DELIVERING GLOBAL COVERAGE OF THE HELICOPTER INDUSTRY

2009 I ISSUE 61
 contents
2 0 0 9 I I SSUE 6 1

28 cover feature: dangers of

shock loading
Airgreen’s ski All helicopter pilots understand the dangers and
equipped AW139
is regualrly seen in difficulties inherent in aerial winching and hoisting.
the Italian mountains. One of the less understood dangers is that of Shock
Crew are seen
here undertaking Loading – loads which exceed the static load caused
winch training.
by rapid movement changes such as swinging,
28 Photo: Courtesy
AgustaWestland impacting or jerking. CHRIS SMALLHORN reports.

42
42
480B’s agricultural debut
Late last year, the brand new Enstrom 480B made its
debut as the first helicopter of its type to be used for crop
spraying. ALEXANDER MLADENOV reports on operations
of the launch customer for this agricultural derivative –
Bulgarian-based Fortuna Air.

50

enemy at the gates
Fighting bushfires is problematic enough, but when
fires threaten residential and urban areas the risks and
50
challenges inherent in fighting them multiply many-fold.
LEIGH NEIL looks at the extra burdens placed on those
who fight fires at the urban interface.

62 modern data for the

modern world
Satellites, aircraft and air traffic control are catching
up to the 21st century. This leap in compact hardware
and real-time connections equals reduced accidents
and efficiency boosts worthy of the information

regular features 62 superhighway. Jeffrey Decker examines the planned

implementation of ADS-B in the USA.
From the Editor 3

70 HEAVEN AND HELL HERDING TUNA

Industry update 4

subscription Form 11 How hard could it be? One year stationed on a tuna boat

The opening shot 26 as helicopter pilot – on board a 260ft “floating town” upon
which you operate the local airline and are responsible for
the spotting, chasing and herding of tuna by air. NEWMAN
columns
SUBRITZKY finds out what the job involves the tough way.

safety – Core Knowledge 19

flight training – Aviation 70

Standards 21

insurance – Risk Management 23

eye on east europe 25

personal profile – Spanky Melton,

Utility Pilot for Swanson Group 80
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I
recently attended the Paris Airshow
and found it was interesting to see
the different “attitudes” of the aviation
sectors. The airline business was generally
downbeat as were the military fighter
areas, but the helicopter industry was well
represented; primarily by Bell, Eurocopter,
By Mark Ogden AgustaWestland and Sikorksy. Bell was
showing off its 429 model, signaling that it
is serious about challenging Eurocopter on
CEO
its own turf, which can only be good for the
Neville (Ned) Dawson industry as a whole.
The helicopter air display focused on the
PUBLISHER
Tiger and the NH-90. The air display as
Cathy Horton
a whole was subdued, especially without
EDITOR the Russians there to add some pizzazz,
Mark Ogden
but of the different industry sectors, it
european editor certainly appeared that helicopters were
Alexander Mladenov still in demand and industry still healthy
considering the overall economic downturn.
sub editor
Leigh Neil
Having said that, there are areas that are
hurting – primarily the logging industry
legal EDITOR and tourism.
Robert Van de Vuurst
It appears that the secret to survival for
safety editor these sectors of the helicopter industry
Phil Croucher is diversification. Companies such as
Columbia that support oil and gas as well
technical EDITOR
Chris Smallhorn as fire fighting have a better potential for
riding out a downturn. As observed by
I TALIAN CORRESPONDENT one of HeliOps’ contributors, a possible
Damiano Gualdoni
explanation as to why the helicopter
proofreader sector as a whole appears to be holding
Barbara McIntosh up reasonably well is that the helicopter
has become an integral part of so many
PRINTING
GEON industries such as oil and gas, electricity,
health and law and order. It is a multi-
functional tool. While airlines support
industry in general by providing transport
for people and cargo, it stands apart from
general industry rather than being an
integral part of various sectors’ operations.
Airlines service a large but narrowly focused
market in comparison to helicopters. Once
you’ve moved people and freight from A to
B, then there isn’t a lot left for an airline’s
involvement, whereas helicopters are
EDITORIAL ADDRESS
Oceania Group Intl airborne cranes, ambulances and police
PO Box 37 978, Parnell vehicles. Airlines are also being hurt by
Auckland, New Zealand
the extortionate demands of some airport
PHONE: + 64 21 757 747
FAX: + 64 9 528 3172
owners. While airfares fall, I don’t recall
seeing too many airport owners cutting their
EMAIL fees.
info@oceaniamediagroup.com
On the 429, I was fortunate to be given the
WEBSITE opportunity to try it on for size and do some
www.heliopsmag.com flying. Overall, I was very impressed with this
from the editor
machine. If its reliability in the field is proven
and Bell can support the product as well,
if not better than its current stable, the Bell
429 has the potential to make significant
inroads into the market. Meanwhile, Bell is
getting a new CEO and CFO. Textron has
named John Garrison Jr as the new Chief
Executive at Bell. Current CEO Richard
Millman is retiring on August 1st. Apparently
this will be Garrison’s first aviation position in
Textron, having led process improvements
and significant product launches in E-Z-Go
Golf Carts and Jacobsen turf-maintenance
equipment vehicles. Hmmm… golf carts
to helicopters!
Frank T Connor will be the new Chief
Financial Officer. Connor is a former
executive at Goldman Sachs, where he was
the Managing Director in charge of telecom
investment banking. I find it fascinating
that while we are into the largest recession
anyone can remember since the Great
Depression, which has been generally led by
the merchant banks, Textron feels that such
experience is needed for Bell. (See Matt
Taibbi’s piece at http://www.rollingstone.
com/politics/story/28816321/inside_the_
great_american_bubble_machine. Whether
you agree or not, the piece makes an
intriguing read and I wish I could write like
him; “The world’s most powerful investment
bank is a great vampire squid wrapped
around the face of humanity, relentlessly
jamming its blood funnel into anything that
smells like money.” http://www.portfolio.
com/executives/features/2009/01/07/
Goldman-Sachs-Alumni-in-Finance is also
an interesting dissertation.
Well, I really hope this works out for Bell at
such a crucial time in its history, but after the
criticism of Boeing by Qatar Airways boss
Al Baker, who was quoted as saying, “It is
being run by bean counters and lawyers
and if they continue this way they will give
an even bigger advantage to Airbus,” it is
clear that customers are getting tired of the
over-optimistic promises and associated
non-performance of manufacturers.
At any rate, with Helitech in UK happening
in September and HAI just a few months
later, there will be ample opportunity to see
how the helicopter industry is adapting to
the changing financial circumstances and
which companies will come out stronger
and which ones will whither.
Enjoy the read and fly safe! n
3
industry update

NFC awarded contract

The City of Atlanta Police Department awarded a comprehensive night
vision solution contract to NFC of Port St Lucie, FL.
NFC will provide all of the necessary night vision equipment, pilot
and crewmember training, NVG maintenance services and install night
vision lighting for the city’s MD-500.
The police helicopter will receive the latest generation night vision
capable lighting modification and include NIVISYS NVAG-6 NVGs
coupled with a training program.

All American Helicopters

acquires an S-300C
Sikorsky Global has delivered another S-300C to All American
Helicopters, a flight school in Denton, Texas.
The new S-300C will join the three Sikorsky helicopters already in
operation at All American Helicopters and will be used exclusively for PHI S-76C++ gets night vision
flight training. It is the second helicopter the company has purchased
ASU has completed their second night vision modification
from Sikorsky in the past year.
for a S-76C++ owned and operated by PHI in Lafayette, LA.
The aircraft has been specifically designed to serve the
offshore oil and gas industry. It is equipped with cardiac
AW’s Logistic Center doubling in size
monitors with 12-lead EKG capability, transport ventilators
The AgustaWestland customer support Logistic Center at Lonate and intravenous pumps, and a dedicated Lifeport medical
Pozzolo, Italy, is being expanded with the current 10,000 m2 (107,000 interior with two-patient capability.
ft2) facility being doubled in size. The new expanded facility will be The aircraft is the second PHI aircraft to be certified and
operational by the end of the summer. equipped with NVGs for use in the Gulf of Mexico.
industry update

Apical gets FAA approval

Apical Industries has received FAA approval of the EC145
Tri-Bag Emergency Float Systems with and without life rafts.
TC and EASA approvals are pending.
The Apical EC145 Emergency Float Kits consists of four
emergency floats attached to the skid gear, a float inflation
reservoir mounted on the underside of the fuselage, and a
cyclic-mounted float inflation handle. The kit may also
contain a set of two 8-man life rafts (with 11-man overload
capacity), which are packed on the aft floats and have their
own mechanical inflation system. The patented integrated
design of the Apical life raft system conserves valuable
passenger space and provides a significant safety benefit over
cabin-mounted options.
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industry update

Triumph to provide transmission

for the 429
Triumph Group has announced that its gear systems
operations, located in Park City, Utah and Macomb, Michigan,
have been awarded a multi-year supply agreement by Bell
Helicopter to provide the main transmission assembly for the 429.
The scope of the agreement includes manufacturing, assembly/
integration and testing of the transmission, as well as the design
and engineering of the test equipment.
The supply agreement is for a period of five years with five one-
year contract extension options and has an estimated value in
excess of $US363 million over the next ten years.

Tel-Tail Floodlights
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industry update

NPA of Japan chooses S-92

Sikorsky Aircraft has announced the National Police Agency in Japan has selected the S-92 to
conduct SAR and special mission operations.
The NPA has employed Sikorsky helicopters since 1996, and today the agency’s fleet includes
two S-76Bs. These perform missions including SAR, transportation, utility and a variety of special
requirements for the NPA. The S-92 is the first helicopter in its class certified by the FAA to the
most rigorous standards, without any exceptions or waivers. The S-92 also is certified by EASA
to its very stringent safety standards.
DART gains EASA
approval
DART Aerospace has received

Drop Off
EASA approval for their cargo mirror
for the Bell 204/205/212/214 and

Your Aircraft.
412. Approvals previously received
are TC, FAA and Germany.
The DART Medium Bell dual

We’ll Do The Rest.

mirrors feature an 8-inch mirror fixed
onto a bracket installed along the
existing rivet lines on the nose of the
aircraft, and provide better viewing
of the cargo hook for pickup and
release from both pilot and co-pilot
positions.

From component
overhauls and repairs
to reconstruction and
completions, now
Heli‑Mart has a total,
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to fully meet the support
Simplex acquires needs of MD Helicopter
Helipod operators worldwide.
Simplex has announced the
acquisition of Helipod International.
Helipod is a leading developer and
800-826-6899
www.helimart.com
manufacturer of certified accessory
products for Robinson helicopters,
including a variety of cargo pods,
spray systems and other specialty
items.
With its headquarters located
near Auckland, New Zealand,
Helipod has become well known
for it high quality products and
has developed strong brand name
recognition world wide.
Manufacturing will be shared
between New Zealand and
Portland, while all sales activities
will be based from the Simplex
office in Portland.

HM P2 HO.indd 2 3/24/08 8:52:49 AM

2 0 0 7
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industry update

FLIR acquires Salvador Imaging L-3’s new turret

FLIR Systems has acquired the stock of Salvador Imaging, a leading
provider of high-performance visible and low light imaging systems.
Salvador Imaging, based in Colorado Springs, has earned a worldwide
reputation for supplying low light cameras for many applications. The
acquisition of Salvador will enhance and differentiate FLIR’s multi-sensor
systems for military customers and expand its security and surveillance
product offerings to commercial customers. Salvador’s 12 and 14-bit modular
camera designs use charge-coupled device (CCD) and electron-multiplying
charge-coupled device (EMCCD) sensors, at speeds in excess of 100 million
frames per second. In addition to operating at high speeds and with low light,
these EMCCD cameras provide color and monochrome images.
Upon closing, Salvador Imaging was re-named FLIR Advanced Imaging
Systems, Inc. and will operate as a separate business unit within FLIR’s
Commercial Vision Systems division.
L-3 WESCAM has announced the launch of its MX-10 EO/IR
turret. The flight-proven MX-10 incorporates the company’s multi-
spectral MX-series technology into a smaller turret to give defense,
homeland security, and airborne law enforcement customers a
modern option for a lighter, lower clearance EO/IR product.
The MX-10 weighs only 37 lb, stands less than 14 inches tall and
is engineered without a separate control electronics box or an
external vibration isolator. The turret is capable of simultaneous
HD digital video, NTSC or PAL analog video outputs, and is
compatible with all existing MX-Series command and control,
moving map, SLASS and radar interfaces. This commonality
promotes a faster transition period, and ease of use for customers
who decide to switch current MX-fitted fleets over to the smaller
MX-10 turret offering.

DART gains more

approval
DART Aerospace has received TC, FAA
and EASA approval of their Baggage
Compartment Protector Kit for Medium
Bell aircraft.
The kit consists of seven aerospace
grade plastic components that are
installed using potted inserts in the aircraft
baggage compartment. The purpose
of the kit is to protect the expensive
honeycomb panels from damage. The
baggage compartment protectors have
holes for compatibility and to allow access
to all cargo tie-down rings.
The Baggage Compartment Protector Kit
is a great addition to the DART Aft Cabin
Wall Protector Kit and the DART Cabin
Floor Protector Kit.

Metro authorized
for 407 repair and
maintenance
Metro Aviation has received FAR Part
145 repair station authorization to perform
maintenance and repair on the Bell 407.
With this latest certification, the Shreveport,
Louisiana based company continues to
diversify the approved helicopters under its
longstanding repair station authorization.
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industry update

EC145s enter service

LA fire dept wants
third AW139
AgustaWestland has announced that
the Los Angeles Fire Department has
signed for a third AW139.
This aircraft will join the two AW139s
already in service performing critical
aerial fire-fighting, MedEvac and SAR
missions in Los Angeles and the
surrounding communities.
The first of the Flight For Life Transport System’s two new EC145s has entered into service.
The aircraft was inaugurated during a ceremony at Flight For Life’s Waukesha, Wisconsin
headquarters, where the helicopter will be based. The aircraft, as well as the second EC145,
was completed by Helicopter Specialties in Janesville, Wisconsin, where the EMS interior and
numerous enhancements were installed.
Some of the features include wire strike protection, Honeywell Mark II Enhanced Ground
Proximity Warning System, dual WAAS GPS units, weather radar, XM weather, Sky Connect
Satellite Tracking System with satellite phone and Technisonics TDFM 7158 Digital Radio with
UHF/VHF/800 capabilities and channel capacity of 510 channels per band. NVG compatible,
and is scheduled to be NVG operational by the end of the year.
The EC145s are certified to be flown single pilot IFR – a capability Flight For Life plans to have
in place within the next 18 months. The aircraft also features the very first NAT Digital Audio
Control System to be installed in a helicopter in the United States.

Edmonton PD gains
second EC120
The Edmonton Police Service
has taken delivery of their second
Eurocopter EC120B patrol helicopter,
which will allow for greater in-air
coverage and policing of the growing
city of Edmonton.
When combined with other policing
resources, the aircraft will increase
operational efficiency and reduce
response times to emergency calls.
In addition to in-house training,
Edmonton Police pilots receive
recurrent training at Canadian
Helicopters Limited School of Advanced
Flight Training in Penticton, BC.
The Eurocopter EC120B was selected
because of its mission suitability and
reduced noise impact, thanks to its
shrouded tail rotor, Eurocopter’s low-
noise patented “Fenestron” – means
the aircraft can operate 1,200 ft above
the city and is barely noticeable. The
EC120 B is also recognized for its
speed, range and lift capability for the
equipment carried on board.
In addition to emergency response,
the EC120B will be used for air patrol
and surveillance of the city, support
ground missions, provide real-time
information about emerging incidents,
and manage in-progress situations.
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 industry update

Firefighting Helicopters Pawan Hans contracts HeliProducts

for Lebanon
A new fleet of helicopters dedicated to aerial
firefighting will operate in Lebanon this year, using
the FAST Bucket and accessories to make its
efforts more effective.
Feu Vert, a non-profit organization responsible
for the protection of the historic cedar forests
throughout the country, funded the acquisition of
the aircraft and FAST systems after a technical
committee comprised of several agencies reviewed
equipment options and made recommendations.
The new Lebanese fleet will be made up of
three S-61s equipped with the FAST Bucket aerial
fire fighting system manufactured by AFS. In
addition, 10 complete FAST systems were chosen
to modernize and expand the capabilities of the
country’s UH-1H fleets.
To outfit both the UH-1H and S-61 aircraft
this season, the Feu Vert technical committee
selected AFS’s FAST Bucket because of its
advanced technology, ease of use, and lightweight
characteristics.
AS350’s
Eurocopter has signed a €7 million
contract with Pawan Hans for three
AS350 B3s. Pawan Hans will be able
to operate it for a variety of missions
ranging from tourism and medical
evacuation to surveillance operations.
Grands wanted for
Chinese MSA
The Maritime Safety Administration
of China has signed a contract for
two AW Grands with an option for an
additional two to be exercised next
year. Acceptance for the two purchased
aircraft is expected to be later this year.
The MSA is responsible for monitoring
all inland and coastal waters and these
two helicopters will be dedicated to
controlling and fighting water pollution.
acquired by DART
DART Helicopter Services has
announced its acquisition of a
division of Heliproducts Industries.
The acquisition further expands
DART’s portfolio of helicopter
tooling and introduces a new line of
tools for AS350s.
A key new offering is a portable
tool kit for AS350 field maintenance
that is especially popular with
AS350/355 operators.
The expanded product line
also includes tools for Bell, MD,
Honeywell, Rolls Royce, and
Turbomeca products. DART is
already the exclusive distributor
for 900 standard and custom tools
produced by DHS partner Red
Barn Machine. Red Barn will also
manufacture and distribute the new
line of Heliproducts tools.

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I
am currently in the training field –
particularly for JAA/EASA (European)
professional licenses. Having occupied
the position for nearly two years, I have seen
a disturbing trend become apparent which, if
nothing is done about soon, will have a major
and possibly permanent effect on flight safety
throughout the industry.
By Phil Croucher This is because I can see a lot of retirements
coming up soon, which is nothing unusual, but
these will happen in a relatively short time and
the replacements for these multi-thousand-
hour pilots will get nowhere near enough time
Core to achieve that level of experience needed to
replace them – particularly with current duty-
Knowledge hour limits.
The majority of these potential replacements
Do helicopter pilots are motivated, want to learn and, given
good instruction will be worthy successors.
have the core knowledge However, before they join our school to study
to keep the industry for their commercial licenses, they must
have an ICAO PPL(H) – so it follows that
advancing in the we are entitled to assume a certain level of
years ahead? knowledge.
They simply don’t have it. The core
knowledge that every pilot should have before
they get airborne is just not there.
As far as I am concerned, there should be
very little difference between the examinations
for the PPL(H) and CPL(H), leaving aside
obvious matters such as turbine engines and
the ILS. Indeed, the PPL(H) should be the
hardest license to gain because the subject
matter should be new. The check rides should
certainly be the same. To my mind, if you are
going to share airspace with others who have
a certain minimum knowledge, you should
have that knowledge as well!
Aside from busy businessmen who simply
“don’t have time to study,” we know that there
is motivation on the part of
students, because otherwise
The core knowledge
they wouldn’t be seeking
the training. So the problem that every pilot
must lie with some of the
should have before
flight schools, and possibly
their supervision. In the UK at they get airborne is just
least, PPL(H) training can be
undertaken by a “registered not there.
facility” which is not subject to
any checking – even the exams are done
at the school. This is a rather strange way
to ensure that future commercial pilots
(or indeed anyone) get the core knowledge
that they need.
The FAA, on the other hand, inspect
schools and do ramp checks at random, as
do Transport Canada. In fact, in Canada,
instructors have to keep a minimum pass
rate or they become subject to additional
monitoring. The FAA also insist on 60 hours of
ground school for the PPL(H), which has to be
endorsed in your log book.
Yes, there is an economic climate that
makes the schools think twice or even three
safety
times before turning a student away. Yes,
flight instructors typically only get paid when
they fly, so the ground school only tends to
get done under protest on the wet days when
there is no flying anyway. Even then, students
are far too often just given a book and a
corner of the crew room in which to study.
I don’t think there is any justification for
the abysmal product that is being produced
by some flight schools. I have had students,
including those who claim to have got high
marks in their exams, who have never done
a C of G calculation, who have no idea what
torque reaction is or how to even do the 1 in
60 rule. They even find it difficult to do basic
maths. How did they get their PPL(H)?
Flight schools are the first port of call for
CRM issues, and in an ideal world there
should be some sort of filtering process
through them. I know of two schools, one
fixed wing and one helicopter that recently
turned students away because they simply
weren’t good enough. The potential helicopter
pilot had a PPL(H) and some hours, and
had passed his commercial written exams –
but was not able to be sent solo. His
previous flight school certainly didn’t do
him any favors. The fixed wing school had a
student who couldn’t remember things from
one day to the next.
If somebody is too busy to study, he doesn’t
get his license… Period. If somebody has an
attitude problem, no license… Period!
So what do we do about it?
Naturally, not all flight schools are to
be tarred with the same brush as above.
Indeed, I can take students directly from
most schools without worrying about their
knowledge levels. But there is enough of a
trend to create significant concerns about
the future of the pilots coming
into our industry. So much
so that we have reluctantly
instituted quite a stiff entrance
exam, and we are now
conducting oral exams
(as per the FAA) before
we let students take the
proper exams.
One of the notable things
about the FAA and Transport Canada is that
they have a local presence in every city.
This is not the case in the UK. Even type
ratings have to be processed at the main
offices in Gatwick – there is no such thing
as a Temporary Airman Certificate. However,
I note that there is an intention to pull the
PPL(H) examinations away from the schools
and run them centrally, once the professional
ones go online, which can only be a good
thing, in my opinion.
Customers are customers, and it is very
hard to turn them away when times are hard,
but there is a wider responsibility here. Let’s
see if we can follow it. n
19
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world wide
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hours within our Sikorsky S-61 fleet,
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ContaCt: Jim Messer

+1 250 720 7160

www.coulsongroup.com
20

By Mark Ogden
AVIATION
Standards
Are teaching standards
falling and if so, why?
T
here has been a lot of recent debate
about aviation “standards”, especially
in the helicopter industry. Much of this
has come about as a result of poor accident
records in some sectors of the industry
– and general observations about the
motivation of many students. In some cases,
I think the concern is valid. Yet in others, it
seems to be more a generational debate
that has been a feature of society for the last
hundred years or so. But has there been a
lowering of piloting standards? In general, I
believe so. I have observed as an instructor
and as an ex-accident investigator, many
newer pilots just don’t know their machines,
the regulations, or even standard operating
procedures – including not knowing the
contents of the operations manual.
I have observed and investigated
accidents involving pilots who don’t know
how much their machine can lift or what
power margins are available, the tell-
tale signs of impending control loss or
not knowing how systems work, or their
limitations. Overall, there is almost a culture
developing of relying on the machine and
its systems to assure the safety of flight and
less on the skill and knowledge of the pilot.
While I think that improved engineering and
design are essential for improved safety,
pilot knowledge and skill can never be
replaced and should never be diminished
or under-estimated. Helicopter accident
rates aren’t really improving – certainly not
in line with those being achieved in the
airline industry as a whole (and there are
criticisms of that industry’s standards at the
moment). There are many reasons why this
may not be attainable – from the type of
work helicopters do, to the environment in
which they operate. But that doesn’t absolve
those in the helicopter industry from working
to assure as far as reasonably possible,
that pilots and mechanics are skilled and
knowledgeable professionals who make
reasoned decisions.
So why are we seeing what I believe is a
demonstrable loss of aviating standards?
Several things appear to interplay. These are
profit and reward, the legal system, politics
and bureaucracy, and attitude.
People often do not want to pay for
what they want. Helicopters are expensive.
After paying the finance company for the
helicopter, its maintenance, airport owners,
insurance, taxes and whatever other fee
some municipality, government agency or
regulatory authority can impose, there isn’t
a lot left to pay wages or make a profit.
So two things tend to happen – wages for
instructors stay low (often less than what
the average bar-person can earn per hour)
and a sustained throughput is needed. And
recently graduated instructors tend to be
looking to build hours before moving to that
offshore IFR job (industry experience – nil)
and there is little encouragement to spend
time on a student because the throughput
is needed, meaning less
ground preparation time
for example. This can lead Many regulators
to students only receiving these days appear to be
cursory ground instruction
before becoming airborne. expunging themselves
After all, most schools of the responsibilities of
earn most money for their
airborne time. assuring standards.
Evaluations are made of
student performance, which may eventually
lead to the student failing. What seems to be
happening these days is that the instructor
is blamed for a student’s failure to perform
(which can be compounded by the first issue
noted above). Some cultures believe that if
the money is paid, then the student will pass
regardless of his or her own application or
skill. I have seen this happening in Australia
recently. When a student is deemed to not
pass, significant pressures can come to
be applied to the instructor and the
school to encourage a “diplomatic” pass.
Interestingly, if the pilot later in the career
has an accident that may be related to his/
her training, then the instructor and/or
school can be held liable.
Many regulators these days appear to be
expunging themselves of the responsibilities
of assuring standards and trying to pass
flight training
this responsibility back to the industry; an
industry already under pressure from many
quarters to keep costs and prices low while
trying to make a profit. Regulators can find
themselves in a squeeze with the industry
wanting autonomy (but not wanting to
accept the responsibility of that autonomy),
and freedom to make a profit. Meanwhile
the Government is not wanting to assume
responsibility and is looking to lower its
costs, and at the same time assure the
public expectation that aviation is ultimately
“safe” and without “risk.”
Lastly, the attitude of students can be a
problem and much of this can be sheeted
home to the education “system” – a
system that appears to award mediocrity
and encourage students’ expectations to
be hand-fed information. I am constantly
amazed by, “I was never told that,” when
the information was readily available in
publications – publications that should
be known by pilots. It seems that if the
information is not readily available via word
of mouth or the Internet, some pilots don’t
want to know!
So how to overcome these shortcomings?
It is vital that the operator’s publications
are correct, readily accessible, and that
students (and instructors) know where
the publications are! Students should be
continuously quizzed on their knowledge
through informal and formal
exams to encourage a
“learning” process. In-flight
teaching must be backed
with good ground instruction.
Instructors should be well
compensated (to encourage
experienced pilots to teach)
while demonstrating and
demanding high flying
standards and decision-making (good
airmanship). While regulatory compliance
provides a basic foundation for what pilots
are expected to know and achieve, school
and personal standards should be set
higher. Good instructors can eek the best
from the student, but if a student does not
have the application or skill, then this should
be identified early and remediation plans
developed. Personality conflicts can and
do happen. The student should never be
left in any honest doubt as to their progress
and ability.
Flight manuals, regulations and orders,
operations manuals and industry-based
publications are must-reads for students
and instructors alike. And should be every
new pilot’s constant companion as a guide
and back-up to bring confidence in handling
that unexpected situation or emergency. n
21
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By Chris Esposito
Risk
ManagemenT
In a time when big name
insurance companies are
being dragged through
the mud in the news and
the aviation industry as a
whole is struggling for each
breath, it has never been
more important to have
a solid risk management
program in place to protect
your business.
Insurance
I
n 2008, the helicopter industry suffered as they are unable to fill seats due to an
many losses, and while the most increasing demand for their services. To
substantial were in the EMS field, the assume that the independent contractor
helicopter industry as a whole felt the pilots have their own worker’s compensation
effects. Underwriters at most of the major insurance can be a mistake, as many pilots
insurance companies have adjusted their simply don’t want to deal with the additional
rates to reflect the apparent increased cost of this insurance, and so it falls back
hazards associated with helicopter flight on the operator. While a true independent
operations. As a result, most operators are contractor could be held responsible for
finding that they are not getting insurance their own injuries while performing work,
reductions this year, and many may in fact there is a considerable gray area in the type
be getting increases in their premiums. of duties an employee vs an independent
Since aviation insurance premiums contractor would perform, when it comes to
are based on the rates of incidents and a pilot job. On many occasions, independent
accidents for different aircraft, operations, contractor pilots could be considered
etc., there is little an operator can do to employees, and not having workers’
initiate a large-scale change in the way the compensation coverage in place to cover
underwriters operate. An EMS helicopter them could be a considerable exposure. An
operator using a BK117 will be rated on the operator could be held liable for damages
helicopter’s safety record, the safety record claimed by a contract pilot - and in past
of the EMS industry as a whole, the type of court cases this has indeed been the case.
equipment being used (night vision goggles, Another big exposure area lies in the fine
etc.), the experience of the pilots and a host print in contracts, and these can range from
of other areas. fuel vendor agreements to maintenance
The aviation insurance industry has and lease agreements. The big problems
been hit hard by this downturn in the arise with hold-harmless and indemnity
economy. Not only have losses been on language in the contracts, as these can
the upswing, but the investment income void your insurance coverage because in
that the underwriting companies typically effect you are agreeing that the vendor or
rely on from investing their premiums has service provider would not be held liable
disappeared. Underwriters are losing billions for any damage they may cause. The most
of dollars as the stock market tumbles, and important step you can take with these
as a result they have more red ink on their contracts is to get them on file with your
balance sheets. Consequently, helicopter underwriter, and to have your agent review
operators are seeing their insurance costs them as well. Once the underwriter has the
begin to increase, or at the very least agreement on file, they will either accept it,
remain at current levels. The only factor in or ask that it be changed to better protect
the underwriting arena that the operator as well as their
helicopter operators can While a company interest. Not taking this
truly control is their own may have an excellent critical step could cause
performance and safety. serious problems later
While a helicopter operator safety record and SMS, down the road. Suppose
may not have had any losses, there is always room for an underwriter is unaware
they are still going to see you have released a vendor
improvement, and one
some kind of effect from the from liability – in the event
losses the industry suffered. should never be content of a claim the underwriter
And while a company may could argue that you never
with their current safety
have an excellent safety shared this vital information
record and SMS, there is program. with them, and the claim
always room for improvement, could go unpaid.
and one should never be content with Clearly risk management is a continuous
their current safety program. It should be a process, and an area that should not be
constantly evolving program, much like your taken lightly. There are many areas that
insurance and risk management program. any helicopter operator can improve on to
New helicopters, new facilities and new increase safety and ensure they have a truly
staff all affect a helicopter operator. Knowing comprehensive insurance program. Working
the insurance implications of these changes closely with your insurance agent to ensure
is vital to ensuring a company stays that exposures are proactively identified
adequately protected. is a critical process, and one that is
Perhaps an operator begins using a few becoming increasingly important as rates
pilots on an independent contractor basis, begin to climb. n
23
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EnginEs • Dynamic componEnts • structurEs & avionics

 EYE ON EAST EUROPE
Afghanistan still a deadly
place for civil helicopters
A
couple of helicopter accidents with a
large numbers of fatalities occurred
this July in Afghanistan. The first
one involved an Mi-26 (registered EV-
MCV) operated by the Moldovan company
By Alexander Mladenov
Pecotox, in which a Ukrainian crew of six
was ferrying cargo on an external sling to
supply the British forces in the southern part
of Afghanistan. When approaching to land
at the military base at Sangin in Helmand
province, some 150km north of Kandahar, it
took an RPG hit in the tail boom and became
uncontrollable, impacting the ground in
nose-down attitude. All on board plus an
Afghanistan girl on the ground were killed,
while several more locals were injured by the
helicopter’s impact.
In another high-profile accident only five
days later, an Mi-8MTV operated by the
Russian company Vertical-T and loaded with
17 passengers and three crewmembers
crashed at Kandahar airfield as it was trying
to take off. It is said there was no involvement
of insurgents. As many as 16 of those on
board were killed in the crash of the civilian-
contracted helicopter, including 10 Filipino
workers.
These two fatal accidents once again
highlight the huge risk borne by the civilian
contractors operating in Afghanistan to ferry
military supplies and supporting personnel
around the country. There has been a
notable increase in the activity of the Taliban
insurgents in the southern provinces since the
beginning of this year – as a rule they do not
make any difference between military and civil
helicopters and open fire against everything
in the sky. It can be remembered that the
last high-profile incident involving a civilian
helicopter in Afghanistan was on 2 December
2006; it was again a Vertical-T helicopter, an
Mi-26 contracted to ferry military supplies,
which crashed in a mountain area some
100km north of Kandahar, killing all eight
crewmembers.
The tense situation in the southern
provinces and the continuing campaign by
the coalition forces mean that they have to
continue to use the otherwise vital services
provided by various civilian helicopter
operators, mainly for ferrying supplies
to remote bases. It is logical therefore to
expect more helicopters to be shot down
in the near-to-medium term, as well as
additional non-combat related accidents in
this most inhospitable place for helicopters.
Nevertheless, it is sure that operators from
Russia and other former Soviet republics will
be committed to bearing the increasing risks
and continue developing this mildly profitable
business, despite the increasingly negative
public mood in their countries caused by the
recent fatal accidents. The Russian press
already published a series of articles calling
for a greater control over the activity of the
Russian helicopter operations providing
their services to the Western military forces
fighting the Taliban insurgency in Afghanistan.
The Russian helicopter expert Evgeniy
Matveev was even harsher in his comments,
directly accusing the British forces for the
failure of their military helicopters to provide
protection of the helicopters belonging to
civil contractors that operate in the well-
known and extremely dangerous Helmand
province. n
Kamov Ka-62 Ready for
Testing Next Year
R
ussian Helicopters, the holding
company controlling almost all rotorcraft
developers and manufacturers in the
country, expects the first example of the new
Kamov Ka-62 model, a six-tone high speed
helicopter for civilian use, to be ready for
commencement of testing by early 2010. It
is yet to seen how successful this brand new
helicopter will be in the face of stiff competition
from AgustaWestland’s AW139 (to be
launched soon in production in Russia as the
construction of the brand-new plant for its final
assembly has already been commenced) and
Eurocopter’s new EC175. n
Agricultural Promotion
for R44s
T
he privately-held Russian Helicopter
Systems (RHS) company has launched
a massive campaign to promote
the Robinson’s R-44 for agricultural use
in Russia replacing the worn-out Mil Mi-2
and Kamov Ka-26 as their numbers are
decreasing sharply from year to year. The
HeliPod system equipped on the R-44 has a
300-liter tank is sold with the helicopter, and
is intended to be certified in Russia soon. It is
forecast that the Russian agricultural sector
will need hundreds of new helicopters in the
foreseeable future to replace the thousands
of light helicopters and fixed-wing aircraft
used to serve the sector in the not-so-distant
past. In order to further strengthen the
promotional effort, RHS intends to establish a
dedicated agricultural spraying subsidiary. n
25
T he opening sh ot

THIS ISSUE’S WINNING

SHOT PHOTOGR APHED BY:
Al an Johnson

Highland
Helicopters Bell
Longranger
C-GFHH flying
ski-mountaineers
from Nakusp,
BC, Canada into
Valkyrie Lodge
in the Selkirk
Mountains
for a week of
backcountry skiing.
cove r f e atu r e
All helicopter pilots understand the
dangers and difficulties inherent in
aerial winching and hoisting.
One of the less understood dangers
is that of Shock Loading – loads
which exceed the static load caused
by rapid movement changes such
as swinging, impacting or jerking.
CHRIS SMALLHORN reports
 Mountain rescues
are very common in
Italy so crews must
train regularly. Here
mountain rescue crews
prepare to be winched
into this Agusta Grand.

T
here was a time, not so long
ago, when the critical risks
associated with the shock
loading of helicopter hoist wires
were not appreciated. I recently spoke
with a colleague who has working as
a crewman in military and civilian
helicopters for more years than he cares
to remember. He told me of some of his
early experiences doing cliff winching
where taking shock loads on the hoist
was not all uncommon. While not
intentional, a slip of a person from a
cliff edge, over-control of the aircraft
in poor visual conditions or perhaps
over-eager winching techniques with
some of the older equipment, often
resulted in sudden application of
excessive loads, otherwise known as
“shock loading.” The associated risks
and just as importantly, why the risks
exist – were not taught in training. I
would like to think that throughout
the helicopter industry, the cautions
relating to shock loading during
winching or hoisting have become well
known. Even if this is so, one can never
have too much information on the
“whys?” and “what fors?” applicable to
our craft. Hoisting of personnel from
beneath a helicopter is a risky business
at the best of times. To minimize
the risks it is the responsibility of all

30

operators to understand them, and
more importantly, to understand what
mitigations are available, whether by
way of technique or engineering.
What is shock loading?
Let’s look at a few common
engineering terms used in cable
dynamics and loads. A cable has what
is called in the engineering world a
Working Load Limit (WLL) which is
the maximum load that should ever
be applied under any conditions. Note
however, that the WLL is based on
the load being uniformly applied in a
straight line pull. The flight manual
rated loads applied for operations
takes this into account and you may be
reasonably assured that the load limit in
your flight manual is significantly less
than the cable WLL.
The “Breaking Strength” is an average
Single-engined
helicopters such
as the Koala also
make very suitable
winching platforms.
loading at which cable samples were
found to break under laboratory
conditions in straight line pull, using a
constantly and predictable increasing
load. The Breaking Strength is not used
for design or cable load rating purposes
– the WLL is used instead.
Shock Loads are those loads which
exceed the static (or simple hanging/
straight line) load, caused by rapid
movement changes such as swinging
31
 The S-92 is a regular sight around
the Scottish coast. This Stornoway
based example is seen just coming
to a hover out over the North Sea
during a training mission.
S branley
The French Gendarmerie use helicopters for a lot of
their mountain work and one is seen here preparing
to hoist up a patient in the mountains.
32
loads, impacting or jerking. I would
assume that all readers who are
somewhat experienced in hoisting or
winching missions are thinking, “Yep,
I’ve seen each of those at some time.”
Steel cables, such as those used on
helicopter hoists, are actually like a
rope, in that they stretch – although
to a far lesser degree. The amount of
stretch is directly proportional to the
length of cable deployed and the load
being carried. The more cable that is
deployed and the greater the load, the
more physical stretch is exhibited by
the cable. The more stretch that the
cable is capable of undergoing, the more
it is able to absorb shock loading. In
short, the more cable deployed the more
the cable can absorb shock loading,
and the shorter the cable, the more
susceptible the cable will be to damage
or catastrophic failure from shock
loading. This brings up an important
note – arguably the most critical part
of the winching process where shock
loadings may occur is in the last few
feet of the recovery. Here the rescue
crewman and/or survivor are trying to
access the cabin where it is most likely
that a slip or fall may occur, imparting
heavy shock loads to the cable.
Furthermore, the shock loads in this
position are also likely to have a lateral
aspect, with a small swing developing.
Maintaining little to no slack in the
cable is imperative during this phase of
the recovery.
The Math
In order to understand the magnitude
of force that can be applied to a cable
under a shock loading condition we
must first explore the math and physics
of the problem. In order to simplify,
we’ll assume our cable acts like a simple
spring. This is not a leaping assumption,
but an engineering reality. The cable,
like a spring, has a spring constant
defined by the amount of “stretch” or
elongation that will occur for a given
static weight. The spring constant is a
measure of stiffness of the cable and
is a fixed value for any given length of
cable. A typical helicopter winch cable
is a wound 3/16 inch steel cable. A
reasonable figure to work with for our
purposes is that the cable will stretch
approximately 0.334% of the payed
out cable length with a static 600lb
(272.15kg) mass hanging from the hook.
The spring constant is calculated from
two fairly simple (metric) formulae:
 Stretch vs Cable Length
EQUATION 1
Static Mass - 600 lbs, Stretch - 0.334%
F = k*x 0 .2 5 0 0

or
0 .2 0 0 0
k = F/x
where
Stretch (m)

0 .1 5 0 0

F = Force (in Newtons, N)

0 .1 0 0 0
k = spring constant (in Newton per meters, Nm-2)
x = cable stretch or elongation (in meters, m) 0 .0 5 0 0

Note that mass must be converted to force – so: 0 .0 0 0 0

0 15 30 46 61

Payed out Cable Length (m)

F = m*a (Newton’s Law)
where: Figure 1: Cable Stretch, 3/16inch stainless steel cable
F = Force in Newtons (N)
m = mass in kilograms (kg)
Spring Constant vs Cable Length
a = acceleration in meters per second squared (ms-2) and in
the case of a mass being affected by gravity, the acceleration 70000

value equals 9.8066 ms-2.

Spring Constant (N/m)

60000

50000
Our 272.15 kg mass therefore equates to a force of:
40000
F = 272.15 * 9.8066 = 2668.87 N
30000

For a 61 meter (200ft) cable with 0.334% cable stretch, the 20000

cable will stretch 0.2032 meters (8 inches) 10000

Therefore, for that 61m cable: 0 10 20 30 40 50 60 70

k = F/x = 2668.87 / 0.2032 = 13134.18 Nm Cable Length (m)

Figure 2: Spring Constant, 3/16inch stainless steel cable

33
 If we plot force v. elongation, the slope
of the curve remains linear until the
cable reaches its elastic load limit. The
elastic limit is the point at which the
cable will no longer return to its original
length after a load is removed. At the
elastic load the cable is said to “yield”.
Now, unlike a natural fiber rope, steel
once it has yielded, actually elongates
faster for a given increase in load than
it did before yield. Therefore, exceeding
a yield limit in a steel cable is not where
we want to be, and manufacturers
fortunately ensure the yield limit is
sufficiently high that our static loads
don’t come close. Accordingly, we need
only consider the linear portion of the
34
curve. Note that the spring constant,
k, varies for a given length of cable.
Equation 1 (on the previous page) shows
the amount of stretch or elongation for a
static 600lb (272.15 kg) mass for varying
lengths of payed out cable. Using
Equation 1, Figure 2 shows the spring
constant (k) for varying lengths of payed
out cable. Note that the spring constant
becomes exponentially larger, the
shorter the payed out length of cable,
which makes sense as the amount of
force required to affect a given amount
of stretch will increase dramatically for
a shorter length of cable, as there is less
available cable to stretch.
So as you can see, there is very little
stretch in a cable, and critically, the
amount of stretch is significantly less
when the cable is shorter; but what little
there is, is all important in the business
of absorbing shock loading. The more
stretch, the more energy absorption the
cable can facilitate. The level of stretch
controls the critical issue of deceleration
of a mass once a shock load is “taken
up.” That is to say, the time taken to
slow down a load that is rapidly applied
to a cable is less – the shorter the cable.
The longer the cable, the more spring is
evident, hence it will take slightly longer
to slow down the load. The resultant
rate of deceleration is all important
when it comes to the magnitude of
 The time taken to
slow down a load that
is rapidly applied to
a cable is less – the
shorter the cable. The
longer the cable, the
more spring
is evident, hence it will
take slightly longer to
slow down the load.
Because of the French
Alps in their back yard,
French EMS operator
SAF Helicopters
regularly spends time
rescuing people from
hard to get to spots.

shock load that is applied to the cable.
The magnitude of the loads can be
extraordinary, as we will now calculate
in Equation 2.
The term “shock loading” is, in the
purist sense, a little misleading – but
suitable for our purpose. If we think of
a shock occurring in a very short period
of time, that is in a fraction of a second,
then we are on the right track. When a
mass falls it builds energy. The mass is
accelerating towards the ground, and for
the short periods we are talking about,
drag and friction are negligible. The
mass accelerates towards the ground
at the acceleration provided by gravity,
that being approximately 9.8ms-2. So a
mass accelerating towards the ground
for half a second would be traveling
at approximately 4.9ms-1. Note that in
that half a second the mass would fall
4ft (1.2m), which is pretty extreme.
Provided good cable management
techniques are employed, it is highly
unlikely to occur except possibly on
yacht rescues.
Firstly, let us assume that the
crewman and survivor have fallen for
half of a second, and once the cable
begins to take the load it requires 0.15
seconds to stop the fall, or decelerate
the mass to zero speed. The period of
deceleration will vary depending on
the length of the cable. It is this rapid
deceleration time that causes the shock
loads and the rate of deceleration can be
calculated as follows:
EQUATION 2
a = v/t
where
a = acceleration, in this case
deceleration (meters per second
squared, ms-2)
v = velocity = 4.9 ms-1
t = time = 0.15s
a = 4.9/0.15 = 32.37 ms-2
Remembering that F = m*a
F = 272.15 * 32.37 = 8890.23 N

35

To put this figure into context, it is
the equivalent of 906 kg (1,998.6 lb) of
mass, or 3.33 times the original weight
of our crewman and survivor. It is this
force or load, that the cable must absorb
in order to carry the “shock load.”
Note that the deceleration time is
The crewman
from this Spanish
Coastguard AW139 is
slowly lowered onto
the rear deck of this
rescue boat.
critical and will be directly dependent
on how much cable is payed out. In the
previous example, had the deceleration
occurred in 0.1 second the resultant
dynamic force applied to the cable would
be the equivalent of 1,360kg (2,994lb), or
five times the original weight.
The calculations we have provided are
relatively simple and valid only for the
specific examples discussed. Here we
have used simple Newtonian physics
to give you an appreciation of the loads
involved. The pure engineer will use
work and energy relationships with a
knowledge of cable elasticity. Results
using this method will yield similarly
alarming results.
In addition to the effect on the cable
and hoist mechanism, an understanding
of these calculations will show how
dramatically shock loadings can impact
on the flyability of the aircraft. It is not
difficult to imagine the effect of a brief
and almost instantaneous effective
weight increase, equivalent to several
extra people, applied to the helicopter
when maneuvering in sometimes
marginal conditions.
Beyond the Cabin
Hopefully, in light of these simple
examples, you can appreciate how
easily extraordinary loads can develop.
Cable management techniques are

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 critically important in ensuring that
cable damage, or worse still cable
failure, does not occur. In using the
term cable management we should
extend this beyond the cockpit/cabin to
the maintenance arena. Like the rest of
an aircraft, the cable is an aeronautical
product that requires detailed and
regular inspections, coupled with a rigid
maintenance regime. In my experience
most organizations have got this aspect
well under control. However, here are
some basic checkpoints to ensure your
team is on the game.
Cables require:
• Washing and oiling – extremely
important in salt environments
• Regular inspections. Traditionally
this has been done visually looking
for broken strands, kinks, corrosion
etc. The visual method is still
important – however equipment that
x-rays the cable while washing and
oiling it does the best job.
• Hoist inspections and pre-flights
must include assessing the unit for
smooth running – no binding or
Ph: +1.503.257.3511
Fax: +1.503.257.8556
www.simplexmfg.com
restrictions, and ensuring the cable
winds correctly on the drum.
Ensuring that there is
It is in the cabin, however, that
the “rubber meets the road.” Cable always minimal cable
management is a discipline that must
become second nature to the winch- payed out (i.e. minimal
and wire-man alike. Ensuring that there
is always minimal cable payed out slack), will go a long
(i.e. minimal slack), will go a long way
to reducing the likelihood of a shock way to reducing the
loading incident. Winching directly to
yachts or small boats can be perilous likelihood of a shock
and should be avoided, particularly
in a rough sea state. The opportunity loading incident.
for a shock loading incident whilst
conducting winches to a dynamic
vessel provides the opportunity for
snag hazards and sudden weight Fast Roping
application, if the vessel is to drop away Some military and para-military
suddenly or the wireman is to slip or operators are, through necessity,
fall overboard. The issue is further attaching the fast rope to the winch
complicated at night, as you might hook – but this is not the preferred
imagine. Techniques such as Hi-Line method. It must be underpinned
and Floating Line access should be by rigorous engineering analysis,
used wherever possible to reduce the although it is unlikely that the
possibility of a cable snag. manufacturer will agree that it is a
Mfg
Celebrating over 63 years
in business.
37
 The most critical
part of the winching
process where shock
loadings may occur is
in the last few feet of
the recovery.
good idea. Typically, manufacturers
do not endorse abseiling or fast roping
from a housed or extended hook. The
ropes used in these evolutions will
absorb much of the associated loads
due to their being able to stretch.
The residual loads, however, will be
transferred directly to the hook and
S branley
cable. With very little extended cable,
referring back to our discussion so
far, all of that load and more will
be transferred to the cable. If this
is the only option, and fast roping
or abseiling must be done for the
mission at hand, it is imperative to
approach the manufacturer and ensure
a thorough engineering analysis
has been completed, providing the
necessary safety margins to use this
configuration.
Clutching the Solution
Hoist systems now coming on to
the market are addressing the issue
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Medium twins are
becoming more and
more popular as
winching platforms due
to their lower operating
costs than the large
twins and in many cases
are just as versatile.
351 Airport Road, Box 10/Bldg. 500
United Rotorcraft Solutions
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through engineering design. Breeze
Eastern, for example, has introduced
a Reactive Overload Clutch (ROC)
that is designed to recognize a shock
loading event and allow the cable to
pay out commensurate with the load
experienced. The best way to think of
this system is that it operates similar to
a drag device on a fishing reel.
Shock loading on cables may not
result in the cable breaking, but will
certainly have an affect on the life
of the cable. There is no real way of
knowing how much shock load has
been applied to a cable during its life,
or indeed on any given event. Good SOP
is to educate crews on the dynamics
of shock loading; how to manage it
and to report it to maintenance when
it does occur, so that an on-condition
inspection can be made. The forces
associated with shock loading can be
very high and a mismanaged winch
evolution, or snag during a rescue, can
easily result in cable breakage. In that
event, at best you’ve lost the SAR asset
and can no longer fulfill the task at
hand – at worst somebody was on the
cable and the dire consequences of that
scenario are obvious to all of us. n
Decatur, Texas 76234
Phone: (940) 627-0626
Fax: (940) 627-0894
www.unitedrotorcraft.com
FAA Repair Station UX9R241Y
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5,000 litre
capacity

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Ph: + 64 9 534 4803 41
Not commonly
seen in Eastern
Bloc countries,
the 480B starts
a new era in
ag aviation in
Bulgaria.
Late last year, the brand new Enstrom
480B made its debut as the first
helicopter of its type to be used
for crop spraying. ALEXANDER
MLADENOV reports on operations
of the launch customer for
this agricultural derivative –
Bulgarian-based Fortuna Air.

photos by Alex Mladenov

 “O
ur new helicopter
has exceeded our
expectations by far,”
commented Fortuna
Air pilot Spiridon Khristov when asked
about the performance and behaviour
of his company’s new purchase.
Delivered in December 2008, the brand-
new Enstrom 480B in stylish black
colour scheme and wearing registration
LZ-VIS, it is the first helicopter of the
type to be used for crop spraying.
Outfitted with the first production
Isolair 480B ag-spray kit system with a
belly mounted tank assembly, LZ-VIS
commenced its unsung but important
agricultural job in early April, travelling
over virtually all territory of Bulgaria.
44
When not in use for spraying crops,
the helicopter is intended for other
commercial applications as well as for
search and rescue work; for the latter,
pop-out floats and cargo hook were
acquired.
Forgiving and Versatile
Initial operational experience of
Spiridon Khristov confirmed the
manufacturer’s claim that the Enstrom
480B offers a turbine safety and is
easy-to-fly, forgiving aircraft with a
pretty good versatility and reasonably
low purchase and direct operating
costs. It is powered by a Rolls Royce
250-C20W turbine engine capable of
producing 313kW (420shp) but only
216kW (289shp) are used thus providing
the pilot with plenty of power reserve
for operations in a heavy configuration
in hot-and-high conditions over rough
terrain. A specific feature is that the
engine’s exhaust on the belly directs
the gases under the tail cone, and
this configuration greatly affected the
design of the belly-mounted tanks of
the Isolair 480B ag-spray system. There
is no hydraulic system onboard, instead
a trim system is used to absorb the
feedback coming from the rotor. The
Enstrom 480B is free from any critical
hovering areas, with winds up to 35kts
(65km/h) from all directions. The pilot
enjoys plenty of available tail rotor
power, an important consideration
when flying low over crops or forests
in windy conditions over rugged
terrain. The same can be said about
the excellent visibility provided for
the pilot, especially down. It can
also operate from slopes up to 15° – a
remarkable feature that is expanding
the number of spots usable in the crop-
fields for refuelling and refilling the
ag-spray system.
Spiridon Khristov maintains that
thanks to the state-of-the art ag-spray
system which is combined with the
comfortable-to-use turbine engine and
the superb controllability, the Enstrom
480B proved to be more than a match
to the Kamov’s Ka-26, a Russian-
made helicopter model designed in
the 1960s and widely used in Bulgaria
for agricultural work until 2008. The
helicopter, however, was banned for
a further use by the Bulgarian civil
aviation administration due to the lack
of Certificate of Airworthiness (CoA). As
a consequence, Fortuna Air was forced
to dispose of its five Ka-26s, two of
which rapidly found their new owner in
nearby Romania.
Enstrom 480B purchase
venture
It was a venturesome move of
the Veliko Tarnovo-based aviation
entrepreneur Gancho Daskalov – owner
of two ag-spray operators – Fortuna Air
and Air Concorde, who eventually opted
to replace his five-strong fleet of tried
Kamov Ka-26s with Enstrom 480Bs.
The fist phase of his program called for
purchasing a brand-new helicopter in
June 2008 together with the associated
ag-spray equipment as well as pop-out
floats and cargo hook; the deal also
included transition training of one pilot,
one engineer and one mechanic. The
investment was valued at about US $1.2
million and financing of the deal come
through a bank loan.
The new machine was delivered
by sea in December and entered
operation with Fortuna Air in January.
In February, an Isolair technical
team came to Bulgaria to complete
the installation of the ag-spray
45
 The new Enstrom
480B is a brand new
world, having virtually
nothing in common
with its Russian-made
forerunners”.

right: A welcome
break from flying
as the ground crew
mix up another batch
of chemicals.

bottom right:
Refuelling in
between flights.

equipment and assist Fortuna Air for its
certification by the local civil aviation
authorities.
Currently, the Enstrom 480 is the only
turbine helicopter used in Bulgaria for
agricultural work. The other new type
of crop-spraying helicopter introduced
in 2008 in the country is the Robinson
R44 of Aviootryad Varna company,
equipped with the Helipod spray gear,
but with a lower productivity.
Fortuna Air’s LZ-VIS commenced its
ag-spray operations in early April. In
less than two months, the helicopter
logged 90 hours, and by early June the
hours increased to 150. The principal
work during the spring months
comprised spraying the corn fields with
herbicides. The helicopter is the only
useful equipment for fighting plant
diseases, such as corn-bug, especially
in the phase when the corn is already
grown and thus cannot be treated by
ground equipment due to the risk of
damaging the crop.
In addition to treating corn fields,
the Fortuna Air’s Enstrom 480B was
contracted on several occasions by the
Ministry of Agriculture and Forestry for
spraying forest areas which are affected
by diseases and wrecking as well as to
perform spraying against mosquitoes in
the towns alongside the Bulgarian part
of Daunabe River.
In high demand
“The helicopter is in a high demand
for all types of agricultural work due
to its productivity and high spraying
quality, provided by the Isolair gear,
the first in the world designed for
the Enstrom 480B,” says Fortuna Air’s
owner Gancho Daskalov.
It is also very good for spraying
using ultra-small volume equipment
– to spray technical grade material,
using special nozzles or the rotary
atomizer system. There are a number
of advantages in the use of technical
grade materials, particularly in forestry
as there is no need for solvents and
carriers and no mixing is required.
Until early July, there was only
one Fortuna Air pilot qualified to fly
the Enstrom 480B. Spiridon Khristov
graduated the agricultural aviation
branch of the Bulgarian Air Force
Higher School in 1988 and since then
has logged 2,600 hours, mainly on the
Kamov Ka-26 and Mil Mi-2 for crop
spraying. When asked to compare the
Enstrom 480B with its predecessors
for agricultural work widely used in

46
Bulgaria until 2008, he shares the
following thoughts: “The Ka-26 is a
very tough machine; I can say it is a
remarkable Murphy-proof helicopter. It
is very rugged – you can give it a kick
and it keeps on working. The Mi-2 is
bigger, heavier and considerably more
inert than the Enstrom 480B. The new
helicopter is a brand new world, having
virtually nothing in common with its
Russian-made forerunners”.
The pilot notes that the empty weight
of the Ka-26 equipped for ag-spray work
is 5,016lb (2,200kg), while the Enstrom
480B weights only 1,824 (800kg). The
3 degree only for the Ka-26),” says and 40 such sorties. The helicopter is
payload is 1,368 (600kg) and 912lb
Khristov. mostly in demand for work over rough
(400kg) respectively. The Russian
A sortie for spraying herbicides terrain where fixed-wing airplanes
rotorcraft employing the coaxial rotor
on a corn-field is between eight and cannot operate safely and effectively.
scheme is powered by two M-14V-26
ten minutes long, and in a good day Spiridon Khristov notes that the most
nine-cylinder piston engines and burns
the helicopter can amass between 30 difficult job is to spray over forests,
180 liters avgas per hour, while the
Enstrom 480B powered by the Rolls
Royce 250-C20W has an hourly fuel
consumption of 100 litrers and burns
the much more affordable jet fuel. It is
noteworthy that in Bulgaria the jet fuel
is almost three times cheaper than the
avgas, and is much easier to buy.
In addition, the Ka-26 consumes
some two liters of engine oil per flying
hour, while as Khristov noted, during
its first 100 hours of operation, the
Enstrom 480B required refilling of
600 mls of oil only.
The Ka-26 is also known as a labour-
consuming machine and in the
beginning of each flying day it requires
no less than one hour of pre-flight
preparation. In contrast, the Enstrom
480B’s pre-flight takes five minutes
only. The heavy maintenance of the
turbine-powered helicopter will be
necessary after four or five years, so
there is plenty of revenue-flying hours
before the replacement and checks of
major systems and assemblies.
“The Ka-26 has a slightly better
productivity, around 1,000 decares
per hour, but it was very dependent on
the temperature. When the ambient air
temperature in the summer months
reach 20-24 0C, its performance
degrades significantly. In addition,
the performance is adversely
affected with the increase of the crop-
field elevation above sea level.
This, luckily, is not the case with the
new helicopter, which also boasts
much lesser wind limitations and
landing site longitudinal/latitudinal
slope limitations (i.e. 15 degree vs

where, in order for the spraying to be
effective, the helicopter shall maintain
an altitude of up to 33ft (10m) over
the terrain, with the pilot constantly
monitoring the wind direction and
speed as well as looking for obstacles in
front of him.
The Isolair 480B as-spray equipment
has a swath of some 75ft (25m) and this
was validated during tests at Fortuna
Air’s base at Gorna Orikhovitza using
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The Isolair spray system
increases the 480s
effectiveness ten-fold.
coloured water. Khristov highly praised
the quality of spraying, noting that the
rotor jet wash contributed greatly to the
excellent dispersion of the preparation/
water solution.
Michael Powell, President of Isolair
maintains that the Enstrom 480B is
a natural newcomer to the ag-spray
market since it is a great platform for
flying: very responsive, yet easy to fly,
having so much rotor authority. Isolair’s
Powell notes that the 120-gallon system
is outfitted with a flow control right in
the cockpit, so adjusting spray volume
is fast and easy. The tank mounts under
the belly and the entire assembly,
pumps, booms, and all attaches with
only a few quick disconnect pins. This
means that the helicopter can quickly
be reconfigured for other applications
with a minimum of fuss.
Compared to the Ka-26, the Enstrom
480B offers a slightly higher spraying
price per decare, due to its higher
acquisition costs. Gancho Daskalov
claims that in case of managing to
amass an annual utilization of 350
hours, as he expects to be the case for
2009, the return of the investment in
the new helicopter and its high-tech
spraying gear would be completed
within three years. In order to satisfy
the growing demand for spraying
helicopters experienced among his
traditional customers in Bulgaria
after grounding the Ka-26, he
ventured to continue with the
Enstrom 480B procurement, ordering
a further machine, expected
delivered to his Gorna Oriakhovitza
base in mid-2009. n
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George.Schafer@kaman.com 49
Once the fire got
into the houses it
was in many cases
impossible to stop.

Spotting saw one

house destroyed yet
the ones next door
survived unscathed.

50
Mike Woolsey makes Property protection
precision drops using becomes the name of
Swanson Group’s the game when houses
Kmax during the are threatened. One of
Canberra firestorm. Erickson Aircrane’s S64s
attacks a fire front
on the outskirts of
Canberra in Australia.

Fighting bushfires is problematic enough,

but when fires threaten residential and urban
areas the risks and challenges inherent in
fighting them multiply many-fold. LEIGH NEIL
looks at the extra burdens placed on those
who fight fires at the urban interface.
photos by ned dawson
 Photo Courtesy Inaer Group
T
he horrendously destructive
bushfires of Victoria, Australia’s
Black Saturday illustrated all
too clearly the extreme danger
to life and property posed by fires that
rage up to and through areas of human
habitation. Around the world there are
regions that will always suffer from
seasonal spates of wildfires. Australia,
the USA, Spain and Canada are just
some of the affected countries that
52
have had recent mention in the pages
of this magazine. While the threat of
seasonal devastation may be constant,
the degree and nature of that threat
is ever-changing, due primarily to
the fact that civilization is constantly
spreading further and further into
hitherto wild country in the search for
more residential land. As our towns
push further into wildfire-prone areas,
we force changes to the priorities and
methods of the firefighters who battle
the inevitable conflagrations.
Urban Spread an
Expanding Threat
I’m sure that all readers can clearly
recall the gripping and terrifying news
footage from the fires in California
and Victoria that killed tragically-large
numbers of people and destroyed
thousands of dwellings, and as this
 A Bell 212 operated by Even major tourist
Inaer Group in Spain destinations are not
drops another load of immune to the power
water on a fire in the of wildfires. Here
hills behind the tourist the hills surrounding
mecca of Benidorm. Benidorm are ablaze.

Photo Courtesy Inaer Group

article is written, wildfires rage in Martinez, Commercial Director of small villages and towns are vulnerable
Greece and New South Wales. Dennis Spanish company Inaer Helicopteros, in outlying areas. Martinez talks of one
Hubbard is a Program Manager with commented that the urban wildfire recent example of a Spanish interface
Erickson Aircrane Inc. of Oregon in threat is increasing in his home country fire in Benidorm, very close to the town
the USA, and he recalls a dramatic for this same reason. He describes a of Alicante. This is a busy tourism area
increase in urban spread into previously trend of residential vacation or second and the firefighting helicopters of his
pristine forest areas back in the homes rapidly spreading into areas of company were, at one stage, drawing
1970s, when a nationwide “Tree City forest throughout Spain. Even the city water from the pools of a local aquatic
USA” campaign resulted in whole of Madrid has an expansive “green-belt” park to fight the flames.
neighborhoods sprawling out from large that is a significant fire threat in dry, Canberra, Australia, experienced
urban bases into these areas. Antonio windy summer conditions and many massive bushfires in January 2003, with

53
 The suburbs of
Canberra bore the
brunt of the firestorm
as it went “downtown”.
fire-fronts of around 40 and
60 km in length linking and virtually
encircling the Australian capital from
the west. On that occasion the fire
was literally burning around the edge
of the city and four people died, with
hundreds of homes destroyed. It is
doubtful that residents in these leafy,
green, semi-rural settings gave any
thought whatsoever to the particular
risk posed to their homes by fire when
they made the decision to move out
of central areas, but, when it comes to
fire danger, setting dwellings in the
midst of one of the world’s greatest
natural fuel supplies creates a vastly
more hazardous scenario than in the
“concrete jungle.”
Most towns and cities boast
substantial parks and reserves, large
areas of open country rich with a
variety of trees and grassland. These
mid-city tributes to the natural world
around us are a delight to the populace,
but few realize that they also pose
a huge challenge in the event of a
major fire. Wildfires spread largely by
“spotting,” a term that refers to small
54
fires that can spring up substantial
distances ahead of the main fire-front,
caused by airborne embers and debris
carried far ahead of the fire by strong
winds and updrafts. If spotting ignites
a fire in a desiccated area of reserve or
parkland, it can produce another major
center of fire activity that would be
unlikely in the relatively fuel-starved
environment of a fully built-up area
of town.
Urban Interface –
A Shift of Priorities
Many national and state fire control
agencies are highly experienced
at fighting bushfires but have had
to adapt and change as human
habitation has become more dense
and widespread. When an inhabited
area becomes threatened, the most
dramatic change is the need to shift
priority from defeating the spread of
fire to the urgent protection of life,
and quenching the flames becomes of
secondary importance when the lives
of the citizenry are suddenly placed at
extreme risk. Following the protection
of life is the protection of property
and, as contradictory as it might sound
at first hearing, these two priorities
often mean that the quickest and most
efficient way of quenching a wildfire
cannot be used. The reason for this is
that it is better to allow a vastly greater
area of uninhabited country to burn for
a longer time, than put out a fire quickly
but in the process incur the loss of a
residential area, with the concomitant
risk of property destruction and death.
The Right Heli for the Job
Over many years helicopters have
become an indispensable resource in
the fight to quell wildfires, commencing
with experimentation with sling-loaded
buckets in the early 1970s, and are now
the principal fire-suppressing tool used
by fire agencies to aid the efforts of
ground crews. Ingenious developments
such as the Bambi bucket and on-board
suppressant tanks have further
enabled their effective deployment and
utilization in this role.
Years of experimentation and
experience has proved some machines

to be better suited to the fire-fighting
role than others, and further defined
particular roles that suit each of those
types. Large helicopter types like the
Sikorsky S61 and Erickson S64 Air-Crane
are ideal for the heavy water-bombing
role, with the bigger machines able to
deliver around 10,000 liters of water or
suppressant in a single pass. Fixed-wing
water bombing aircraft can carry even
larger loads and are used extensively
in battling large bushfires. Where the
fires encroach upon the urban areas,
however, the fixed-wing aircraft are
usually not used – heavy helicopters
being the preferred water-bomber. Bryan
Rees, manager of Aviation Training
and Safety for the State Aircraft Unit
(SAU) in the Australian State of Victoria
explains, that due to the imminent
threat to life and property, an urban
interface fire invariably requires action
that will have the maximum effect in
the shortest possible time-frame.
When it comes to the selection
of aircraft, several factors must be
considered. The huge loads of water or
chemical retardant able to be delivered
by a heavy fixed-wing aircraft are
ideally suited to blazes in remote and
open country, where because of the
distances involved and difficulty of
access it can take ground crews a long
time to reach the site. But the aircraft
require a long turnaround time between
drops and have greater difficulty in
achieving the pinpoint precision of a
low and slow helicopter. Types such
as the Mil8, Sikorsky S61 and Erickson
S64 Air-Crane are therefore the first
choice of the SAU and most other
agencies in the water-bombing role at
the urban interface, with their ability to
deliver substantial quantities of water
and carry out quick turnarounds from
smaller local water sources. Chemical
retardant is seldom used in these
circumstances as its ability to hold back
the flames is not as crucial, with larger
numbers of ground crews able to easily
access firesin built-up areas.
The next tier of firefighting
helicopters are the Type II, or medium
helicopters. These include types like
the Bell 205-212-214 machines and
the larger number of these machines
It’s one thing to fight
fires in open scrub
or bush country
that burns every
year, but when it’s a
neighborhood that’s
burning, it’s really
close to home.
Spotting could ignite
fires in properties
up to 15 miles away
from the fire front.
in service means that they are often
the first available for deployment to
the scene. In most places, including
Victoria, the light helicopters such as
AS350 and Bell 206 types are not used in
the water-bombing role by choice, being
utilized in the observation, supervision,
communication and transport roles
instead.
Sometimes, however, they are the
first or only types available so will be
used in the initial stages of a fire, until
other more preferred types become
available. Some private operators
such as forestry and infrastructure
companies operate their own light
helicopters, and in those cases they will
obviously not hesitate to commence
firefighting with whatever assets
they have on hand, until larger scale
coordinated assets become available.
With 38 years service in the US
Forest Service, California-based Dennis
Hulbert is currently the Regional
Aviation Officer for the service’s Pacific
Southwest region and has seen what he
describes as a dramatic increase in the
proportion of interface fires. While he
55

An LA County Fire
412 heads off back
to the fire front.
A Koala stops the
fire as it heads
uphill towards
some houses.
Photo Courtesy Agusta Westl and
is responsible for fires in the national
forests he points out that all the forest
lands are bordered by urbanized areas,
so USFS-controlled assets are routinely
being sucked into the fights against
interface blazes. Like most agencies
that are responsible for vast territories,
the USFS operates very few of its own
aviation assets, contracting in around
90% of the aircraft and personnel that
are required to carry out the necessary
functions. Most of those assets are
contracted from companies with which
the service has established an ongoing
relationship, based on their proven
ability and performance on many
firefighting operations.
People – the Greatest
Hazards
When asked what he believes is the
56
Backyard swimming
pools provided a
handy water source
for the KMax.
greatest extra risk of an interface fire,
Hulbert picks the people factor without
hesitation. “It’s one thing to fight fires
in open scrub or bush country that
burns every year,” he explains, “but
when it’s a neighborhood that’s burning,
it’s really close to home. That creates
a sense of urgency and empathy that
can make our personnel try too hard
to get things done and that’s when we
have accidents.” The presence of people
in the operational area places a very
real extra burden on both pilots and
decision-makers, but Hulbert believes
that the best crews have developed the
ability to compartmentalize, treating
the task on hand as just a job to be done
and avoiding emotional involvement
until afterward. He does note, however,
that once the flying is over, many
crews suffer a great deal of stress upon
reflection of what they have witnessed
and the decisions that have been forced
upon them.
His points are supported by Michael
Van der Zypp, a pilot for Choppair in
Moorabbin, Australia. Van der Zypp flies
AS350 and Bell 206 series machines,
predominantly in the air attack role,
and has often been pilot for Bryan Rees
of the SAU. He tells of the tension and
anguish when directing an Air-Crane
to drop, only to have people appear
seconds later directly in the target
area. A full tank load can break 10 to
12-inch thick tree branches on the way
down, so it’s a real concern when people
are in the drop zone. He also found it
emotionally draining when fighting the
huge Victorian fires due to the apparent
lack of progress or result over long
periods. “Normally we’ll fight a fire and
 9000 litres of water from the
Crane goes a long way to
helping stop an approaching
fire as its within striking
distance of neighbourhoods.
Photo by Ian Routley

Two fires joined

to make a fire
front over 100km
Instead of putting out fires
approaching
Canberra.
as fast as possible, interface
firefighters must focus on
saving life and protecting
property. That usually means
forgetting about fire-breaks
and burn-backs, no hold-
the-line tactics, virtually no
use of rapelling teams, and
certainly no waiting for the
fire to come to them.

57
 Miraculously this
house on the
outskirts of Sydney
was saved. It took
four helicopters
running circuits to
keep it standing.
see a result as we work, but on Black
Saturday we just didn’t seem to see
anything happening for our efforts.”
As any helicopter pilot knows, when
their operational area is over a built-
up area there are numerous risks
that would not be of such concern
when fighting a blaze in a remote and
uninhabited forested area. All bushfires
present a helicopter crew with severe
turbulence and visibility challenges –
the boiling super-heated airmass over
a large fire being the last place any
sane pilot would wish to position his
machine. Air movement over a major
fire is sufficiently extreme that not
just sparks and embers, but branches
and other substantial items of debris
can be lifted hundreds of feet into the
air and dispersed over a wide area. In
order to drop the tons of water where
they will achieve the maximum benefit,
however, it is obviously impossible to
avoid the active fire area, and the fire-
fighting helicopter crews must brave
the conditions repeatedly, skirting the
multiple dangers of blinding smoke,
foreign object damage and severe
turbulence as best they can.
In operations over more remote areas
58
of habitation there is the additional
danger of LPG or Propane tanks,
regularly used in remote homes for
heating and cooking. The pressure-
vessel containers for this gaseous
fuel can “BLEVE” (boiling liquid,
expanding vapour explosion) in an
explosion with the force of hundreds of
pounds of high-explosive, easily capable
of blasting a low flying helicopter
from the sky. In a camp-ground full
of caravans and cabins there can be
dozens of these potential bombs ready
to go up, and there is no warning before
such a blast.
Mark Jones has been with Erickson
Air-Crane Inc. for ten years and flies
the S64 Air Crane around the world,
mainly in Australia and Europe during
their respective fire seasons. He makes
the interesting point that the massive
capacity of the Air-Crane brings its own
particular challenges. When dropping
on a back-country fire you can pick a
spot and dump your load just where
it’s needed. Once there are dwellings
and people, however, extra caution is
necessary, as eight-and-a-half tonnes
of water is still eight-and-a-half tonnes!
If it’s dropped on people it will crush
them instantly. Even if spread with the
helicopter moving at 30 kts or so, it will
knock a person down and could easily
kill a child. Additionally, in the role
of property protection, it is somewhat
counterproductive to quench the flames
and yet take out a roof and fill a home
with water! Jones finds having to be
alert for people in the area to be the
most significant extra stress when
flying over fires at the urban interface.
Equipment Choice
Throughout SAU fire training, when
CRM and situational awareness are
discussed, it is always the interface
environment that is focused on, due to
the extreme demands it places on all
personnel. The Air-Cranes that Mark
Jones flies are equipped with tanks
and not buckets, a configuration that
has several advantages. Because the
multi-use aircraft are not permanently
engaged on firefighting duties, the tanks
are not always fitted. When a call does
come in, it only takes around half an
hour to fit the 2,600 US-gallon tanks
to the big machines and the tanks
have an integral 50 US-gallon foam-
tank, enabling the machine to be

used on fires that demand foam as a
firefighting agent. Any tank-equipped
machine also has the advantage of
being able to drop immediately upon
lining up the helicopter with the drop
point, whereas a pilot flying a long-line
bucket must “fly the bucket” as well as
the aircraft, introducing a little more
difficulty and delay to achieve a pin-
point drop.
A tank-equipped machine also has
the ability to operate at a lower level
than the machine trailing a hundred-
foot long-line beneath it. This can be of
huge benefit when smoke or turbulence
necessitate a particularly low approach
and drop. Conversely, when close water
sources are streams and small dams
in forested areas, the bambi-bucket on
a long-line is sometimes the only way
to access that water – a tank-equipped
machine being unable to fly low enough
to fill up the on-board tank.
Some aircraft have the added ability
to utilize salt water in fire-fighting – a
huge advantage when operating in
coastal areas where the sea provides
a limitless source of water. Erickson’s
machines have a “sea-snorkel” available
which allows them to fill their large
tanks from the sea, whereas the tank-
equipped Bell UH1Hs operated by
Northwest Helicopters in Olympia,
Washington have a snorkel that does
not permit the use of salt water. When
the use of seawater is necessary the
Northwest machines revert to using
along-line and bucket.
Northwest’s Brian Reynolds says his
company’s choice of the UH-1H is based
on the type’s low costs and good load
capacity, making it a versatile machine
for a wide variety of tasks. Power-lines
are another hazard that are more
prevalent in built-up areas. Quite apart
from the obvious air-navigation hazard
presented by the wires and pylons to
a low-flying helicopter, delivering a
load of water over live lines can create
massive arcing and take out the power
to whole areas. It’s therefore important
that the lines in a fire area are shut
down before they are subjected to a
dousing from a fire-fighting helo, and
Reynolds sees the greater density of
power-lines as the major hazard faced
by his pilots when operating around
urban areas.
A huge disadvantage that the bucket-
equipped machines suffer from is that
Any tank-equipped
machine has the
advantage of
being able to drop
immediately upon
lining up the helicopter
with the drop point,
whereas a pilot flying a
long-line bucket must
“fly the bucket” as well
as the aircraft.
in many places they are precluded by
law from carrying a long-line load over
a dwelling, therefore having to skirt
houses when loaded. This fact alone
makes the tankers vastly more effective
in the urban environment. When it
comes to loading, the tankers also have
the advantage that they can, with little
difficulty, put down in a cul-de-sac and
load up from a hydrant. This can be a
crucial factor when short turn-around
times are vital and other water sources
may be several minutes of flying time
away from the fire-scene.
Mark Jones refuses to be parochial
about his huge helicopter, describing it
as just another tool in the fire-fighting
arsenal and echoes comments made
by Rees, Hulbert and Hubbard that
no single machine is superior in all
roles or situations, each having its
own strengths. The effectiveness of
any of the large water-bombing types
is virtually negated, for example, if
they are not accurately directed by
a well-flown and well-positioned
observation platform and crewed by
a skilled Air Attack Supervisor (AAS).
Superintendent Kam Baker AFSM is a
30-year veteran of the New South Wales
59
 A 212 lets go of
another load, working
in conjunction with
the ground bases
fire-fighters to protect
this piggery building
on the outskirts of
Sydney, Australia.
Rural Fire Service and is not only Air
Operations Manager, but also an active
AAS. In order to illustrate how effective
the current methodology can be, he
recounts a fire-call in January this year.
At about 1300hrs, a storm ignited two
fires in the northern suburbs area of
Sydney. Multiple factory units worth
around $A7 million were threatened by
one blaze in a gully and Baker launched
a duty air-attack in an AS350 Squirrel
within 15 minutes of the alarm being
raised. Accompanying the Squirrel air
attack were an Erickson Air-Crane, a
tank-equipped Bell 214B, a BK117 with
a bucket and another Squirrel, also
with a bucket.
By the time they arrived at the scene,
about 40 minutes after the first report,
the fire was approximately 3 hectares
in size (6 1 ⁄2 acres) and growing, with
a 300m fire-front rapidly approaching
the factory units. The two tankers and
the BK117 went straight to work under
the control of Baker as AAS, while
the bucketed Squirrel was dispatched
to a separate lightning-strike fire
which was contained after only four
buckets. Within 60 minutes Baker’s
team had knocked out all active fires,
and ground crew were able to move
in and commence the mop-up. The
60
tanked helos went off-target and the
bucketed light helicopters assisted the
ground crews with precision spot-drops.
The total burn area was five hectares
(11 acres) and the built-up area was
successfully protected.
Other Hazards
Superintendent Baker sees powerlines
and cables as the major air-navigation
hazard faced by the helo crews in the
urban interface environment or, in his
own words, “Wires, wires and more
bloody wires!” Beyond that, however, is
the ever-present increased risk posed
purely by virtue of the fact that the task
involves a great deal of low-level flying
over populated areas. Then there is the
challenge of high-density air traffic.
Not only are urban areas inherently
subject to higher traffic densities
with the proximity of airfields and
major airports, there is also the added
congestion within the airspace close to
the fire caused by the large number of
media helicopters and insurance flights
that invariably congregate. Baker and
Rees both make the comment that it can
be difficult to quickly and effectively set
up “fences” around the fire-scene and
maintain the necessary communication
with all aircraft nearby.
The common nature of the threat and
the methods used to fight it means that
fire-fighting personnel regularly travel
the world and work two fire seasons on
opposite sides of the globe. This assists
in establishing global techniques that
have been proved effective in combating
the extreme threat of urban interface
wildfires, and is why all the pilots,
air attack supervisors and managers
spoken to for this article made similar
points and saw common hazards.
Instead of putting out fires as fast
as possible, interface firefighters must
focus on saving life and protecting
property. That usually means forgetting
about fire-breaks and burn-backs, no
hold-the-line tactics, virtually no use
of rapelling teams, and certainly no
waiting for the fire to come to them.
Thankfully, over many years, all the
challenges have been understood, and
overcome to an extent that enables
the skilled personnel of fire agencies
and helicopter companies around the
world to successfully fight and defeat
wildfires, that threaten the security
of our towns and cities. The enemy
may frequently be at the gates, but the
defenders have proved themselves
well trained and capable of holding him
at bay. n
Satellites, aircraft and air
traffic control are catching
up to the 21st century. This
leap in compact hardware
and real-time connections
equals reduced accidents and
efficiency boosts worthy of
the information superhighway.
Jeffrey Decker examines
the planned implementation
of ADS-B in the USA.

photos by Ned Dawson, Jeff Decker &

Bristow Helicopters
 A
ir traffic control in the United
States is pushing radar into
a back-up role and putting
satellite transponders at the
center of a new system to improve
the big picture, connecting pilots to
a host of free weather, terrain and
traffic data. ADS-B is a vital component
of the nation’s Next-Generation Air
Transportation System. It is Automatic
(updating altitude, speed and direction
every second), Dependent (because it’s
relied upon for efficiency in crowded
airspace), Surveillance (tracking aircraft
with satellites), and Broadcasting.
Already available as a public service
in isolated pockets around Alaska, the
Ohio River and the Florida coast of the
Gulf of Mexico, ADS-B is scheduled for
accelerated growth starting in 2010. The
system could be in place nationwide
by 2013. A 2020 deadline waits in the
United States to link transponders to
the FAA’s ADS-B Program, when aircraft
will be blips seen by air traffic control.
The same data also flows into cockpits
on optional glass panels to exploit the
new network.
Using 1090 MHz receivers, ADS-B
supports common horizontal and
vertical separation standards for all
64
classes of airspace. Closely spaced
parallel approaches and reduced
spacing on final approach will be
second nature. Rotorcraft still waiting
for reliable traffic and terrain warning
systems can expect a reduced
unnecessary alarm rate from the blend
of vector, aircraft intent and other
information. Collision avoidance will
extend below 1,000 ft above ground
level, and surface operations in lower
visibility conditions will be greatly
aided. With position updates each
second, pilots can trust that blips are
accurate in real time and won’t degrade
with distance or terrain. VFR flights will
especially benefit from improved visual
acquisition in crowded skies.
Over remote mountains, or while
carrying workers to offshore facilities,
pilots won’t fly off the screen anymore.
Blank zones will disappear, illuminated
by technology in this public and private
drive for modernization. Tests over
the Gulf of Mexico show ADS-B is a
“fantastic tool, and really a pretty good
description of what the FAA intends
ADS-B to be like throughout the rest
of the country,” remarks Ric Peri, Vice
President of Government Relations for
the Aircraft Electronics Association.
He points out that the aircraft using
that early system are still operating
under first-generation ADS-B installed
over the past ten years. Most don’t
have the latest avionics, and although
exact hardware requirements won’t be
known until late 2010, Pere predicts that
retrofits will be needed on 100 percent
of first generation ADS-B avionics.
Growing pains pay off
From 1999 until 2006 the FAA’s
Capstone program built the beginnings
of an ADS-B network in Alaska.
Capstone and pilot projects in the Ohio
River Valley were absorbed into the
ADS-B program in 2005. As Peri says,
overall there are major differences
between early development aimed
at fixed wings and the new system.
“Capstone didn’t qualify, OK? ADS-B
that was introduced in Capstone and
the hundreds of millions of dollars
that were put into that project, literally
was using, for the sake of argument,
off-the-shelf ADS-B technology which
was originally designed as secondary
information and then was being put
into primary surveillance uses. When
the FAA developed the proposal on
the regulations, they raised the bar

essentially to primary surveillance
levels, and set the accuracy levels to
a higher standard than the three or
four thousand units that are already
manufactured for general aviation,”
Peri explained.
“Gaps in service and delays were
part of development”, concedes Garmin
spokesperson Jessica Myers. After
acquiring UPS Aviation Technology,
which was involved at the beginning
of Capstone and later renamed Garmin
AT, Garmin inherited that real-world
experience. “UPS and now Garmin AT
had the normal challenges that occur as
something goes through the maturity
process,” Myers states.
As incomplete as coverage is over
only western and southeastern
segments of Alaska, Elma Webster,
Director of Operations for ADS-B
Technologies proudly states, “It was
wildly successful. Equipped aircraft
have never experienced a midair
(collision.) We have not had a controlled
flight into terrain”. Total accidents for
equipped aircraft are down 50 percent,
even just with the early ADS-B. The
accidents that still happened are from
fuel starvation or icing, he says. Webster
helped start that network as a contract
I’ve been working with folks for several years
trying to get ADS-B tracked into helicopters.
It’s been a natural fit for a very long time.
engineer in the FAA Capstone office
and now performs ADS-B deployment
and integration in Alaska and around
the world. Chinese pilots can thank
his company for their ADS-B system
which is making its own aggressive
leaps. He’s pleased the technology is
finally reaching beyond fixed wings.
“I’ve been working with folks for several
years trying to get ADS-B tracked
into helicopters. It’s been a natural fit
for a very long time. The new ADS-B
program will benefit pilots much
more than the early program, which
succeeded strongly in boosting traffic
management and in lowering costs for
the FAAFAA,” he continues. “The 1090ES
system is still better than what we had
with radar, simply because it’s vastly
more accurate.” Awareness of ground
vehicles can even benefit, which is
what his company is demonstrating at
Merrill Field in Anchorage. “We’ve done
several hundred aircraft installs, and
we’ve done ground network installs.
We’ve done both sides of the coin. Of
course, we’re just entering the realm of
manufacturing our own equipment.”
All aircraft connecting to the new
system can thank early trials if it
does go smoothly. In June 2002 FAA
used three years of analysis behind
a link decision selecting two ADS-B
frequencies for the national airspace
system – the 1090 Extended Squitter
(1090 ES) and Universal Access
Transceiver (UAT). The 1090 ES can
be used by commercial aircraft, while
UAT was selected for general aviation
and vehicles. With 1090ES, TCAS and
ATCRBS/MSSR are current users of the
channel, and 1090ES ADS-B cannot
reduce their capacity.
Airspace specifics
Aircraft operating in airspace
classified A, B, C and E (above 10,000 ft)
will require ADS-B transponders, as will
operating around airports identified
in 14CFR 91 Appendix D. Earlier
transponders and avionics with the
Universal Access Transceiver or 1090
Extended Squitter (1090ES) datalink
is acceptable in Class A airspace, but
outside Class A the newer 1090ES ADS-B
capability is called for.
The final rule mandating ADS-B
Transponders by 2020 is expected in
April 2010 after an FAA, DOT, and OMB
(Office of Management and Budget)
review. Jim Linney, FAA Central
Service Area Program Manager says
65
 From October of this
year through April of next
year, we’re turning on
four key sites, testing
five automation platforms
and deploying about
100 radio stations.
ground radio stations the size of
mini refrigerators will be deployed
nationwide by 2013, “But we’ll have a
very significant footprint by the end
of 2010 gradually working up the East
coast, across the central states, and
down the West coast starting in Alaska.”
That’s about 800 total radios. He agrees
“it’s a very ambitious schedule, and
so far, so good.” Installation costs are
miniscule compared to bulky radar
towers. Operation will also save money,
since controllers will have the latest
computers helping a system that’s much
more complete. Each blip falls under
Traffic Information Services-Broadcast
(TIS-B), which provides complete
situational awareness in the cockpit of
all traffic known to the ATC system.
Pilots and controllers can see the same
data if those pilots have the newest
avionics, but all aircraft will appear
on the system. The crescent-shaped
symbols for aircraft up to 200 miles
66
away reveal each one’s flight number
and whether it’s turning, climbing, or
descending. Ground relay stations are
needed between aircraft that primarily
operate in high altitude airspace which
are equipped with 1090ES, and aircraft
operating primarily in low altitude
airspace are equipped with UAT. They
can’t read each other’s signals directly.
Flight Information Service –
Broadcast
Airspace alerts, terrain and weather
data will also be free services for those
with the right avionics to receive
them. That should allow near visual
meteorological conditions (VMC)
capacities throughout the airspace
in most weather conditions. By 2013
these Flight Information Service –
Broadcast (FIS-B) services are scheduled
for nationwide availability: Aviation
Routine Weather Reports (METARs),
Special Aviation Reports (SPECIs),
Terminal Area Forecasts (TAFs) and
their amendments, NEXRAD (regional
and CONUS) precipitation maps, Notice
to Airmen (NOTAM) Distant and Flight
Data Center, Airmen’s Meteorological
Conditions (AIRMET), Significant
Meteorological Conditions (SIGMET)
and Convective SIGMET, Status of
Special Use Airspace (SUA), Temporary
Flight Restrictions (TFRs), Winds and
Temperatures Aloft and Pilot Reports
(PIREPS). Most weather services and
radar coverage can’t extend over the
Gulf of Mexico because there are no
towers there, but oil companies are glad
to give space for progress. Cooperation
with manufacturers and 21 oil and gas
companies is steadily coming together,
reports Linney. That’s essential, he
notes, hoping the complete oil and gas
community will be as helpful. In mid-
February the first offshore weather
station was activated, bringing the
first weather data to its corner of the
Gulf of Mexico. “From October of this
year through April of next year, we’re
turning on four key sites, testing five
automation platforms and deploying
about 100 radio stations,” said Linney.
The terminology can become confusing,
even if it will soon be second nature.
“Essential Services enables pilot
situational awareness benefits,” says
Linney, “Not related to the ‘critical
services,’ which is the term we use to
describe the FAA providing air traffic
separation to equipped aircraft. For
rotorcraft, which often operate outside
air transport lanes and too low for radar about 850 repair stations in the US. It’s helicopter avionics will be fine,” he says.
tracking, ADS-B offers even greater these repair stations that need to do the “Air frame shops face limitations. You’ve
leaps into unprecedented situational installation. “The biggest challenge is got vibration issues and you’ve got
awareness. Operators across the Gulf whether or not we have enough time to flutter issues. Getting helicopter data
and Alaska are eager to test promised get all the aircraft retrofitted that will approval is going to be challenging,” he
progress against the real service, need it,” he says. “With skies filled by continues. A simplified avionics STC is
hoping that awareness will be a sunrise an estimated 220,000 general aviation only available for Part 23 aircraft. “The
over the blind waters and mountains. aircraft, that doesn’t bode well for antenna installation for rotorcraft is
As many as 9,000 flights there carry 100% equipage. Facilities qualified for going to require individual approvals
workers to oil and gas rigs and vessels
daily. Eleven test stations in Florida
function today, encouraging further
government investment after ADS-B
Now FAA approved. EASA approval pending.
essential services were commissioned
in November. “With ADS-B in the YOU MIGHT WANT TO CALL IT THE
installation stage,” says Air Logistics
Chief Pilot Bob Old, “We’ve really had no
practical use of it yet.” Expectations are
high, though. “Those that are equipped
to take full advantage of the technology
should hopefully see the greatest gains.
Bottom line, though, is the increased
safety aspect for all the operators and
their passengers who serve the oil and
gas industry in the gulf,” Old says. Air
Logistics, along with other operators,
have been providing the FAA’s team free
helicopter transportation to and from
the offshore locations. Having compared
goals and objectives of industry and
FAA collaboration in the Capstone
Project, some Alaskan operators say
they doubt the most mountainous
regions of their state could be covered
by 2010. “Industry feedback guided
that timeline.” Linney replies, “and
that the 2020 deadline for avionics be
compliant.” The FAA hopes the safety
and efficiency benefits of ADS-B will
speed acceptance. “We’re working that
very aggressively, and we do expect
that avionics development will mature
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“Early pockets of East Coast operators 425-353-6591
are still getting used to the idea,”
says Peri. “We have operations in
the Washington DC area that could
really benefit from ADS-B and they’re
somewhat limited because there’s
confusion about when it is and is not
acceptable, and when you can use it for
navigation.” Peri and the AEA represent 800.257.4847 US + Canada 425.353.6591 International
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BLR P2 HO.indd 4 5/15/09 2:43 PM

 and that’s going to be administratively
burdensome for the FAA and these
shops.” Designated Airworthiness
Representatives or the field approval
process will handle approvals. One
route not being openly considered, but
which is predicted to be chosen during
the FAA’s NextGen ATC development:
“The FAA could adopt the AML
(Approved Model List) philosophy at the
Rotorcraft Directorate.” Peri’s concerned
the administrative burden could exceed
actual installation time. “Simplification
is needed so the FAA doesn’t become
the Achilles heel in the forward fit of
the systems,” he states. “If the FAA does
not step up with a simplified approach,
all of the estimates of time to be able to
retrofit the fleet are off by 100 percent.
Double the time.”
Rather than working 18 more months
to outline the required installation
procedure and hardware specifics,
Peri hopes the final rule could come
out today. He appreciates the need
for accuracy behind that timeframe,
but worries that the compliance date
will be pushed back if the final rule
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2794 FOOTHILL BLVD.
GRANTS PASS, OREGON
USA 97526
P H O N E : 541-494-7600 • FA X : 541-494-7601
68
isn’t in place soon enough. The actual
installation is no new challenge.
ADS-B out fits in a transponder that
the industry has been installing
for ten years. The challenge with
rotorcraft is the same faced on the
light side of GA. There’ s just limited
real estate. Many aircraft weren’t
designed to include a current ADS-B
unit with a multi-function display.
Avionics manufacturers are asking
Peri to persuade the FAA to allow
integrated hardware that pairs ADS-B
with other features inside the same
unit. That’s met with some resistance
from the FAA,” he says. “I think that’s
manageable and will ultimately be
overcome.” But before that final
rule is issued the hardcore proof-of-
product certification really can’t begin.
“Customers are also waiting to see
what the FAA requires and how low
the price of units will go,” says Garmin
spokesperson, Jessica Myers. Garmin
jumped ahead of the curve in July
2008 by becoming the first company
to certify and deploy ADS-B avionics
for both air transport and general
Accountability
Commitment
Excellence
Safety
aviation customers with their GDL
90. Says spokesperson Jessica Myers,
“When customers have the GMX 200
and GDL 90, they’ll see the full ADS-B
traffic symbology feature set and
receive ADS-B weather. The GDL 90 does
interface with other Garmin products
like the G1000 and GNS 430/530, but
it would only show limited traffic
symbology that is similar to TCAS
and TIS, respectively.” GDL 90 is a TSO
C154 remote mount unit. It includes a
TSO-C145a WAAS GPS sensor to feed
other devices. The broadband datalink
operates on 978 MHz.
The ADS-B program is laying the
groundwork for air traffic control
in the new millennium. Relying on
modern computers designed with
upgrades and evolution in mind, this
new era of connectivity that seems so
revolutionary will itself one day seem
quaint, even as it’s looked back upon as
the backbone of tomorrow.
A Helicopter Association International video
explaining and promoting ADS-B is available
online at http://www.rotor.com n
FORMERLY
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MATERIAL TRANSPORT
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69
How hard could it be? One year
stationed on a tuna boat as
helicopter pilot – on board a
260ft “floating town” upon which
you operate the local airline and
are responsible for the spotting,
chasing and herding of tuna by air.
NEWMAN SUBRITZKY finds out
what the job involves the tough way.

photos by Wayne Sutherland,

Newman Subritzky & Phillip Bell

Tuna in a “Boil The one that got

Up” when they away, over the
realise they have net and away to
nowhere to go. freedom.
 The pilot keeps the
helicopter working
the fish as the barge
tightens the net
around the Tuna.

A crewman aboard the tuna boat shows his Hauling up a

delight at whats going to be dinner tonight. load of tuna.
 L
atching tuna is serious
business – it’s now a multi-
million dollar operation
involving large ocean-going
purse-seiners carrying a helicopter
on board. The task of the helicopter
crews is to spot the schools of tuna
from the air and direct operations to
encircle the fish in the seiner’s purse-
net, which is then pinched in at the
bottom and closed around the school,
encapsulating it in a “purse” from which
there is no escape. The helicopter is
also used to “herd” the fish to some
degree, preventing their escape from
the developing containment.
When the opportunity for a year
contract as a tuna pilot came my
way last November, I must admit
to being a little apprehensive – but
now, after having six months on my
floating helipad I can whole-heartedly
recommend it, providing one is willing
to commit to the experience. And it
certainly is an experience.
Living onboard a ship at sea for a
year at a time does, however, place
72
additional burdens on a pilot. The
flying is challenging and varied – the
conditions can be polar opposites from
one day to the next, and living on board
amongst four different cultures is like
taking a concentrated tour of Asia. It is
possible to exist in a little bubble that
consists of just you, your mechanic
and your machine, but then you will
probably never learn that the smelly
bloke who always looks angry has an
amazing collection of books about
aircraft, and the guy who operates the
main winch is a trained barber who
speaks pretty good English. All of these
factors combine to make the one-year
contract unforgettable, and whether
those memories are pleasant or hellish
depends entirely on the attitude you
take towards life on board.
I found the first month the hardest
as I was in a strange environment,
a little sea sick and missing my
girlfriend and family back home.
Luckily for me, once at sea there is no
way off the boat until reaching the next
port, so I had no choice but to stick it
out – and I’m very glad I did. After I
stopped counting minutes, hours, and
days, the time flew by so fast I was
scratching my head and wondering
where six months had gone. Then,
before I realised what had happened,
I was over the hump and it was time
to think about what I was going to do
when I got home.
A tuna boat is really a 260ft steel
“town” for which the helicopter pilot
operates the local airline, and this is a
major attraction. There is the chance
to log good turbine hours depending
on how your boat utilizes the machine,
and 700 hours is quite easily attainable
in a year. The day-to-day routine on the
boat usually remains constant, though
the flight schedule can vary wildly,
depending on the area we are in and
the fish we are chasing. A normal day
sees my mechanic rise at 5.30am, eat
breakfast and go up to the machine
by around 6am. While the room isn’t
small, it’s easier to have only one person
wobbling around at a time, so when he
leaves I roll out of bed and have a cup

of tea. Depending on the weather he
will untie the blades, take off the pilot’s
door and do a pre-flight of the machine.
I join him at around 6.30am and do my
own pre-flight, even though we post-
flight the machine every night after a
compressor-wash.
We then relax and wait for the call,
although a busy day will have us
burning and turning at 6.30 - and only
shutting down and relaxing long enough
for the engine to cool before we are into
it again. If it is a slow day or the weather
is bad we will fly at some stage before
lunch, then again at some stage after.
A big day for me is anything over six
hours, an average day is 4 hours, and a
slow one could not even have one hour
logged. If I’m airborne, I start looking for
the boat around 5.30pm and once I’ve
shut down, we have dinner and wait for
the engine to cool. We compressor-wash
every evening that the weather allows
to remove any salt – then post-flight,
refuel, and tie everything down in
preparation for the next day.
When the boat does a “set” it takes
One they have spotted fish,
nothing else matters. Massive
storm approaching? Stay with
the fish. Running out of daylight?
Stay with the fish. Running
low on fuel? Stay with the fish.
about an hour to drag in the net and
prepare it for another attempt, and
another hour extra for every 100 tonnes
of fish in the net. A 200t catch will
therefore have us resting for about three
hours. If there are no fish to set on,
then prepare for a long day in the
saddle – searching! Minor maintenance
is carried out during the day, with any
component replacement or scheduled
inspections done at night. Some days
we can be on duty for 12 hours and
work into the night, while others
won’t require us to leave our cabin for
anything more than food.
But all that water! I have to say that
I was as nervous as a cat balancing on
dental floss in the beginning, but after
flying in Australia I found it a pleasure
to not have to worry about wires, trees
and hidden rocks in the grass. Should
the need for an emergency landing
arise the only concern is getting into
the wind. Once established into wind
there is no need for stretching or
shrinking your autorotation – as one
shark-infested square of ocean is the
above: The helicopters
spend most of their time
nearly on the water.
left: Fellow tuna fisherman
help pull a stranded boat off
a sandbar.
opposite page: The
helicopters and barges all
work in sync to ensure the
catch is landed with ease.
same as the rest. Once I realised that
it is actually no more dangerous than
flying over land, I relaxed and it wasn’t
an issue. Recently, on a flight in PNG
with a local operator, I was actually
sweating as we climbed to 3,600ft to
clear a mountain range, and I asked the
pilot, “Where do you go if the engine
quits?” His reply? “Ah, down into that
mess – probably never to be seen again.”
Compared to the jungle, the water isn’t
so bad!
So what about the downside? There
are things that have had me scratching
my head and thinking, “What the heck
was the point of that?” Sometimes
net sets go completely pear- shaped
and the helicopter gets the blame for
everything; the fish changing direction,
the net boat running out of fuel, the
weather...the list goes on. Half the
time the fish master gets stressed and,
forgetting you don’t speak Korean or
Chinese, starts yelling “Lepata! Lepata!”
(which means left), but he actually
wants you to move right! Initially, I
simply assumed I was the worst pilot in
73

An overheard
view of the net
and its captives.
the world and would never get the sets
right, but after a while I came to realise
that even though these blokes have
been doing their jobs for 30 years and
think they are walking gods, they make
mistakes and are always looking for a
way to blame them on the helicopter.
I have spent a few two-hour flights
doing right hand orbits around the same
school of fish, and even though they
all go into the logbook, it is about as
much fun as hitting your thumb with a
hammer!
There are also those days when
the weather is marginal but I go
flying anyway to try and help the
boat catch fish, only to have the fish-
spotter fall asleep while I’m dodging
thunderstorms. In this game you
74
The sun sets on another
day deep in the Pacific
Ocean somewhere.
sometimes get to do things that would
never be allowed back in the real
world – like chasing another vessel’s
speedboat away from a school of fish
with the helicopter, and sometimes
you get pressured to do things that
you would never want to do in the real
world. As an example, I had been out
four months and we were amongst five
or so other boats when we got a call
from our radio operator. Our GPS buoy
that gets attached to logs and other
points of interest was moving at 12kts
¬ which is only possible if another boat
had picked it up. We headed toward
the offending boat with my fish-master
going mental at the boat’s captain on
the marine VHF. Once there, we circled
the vessel and clearly saw our GPS buoy
on the deck. They were getting close
to sealing in around 100t of tuna when
my fish-master had the bright idea of
hovering inside the net to scare the fish
out! I refused, at which point the fish-
master began furiously berating me.
The boss had warned me that hovering
in other people’s nets was a great way
to get shot at, so I was out of there – I
simply pointed the machine towards
our boat and headed home. I hadn’t
come out here to get shot down.
As for my old mate ranting at me,
when he realised his yelling produced
defiance instead of obedience, he tried
another approach, apologizing profusely
and begging me to keep flying. I agreed,
and he asked that we return to the boat
to get more fuel. This was no problem,
but I could hear him talking to the radio
operator, asking for opened tins of paint
to be prepared on the helideck. It didn’t
take long to figure out he didn’t want
fuel – he wanted weapons! I landed, he
got two tins of paint, and we were off
again. In the end I managed to talk him
out of doing something stupid on the
seven-minute flight back to the other
vessel, and we returned to our ship with
our paint, and shut down. While days
like that are good for a yarn, I wonder if
I would have had the confidence to tell
him “No” during my first month? I hope
so, but it’s not always easy to know until
the moment is upon you.
All the problems I encountered with
fish-spotters during flight seemed to
stem from two things implanted in their
minds. Firstly, they think that sitting
in the passenger seat 4,000 to 10,000
makes them a 4,000 to 10,000-hour
pilot. They also assume that holding a
perfectly trimmed cyclic for 15 seconds
while the pilot lights a cigarette or
has a drink of water is no harder than
landing on a pitching/rolling helideck
with 15+kts of wind up the exhaust.
I came close to strangling our radio
operator countless times during the
first few months because he insisted
on explaining to me what I was doing
wrong during our flights together, and
that “he should know as he has 4,000
hours of passenger time.”
The second problem is catching
fish. Once they have spotted fish,
nothing else matters. Massive storm
approaching? Stay with the fish.
Running out of daylight? Stay with the
fish. Boat still two hours’ sailing away?
Stay with the fish. Running low on fuel?
Stay with the fish. You have to forget
about being an efficient pilot because
you get nothing but grief for suggesting
something more productive. Sometimes
we will have circled fish for two hours
while the boat is still picking up the
last set, and the fish-spotter will then
want you to stay flying for an extra hour
so he can set on the school you have
been circling! Three hours endurance
from a 500? I don’t think so! You soon
realise that and you just have to do
what is best for you and the machine.
Storm approaching, running out of
light or fuel? Back to the boat it is! As
75

for being brutally inefficient with the
machines time – that’s just the way it
goes. Despite all the wild things that go
on, as long as you are disciplined, the
time spent on the ocean is a great way
to polish your existing skills, learn some
new ones and rack up some hours.
Apart from the fishing, the only
two problems I have experienced are
difficulty in communicating and trouble
with immigration. I am lucky enough
to be able to send and receive emails
from my girlfriend from the boat, but
the rules governing the size, frequency
and content, make it an unpredictable
and unreliable source of sanity. Every
port I’ve visited has had some form of
internet service, but they range from
lightning-fast wireless broadband to,
“Oh my god, it’s working backwards-
slow.” It can cost up to $US1 per minute
to call anywhere and the hotels sting
you a service fee on top. An all-night
bender can cost $US40 for the drinks –
but $US300 for the drunken phone call
to the girlfriend!
And immigration? Well! I had the
chance to get back to Australia while
the boat was in PNG for repair, and it
76
was one of the worst ideas I’ve had in
a while. Getting out of PNG and into
Australia was a scheduling nightmare,
as a ticket in your hand doesn’t always
mean there is actually a seat on the
plane for you. Getting out of Australia
and into PNG, however, was the true
test. When the boat arrives at a port,
the local immigration people come
aboard, stamp your passport and that’s
that. When you leave, however, you
just leave. This means that you get
a passport full of arrival stamps and
Australian immigration can’t handle
the idea of people apparently arriving
without departing. It’s not normal and
as a result, you will be asked a lot of
stupid questions. I had purchased a one-
way ticket from Cairns to Port Moresby
at a very reasonable price, but had to
bin that and get a fully flexible return
ticket before immigration would let me
leave. The logic behind making a person
with a passport void of departures buy a
return ticket is beyond me.
Taking on a tuna boat tour means
missing out on a whole year of your
normal life, but you’ll have enough
experiences in that year to keep friends
The blades of
the 500C are
regularly cleaned
at the end of
each day.
and family hanging on your every word
upon your return. Pilots who started a
few months before me didn’t even know
the USA had a new president, and I
quickly found I slipped into an existence
detached from the outside world. It feels
like Christmas when you recognize
another machine flying around your
boat and can get on the VHF and have
a good yarn. Nature is a major form
of entertainment as well. I doubt you
would see massive pods of dolphins or
whales anywhere else unless you were
a researcher, and observing a whale
shark up close is an experience not to be
forgotten. Everything from sea turtles
hanging around logs to blue whales
getting completely airborne, occurs
right outside our window, and there
are always sea birds trying to land on
the boat’s main crane in the evening.
Seeing them rock and flap and miss
approaches when coming into land
always makes me feel good and
I sit there thinking, “I know how you
feel brother!”
I think the main factor keeping pilots
away from this amazing experience
is fear, based on a few pub yarns that
 Crewman work in
unison to fold the
large nets.
inevitably grow with each telling. The
things I always get asked about are
food, living conditions, dodgy machines
– and flying over all that water. There is
a legend that all we get fed is fish-heads
and rice, but while there is fish at most
meals, we also eat a lot of chicken, pork,
beef and vegetables. The quality and
variety are great and, because the rest
of the crew wants to eat the stomach
lining, feet and other weird parts, I am
left to pick over the “scraps”, which are
often the best pieces of chicken, the
best cuts of beef and the leanest, most
juicy chunks of pork. If the food was
terrible, I wouldn’t be gaining weight
the way I am!
I have also heard tales of sleeping
with a rotting tuna as a pillow and 12
people to a room. Every boat is different
and some are better than others, but
the normal arrangement is that the
Wayne brings
the 500 back to
the helipad once
the net has been
closed.
helicopter crew has its own cabin on
the bridge level, along with the captain
and fish-master. Our cabin has bunks
large enough for me (at 6ft 8in) to
sleep completely stretched out, a heap
of storage space, a coffee machine, a
desk and office chair, our own washing
machine, our own toilet and shower
facilities. There is sufficient space for
two people to move around and it has
everything needed to live. There is also
a 6ft by 18ft room that serves as our
spare parts room, workshop, laundry
and emergency kitchen (in case we
sleep past lunch while sailing to or
from port).
Tales abound of dodgy machines, poor
maintenance and terrible mechanics,
but aren’t there stories like that about
every type of operation? While I
admit that I have seen some shocking
examples of 500s out here and some
people have had bad experiences with
substandard mechanics, I’m conscious
that when faced with something that
you don’t feel comfortable with, it is
up to you, as pilot in command, to
say No. Only the flight-crew gets into
the machine, starts it and flies away
from the boat, so we can only blame
ourselves if we choose to fly regardless
of a known risk. When it comes to
maintenance there are always going
to be different levels of competence,
but it is the attitude of the pilot that
matters when dealing with a problem.
I find it easy living and working with
my mechanic, as we are both fairly
relaxed and I enjoy learning about the
machine from him. I often answer my
own questions, but if I’m still confused,
his explanations are very educational
and often done with spare parts sourced
from our storeroom. There are always
77
 Tales abound of
dodgy machines, poor
maintenance and terrible
mechanics, but aren’t there
stories like that about
every type of operation?

two sides to any story and he points

out that there are pilots out here who
are a little arrogant, and they are
probably the same pilots telling the “my
mechanic was useless” stories at aero
clubs around the world.
If you have been put off a tour on
the boats by something you have
heard, I can only hope that reading
this has changed your mind. For
those of you hoping to gain an insight
into the life of a tuna pilot, then this
has probably been about as informative
as somebody describing the Grand
Canyon as “Big” and all I can say is that
to truly understand tuna spotting you
have to experience it for yourself. If I
could go back in time, would I make
the same decision again? To put my
life on hold for a year? To isolate
myself from loved ones for months
at a time? To argue with angry Asian
blokes and chase tuna in a Vietnam-era
machine? You bet I would!. Without
a doubt – and I’d do it with a grin.
And by the way, my contract finishes
in November and I need a replacement.
Go on, just do it! You know you want
to. After all, who really wants a
“normal” life? n

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78
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79
 Spanky melton
utility Pilot for
Swanson Group Aviation
Priest River, Idaho
“Spanky” Melton hails from
Priest River, Idaho and flies
one of Swanson’s K-MAX
helicopters on the Tehachapi
Project that is electrically
connecting Los Angeles to
the Tehachapi wind farm.
Spanky’s five to six-hour day
may require him to fly up to a
hundred separate lifts using
a 100ft long line, carrying
everything from drill decks to
concrete and compressors.
80
80
How did you come to be
a helicopter pilot?
I’ve always been interested in aviation. One day I
saw an ultralight fly by. I went and found one for
sale, jumped in it, and went for it with no training
– something I would never do again! I then went
to school to get my mechanics licenses and I
would always stop by Jack Scanlon’s River City
Helicopters in North Idaho. He got so tired of
seeing me, he put me on the payroll. He was
very helpful. Without Jack I would not be where
I’m at now. He gave me all the training needed to
make it in this helicopter world.
After about two years with Jack I needed
to move on so I went to work for Columbia
Helicopters flying copilot and the MD500, I
worked with a lot of great pilots and guys. But
as always, we want more and expect more for
ourselves, so away I went again and was hired
by Tom Woody at Woody Construction. That’s
where I got my K-MAX training. I worked there
for about a year before moving finally to the
company I wanted to work for when I started
– Swansong Group, aka superior Helicopters
where I have been for almost six years now.
A good friend of mine happened to be the chief
pilot which helped. He always gives me positive
reinforcement by negativity; well that’s what he
calls it. Anyway it works, and keeping me in
check must be a full time job!
I was hoping to retire here, but as the economy
has it, the company is up for sale. I guess
we’ll see where the next page in life takes us –
hopefully more blue sky and big fire seasons.
How long have you been flying for?
I got my licenses in January 2001 and have
just under 6,600 hours. I usually fly about
900 to 950 hours a year, but the last few
personal profile
have been really slow, only getting about 600
hours a year. With the timber industry being in
bad shape, we are not getting the flight time we
are use to.
How many different platforms have
you flown?
I learned to fly in a Bell 204 so I guess I was
a little spoiled and that is my favorite aircraft –
most say your first always is! I got time in a 206,
204, 205, 212, some A-star time, MD500, Vertol
107 and 234 co-bubba time, and I just started to
get some time on the Lama, Husky and the old
K-MAX. (I tell you the K-MAX is one of the most
different helicopters to fly – but what a lifting
machine!).
What is the most challenging flying
experiences you had?
As far as logging goes, the K-MAX has been
good to me so far. The weather conditions
change ever so rapidly in the Northwest (USA)
so a guy really needs to watch his surroundings
and the weather. The Oregon coast is one of the
craziest places I have ever seen in the winter.
From the time the guy on the ground grabs the
hook to the time you look up again, it can be a
complete white out and let me tell you that’s no
fun at all!
What kind of advice would you give
to aspiring pilots to get into the
industry?
You’ll never look back because every day has
something new. Never second-guess yourself. If
it doesn’t feel right don’t do it. Look things over!
No one will ever put you down for that – and
who cares if they do – you’re still alive to laugh
about it. n