HeliOps Issue 36

T H E M A G A Z I N E F O R T H E C I V I L H E L I C O P T E R I N D U S T R Y

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ISSUE 36

C O N T E N T S

r E g U l a r f E a T U r E S

From the Editor 3

New Products and Services 5

New Deliveries and Orders 11

Flight Dynamics 19

Personal Profile - Walter Ehrat 62

The Last Word 64

ChaNgE Of gUard IN ThE gOMFollowing a merger with Tex-Air and purchase

by Seacor, Era Helicopters is embarking on a

renewal and expansion program that will

take it from Alaska and the Gulf of Mexico

to the world. 20

NO barrIEr TO SUCCESSHamilton Island on the Great Barrier Reef

is home to Aviation Tourism Australia.

HeliOps visited AVTA and found the

business to be as unique as its stunning

surroundings. 32

paTrOllINg ThE gaza STrIpAfter just over a decade of autonomous

operation, Israel’s Police Helicopter Unit is

now a well established, and highly regarded

airborne law enforcement agency.

Shlomo Aloni went along with them as

they patrolled the Gaza Strip. 42

hOOkErS & hElICOpTErS‘Fire-Sale’ or ‘Salvage’ logging in the USA -

whose proponents are as passionate

about the subject as are its opponents - uses

many methods to recover burnt trees. Ned

Dawson spent some time with a Columbia

Helicopters crew on a ‘Fire-Sale’ near

Sacramento. 50

cover shot by NEd dawSON

AerospAce FiltrAtion systems, inc. 1-636-300-5200 fax 1-636-300-5205 www.AFsfilters.com Contact AFS for information on systems pending certification.

Protecting the engines of freedom.

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If you need effective engine protection, you need AFS.AFS leads the industry with high-performance, engine inlet barrier filtration systems for

commercial and military propulsion systems. Our military systems are serving around the

globe and the results are impressive — increased capabilities and reduced operating costs.

The OH-58D Kiowa Warrior fleet has been accumulating significant operating hours in Iraq

under the harshest conditions, and their engines are reaching Time Between Overhaul limits.

A true testament to the value of AFS inlet barrier filters.

Wherever you find hard-working helicopters, you’ll find AFS systems. From the desert of

Iraq to the desert of Arizona, AFS systems are protecting engines, enhancing performance,

and delivering a range of benefits that help operators do what they do best.

AFS 1P ad HO.indd 1 1/9/06 1:29:56 PM

Welcome to our Heli Expo edition, and the first for 2006. 2005 was a successful year for the helicopter industry with bumper orders, and all sectors seemingly expanding. 2006 shows no signs of a slow down but maybe there are storm

clouds on the horizon. Although the world’s economy already appears to have defied the pundits, some economists believe the next recession is around the corner. If this is true, then the industry should be making plans on how to keep itself invigorated through the slow times.

For example, it is probably time for manufacturers to become involved in developing that age-old dream of using helicopters for inter-city transport by promoting the development of heliports. Although the corporate sector of the industry is growing, it needs further impetus through city heliport development. Time is money and a company’s key personnel can do without being caught in the perpetual traffic jams of today’s major cities. We have seen stirrings of this in the Middle East as helicopters ply the major cities of the UAE and a little in Europe but the development of the necessary infrastructure these days appears to take ages and always seems to face hurdles such as the often-unreasonable opposition of self-interest groups. Helicopter associations require support to successfully conquer this opposition, get some agreeable planning rules in place and promote the helicopter as a legitimate means of inter-city transport. Despite logic and reasoned discussion, the emotive tactics of anti-everything groups are successfully marshalling forces against helicopters and their use in and around cities. If these groups succeed, an incredible opportunity for the helicopter industry will be lost forever.

Although the importance of helicopters in life-saving roles is readily acknowledged and sought by the general public, there seems to be concerted efforts by these groups that use the environmentalism banner to further their causes to stifle helicopter usage. Incredibly, it seems that even when following the rules and meeting all the guidelines, heliport

development can be crushed by self-interest masquerading as environmentalism or such. In Australia, the local town council at Lithgow, near Sydney in New South Wales, recently knocked back the development application for a local tourist helicopter service. The operator was going to provide sight seeing and charter flights and said the proposed heliport facility would also have been available for emergency operations and training flights.

It seems developments such as shopping malls that can wreak more damage on the environment and generate more traffic noise than any helicopter, can be approved every day. Yet despite the economic value of this particular helicopter business development and its minimal environmental impact, the recommendations of the council’s own planning officers and approval by State and Federal environmental authorities, the Lithgow town councillors unanimously rejected the proposal. Australia is probably one the worst countries in the world when it comes to people trying to develop heliports but there are development problems appearing in places like Hong Kong and even the USA.

In New York City, there is a strong corporate helicopter industry because it has a well-developed heliport system. The city has three heliports linked by helicopter flight routes but even here, there are problems. In 1998 an existing fourth pad was shutdown and there are now groups pushing to close the remaining three. How these heliports could be an environmental problem defies logic considering the traffic and other issues in New York.

It seems that the public is gaining a perception, through the activities of certain groups that heliports are noisy and nothing but a nuisance. If the industry is to continue growing even in times of economic downturn, manufacturers need to help associations and operators counter that perception and broaden the helicopter’s appeal and application. Of course, manufacturers need to continue working to reduce the noise signatures of their products to make them more acceptable, but they also need to encourage the industry and invest in promoting helicopters and the infrastructure that relies on the helicopter. n

by mark ogden

PUBLISHerNeville (Ned) dawson

edITorMark Ogden

dePUTy edITorrob Neil

US edITorSdustin blackaaron fitzgerald

Uk edITorSarah bowen

TecHnoLogy edITorNick lappos

ITaLIan correSPondenTdamiano gualdoni

ScandInavIan correSPondenTrickard gilberg

ProJecT managerCathy horton

Proofreaderbarbara McIntosh

deSIgngraphic design Services ltd

Pre-PreSSVision Through Communication

PrInTIngprint world

edITorIaL addreSSOceania group Intl pO box 37 978, parnell auckland, New zealand phONE: + 64 21 757 747 faX: + 64 9 528 3172

[email protected]

WeBSITewww.heliopsmag.com

is published by Oceania group Intl. Contents are copyright and may not be reproduced without the written consent of the publisher. Most articles are commisioned but quality contributions will be considered. whilst every care is taken Oceania group Intl accept no responsibility for submitted material. all views expressed in heliOps are not necessarily those of Oceania group Intl.

f r O M T h E E d I T O r

mdhelicopters.com

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TLYNN TILTONChairman of the Board of DirectorsMD Helicopters, Inc.

“Customer-centric. It’s a term that de nes all that

we do and how we do it at MD Helicopters. It is the

foundation of our strong commitment to our customer

and operator, because we understand that the

success of this company will be ultimately measured

by the depth of your appreciation. Our long-term

success will be built upon our indelible passion for

superior product, innovative thought and operational

processes that are inherently focused on the needs

of our customer. I want to hear what you have to say

about our products and our services – it is the only

way that I can transcend MD into a company that you

can trust. It’s a new day at MD Helicopters and I have

pledged my personal commitment to capitalize upon

the innovative technology and the strength of MD’s

products and build the spectacular. My journey and

the path we pave at MD begin with listening to you.”

American Pride Rising to New Heights | ph: 480.346.6344 | e-mail: [email protected]

115-18328_MD_HeliOps.indd 1 1/13/06 12:02:16 PM

aga khaN’S aw139S hElp OUTThe Aga Khan Development Network’s (AKDN) fleet of

four AW139s have been extensively used in earthquake

relief operations in Pakistan’s northern regions. The four

helicopters have carried relief supplies including oil, lentils

and rice, as well as tents, blankets and medical supplies.

On their return journeys to Islamabad, the helicopters

carried survivors requiring urgent medical assistance. In

the first month of relief operations the aircraft logged 636

sorties and 457 flying hours, transporting 1,050 injured

people, 3,300 passengers and 462 tons of cargo. They

performed missions lasting eight hours, dawn-to-sunset,

in support of affected populations in remote and urban

areas, including Muzaffarabad, Bagh Dupatta, Batgram and

Balakot. According to ADKN, AW139s worked in many difficult

conditions including high altitude, extreme temperatures

and load conditions, carrying a maximum of 15 passengers.

Operating at normal altitudes of over 4,200 m with ISA + 20°C

conditions, the helicopters were able to fly routinely at

150+ kts, with fuel consumption less than 350kg per hour

with 60% torque, at maximum weight.

MUlTI-lOad rIgRotor And Wing Maintenance from Taupo, New Zealand has developed a Helicopter Multi-Load Rig. The Rig is in the final stages of development following the successful completion of field trials. This Rig is light-weight, simple, rugged, inexpensive and reliable, with the release units integral with the frame. When the engineering analysis is completed, the company expects it to have a maximum overall capacity of 2,000 lb with the center release unit load being a maximum of 2,000 lb and a max load on any of the outer four release units of 750 lb.

NEw STarTUpAustralian Helicopters has commenced its new seven-year aero medical, SAR and police support contract in Adelaide, South Australia. Under the contract, the company is providing an AB412, an EC130 B4, a BK117 B2 and an AS350B3 with a 1,000 liter belly tank for fire fighting over the summer. It is expected the new service will perform over 700 missions each year, with most being the retrieval of critically ill patients from country areas and Police proactive patrolling and high speed chases.

N E w p r O d U C T S a N d S E r V I C E S

C M Y CM MY CY CMY K

• NVG Cockpit Modifications

• FAA Approved 135/141NVG Flight Training

• ITT AN/AVS-9 PinnacleNight Vision Goggles

• FAA Approved ANVIS Goggle Maintenance

...is Clear to See.

208.426.8117 / 4632 West Aeronca StreetBoise, ID 83705 / www.asu-nvg.com

Aviation Specialties Unlimited, Inc.

Complete Night Vision Systems:

hElI-MarT aCqUIrES phOENIX pd hElICOpTErSHeli-Mart has purchased nine MD 520Ns and one 300C that had been operated by the Phoenix, Arizona, Police Department. A large inventory of spare parts and engines worth nearly $1.5 million was part of the deal. Both the aircraft and spare parts are available for purchase from Heli-Mart.

CErTIfIEd ENSTrOMEnstrom has received Korean certification for its full product line and added the 480B certification to its Brazilian ticket. The Enstrom product line is now certified in over 30 countries and the company plans to continue its certification efforts through 2006.

parTNErINgDart Helicopter Services has

announced an agreement with

Wysong Enterprises, Inc. to add

its innovative line of mounts and

brackets to the DHS roster of

products. Wysong integrates advanced

equipment for effective airborne

law enforcement, and has installed

over 150 systems to date. With this

experience, Wysong has developed a

series of high quality, easy to install

equipment mounts and brackets to

better serve the rotary wing industry.

Aircraft currently served are the

Bell 206, 407, OH-58 and Eurocopter

AS350/AS355.

dalaT TO OpEN TOUrS by hElICOpTEr The Dalat tourist company of the central highlands province of Lam Dong in Vietnam is proposing to conduct tourist helicopter tours. Dalat will join in partnership with a partner from the Ministry of Defence to begin the tours this year.

CJ SySTEMS STEppINg UpCJ Systems Aviation Group is making

significant upgrades to aircraft serving

four separate regional air medical

transportation providers. Providers to

benefit include Gunderson Lutheran

La Crosse Hospital (La Crosse, Wisc.)

where its BK117 will be replaced

with an EC145, Doctors Memorial

Hospitals (Perry, Fla.) where a BK

is being replaced by an EC135, St.

Alphonsus Regional Medical Centers

(Boise, Idaho) where its Bell 222 will be

replaced by another EC135 complete

with night-vision goggles, and Quad

Cities EMS (Burlington, Iowa) is getting

an EC135 to replace its BK.

N E w p r O d U C T S a N d S E r V I C E S

NEw EC135 lITTEr SySTEMAir Methods Products Division announced FAA Supplemental Type Certification for the Model 1275, Wheeled Patient Litter System for the Eurocopter EC135. This new product was developed in response to customer requests for a wider EMS stretcher. Traditional aircraft patient litters are approximately 18 inches wide. The Model 1275 Patient Litter is 24 inches wide and incorporates additional new features such as folding side rails. This new litter provides unprecedented flexibility and functionality to EC135 EMS aircraft, yet at 81 lb it weighs less than any other comparable wheeled litter system currently available. This litter will also be available for the

EC145 in the near future.

phIlly MarkET UpdaTEAssociated Aircraft Group (AAG) and Keystone Helicopter Corporation, both wholly owned subsidiaries of Sikorsky, have announced a collaborative program that will bring integrated helicopter services to the Philadelphia market. The companies will provide aircraft maintenance and helicopter charter services between Philadelphia and the Northeast corridor as well as flights to the Washington DC area, and the North Carolina technology triangle. The executive-configured S76 will be operated by AAG.

206b hIgh pErfOrMaNCE ENgINE fIlTErAFS has received a STC from the FAA for an Inlet Barrier Filter (IBF) system for the Bell 206B. The company says that approvals clear the way for commercial operators of 206Bs to maximize engine protection while reaping big performance and maintenance benefits from combat-proven military technology. This IBF features flat filter assemblies and an integral bypass design. It can be replaced via a quick access door. An integral maintenance aid allows for on-condition maintenance between established cleaning intervals. As well as filtering out more than 99 percent of dirt and sand, AFS filter systems enhance engine performance when compared to inlet particle separators.

7

aErO EXpaNdINg Aero Products Component Services, Inc, has announced the expansion of its current operations in Tempe, Arizona to include a new 10,500 sq ft facility adjacent to its original corporate headquarters. The new building will host a multi-million dollar inventory of Bell spares, Aeronautical Accessories, and exchange components. It will also serve as the new home for its centralized shipping and receiving center as well as sales and administrative offices.

N E w p r O d U C T S a N d S E r V I C E S

Testfile-1.indd 1 16/5/05 9:18:47 am

SIMplEX pOwErS INTO 2006Celebrating its 60th year, Simplex will share the manufacture and sales of products which were developed in conjunction with Mack Innovations of Queensland, Australia. Mack Innovations will retain Australia and New Zealand for sales, and Simplex will serve all areas outside of those two countries. Simplex says operators who fly challenging power line maintenance missions worldwide will welcome the innovative products, which include the Hydra multi-purpose mission equipment mounting system, the Javelin high-pressure (2,000 psi) insulator washing system, the Vector exterior work platform, and Mackpull, a dual-direction side-mounted wire-pulling cargo hook mount for power line construction. The range of equipment is now available for the AS350 and AS355 and soon will be available for MD500s and Bell 206s.Simplex has also released its new Model 328 Fire Attack System. The 328 Fire Attack System is a new water tank developed by Simplex for the Kamov Ka-32. The first systems were delivered to LG International of Seoul, South Korea, in December, for the Daego Fire Department. The Model 328 features a new-generation, computer-controlled door system and a single six-inch AC electric hover pumps, with a refill rate of 1,000 gallons (3,800 liters) per minute. The system also delivers multiple flow rates. Simplex is already working on a larger 1,188-gallon (4500 liter) system.

SIkOrSky CErTIfIablESikorsky has received FAA certification for its S-76C++. Since being certified, two C++s

have already been delivered - the first to PHI for offshore oil support and employee

transfer missions. There are over 60 S-76C++s on order. Product improvements on

the S-76C++ include the new Turbomeca Arriel 2S2 engine, an inlet barrier filter, a new

VIP interior, new HUMS, and a quiet main gearbox utilizing Quiet Zone Technology intended

to reduce interior noise levels without any weight, maintenance or TBO penalties. The new

engine provides approximately 350 lb of additional payload capacity compared to the C+

at high DAs.

LLoyd Ad190106-1. (Converted)-4 1/19/06 11:56 AM Page 1 C M Y CM MY CY CMY K

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NEw lEaSE ON lIfEFor the owners of this ‘mobile bar’, the fuselage of an SA365 Dauphin provided the ideal way to attract customers in Switzerland. With a serious sound system and full service bar inside, the Dauphin is probably making more money than it ever did in its flying life, without even leaving the ground.

N E w p r O d U C T S a N d S E r V I C E S

ThE Sky IS ThE lIMITBlue Sky Network has introduced a new satellite-based panel-mounted control head for aircraft. The ACH1000 adds cockpit-integrated voice capabilities as well as short code messaging to its D1000-Series global satellite flight tracking products. The ACH1000 has been STC’d by the FAA. The ACH1000 leverages the advanced capabilities of Blue Sky Network’s recently announced SkyRouter, an interactive Web portal with detailed global mapping for tracking transportation assets anywhere on earth. Working seamlessly with SkyRouter, the new control head also allows users to send and receive user-defined short code messages. At the push of a button, pilots can send messages from the aircraft signaling special events such as take-off, landing, request weather update, stopping for fuel, etc. From the

ground, dispatch or other parties may

send free form messages via SkyRouter’s management interface directly to the aircraft. The short codes are completely configurable and unique to each user.

NEw EMS hElICOpTErSOS Helikopter Gotlands has introduced its new EMS EC145. This is the second of the model in Scandinavia, following on from Norsk Luftambulanse’s EC145 that entered service at the Norwegian Lørenskog base in November last year. It will mainly be used for inter-hospital transports between the island of Gotland, in the Baltic Sea, and speciality hospitals on the mainland.

Superheroes really do have superpowers.

Superb performance. Better fuel efficiency. And lower operating costs. The same reliable Lycoming engines that empower so many law enforcement agencies can do the same for you. Plus, factory overhauls with genuine Lycoming parts keep your superpowers at their peak. lycoming.textron.com or 800.258.3279.

© 2006 Lycoming. Lycoming is a division of AVCO Corp., a Textron subsidiary.Code H09

9505 Heli_v1_HeliOps.indd 1 1/17/06 2:55:42 PM

dEdICaTEd fOr ChIldrENThe Children’s Mercy Critical Care Transport Team in Missouri now has its own brightly-colored child-friendly helicopter, which will be permanently housed on the helipad at Children’s Mercy Hospital. Previously, Children’s Mercy Transport shared the use of one of Life Flight Eagle’s three aircraft. To accommodate growth in both programs, the fleet has been expanded to add a fourth aircraft. The new helicopter will continue to be a joint mission with Life Flight Eagle, and will now be used exclusively by Children’s Mercy Critical Care Transport team members to transport sick babies and children from hospitals all over Missouri and Kansas. The helicopter will be the only hospital-based dedicated neo-natal and pediatric helicopter in Missouri or Kansas.

N E w d E l I V E r I E S a N d O r d E r S

We keep your needs in mind. (And in stock.)

When you need a replacement window for your helicopter, you

need it now. Your aircraft is sitting on the ground — not flying

missions, not carrying passengers, not moving things around.

In short, it’s costing you money and it’s not doing its job.

Our job at Tech-Tool Plastics is not only to design and

build the best windows for your helicopter, but to keep

them in stock. That means chances are, if you need one,

we have it on our shelf right this very minute. And that

means the sooner you call, the sooner you’ll be back where

you need to be — flying.

Visit us at Heli-Expo, booth 1839.

Tech-Tool Plastics Inc., 7800 Skyline Park Drive, Fort Worth TX 76108 USA1-800-433-2210 1-817-246-4694 fax 1-817-246-7402 www.tech-tool.com

TT ad HO2.indd 3 1/10/06 3:25:19 PM

aUSSIE rObINSONHeliflite, Australia’s authorized Robinson distributor, has taken delivery of the 4,000th R22 in Torrance, California. This milestone comes 30 years after Frank Robinson’s first test flight of the R22. In 1991 Heliflite took delivery of R22 S/N: 2000.

ThIrd S-92 TO NOrwayNorsk Helikopter’s third S-92 entered revenue service early this year when it departed from Stavanger Airport, in Sola, Norway. In February 2005, Norsk became the first North Sea oil operator to launch the S-92 into service. Norsk’s third S-92 helicopter will be used under contract with BP Norge and Talisman Energy Norge for employee transport missions to and from oil platforms in the North Sea. Norsk Helikopter’s S-92 fleet to date has accumulated 3,206 flight hours and transported 66,100 passengers, 754 tons of baggage and 77 tons of freight.

ENSTrOM CONTINUESEnstrom continues to open up new markets and new territories. The Republic of Georgia’s ‘Airclub of Georgia’ recently received a searchlight-equipped Enstrom 280FX with a police surveillance mission in mind. The Police division of the Ministry of the Interior is considering broadening its airborne police presence and is looking at the possibility of a fleet of Enstroms to serve throughout the Republic of Georgia. Enstrom also recently received a purchase order for a 480B from Slovenia. This will be the first turbine powered Enstrom to work in Slovenia and will be used as a private business aircraft.

OffShOrE hElOS ON ThE MOVEBoth the Gulf of Mexico and the North Sea have seen some recent new additions to the local fleets. PHI have taken delivery of yet another S-92 for their Gulf of Mexico operations and CHC/Schreiner have added the first of their AW139s to the fleet serving its North Sea locations.

50Th ka-32 dElIVErEd TO kOrEaSouth Korea plans to bring

the number of -32s to 100.

Deliveries from a factory in

Kumertau (Bashkiria) since

1993 are part of Russia’s

debt repayment. Most of

the Ka-32s have included a

firefighting modification.

arn

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60 years of service 1946–2006

1-503-257-3511 · www.simplexmfg.com

Looking for all the right ingredients?

Piece of cake.Any way you slice it, Simplex is the leader in helicopter mission equipment.

More systems for more airframes. All backed by worldwide support and world-class

service.

Founded in 1946, Simplex is celebrating 60 years of providing quality and real world

solutions for operators like you.

Sweet.

See us at Heli-Expo, booth 2313. Cake will be served from 11 a.m. to 1 p.m.

Simplex 1P HO.indd 5 1/10/06 3:36:37 PM

WECO HeliOps ad Apr05.fh8 3/3/05 1:46 PM Page 1

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We offer a convenientcombination of overhaulservices, exchange units,and component sales forthe aviation community,including:

• Corporate Fixed-WingAircraft • Helicopters

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Call for more information:Headquarters: 800 531-4073or 916 645-8961So. California: 800 691-9326

Free T-shirt! Visit our website:www.wecoaerospace.com/heli

The International Standard in Aviation ServicesWECO is an interna-

tionally renowned over-haul facility specializingin electrical and electron-ic accessories and instru-ment service.

SUpEr frElON TakES TO ThE aIrArguably the world’s only

civil registered Super Frelon,

ZS-HTN took to the skies of

South Africa again recently.

Abandoned for a number

of years at Rand Airport in

Johannesburg, the Frelon has

been painstakingly restored

to flying condition.

N E w d E l I V E r I E S a N d O r d E r S

b2 fOr hElINETVan Nuys-based ENG operator Helinet, has added a state-of-the-art AS350B2 to its fleet. The B2 will primarily be used for movie work, as well as aerial filming around the Southern California region. The avionics panel in this particular B2 is probably the most advanced anywhere.

aNOThEr EC120 fOr MalaySIaMalaysia’s Integrated

Training and Services (IT&S),

a helicopter training school

which provides pilot training

for the Military, Police,

Bomba, and Coast Guard, took

delivery of its third EC120

training helicopter at LIMA

in December last year. It

will be based at Ipoh, 200km

north of Kuala Lumpur.

A total of five EC120s have

been ordered by IT&S.

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ingr

in

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esa

and

ras

Sobe

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NEw EC135 fOr rOMaNIaThe Romanian Ministry of Administration and Interior

recently took delivery of another brand new EC135 which

will be used in the EMS role. This aircraft joins another in use

and will serve the well-known area of Transylvania.

You can count on K-MAX.Many missions require efficient heavy lifting. One helicopter does it better than the rest. Conceived and designed to perform repetitive external lifting, the K-MAX excels, lifting 6,000 pounds while delivering unmatched performance and reliability. What’s more, K-MAX has the highest availability rate and the lowest maintenance man-hour per flight hour of any helicopter in its class.

A fleet of hard-working K-MAX helicopters will be ready to respond to the most difficult missions — from delivering supplies to clearing debris or rebuilding — any where, any time. You can count on it.

Kaman Aerospace · Connecticut USA · 1-860-243-7006 · [email protected]

Kaman 1P ad HO.indd 3 1/9/06 1:25:40 PM

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800.257.4847 US & Canada 425.353.6591 Internationalwww.b l raerospace .comdavemarone@bl raerospace .com

Scores of operators are reaping the benefits of NASA-patented

technology tailboom strakes from BLR Aerospace. With more

than 600 systems in use, operators are reaping benefits that

range from improved payload (lift hundreds of pounds more)

to unprecedented stability of flight. A proven technology

with more than 1 million flight hours to date, BLR strakes

are truly a revolution in technology and performance.

Don’t change your helicopter – change your

performance. Do you have your strakes yet?

BLR AerospacePerformance Innovation

600Aircraft.

1 millionHours.Do you have your strakes yet?

BLR P2 ad HO.indd 1 1/17/06 9:38:29 AM

pragUE’S MIl-8Czech Republic operator Aero Centrum

has added a Mil-8 to its Prague based-

fleet. The Mil-8 is primarily used for

heavy-lift utility type work as well as

occasional passenger transport.

N E w d E l I V E r I E S a N d O r d E r S

ElECTrIC EMErgENCy rElEaSEECMS Aviation Systems has developed the EDX01 external fast roping and rappelling device. This is the only fast roping and rappelling device to offer a pilot-activated electric explosive device for the instant rope release by push of a button by the pilot. An electronic control box mounted in the cockpit displays the status of the system at all times and will report any system malfunctions via audible and visual warnings. A self-locking coupling mechanism is also available for manual release.

MOrE pOwErS IN ThE MIddlE EaSTFinmeccanica, AgustaWestland and

the Libyan Company for Aviation

Industry have signed an agreement

to form a joint venture called the

Libyan Italian Advanced Technology

Company (LIATEC). LIATEC will be

50 percent-owned by the Libyan

Company for Aviation Industry, with

Finmeccanica and AgustaWestland

holding 25 percent each. The

company will have commercial rights

to sell helicopters assembled locally,

in a number of African countries.

Furthermore, with the collaboration

of all Finmeccanica subsidiaries,

LIATEC will be able to supply

electronics systems and land systems

to its core markets, and provide

clients with technical assistance,

maintenance and spare parts. While

announcing the creation of the joint

venture, AgustaWestland announced

a contract to supply 10 A109 Power

helicopters for border patrol, as part

of a program worth EUR 80 million

(about US$97 million), including

equipment and services.

EUrOCOpTEr wINSEurocopter has won an open competition to equip the Japanese Coast Guard with two EC225s. The two helicopters will be primarily used for transporting coast guard teams and conducting SAR missions.

petr

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elar

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N E w d E l I V E r I E SPowerline

Detection System

(914) 946-9500 www.safeflight.com

Visit us at HAI – Booth #1523

One of the greatest hazards in helicopter operations is powerlinestrikes. Our system senses the electromagnetic field emitted bypowerlines, andprovides a unique,auditory alert in thepilot’s headset. Pilotsliterally “hear” theirproximity to powerlinehazards. The result isthe potential forreducing powerlinestrike accidents andloss of life.

Pioneering Safety and Performance Since 1946

Protection you can hear.

ExceedanceWarning System

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While the Powerline Detection System provides a unique warning against this hazard, itdoes not warn against all powerlines and will not alert pilots of some strike hazards thatemit electromagnetic fields.

Exceeding operating limits causes premature component failure,higher operating costs and accidents. Our solution is a tactilefeedback alert. When operating limits are approached or exceeded,

a collective shakerdelivers a uniquewarning. Pilotsactually “feel” theirway around thehelicopter’s operatingenvelope. Thebenefits are saferoperations, lessmaintenancedowntime, and loweroperating costs.

#21096 Helo Combo_Heliops 1/13/06 2:54 PM Page 1

aIrbOrNE TElEphONE dIalEr/adapTEr fOr NIghT wOrkNorthern Airborne Technology (NAT) is producing the PTA12-300 Digital Telephone Dialer/Adapter, with NVIS Green B lighting and display. The PTA12-300 Dialer/Adapter is a compact Dzus mounted telephone interface with a full function Touchtone keypad and LED display. Utilizing the 2-wire POTS (Plain Old Telephone Service) interface from the telephone, the PTA12-300 provides complete telecom control and standard DTMF (Dual Tone Multi Frequency) dialling capabilities. Speed dial allows numbers to be stored and recalled from memory. The interface allows the flight crew to access the telephone system through the aircraft’s audio system, maintaining full headset operation. A handset can also be used in parallel with the PTA12-300 to provide Satcom system access for the cabin. The PTA12-300 can be used with many of today’s airborne telephone systems including Globalstar, Iridium, Inmarsat, Thuraya and airborne cellular.

ErlaNgEr bUyS ThIrd hElICOpTErErlanger Medical Center trustees have approved purchasing a Bell 206L-4, its third LifeForce helicopter. The helicopter will be staffed around the clock and the service will focus on the North Georgia area. The service is intended to provide critical care to more patients than before, as well as expanding the hospital’s market.

CObra fOr ChIlEOne of the world’s only Bell 209 Cobra Lifters recently changed hands in Chile. CC-CLF is now owned and operated by Helicopters.cl, complete with a unique paint scheme, and is being used for a variety of utility work throughout Chile.

alv

aro

rom

ero

19

Running landings are

also generally stressful

to the airframe and

landing gear unless

gently performed

under power.

f l I g h T d y N a M I C S

An interesting response to my

article in HeliOps number 29 Nov/Dec 2004

was printed in issue number 32 May/Jun

2005, written by P Bayard duPont. Bayard

and I met at an HAI convention and I

found him to be a fine gentleman. He

is a member of the Enstrom Helicopter

Corp., is a CFI and is the director of

Product Support. He also is critical of

my views of touchdown autorotations

being conducted in regular and recurrent

flight training. Enstrom does not instruct

auto touchdowns in their flight training

program except for hovering autos and for

CFI training, and then only when the wind

is eight kts or more and temperatures are

below 85°F. During my tenure at Enstrom

as chief pilot and chief certification pilot,

if a customer requested an autorotation,

it was performed as part of a

demonstration flight.

When I left Enstrom, the F-28 was

considered one of the better performing

helicopters in autorotations, which after

FAA Certification became an excellent

sales tool. Due to its low descent rate and

because of the offset flapping hinges the

hub/shaft moment produced was, and

is powerful, allowing for rapid response

to precise cyclic pitch control inputs. If

the CFI understands the flight dynamics

of the flare portion of an autorotation,

passes on this intelligence to the student

and explains by various examples of the

magnitude (amount) and the amplitude

(time rate) for given wind velocities,

temps etc, the CFI will have produced an

advanced student. This really should be an

FAA requirement for all ground and flight

by moTT STancHfIeLd

school training. Perhaps then insurance

rates might not be so high.

Most pilots think of the need for

autorotation as a safety net for engine

failure but it goes further than that. There

is the drive system from the engine to

the sprauge clutch to the transmission,

any section of which, if compromised,

would require a pilot to be well versed in

autorotations to the ground. While the

engine would be running nicely, it simply

would not be connected to the drive

system.

The loss of tail rotor (T/R) control and

or transmission loss on a fully articulated

rotor or ridged rotor system requires

different auto landing techniques than

that of semi-articulated systems. As a

factory test pilot I have experienced two

T/R failures (not by choice) of the types

being discussed here. We cannot duplicate

such failures in flight.

I rule out running landings at speeds

beyond translational lift for lack of

suitable steerage and in consideration

that 95 percent of the landmass of our

world is unsuitable for such, regardless of

wind velocity and temperature. Running

landings are also generally stressful to the

airframe and landing gear unless gently

performed under power.

I had a friend from West Palm Beach,

Florida who bought a Hughes 300C and

wanted me to train him. He had somewhat

limited flight experience, was middle aged

and worked and studied very hard while

making fine progress and in good time.

One day while we were training, he asked

if he could perform a 720-degree overhead

auto. I asked why and he said, “I’ve just

always wanted to”. I told him I saw no

reason why not.

We took off in 3-5 mph winds and

climbed to 1,100 ft as I recall. He entered

the auto in descending turns. At the

proper time he flared and touched down

without skidding an inch. Excited he said,

“Mott, did I really turn 720 degrees?” I

told him “well, I saw that 727 there on

short final, twice on the way down so I

guess you did”. He said “and you never

had your hands on the controls”. I told

him he didn’t seem to need any help and

performed like he knew what he was

doing. He did. He knew the flare was the

heart and soul of the autorotation. n

Most pilots think of the

need for autorotation

as a safety net for

engine failure but it

goes further than that.

Following a merger with previous competitor

Tex-Air and purchase by SEACOR Holdings Inc.,

Era Helicopters is embarking on a renewal and

expansion program that will take it from Alaska

and the Gulf of Mexico to the world.

story by mark ogden PHotos by ned dawson

the GOM

Change of guardin

C O V E R F E A T U R E

22

ERA’s billiOn-dOllAR parent

company, SEACOR, provides customers

with a full suite of marine-related

services including offshore services, US

coastwise shipping, inland river services,

helicopter services and environmental

services and harbor and offshore towing

services. The company was launched in

1989 with a purchase of Nicor Marine,

which operated 36 vessels. Today

SEACOR’s Offshore Marine unit operates

over 300 vessels.

With more than 125 helicopters, 18

bases and almost 600 employees, Era

is the third largest operator in the Gulf

of Mexico (GOM). In 2005 Era carried

approximately 175,000 passengers

while flying nearly 6 million miles and

top: offshore oil rig support using

aircraft such as the s-76 is the

staple of Era’s business.

above right: Even a modern

technology cockpit such as that in

the AW-139 requires the paper-

based checklist.

I think the legal fees

were higher than

the price we paid.

Six months later

SEACOR purchased

another ten percent

for US$175,000.

23

accumulating 53,000 hours of flight

time. When it was owned by Rowan

Companies Inc., a major offshore

drilling contractor, the staples of the Era

operation were oil industry support in

the GOM and Alaska and flight-seeing in

Alaska. When Rowan decided to focus its

energies elsewhere, it sold its helicopter

arm to SEACOR, with whom Era is now

embarking on a renewal and expansion

program that includes plans to move

beyond its traditional GOM and Alaskan

operating areas.

sEACor’s VisionAlthough he had no real background

in the helicopter industry prior to

SEACOR’s entry into the Helicopter

business, the business driving-force

behind the company’s acquisition and

rebuilding is Era Helicopters’ CEO, Ed

Washecka. With support from SEACOR’s

Board, Washecka has implemented new

business models and new direction

including a helicopter-leasing subsidiary

and moves to take the company outside

the USA.

Safety and service excellence are

paramount in all SEACOR business lines,

including Era. To this end, Era’s continual

upgrade and improvement program has

included the integration of a Sky Connect

Iridium/GPS-based tracking system into

its company-designed tracking Flight

Following and Moving Map systems. Its

S76C++ has been equipped with HEELS

(Helicopter Emergency Egress Lighting

System), a Health and Usage Monitoring

System (HUMS) and a new combined

float/life-raft system, and the company is

acquiring personal beacons incorporating

GPS positioning. The company has

ordered 20 AW139s, five S-76C++ and four

EC135 helicopters in a major fleet renewal

program that will see the retirement of

helicopters such as the MBB B105, AS355,

and 206 (already out of the air).

Washecka explains that the company

had analyzed the potential for buying

into the helicopter offshore market as a

Pay rates are regularly

reviewed to ensure

that Era is among the

best-payers in the Gulf

because we want to retain

our superb people.

The two pilot fraternities

melded remarkably well

because there was no real

competition among pilots

for positions.

left: ‘Jackups’ like the bob Keller

present the pilot with challenges

with increased turbulence and

more obstacles.

24

compatible product line to compliment

its marine support operations for several

years. “We looked at assets and whether

they made money,” explains Washecka.

“The helicopter operators were not

making a sufficient return on capital in

the US Companies like Offshore Logistics

were investing in new equipment and

moving it overseas where rates were

better.” A couple of years later the

industry dynamics had changed and

SEACOR dusted off its analysis. The

main change was that the industry was

more profitable. With a realization that

the market appeared to be improving,

SEACOR turned its attention to

helicopters in 2001. The company found

a small operation, Tex-Air Helicopters

that had a young fleet of technologically

advanced equipment, principally

Eurocopter EC120’s and Astar B2’s.

Negotiations resulted in SEACOR

making a small initial investment of

US$50,000 for a ten percent stake in the

company with options to buy more. “I

think the legal fees were higher than

the price we paid,” Washecka notes. Six

months later SEACOR purchased another

ten percent for US$175,000. With the

company proving a good fit, SEACOR

purchased the balance of Tex-Air on 31

December 2002. SEACOR soon turned

toward expanding its newly acquired Tex-

Air operation with the purchase of two

“state of the art” EC155B1s and an initial

order for three Agusta A119 Koalas. Some

might wonder why Tex-Air didn’t launch

its crew change services with an older

412 or S-76A++ (Why spend eight million

when you can carry the same number

of passengers for two?) But Washecka

emphasizes that SEACOR’s focus has

always been to invest in new equipment

and new technology, and this applies

top right: Era operations personnel

keep a track of the company’s

helicopters through a company-

developed system that integrates

sky Connect’s satellite and internet-

based tracking system.

above: the sleek lines of the AW139

are evident here as it formates

on the camera ship.

above right: Era operations

staff keep a close eye on all its

helicopters and their whereabouts

to ensure a quick response should

there be problems or other needs.

It’s not unusual for

a light helicopter to

‘attach’ itself to a

medium or heavy, and

accompany it through

the weather.

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across all of its businesses. According to

Tim McKeand, VP of Investor Relations for

SEACOR, the company has commitments

to spend $564 million on new equipment

(vessels, barges, helicopters) as of

November 2005.

Asked about the Koala, Washecka

says that while he initially had doubts

about taking on another new helicopter

after the EC155, the Koala has proved to

be a particularly popular helicopter. “I

am glad Ed Behne, Tex-Air’s founder and

former owner, pushed us as hard as he

did to buy the Koala,” says Washecka.

“It has proved itself - our customers

appreciate its speed and spaciousness.”

Then, in 2004, SEACOR ‘got lucky’, as

Washecka puts it, when Rowan decided

to put Era on the market. “Era had grown

significantly under Rowan, but the parent

company was no longer investing in new

equipment for Era,” he says. Era was

the ideal opportunity to grow SEACOR’s

helicopter investment, since it planned

to grow the business. As Washecka

explains, “A major concern for Rowan was

its people. Rowan executives stressed the

importance of their employees having

a future with the new buyers of Era.

Fortunately, we didn’t have in-house

maintenance in Tex-Air, so we weren’t

going to have the forced redundancies

that may have occurred had another

competitor purchased Era. We were – and

are – looking at opportunities overseas

and in developing the leasing activities,

so there were opportunities for nearly all

the people in Era,” explains Washecka.

MErgErThe New ‘Era’ is a combination of

Tex-Air and Era. Although SEACOR sold

off Era’s airline business, it held onto the

Fixed Base Operation (FBO) in Alaska and

now has its old airline as a customer.

Era’s operating certificate was a combined

FAR 135/121 operation, and the airline

sale required a new certificate to be

issued for Era’s Helicopter operations –

something the FAA in Baton Rouge helped

the company achieve in just two months.

Once the deal was done, it was time for

the practicalities of merging the two

companies’ different cultures, equipment

and back-room and maintenance

systems. Although Era was the bigger

of the two companies, Neill Osborne,

President of Era, says that Tex-Air – after

two years as part of SEACOR – was more

efficient in some areas and was ahead

above: in showing off its belly,

it can be seen why the AW-139

can carry so much allowing it to

straddle both the medium and

heavy ends of the market.

27

in establishing such things as a Safety

Management System (SMS). Completed in

January 2005, the comprehensive program

focuses on safety training, evaluation and

communications.

SEACOR ensured redundancies

were minimal and that there were no

pay cuts. Wendy Mann, Era’s Director

of Human Resources says, “Pay rates

are regularly reviewed to ensure that

Era is among the best-payers in the

Gulf because we want to retain our

superb people.” Errol Bodin, Era’s chief

pilot, remarks about assembling Era’s

new team of pilots. “The two pilot

fraternities melded remarkably well

because there was no real competition

among pilots for positions. “Tex-Air flew

light singles whereas Era flew medium

and heavy twins in the Gulf, so the two

companies complemented each other.

Tex-Air focused most of its effort on

the production side of the oil industry,

while Era handled mainly pipeline and

exploration work,” he says.

Era’s success is directly attributable

to each and every employee. Through

their collective dedication, Era was able

to meet and exceed challenges presented

by the merger,” comments Osborne. On

top of the merger, there was no shortage

of challenges presented by last year’s

hurricane season. Era assisted not only

some of its own employees by providing

them with trailers and amenities on site,

but also some of its customers (such

as Amerada Hess employees) whose

homes had been destroyed or damaged

by Hurricane Rita. “The people at Hess

would do the same for us,” explains Jim

Shugart, Era’s EVP and general manager.

Amiable as he is astute, Shugart seems to

know everyone at the main base at Lake

Charles. He keeps an eye on things and

appears to know in detail the state of all

the company’s aircraft, and even how the

company’s personnel are faring.

Initially, SEACOR was not certain

whether it would continue Era’s Alaskan

flight-seeing operation. “I talked our

chairman into trying it out. The crews in

Alaska and all of Era management did a

great job this past year and our chairman

is now behind it,” remarks Washecka.

With its inception in 1948, Era introduced

the first commercial helicopter in Alaska.

From operating bases in Anchorage,

Valdez, Deadhorse, Juneau and Denali,

Era’s Alaska operation serves the oil and

gas industry, the tourism industry, and

various government agencies. Era flies

extensive IFR and VFR operations in some

of the most remote locations on earth

including Alaska’s North Slope, Prudhoe

Bay, the Beaufort Sea, Navarin Basin, the

Gulf of Alaska and Norton Sound.

FlEEt ConsidErAtionsShugart, Washecka and Osborne all

agree that Era has more helicopter types

than they would like; however, fleet

selection is largely customer-driven.

“Customers have definite views which

helicopter they want; this means we have

to maintain a diverse fleet to meet the

demands. When we stopped operating

Bell 206 models, most customers accepted

the higher priced EC120, but some chose

to go elsewhere. Our decision was based

firmly on rationalizing the fleet and

left: All heavy maintenance on

the Era fleet is conducted at its

home base of lake Charles.

moving forward with new technology,”

says Osborne.

The decision to purchase 20 AW139s

was another move by the company

to invest in new technology that will

bring new efficiencies to customers and

improve operational safety. The AW139

represents the highest state of the

helicopter manufacturing industry. Not

only is the payload attractive compared

to other aircraft in the price range, it

also offers the best power to weight ratio

and latest safety enhancements for our

offshore clients. “We believe the 139

will be broadly received by our

customers,” comments Osborne. The

AW139 is capable of carrying up to 15

passengers or 6,124 lbs useful load,

at 167 kts (approximately 192 mph).

“This aircraft is the hallmark of Era’s

commitment in providing customers

with the highest standards of service

and safety excellence combined

with competitive economics in the

marketplace,” adds Shugart.

lEAsingEra is aiming to rationalize its fleet

through sales and leasing. Leasing

is something that Washecka thinks

the helicopter industry has not fully

exploited, and he sees it as a way to

diversify. “The larger international

operators are inherently diversified.

They can move aircraft to Africa, Asia

or elsewhere when things are quiet in

the Gulf.” Era already has a number of

medium sized aircraft on long term

leases. “We already have customers for

our first few 139s and I’m sure we will

Rolls-Royce is pleased to introduce the new Model 250 Full-

service Integrated Rolls-Royce Support Team (FIRST) network.

Developed to ensure that the 4,500 operators of Model 250

powered helicopters and light aircraft around the world receive

The Rolls-Royce Model 250 FIRST network. Your winning hand for Model 250 support.

Facilities (AMOF) and four independently owned Authorized Repair

Facilities (ARF). This combination of Rolls-Royce owned facilities and

industry-recognized service partners reaffirms our commitment to

offering our operators a freedom of choice in authorized engine

the highest levels of support, the Model 250 FIRST network brings

together the expertise of three Rolls-Royce Service Centers (RRSC),

thirteen independently-owned Authorized Maintenance Centers

(AMC), four independently-owned Authorized Military Overhaul

support, while ensuring the highest levels of quality service. For

more details, visit our website at www.rolls-royce.com or contact

us via [email protected].

Trusted to deliver excellence.

GTP 8503_Heli-Ops_11/05/2004

www.rolls-royce.com

GTP_8503_HO_11042005.indd 1 11/4/2005 3:30:40 PM

the venerable BO105. In addition to power

and systems enhancements, the EC135

has considerably more cabin volume and

accommodates pilot/co-pilot plus six

passengers. Advantages to Era include

enhanced safety features and a single

pilot IFR configuration, an increased

useful load and reduced maintenance

costs.

WorKing in tHE gulFEra’s director of operations, John Davis

spent 28 years in the Army, completing

two tours in Vietnam flying attack

helicopters, and as a civilian flew Russian

helicopters including the Hind, Mi 2, 8, 17

and 14, and the Ka-32 in threat training

and assessment for the US Army. Before

joining Era as director of operations to

help introduce the AW139, he had also

worked for PHI and spent time as an air-

med pilot. Even with all his experience he

finds flying in the Gulf a challenge and

says that flying military helicopters on

military missions does not really prepare

a pilot for civilian work. “I thought I had

done everything I needed to do to be an

accomplished pilot until I started flying

in the Gulf,” he says. “In winter it’s the

cold water, high seas, frontal systems and

above: the AW-139’s cockpit

and cabin features large

windscreens that help the pilots

manoeuvre the helicopter on the

tightest of heli-decks.

find work for the others, or they may find

their way into leases.”

For optimal efficiency, the company

constantly assesses its fleet against

current and predicted contracts. For

example, four EC135s are on order to

begin replacing Era’s BO105s, two of

which were sold earlier this year. The

EC135 represents the next evolution of

Rolls-Royce is pleased to introduce the new Model 250 Full-

service Integrated Rolls-Royce Support Team (FIRST) network.

Developed to ensure that the 4,500 operators of Model 250

powered helicopters and light aircraft around the world receive

The Rolls-Royce Model 250 FIRST network. Your winning hand for Model 250 support.

Facilities (AMOF) and four independently owned Authorized Repair

Facilities (ARF). This combination of Rolls-Royce owned facilities and

industry-recognized service partners reaffirms our commitment to

offering our operators a freedom of choice in authorized engine

the highest levels of support, the Model 250 FIRST network brings

together the expertise of three Rolls-Royce Service Centers (RRSC),

thirteen independently-owned Authorized Maintenance Centers

(AMC), four independently-owned Authorized Military Overhaul

support, while ensuring the highest levels of quality service. For

more details, visit our website at www.rolls-royce.com or contact

us via [email protected].

Trusted to deliver excellence.

GTP 8503_Heli-Ops_11/05/2004

www.rolls-royce.com

GTP_8503_HO_11042005.indd 1 11/4/2005 3:30:40 PM

lots of IFR, while in summer the heat and

the thunderstorms are the challenges.”

The rigs are continually moving

further into deeper water. The longest

trip out is about 230 nautical miles with

an average distance of 100 to 150 nautical

miles. The company generally prefers

onshore diversions rather than offshore

alternates and uses GPS extensively for

navigation among the almost 5,000 rigs in

the Gulf region. Summer temperatures of

about 35°C (95°F), humidity of 95 to 100%

and water temperatures up to 27°C (80°F)

can result in spectacular weather, with

thunderstorms that top out at up to 50 to

60,000 ft generating large and dangerous

waterspouts, one of which recently

‘sucked’ an aircraft out of its overnight

tie-down straps.

Davis says that while it is usually

calm in summer, the wind often reaches

more than 50 kts around tropical lows.

“I have seen passengers choose to crawl

across the flight deck from the helicopter

in those conditions.” The company’s

helicopters have several means of

avoiding bad weather. The medium and

large twins all carry weather radar and

the aircraft are being equipped with

Garmin 530 GPS (with GDL 69 remote

sensors), which can download and

graphically present weather information

on screen. The company ‘flight follows’

from its operations room and can help

pilots thread their way through the area.

Ultimately though, according to Davis,

the best information comes via radio

from pilots in different aircraft talking

to each other. “It’s not unusual for a light

helicopter to ‘attach’ itself to a medium

or heavy, and accompany it through the

weather.” High gross weight, little wind

and heat all present real challenges to

the pilots. “It surprised me how long it

took me to master conditions; fortunately

the company provides a lot of training

before letting someone loose as a

captain,” says Davis.

Single-engine helicopters approach

to abeam the flight deck before

‘stepping’ across to conduct a landing.

On departure, they climb high enough

to either land back on the deck or

clear the deck to ditch in the event of

engine failure. Multi-engine helicopters

approach a point determined by the

company’s manoeuvre guide, maintaining

translational lift for as long as possible

before stepping across to the deck, so that

in the event of an engine failure, there

Thunderstorms that top

out at up to 50 to 60,000

ft generating large

and dangerous

waterspouts, one of

which recently ‘sucked’

an aircraft out of its

overnight tie-down straps.

CHELFEST06-02 Harrods 19/1/06 12:12 Page 1

31

CHELFEST06-02 Harrods 19/1/06 12:12 Page 1

is plenty of area ahead for the helicopter

to descend and accelerate to gain single-

engine flyaway speed. Similarly, the

takeoff is flown to allow either a return

to the deck or to fly away with single

capability.

Davis says that the general conditions

in summer – exacerbated by aircraft

being heat-soaked on the ramp – make air

conditioning almost essential. Helicopters

without air conditioning will often fly at

around 4,500 ft to keep cool – although he

says some customers don’t like flying any

more than 700 ft above the water!

In winter the water temperature

can drop as low as 60°F (15°C) with 40-

kt winds and high seas common. Pilots

do not wear immersion suits and the

company conducts a risk assessment in

determining suitability to fly, balancing

sea state, water temperature, wind,

and ability to recover against mission

and aircraft type. “It is unlikely that a

helicopter will stay upright on floats,”

explains Davis, “so if there are boats in

the area and there’s plenty of daylight left

we will fly, but if it’s close to dark or there

are no recovery assets close by, then we

may choose not to operate.”

Although ambient temperature can

drop to 0°C in the area, it is only for one

or two days a year. A far bigger problem

is fog. “It can stay for days and be very

thick,” explains Davis. “We’ve had crews

stranded on rigs for up to 10 days, which

really affects our operations, but it is just

as big a problem for the customers who

can’t get their people out.”

Flight following is carried out by

Era’s Operations Center with helicopters

monitored using software developed

in-house by Brent Evans, SEACOR’s

manager of Enterprise and Customer

Applications. Era has integrated its

system with the Sky Connect network

so that customers can monitor ‘their’

helicopters via the internet (they see

only those helicopters working for them).

Era’s operations manager, Rusty Waldrep,

explains that the system not only tracks

the helicopters, but also provides a daily

interface with customers. “We talk to the

dispatchers four or five times a day; the

efficiency of this internet service allows

us to interface with dispatchers better

than ever before.”

intErEsting CHAllEngEAll bases have a lead pilot and a

mechanic lead who each have limited

management authority. Three area

managers do the oversight for all base

operations. Davis explains that the

area managers are employees who have

chosen to move into management.

“We looked at using non-pilots as Area

Managers,” he said, “but it just does

not work to have non-pilot managers

supervising pilots.”

Although Era presently has about

200 pilots, it faces an interesting

challenge ahead with a predicted need

for up to 400 within three to four years,

and many of its senior captains are

approaching 60 years old and will have

to be replaced when they choose to

retire. What cannot be replaced is their

level of experience; many have close to

20,000 hours and the highest time

captain has over 23,000 hours. “We are

not prepared to lower standards; we

will demand more of our young people,”

says Davis.

AHEAdUnder SEACOR, Era’s future looks

bright with significant expansion

planned in the US and overseas. Era’s

past operating experience includes

Russia, China, Eastern Europe and South

America. As Osborne says, “Since Era is

a small part of SEACOR’s global network,

we anticipate that we will be asked by

customers to participate in overseas

operations at some point.” More and

newer aircraft, more pilots and new

contracts all bode well for an operator

whose parent company has its eyes firmly

set on the future. n

the Agusta A109E and s-76 are

joined by the AW139 on the way

to the bob Keller platform.

From conducting scenic flights over

spectacular coral reefs to performing

marine pilot transfers 120 miles offshore

at night, while landing on a fast-moving

ship are just two of the many operations

carried out by AVTA (Aviation Tourism

Australia Pty Ltd) – a company as diverse

and unique as its stunning Great Barrier

Reef surroundings.

story by Rob Neil PHotos by Ned dawsoN

barrierNO

tosuccess!

34

A greAt mAny aviation

businesses are owned and operated

by pilots – which is precisely how the

aviation axiom originated, “How do

you make a small fortune in aviation?

Start with a large one!” The sad fact is

that the passion inspired in men and

women by the magic of flight is an

irrelevant ingredient to the recipe for

financial success in aviation. That is

not to say that a passion for aviation

and business acumen are necessarily

mutually exclusive traits – merely that

financial success depends far more upon

smart business sense than an ability to

manipulate an aircraft through the sky!

One shining example of the

merging of passion with profit is that

found in Australian-based Aviation

Tourism Australia Pty Ltd, and its two

principals, CEOs, Allan Sweeney and

Grant Kenny (renowned Australian

Olympian and Ironman champion).

The two business partners are highly

successful businessman (Sweeney was

originally qualified as an accountant,

top: the r-44 is becoming an

important part of the AVtA fleet,

with one seen here at Whitehaven

beach, one of the region’s most

popular beaches.

above Right: It’s quite common to

see AVtA’s Cessna Caravans and

helicopters working side-by-side to

cater for guests requirements.

There is no doubt that

the 430 is a winner

with all the pilots –

they love it,

enthusiastically adding

(unprintable) qualifying

adjectives to words

like ‘awesome’ and

‘fantastic’ to describe it.

35

and has been a past director of several

public companies) and together they

have guided AVTA to a growing annual

turnover that already exceeds A$15

million.

Home base for AVTA is the

picturesque island resort of Hamilton

Island in Australia’s renowned

Whitsunday Islands. Although remote

enough to provide visitors with a ‘far-off

tropical paradise’ experience, Hamilton

Island boasts a substantial airport

capable of handling aircraft up to 767

size, which allows Sweeney to enjoy the

ultimate island lifestyle he loves, while

still having access to reliable daily direct

air services to the major business centers

of Sydney, Melbourne, Brisbane and

Cairns.

EArly DAys.Sweeney’s passion for aviation is a

legacy from his Irish aircraft-engineer

father – a ‘ten-pound-Pom’ immigrant to

the red continent in 1964 who travelled

‘down-under’ to work for TAA. Despite

Sweeney having been captivated by

aviation since childhood, he has resisted

the temptation to ‘go flying’ thus far and

although a helicopter licence features

prominently in his future plans, he

first wants his business to be entirely

self-sustaining without requiring his

immediate presence. It is in his nature to

devote his entire energy to whatever

he begins and he needs to know that

such devotion to flying will not impact

his business.

Kenny has already successfully

combined his passion for aviation

with his business skills and is rated

and qualified to fly every aircraft in

AVTA’s fleet, from its smallest Robinson

helicopters to its biggest, the Bell 430, as

well as the company’s Cessna Caravans.

AVTA had its roots in a company

known as Heli Muster Pty that dates

back to the 1960s. Sweeney was a friend

of one of that company’s principals,

John Weymouth, whose business had

left: the bell 430 has proven to be a well

utilised resource. At night it does the marine

pilot transfers, and during the day it moves

people out to reefworld.

diversified from simple heli-mustering

into tourism and fire-fighting work

(mainly helicopter operations). It was at

Weymouth’s request that Sweeney took

over the reigns as his Australia-wide

CEO and proceeded to implement his

expertise in controlling what had grown

into a somewhat unwieldy operation.

The mustering division was sold

and Sweeney and Kenny agreed to buy

the (then small) tourism division from

Weymouth who wanted to divest himself

of some business interests in order to

enjoy the fruits of his labor. When they

bought it, the company had few aircraft,

and all were older, high-maintenance,

low-yield machines; Bell 47s, Jet Rangers,

one Beaver and two Cessna 206s on floats,

one Islander, a Cherokee Six and one

Squirrel.

out WItH tHE olDWith this machinery, the business

was trading at the margins; Sweeney

and Kenny’s vision was for a modern,

high-yield, low-maintenance fleet – more

bums on seats and fewer breakdowns

– to replace the existing aircraft. This

vision is now a reality with virtually all

the old machines gone, replaced by an

exciting blend of beautifully maintained

modern aircraft, the fleet headed by the

only Bell 430 in Australia, a Bell 222, two

Jet Rangers, a flock of new and near-

new Robinson R44s and three Cessna

Caravans – two of them amphibians.

AVTA now encompasses six different

companies operating under five separate

AOCs; Hamilton Island Aviation (a

helicopter operation primarily handling

an exclusive contract to transfer marine

pilots for Torres Pilots, to and from ships

negotiating the Hydrographers Passage

of Great Barrier Reef); Heli Reef (AVTA’s

primary helicopter tourist operation in

the Whitsunday Islands); Air Paradise (a

secondary helicopter tourism, operation

purchased during the past 18 months,

and which offers customers a more

budget-orientated choice of helicopter

operator); Island Air (the fixed-wing

division operating the three Cessna

Caravans on both tourism, scenic and

air-taxi work) and two Sydney-based

companies – Helicopter Film Services and

Sydney Heli Tours.

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37

Helicopter Film Services, as the name

suggests, specializes in heli-borne film

work, but does not own dedicated camera

or film equipment; instead, it provides

the airborne platforms and mounts for

customers to equip as they require.

Sydney Heli Tours – also as the name

suggests – provides aerial tours of Sydney

and environs - both companies operating

mixtures of Jet Rangers, Long Rangers

and R44s.

Hamilton Island Aviation’s Bell 430

is a major asset for the company and

its arrival heralded the departure of a

leased BK117 previously used both to

transfer marine pilots and in tourism

work. Sweeney describes the previous

BK as a nightmare to reconfigure for the

work they had to do. “If we were using

it for tourist flights during the day, we

had to whip out the seats and put in an

auxiliary fuel tank. If a ship was delayed

or cancelled we were then left with a

full auxiliary fuel tank in the cabin that

was too big and heavy to be removed and

we had to drain the thing. It was very

messy,” he says, “and the cabin always

smelt of jet fuel. The passengers hated

it, not only because of the fuel smell,

but because there were no windows for

people crammed in the back. It wasn’t

a tourism machine,” he concludes.

The 430 is a different beast altogether.

Immaculately painted in an iridescent

turquoise (as is the 222), HIA’s 430 has

ten passenger seats – the only one in

the world to do so, after Bell was forced

to alter and re-certify this particular

helicopter to meet its contracted promise

of ten ‘passenger’ seats. This had always

been a specific requirement of HIA whose

customers travel almost exclusively as

couples. Without having to change its

luxury passenger configuration, the 430

has the endurance and range required

for the night IFR marine-pilot transfers.

The machine can (and does) seamlessly

transition between busy tourist flights by

day, and specialized IFR off-shore flights

by night.

bIg bEll – EVEryonE’s FrIEnDEveryone loves the 430. Sweeney, the

accountant businessman loves its ability

to shift ten passengers simultaneously

when operating in the scenic role

– something that would previously have

required three or occasionally four

machines. While the 430 was originally

intended merely to ‘back up’ the other

helicopters in tourism work, (its intended

main task being the off-shore marine

pilot transfers) passenger numbers have

grown in direct proportion to the capacity

of the expanded and modernized fleet,

with the result that the 430 has become a

regular daily part of tourism flying to off-

shore Great Barrier Reef attractions such

as Reef World.

Chief engineer Andrew Price loves the

430’s modern technology and reliability.

However, as he says, “Being a unique

above: brendan tadgell approaches

one of the many ships serviced by the

Hamilton Island Aviation division of

AVtA in the bell 430.

left: A not-too-often seen line-up of

the AVtA helicopter fleet on the way

back from the great barrier reef.

aircraft (for Australia) it has its own

difficulties from an engineering point

of view. There are only two of us rated

on 430s and parts are expensive and

not readily available, which means that

relatively minor problems can become

AOG issues.” He adds that they are

constantly trying to increase their own

spares inventory – particularly those

parts common to both the 430 and the

222 – but added that price and practicality

limits stores to more commonly required

items, like servos and parts for air-

conditioner units (vital in this hot, humid

part of the world).

There is no doubt that the 430 is a

winner with all the pilots – they love it,

enthusiastically adding (unprintable)

qualifying adjectives to words like

‘awesome’ and ‘fantastic’ to describe

it. The helicopter is fast (140 kt cruise

at 80% power), extremely smooth and

is very stable in bad weather. (From a

passenger’s perspective, it is certainly

the most pleasant and smoothest-flying

helicopter I have experienced). Even

when pressed to offer any objective

criticism of the big Bell, Heli Reef’s chief

pilot, Brendon Tadgell could find nothing

about it that he didn’t like, and although

he mentioned the engineering and spares

difficulties arising from its uniqueness in

Australia, he was quick to add that these

are not faults of the machine.

Gary Cochrane, an experienced

pilot with time on a great many types,

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is HIA’s chief pilot and is one of only

two pilots qualified as captains for the

night IFR work in the 430, is also highly

complimentary of the 430. Indeed,

the whole fleet is popular with pilots,

who, like pilots everywhere, love fancy

machinery – the newer or fancier, the

better! Highlighting the flexibility of

having a diverse fleet spread among the

different companies, Brendon Tadgell

described the diversity offered by his

job. “I can be flying around the islands

in the R44 in the morning,” he explains,

“be carrying ten passengers to the Great

Barrier Reef in the 430 that afternoon –

with an off-shore job planned for the next

day and a sling load with the Jet Ranger

the day after that.”

The Bell 222 has been a sterling

performer for AVTA; strong, capacious

and reliable, like the 430, it is a roomy

favorite with passengers. The 222 is also

equipped for rescue and EMS work; the

company recently used it to carry out

the longest off-shore rescue mission

in Australian history, and on average,

conducts missions in the 222 on behalf of

the Australian Maritime Safety Authority

(AMSA) every few weeks. Interestingly,

and mirroring comments from a

number of other operators, the R44s are

proving popular all-round as well. Fast,

economical, reliable and offering great

passenger appeal in tourism work, the

R44s delight Sweeney’s and Kenny’s

business and accounting sensibilities,

and even Tadgell – a devout 430 advocate

– described the Robinsons as, “Just about

the best machines we operate.”

above: the pontoon at reefworld is large

enough to accommodate both the 430

and 222. Passengers are transferred between

the pontoon and reefworld by boat.

All At sEAThe marine pilot contract – while

providing a valuable and cost-effective

service for shipping services, (prior to

40

platforms, there is a strict landing

restriction of no more than 5° of roll

(by the ship) during the day and 3° by

night. All the pilots have experienced the

helicopters ‘sliding’ after landing, so all

understand the necessity of the standard

operating procedure of keeping the

engines at 100 percent when on the hatch.

Should the need arise, a sliding helicopter

can be yanked into the sky very quickly

if everything is already spinning at

full speed.

On top of the coordination required

for any helicopter landing, throw in a

pitching, rolling deck, rain, darkness,

occasionally inadequate lighting and

the odd crane boom set at right angles

directly across the landing hatch – not

forgetting the visual illusion of rushing

water – and as Tadgell explains,

the marine transfers are best described

as, “Two hours of boredom broken by

two minutes of terror half-way through.”

Nevertheless, it seems all the pilots

enjoy the challenges they offer and

appreciate the break they offer from

purely tourism work.

Although the day transfer was

remarkably simple – able to be almost

casual – the night operation was entirely

different. Night flights are always flown

with two pilots; one of whose eyes

are continually ‘inside’ - the other’s

continually ‘outside’. Everything is

checked and cross-checked in a very

professional, airline manner, leaving

absolutely no doubt as to who should be

doing what at any stage of the flight. The

night flight highlighted a comment made

by Tadgell that training for ship transfers

revolves more around procedures than

flying skills.

Procedures notwithstanding, locating

and then landing on ships 120 miles out

to sea at night requires plenty of skill and

nerve. Night approaches, pad inspections

and landings are carefully monitored by

both pilots – one with his eyes inside the

cockpit, monitoring speed, height, and

approach angle and continuously passing

bearings and radar altimeter readings

to the pilot flying – whose eyes remain

outside the machine, locked on the ship.

The problems of disorientation and lack

of depth perception at night are ever-

present dangers that must be constantly

guarded against.

An incident recalled by pilot Paul

Forcier, highlighted the need for strict

adherence to the one-out, one-in policy,

when, on departing a ship, its crew

inexplicably turned off all lighting just

as the helicopter became airborne.

Professional crew coordination ensured

the helicopter’s safe escape from the

maze of masts, cranes and millions of

square miles of black ocean, although

there was apparently some candid

discussion with the ship’s personnel

shortly afterwards. Pilots naturally

begin training with day flights, having

to complete 10 to 15 transfers under

supervision before making transfers

alone. For the night work, the company

requires a minimum of 150 hours of night

IFR experience before pilots are approved

to fly command, (although with the

number of transfers that the company

does, they typically tend to have around

500 hours as co-pilots before assuming

command!).

Pilots gain experience quickly within

the various companies of AVTA. With

a minimum of 1,000 hours, a new pilot

would start by flying R44s, progressing

to Jet Rangers and Long Rangers at about

1,500 hours, the 222 at 2,500 hours and

the 430 at about 3,000 hours.

oPs normAl – tHAnks to nAt!The task of co-ordinating the

various flights and operations of the

Whitsunday-based companies falls to

operations manager Natalie Forbes,

whose background is in hospitality and

customer service – a huge advantage for

her at the helm in Hamilton Island, as

the resorts serviced by the companies of

AVTA in the Whitsundays are some of

the best in the world. Forbes considers

1983, ships had to travel right down past

the southern end of the Great Barrier

Reef) is a profitable one for Hamilton

Island Aviation involving about 700 hours

annually. Daytime transfers are carried

out by the Jet Rangers as the company has

offshore pontoons moored strategically

along the route to the Blossom Banks

boarding ground.

HeliOps accompanied two pilot

transfers - one by day, one by night,

both in the 430. The daytime flight was

a straightforward ferry out and back in

fine weather, with only the un-nerving

experience (from an inexperienced

passenger’s perspective) of landing on a

raised hatch helipad at right angles to the

line of travel of a fast-moving ship. Seeing

the water rush past at right angles to

one’s flight path – as the helicopter slows

to a hover from ‘forward’ flight – one’s

peripheral vision tends to cause brain

spasms, and twitches in other areas, for

anyone not used to the experience.

This potential confusion of the senses

is covered in the training for pilots

conducting the transfers. Landing on a

ship steaming at 25 kts into a

15 kt headwind means a right-angled

crosswind landing of 40 kts – onto a

slippery smooth steel deck. Because

of the slippery nature of the landing

above: the bell 430 is mostly used

for the night marine pilot transfers,

but depending on availability of

the bell 206s, is occasionally used

during the day as well.

her biggest challenge to be the constant

juggling of aircraft and schedules

necessary to ensure all the customers of

the various companies – particularly the

guests (and management) of top quality

resorts – receive the levels of punctuality

and service they expect.

Watching her in action in the busy

operations room one would never guess

she had no aviation experience prior to

starting with AVTA’s companies two-and-

a-half years ago. Simultaneously manning

telephones and computers, she not only

coordinates her many geographically

separated operations staff, but also the

pilots, who clearly respect the part she

and her team play in keeping everything

on track and on time. In addition to

computerized booking and scheduling

systems, Forbes maintains a regularly

updated system of whiteboards around

the operations room’s walls, which detail

all the flights for the various companies

three days in advance. The whiteboards

provide easily absorbed ‘information-at-a-

glance’ for busy pilots or ops staff. Flight

following for all the aircraft is electronic

and the computerized system demands

action in the event of an ‘overdue event’

of more than two minutes. All the various

companies and bases have access to the

same on-line information at any time

which streamlines Forbes’ job as much as

possible.

Operating in an exclusively marine

environment in the near tropics of the

Whitsundays requires a great deal of

effort from all the staff to maintain the

fleet in top condition. To this end, all the

aircraft are rinsed or washed daily – as

are compressors of the fleet’s turbine

engines. The degree of care lavished

upon the aircraft pays dividends in

reduced maintenance bills, so that

corrosion – despite the marine conditions

– is not the major issue I had expected it

might be.

HIgH PrAIsEThe quality of its new toys aside,

much of AVTA’s success results from

the quality of the people manning its

desks, phones, computers, flight-decks

and workbenches. Sweeney cannot speak

highly enough of the combined team; “We

couldn’t run the show without someone

like Natalie in Ops,” he says, “and we

wouldn’t be able to maintain the large

and sophisticated fleet without someone

like Andrew Price as our chief engineer.”

Sweeney naturally spoke highly of his

pilots, but what impressed me was the

distinct lack of ‘pilots-are-gods’ attitude

amongst the pilots themselves. Everyone

seems to realize the reliance each must

have on the other for things to work,

and no individual’s contribution is ‘more

important’ than any others. Pilots,

engineers and operations staff treat

each other as equals (or did in front of

visitors!)

An efficient team can only result

from efficient management and the

atmosphere at AVTA is a reflection

of Sweeney’s and Kenny’s experience

and abilities. A truly efficient business

requires that little bit more, however,

and AVTA’s group of companies has it.

Engineer Andrew Price summed things

up for me; after his 20+year career

in engineering, including a period as

part owner of an engineering business,

Price chooses to stay with Sweeney’s

organization. Why? “Because everything

Alan and Grant said they were going

to do, they’ve done,” he says. “The

company has grown exactly the way

they said it would, and with what they’re

promising for the future, I want to be here

to see it.” n

After just over a decade of autonomous operation,

Israel’s Police Helicopter Unit is now a well

established and highly regarded agency. When

the unit’s set-up team was established in 1992,

the Israeli Police were no strangers to helicopter

operations, having previously leased commercial

helicopters for up to 600 hours annually.

story and PHotos by Shlomo Aloni

GAZA Patroll ingthe strip

The esTablishmenT of a dedicated

helicopter unit offers Israeli police

definite advantages; the helicopters of a

dedicated unit can be optimized for the

police role with equipment not available

to civilian machines, and, being crewed

solely by police personnel, are able to

undertake many classified and covert

operations previously impossible with

civilian crews. Further, the frequent sight

of helicopters overhead in distinctive

police livery creates the impression of a

permanent police presence, whose value

to Israel’s citizens cannot be overstated.

FleetThe unit’s current fleet of six

helicopters has grown from its 1993

initial strength of two Bell 206B-3 Jet

Rangers. A third Jet Ranger was added in

1995 and a fourth in 1997. The additional

two machines are ex-Israel Defense

Force Bell 206L-3 Long Rangers which

were allocated to the unit by the Israeli

Ministry of Defense in July 2005, in

expectation of increased activity during

the Israeli Disengagement from the Gaza

Strip in August-September 2005.

The unit’s base is at Mishmar Ayalon,

halfway between Tel Aviv and Jerusalem,

but since 2003 a single-helicopter

detachment has been maintained at the

Israel Defense Force/Air Force Ramat

David air base, supporting Israeli Police

activities in northern Israel.

Each of the helicopters is equipped

with five onboard communication

systems allowing simultaneous co-

ordination with civil Air Traffic Control,

military units and police forces.

Complementing the communication fit is

a public address system, while a Global

Positioning System eases navigation.

‘Night Sun’ searchlights of 32-million-

candlepower provide perfect ‘pointing’

devices during integrated night-time

operations when the helicopters guide

staff on the ground. (During covert

operations the preferred ‘pointing’

option is the Laser Designator that is

incorporated in the stabilized FLIR pod.)

The day and night optical sensors

are observation tools rather than flying

aids; both pilot and mission commander

scan visually for possible ‘hotspots’ that

are then more closely examined with the

optical sensors. The daytime visual scan

is supplemented at night by the use of

night vision goggles (NVG). The current

optical sensors can identify persons from

3,000 ft – the limit to the current sensors’

the security Fence between

Israel (on the left) and the

Palestinian authority (on the

right) as viewed from Police

Helicopter number 6.

43

44

ability is largely dictated by the small

size of the Jet Ranger being unable to

carry anything larger. Now that the Police

Helicopter Unit has begun to operate two

Long Rangers, it is planned to equip them

with more capable (heavier) equipment

that will make it possible to identify an

individual from 10,000 ft.

Since its inception the unit

has hitherto enjoyed the excellent

maintenance services of Israel Aircraft

Industries under a ‘Power-by-the-

Hour’ service scheme, but the issuing

by the Israel Defense Force of a Bell

206 ‘Power-by-the-Hour’ maintenance

tender prompted the police to follow

suit. Although both tenders were won by

Elbit Systems, an Israeli Court decision

following an appeal by Israel Aircraft

Industries means that Elbit will not begin

maintaining the police aircraft until 2007,

after which the tender will be re-let each

two years.

PersonnelCurrent commander of the unit is

Oded Shemla – promoted to the job in

2003 – who joined the set-up team in 1992

out of a love of flying and a commitment

to the cause, and because he relished the

personal challenge of creating something

from scratch.

By the end of 2005, the Police

Helicopter Unit counted 30 pilots

among its ranks - most being ex-Israel

Defense Force helicopter pilots, many

of who had already completed full IDF

flying careers before joining the unit.

The skills required of the unit’s pilots

are very similar to those they required

as military pilots, where flying the

helicopter is secondary to overall mission

management.

New recruits attend a two-month

conversion course – the aim of which is

not to teach them how to fly since they

are all highly trained ex-Israel Defense

Force/Air Force pilots, but to acquaint

them with police procedures. A new

pilot – who will be trained in the whole

spectrum of Police missions – will be

qualified to fly single-pilot missions after

six months, and six months later will

be eligible to seek promotion to mission

commander status, although, according

to Shemla, it will be another two to three

top: the two bell 206l-3

long rangers (4X-bMH Police

Helicopter number 05 named

Hanit (spear) and 4X-bMI Police

Helicopter number 06 named

Kidon (bayonet)) were inducted

into Israeli Police Helicopter

Unit’s service during July 2005

in preparation to the Israeli

disengagement from the Gaza

strip in august-september 2005.

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of limiting them to six flight hours

during the day and four at night. They

fly a wide range of missions including

pre-planned routine missions like

security-fence patrols or traffic police co-

operation missions, as well as ‘scrambles’

in support of a wide spectrum of police

activities.

All missions are flown ‘two-crew’

with the flying pilot in the right seat

and the mission commander in the left

seat. The mission commander, who may

be either a pilot or an observer, is in

charge of operating the onboard mission

equipment and handles communications.

MIssIon ProFIlesThe unit flies about 4,000 hours

annually, its three primary missions

being anti-criminal operations, counter-

terrorism and traffic. Today the unit’s

principal activity is patrolling the

security fence between Israel and the

Palestinian Authority. Israel launched

the security fence project in 2001 to

prevent illegal entry of Palestinians into

Israel and it has proved highly effective.

However, because the fence is not yet

complete, the Helicopter Unit focuses its

activity on those uncompleted sectors.

Because most illegal crossings of

the security fence involve workers,

most occur during the morning and late

afternoon hours and although the unit

conducts ‘routine’ patrols, a regular

routine must be avoided, so security

fence patrols are conducted at random

times.

A typical transit to the patrol

sector will be at 110 knots and 1,200

feet AMSL. Upon arrival at the patrol

sector the helicopter will land to uplift

an observer. (There are no dedicated

observers assigned to the helicopter unit;

instead, observers from each of the other

branches – traffic, anti-criminal, border-

patrol and counter-terrorism, for example

– are hand picked from their respective

units and work in cooperation with the

helicopter unit in addition to their

regular duties, although the helicopter

unit trains the observers and oversees

their development and performance.

Observers are thus always the best

qualified people for any given task -

intimately familiar with local terrain and

the capabilities and limitations of those

they are working with on the ground.)

In addition to security fence patrols,

the unit supports post-terror-attack

activity and aids the collection of

intelligence information in support of

Above: Police Helicopter Unit’s

commander rav nitzav (Commander)

oded shemla.

years before a pilot reaches what he

describes as a “peak professional level”.

The Police Helicopter Unit’s pilots

work in shifts in a roster incorporating

the Israel Defense Force/Air Force practice

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police special units’ operations. Counter-

terrorism missions accounted for more

than 1,000 hours during 2003, but less

than 300 hours in 2005.

Much of the unit’s anti-criminal

activity focuses on the anti-narcotics

mission where the helicopter’s major

advantages over ground units are

maximized. Drug smugglers attempting

to move narcotics from Sinai to Israel

lose any advantage otherwise offered

by the inhospitable desert terrain when

a helicopter is on the job. Smugglers

are easily detected by a helicopter,

whose mission commander will

vector appropriate ground units to an

interception.

The same principle of directing

ground units applies to traffic

enforcement. There are certain traffic

violations and certain locations that are

difficult for ground units to police. In

such circumstances, a helicopter can

become a perfect partner to vehicles on

the ground and direct them to apprehend

any offenders it detects. The unit’s

helicopters will often be allocated known

crash ‘black spots’ – termed ‘red roads’ –

where they will work in partnership with

covert patrol cars, the helicopter mission-

commanders directing ground units to

intercept and apprehend offenders.

An interesting aspect to many

helicopter operations is the disparity

in seniority between ground staff and

helicopter crew, as Oded Shemla explains,

“The pilots are often the ‘senior’ officers

at a scene, but the commander is always

a policeman on the ground; it is the

helicopter’s mission to provide him with

real-time intelligence and assist in any

way it can.” n

Tel: (800) 275-0883 or USA (360) 546-3072 Fax: USA (360) 546-3073

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Above: When the green van stopped the

policemen were surprised to learn that there

were eighteen occupants in the vehicle!

Hookers

Salvage logging to recover

burnt trees following

forest fires attracts as

many opponents as there

are proponents in the US.

What’s not arguable is

that the use of helicopters

to recover timber is the

most expensive method

but has the least impact

on the environments.

Ned Dawson reports on

the burning debate.

PHOTOS by ned dawson

Hookers Helicopters

52

Fire prevention management of

the United States’ forests has changed

over the past few decades. Much of that

change has been forced on the United

States Forest Service (USFS) by the courts

in response to a vocal environmental

lobby that has resulted in a significant

reduction in off-season hazard-reduction

burns which previously kept fuel loads

lower and reduced the intensity and

damage of seasonal summer fires. The

results have been more intense and more

damaging fires in recent years; in 2000,

for example, over 92,000 wildfires burned

7.5 million acres of forest and grasslands

– more than three times the ten-year

average. Because of the increased severity

of fires (resulting from fewer controlled

burns) the USFS’ aviation component

has had to increase in size to counter the

larger and fiercer outbreaks.

Salvage lOggingIn an attempt to reduce fuel loads

remaining in burnt areas, the USFS

conducts salvage logging through what

are known as post-fire sales. Although

most of the trees lost to wildfire are

extensively burned and charred, many

retain some salvageable wood, the

residual value of which depends on

several factors including the species of

trees, the extent of burning (how much

moisture remains), the trees’ accessibility

and how difficult they are to recover;

understandably, the more expensive

its recovery, the less valuable is the

wood. According to the Forest Service,

salvage logging of burned areas helps

to re-establish healthy, fire-resilient

ecosystems. Intensively burned areas

stripped of topsoil and ground cover are

more vulnerable to erosion, and charred

above: Snags and treetops are

typical hazards for any helicopter

logging operation. in fire salvage

operations, the burned trees are

a greater hazard for crews on the

ground. both pilots are alert to the

potential danger, and work with the

crews on the ground to ensure the

work is accomplished safely.

above right: n192CH hovers over a

hooker working on land burned by

the Fred Fire in California’s Sierra

nevada mountains. Only a portion

of the timber is removed, leaving

some dead trees for wildlife habitat

and, as they break down, to provide

nutrients for the future forest.

53

trees invite insect and disease attacks.

Just because a tree may hold some

green after a fire, it does not guarantee

its survival and assessing the likelihood

of its survival is part the forest manager’s

job. Forest industry commentators

believe that the pressure applied by

environmental groups over the past 20

years has seen most USFS managers

become overly cautious in selecting

trees for logging. Whereas, during the

1970s, managers would cut trees whose

likelihood of dying was only 30 percent,

now, they are now reluctant to select

trees with less than 60 to 70 percent

likelihood of dying. Unfortunately, the

more cautious approach has resulted in

worsening beetle and fungal infestations.

Insects attracted to burned trees bring

decay fungi when they burrow into the

wood and damaged trees are less able to

recover from such infestations. Severely

burned trees generally need to be

harvested within two years, but trees in

less badly burned areas may be left for up

to four or five years.

Following a major fire, the USFS

carefully examines every aspect of an

affected area to assess its suitability for

salvage logging. Flora, fauna, soil and

water conditions are all considered in

an assessment, which often runs to a

500-page report, in which managers also

determine the most suitable method for

logging a particular area. The assessment

reports are subject to public review and

consideration is given to input from

public, environmentalist groups, and

lumber companies before final decisions

about logging are made. Opponents

believe that post-fire salvage logging does

more harm than good, and that the USFS

uses the ‘forest health’ argument merely

as a ruse to help the logging industry

by providing its loggers with more

timber; in some cases, environmentalist

groups have successfully persuaded the

courts to either stop or delay sales – as

has happened in Six Rivers and Lassen

National Forests, where the plan had been

to cut around 70 million board feet (MBF)

from 3,500 acres. Such delays can be

expensive for the USFS because as wood

continues to dry, it becomes increasingly

un-useable; in some cases the delays

have rendered the wood so worthless that

the USFS has had to virtually beg loggers

to remove it in order to reduce fuel loads

and allow regeneration to proceed.

The view of proponents of salvage

logging is that the system allows forests

to recover more quickly – and in doing so,

to recover to a more fire-resistant state.

Additionally, salvage logging recovers

some economic value from the dead

trees and provides job opportunities and

income to local and regional communities

and offsets some of the costs associated

above: n192CH takes off from the

service landing after hot refueling. The

helicopter carries enough fuel for 60-

90 minute cycles, with one thirty-minute

break at mid day. The two command

pilots at this operation switch seats at

each refueling to reduce fatigue.

with reforestation and fuel reduction

treatment. Where salvage logging does

take place, the USFS is careful to ensure

that – while contractors are required to

remove excess debris – enough material

is left to feed the soil and reduce soil

erosion.

HeliCOPTer lOggingIndustry experts generally agree that

salvage logging can reduce the severity

of a future fire but at the same time, it

can also damage the soil because roads

are still needed in most cases to haul out

the burned timber. According to some

experts these roads can cause more harm

than the actual salvage operation. In

other words, the damage is not so much

caused by the logging itself, but rather

by the infrastructure needed to support

it – and significantly, the ‘less expensive’

methods are the most likely to cause

the greatest damage. Helicopter logging

requires the least infrastructure and

thereby causes the least damage (because

54

slopes (greater than 40 percent) usually

makes helicopters the only practical

method of logging their dead trees.

Helicopter logging is utilised most

widely in the United States, where, in

recent times, around 2.5 million cubic

metres have been harvested annually.

A Sikorsky S61 can produce on average,

350 cubic metres of logs in a six-flight-

hour day, while a Vertol 107-II is capable

of producing up to 1,000 cubic metres

per day. As Columbia Helicopters’ Dan

Sweet points out, there are a number of

variables affecting such figures, including

the length of the day, weather, wood

weight (which varies greatly by species,

length of time since it was cut and the

weather), and haul distance. “You can

also include other variables such as crew

experience, the size of the log landing,

and the log handling equipment on the

landing. Even maintenance practice

comes into play.”

The use of helicopters to harvest

wood in other industrialised countries is

rather restricted and mostly limited to

emergency or special cases although in

New Zealand HeliHarvest successfully

uses the Mi-8, a helicopter with a rated

lifting capacity of 11,020 lbs (5,000 kg).

Some helicopter logging operations

have been introduced in developing

countries including Papua New Guinea

and a private US/Australian firm has

above: a contract cutter prepares to clear to

his safe zone as a burned tree begins to fall.

right: Falling timber in a fire zone is dirty

work. Soot and ash continue to float through

the still air as the cutter begins the process

of scaling and bucking the charred log.

Though the tree died over a year ago, most of

the wood still has some market value.

of its minimal impact, helicopter logging

has also been proposed in a number of

instances to remove damaged or felled

trees from hurricane-devastated forests)

– but it is the most expensive.

In the case of wildfire salvage,

those areas proposed for helicopter

logging are usually severely burned with

nearly all their trees killed. Usually,

their inaccessibility and/or resource

constraints have prevented these areas

from having ever been logged before with

the result that standing volumes and

concentrations of large trees are generally

high. Some contain up to 22 MBF per acre

standing volume in trees greater than

12 inches diameter. Salvage from steep

Salvage from steep

slopes usually makes

helicopters the only

practical method of

logging their dead trees.

56

roads, and helicopter landing locations

necessary for the logging. It includes

an evaluation of aerial photographs

and topographic maps of the area in

conjunction with stand characteristics

such as tree volume, diameter, and

distribution information, and other

pertinent data provided by Forest Service

specialists. Parts of the plan are field-

verified to confirm the accuracy of

assumptions and to verify critical items

such as landing area sizes.

landing areaSHelicopter logging operations use two

types of landing areas. Log landing sites

are where helicopters deposit logs that

are subsequently loaded onto trucks and

service landing areas where helicopters

are refuelled, maintained, and parked.

Neither of these landing areas has a

significant impact on the environment

because they are so confined. Log

landings are important to the economy

of an operation. Their location and size,

with respect to the trees to be logged,

are important factors. They are usually

located as close as possible to the areas to

be logged to minimise helicopter yarding

cycle times. The relationship between

elevation and yarding distance – called

the angle of ascent or descent – is also

considered and should not exceed 30

percent although this is not a hard rule.

Yarding distances in excess of one

mile are avoided if possible to reduce

cycle times. Ideally, a landing is best

located below an area being logged,

however, a helicopter can usually yard

uphill almost as efficiently as down

– albeit with increased cycle times – so

they are generally factors such as access,

size, or construction cost that dictate

where log landings are located. More

than one helicopter can be yarded to a

log landing area. Log landings need to

be large enough to safely land, store,

and load logs and generally require

approximately one acre of relatively level

ground (less than 6 percent slope) in

size, though in some situations, smaller

areas can suffice if fewer logs are landed.

Landing areas must be clear of any loose

debris and provide obstruction-free flight

paths into and out of drop zones.

Service landings need to be accessible

to fuel trucks and be constructed to

safely store fuel and contain hazardous

material in case of accident or spillage.

They should be close to log landings but

because of their greater construction cost,

it is common to have one site servicing

multiple log landings.

COlumbia OPeraTiOnSTerry Newkirk of the USFS is

involved with managing the Freds fire

salvage timber sale. Freds fire burned

approximately 7,700 acres, almost two

thirds of which were in the El Dorado

National Forest in California and over

one third in an adjoining block owned

by logging company Sierra Pacific. To

demonstrate the desired outcomes,

Newkirk points to a repatriated area just

7 miles (11.2 km) from the current lot that

had previously burned in the Cleveland

above: a loader operator sorts timber

at the log landing. The special head on

the loader removes limbs by running the

log through chain-covered wheels, uses a

computer to scale the log, and is equipped

with a cutting bar to remove scrap.

successfully undertaken harvesting

operations in Sarawak’s natural forests

for the past few years.

In the US, where heli-logging is

proposed in a USFS area, its feasibility

is analysed by first developing a ‘paper’

plan for the area. This plan is basically a

map showing the proposed logging units,

58

fire in October 1992. The Cleveland fire

burned aggressively for three days over

almost 22,485 acres killing almost all

the trees in the area. Half of the burned

area was public land and majority of the

rest was private commercial timberland.

Approximately 140 MMBF of dead trees

were removed and the area replanted

with new conifer trees, which were

planted further apart to reduce the

chances of repeat fires.

The USFS plans to conduct controlled

burning when the trees are 15 to 20 ft

tall because the fuels on the ground will

be light and it will be possible to control

flames to less than two feet high. Had

it not made the conscious decision to

salvage harvest a significant number of

dead trees, the USFS says that the large

number of dead trees left to fall would

have made it extremely difficult to use

controlled burning.

The now pristine area is a shining

example of successful repatriation where

some areas were cable logged, some

by tractor and others by helicopter.

“This area was burnt out 13 years

ago,” explained Newkirk, “but now it

demonstrates what can be achieved with

management after a fire – and it involves

both USFS and Sierra Pacific land.” He

describes it as a classic model of the kind

of results possible just 13 years after what

was a catastrophic fire.

Columbia Helicopters is a heavy lift

helicopter company with a long history

of logging using Vertol 117 and 234

Chinooks. It had logged a large portion

of the area burned by the Cleveland Fire

when the USFS began salvage logging

operations in 1993. “Now here we are

again,” says Dan Sweet, “just over a

decade later, working on a similar project.

The circumstances are virtually identical

to the first fire, where the Forest Service

had such success with subsequent

reforestation.”

Despite the nearby example of

successful post-fire management,

environmentalists have hampered

the process. Although the area is still

subject to legal challenge, various

federal administrations – fed up with

delays – have instituted procedures

that allow logging to continue during

legal challenges and so selective logging

continues.

Once a salvage logging area is

surveyed and a decision made to log,

it is put up for tender. In this case,

Columbia Helicopters won the bid for the

heli-logging component of the contract

which includes not only the Vertol 107

helicopters, but also all the logging

equipment, ground and air crews.

Columbia’s project manager, Scott

Taylor says, “There is a lot of co-operation

and co-ordination. The companies are

here to make money and the Government

is here to make sure everyone does

their job properly, safely, productively

and profitably. All the different types

of harvesting occur right next to, and

overlapping each other. We flew logs into

landings that had been previously utilised

by tractor or line logging machines, and

they used some of our old landings after

we had moved off of them. I believe

there were landings that were rotated

through more than once. I was impressed

with how easy it was for the different

supervisors to coordinate this, and how

amiable we all were with each other. It

made the challenges of getting all the

different methods done efficiently very

rewarding when it was pulled off.” Being

close to Sacramento, Lake Tahoe and the

Bay district, this forest was extensively

used as a recreational area for 4-

wheeling, camping and boating and needs

to be made safe and reproductive again.

The area has very steep slopes and a lot

of brush, which made it susceptible to

the fire. Without the controlled burn used

many years ago, the fuel load needs to be

reduced and the terrain necessitates the

defensive logging to be done by helicopter.

According to Taylor, this particular

sale has been well set up, taking place

less than a year after the fire. “The trees

still have good levels of moisture and so

it is generally good quality timber,” he

said. “The trees dry out depending on

their diameter and the soil so some of

the smaller trees are already breaking

down. The bigger ones will probably

hold up for another year.” Some of the

bigger logs (around 5 ft diameter and

weighing up to 27,000 lb) are carried out

by Chinook (234) in up to 32 ft lengths.

The smaller 107s carry a maximum load

of 10,500 lbs on the hook. Taylor said that

both helicopters logged up to 10 hours

per day as light and weather permitted

right: determined by saw mill

requirements, logs are sorted

onto trucks based on their final

destination. because helicopter

logging is faster than traditional

methods, these operations

often require a large number of

trucks to keep log landings from

becoming overloaded.

“The Vertol rate of production would be

similar or better than the 61 and the 234

continually moved volume at more than

three times the rate of the 107.” The

helicopters use 200 to 250 ft long lines.

“The real danger,” according to Mark

Johnson, one of Columbia’s logging pilots,

“is to the ground crew. Burnt trees are so

brittle that branches can snap very easily.

We want to reduce the downwash effect

and because of the very tall trees on this

site, we use a 250 ft line.”

Johnson considers the Vertol to be the

ideal helicopter for the task as there is no

power lost to a tail rotor. “A tail rotor can

absorb anywhere from 17 to 21 percent of

available power in just keeping straight;

in the Vertol, 100 percent of the power is

available for lifting.” Tim Booth, another

Columbia Vertol pilot commented. “The

way the helicopter is built and the way

we maintain it, I think it is one of the

safest aircraft around.” The dual main

rotors of the Vertol make it much less

susceptible to winds than conventional

helicopters and allow it to hover with

tail winds and to accept tailwinds on

approach or departure – features that

make it very popular with long-lining

pilots, according to Booth and Johnson.

Although like any other helicopter, the

Vertol can experience settling with power,

the pilots say recovery is effected quickly

and easily by merely moving the helicopter

sideways and lowering the collective.

The left seat pilot flies the long line

while the right seat pilot monitors power

and gauges and fills out the record sheets

(weight lifted, log hooker’s name, number

of logs and takeoff and landing times).

“The weight is derived from the load

indicator and is often an average reading

as six to seven logs tend to bounce

around,” explains Booth. The hookers do

not know the exact weight of the logs but

use their experience to compile loads. The

density altitude at this site is up to 8,000 ft

and the pilots use maximum power on

departure. Depending on the helicopter’s

weight and prevailing conditions, a pilot

may need to ‘milk’ it into forward flight.

Pilots always try to fly smoothly to avoid

‘jolting’ the load which can be hard on

the airframe and fatiguing for the crew.

There are usually three maintenance

crew including the crew chief to provide

around-the-clock maintenance support

including refuelling, levels checks,

servicing and component replacement. As

aircraft are flying, ground crews work on

ground support equipment and prepare

for the turn-arounds (typically hourly

and of around five minutes duration)

and scheduled servicings. It takes a

special kind of person to do the job;

working in the field and conducting major

maintenance in often less than ideal

conditions. Aircraft are shut down in the

middle of the day to allow maintenance

crews to perform ‘levels checks’ and to

give pilots and logging crews a chance to

rest and eat.

leaST imPaCTRegardless of any controversy

surrounding the practice of salvage

logging in the USA, there is no argument

that logging by helicopter has the least

impact on the environment and provides

an ability to reduce fuel loads in areas

that are inaccessible to other ‘cheaper’

methods of extraction.

With fuel loads increasing in

forests and the promise of even more

catastrophic fires in the future, defensive

logging by helicopter in US forests

appears to be a growing business. n

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62

but hey I still have at least 20 years left in

the career, we’ll see.

WHaT dO yOu THinK HaS been THe greaTeST CHange in THe HeliCOPTer induSTry reCenTly?GPS, GPS, GPS. Best thing since sliced bread.

being baSed in SuCH a remOTe lOCaTiOn HOW dO yOu KeeP uP TO daTe WiTH induSTry neWS and TrendS?Well I read HeliOps of course. I also

frequent internet forums such as Pprune.org

and Helitorque.com, and online

publications.

are THere any advanCeS in TeCHnOlOgy THaT HaS made yOur JOb eaSier?The GPS and moving map has made my life

much easier. I also like the FADEC system

in the AS-350B3, but I don’t think it’s really

something that makes a big difference. A

206 with a weak battery is always fun to

start manually. But other than that, then a

good autopilot, as well as radar are a great

help for flying in bad weather here. A Glass

cockpit, EGPWS-equipped new helicopter

would be nice, but it’s not really needed to

do the job we do here with the Bell 212.

WHaT are SOme OF THe CHallengeS yOu FaCe Flying in greenland?Bad weather. Flying in darkness with

very sparse weather information is an

interesting challenge.

iS THere any adviCe yOu WOuld give TO yOung PilOTS STarTing OuT in THe induSTry?Yes, stay out of trouble and try to be friends

with everyone. Build contacts and keep a

positive attitude. n

HOW did yOu STarT Flying HeliCOPTerS? I have been interested in helicopters from

an early age, as a matter of fact my parents

told me that as early as three years of age

that I was fascinated by helicopters. I did

my fixed wing PPL at the age of 17 and after

scraping together enough money I did my

helicopter CPL at the age of 22. Got my

first job as an instructor at the same

school I trained in, they even paid for my

instructor rating.

HOW many HOurS dO yOu Have and in WHaT HeliCOPTerS?I have 5,000 hrs in R-22, H-300, Enstrom,

B206, AS-350, B-222 and B-212.

WHaT dO yOu enJOy abOuT Flying in greenland?It’s the satisfaction of knowing that we

make a huge difference in the lives of the

people that live in this extremely harsh and

difficult environment. Helicopters are often

the only means of transport and contact to

the outside world.

Have yOu ever Had any mOmenTS in yOur Career THaT maKe yOu THinK HOW luCKy yOu are Flying HeliCOPTerS?Well I think I have that everyday I’m out

flying. I think “Hey this is the greatest job

in the world”!

WHaT iS THe ClOSeST Call yOu Have Had?Well I’m sorry to say that I have never had

any close calls. Everybody says “wow you’re

a helicopter pilot, you must have some

stories to tell!!” In my career I have never

had any mechanical failures, other than the

occasional burnt out light bulb or so. I have

also never bent metal, or done any damage,

Walter ehratUpernavik, Greenland

Greenland, known as the

frozen continent has some

of the most spectacular

scenery anywhere on

earth. For Air Greenland

pilot Walter Ehrat each

day makes him realise

how lucky he is to be a

helicopter pilot in this

part of the world.

P e r S O n a l P r O F i l e Somelike it

HOT....

...we don’t!Our systems can be found in operation throughout the world. From the United States to Canada, Mexico, Korea, Taiwan, Spain, France, Portugal, Italy and Russia. Working hand in hand with the customer, we will help you to get the best built product, save you money and help take care of the environment!

Make the right choice. Choose Isolair Helicopter Systems today!

www.isolairinc.com - [email protected] Helicopter Systems • 1620 N.W. Perimeter Way • Troutdale, Oregon 97060

Phone: 503-492-2105 • Fax: 503-492-2756

Somelike it

HOT....

...we don’t!Our systems can be found in operation throughout the world. From the United States to Canada, Mexico, Korea, Taiwan, Spain, France, Portugal, Italy and Russia. Working hand in hand with the customer, we will help you to get the best built product, save you money and help take care of the environment!

Make the right choice. Choose Isolair Helicopter Systems today!

www.isolairinc.com - [email protected] Helicopter Systems • 1620 N.W. Perimeter Way • Troutdale, Oregon 97060

Phone: 503-492-2105 • Fax: 503-492-2756

64

T H e l a S T W O r d

THe COnTraSTS:1) Airplane operators ensure greater

safety by forcing the world to modify

itself to their needs. All runways world-

wide are the same. The FAA has four

employees for each airliner, coaxing it

along, watching it constantly, nursing its

safety. Every ILS is identical. A typical

airliner spends 2 percent of its journey on

expensive runways and taxiways. Airlines

make the world conform, and derive

safety from the sameness. Their economic

impact allows them the arrogance of

forcing this cost and complexity.

Airliner pilots have carefully

prescribed procedures and routes,

altitudes and nav systems and

communications are all pre-set and

pre-planned. Their ops manual will not

let them land anywhere but precisely

as published. A 10 kt tailwind is an

by nick lappos

immediate non-starter, and the cloud

height is measured to the meter, so

that nothing is left to judgement and

chance. They can’t even land somewhere

if a weather guy hasn’t measured the

conditions there, on site. If a runway

has some deviation, it is closed and

operations are halted. Airlines are bus

companies, moving people from terminal

to terminal, nothing even remotely

different or creative is allowed.

2) Helicopters have the unique ability

to go where nobody has been. Helicopters

survive in an economic niche where

they provide the only way to do that job,

which is often ad hoc, and not able to

be specifically planned. By its nature, a

helicopter is operated more creatively

and more adventurously. We must

approach and land where the FAA hasn’t

surveyed, where no concrete has been

poured, or where the platform is tucked

into a complex rig, and every square

meter is a tradeoff on some technical

aspect of the rig. Helicopter pilots have

virtually no data on the conditions where

they operate - how can they? Today it is

a highway intersection, tomorrow it’s a

farmer’s field, and next week a patch of

ocean. Helicopter pilots have to make life

or death judgements that are simply basic

to what they do, but totally beyond what

airliner pilots must decide. Helicopters

are used for screwball side missions that

no airplane can do. If an airplane can do

it, the market will provide it, at one third

the price, of course). If helicopters try to

force the world to change, they close that

economic niche a little bit, force their

lifeblood to be a bit thinner, and force

themselves out of existence. Helicopters

must learn to ‘deal with it’ to survive

economically.

When can we directly compare

helicopter safety to airliner safety? The

day an airliner hangs power wires on

towers, or hovers at midnight to prevent

frost on apples, or holds workers on

power lines to fix them, or hovers over

a plane crash in the mountains at night,

or lands on a small platform on a rigboat

150 miles offshore at night. When airlines

dare to attempt the missions helicopters

must do, they will have an accident

record that is similar.

All that being said, helicopter

operations can be made much safer.

an excerpt from FligHT inTernaTiOnal, 4/10/05

“Commercial helicopter

operators, manufacturers

and industry associations

must agree on a strategy

to address the unacceptably

high rotary-wing aircraft

accident rate, which is at

least 10 times worse than

that achieved by the world’s

airlines”

warns dr William Forster american Helicopter Society chairman.

my CHeCKliST:

1. Instruments and procedures

to support true IFR to

heliports, using the low speed

of the helicopter as part of the

procedure. Navigation that is

map-driven and rock solid,

and EGPWS integrated into

the mission.

2. Power to make decisions and

controls that fully support

the jobs we do, so that pilot

judgements can be devoted

to external hazards - How far

away is that tree limb?, and

not devoted to preventing the

aircraft itself from harming

us (I hope I don’t get LTE, or

will I have enough torque

for this mountaintop/wind

situation?)

3. Critical mechanisms that are

monitored so that their safety

status is announced to the

crew and maintainer.

4. Control systems that do the

task the pilot asks without

requiring the coordination

of a trained seal, so that

hovering at night is done

automatically, allowing the

pilot to use his intellect and

skill, tending to the outside

world instead of struggling

with his machine.

These above four factors would make

commercial helos as safe as airliners

would be if they did real flying work.

Helicopters do the dirty jobs, folks.

That is one of the reasons why I love

flying helicopters. n

Let’s decode the differences

between helicopter aviation and airline

operations, so that we can compare

the accident rates.