
A viation is a service industry. Many customer service

industry personnel imagine their customer as a race of
people and then act like a racist. That bias taints the
relationship and leaves the customer’s expectations unmet.
Nearly 70% of customers leave a company because they
feel the company doesn’t care about them. Just last week
I was checking into a hotel and I had to wait for 90 seconds while two
staff finished their personal conversation. They saw me walk through
the door, I was the only one at the counter, and I felt like I was an
inconvenience. I won’t be using that hotel chain again in a hurry.
Customers are the life blood of your business. How many times have
you heard that? So, what do you do about it? How do you train, coach
and empower your staff to exceed your customers’ expectations? If you
please your customers you get repeat business and referrals. This will
help your company keep ahead of your competitors, have a great staff
culture and positively affect the bottom line.
It can be difficult to motivate the face of your business (staff) to
exceed your customers’ expectations. Normally it comes down to hiring
someone with the right attitude. However, in aviation sometimes you
need a skillset and if they have the right attitude, bonus! Money has been
proven not to be the biggest motivator, meeting staff needs does, such as
training, a type rating, time off etc. All these staff needs require customers
to pay for a service to allow the business to fund staff needs. In this
column I am going to give you an exercise to do at your staff training day.
This exercise will allow your staff to see how they can get their needs met
by meeting or exceeding the customers’ expectations. Once your staff
make this connection they will look to make the customer experience the
best they can and your customer retention will increase.
This staff training exercise should take about 90 minutes and will
require some preparation. Use someone who is good at facilitating.
On a whiteboard have three columns, 1. Customer needs, 2. Staff
needs, 3. Business needs. Go through each of these columns in turn
and list what each of the needs are. Some customer needs might be:
on time service, feeling valued/welcome/important, clean aircraft (and
staff), reliable and friendly service, a professional standard of service,
demonstrated safety, communication and so on. Each of these is an

BUSINESS TALK
opportunity to discuss what is means to each person. You will find each
need will mean something different to each staff member.
Staff needs – normally this list is twice as long as the customers’ needs.
That is natural and be prepared for that. We spend lots of time thinking
about what we want more so than other’s needs. Some staff needs might
be: training, hours and qualifications to advance, well maintained aircraft,
well paid, encouragement, reliable management, support of the team, be
valued, job satisfaction, communication, fair roster, satisfied customers,
good culture, time off. Again, an opportunity to learn about what motivates
your staff.
Business needs – the biggest topic I find here is the difference between
cashflow, turnover and profit. Many do not understand the difference so this
is important to clearly differentiate between them all. Other needs might
be: happy staff, serviceable aircraft, customers (what sort of customers?
Repeat, referred, happy etc.), understanding strengths, weaknesses,
opportunities and threats, good resources, good reputation etc.
Once you have completed these three columns, asterisk or underline all
of the needs (customer, staff, and business) that require customers to walk
through the company door. Anything that costs money (training, time off)
or is influenced by customers (job satisfaction, good culture etc) should be
highlighted. There will be very few (i.e. fair roster) that are not influenced
by customers. This highlights how important the customer is! To have
staff needs met you need the customers’ needs met first. The more of the
customers’ needs that are met then the more the staff (and business) needs
will be met.
It is all well and good to identify these needs, so what are you and the
staff going to do about meeting these needs?
Select a few of the needs (the top 3-5) and list them on the board under
the heading of Needs/Expectations. Abeam make a second list under the
heading of Behaviours. Our expectation of good service will elicit different
behaviours from each person. What are the behaviours going to be in your
company? This is an opportunity to put tools in the staff tool box and
baseline the behaviours everyone should demonstrate to meet customer
needs. The customer need or expectation might be: feeling important,
welcome and valued. The behaviours might be: greet the customer on
sight (or before they reach the counter) with their name or “Great to
see you again.” Smile, use eye contact. If you are busy then use “Great
to see you again, I’ll be with you in one moment” and finish any menial
task (or personal conversation) immediately. At the end of the exercise
ask the question will these behaviours meet or exceed our customers’
expectations?
Facilitated correctly, this will give you a spike in customer satisfaction.
It will flip the script eliminate discrimination or prejudice against customers
and start treating them as a superior being. Appreciate your staff who
demonstrate the agreed behaviours, remind all personnel about the agreed
behaviours on a regular basis and you will embed the increase in customer
satisfaction and increase staff engagement.
If you have any questions about this training or you would like me to
deliver it for your company then either contact me through my website
www.pappus.co.nz or send me an email scott@pappus.co.nz. You’ll be
appreciated. n

UAV TALK
UNMANNED
AERIAL VEHICLES
BY
MARK OGDEN
T he recent 7.5 earthquake in Papua New Guinea was a disaster only

limited by the time (early morning), sparseness of the highland
population and low-density building. It lasted for well over 2 minutes.
There were many deaths with villages disappearing either from sliding
down a mountain or being covered by soil. To compare, Christchurch
(New Zealand) was devastated by a 7.1 quake in 2010 that lasted 40
seconds and San Francisco’s big one in 1906 was a 7.9 (42 seconds), and the
1989 event was a 6.9 that lasted 15 seconds.
Helicopters contracted to Oil Search, the major oil and gas company in
PNG, swung into action the next day moving people and equipment –supporting
both the company recovery and the local population. Fixed wing aircraft flew
into and out of the company’s highland aviation base evacuating personnel and
village people.
As things settled, the actual condition of all the facilities needed to be
known; and this is where the UAV started to come to the fore. With landslips
continuing in the ensuing aftershocks and heavy rain, UAVs were used to
examine structures, keeping people out of harm’s way and ensuring detailed
assessments could be made and recorded. They proved extraordinarily helpful
in many ways.
The use of unmanned vehicles during emergencies has been, and is being,
studied quite extensively and as the capabilities of these machines continue
to improve and expand. Their actual employment will also continue increasing.
Yet the response and use of UAVs following this disaster got me to thinking
that many organizations probably have not considered planning the use of
unmanned vehicles in disaster response.
One of the real advantages of unmanned vehicle is that they can be used in
weather that would be too risky for manned aircraft. So, what are just some of
the uses for UAVs?
They can be used to conduct:
• the determination of GPS locations of points of interest such as entry and

exit paths and hazardous areas;
• inspections of structures both internally and externally (UAVs now have the
ability to fly down mineshafts using LIDAR to feed the autopilot and record
the state of the shaft – imagine using these to enter buildings to initially
seek out survivors or assess the safety of structures);
• lifting and delivery of lifesaving equipment to survivors or emergency
workers;
• monitoring of the safety of recovery operations including the use of sniffers
or infrared sensors;

UAV TALK
• photogrammetry to record earth and water movement;

• security monitoring to keep people out of danger areas;
• recording of activities for future response planning;
• overall and intricate reconnaissance of pipelines, waterways etc. to
determine damage and entry areas to rectify damage; and
• a myriad of other things only limited by our imagination because once we
have the idea, the technology seems to follow.
I can see that one problem is that the technology is moving so quickly
that any purchases will quickly be outdated. Also, mixing UAVs and manned
aircraft would take management and close liaison with aviation authorities.
I have not yet heard of a UAV operator that specialises in world-wide
disaster response. I am sure there are resource companies and government
authorities who would gladly utilize the services of such a company. Such
a company could develop and maintain the technologies and techniques
specific to disaster response while liaising with aviation authorities to enable
quick response. n
Tel-Tail Floodlights
EC-145
Tail Floodlight / Clam Shell Door Floodlights
Tail Floodlight / FFRL / Main Rotor Floodlights

AW-139 TAP TAP
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www.devoreaviation.com HELIOPS / ISSUE 113 / 2018 39

Crews have an extensive

training program for
LVMPD’s new H145.
Las Vegas Metropolitan Police

Department puts the H145 to work
STORY BY LEIGH NEIL

PHOTOS BY NED DAWSON
The Las Vegas Metropolitan Police Department’s air unit

has a distinguished history spanning almost fifty years and
since its relatively humble beginnings with Schweizer 300
patrol ships in 1969, has evolved into today’s multifaceted,
multi-platform unit, boasting a variety of aircraft types and
some of the latest technology in mission equipment.
The MD530F and H145

complement each other well in the
hot n high Las Vegas environment.
T
he newest
addition to the
LVMPD aircraft
fleet is an Airbus
H145, making
the department the first law
enforcement agency in the Safety and efficiency are always the
continental US to operate catalysts for change, and we realized
the type. The new machine is that we had to modernize not just our
specifically intended for the
helicopters but also our equipment.
SAR (search and rescue) role,
which until now has been
fulfilled by a pair of aged Bell
HH-1H Hueys and it joins a
fleet comprising the Hueys
and several MD 530-F patrol- had to modernize not just really great quality light which
ships. Steve Morris Jr. has been our helicopters but also our works really well for us.” Morris
the chief pilot for LVMPD’s equipment. Brian Woolard, stressed that an important
air support unit since 2016 one of our pilots, helped me benefit of the equipment suite
and is a highly experienced as a technical expert and we that was selected is that all
officer with twenty-five years went from the Argus POP- those provider companies have
service in law enforcement and 300 FLIR camera to the L3 a history of working together,
seven years flying experience Wescam MX-10, which from a meaning that all the equipment
with the unit. He was given technology standpoint is like is proven to be readily inter-
the lead role in the two jumping from caveman stuff to connectable and easily
projects associated with the the modern era overnight. We integrated into a capable, fully
modernization of the LVMPD went from a MetaMap system functioning mission suite. The
aircraft fleet; the selection and to the Churchill ARS600 - an upgrade has paid immediate
purchase of the new search augmented reality mapping dividends and Morris reports
and rescue helicopter and system with the ability to that command staff are already
the design and acquisition of overlay our FLIR image with appreciating the high quality
an upgraded, more modern map data and street names - information provided by the
mission equipment package. and we upgraded our monitors new mission equipment suite;
“Safety and efficiency are to the MacroBlue units. We still particularly the high resolution
always the catalysts for use the Spectrolab Nightsun video imaging.
change,” commented Morris SX-16 and didn’t want to The department’s SAR Hueys
“and we realized that we change that because it’s a age alone made the addition of a
new aircraft a matter of priority, it’s old. Those Hueys of ours have on the market and also a couple of
even disregarding the gains in spent forty-five years trying to rip medium twins. Morris listed some
technology and safety. The two big themselves apart and their time of the specific requirements that
Bells are 1973-vintage airframes has just come,” he remarked. They the new machine had to meet. “We
that the LVMPD acquired in the have done an exceptional job and knew it had to be a skid-equipped
1980s and as Morris pointed out, not failed us. We’ve been able helicopter. We do too many off-
no matter how good a machine to accomplish all our missions site landings and operations in
is, years of flying takes its toll and those machines have done the mountains and canyons to
when maintenance time comes everything we’ve ever asked of entertain a wheeled helicopter. Our
around. “They go in for inspection them, but they’re just old and it SAR operators are all trained to
and we find damage, little areas was time for modernization.” walk out on the skids. It had to be
of stress fracturing and so on; not When it came time to select twin-engine and hoist equipped,
because there’s any fault with the the Hueys’ replacement, the plus we wanted the capacity of a
machine as such, but just because LVMPD looked at every light twin larger helicopter but with the rotor
Las Vegas is surrounded by some high

mountains which regularly provide SAR
work for the crews.
footprint of a smaller machine;

again, because we operate so
frequently in tight canyon areas
and the like.” Serious initial
contenders were the Bell 429 or
412 and the H145. MD Helicopters
was asked about an MD902 for
trial but one was not provided as it
was felt at that time that it could
not compete with those types on
performance and capacity. Morris
is highly complimentary about
how Airbus went about aiding in
the test-flying phase. “The one
really good thing that Airbus did
for us was to bring us an H145
for demo’. I asked for it in the
summer because we have a real
need for hot and high performance
at or near max weights and they
brought out the aircraft in August.
They sent a whole team out with
it, including a test pilot, and gave
us three days with it so all our
pilots who wanted to could fly it.
During the test flying we had five
in the back, two up front and full
fuel so we really worked it hard,
The old and the new -

H145 and Hueys.
it held its own and did what we

asked it to do. It checked all the
The MD530F is the unit’s
boxes that we’d hoped for. The main patrol aircraft.
H145 has a small footprint but
boasts the capacity and useful
load of a large helicopter. The
interior working area is clear, open
and larger than that in the Bells
but the main rotor diameter is
just thirty-six feet, compared to
forty-nine feet for the Huey.” After
the test flying and consideration
of all the competition, the project
was completed as a sole-source
contract and Morris commented
that the deciding factor in that
was the price, explaining, “There
were other aircraft that could have
done the job for us and more, but
the H145 was the only one that
ticked all the boxes, including the
Those Hueys of ours have spent forty-five
important one of falling inside our
budget limit.” The total equipped years trying to rip themselves apart and
price for the new machine ended their time has just come. They have done an
up at US$9.6 million. exceptional job and not failed us.
Morris is enthusiastic about
the new aircraft from a pilot’s
perspective too. “The H145’s
Mandalay Bay Hotel - scene

of the recent shooting
tragedy in Las Vegas.
four-axis autopilot, glass cockpit fleet currently includes three 530- the reduction to twenty hours,
with three beautiful multifunction Fs, with the newest pair being although Morris advised that if
displays up front, ground-track dedicated patrol aircraft and the staffing returns to appropriate
hover control that assists with oldest airframe being set up as a levels and departmental decision
hovering in hoist operations, the dual-role platform for training and makers require total coverage, the
Helionix avionics and systems light rescue missions, although it unit will return to 24 hour flight
onboard – they all help the pilots is also available as a backup operations. “Interestingly, the
fly the aircraft. It all increases pilot patrol machine in the event of one limiting factor isn’t our budget,
efficiency and reduces workload, of the primary patrol ships being it’s the staffing and we’re slowly
it’s using technology to make us out of the air. getting our staffing levels back
better and safer,” he concluded. One of only two law up,” he observed. “We currently
Looking beyond the new SAR enforcement air units in the have fifteen pilots and we would
machine, Morris advises that entire state of Nevada, the need eighteen to twenty to
an upgrade in the patrol fleet of LVMPD air support unit supports satisfactorily provide that
MD 500-series machines is also not only LVMPD operations, twenty-four hour coverage.”
likely, with the oldest F model but also a number of varied law Each ten-hour shift aims to
already being thirty-five years old. enforcement and other agencies conduct six hours patrol flying
“That will be the next machine to throughout southern Nevada. and then any SAR calls are
be upgraded,” said Morris. “Our Flight operations are currently additional to that. “Each year
primary function in the Las Vegas 365 days a year, twenty hours a there are around 170 SAR call-
Metro air unit is patrol support, day and the unit is on call for the outs and 100 to 110 of those are
which comprises around eighty remaining four hours, between helicopter rescues, so between
percent of our flying hours so 4am and 8am. The unit used to SAR, patrol and training we stay
those patrol aircraft are our most operate 24/7 but reduced staffing pretty busy,” commented Morris.
heavily utilized air assets.” The levels in recent years necessitated “We’re also responsible for all the
LVMPD crews proudly

pose in front of their
newest addition.
One of the unit’s

MD530Fs patrolling
the Las Vegas strip.
maintenance of the mountain- United States and just within the

top radio repeater sites that law valley we have North Las Vegas,
enforcement agencies use in McCarran and Henderson airports,
our area.” so our airspace is incredibly
Standard patrols in the complex. We get a lot of medevac
F-models are just under two hours too because our university medical
duration and as a general rule center here is a level-1 trauma
are flown at 500ft agl and 60kts center, so patients are flown in
with right hand orbits. There are from all over, even from Arizona
more than 300 helicopter flights and Utah.” Duties on patrol include
and numerous EMS operations all the normal functions that
congesting the Las Vegas airspace a unit on the ground would be
per day, while the extremely conducting. “We’re police officers
active Nellis Airforce base is only first and foremost, we just fly
five miles from North Las Vegas, our helicopter five hundred feet
so air traffic control provides a up instead of driving a patrol car
dedicated helicopter channel down on the street. We’re just
during daytime. “It works out not putting our hands on anybody
really well though, as the tour but we’re coordinating all the
operators fly at 1,000ft and the police resources. Robberies,
tower gives really good position burglaries and other violent
and separation information,” crimes; those are the bread and
said Morris. “Nellis is one of the butter of what we do on patrol.
busiest military airfields in the Obviously we’re not going to
The twin engines of the H145
provides that added measure
of safety when hoisting over
inhospitable terrain.
respond to a loud music complaint,

but we will respond to incidents
where there is a likelihood of
apprehending someone by the
use of the helicopter. We are
absolutely a force multiplier
and so we prioritize. If we can’t
offer an increase in likelihood of
The one really good thing that Airbus did apprehending the bad guy, we
for us was to bring us an H145 for demo’. I won’t be wasting the resource we
have on hand,” Morris explained.
asked for it in the summer because we have
“That’s why we track our statistics
a real need for hot and high performance at so carefully. We know when we
or near max weights and they brought out observe a bad guy and there
the aircraft in August. They sent a whole are many times every day that
suspects that have committed
team out with it, including a test pilot, and
crimes would get away if it were
gave us three days with it so all our pilots not for the police helicopter asset.
who wanted to could fly it. Our mobility is a real advantage
and several times every day we
are the first asset on scene.” The
nature of Las Vegas itself makes
for a very high volume of crime
and Morris explained that there
are a high number of transient
criminals from all over the States,
falsely believing that Las Vegas
is a city in which they can just
disappear. “Plus, of course, any
big events like concerts or the big
fights draw in a lot of bad guys,”
he elaborated. “Prostitutes, pimps,
gang members, suspects wanted
in homicides; all those bad people
are coming to watch the fight or
see the concert.” The recent tragic
mass-shooting event at the Route
91 Harvest music festival, from
the Mandalay Bay hotel illustrated
the additional tactical benefit of
having capable rotary-wing assets
available to police. “Our role in that
incident was to launch helicopters
with tactical teams in the back,
which could respond to other
locations in the event that it turned
out to be a multiple attacker
scenario. That’s the best service
the air assets can provide when
those really bad things happen; to
get resources wherever our ground
commanders determine they are
needed,” Morris opined. “We can
get six or seven people in the back
of the Huey or the H145 and two
in the back of the 530-Fs.” Unlike
some other agencies, the unit
does not train to operate aerial the basic scenarios of lost, stuck ten to twenty-five miles in any
sniping platforms although Morris or hurt and the incoming call is direction from the base at North
admits that if an order came always vetted to establish if we Las Vegas airport takes you to
down from on high to carry out a need to engage in a search and/ surrounding mountains, where
particular task, the unit would find or rescue. If so, we then establish the highest peak reaches to
a way to complete the mission, whether it requires a helicopter 11,300ft msl. Las Vegas’ location
provided it could be conducted in asset or whether a ground rescue and climate requires genuine
sufficient safety, notwithstanding unit can conduct it. We always try hot, high and heavy performance
that it may be a task the unit has to use the helicopter only when from the air unit’s machines,
not trained for. “We would make it’s needed, not when it’s wanted,” with summer temperatures in
it happen if we could,” Morris commented Morris. the valley regularly reaching 120
remarked, “but that’s not how we If the unit faces any weather degrees and 115 degrees being
operate. We endeavor to be fully delays or denial of service, it normal, so density altitude at the
trained and competent at every is usually due to wind. Morris top of Mt Charleston could easily
task we carry out.” In addition reports that Las Vegas only suffers be 14,000ft. Morris observed that
to the normal patrol function, around seven to ten days of rain the H145 copes well with wind
the air support unit is statutorily each year, but strong winds can but describes the fenestron as
responsible for providing the air preclude flying in otherwise clear ‘interesting’, particularly in a left-
assets for state SAR operations conditions and the unit operates quartering tailwind, which it seems
and it is for that that the new to a maximum wind speed limit to tolerate the least.
Airbus machine is specifically of 45kts, with a maximum gust Training is all carried out
intended. The Las Vegas area is spread of 15kts. Flying a total of in-house and all LVMPD pilots
extremely popular throughout more than 4,200 hours annually, double as tactical flight officers
the summer for outdoor activities the LVMPD aircraft provide (TFOs), while all operations are
and the extensive recreational coverage for the whole of Clark flown as two-pilot, with each
use of surrounding mountain, County, over an area exceeding pilot being qualified as P-I-C on
desert and canyon areas results 8,000 square miles and, while the aircraft type. Morris reported
in a high number of rescue calls. most operations are carried out that the highest washout rate for
“Our rescue missions fall under in what is known as ‘the valley’, new pilots was during the initial
27-week TFO training. “Anyone

joining the unit as a pilot must
already have at least a private
pilot license, so we seldom have
The H145 has a small footprint but boasts
any trouble with them passing
the capacity and useful load of a large the flying requirements. If they’re
helicopter. The interior working area is clear, going to struggle, it’s during the
open and larger than that in the Bells but the TFO training because it’s such
a hard, multi-tasking job. Last
main rotor diameter is just thirty-six feet,
year we had two-thirds of our
compared to forty-nine feet for the Huey. applicants fail to complete the
training,” Morris reported. “Most
of them don’t actually fail; rather
they realize that it’s not quite
what they thought it was and
they decide to pull out during the the MD530-Fs and Morris stated we believe that that’s the safest
TFO training. Applicants already that the increased type familiarity way we can operate. Most of them
have at least five years service, and safety that that process come in with a fixed-wing PPL
as it is a requirement that they offered more than justified the because it’s the cheapest option,
have plenty of time on the street cost involved. “The more time you and then we give them around
so sometimes they choose to go get in particular airframe type, $300,000 worth of flight training
back to a more familiar policing the more competent you are as in a turbine helicopter. It takes a
role, rather than persevere with a helicopter pilot. We want them year and a half to two years but
an extremely intense, extended training in what they’re going by then they have a commercial
duration training environment.” to fly so that they’re the most license with 300 hours and it’s all
Flight training is all conducted in comfortable in the machine and on the type that they’ll be flying
operationally,” he explained. With what we do with our staffing and It is clear that the LVMPD air
a variety of airframes and differing rostering.” Before a pilot can be support unit has taken a couple
missions, not every pilot can carry transitioned from the 530-F to of major steps forward with the
out every mission but Morris the Huey or H145, they must have recent modernization of mission
stressed that the unit ensures amassed a minimum of 1,200hrs equipment and aircraft, with
that sufficient pilots are qualified in helicopters. After 20 hours of further fleet upgrades already on
and available in enough roles that P-I-C time on the H145 a pilot is the cards. Such ongoing evolution
every mission can be carried out. qualified as a ‘transport pilot’ and is a must if effectiveness in its role
“I may not have a pilot who can only after they reach 2,000 total is to be maintained or improved
do A, B, C and D but if we get a hours P-I-C can they qualify to and it is pleasing to see that these
request I will have a pilot who can advance to rescue pilot training, projects have been managed with
do A and B, plus a pilot who can so an impressive experience and such a clear vision of the desired
do C and D. My goal is to have the competency level for the pilots on outcomes of efficiency, safety and
whole gamut covered and that’s the larger machines is a given. fiscal responsibility. n
Bell’s latest and the H130 join

Nautilus Aviation’s fleet
STORY BY LEIGH NEIL

Nautilus’s two Bell

505s heading back to
Cairns from the Great
Barrier Reef.
Visibility from the H130 its

exceptional and provides
visitors to the reef with an
unforgettable experience.
Nautilus Aviation operates a wide range of

helicopter services in Australia’s Northern
Queensland, with a strong emphasis on tourism
operations on the Great Barrier Reef and recently
added the Airbus H130 and the Bell 505 Jet
Ranger X to the company’s already modern fleet.
O
ver the last few early 2014 and then stepped
years, Nautilus has up to the H130 (previously the
added several new EC130-T2) later that same year.
types and variants One of the prime motivating
to its fleet, which factors in that decision was
clocks up a substantial annual the addition of a Cairns base
aggregate total of around to our existing Townsville
20,000 flying hours. Company operation, which locates us
CEO Aaron Finn explained the much closer to the reef and
progressive modernization. requires far less transit time
“We bought the EC130-B4 in for each scenic flight. Once
out at the company’s pontoons

on the reef; a substantial
advantage considering the 200
liter limit on fuel stored out on
the reef. With an operational
window of only two to three
hours to conduct pontoon-
based scenic flights, every
minute spent flying, rather
than sitting on the ground
topping off fuel, means added
profitability. The seven-seat
configuration of the Nautilus
T2 and B4 machines means one
extra bum-on-seat for every
flight, increasing operational
viability over other types.
“Lastly,” Finn observed, “the
TBO on the T2’s engine has
been increased to 4,000hrs
and so we’re going to see
maintenance costs coming
down too.”
Nautilus’ pontoon operations
involve a 12.30pm departure
to meet up with a tour boat –
carrying anywhere up to four
hundred passengers - at the
reef, then flying as many short
scenic flights as can be fitted
in before the boat departs and
the helicopter returns to base;
typically at about 3pm. According
to Finn, they can bank on
around fifteen percent of cruise
here, we wanted to establish up from competitor machines, passengers taking a AU$179
a real point of difference from Finn considers that the extra ten-minute scenic flight from the
our competitors, who operate step to the T2 was easily pontoon and the ground crewman
much older Long Rangers and justified by the newer aircraft’s will always be selling to additional
Jet Rangers. To that end, we improvements. “The B4 is good, cruise customers throughout
started off with the EC120, but the extra power margin and the day. Dead legs are avoided
added another 120, then additional payload in the T2 by the expedient use of the trips
got the B4 and moved on to makes it a better proposition out and back as scenic flights in
the T2s, with one T2 based for our operation,” he outlined. their own right, with the Nautilus
here in Cairns and another in The T2 offers around 200kg ground-crewman travelling to the
Townsville. It’s been a constant additional payload over the pontoon on the boat, while cruise
progression of upgrading rather B4 and Finn pointed out that passengers buy a $489 fly-cruise
than going straight out with all that extra capacity allowed the or cruise-fly option before their
brand new machines.” Although newer machines to extend their cruise commences. Although the
the B4 was already a major step unrefueled operating window T2 was bought with the chief
aim of servicing a new contract remarked that the type has proved
for pontoon operations, the so well suited to their pontoon
aircraft is fully utilized, conducting operation that as new contracts
scenic flights from the base both become available, Nautilus will
before and after duties from the happily buy more T2s to provide
pontoons. A number of operators coverage. The T2s are also
have pontoons in several areas popular with commercial charter
around the Great Barrier Reef customers and the Queensland
but Nautilus operates exclusively Fire and Emergency Service is
from its own three pontoons one of those regular clients who
spaced around the reef, and they appreciate the additional payload
are also used for the company’s and safety margin that the aircraft
heli-fishing operations. During offers over competing types.
the quiet season running from Finn is rightly convinced that
May to August Nautilus takes passenger comfort is a key factor
the opportunity to rotate the in successful tourism operations
fleet on operations – spreading in the tropical climate and pointed
the workload and permitting out that all the Nautilus machines
downtime for maintenance - are air-conditioned. “It gets really
but the rest of the time the T2 hot up here and you’ve got to have
is flying every day, more or less air conditioned machines if you
from dawn to dusk, with hot want to offer passenger comfort.
refueling and a pilot change The T2’s bigger windows and
at lunchtime enabling a single forward-facing seats mean that
engine-start for the entire day’s the visibility is markedly better
work. Each Nautilus machine does than the older Jet Ranger types
around 800hrs annually and Finn too. It’s a much better all-round
Two Bell 505s parked on

a sand bank out on the
Great Barrier Reef, one of
Nautilus’s landing sites.
The power margins that it gives a

pilot make operations much safer, it
will happily fly away from a pontoon
- where there is no ground effect
assistance - at max’ weight, where
other machines can struggle.
experience for customers; they’re headsets are used in the machines

not sitting in a hot machine on while engaged on VIP work but
the tarmac getting unhappy David Clarkes are fitted when
before they leave.” The tropical conducting scenic flights, as Finn
Orpheus Island is an additional states that the latter are more
asset of the group and Nautilus suited to enduring harder use.
regularly flies clients to the resort The marketplace varies over
from either Townsville or Cairns, time, explained Finn, who observed
typically with the EC120, Squirrel that the Chinese tourist market
or H130 and all the machines is evolving to incorporate many
boast leather seating in addition to more ‘self-propelled’ independent
air-conditioning so are well suited tourists, rather than just the large
to the often high-end clientele package-tour groups, and he also
holidaying on the island. Bose noted that the number of western
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Both H130s are kept busy

flying tourists from the
mainland to the reef and
between various resorts.
It’s a pretty harsh environment out

here. We’ve got high temperatures,
high humidity, high winds and it’s
a maritime environment so there’s
always salt to deal with. Early
production examples suffered from
corrosion issues in some of the
components and casings but Airbus
has dealt with that and changed their
manufacturing. To be quite honest, we
haven’t really had to touch the T2s.
tourists is increasing again with struggle. The FADEC means that

the dollar being relatively low the workload on the pilot is way
and the experience becoming down and we’ve had no issues
more affordable. An advantage of with that system on the T2. The
the increase in Western tourism ergonomics and seat comfort
is that it tends to be during the mean you can spend all day in it
months that are not as popular and not get out all hunched over
with the Asian market and and aching. All things considered
therefore aids in leveling out the it’s a great pilot’s machine and
demand over the full year. Cairns the only downside is that you
has a wide variety of attractions have to always be ahead of it to
for tourists, based not just on an extent, with that fenestron
the Great Barrier Reef, but also being a little slower to bite than a
the spectacular rainforests and conventional tail rotor.” The type
tablelands. Expansion for Nautilus did display some minor troubles
is also possible by increasing the with air conditioning niggles and
company’s market share and Finn issues with moisture getting into
is acutely aware of the importance electrical contacts and connections
of relationships and reputation in early in service with Nautilus, but
that regard. “You need to prove Finn advised that Airbus worked
that you can offer a high level with the company to resolve those
of quality, accident-free service matters and there have been
and reliable, attractive machines no issues or concerns with the
because you’re supporting big machines subsequently or with
operations and they don’t want the support provided by Airbus.
someone coming in that’s doing “It’s a pretty harsh environment
things in a half-arsed manner.” out here,” remarked Finn. “I’d
From the pilot’s point of view, say it’s the hardest in Australia.
the T2 also has much to commend We’ve got high temperatures, high
it. Finn summed up his opinions humidity, high winds and it’s a
on the machine, commenting, maritime environment so there’s
“The power margins that it gives always salt to deal with. Early
a pilot make operations much production examples suffered
safer, it will happily fly away from from corrosion issues in some of
a pontoon - where there is no the components and casings but
ground effect assistance - at max’ Airbus has dealt with that and
weight, where other machines can changed their manufacturing.
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A Nautilus 505
tries out the
offshore pontoon
for the first time.
To be quite honest, we haven’t anything will go downhill pretty

really had to touch the T2s.” To quickly if you don’t take constant
negate the harsh environmental care of it and so we also hangar
effects, all Nautilus machines our machines whenever we can.”
are fitted with inlet barrier filters Nautilus ordered the Bell 505s
and treated to a daily compressor more than two years ago and two
wash and external wash. Finn examples have recently arrived,
is proud of the high standard of being the first of type in Australia.
care and presentation across the Finn said that the Jet Ranger X was
fleet and he explained that every always intended as a replacement
maintenance interval sees the for the 206 Jet Ranger. “The old
engineers inspecting the aircraft Jet Ranger is basically a post-war
closely and remedying any paint type aircraft and it’s had its day. It
defect, scratch or exposed bolt- doesn’t have the technology that
head or metalwork. “Salt is the real customers are looking for in their
killer, but the fact that so much of contracts nowadays and we knew
the airframe is composite means we had to look at replacements.
you don’t have the same corrosion Based on its performance so far
issues with the tubs as you did though, we’ll also be looking at
in types like the old Jet Rangers. the 505 as a replacement for our
You do still have to spend the EC120s.” Finn highlighted the
time looking after them though, two-bladed rotor as being a real
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advantage in that it made it easier remanufacture.” He also listed the reef work as the company likes
to fit more aircraft in a hangar the glass cockpit and standard to have a four-seater available
than with the multi-bladed types. FADEC system as big selling points. for flights that don’t require the
The Robinson R66 was briefly “Especially on our Horn Island large seating capacity of the bigger
considered when a new four- base where we’ve got a couple of aircraft. The new design offers a
seater was sought, but Finn listed new pilots. They’re getting into much better platform for tourism
a number of factors that led to the their first turbines and the FADEC than the aircraft it will be replacing
Jet Ranger X being the preferred provides such good safeguards and Finn commented on the huge
option. “The R66 has a really light against hot starts and over- improvement in visibility, achieved
airframe and it gets tossed around speeds; as a training aircraft it just with massive windows, the
more because of it,” he explained. gives you confidence that they’re elimination of the 206’s ‘broom-
“Then there’s the fact that it’s got a not going to cook it.” closet’ transmission arrangement
Rolls Royce engine with a 2,000hr The Horn Island base conducts and the elevation of the rear seats.
life limit and the airframe has to predominantly commercial charter “The better view, the ergonomics,
be totally remanufactured every work and Finn pointed out that, the crash-absorbing seats; it’s a
twelve years. The Bell is a more although the 505 is charged out much safer aircraft as well as a
expensive option but it’s a quality at a higher rate than the 206, its much better flight experience for
product and it can be progressively higher speed makes it no more the customer,” he summed up. At
repaired and rebuilt without taking expensive per job than the old the time of HeliOps’ visit, the 505’s
it out of service for a complete aircraft. 505s will also be used on entry into over-water service was
Nautilus’s bright red paint

scheme stands out well against
the tropical water backgrounds
on the Great Barrier Reef.
waiting only on certification of the liked the interior to be finished feels more like a Long Ranger
float system, although the type off a bit better as it’s obviously to fly, it’s much more stable and
will be immediately placed into been built to a budget, but it’s smooth than the old Jet Ranger.
service for over-land commercial not a big deal and I guess that The controls are a bit stiffer than a
work. An under-belly hook is that is something we can look Long Ranger but its very, very easy
awaiting imminent certification as at improving on them ourselves. to control. Unlike the Jet Ranger,
well and will enable commercial Certainly the new Garmin glass which is really power limited, the
external load operations, while cockpit is amazing.” 505 has so much power. It’s got
the expected 2,000lb hook limit is Brett, a Nautilus pilot for the power to burn! Then you’ve got the
another major improvement over last two years, spent some time electronic dash with the Garmin
the outgoing 206’s maximum. Finn in Sydney flying the new 505 GS1000 which is outstanding; a
flew the 505 in Montreal during whilst tracking and balancing was great bit of technology that just
acceptance and is positive about completed, followed by some type helps you do what you’ve got to
its qualities. “Bearing in mind that endorsements and scenic flights do.” While not yet having had the
it’s a Jet Ranger replacement and for customers and potential clients opportunity to fly the 505 in a lot
not a 407 or a Long Ranger, it before conducting the thirteen- of wind, Brett commented that the
does everything we expected and hour ferry flight up to Cairns. He aircraft felt like it had a lot more
all that we want. It’s a smoother, endorsed Finn’s view of the 505, tail rotor authority than the 206
softer ride and not as twitchy as commenting, “Although it’s a Jet Ranger and didn’t suffer from
a legacy Jet Ranger. I would have Jet Ranger replacement, it really the ‘bounciness’ in the ride that
The old Jet Ranger is basically a post-

war type aircraft and it’s had its day.
It doesn’t have the technology that
customers are looking for in their
contracts nowadays and we knew we
had to look at replacements.
the older models displayed. “It on yet, but I don’t expect that
really grows on you and since right to drop us more than about five
after my first flight in it I’ve really knots and in an old Jettie on floats
liked it. It’s really ergonomic and we’d only have been flying back at
pilot-friendly, plus it’s so simple to around 100kts.”
fly and it’s a lot faster than the old He was highly complimentary
Jet Ranger. I reckon it has a fifteen of the way the FADEC system and
knot advantage or more and we governors work to smooth out any
were comfortably sitting at 125kts torque spikes, particularly when
coming back in off the reef today. turning downwind; a scenario in
Of course we don’t have the floats which the old Jet Rangers were
glaringly deficient by comparison. idle before shutdown, which is

“It’s as if everything that was a big improvement on having to
wrong with the old Jet Ranger, wait two minutes or more.” The
they’ve fixed with the Jet Ranger Jet Ranger X retains a relatively
X, including the LTE (loss off high-inertia rotor system and
tail rotor authority) problems.” Brett noted that that feature made
Further praise was earned by auto-rotations extremely simple
the extremely simple start-up and controllable. Just as Finn had
procedure. “Basically, once you observed, Brett also remarked
turn it on it gives you a weight on the fit and finish details that
and balance configuration so revealed the price point of the
you can enter all your weights machine. “You have to look at it for
and it’ll tell you if you’re within what it is though. It’s not a
weight and balance limits. Then four million dollar EC130, it’s a one
there’s a chip test, a fire test and a half million dollar helicopter.
and a check of audible alarms, You don’t really notice those
after which it’s ready to start. details when you’re flying it in
The Turbomeca Arrius 2R engine any case, and the room inside is
also only needs a thirty second great. It has three raised full-size
seats in the back and no center- the addition of load-distribution

console like the Jet Ranger devices such as ‘bear-paws’ will be
had so the view through the an easy remedy.
huge windows is amazing, It appears that both new types
making it ideal for tourism, even will fulfill their intended roles for
from the middle seat.” One of the Nautilus admirably and seems
few negative issues that Brett highly likely that their numbers will
has picked up is that the aircraft therefore increase within the fleet
tends to sink the rear of the skids as replacement and expansion
into soft surfaces such as sand, demands. Doubtless, Nautilus,
but if the new float-equipped Airbus and Bell will all be happy
skids don’t alleviate the problem, with that state of affairs. n
Two H130s
head to the
HELIOPS / ISSUE 113 / 2018 outer reefs.
89
PART TWO
STORY BY MARK OGDEN

One of the highlights that has set HeliOps

apart from the competition is the quality
of its photography. Thousands of images
of helicopters are taken each year for
the magazine but only a select few are
selected. So, what sets a great photo
apart from a good photo?
Mark Ogden and HeliOps publisher,
Ned Dawson, offer up some hints.
This article will run over several issues

and will delve into ideas, practices and
considerations when taking photographs
of helicopters and their work.
In the last issue, we started delving into
some of the technical aspects and in this
part, the discussion is more about setting
up for the task.
Photo Mark Ogden
Photo Ned Dawson

Setting Up
If air to air photography is planned, the photographer should spend
time thinking about the angles at which the helicopter may look good, or
what sort of image is wanted, what the background scenery is like (for
example, would it be better for police helicopters to be photographed over
the city because that’s their work environment?), what sort of experience
do the pilots have, and what sort of helicopter is the photographer in.
Ideally, the photographer should not shoot through plastic windows
such as Plexiglas because it is inevitably scratched, marked or smudged
making a sharp image almost impossible. Because the plastic windows
are often shaped, shooting through it will also often distort the image. If
shooting through glass, then the glass needs to be spotlessly clean.
Air to air photography from a helicopter is best done from the
helicopter passenger cabin rather than a cockpit seat; you want a
helicopter with plenty of room such as an AS350, MD500, Bell 407 etc.
Photo Mark Ogden

Photo Ned Dawson

Air to air photography from a helicopter is

best done from the helicopter passenger
cabin rather than a cockpit seat; you want
a helicopter with plenty of room such as an
AS350, MD500, Bell 407 etc.
The front seat of an R22 for example, can be very confining and limiting
in achieving the desired the photographic angles – it is also difficult
to keep the lens out of the airflow! Airflow buffeting will rarely result
in a sharp photo. But if this is what’s available, then beggars can’t be
choosers and so some planning is needed as where to place kit. The kit
needs to be accessible but does not interfere with the pilot’s job or be in
danger of catching on controls such as fuel shut off levers, collectives,
throttles or the cyclic. Which lenses are to be used and what angles can
be achieved need to be considered before the flight to limit the amount
of gear being carried.
Photo Ned Dawson

Photo Ned Dawson

Photo Ned Dawson

The biggest camera ship Ned has personally used was with the United
States Navy when shooting at NAS Patuxent River. “They didn’t have
anything else available and asked me if the CH53 was ok as a camera ship,
‘um – yep that’s fine’.” However just because he had a camera ship that he
could get up and go for a walk around in the back didn’t mean it was the
ideal machine. One of the drawbacks he found was that the engines were
so powerful, the exhaust gases would come down a long way from the
turbine exhaust and he needed to position the subject helicopters low just
to get a shot without the exhaust haze blurring the image – so sometimes
bigger is not better.
Something rarely considered, but highlighted in a recent accident in
New York, is the photographer’s harness. Harnesses are meant to allow
the photographer some freedom of movement while remaining secured
to the helicopter. There are many on the market that do this but the one
thing missing from some is a quick release mechanism. In an accident,
especially over water, it is essential that the photographer be able to
easily and quickly release from the harness. One solution adopted and
produced by Air Safety Solutions in Australia is a harness with a parachute
type release incorporated.
When working from the passenger cabin, the photographer should sit
on the same side of the camera ship as the pilot because then the pilot
can see what the photographer is seeing. In many instances the pilot can
actually visualize the shot, making the setting up much easier and also
keeps the flight time costs down. Over the years Ned has worked with
some pilots who are also amateur photographers and these pilots are a
great asset – they know straight off what is needed to be achieved and, in
many cases, can even suggest alternative shots. “Don’t ever assume that
Photo Mark Ogden

Photo Ned Dawson

Photo Ned Dawson
the pilot is just a pilot as they can be a huge asset if the photographer and
the pilot communicate well.”
Management of the flight

The pilots and the photographer should always brief the flight, with
the photographer explaining what it is that is trying to be achieved. The
flight may not work out as planned, but at least there is a starting point.
In most cases, the shooter is in the lead with the subject helicopters
following although this may change depending on what angle is sought
(a rear a shot from overhead may mean the shooter is not in the lead).
Ideally, the photographer should be on intercom with a hot (always on
during the shoot) or even better a VOX (voice operated) microphone to
free up the photographer’s hands to work the camera and lens, and to
position the helicopters. Be aware though that the amount of noise on
the intercom from the wind can be very annoying so a tricky balance
needs to be found.
Hand signals can also be used. A self-explanatory up or down or in
and out and the closed fist for ‘hold position’ is sometimes all it needs to
set up that once in a lifetime shot. If as the photographer, you are sitting
beside the pilot, hand signals are a valid option. As Ned explains, “When I
have been positioning our camera ship for a shot I have used my left hand
to give my pilot positioning instructions and this has worked well.” “Hand
signals to the pilot/s of the subject ship(s) can also work and I use this as
my primary means of moving the subject ships around. Obviously, this is
all briefed beforehand so that the pilot of the subject ship knows what
signals I will be giving for what. An important factor to keep in mind when
doing this though is the sun is behind me in the camera ship and if it pops
Photo Ned Dawson
The pilots and the photographer should

always brief the flight, with the photographer
explaining what it is that is trying to be
achieved. The flight may not work out as
planned, but at least there is a starting point.
out from behind the camera ship then it can be very touch and go for the
subject ship pilot to see you.”
If the pilots are comfortable with close or loose formation (and if the
regulations/authorizations allow), try and have the helicopters maneuver
(turning, accelerating, decelerating) within an arc so there’s some form
of action happening within the image. If the pilots are very competent
(and again authorized), have the subject aircraft do the maneuvers within
a turn. Additionally, an aircraft breaking away from the camera-ship can
provide unusual images, but this needs a good briefing beforehand. When
the breakaway happens, it will be fast and so the camera setup needs to
be in continual shoot mode.
When shooting more than one helicopter; for example, when Ned
recently shot two H175s for Babcock Australasia in Darwin, make sure
it is briefed that the hand signals are for the pilot of the lead subject
aircraft and that the pilot of the second subject aircraft should maintain
the relative position on the lead. “If you want the second aircraft to move
position then relay that through the camera ship pilot.”
When briefing ensure all pilots are aware that slow movements are
preferred, especially when repositioning in formations. Be quick to pass
Photo Ned Dawson

Photo Ned Dawson
When briefing ensure all pilots are aware

that slow movements are preferred,
especially when repositioning in formations.
Be quick to pass the, “ok hold there”, to the
pilot of the camera ship so the message can
be quickly passed on.
the, “ok hold there”, to the pilot of the camera ship so the message can be
quickly passed on. The longer it takes to get that message to the subject
ships pilot, the more likely they will have passed the desired position
and then will need repositioning, again wasting precious time. Try and
use a specific measure when asking subject ships to move; for example,
Number 2 move up 50 feet, or lead go down 20 feet. This makes it easier
for subject ship pilots as they have an actual distance to move not just,
“hey can you move up a bit” – what’s ‘a bit’?
As Ned noted though, “Bottom line is to always keep in mind that
every minute you are flying around up there is costing dollars.”
Workhorses
Although helicopters are generally workhorses, it may not always
be possible to photograph a helicopter doing its job. A photograph of
a helicopter working such as lifting, rescuing, and the like, is usually
more interesting than a straight air to air shot. It’s important that the
photographs tell a story and support the article. Setups can be great,
such as for EMS operations; involve the ambulance, medics as well as the
helicopter. Setups are best done during the hour before or after sunset/
sunrise using the low light angles to provide interesting illumination.
Some extra light sources may be needed to fill in so think about using
strobes or reflectors, or water on the ground to provide those extra
reflections. Try combining the setups with landscape or astrophotography,
the results can be dramatic. Another genre coming to the fore is
panoramic photography – this can be used very effectively in setups but
this, like astrophotography is a whole new area of exploration.
Shots looking down on a hovering helicopter can be unusual and
dramatic, depending on what is below the machine. Long grass or
water can give great patterns but be aware of the downwash created
by the photo machine. Some helicopters have very strong and focused
downwash so be careful. Hover a little downwind from the subject usually
avoids an issue.
Be very aware though, as the pilot should be, of any downwash
effects on different structures including roofs or loose cladding. While an
R22 may not dislodge too much, a hovering S-92 can produce enough
wind to flip an aircraft.
Photo Ned Dawson

Photo Ned Dawson

Air to Air Safety

Keep in mind that when shooting air to air images, there are a lot
of moving pieces, each of which if not managed correctly can end up in
everyone having a very bad day. As the photographer you have more
than the role of taking the images; you also have a role of safety person,
ensuring that your subject aircraft doesn’t get too close. On more than one
occasion during a formation air to air shoot, a subject aircraft has come to
close for comfort; even to the point of having to instruct the photo-ship
pilot to break away. “During my flight briefing” notes Ned, “I ALWAYS cover
this topic whether pilots want to or not (believe me have been with a pilot
or two whose “she’ll be right attitude” nearly caused everything to end
with disastrous consequences – with requests to my camera ship pilot
that if I ask him/her to slide left or right – further away from the subject
ship then it’s to just increase the room between us and the subject ship
giving us some more safety space.”
“However, if I use the term ‘Break Left or Break Right’, then the camera
ship pilot shouldn’t reply with a question or query.” The camera ship pilot
just needs to do it because if the pilot does not react, then in all likelihood
the subject aircraft is coming into the cabin. “It’s safer to have to break
away and regroup than to end up as a pile of wreckage on the ground.”
“Have I ever had a shoot end up in this sort of situation where it
was a split-second reaction needed by the pilot to avoid tragedy? Yes
absolutely.” The Number One rule to keep in mind is that everyone wants
to go home to their families at the end of the day.
Photo Ned Dawson

Photo Mark Ogden
While the general rule is that only the pilot and photographer is in the
camera ship there are times when we are shooting with multiple aircraft
that an observer might be included with their primary and only role is
to keep an eye out for other aircraft. In some parts of the world like the
United States and in sections of the United Kingdom the airspace has a lot
of traffic, the majority of it fixed wing. Recently there was a midair in the
UK killing a very well-known helicopter pilot after a fixed wing and his R22
collided. Most of the time it’s not what you know is there that gets you it’s
what you don’t know is there.
Photo Ned Dawson

Photo Ned Dawson
As Ned notes, “One of the biggest points I would say when you are
airborne is if you see another aircraft out there; tell the pilot about it. They
may already have seen it, or they may not have. It’s better to be safe than
sorry.” On a recent shoot Ned did in the UK they had RAF Eurofighters
pass in front of them. “No doubt the fast jets had the helicopters on their
radar, but it still gets your attention.” When doing multiple ship shoots in
formation a suggestion is that each of the aircraft in the formation have
a second person along as a second set of eyes if the operators does not
normally fly a two-pilot cockpit. This allows the pilot to concentrate on
the formation flying while the second set of eyes helps keep an eye on
other aircraft in the formation.
The emphasis when planning shoots has to be on safety and no
photograph is ever worth putting lives in danger. n
Photo Mark Ogden

Russian
Police
Aviation
review
STORY BY ALEX MLADENOV
This Ka-226, operated by the Police

Department in the Kabardino-Balkaria
Republic, has unidentified mission equipment
side-on, most likely used to intercept mobile
communications. (Via Alex Mladenov)
The Russian Police has a relatively small

number of helicopters to support its law
enforcement activities in the giant country.
Alex Mladenov provides an overview of the
police aviation inventory and operations in
Russia that uses a diverse fleet of indigenous
and Western-made rotorcraft.
T
he helicopter fleet serving the Russian Police is
assigned to the regional departments which undertake
a wide variety of law enforcement, SAR and auxiliary
tasks. The original centralized aviation structure was
created in its present form in the early 2000s and
operates in support of the regional police departments. The fleet
involved in airborne policing saw considerable growth in the last
decade. Yet it is still considered insufficient to satisfy the diverse
law enforcement needs in a huge country that spans nine time-
zones. Russia is divided into 86 major administrative regions
(entities) but the police departments in only 35 of these have
their own aviation units. The total fleet is about 45 helicopters.
The majority are heavyweight types configure for utility or assault
transport, but most of these lacks any specialized day/night
observation equipment.
The special-purpose aviation units of the Russian MoI (Ministry of
Information) provide air observation, rapid transportation of intervention
teams to crisis scenes, special operations support, and occasional search
and rescue operations. The MoI helicopters are also routinely used for
the observation of large public events at large sites, with the aircrews
acting as airborne coordinators of the ground force operations. In the
observation and search missions the downlinks of the equipped with day/
night payloads light helicopters (Ka-226 and AS355N Ecureuil) enable to
transmit live video picture in real time to ground receiver stations.
The light-class police helicopters provide routine traffic patrols and
hot pursuits of criminals on foot or in cars. Another valuable contribution
of the police helicopters is the support provided to operations against
large-scale contraband and the fire spotting missions over high-risk
forest areas during the hot summer months.
Centralized command
In April 2016, all special-purpose police aviation units, formerly
operated by the Ministry of Interior, were handed over to the National
The Mi-8AMT is the main heavyweight rotorcraft

type used for the support of operations in
regions with vast and sparsely-populated areas
and also for the transporting large armed special
operations teams and cargoes. (U-UAP)
Guards Service of the Russian Federation (colloquially known as

Rosgvardia). Rosgravdia is a new internal security force that inherited a
significant proportion of the existing MoI units including all rapid-reaction
and special-purpose detachments, as well as the interior ministry’s law-
enforcement aviation assets. The assets’ main mission of supporting the
police on the ground remained unchanged.
The overall management, logistic support and flight safety assurance
of the widely-dispersed and diverse fleet, (consisting of no less than
five rotorcraft types), is by Rosgvardia’s Moscow-based Department.
Most of the police helicopters in Russian wear the traditional white-
and-blue livery, with a small number sporting military-style dark green
camouflages. As a rule, all the helicopters operated by Rosgvardia in
support of the police departments in the troubled North Caucasian
region in Southern Russia feature dark grey and brown liveries in order
to be rendered visually indistinguishable from the rotorcraft operated
there by the Russian Air and Space Force, Rosgvardia militarized arm
(Gendarmerie) and the Federal Security Service. All Rosgvardia helicopters
tasked with police support missions carry Russian state registrations with
the ‘RF’ (standing for Russian Federation) prefix and a five-digit number in
the 2xxxx series.
The police air units are staffed by pilots and technicians with Air
Force or Internal Troops background, who are sworn officers, assigned to
Rosgvardia.
Ka-226 – the new common police helicopter in Russia

Most of the large police departments across Russia have their
own small fleets consisting one or two helicopters, augmented by
UAV systems for close-in air observation duties. The 3.4-tonne Kamov
Ka-226, built at the Kumertau Aviation Production Enterprise, has an
endurance of up to four hours and is the main new-generation rotorcraft
used by Russian police. Reports have the first deliveries commencing in
2006-2007. As many as 12 Ka-226s are now in service with a total of
ten Rosgvardia’s special-purpose aviation detachments in the European
part of Russia (based in Moscow, St Petersburg, Voronezh, Nalchik, Kazan,
Stavropol, Krasnodar, Ufa, Volgograd and Nizhni Novgorod). They feature
a standardized law enforcement configuration, including;
• an Israeli-made electro-optical imaging sensor in the nose for day/

night surveillance using TV and thermal imaging cameras,
• microwave voice and data equipment to downlink live picture video to
ground receiver stations, and
• a powerful searchlight and external loudspeakers.
The first Ka-226s were

delivered to the Moscow
Police Department in 2006
and later on were retrofitted
with electro-optic payloads
for day/night observation.
(Kamov Company)
This Mi-8AMTSh for police operations in

Dagestan sports armour protection, flare
dispensers and weapons capability. (U-UAP)
One Ka-226, operated by the special-purpose aviation detachment

of the police department in the Kabardino-Balkaria Republic of the
Russian Federation (in the troubled North Caucasian region), based
in Nalchik is adorned with numerous additional mission equipment.
Wearing the registration RF-21010 and an olive camouflage, it was
taken on strength in 2011 and on both sides of the fuselage it sports
as yet unidentified sensors and structures not previously seen on any
Russian police helicopter. The flat antennas on the port side are possibly
components of a system intended to intercept mobile communications
as used by the organized crime groups and terrorists in the region which
has been suffering from high crime rates and terrorist activity since the
early 1990s.
In 2017, Rosgvardia ordered its first enhanced-performance Ka-
226T derivative with improved hot-and-high and one engine inoperative
(OEI) capability. Featuring a complete law enforcement configuration,
it is set to be delivered in late 2018. It is expected to be followed by
additional Ka-226Ts, to be ordered by Rosgvardia in 2018 and 2019.
New heavy type

The Mi-8AMT, built at the Ulan-Ude Aviation Plant, is the new-
generation heavyweight helicopter of the Russian MoI. It was delivered
in the standard utility transport configuration, with no less than 15
examples in operation by late 2016, mainly to large sparsely-populated
regions.
The Russian MoI rotorcraft inventory also includes two Mi-8AMTSh
examples delivered in 2013 to the police department in Dagestan - a
MISSION PROVEN.
territory infamous with its Islamic fundamentalist terrorists. These 13-

tone helicopters have been built in a military configuration that enables
the installation of forward-firing weapons on stub-wing pylons, side-
facing machine guns, extensive cockpit armor plating and flare dispensers
for protection against heat-seeking, shoulder-launched surface-to-air
missiles.
One Mi-8AMT, delivered in 2013 to the police department of Sakhalin
region, is employed manly for sea patrolling, including monitoring over
the fishing activity around Sakhalin island next to Japan. Its main task it
to counter the mass illegal fishing undertaken in resource-rich remote
areas around island. In addition, it is used for routine transport of MoI
personnel between Sakhalin and the numerous small islands of the Kuril
archipelago.
At least one Mi-8AMT (RF-29011), operated by the Moscow Police
Department, was fitted in 2015 with an electro-optical payload that
included TV and infrared cameras for observation in addition to a
microwave downlink and mission console in the cabin.
Among the recent Mi-8AMT procurements of the Russian MoI
included two helicopters taken in October 2015, at a total price of
Roubles 601 million (US$9.95 million at the time of signature). These
machines were originally intended for equipping the Moscow-based
‘Yastreb’ special-purpose aviation unit, but they were handed over to the
police departments in remote regions in Trans-Baikal and the Republic of
Sakha (Yakutia) in Siberia.
The last known Mi-8AMT delivery for police support was made in
November 2016 to the Rosgvardia aviation unit stationed in Krasnoyarsk
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Yasterb for special

operations support
Until April 2016, the structure of the police aviation in
Russia comprised one centrally-controlled aviation unit,
the MoI Yastreb Aviation Special-Purpose Aviation Centre,
that has now been re-subordinated to Rosgvardia. The
Yastreb was the first Russian MoI unit to be equipped with
Western-made helicopters with specialized mission suite
– two Airbus Helicopters AS355Ns acquired in 2005 (now
only one is in operation); it also operated a Mi-8T in utility
transport configuration.
The AS355Ns were mostly used for air observation in
urban conditions (predominantly in and around Moscow)
although there were numerous occasions when the
helicopters have been employed in operational missions
over forest and open-field environment. The main
advantage of the AS355Ns is the ability to land in confined
areas as well as on building roof-tops. Yastreb has been
established for working with the special-operations units
of the Russian MoI, such as the Rys and Zubr detachments
and undertakes regular training with these heavily-armed
special weapons and tactics units mainly used for fighting
organized crime.
The AS355N is capable of rapid transportation of four
fully-equipped operators on external platforms – two
on each side. The helicopters were also delivered fully
equipped with day/night electro-optical observation
systems for day/night use and search lights and can be also
used as sniper platforms.
During large-scale public events, the main task of the
helicopter is to facilitate crowd control. This would allow an
early detection of potential provocation, signs of aggression
and fighting among the crowd, with subsequent passing of
the information to a mobile ground command post which
can promptly dispatch intervention teams to suppress the
conflict situation before developing into a full-scale riot.
In addition to Moscow, Yastreb is tasked to operate
anywhere required over the territory of the Russian
Federation, providing much-needed air support to the
Rosgvardia special forces engaged in actions against
various criminal groups. One of its helicopters is always
kept at a 20-minute alert at Chkalovsky airfield east of
Moscow, ready for action.
Unfortunately, one of the AS355Ns in Yastreb’s fleet
was lost in a fatal accident on 4 March 2016. The cause of
the crash near the city of Ivanovo north of Moscow was
attributed to controlled flight into terrain when performing
an operational mission in foggy conditions.
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region. This was in utility transport configuration and priced at Roubles

267.4 million (US$4.45 million).
There is also a number of older-generation Mi-8MT/MTVs (three)
and Mi-8T/Ps (13) in use with some of the Rosgvardia special-purpose
aviation detachments whose area of operations covers large and
sparsely-populated regions. These areas require longer-range and
-endurance machines, mainly in the vast territories of Siberia and
the Far East. The air unit in the republic of Tatarstan also operates a
L-410UVP-E20 fixed-wing turboprop aircraft but its present state is
unknown. This unit also operates the only Ansat light twin helicopter in
the police inventory equipped for passenger and cargo transport.
The fleet of the former police special-purpose aviation detachments,
now controlled by Rosgvardia, also includes five Robinson R-44 Raven I/
II single-engine piston helicopters. These are mainly used for car traffic
control, visual air observation and liaison duties.
Moscow and St Petersburg operations

Moscow Police use the air support of an aviation special-purpose
detachment equipped with two Ka-226s and one Mi-8AMT. Established
in 2004, its main task is to support the police operations in the largest city
of Russia with population of over 8 million. The helicopters are used for
public security, anti-terrorism and fire-fighting activities. The detachment
is based at Myachkovo airfield south of Moscow and has 48 personnel.
The two Ka-226s are in a full law enforcement configuration, and the Mi-
8AMT is also well-equipped for surveillance from the air and can be also
used for firefighting employing the VSU-5 bucket on external sling. The
HeliOps 2017 Global ID Poster
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407HP Leonard o AW109
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Illustration s by
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The HeliOps 2017 Global ID Poster is a must have

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industry. It’s a collection of some amazing helicopters.
There is a limited print run so grab yours while you can.
They make a great addition to your office, hangar, home

or as a gift for friends and colleagues.
As many as 13 new-generation 13-tone Mi-8AMTs are operated currently by the police units of the Russian MoD, with 12 of these in
utility transport configuration and others outfitted with a multi-sensor surveillance payloads and microwave downlinks. (photo: Author)
This military-standard Mi-8AMTSh was delivered, together with another example, in 2013 to the police department in the republic of
Dagestan, a troubled territory in the North Caucasus region plagued by a high general crime rate and growing Islamic fundamentalism and
terrorism. (Alex Mladenov)
unit logs of 35 flight hours a month in law enforcement operations plus

additional time dedicated to training and proficiency checks.
St Petersburg’s Police Department uses the services of two
helicopters in its law enforcement activities. The detachment based
at Pulkovo airfield has a fleet of one Ka-226 and one Mi-8T. The Ka-
226, equipped with a KVAND multi-sensor surveillance payload and
microwave downlink system, is used for surveillance from the air and
rapid transportation of sniper or assault teams, often delivered to top of
the buildings. The Mi-8T is mainly used for patrolling around the city, in
operations against illegal lumbering and fishing. n
THE
GOOD,
THE
BAD
&
THE
DOWNRIGHT
SILLY
The pros and cons of the H125 in service
with Te Anau Helicopter Services
STORY BY LEIGH NEIL
Gaven Burgess and his wife Jennie both

have aviation backgrounds and combined
their expertise to establish Te Anau
Helicopter Services. The most recent
addition to their fleet is a new Airbus H125
and after the first few months in service,
Burgess gave HeliOps his opinion of the
new machine thus far.
T
e Anau is a small town nestled on the tracking and assistance, track maintenance and
shore of Lake Te Anau and adjacent frost fighting. The area’s huge tourism draw also
to the precipitous mountains, deep means there is a ready market for scenic flights
fiords and thick native forests of New and access to tramping and exclusive hunting or
Zealand’s Fiordland National Park, fishing locations, while Gaven Burgess’s B-cat
home of the world-renowned Milford, Kepler instructor rating means the company also offers
and Routeburn tramping tracks. The location flight training up to instructor level.
dictates the nature of much of the company’s Burgess advised that his decision to purchase
work, which includes pest eradication, wild the H125 (previously known as the AS350-B3E
animal management, fire fighting, monitoring prior to Airbus Helicopters replacing Eurocopter’s
and maintenance of radio repeater sites, alpine designations) was based predominantly on the fact
huts and building equipment, endangered species that the aircraft’s dual-hydraulic system allows for
Delivering waste
tanks during a hut
resupply. HELIOPS / ISSUE 113 / 2018 137
a substantially greater interior maximum load; a

120kg increase over the earlier AS350 models with
their single hydraulic system. Much of the utility
work carried out by the Te Anau machines is long-
lining – around 200hrs per year - and Burgess said
that the H125’s six-inch Oceania slider for the pilot’s
seat, in conjunction with the collective extension,
biased cyclic and larger foot pedal make it an excellent
platform for external load work with the doors off. The
pilot flies from the right seat and the aircraft hovers
slightly right-side high, so Burgess considers that
the ‘sideways’ modifications are crucial in making it
a suitable long-line workhorse. The other two thirds
of the work is varied and almost all is well served by
the new aircraft. “Because the machine is nice and
Much of the utility work carried new we’re getting a bit more work from one or two of
out by the Te Anau machines the upmarket lodges in the area,” Burgess observed.
is long-lining – around 200hrs “Given the choice, customers obviously appreciate
per year. The H125’s six-inch riding in a flash new helicopter but that’s not the bulk
of the work for this aircraft. We do a lot of Department
Oceania slider for the pilot’s seat, of Conservation (DOC) work, servicing huts and tracks
in conjunction with the collective and we also do quite a lot of lobster transport now;
extension, biased cyclic and larger work that we can only do because of the extra payload
foot pedal make it an excellent this machine gives us.” On the day of HeliOps’ visit,
the new machine flew about seven hours conducting
platform for external load work around thirty flights, each with around 800kg payload
with the doors off. on the longline, for the resupply of the Kepler track; a
twice-yearly job in which DOC empties the sewerage
tanks, resupplies the LPG (propane) and food stocks
and replaces any other supplies or equipment as
The Te Anau region

has some amazing
scenery.
How is this for a view

- resupplying the
Kepler Track huts.
required. The track only rises to around 4,000ft but

high summer temperatures can give a density altitude
of up to 7,000ft and the extremely mountainous
terrain in close proximity to the sea-coast suffers
extreme and changeable weather, which makes
for demanding flying conditions for both pilot and
machine.
In general Burgess is very impressed with the
H125 and lists a number of features that stand out.
“With the Safran Arriel 2D engine you’ve got plenty of
power and it’s fast; it’ll cruise comfortably at 125kts.
It’s easy to start; in fact it’s pretty much foolproof
on that. It automatically does engine checks for you
and it’s quite fuel-efficient; almost the same as the
B2. And of course, it’s new and tight and everything
works properly.” He is not entirely without criticisms
however, and points out what he sees as a ridiculous
Gaven Burgess &

Fraser Sutherland.
The scenery can’t be

beaten flying around the
lower South Island of
New Zealand.
situation with limitations on floor loadings. “If you

have the seats out and are carrying freight, you’re
only allowed 310kgs on the back floor and 150kgs
on the front floor,” he reported. “If you put the seats
in, however, there is no limit, provided you’re within
weight and balance. I just can’t figure that out. I
could put 400kgs or more of passengers in those
back seats but as soon as I take the seats out I’m
limited to 310kg on the floor! That’s no different to
the loading limits on the first AS350s from 1979,
even though this new machine has the increased
permitted internally loaded maximum weight. And
With the Safran Arriel 2D engine
yet, where the pilot sits, there’s no weight limit. I find
you’ve got plenty of power and that strange, to say the very least.” While the dual-
it’s fast; it’ll cruise comfortably at hydraulic H125’s maximum all-up weight with internal
125kts. It’s easy to start; in fact load climbs to 2,370kgs from the single-hydraulic
model’s 2,250kg limit, Burgess justifiably questions
it’s pretty much foolproof on that. It
the rationale behind Airbus’ determination of those
automatically does engine checks maximums. The increase makes sense under the
for you and it’s quite fuel-efficient; rationale that 2,250kg is the maximum controllable
almost the same as the B2. And in the event of a hydraulic failure, but that whole
rationale is made to look illogical when the older B2
of course, it’s new and tight and
model and AS355 (twin engine) model are compared.
everything works properly. Their max internal weights are 1,900kg and 2,470kg
respectively. “All they’ve done is beef up the 355’s
internal weight to give you the same payload because
of its higher empty weight,” observed Burgess, “but
they’re both single-hydraulic and the floor structure
and everything else is unchanged as far as I can tell.

That seems to make a mockery of the limitations set
for the B3E.”
Another feature that drew quite scathing criticism
from Burgess was the heater system. “That’s
something else that dates from back in the ‘70s,” he
scoffed. “You have to reach back down past people
to turn them on and they get jammed if they’re left
tight because they swell up. They’re straight off the
compressor; just big noisy things and they don’t even
Squirrels are quite common demist that well. That sort of thing just isn’t what
down here because they’re you expect in a 2017 machine.” He is also of the view
good for scenic work and good that the radio stack should be more electronic and
less bulky, eliminating the big center console. Despite
for utility work too. They’re good
these minor niggles, Burgess is convinced that the
for just about everything really H125 is a great machine and he is more than happy
and if I were to get another with his decision to buy it. The helicopter’s newness
machine I’d definitely go for and the service-by-the-hour program for its engine
results in much shorter times out of service for
another one of these. I’d never
maintenance, with checks and routine maintenance
get another squirrel without the taking only a fraction of the time required for an
dual hydraulics though, mainly older machine. That offsets much of the extra capital
because of that extra internal involved in the purchase of a new aircraft as Burgess
explained, “It obviously cost a lot more than a half-life
loading it gives us.
B2, for example, but if we were to then buy into the
service program it wouldn’t come out a lot cheaper
than going to a new machine.” Giving an example,
Burgess recounted that Heli Support - who carry out
Various mods to the

pilots seat, cyclic, col-
lective and pedals have
been very beneficial.
The majority of
flights to the
bush require long
lines.
the maintenance on the H125 – completed the last

100hr check on site and took only three hours. Heli
Support also brokered the purchase deal for the new
aircraft, which was sourced from the USA with only 55
hours on it. Apparently it was part of a US government
agency’s multi-aircraft purchase and ended up being
surplus to requirements, but had already been fitted
with numerous modifications that added value to the
deal. Mods that have been retained include a wire
strike kit, Geneva switch panel, side-step skids and an
extra engine protector on the tail boom, which allows
extended duration hovering for up to thirty minutes
and the Oceania seat slider.
Catering to the varied nature of the work available
has led the Burgesses to operate a number of differing
light single-engine types and aside from the new
H125, which arrived in early October 2017, the fleet
includes examples of the Robinson R44, MD500-E
and AS350-B2. “Squirrels are quite common down
here because they’re good for scenic work and good
for utility work too,” he opined. “They’re good for just
about everything really and if I were to get another
machine I’d definitely go for another one of these. I’d
never get another squirrel without the dual hydraulics
though, mainly because of that extra internal loading
it gives us.” Overall, it seems clear that the H125
purchase has been a positive and productive move for
Te Anau Helicopter Services, but it also seems that
Airbus Helicopters could benefit from addressing the
minor modernization issues raised by Burgess. n
Picking up Dept of
Conservation work-
ers from one of the
Kepler Track huts.
STORY BY ALAN NORRIS

PHOTOS BY ALAN NORRIS & OEMs
Another year and another Heli-Expo with this year’s

edition retuned to Las Vegas. A lot has happened
in the industry over the five years since it was here
last including the downturn in oil and gas prices,
renaming and rebranding of many manufacturers
plus a change of management in many of the OEMs.
Held in the two cavernous South Halls covering
320,500 square feet and despite 705 companies
exhibiting and the 51 aircraft on the show floors
there was space enough for the 17,312 attendees
to freely wander and take in all that was on offer.
C
onfidence in the potential positive impacts of US
helicopter industry tax reform on new helicopter
has been increasing demand and lower volatility in
but at a much oil and gas-related markets have
slower rate than helped fleet managers confirm
the industry would have liked what they told us last year,” said
and this can be seen reflected Ben Driggs, president, Americas,
in the sales figures for the Honeywell Aerospace. Over the
major OEMs. Oil prices have next 12 months, helicopter fleet
been slowly going up but no- utilization is expected to increase
one expects it to reach the significantly in North America
previous highs. This has not and modestly in Europe and Latin
stopped new drilling contracts America.
and exploration. But offshore This was the first major outing
wind turbine projects have for the now newly rebranded Bell
increased and these in turn and its new logo. “This rebrand
need building and maintaining is not just about a new logo,”
and the helicopter industry has explained Mitch Snyder, President
seen a growth in this area. and CEO. “We chose to do this
The highly respected because we see ourselves at
Honeywell Turbine-Powered Civil the forefront of technology. We
Helicopter Purchase Outlook, believe this refresh embodies the
published during the exhibition, idea that we can make the vertical
is forecasting a better long-term dimension more accessible.”
global economic outlook in 2018. It The company launched a
expects customers to hold firm in new model of the 407 range with
their intentions to invest in 4,000 the Bell 407GXi which has the
to 4,200 new purchases over the Garmin’s G1000H NXi Integrated
next five years. “In addition to Flight Deck installed. This has
better global economic conditions high-definition displays and faster
expected in the coming years, processors that offer increased
brightness and clarity, faster community has expressed a lot of

startup and map rendering as interest in operating the fly-by-
well as connectivity to tablets wire type.
and smartphones. The new Throughout the show Bell’s
model is also fitted with the demo team were kept busy with
Rolls-Royce M250-C47E/4 dual a steady stream of potential
channel FADEC turbine engine customers taking to the air from
with full automatic relight that the car park of the convention
delivers increased hot and high center in the 429 and 505
performance, fuel efficiency and demonstration aircraft.
the ability to cruise at 133 kts (246 Sacramento PD ordered the
km/h). Completing the upgrade first Law Enforcement configured
is a newly designed executive 505 which will be fitted with
configuration option that brings a high skids. Also Helite Aviation
modern look to the five-seat club ordered the first 505 with the
cabin. The 407GXi has already MAGnificent VIP interior, the major
been certified by Transport Canada components of the interior will be
and the first customer delivery is manufactured in Italy and Mecaer
scheduled for spring 2018. Aviation Group will complete the
Bell has also restarted test customization at Bell’s Mirabel
flights of the Bell 525 and the facility in Canada.
three test aircraft have now Bell has always tried to
accumulated over 500 hours of innovate and this year was no
flight, certification is still planned different. They unveiled its air taxi
for 2019. The full size mock-up cabin design and fully integrated
on their stand was in a Bristow user experience. The four-
livery and Bell noted that the SAR passenger cabin demonstrated
Bell has also restarted test

flights of the Bell 525 and the
three test aircraft have now
accumulated over 500 hours
of flight, certification is still
planned for 2019.
their view of an on-demand concept and Bell has been moving

mobility aircraft that focuses on people over urban landscapes
a people-first engineered user for decades and we are innovating
experience tailored with an urban at the limits of vertical flight
air taxi ride. and challenging the traditional
“The future of urban air taxi is notion of aviation to solve real-
closer than many people realize. world problems”.
We believe in the positive impact During the show attendees
our design will have on addressing had the opportunity to experience
transportation concerns in cities an augmented reality simulator
worldwide.” President and CEO inside the cabin with a selection
Snyder explained to Heliops of consumer scenarios, from
Magazine “The air taxi is not a new a red-carpet premiere landing to
The future of urban air taxi is

closer than many people realize.
We believe in the positive
impact our design will have
on addressing transportation
concerns in cities worldwide.
several cross-city day and extended landing gear, a Fargo

night trips. 21 gallon auxiliary fuel tank, wire
MD Helicopters were strike protection system, the
displaying both sides of the FLIR Star SAFIRE 380HDc EOIR
company’s product lines, firstly system, a new TrakkaBeam A800
with a MD530F destined for the searchlight, and an NVISB interior
Virginia Beach Police Department to provide enhanced visibility
Aviation Unit in mid-2018. for officers during low-light
The right-hand command operations.
F-model features a full glass From the military range a fully
cockpit configuration that armed MD530G, from an order
includes the Howell Instruments of six by Malaysia’s Ministry of
Engine Displays, Garmin 500TXi Defense, was on display. The
MFD/PFD and Garmin GTN650 aircraft has an increased capacity
Coms/Navigation Display and landing gear to support the
L-3 ESI-500 Electronic Standby 3950lb (1791Kg) MGTOW which
Indicator. The aircraft also features in turn allows for an increased
useful load for additional range, the remainder on target to be

endurance, and weapons. The delivered by the end of 2018. “This
cockpit is fitted with Two Genesys has had a knock on affect with
Aerosystems IDU-680 6” x 9” LCD the MD6XX aircraft, announced
primary displays, the Tek Fusion last year, taking a back seat in
Global’s PATHFINDER Mission development as we needed to
Management System and focus on the military orders.”
“ARES” Weapons Management The company also moved its
System with Dual Side-Mounted airframe production from Mexico
Mission Displays. to Mesa, Arizona and increased
MDHI CEO Lynn Tilton its employee count to over 500 to
explained to Heliops Magazine meet the production targets.
that “2017 was our best year With the steady increase of
ever in bookings and backlog ex US Army UH-60s entering the
due to the five-year contract civil market walking around the
to provide 150 armed MD530s exhibition you could have been
and support services to the US mistaken in thinking there was a
Army and Partner Nation Army Black Hawk party going on with
Aviation Forces”. Tilton explained six of the type on display. Including
that initial deliveries of the 30 models from Pasadena based
MD 530F Warriors to the Afghan Rogerson Kratos, Arista Aviation
AF are due to begin in May, with and a BHI² Firehawk.
The MD500 Collection Poster
This is a once only collectors edition poster

showcasing illustrations of some of the coolest looking
members of the MD500 family around the world by
renowned aviation artist Ugo Crisponi. The poster
includes illustrations of the OH6, MD500C, 500D,
500E, 530F and 520N. If you have an interest in the
MD500 family then this poster is a MUST HAVE.
The US Customs and Border camouflage paint scheme was a

Protection Air and Marine UH-60A from the California based
Operations had one of their UH-60 Unical Defense who has purchased
Black Hawks as a backdrop to a over 25 aircraft from the US Army
recruitment drive, attracting a lot and is offering parts, sub-systems
of interest. and complete aircraft certified for
Sporting a distinctive digital flight to its customers.
On the Sikorsky stand there aircraft we felt we were in the right

was one of the three Los Angeles position to consider that product
County Fire Department S-70i, line and I think the sale puts both
that have been customized to a product lines in a good position
Firehawk configuration, fitted with to be successful and also allows
a 1000 gallon (3785 liter) water Sikorsky to focus on its S-76 and
tank, extended landing gear, a S-92 product range”.
medically-equipped interior and In 2017 Waypoint leasing
single pilot cockpit layout. (Black announced a program to remarket
Hawk-03.jpg & Black Hawk-04. the early short nose AW139s as
jpg) “The Firehawks are a pretty the ‘Waypoint Medium Utility
cool thing,” said Sikorsky president Helicopter’ working with Canadian
Dan Schultz. “We drop with a head based Eagle Copters. The company
pressure that can put the fire out.” has now entered into a partnership
At the show the San Diego Fire- with Leonardo and had the first
Rescue Air Operations signed an prototype aircraft on display.
agreement to purchase its Under the program the
first Firehawk. offshore and VIP transport
In January Sikorsky sold its versions can be converted to a
stake in the Schweizer 300 series Max gross weight of 15,000lb
to Schweizer RSG including the (6800 Kg), an internal payload
Hughes/Schweizer 269/300 of 10,100lb (4585Kg) and an
type certificates and parts external payload of 4850lb
inventories. Dana Fiatarone, (2200kg) making them ideal to
Sikorsky Commercial Systems and serve a wide range of missions,
Services vice president said “With including firefighting, light EMS/
a worldwide fleet of about 2,900 SAR, powerline support and utility
transport. To support it, Leonardo Leonardo and Era have signed

has rolled out a program specific a landmark agreement that would
to the MUH. Allen Rowe, Waypoint launch the AW609 into service in
Managing Director of Sales and the US commercial market. This
Relationship Management, builds on their previous work in
explained to HeliOps “We are helping to mature the design and
pleased to work together with development of the AW609. Era
Leonardo and take advantage of will take delivery of two aircraft
the full AW139 lifecycle, which will in 2020, plus a dedicated training
greatly benefit utility operators. package, in a nine passenger utility
This program leverages the configuration for offshore, utility,
success of the existing AW139 VIP, EMS, and SAR missions.
platform with the opportunity At the close of Heli-Expo
to serve the global utility market Leonardo had received orders
segment.” valued at almost $173 Million
(€140 Mil) for seventeen to 1200 pounds. For external load

aircraft across its AW119Kx, operations, the R66’s maximum
AW109 GrandNew, AW109 gross weight increases from
Trekker, AW169, AW139 and 2700 pounds to 2900 pounds.
AW189 models. These aircraft Following many requests from
are for several customers in its Russian customers Robinson
various countries and for a range has developed crash worthy
of commercial and public service heated seats for the R66 but the
applications. installation does add an extra 3.3lb
Kurt Robinson said that it was (1.5kg) to the aircraft.
a good year for the company with Airbus Helicopters are still the
305 aircraft produced in 2016: leader in the civil and parapublic
77-R66, 194-R44 and 34-R22s. helicopter market and at the
The company production line was close of Heli-Expo had orders for
turning-out a single R22, two over 50 aircraft from customers
R66s and five R44s per week and worldwide. Metro Aviation placed
noted that 80% of customers were an order for twenty-five EC145e
outside of North America. He also airframes and is one of the largest
announced new options available commercial orders ever placed
for the R66 including: a Lithium- by the US based company. Metro
ion battery from True Blue Power Aviation President Mike Stanberry
that reduces the aircraft gross said “The EC145e model has
weight by 26lbs (12kg), a Wire proven to be a workhouse across
Strike protection kit and a cargo various mission profiles, and we
hook that can lift external loads up are excited about putting these
new aircraft into service within H160 was a natural choice for
our family of customers.” This Babcock’s operations as its large
current order will be will produced cabin and low vibration levels and
at the Airbus assembly plant in its state-of-the-art technology
Columbus, Mississippi. will make it a safe and comfortable
Taking center stage on their environment for mission critical
stand was the second prototype services to work in” said Roger
H160, which following its premier Hardy, Chief Executive Aviation,
at the show has begun a demo Babcock International Group.
tour of North America and will Airbus also announced plans
also complete hot and high test for the North America regional
flights in Colorado and then training center to be built in Grand
return to France to continue the Prairie, Texas, which will have the
certification process. Babcock are H145, H175 and eventually the
set to become the global launch H160 full flight simulators.
customer for the H160 after Airbus Corporate Helicopters
signing a five year agreement for (ACH), the Airbus high-end,
the purchase of a fleet destined bespoke brand, signed the first
for EMS and other critical services order for four ACH160s with a
missions starting in Europe. “The major North American business
entity with experience in corporate

aviation. The undisclosed buyer
has opted for one aircraft
to be configured to Stylence
configuration, the in-house private
and business designed product
line. The remaining three aircraft
will be delivered in ACH Exclusive
interior which is a high end luxury
finish that was launched in 2017.
Perhaps the biggest
winners of the show were
Kopter, the rebranded Marenco
Swisshelicopter, who not only
brought the second prototype of
the single engine SH09 to Heli-
Expo but also unveiled an EMS
fitted mock-up. The company has
entered into a partnership with
Metro Aviation to develop the
EMS interior and announced its
launch customer as Helitrans AS,
who placed an order for 12 aircraft
with an option for a further six.
Richard Simonsen, Manager of
Helitrans said “The unobstructed
cabin and modern ergonomics of
the SH09 will profit both our crew SH09 fleets. Mathias Sénès,
and most importantly our clients, Kopter Group Chief Commercial
while enabling us to aim for new Officer said “We are very happy
markets and helicopter activities.” to welcome Safomar to the SH09
By the end of the Heli- family. Safomar is a key aerospace
Expo Kopter Group had signed player which has established a
Memorandum of Agreements strong presence in South Africa,
with Paradise Helicopters, based contributing to introduce Kopter
in Waikoloa on Hawaii’s “Big into a new market.”
Island”, who signed for four aircraft The company sees North
to be delivered following FAA America as one of its largest
certification, which is expected markets and has appointed Larry
by the end of 2019. The second Roberts as senior vice president
was with Rainier International, a of US business development. He
subsidiary of Elling Halverson, for has been part of the helicopter
the purchase of five aircraft and industry for a number of years and
with an option for five additional previously worked for American
aircraft with delivery over the next Eurocopter and Bell.
three years. Kopter CEO Andreas
Finally Safomar Aviation of Löwenstein told HeliOps “We’re
South Africa signed an order a company with an upward
for two units and is also in the trajectory. Over the past few years,
advanced stages of discussion we have grown quickly. The name
with Kopter on a representation change marks a new chapter in the
agreement for its products in company’s history, as it progresses
South Africa, this will include sales through its flight test program and
and support services for future transitions from an engineering
company to a manufacturing Organization Approval from EASA

company”. The forward plan is and type certification of the SH09
to obtain EASA certification, is on track for 2019.
followed by FAA validation, We always say that there is
using prototype P4 and pre- no place quite like Heli-Expo for
series aircraft PS04. Löwenstein the global helicopter industry to
continues “We have a new final showcase the very latest products
assembly plant inaugurated at and meet its customers across
the beginning of February and a the industry. This year was no
pre manufacturing facility where exception and the 2019 exhibition
we have started component will be held in a new venue at the
and airframe manufacturing in Georgia World Congress Center,
Mollis, Switzerland.” The company Atlanta, March 4th to 7th so make
has already received Design a note in your diary now! n
Leonardo Helicopters has announced

that the AW609 will likely enter
the market in the next couple years.
Paul Kennard reviews what could
this mean to the market.
A
t a Press Briefing of the other 40-50 proposed
at this year’s options are.
HAI Heli-Expo, The subject of the protracted
Leonardo certification process for the
Helicopters aircraft was also raised with
announced an exciting, if Leonardo. Their response was
somewhat guarded, piece of that “about 500” flight hours
news. Era Helicopters have was estimated to complete
reached an agreement with the certification work; a yet
Leonardo Helicopters to considerable risk and expense to
take delivery of the first two the project. Leonardo explained
production-standard AW609 Tilt- that the two Era aircraft would be
rotors after Type Certification produced at the Leonardo plant in
is complete – somewhere in Philadelphia, suggesting potential
the 2019/2020 timeframe. use in the North American market.
Although clearly delighted to Era could use the aircraft for
be able to, at last, announce a several roles; the key differential
launch customer for the aircraft, attributes between the AW609
Leonardo remained coy on a and a “conventional” rotorcraft
number of aspects of the sale are its extended range, altitude
and not least an agreed price, potential and cruise speed, all
configuration and the exact offering the potential to either
nature of the order in terms of service remote Oil and Gas fields,
“firm” versus “option” aircraft. provide long range Medevac from
There was also no word of what austere locations or, simply, for
role or sector Era envisages the executive charter. For high net
aircraft performing. There was worth individuals, they could
also no news on how “firm” any consider purchasing an AW609 to
replace a conventional helicopter headwinds – the Civil Aviation

and turboprop (King Air / PC-12) world was still young, and the
with a single asset. vast bulk of regulation drafted
around piston engine airliners
cruising at less than 250kts in
So far so good, but why the 20 000ft altitude range. The
the headline referencing Comet offered 450+kts and an
the Comet? operating altitude of 36,000ft. It
The De Havilland Comet was took as long to certify the Comet
the world’s first passenger jet as it did to design and build the
airliner. As such it shouldered prototype; design started in 1946,
much of the technical, regulatory, first flight 1949 and entry to
operating / infrastructure and service in 1952; with DH having to
reputational risks. No-one had spend considerable sums proving
designed a jet airliner before. the safety and concept of the jet
Indeed, jet aircraft themselves airliner. It also used a different fuel
had not even been flying for a to piston airliners, so airports had
decade when the Comet prototype to expensively acquire additional
took off on its maiden flight in facilities to service the Comet.
1949, after a scant 3-year design The final risk, reputational, was
effort. De Havilland had to meet in the long term the factor which
and overcome several design effectively killed the Comet as
challenges (not least a changing a viable commercial aircraft;
specification from the UK Govt…) the technological risk caught up
without the benefit of a template. with the aircraft spectacularly.
DH also encountered regulatory The first couple of hull losses
were attributable to pilot error differential at the altitude the

– jet airliners were new, and the Comet flew at placed unplanned
sophisticated aerodynamics and stresses on the corners. If you’ve
fragile engines required a far ever wondered why most airliner
more “by the book” mentality windows are round or oval, this
to fly than the piston airliners / is why – curves allow stresses to
bombers that many pilots were be spread efficiently and equally,
accustomed to; aircraft that were whereas corners create areas of
far more tolerant of a “seat of concentrated high stress, leading,
the pants” approach. The public inexorably, to cracking and failure.
seemed to accept that pilot error A rapid re-design of the aircraft
was a factor in all aviation but only achieved modest success
far more devastating was the – by the time the revised Comet
in-flight break up of two aircraft flew, Boeing had flown the bigger,
when stable in the cruise. After the faster 707 and accelerated away
recovery of wreckage, a ground- out of sight, effectively exploiting
breaking (and ruinously expensive) the regulatory and infrastructure
accident investigation (which work that DH had done and
included the testing to destruction learning from their technical and
of a complete airframe) it was commercial mistakes. DH laid the
discovered that both aircraft had road and Boeing drove on it.
suffered catastrophic structural This is my concern for the
failure caused by metal fatigue due AW609. As an aircraft I think it is
to the number of pressurisation stunningly beautiful, a true work
cycles the aircraft had flown. of art. It promises capabilities that
The weak link had been square no other single civil machine can
window frames; standard on deliver. However, if we examine
piston airliners operating at lower the risks that the Comet faced,
altitudes, but the higher-pressure we can draw several parallels to
the current status of the AW609, This is costing Leonardo a

and therefore asses the risk to the significant amount of time and
commercial viability of the project; money, not to mention design
and flight test resource, to
1. TECHNOLOGICAL RISK. The achieve. These costs, the Non-
609 is not the first “modern” Recurring Expenditure (NRE),
tiltrotor to fly. The aircraft will, inevitably, to some extent
has benefitted, thanks to its be reflected in the “sticker
genesis as a joint Agusta- price” as this investment
Bell product (BA609), from will need to be recouped.
precursor work conducted at There’s no guarantee, as yet,
great expense on the V-22 that the AW609 will receive
Osprey. However, the V-22 certification by the FAA/EASA.
was designed to military Another high-profile accident
specifications and standards would significantly impact
which are often at variance the programme at this critical
to civil equivalents. More stage.
pertinently, the route to civil
passenger/IFR certification 2. COMMERCIAL RISK. The
is at variance to military Comet had to be sold hard
procedures. As a “first of to a sceptical market. The
type”, this aircraft is breaking civil aviation sector was full
new ground, much as the of surplus WW2 transport
Comet did, in airworthiness aircraft during the Comet’s
assurance. Again, much like development. These were
the Comet, the AW609 is cheap to acquire and cheap
taking as long to certify as to run; although inefficient
it did to design and build. in fuel terms, the immediate
post-war years provided a issues, and is not certified to

mountain of cheap spares and operate from such city-centre
qualified pilots. The Comet’s heliports, then this sector
attributes, speed, height of the market will be much,
and comfort took some hard much tougher to crack. As
selling, especially to airlines mentioned above, the AW609
wary of the infrastructure provides the O&G industry
investment required and the with the potential to support,
need to retrain pilots. The via air, platforms exploiting
AW609 faces some of the far more remote offshore
same issues. Whilst it is an fields. However, as anyone
attractively bundled package, in the helicopter industry
the key to its success is going knows, the relationship
to boil down to, succinctly, to between O&G companies and
where it can fly and how much helicopters is fickle at best. If
it costs. If the AW609 can the offshore industry sneezes,
access downtown heliports, the helicopter industry gets a
such as Battersea in London cold. The bottom line will be
or Pier 6 in New York, then as the price of a barrel; cheap
a business (and ego….) tool for “fracked” supplies could
the wealthy it has a chance; potentially make these remote
flying more than twice as fields technologically and
fast and far as a conventional commercially unviable. On
helicopter, these “captains of the other hand, a change in
industry” could be whisked attitude towards the “fracking”
from their country estates industry could open the door
to their offices at turboprop for the more remote sites.
speed. If, however, the Either way, the AW609 may
AW609 struggle with weight, well not be able to rely upon
size, downwash and noise Offshore orders to sustain it.
Long range SAR would appear platform being preferable.

to be difficult (although the However, it seems there is a
UAE Joint Aviation Command contractual “hangover” from
has a tentative agreement the Joint Venture days with
to buy 3 (plus 3 options) for Bell; it appears there is a
this role), given the current clause in the “divorce” contract
size of cabin and access door, that prevents Leonardo
whereas maritime patrol / from actively marketing an
border recce can be carried out armed variant. Whether this
by conventional fixed-wing restriction has a “sunset
aircraft at lower cost. Medevac clause” remains to be seen,
does seem a potential but the loss of potential
market; at the moment, military orders to ameliorate
many operations require a the NRE quicker and lower fly
combination of rotary and away costs will influence the
fixed wing to recover patients commercial success of the
to a medical facility. Areas aircraft.
of huge size, poor transport
infrastructure and sparse 3. REPUTATIONAL RISK.
populations, such as large The Comet was killed by
tracts of Africa and Australia, reputational risk. The V-22 has
could well be a market for a suffered greatly throughout
tilt-rotor platform; enabling its prolonged gestation, with
patients to reach a hospital far more scrutiny over its
quicker in a single platform, accident history than is the
rather than a combination of norm. Why? Because it’s new
other ground/air assets, and and untried. Despite the role
relying on the proximity of an of human error in many of the
airport (or suitable road…) to V22 accidents, the aircraft has
operate the ubiquitous PC-12/ received more opprobrium
King Air from. The stumbling than due – and being used as
point here is, again, likely to be a political football doesn’t help.
the purchase price and DOCs; Leonardo will have to accept
if, and it’s a big if, these can be that the -609 will receive
contained to broadly the same close attention by the media
price as purchasing/operating and industry. Any failure or
an EC145 and King Air mishap will have a spotlight
combination, then there may shone on it. Leonardo clearly
be some potential in this area. see the major market for the
One option that, apart from -609 being in North America,
the UAE, doesn’t seem to have hence why the line has been
been explored is the military established at Philly; they
potential of the platform. The would be wise to consider the
USMC and US Army have both commercial fate of another
registered an interest in the European product, Concorde.
aircraft; the former can see A large part of Concorde’s
potential use as a AH-1W potential market was
replacement to escort the wiped out by US politicians
MV-22, whilst the latter can preventing it from flying
see a role for the AW609 as a supersonically coast to coast,
UH-72 equivalent i.e. roles that doubtless partly motivated
you wouldn’t need a UH-60/ by a healthy portion of “not
JMR to conduct, with a smaller invented here” and the failure
of the US Supersonic Transport (who designed the Hurricane,

programme. If lawmakers in Typhoon, Hunter and Harrier)
Washington decide to protect put it succinctly when
their domestic market, and, describing the failure of the
let’s face it, free trade does TSR-2, “All modern aircraft
not seem very high on the have four dimensions: span,
priority list of the current length, height and politics.”
protectionist administration,
then the aircraft could well 4. COMPETITION RISK. At the
see additional obstacles put moment, publically at least,
in its path. Politicians can the AW609 has no direct
kill an aircraft’s reputation competition. The decision
as easily as a mishap. The faced by would-be operators
VH-71 project foundered in a will be based upon the
wicked brew of requirements costs of more conventional
run-away, apparent largesse alternatives, such as a twin-
in a time of austerity and turbine helicopter / turbo-prop
a large dollop of “US First” combination as well as time/
delivered by Sikorsky. Such a distance requirements. A
combination led to a classic closer examination reveals
programmatic “death spiral”. that several “Uber-style”
As the famous UK aircraft urban transportation efforts
designer Sir Sydney Camm are underway; a quick and
cheap “flying car” option, civil FVL threaten the AW609?

such as that proposed by It will be bigger and more
Lilium in Germany, may yet capable, possibly noisier and
undercut the market for the less comfortable. But, it may
AW609, especially if teamed well undercut the -609 in cost
with a corporate fixed wing. terms and both the V-280
Perhaps the most dangerous and Sikorsky SB-1 Defiant are
competition risk mirrors that undeniably US built machines.
of the Comet almost exactly.
When the Comet had its
crashes and faltered, Boeing Money talks….
was able to rapidly step in and The price point and DOCs of
exploit the market gap with the AW609 are going to be crucial
its 707. Boeing was able to do to its success. If it is to make the
this on the back of huge US economic argument to be capable
military contracts; the swept of replacing a new EC-145 and
wing and podded jets on the PC-12/King Air, then it needs to be
B707 were developed and in the ballpark cost of $15-20m.
de-risked by the B-47 bomber The mood music and consensus
programme, whilst the R&D of opinion around HAI was that
costs were further smoothed the -609 will likely struggle to get
by orders eventually totalling below $20m – though Leonardo
over 800 C-135 tankers and may yet market the aircraft in a
special mission aircraft for the novel way to shield the industry
US military. Such investment from the full brunt of the cost.
allowed Boeing to sell 707s A couple of Operators Heli-Ops
for a much-reduced price spoke to were interested in the
than their competitors. The -609, especially for long-range
same could happen with the offshore O&G work, but their
AW609. Although no formal business model was all about
announcement has been buying second-hand and the -609
made, a civil variant of the will take a while to appear on the
winner of the US Army’s FVL/ Used market.
JMR (Future Vertical Lift / My fear for the beautiful and
Joint Multi Role) programme game-changing AW609 is that it’s
would benefit enormously doing all the “hard yards” in terms
from amortised R&D costs. of certification, cultural acceptance
Bell has stated their intent to and infrastructure with the risk
deliver the V-280 Valor at a that, just like the Comet, it falters
cost equivalent to the MH- and is overwhelmed by a military-
60M/AH-64E – so in the order backed and derived competitor. I
of $35-40m per copy - and don’t like being wrong (show me a
this price could well drop if, pilot that does….), but I genuinely
as expected, the platform is hope on this matter I am. Good
widely exported in addition to luck to all at Leonardo Helicopters
the 2500+ airframes the US as they enter the home straight
Army is seeking to replace the of this long and challenging
UH-60 and AH-64. Could a programme. n
WATCHING
OUT FOR
SAFETY
Scott McKenzie spent some
time looking at what was
new at HAI in 2018. Here’s
his report on the flight data
recording and two innovative
ideas on the market.
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
C
rash investigation is an art and your flightpath and parameters to make
despite the best efforts of even the issues go away.
most talented accident investigator The two low cost options on the market
many causes of accidents remain that conform to the FDR specifications were on
inconclusive. Cockpit Voice and show at the HAI HeliExpo 18. There are some
Flight Data Recorders have made a huge major differences between the two being, the
difference to understanding and preventing first being cost and the second being scalability.
accidents in large aircraft, but smaller aircraft The most prominent is the Appereo Vision
have suffered due to the cost and size of the 1000 which is fitted new to civil Airbus
technology. Helicopters that leave the factory. The
Recently, Go Pro and similar small and benefits of the Appereo system is that it is
affordable technology have been used as scalable to include 3D flight review and
pseudo Flight Data Recorders. Unfortunately Flight Data Monitoring via the proprietary
Go Pro and the similar technology are not ALERTS software.
crashworthy and they may not have the same The Eye In The Sky is developed by Louisa
protections for court proceedings as Flight Data Patterson, CEO of Over The Top Helicopters in
Recorders (FDR). If your device complies with Queenstown, New Zealand. Louisa’s son and
ICAO standards for FDRs then it can only be one of her experienced instructors was fatally
used for prevention not prosecution. injured in a R44 mid-flight breakup. There was
Despite being useful for crash investigation no conclusive reason for this tragedy and as a
assistance there are many other uses for these result Louisa wanted to develop a low-cost FDR
types of devices which should easily justify to help reduce the helicopter accident rate. She
the cost of purchase and installation. The
other uses include fault finding, exceedance
monitoring (e.g. review over torque or over Eye In The Sky
temp parameters), flight path confirmation, (Photo Scott
McKenzie)
flying techniques, training review, SOP
conformance, spray coverage, complaints to
do with overflight, scaring stock etc. A simple
download will enable you to demonstrate
The Appereo
Vision 1000
(Photo Appereo)
AMERICA’S FRONTLINE
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
has enlisted the help of well-known Engineer • GPS position, ground speed, vertical speed
and Air Accident Investigator Tom McCready and altitude.
and together with several others and the CAA • Audio recording for intercom and ATC
the Eye In The Sky was born. The resulting communications plus ambient audio.
product will cost less than half of its nearest • Records to both a removable SD card and
competitor but it doesn’t have the scalability internal crash-hardened memory.
of the Appereo System. It is approximately four • Playback via included software.
months away from certification. • Crashworthy and fire-resistant case and
Firstly, let’s look at what they both give you SD card protection.
for the purchase price of the unit: • Start and stop on aircraft power.
• Easy mounting
• Cockpit imaging via wide-angle lens. Also • Data overwrite if maximum storage is
captures exterior footage through the reached therefore guaranteeing recently
windscreen recorded information.
• Attitude data (pitch, roll, yaw) via in built
accelerometers. The Appereo system records photos at 4
The back of the Eye In The Sky

showing the audio/power in (back)
and the fireproof SD card slot (left
side with black screws). The SD
card slot will use tamper proof
screws. (Photo Scott McKenzie)
HELIOPS FRONTLINE 17
Appereo cockpit
photo with zoom
on instruments
of interest.
(Photo: Appereo)
frames per second (4fps or 4Hz) through a 4 hours flight data at which time is starts to
Megapixel camera and this gives the play back overwrite itself.
a slightly jerky appearance. According to Casey The Eye In The Sky records 1080p full HD
DeLanghe, Appereo Sales Manager, this is to video at 60fps. This gives the ability to take
enable a suitable zoom feature to see more good quality still images from the video. It is
detail, on gauges for example. I suspect this capable of 40 hours of imaging/audio and will
was a limitation at the time of the development run for several minutes after a loss of power.
of the technology. The Appereo Vision 1000 is There is no scalability of the Eye In The Sky but
capable of 8 hours of imaging/audio and 200 those with an advanced ability in Google Earth
Appereo 3D
playback
example (Photo
Appereo)
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
Reports Available
from the Appereo
ALERTS system.
(Photo Appereo)
will very likely be able to use the captured data flights had “events”, including the duration and
to create a 3D flightpath. severity of each. You can generate reports from
The scalability of the Appereo Vision 1000 those events, allowing you to monitor specific
is what makes this system stand out. It has parameters with the ability to trend that
a 3D playback visualisation software with information over time.
synchronised imaging, audio, and 3D playback.
This would be very handy for flight training
schools, especially for procedural training such So what about the cost (all in US$)
as circuit and instrument training. Depending on the number of units, the
The ALERTS software provides automated Appereo Vision 1000 costs approximately
Flight Data Monitoring. This web-based $10,000. The replay software is a one off cost
application allows you to access past and of $5000. The FDM review software is $12,000
current flight data, generate detailed reports, plus an annual cost of $750 per aircraft.
and trend the safety improvements in your The Eye In The Sky is approximately $4,440,
operations. Flight data is automatically however, the first 500 will be sold at $2,200.
analysed against customised “Event Triggers” This will prove to be a very cost effect piece of
which can be set for different aircraft hardware for such a price.
or operations, based on self-generated What is great about the Eye In The Sky is all
parameters. This enables you to see which profits go to the James PG Trust, named after
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
Reports Available
from the Appereo
ALERTS system.
(Photo Appereo)
Louisa’s son James Patterson-Gardner. The

trust will contribute all profits to help youth The Appereo Vision 1000
mounted in the centre of the
reach their full potential, in particular those overhead panel in an H135.
(Photo Scott McKenzie)
involved with aviation. If you pay for this device
you are not only watching out for you own
safety but also making an investment in the
future of aviation.
With the advancement of technology and
prices reducing it makes sense to install a
basic FDR system. If you are a large operator
of aircraft the FDM aspect would not only add
safety but give you a crucial point of difference
with the customer. n
The Appereo Vision 1000 fitted to the overhead panel of the

H135. The Appereo Vision 1000 is fitted to new H125, H135,
H145 and H175 aircraft. (Photo Scott McKenzie)
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2 0 1 8 I I S S U E 11 3

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200 WATCHING OUT FOR SAFETY

FROM THE EDITOR 7 FLIGHT SIMULATION 30

NEWS 8 A GREATER VIEW 32

FLIGHT TRAINING 24 BUSINESS TALK 36

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T raining is the fuel or power source for the industry. It has

24 HELIOPS / ISSUE 113 / 2018

in an aircraft without significant risk. This is an area where scenario

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N atalie Davies has challenged herself to capitalise on her life

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