HAI Convention News 3-5-13 by Aviation International News

HAI Convention News

PUBLICATIONS Tuesday 3.5.13 LAS VEGAS

www.ainonline.com

Vol. 45

Heli-Expo ’13:

HAI bets on record show by James Wynbrandt For the fifth year running, Heli-Expo “appears to be setting records” for attendance and exhibitors, Matt Zuccaro, president of show organizer Helicopter Association International (HAI) told AIN on the eve of Heli-Expo ’13 here in Las Vegas. “We anticipate more than 23,000 attendees, we have approximately 750 exhibitors and 60 helicopters on display,” Zuccaro said. While most visitors are focused on activity on the convention floor, much of Continued on page 45 u

JACK SYKES

The first series-production Eurocopter EC175 approaches the helipad at the back of the Las Vegas Convention Center to take its place on center stage on the company’s Heli-Expo exhibit. The new medium-large helicopter sports Bristow Helicopters colors and logo to identify the company that will be its U.S. launch customer.

Eurocopter lands big Bristow order Bristow Helicopters, the largest global helicopter provider, is set to become the U.S. launch customer for the not-yet-certified Eurocopter EC175. Representatives of the operator and manufacturer are expected to sign the purchase agreement at Eurocopter’s Heli-Expo booth (No. C2922) at 3 p.m. this afternoon, here in Las Vegas.

The contract will finalize an earlier let- the design and capabilities of a “superter of intent and confirm Bristow’s pur- medium/light-heavy” helicopter for the chase of 12 EC175s, plus an unspecified biggest potential markets, these being the number of options for more. Eurocopter oil and gas industries, search-and-rescue currently holds firm orders for 29 EC175s. (SAR) and VIP. The biggest global player Before and after Eurocopter introduced in these markets is Bristow Group. the EC175 at Heli-Expo 2008 in Hous“Bristow was part of the customer ton, the company relied on input and feed- group that advised Eurocopter on the Continued on page 45 u back from potential customers to define

JACK SYKES

by R. Randall Padfield

Matt Zuccaro, president of Helicopter Association International, organizer of Heli-Expo.

Operational Safety

Industry Outlook

Avionics

Is it the stealth Black Hawk used to kill Bin Laden, a compound technology S-97 Raider with executive interior or just a new S-76D with a wild paint job? Find out exactly what is behind the curtain at Sikorsky’s booth (No. C5028) today at 11:40 a.m.

Ice Rx: Land now

Honeywell: signs point to a rebound

Night-vision goggles for EMS

A revised SAIB released in the wake of two EMS helicopter crashes reminds pilots that most helicopters are not equipped or approved for flight into known-icing conditions. Page 52

Aging fleets, contractual requirements and requirements for twin-engine aircraft are driving demand for some 5,000 rotorcraft by 2017, according to prognostications from the manufacturer. Page 18

As the handy devices become more prevalent in SAR, parapublic and law enforcement operations, the growing number of users have a wide variety of training options. Page 38

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Sikorsky’s Shroud of Secrecy

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There’s nothing you wouldn’t do to help save a life. We share your dedication and commitment so much so that we invented aerial EMS almost 60 years ago. When your mission is to maximize the golden hour and save lives, the Bell 429 stands ready to serve your heroic measures with extraordinary means. Visit us at Booth #N5612

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YOUR MISSION: KEEP THEM ALIVE

Van Horn composite blades lift legacy Bell and MD models by R. Randall Padfield Van Horn Aviation (VHA) of Tempe, Ariz., wants to put more life into legacy helicopters by developing products that increase performance and lower direct operating costs and is specifically focusing on composite main and tail-rotor blades. At Heli-Expo’13, VHA is showing five examples of its work, all with different stories: tail-rotor blades for the Bell 206, UH-1 and 212/214; and main rotor blades for the MD Helicopters MD530F and Bell 206B. VHA (Booth No. N3924) has built more than 1,000 composite tail-rotor blades for the Bell 206 to date, making the product its most successful. “For a little company, we’re excited about that,” said Dean Rosenlof, general manager. “We have only 15 employees, but we’re putting out 50 Bell 206 blades a month.” The company was founded and is owned by its president, James Van Horn, a former U.S. Army helicopter pilot who was chief engineer for McDonnell Douglas for the MD500. A mechanical engineer, Van Horn does most of the design work at VHA, Rosenlof said. Another significance of VHA’s 206 tail-rotor blade is the fact that, last December, VHA entered into an exclusive agreement with Bell Helicopter to distribute VHA’s composite blades for the 206B3, 206L series and OH-58A+/C. So now VHA sells these blades through Bell’s distribution network, instead of from VHA’s factory and distributors. VHA also builds and sells composite tail-rotor blades for various models of the UH-1 Huey. The company is currently developing two new composite main-rotor blades for the MD530F and the Bell 206B, examples of which are on display here. The MD530F blade is getting close to production. “Our composite blades are similar in composition, but not exactly the same,” Rosenlof told AIN. “For one thing, the airfoil was modified. We did a fairly large leap in technology with the 206 tailrotor blade and we’re doing developmental changes on the MD530F main-rotor blade. But, still, they are both carbonfiber blades with a foam core.” VHA flew the first iteration of its MD530F main-rotor blade two years ago. “We went from track-and-balance, to hover, to forward flight in two hours, and we had pretty high control loads.” Rosenlof explained. “We hovered it and saw we needed to make changes to the design. We then created a new set of blades and did extensive flight testing last summer. We learned some things and decided to do another revision. We changed a lot of internal components and pieces.” More carbon-fiber plies were added to increase the torsional stiffness of the blades and the layup process was modified to make it more

efficient. Then VHA’s contract test pilot, Greg Ashe, flew the blades again. The blade design was good, but not good enough. “So we said, ‘Let’s just fix this,’” Rosenlof said. “We know it’s not a strength issue, but stiffness. We made new tooling and components and put the blade together. The blade we’re showing at Heli-Expo is literally our first article. After the show we’ll build more blades and fly again in April. We know what we’re looking for and hope to complete

customers a kit to turn a 500E into a 530F with the E’s engine. This will provide the hover performance and flying characteristics of the F at low altitude. All you would lose is the higher altitude capability of the F’s bigger engine.” The MD530F is powered by a 650-shp RollsRoyce 250-C30 turboshaft engine, while the MD500E is powered by either a 420shp 250-C20B or a 450-shp 250-C20R. To date, VHA has been leasing and borrowing helicopters for its flight testing. But with the additional work needed to do the tailboom modification, plans are to buy a used MD500E “because we’ll be cutting into it,” said Rosenlof. “Owners aren’t too happy if you do that when they lend you their helicopter.” He estimates that the company has, under its current business plan, perhaps

HAI

Convention News

FOUNDED IN 1972 James Holahan, Founding Editor Wilson S. Leach, Managing Director R. RANDALL PADFIELD, CHIEF OPERATING OFFICER Editor-in-chief – Charles Alcock editor - domestic show editions – Matt Thurber PRODUCTION DIRECTOR – Mary E. Mahoney PRODUCTION EDITOR – Jane Campbell PRess room managing editor – Annmarie Yannaco the editorial team Bill Carey Mark Huber Kim Rosenlof Thierry Dubois Amy Laboda Ian Sheppard Rob Finfrock David A. Lombardo Harry Weisberger Kirby J. Harrison Paul Lowe James Wynbrandt the production team Mona L. Brown John Manfredo Lysbeth McAleer Colleen Redmond Photographers Jack Sykes Mariano Rosales online editor – Chad Trautvetter web developer – Mike Giaimo online videographer – Joseph W. Darlington AINtv EDITOR – Curt Epstein EXECUTIVE VICE PRESIDENT & ONLINE PRODUCT DEVELOPMENT – John F. McCarthy Jr. Publisher – Anthony T. Romano associate Publisher – Nancy O’Brien Advertising Sales – north america Melissa Murphy – Midwest (830) 608-9888 Nancy O’Brien – West (530) 241-3534 Anthony T. Romano – East/International Joe Rosone – East/International - Middle East (301) 834-5251 Philip Scarano III – Southeast Victoria Tod – Great Lakes/UK Advertising Sales – International – Daniel Solnica – Paris production/MANUFACTURING manageR – Tom Hurley AUDIENCE DEVELOPMENT MANAGER – Jeff Hartford group brand manager – Jennifer Leach English sales/production administrator – Susan Amisson Advertising/sales Secretary STAFF Patty Hayes; Cindy Nesline director of finance & new product development – David M. Leach Human ResourceS Manager – Jane Webb

Van Horn, developer of composite main and tailrotor blades for Bell and MD helicopters, conducted high-altitude performance testing (top) on a 206L4 in Leadville, Colo., in August 2011 to determine actual hover performance in high and hot conditions. VHA’s Marie Dwyer, right, balances 206 blades.

our flight test quickly–where we wanted to be seven months ago. “Everything we’ve learned on the 530 blade we’re adopting into the 206B main rotor blade,” he said. The 206B blade is a significantly bigger blade than the 530 and has a different root design. It is a more rigid system with a much different hub attachment. We get to design only from the blade attachment out, so it forces us to make changes to the blade, not the hub. It’s incremental growth: learn, fly, learn, make a change. The testing teaches us what we don’t know.” Other Projects

VHA is currently working on a Bell 212/412 tail-rotor blade. “The blade has enough ADs on it that we decided it would be a good idea for us to do a composite blade,” Rosenlof said. A prototype of that blade is also at the show. Future projects include a composite tail-rotor blade for the MD500 and a drive-train modification for the MD530F. “The idea is to increase the length of the tail boom of the 500E so it can fly with the slightly longer blades of the 530F,” he said. The diameter of MD500E’s rotor disc is 26.4 feet, while the MD530F’s is 27.35 feet. “We’ll give

4 HAI Convention News • March 5, 2013 • www.ainonline.com

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lfive to 10 years of work ahead. The MD500E tailboom mod and Bell 212/412 tail rotor will take time, and then there are tail- and main rotor iterations of the current projects to consider, including the MD500D, E and C rotor blades; and the 206L series LongRanger main-rotor blades. Rosenlof said it currently takes the company about two to three years to develop a new blade, but acquiring its own helicopter for test work could shorten the development time. With all this work for MD and Bell helicopters on its horizon, VHA is not currently considering providing composite rotor blades for legacy Eurocopter, Robinson or other manufacturers’ models. Founded in 2001, VHA delivered its first rotor blades to customers in 2005. o

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Insurance market stable, but rates could change by Kim Rosenlof Most of us have a love/hate relationship with insurance; we hate paying the premiums but if something goes wrong, we love having someone else who was willing to take the risk resolve many of the headaches. Across the U.S. aviation industry, there are so many insurance companies willing to shoulder the risks that the premiums remain at low levels even for the riskier helicopter segment. In a world of wildly fluctuating fuel prices and increasing personnel expenses, the prolonged soft insurance market and its resulting low premiums provide operators a small measure of stability and relief. “Our business is all about the supply of capital, and the supply is great at the moment because there aren’t a lot of better investment opportunities,” said Jon Doolittle, founder of Connecticut-based aviation insurance broker Sutton James (Booth No. C1113). “In the wake of 9/11, corporate aircraft insurance rates doubled overnight, so 2002 through 2005 were very profitable years in aviation insurance in a way that they weren’t in other areas. Lots of people started to get involved. Insurance companies that had not had a U.S. general aviation presence started [one]. So you have all these companies putting money into the market, and there really aren’t a lot more aircraft [to insure] than there were five years ago.” Although no one sees any indications that rates are about

to increase, helicopter operators shouldn’t expect the low premiums to continue indefinitely, especially when certain segments–such as EMS–are experiencing substantial losses. “Investment income is becoming scarce, with interest rates at all-time lows,” said Jason Niemela, president of Berkley Aviation (Booth No. N5408). “Insurers aren’t able to support lines of business that don’t produce an underwriting profit. If the helicopter market continues with the same losses, we will see capital leaving the segment to enter areas that can provide an acceptable profit margin.” Doolittle agrees. “The difference between fixed-wing and helicopters is that we see a lot less fixed-wing flying than we used to, so the accidents are quite a bit lower too,” he said. “Helicopters are utility vehicles and they are still out there flying–providing training, airtaxi, surveying, hunting, herding, frost-patrolling, long-lining, all the wild stuff that people use them for–and so the accidents are still happening. At some point I expect to see helicopter insurance rates start to come back up. Losses are probably getting very close to exceeding what the insurance companies take in and I think, at some point, there’s going to be a correction.” Aviation insurance representatives say the soft market means there isn’t much margin for discounting rates based

on Safety Management System (SMS) and intensive training programs. Premiums are still tied to an operator’s loss history, the size of its fleet and the loss history of the helicopter marketplace as a group. But even if an SMS doesn’t automatically drop premiums in the current market, an effective SMS should reduce the accidents and losses that could drive up insurance premiums in the future. “With today’s soft market, you can’t plug an SMS program into your operation and have that translate into a specific amount of premium savings,” said an insurance representative who asked not to be identified. “But a long-term safety record in terms of an individual operator and industry-wide efforts will help

keep premiums low. I’ve seen the operators that have really made a cultural shift [with an SMS] and I’ve seen the operators that just have a manual sitting on a shelf to satisfy requirements. And that cultural shift really has to happen for long-term safety to improve.” Pilot Shortage

One topic often discussed in helicopter forums but not usually addressed as an insurance issue is the shortage of qualified helicopter pilots. As Vietnam-era pilots reach–and often fly well past–retirement age, there are fewer young bloods to take their places. While underwriters generally don’t look just at the age of the pilots but factor in experience and training, the impending pilot shortage

Insurance premiums for helicopters continue to remain at low levels, even for more riskier operations such as firefighting (above) search and rescue (below) and EMS.

Ornge debuts AW109 medevac interior Canadian air ambulance operator Ornge, a not-for-profit organization, has introduced a new interior for its AgustaWestland AW109 helicopters that allows paramedics to perform CPR “at any time during flight, reduces the risk of tubes snagging on equipment and gives better access to the patient and medical bags and supplies.” Ornge obtained a temporary (one-year) exemption from Transport Canada to give it time to develop a permanent solution, while Aerolite of Switzerland (Booth No. 5024) was contracted to create the temporary interior mods. These were installed in January. Operations with the new interior began in early February and could be under way for up to two years. Andrew McCallum, the company’s new president and CEO who was appointed in early January, said, “The new interim interior solution will make it much easier for our paramedics to provide the care that patients need, as we continue to improve patient safety.” Since appointing McCallum, who is the former Ontario chief coroner, Ornge has implemented a range of changes, such as an improved patient relations process, hiring of a patient advocate, introduction of a conflict of interest policy and a whistleblower protection policy, and it has hired Rob Giguere as new COO. –I.S.

6 HAI Convention News • March 5, 2013 • www.ainonline.com

will certainly have an impact on operators’ expenses, either through increased premiums as a result of the experience drain or in increased training costs trying to replace experience with intensive training. “In my opinion, the most critical insurance issue facing U.S. helicopter operators in the foreseeable future is a lack of qualified pilots,” said Matt Drummelsmith, president of Corporate Aviation Insurance Group (Booth No. C2214). “There are numerous operators who are short-staffed when it comes to helicopter pilots. In fact, some air medical operators have had to cut entire shifts due to pilot shortage. This translates to operators hiring less qualified pilots or pilots who may not have the ability to transition, period. As a result, we’ll start to see more claims in this segment. With more claims come higher insurance costs.” “A lot of times, as a broker, you can make a case for the young and sharp pilots, especially if they are working for whoever brought them up through the business,” said Doolittle. “In the training business, we have people who have come right out of their commercial [certificate] in the helicopter, get their CFI and start teaching for that same school. They’ve been in that school for all of their 250 hours; they know the airspace, the procedures and the standardization stuff that the operator uses. Sure underwriters might charge just a little more than if the pilot is 45 [years old] and has 5,000 hours of dual given in helicopters, but these kids are learning quickly and they’re well-taught, assuming it is a good school.” Insurance industry experts recommend that helicopter operators create and maintain a strong relationship with their brokers and/or underwriters to make sure risks are adequately covered at the lowest rates possible. “A good broker and underwriter will tailor coverage for your specific needs,” said Niemela. “Operators need to be proactive with their brokers and underwriters to get the best program. Every flight you’re gambling with the life of your company. Is it worth saving small amounts of premium for a potential denial of coverage? When the worst happens, you need the support of an underwriter that knows you and your business.” o

( THINK OIL & GAS ) The rugged and reliable Eurocopter range is put to the test transporting crews safely to and from assignments. Enduring extreme heat and freezing weather conditions to reach offshore rigs and wells in remote land-based locations. Specify an EC175.

VISIT US AT HAI March 5 -7, 2013 Booth C2922

Thinking without limits

Diesel demo to fly in 2014 by Thierry Dubois The diesel engine demonstrator, which may replace turboshafts in light helicopters, is on track for flight tests on a Eurocopter EC120 in the second half of next year. It will

feature a power-to-weight ratio between those of a general aviation diesel and a turboshaft. The engine is part of the Green Rotorcraft integrated technology demonstrator (ITD), itself

part of Clean Sky, the European Union’s €1.6 billion ($2.1 billion) joint technology initiative. The project has passed technology readiness level 3 (TRL 3), meaning the proof-of-concept has been validated. The project is well funded, at €9.4 million ($12 m illion) over the 2010-2015 period. A first attempt, in 2009, had been

notably underestimated, at just €3 million ($3.9 million). The power-to-weight ratio is a critical requirement and thus the main challenge. Aviation uses turbine engines because they are light. According to project officer Sébastien Dubois,

Come see us at Heli Expo Booth N4317

Green Rotorcraft’s diesel demonstrator will have a power-toweight ratio of 0.9 kg/kW (1.48 lb/shp). This has to be compared to 1.5 kg/kW (2.47 lb/shp) for a diesel powering a light fixedwing aircraft and 0.4 kg/kW (0.66 lb/shp) for a turboshaft. Teos Powertrain Engineering is employing its car racing expertise to design a light power pack, including the engine and its cooling system. Meanwhile, Austria’s Austro Engine is handling installation and certification. The demonstrator engine’s power will be 330 kW (442 shp), below that of the EC120’s usual Turbomeca Arrius 2F at 504 shp. First Engine Delivery

4 is the number of significant performance benefits Bell 407 and MD 600 customers will receive with the new Rolls-Royce Value Improvement Kit available through the M250 FIRST Network and Aviall. With this kit, you will 1) increase your range, 2) increase your service ceiling, 3) improve your performance and 4) consume less fuel. Contact your Aviall representative for details. Aviall Delivers.

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8 HAI Convention News • March 5, 2013 • www.ainonline.com

Installation of a diesel engine demonstrator on a Eurocopter EC120 is scheduled for next year.

Initial tests were set to start last month. Eurocopter should receive the first engine in June. The critical design review in January on the modified EC120 airframe that is to support the flight tests validated a TRL 3 level, Dubois told AIN. In September, an engine will be integrated into an iron bird (an EC120 airframe). The iron bird will start at TRL 4 (components in a laboratory environment) in January 2014. Ground testing with the modified EC120 is scheduled for the second quarter of 2014. This will validate TRL 5, in a representative environment (on the ground). At 39 months from launch to first ground test, the development cycle will have been very short, Dubois noted. Flight testing should commence in the second half of 2014, culminating, at TRL 6, in a flying prototype in a representative environment. The main benefit of diesel technology is expected to be in fuel burn, which should be lower by at least 30 percent compared to that of a turboshaft on a given mission.  On a future helicopter optimized for advanced diesel engine technologies and incorporating exhaust-depolluting systems, the gain could exceed 40 percent, and NOx emissions would be cut by 50 percent. o

Milestone places bets on new Eurocopters by James Wynbrandt Global helicopter lessor Milestone Aviation Group of Columbus, Ohio, and Eurocopter announced purchase orders with options for up to 15 EC225 Super Pumas and five EC175 helicopters. Milestone (Booth No. C5911) previously ordered 16 EC225s and will begin taking deliveries of the newly ordered helicopters this year. Deliveries of the EC175 are slated to commence in 2016. “My Eurocopter history goes back a long, long time,” Milestone chairman Richard Santulli told AIN, in discussing the order. The founder and former chairman of NetJets, Santulli also founded RTS Helicopters in the early 1980s. “I sold all the Pumas ever delivered in North America,” Santulli said.

“A large percentage of the copters are still operating. We love the asset,” he concluded. Said Eurocopter president and CEO Lutz Bertling, “This order further develops our partnership with Milestone and demonstrates the confidence our longstanding partners place in Eurocopter’s Super Puma family. It also underscores the EC225’s operational performance and value delivered with demanding customers such as Milestone, the first global aircraft leasing company exclusively focused on helicopters.” Santulli anticipates the Eurocopters will operate in the same markets where Milestone helicopters are currently leased:

Brazil, the North Sea, Australia, Africa, Indonesia and Malaysia. No lessees have been named for the ordered aircraft. Milestone, founded in 2010, finished 2012 with more than 70 helicopters worth more than $1 billion on its books. Santulli said Milestone will make more purchase announcements at Heli-Expo, which will bring its total orders to about $2.2 billion. Milestone currently has about 25 employees, most of them colleagues from NetJets, and Santulli expects few new hires will be needed “to go from one billion to two billion” dollars in assets. But he has no plans to turn the team’s NetJets experience to move into leasing fixed-wing aircraft. “We’re not going to do any of that,” Santulli said. “Airplane leasing is a very cyclical business. You have to play the cycles. But helicopters, especially those out working in oil and gas, don’t have any cyclical chances. We made a decision not to use any capital in fixed-wing [purchases and leasing].” o

MD, Universal unveil new flight deck

JACK SYKES

MD Helicopters unveiled at Heli-Expo yesterday its Next Generation Cockpit for the MD Explorer, featuring an integrated, single-pilot IFR-capable flight deck from Universal Avionics. “It’s a huge upgrade to the aircraft–exactly what customers are asking us for,” said Lynn Tilton, CEO and principal of Patriarch Partners, which owns MD Helicopters. “This is the beginning of great things for the [MD Explorer] 902 on its 20th anniversary.” The basic system has a twoscreen display, with an optional third screen available for the copilot’s position. The display screens have no bezels or soft keys. Instead, the system is controlled via a center-panelmounted CDU, or via a cursor controlled by a point-and-click button mounted on the cyclic, enabling the pilot to operate

the system without looking away from the display screen. The new panel will be standard equipment in the MD Explorer and will also be available as a retrofit. Prices of the retrofit or of the MD Explorer with the Next Generation Cockpit have not been set. “We hope to have it certified in the aircraft early next year,” said Chris Nehls, vice president, engineering at MD Helicopters. MD is already working with the FAA on certification, and sequestration will not affect the timetable, Nehls said. Universal Avionics was one of “about seven or eight” vendors that submitted proposals for the panel upgrade and was selected after a rigorous review process, according to Nehls. He added that the Next Generation system will weigh less than the Bendix/King EFIS 40 system

Lynn Tilton, MD Helicopters CEO, said the Next Generation Universal Avionics flight deck is “exactly what customers are asking us for.”

that is being replaced, although the Explorer will retain the KFC 900 flight control system until it can be replaced by a digital autopilot in the future. “It’s really a good match working with MD,” said Grady Dees, director of technical sales at Universal Avionics (Booth No. C2401). “We’re both Arizona companies, both privately held, and it’s a short drive between Mesa [MD Helicopters’ headquarters] and Tucson [where Universal is based]. It’s really a good fit between the companies.” The Next Generation Cockpit represents a new product, Dees said, and includes a new version of Universal’s synthetic vision system. Universal has previously installed an integrated flight panel as an aftermarket upgrade to a Bell platform, but this is Universal’s first fully integrated flight deck in an OEM helicopter. A working model of the flight deck is on display at the MD Helicopters booth (No. N4121), and attendees are invited to come and see a demo of the Next Generation Cockpit. –J.W.

Rolls-Royce launches new M250 turboshaft by Thierry Dubois and James Wynbrandt Rolls-Royce launched the latest version of its M250 turboshaft engine, the M250C47E, at Heli-Expo yesterday and said a launch customer will be announced here at the show. The M250-C47E, which replaces the -47B and -47M, incorporates the Value Improvement Package upgrade kit that Rolls Royce introduced last year as well as a dual-channel Fadec, said Greg Fedele, senior vice president of helicopters and light turboprops for Rolls-Royce. As a result, the 700-shp engine boasts a 5-percent improvement in high and hot performance over its predecessor, an almost 8-percent improvement in takeoff power, to 700 shp, and reduced specific fuel consumption. Design engineers are establishing parameters for on-condition maintenance, which will be based on data captured by the new engines. Fedele

M250-C47E

said that an on-condition maintenance program could be in place about 12 months after the M250-C47E goes into service. The M250 spans a power range between 420 and 715 shp. The U.S. Navy has committed to incorporate the M250-C47E into the Northrop Grumman MQ-8C Fire Scout, which will be the first military application of the new engine. Rolls-Royce has delivered a development engine to Northrop Grumman for a demonstrator aircraft for the Rapid Deployment Capability program. Last year the M250 turned 50. “We have logged 223 million flight hours with the 250 and the RR300,” Fedele told AIN before the show. The 31,000th M250 engine was delivered on February 22. It will equip an Enstrom 480B, to be operated by the Japan Ground Self-Defense Forces. “Since 2011, we have increased M250 production by 20 percent per year and we are sold out for 2013,” he added. RollsRoyce (Booth No. N4717) also

announced “an enhanced suite” of customer support initiatives. For the RR300, customers can choose among three options. The first is a conventional time-andmaterial scheme, while the second is a Rolls-Royce TotalCare program covering scheduled maintenance. The third choice includes scheduled and unscheduled events. Customers who elect to prepay their TotalCare program (in the last two options) get a discount. Additionally, credit for unused service is transferrable to a new owner, which should increase resale value. Fedele said Rolls-Royce has no estimates on how many customers would take advantage of these new service options, but customer feedback on the transferable service credits has been extremely positive. A similar plan for M250 customers is under review, Fedele said. A new application for the RR300 (derived from the M250) could be newly produced Bell 47s. Last year, Rolls-Royce signed a memorandum of understanding with Scott’s Bell 47 to explore the application of the RR300 turbine engine in the SB47 multipurpose light helicopter. Scott’s acquired the type certificate for the Model 47 from Bell Helicopter in 2010 and is currently supporting the helicopter as well as offering complete refurbishment and updates. The company’s ultimate goal is to place the helicopter back into new production. The development of a growth variant of the 300-shp RR300, the 475-shp RR500, remains on hold, though the engine is certified. Rolls-Royce is looking for an application. It might have been a Bell 206 retrofit by Uniflight but “no further discussion” has taken place for some time. In addition, “we are waiting for the fixed-wing market to turn up,” Fedele said. The company would prefer an OEM launch customer, but Fedele said if the right aftermarket program opportunity came up, RollsRoyce would consider putting the engine into production. Rolls-Royce also announced the launch an application for iOS and Android smartphones and tablets to help customers find authorized maintenance centers. “All their repair capabilities will be in the app,” said Fedele. o

www.ainonline.com • March 5, 2013 • HAI Convention News 9

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Steve Cabrera, Aerosonic (Booth No. C6803) sales engineer for air data systems, can set up the compact demo unit in less than five minutes in a space that is less than 12 inches

square. “This system replaces multiple mechanical attitude, heading, airspeed and altitude gauges with one highly reliable, highly accurate four-inch diagonal display,” he explained.

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Aerosonic’s Oasis electronic standby instrument system is slated for certification in May 2013.

Better yet, while the display takes up very little space, all of the components of a dualscreen system together (including the processor) weigh less than four pounds. The modular architecture provides installation flexibility. The display unit (DU) and the Aerosonic sensing unit (ASU) are separate, allowing for remote mounting of the sensing unit. The DU’s thin design fits in the most shallow panel spaces at 1.35 inches deep, while the ASU, at only 6.25 inches long, can be placed in any convenient space in the aircraft, eliminating the need to run pitot/static plumbing through the bulkhead. The system can be single- or dualscreen and can include a magnetometer for heading backup, as well as an optional backup battery. For helicopter operation an NVG option is available. The Oasis unit on display at Heli-Expo ‘13 is slated to be certified under Parts 27 and 29 for rotorcraft and Parts 23 and 25 for fixed-wing aircraft in May. The Oasis software is being certified to DO 178B Level B, while environmental certification will be at DO 160F. “This will be a fully TSO’d unit for FAA/EASA,” said Cabrera. When asked why the unit was taking so long to certify, he said, “The certification date has admittedly slid, mostly because of the controversy surrounding TSO 179 standards for rechargeable lithium-ion batteries [available in the battery backup option]. Those batteries are an attractive option for helicopter operators.” Pricing for the base unit starts at $9,445 for the sensor and $2,550 for the base display, with options such as an NVG-compatible display running $3,995. According to Cabrera, Aerosonic intends to develop the second-generation of the product when the initial TSO is received. “That will include Arinc 429 [input/output] for navigation and communication options in the units,” he said. This will complement the existing pneumatic ports (for pitot/static) and RS232 and RS422 ports. o

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operations in Los Angeles County that include requirements relating to the flight paths and altitudes associated with such operations to reduce helicopter noise pollution in residential areas, increase safety and minimize scheduled commercial aircraft delays.” The bill exempts a segment of the helicopter community that is also part of the noise problem–helicopters being flown for emergency, law enforcement or military activities. The FAA would be required to consult with the helicopter industry and local communities when developing the regulations. Local helicopter operators, including law enforcement, military and EMS operators are well aware of the noise issues in the Los Angeles area. The Professional Helicopter Pilots Association encourages Los Angeles pilots to comply with recommendations in the Helicopter Association International’s Fly Neighborly program and also disseminates information about Los Angeles-area noise hotspots. The PHPA’s noise complaint map shows pilots where noise issues originate. While S.208 claims that “helicopter traffic in Los Angeles County is not regulated by the Federal Aviation Administration or any other agency,” helicopters must comply with FAA regulations governing minimum altitudes, airspace and so forth. “Legislation is absolutely the wrong solution to such a diverse and complex issue and usually results in unintended consequences, inclusive of degradation of safety and inefficient use of the airspace,” said HAI president Matt Zuccaro. “This legislation is being introduced absent any data or study relative of the issue.” No data has been released, for example, outlining which types of helicopter operations are generating noise complaints. Public meetings held last year gave local community members an opportunity to express their frustration about helicopter noise. The FAA is set to release a report in May that will evaluate “a full set of voluntary and regulatory options to reduce helicopter noise and address safety issues in Los Angeles County,” according to S.208. “The report is expected to explore how helicopters can be regulated in Los Angeles County in a manner that provides relief to residents from helicopter noise while also meeting the needs of relevant stakeholders, including first responders.” o

90 Years of Innovation

On March 5th, 1923 Igor Sikorsky founded Sikorsky Aero Engineering Corporation four years after arriving in America. Starting capital was $800 in cash and about $2,000 in pledges. Mr. Sikorsky had little money and no business contacts, but a passion for aviation, and a dream to build a vertical flight machine for saving lives. Today, 90 years later, the company has grown to be Sikorsky Aircraft Corporation, a world leader in helicopter design, manufacture and service, with an enviable record of aviation firsts. We at Sikorsky Aircraft thank you, the men and women who rely on us and our aircraft to perform your missions. You have made our decades of success possible. And much like Igor Sikorsky, you inspire us to build the aircraft that keep you flying as we take on the next impossible aviation challenge.

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Honeywell forecast sees zoom in demand

Honeywell’s Turbine-Powered Civil Helicopter Purchase Outlook at a Glance

by James Wynbrandt Global demand for helicopters is expected to increase over the next five years, according to the results of Honeywell’s Turbine-Powered Civil Helicopter Purchase Outlook survey, released here at Heli-Expo ’13. Deliveries of new civilian-use helicopters will total between 4,900 and 5,600 units during 2013-2017 according to the survey, with strong demand focused in the first three years of the period and reflected in every region of the world. This is 35 percent higher for this threeyear period than was recorded in last year’s survey. The 5,600unit figure represents Honeywell’s expectation that demand in 2016-2017 will increase as operators firm up purchase plans. “The buyer confidence reflected in this year’s survey is a much-needed shot in the arm for the industry,” said Brian Sill, vice president, Honeywell aftermarket helicopter sales. “Supporting the growth numbers is the fact that helicopter usage for corporate, oil and gas, utility and training missions is improving, which shows that helicopters are value-add aircraft in today’s business environment.” The results of this,

Honeywell’s 15th such annual survey, are based on queries to more than 1,000 chief pilots and flight department managers of companies operating 2,400 turbine and 275 piston helicopters worldwide. The survey excludes large fleet or “mega” operators, while factoring in input from oil and gas support and EMS fleet operators. Several factors are driving the increased demand, according to Honeywell: aging aircraft fleets, contractual requirements, changes in operational requirements, expiring warranties and regulations requiring twinengine helicopters. The U.S. and Canada are expected to account for 27 percent of the purchases, while Europe will absorb 28 percent. Latin and South America will account for 20 percent, Asia/ Oceana 19 percent, and Africa/ Middle East will account for 6 percent of new helicopter deliveries. The 2013 forecast represents a rebound, after the 2012 survey found a 4-percent decrease in demand over the 2011 report. Honeywell believes this indicates that the industry “may be returning to a more

expansionary environment.” Light single-engine helicopters are the most in-demand product in this time period, exemplified by the Eurocopter EC130/ AS350 series, Bell 407 and Robinson R66. Most of the purchase interest for the aircraft is in North America, though the Middle East and Africa have a noticeable surge in interest in these models. Intermediate/ medium twin-engine helicopters (e.g., AgustaWestland AW139 and AW169, Bell 412, EC145, Sikorsky S-76) and light twin helicopters (e.g., EC135, Bell 429, AW109) each garnered about 25 percent of the intent to purchase. Planned purchases of heavy multi-engine helicopters (e.g., EC225, Russian

Breeze-Eastern CEO uses Amazon.com as his model When Brad Pedersen assumed the title of president and CEO of hoist and winch manufacturer Breeze-Eastern (Booth C4016) last June, he found a company that–despite celebrating a record sales year in Fiscal Year 2012– needed some guidance about how to properly assist customers in the field. “My expectation of customer service is similar to the Amazon.com model. From start to finish, the customer is updated on the status of the order, and that product is delivered promptly,” Pedersen told AIN at Heli-Expo ’13. “At one of our first meetings, I discovered that customer requests were being handled in a rather haphazard fashion. There wasn’t an established process.” That need for change evolved

into a complete reorganization of the company staff, including the hiring of new people, many of whom, like Pedersen, had a background with OEMs. “These are people with the mindset of the manufacturer and operator/ user in mind,” he added. “We know how important it is when you have an aircraft on ground, and you can’t get a part.” Today, Breeze-Eastern is in the process of establishing a worldwide network of service centers and distribution points. “Our goal is a 24-hour turnaround time for core/critical parts anywhere in the world,” Pedersen said. The company has also committed to significant investment in new products, including the recent award of a U.S. Coast Guard contract to design a new

JACK SYKES

by Rob Finfrock

Brad Pedersen, new Breeze-Eastern CEO, wants to improve customer service.

hydraulic hoist controller for MH-65 Dolphin search-andrescue helicopters. Breeze-Eastern expects that investment will result in a $1 million construction contract for the part. For Pedersen, however, a focus on customer service remains key. “We must do this right,” he said. “Financially we’re very strong, but in this day and age with the sequester and budget cuts, we have to do whatever we can to stay out in front of the competition. It takes two years to develop a new product, but things like customer support we can do very quickly,” he concluded. o

18 HAI Convention News • March 5, 2013 • www.ainonline.com

Helicopters Mi-171, Sikorsky S-92) actually declined slightly from 2012 levels. Increased Utilization

Meanwhile, operators plan to expand the use of the helicopters they already have, according to the survey. In North America, 10 percent of operators plan to increase utilization, while 3 percent plan to fly less. In Europe, about twice as many operators (16 percent) plan to fly more versus flying less (7 percent). In Latin America 27 percent of operators plan to increase utilization while only 5 percent see themselves flying less. One third of operators (33 percent) in the Middle East and Africa say they will increase flight ops while about half that number (15 percent) plan to decrease operations. Operations in Asia could see the greatest increase, with 35 percent planning to fly more versus 6 percent anticipating reduced operations. As for actual flight time, the survey found oil and gas operations reported flying their helicopters an average of 725 hours per

year. Helicopters used in EMS, training, air tours and general utility average 410 to 450 hours per year, according to Honeywell. Law enforcement and news-gathering operations log an average of 375 to 390 hours per year, while corporate operators put the least time on their rotorcraft, flying on average less than 300 hours per year per aircraft. The survey also contains something of a popularity contest that could indicate which helicopters and OEMs will be the big winners in this increased sales environment. In response to the survey’s question on what model the operators would recommend to a friend or colleague, the top models named (order not indicated in the survey) are the AW139, Bell 206 series, Bell 407, Bell 412, EC130/EC150 series and Sikorsky’s S-76 o

Greenwich AeroGroup Demos LiveAero Wi-Fi Greenwich AeroGroup is offering demonstrations of LiveTV’s satellite communications LiveAero Wi-Fi broadband data and voice system in its booth (No. C4711). The Wichita-based supplier is also demonstrating AirSatOne’s FlightStream AOC compression, acceleration and shared caching product with the LiveAero system. The LiveAero system is powered by Iridium’s OpenPort Aero broadband service, leveraging Iridium’s worldwide network of 66 orbiting satellites. It allows users to stay connected via Wi-Fi to their smartphone, tablet or laptop from takeoff to landing and pole-to-pole, anywhere in the world. LiveAero provides speeds up to 300 kbps and features three independent phone lines, allowing simultaneous voice and data connectivity. According to Greenwich, this unique satellite configuration and antenna design allows the signal to be received under the helicopter main rotor, permitting signal connectivity throughout the flight. Greenwich has already received an STC for the system on Bombardier’s 601-3A/3R, 604 and 605 jets. –K.J.H.

Sikorsky taps L-3 trio for H-60, S-70i

elegant explorer The twin-engine MD900 Explorer approaches the Las Vegas Convention Center on its way to Heli-Expo 2013. MD Helicopters announced yesterday that its flagship product will feature a new Universal Avionics integrated flight deck.

by James Wynbrandt the largest single order L-3 has received from an OEM for its GH, Stormscope and power supply products. At the L-3 Aviation Products booth, the company is demonstrating the GH-3900 RSU electronic standby instrument system. The system includes a remote sensor unit (RSU)– including ADAHRS–that can be installed elsewhere in the helicopter, with the thinner display head installed in the instrument panel. “This is very applicable to the helicopter market,” said Riddle. “Helicopter cockpits are the epitome of limited space.” L-3 is also displaying its Tacan+, SRVRVR cockpit voice recorder and Wescam electro-optic and thermal imaging systems. o

JACK SYKES

Upgrading the panelware a passive system, analyzes the on its H-60 and S-70i helicop- radiated signals of electrical ter platforms, Sikorsky Aircraft discharges from storm cells to (Booth No. C5028) has select- detect and map thunderstorms. ed a trio of L-3 Aviation Prod- In the H-60 application, the ucts (Booth No. C5901) units WX-500 uses a remote processor as standard equipment: the that depicts lightning data on the GH-3001 electronic standby helicopter’s avionics displays. The PS-855 EPS supplies instrument system (ESIS), Stormscope WX-500 lightning power to critical avionics in the event of an emerdetection system gency. The PS-855’s and PS-855 emerlead-acid batteries gency power supare capable of meetply (EPS). ing severe perforThe GH-3001 mance requirements provides accurate and produce addiattitude, altitude, tional power output airspeed and headat 24 VDC to run ing cues in a comother emergency pact unit certified to higher EMI stanequipment without L-3 GH-3001 ESIS dards, and the unit interruption. In the is night-vision-goggle (NVG) Sikorsky applications, the PS-855 compatible. “NVG is a lot more primarily provides backup power mainstream than it used to be 10 to standby instruments. L-3’s five-year contract with years ago,” said Larry Riddle, v-p of sales and marketing, busi- Sikorsky is an extension of a preness, regional and general avia- vious agreement, according to Riddle. The extension spans 2013 tion for L-3 Aviation Products. The WX-500 Stormscope, through 2017 and represents

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Of the 188 helicopters Bell sold last year most were Bell 407GXs, with Garmin G1000H glass cockpits, like this Par Avion 407GX landing here at Heli-Expo 2013.

What Bell wants: sell more civil helos Bell Helicopter is on a mission, to diversify its business model. CEO John Garrison wants to increase the company’s share of revenues from the civil sector, now estimated at 40 percent of its overall 2012 results of $4.2 billion. “We want to reduce our dependence on military sales, particularly U.S. military sales,” by growing the company’s share of the civil sector, Garrison told AIN. Right now a big chunk of Bell’s military sales come from its joint venture with Boeing to build the V-22 military tiltrotor at its Amarillo, Texas plant and the company plans to build its new civil 525 super-medium helicopter there as well. Amarillo also is the build site for the Marine Corps’ H-1 series of

competing in the Korean helicopter attack program…against the [Boeing AH-64D] Apache and we think we have made tremendous progress.” Aside from more foreign sales, Garrison also thinks there is room for more domestic military sales of the V-22. Within the existing program of record there are 48 aircraft designated for the U.S. Navy, [which is] doing an analysis to use the V-22 to replace the C2 turboprop for the COD [carrier on board delivery] mission,” Garrison said, pointing out that, unlike the C2, the V-22 can land on multiple ship platforms, “not just big deck carriers.” On the civil side, sales are up dramatically at Bell, increasing 50 percent last year. In 2012, Bell delivered 188 civil helicopters, most of those 407GXs with the new Garmin G1000H glass cockpit. The new 429 light twin and venerable 412EP also sold well, with 43 and 39 copies delivered, respectively. “Bell had an outstanding year last year,” Garrison said.

JACK SYKES

Civil Initiatives

“We want to reduce our dependence on military sales, particularly U.S. military sales,” said Bell CEO John Garrison.

UH-1Z attack and UH-1Y tactical troop helicopters. Bell is almost a third of the way along in that contract for 364 ships. Garrison is looking to increase export sales of all of its military products, including the first foreign military sale of the V-22. “Several countries–and I’m not at liberty to say which ones–have taken the next step to go into LOR or LOA [letters of request/authorization and acceptance] beyond the pricing and availability stage,” he said. “We do continue to make progress. We do believe that once the first sale is completed that it will be a catalyst for further sales on the V-22. So we made good progress, but we didn’t get a contract signed. We did make good progress with the FMS [foreign military sales] last year. Likewise on the H-1 program we are

While the company continues to make improvements to its existing product line, Bell’s major civil initiative is clearly the 525 Relentless, an 18,000pound “plus” twin slated for first flight in 2014. A marketing cockpit simulator of the 525 that demonstrates the aircraft’s fly-by-wire control capability is in the Bell booth (No. N5612). Bell introduced several new model variants of legacy helicopters and is displaying them here at Heli-Expo. The Bell 412EPI features a new glass cockpit based on the Bell BasiX flight deck with Rogerson Kratos primary flight and multifunction displays similar to those on the company’s 429 light twin. It also has been upgraded with Pratt & Whitney Canada PT6T-9 Twin-Pac engines and the BLR strake and FastFin System, which improves high/ hot payload capacity by up to 1,410 pounds, according to Bell. The PT6T-9 engines provide 15 percent more power than on the Bell 412EP. The new cockpit provides coupled Waas approach capability, a power situation indicator,

KIRBY J. HARRISON

by Mark Huber

on screen performance calculations and touchscreen Garmin GTN750 navigator. The layout features four 10.4-inch high-resolution displays and is designed to meet requirements for twinengine helicopters and for IFR, Category A- and JAR OPS3compliant operations. Avionics include digital charts, ADS-B transponder and optional H-Taws and XM satellite link. The 412EPI will begin deliveries under a Bell STC in 2014 before switching to certified production later in the year. The estimated price is $10.4 million. Bell also is displaying the new 407GT, an armed variant of the 407GX equipped with the Garmin G1000H glass panel avionics system. The 407GT can be equipped with infrared cameras, light munitions and precision weapons systems, including

laser-guided rockets and missiles. Deliveries of the base helicopter (no weapons, military radios, or surveillance equipment) will begin later this year. Estimated price is $2.9 million. Bell also previewed its longanticipated Model 429 variant with wheeled landing gear that it hopes will increase sales to the executive and VIP markets. Deliveries will begin in 2014 and the estimated price per helicopter is $6.5 million. Mission Theater

In addition to the 525 cockpit simulator, Bell also is introducing “Mission Theater” at its booth, a series of 30-minute “thought-leadership presentations” presented by Bell executives and industry experts. Aside from presenting updates on its own products including the 525,

Aviall cuts response time for urgently needed parts For many aviation companies, the rotorcraft segment has provided some welcome stability against an uncertain economic environment. Global parts supplier Aviall is no exception and is responding to market conditions by focusing on end-customer support, and in particular reducing turnaround times for urgently needed parts and maintenance services. Aviall (Booth No. N4317) maintains 40 customer service and parts centers throughout the U.S., Europe and the Asia-Pacific, as well as 20 FAAcertified repair centers. “The helicopter market is one of our very important market segments and we remain committed to it,” said Charlie Elkins, Aviall’s senior managing director of marketing and supplier services. “We will continue to

20 HAI Convention News • March 5, 2013 • www.ainonline.com

devote significant resources to this segment, with our primary focus on ensuring that resources are near customers when they need them.” In addition to the RollsRoyce 250 and 300 engine lines, Aviall is taking the opportunity at Heli-Expo to highlight a wide-array of other products it offers in the rotorcraft segment. That includes Honeywell fuel controls for the RR250 and Pratt & Whitney Canada PT6 turbines, as well as fuel lines, batteries and filters. Aviall, a wholly owned Boeing subsidiary, offers more than two million parts from more than 235 aerospace manufacturers, with civil rotorcraft product sales– mostly engine components– representing between 7 and 10 percent of total annual revenues for the company, according

“Mission Theater” will cover a variety of issues including “Human Factors and Safety in the Rotary Wing Environment,” “Managing Direct Maintenance Costs” and “Mission Solutions– Advancing the EMS Segment.” Garrison said Mission Theater provides an opportunity to more closely address customer needs. “Heli-Expo is unquestionably one of our most important events each year,” said Garrison. “As the largest helicopter show in the world, it gathers together many of our most important customers, prospects and suppliers,” he said. “It is an ideal environment for us to interact with our customers and hear more about what is important to them.” The Mission Theater schedule is posted at www.bellonamission.com. o to Elkins. That diversification has helped offset uncertainty in the company’s military business, which represents approximately one-quarter of Aviall’s revenue, in the face of sequestration concerns. “Our rotorcraft business continues to grow, through both market share capture and overall growth,” he told AIN. “Nevertheless, the general aviation and business aviation markets remain somewhat unpredictable, so we have made a commitment to ensure product availability. We are also investing heavily in maintaining inventories of products that are not exclusive to our company.” Elkins said fleet operators make up the largest percentage of Aviall’s product sales, along with turbine engine and accessory shops independent of those fleets. Heli-Expo provides a welcome opportunity, he concluded, “to meet with our OEM clients, as well as the customers who use our products everyday.” –R.F.

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by Ian Sheppard Russian-owned outsize cargo specialist Volga-Dnepr has many years experience moving all types of helicopters around the planet, whether in support of contracts or on delivery flights for manufacturers. The company (Booth No. C702) was founded in 1990 and can transport anything from MD500s up to Mil Mi-8s/17s and Sikorsky CH-53s or S-64s. “The company has been moving helicopters almost since day one,” said Axel Kaldschmidt, a senior account executive based in Houston, “perhaps not surprisingly as they are sensitive and high value. We are pretty niche in using the An-124 and new Stage 4 [noise compliant] Il-76. We have ten Antonovs and five Il-76s.” Volga-Dnepr is the world’s largest An-124 operator. Georgy Sokolov, Volga-Dnepr sales manager at the parent company’s base at London Stansted Airport in the UK, told AIN, “Just to give a rough idea, our Antonov 124-100 aircraft can load four

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Il-76] so you don’t necessarily have to charter a full An-124, said Baldauf. “That’s to move one at a time, whereas a -124 can get three in. [Or] you can get six Bell helicopters in; for example, 212s. Once we did six 212s and a 222 in one lift.” The Il-76 is “about half the size” of the An-124, he explained. Volga-Dnepr carried out about 80 helicopter transport missions last year. “It’s a mix between new aircraft deliveries and operators moving assets for their next contractual obligation,” said Kaldschmidt. Volga-Dnepr is often called in because there have been delays, and shipping via ocean freight is no longer a fast-enough option to meet contractual obligations. With helicopters (which account for around 10 to 15 percent of Volga-Dnepr’s work), air shipping tends to be a preferred method due to their high value and need to take care to avoid any damage. “Operators face the same challenge we do,” said Baldauf. “If it’s not flying, it’s not

Mi-17 helicopters in one flight–just the blades have to be removed–or two Chinook helicopters in one flight. We fly helicopters for Sikorsky, Agusta, Eurocopter, Kazan Helicopter and many others all the time. The range of routes is without limit–pretty much anywhere to anywhere, the longest ones being from Europe via the U.S. or Canada to Australia for the Australian military.” The company is at Heli-Expo because, said Peter Baldauf, sales executive at Houston-based Volga-Dnepr Unique Air Cargo, “we get to see all the manufacturers and operators. The manufacturers know us and the operators are beginning to know us.” The company has been exhibiting at Heli-Expo “for at least the last five years. It’s a very relevant show for us, and we often have to answer the question, ‘Why are you guys here?’” said Baldauf. “Our smaller aircraft, the Ilyushin 76TD-90VD, is not that impressive in terms of volume but it can transport two Mi-17s or a Super Puma, although more deeply dismantled,” said Sokolov. “We can get a Super Puma into [the

making money, not to mention the exposure to loading, unloading, etc. With us, we put it in and open the doors at the other end and it’s exactly as we left it [which could be] just hours later, on the other side of the planet.” Up to 12 cargo attendants can also go along with the shipment, he added, to look after the load and assemble/reassemble at the destination. Helicopters, even big ones, aren’t a challenge weight-wise for Volga’s massive aircraft, with the An-124 capable of transporting up to 120 metric tons. “Our engineering side kicks in to calculate loading and to design shipping supports to meet the floor requirements,” said Kaldschmidt. Helicopters are “one of the more sensitive pieces of equipment, so there is more attention to detail especially keeping the operators informed.” “We’ve done so many uplifts we’ve amassed a great amount of knowledge– a library, in fact,” said Baldauf. “So we know not only whether it will fit, but all the specifics; for example, that the vertical stabilizer and rotor need to come off. It takes a lot of guesswork out.” o

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FSF highlights rotorcraft priorities by Kirby J. Harrison The Flight Safety Foundation is highlighting rotorcraft topics at Heli-Expo. “Our mission is to be advocates of the best aviation safety practices in the world,” said president and CEO Kevin Hiatt.

“Based on what we’re observing at the foundation, we need to understand more about helicopter operations as a whole and to foster a safety-centric culture.” Too often, he explained, the

safety practices that do exist are tribal in nature, created by operators, pilots, flight department managers and mechanics. At the foundation’s Heli-Expo exhibit (Booth No. C7104),

24 HAI Convention News • March 5, 2013 • www.ainonline.com

the emphasis is on five areas it believes are key to turning around the relatively high accident rate in the helicopter community. • Safety audits, in particular the model exemplified by the Basic Aviation Risk Standard, can be applied to various categories of rotorcraft operations, in particular EMS, industrial, charter and sightseeing.

• Increased communication in identifying best safety practices and other forms of information sharing is encouraged through the International Helicopter Safety Team as well as other working groups and forums. • Standard operating procedure compliance has been highlighted by a recent spate of rotorcraft accidents, especially last fall. While major strides in safety can be made in the near term through compliance with existing rules, new initiatives may be needed to account for increasingly diverse helicopter operations. • Fostering a safety-centric culture is necessary in the rotorcraft community. “Sadly, among some operators, there exists a tolerance for suboptimal decision-making, especially with regard to varying flight conditions, urgency of mission and the fundamental conflict between profitability and the necessity of operations.” • Laser targeting is an increasingly common occurrence judging by reports by pilots who have experienced a temporary disorientation as a result of lasers being pointed at them. This justifies a more concerted effort to combat a potentially catastrophic problem. One solution may be working with the FDA, possibly encouraging a reduction in laser device power and sales, as well as more coordinated and vigorous action by the FAA and local law enforcement.” The foundation emphasizes that lasers are not toys and there have been reports of retinal damage to crews operating at lower and slower altitudes typical of helicopters. The Helicopter Association International has its own safety team and they are doing a great job, acknowledged Hiatt, adding, “We’re also here to help promote their work in this regard. And we hope to get a read on what our next steps might be, perhaps a series of safety workshops and seminars or a partnership with HAI on future programs.” Flight Safety Foundation has a full-time staff of 15 at its headquarters in Alexandria, Va., and another six employees in Australia running a basic aviation risk standards program. Australia, Hiatt noted, has a large helicopter community that services one of the world’s most active mining industries. There are foundation affiliates in other parts of the world, including Africa, the Middle East and Taipei. FSF has more than 1,000 members, ranging from individuals to corporations to government entities. o

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Greenwich AeroGroup hires new president

KIRBY J. HARRISON

Greenwich AeroGroup for Helivia Aero Taxio He(Booth No. C4711) hired avi- lio. “With seasoned manageation veteran John Fenton as ment in place and the backits new president of Greenwich ing of our partner Greenwich AeroGroup, we look forward AeroGroup of Brazil. In his new role, said the com- to rapidly growing our operapany, “Fenton will lead the revi- tional capabilities.” At Helivia Aero Taxi, the comtalization and restructuring of pany expanded its Helivia,” a Greenwich leadership team with company providing offthe addition of Capt. shore helicopter charter Renato Clark as its services for the rapidly operations director. expanding oil and gas Clark has more industry in Brazil. than 25 years of flyFenton has held varing and management ious worldwide operaexperience with the tional leadership roles Brazilian military and in 22 years in aviation the offshore oil and in numerous locations, gas industry. Helivia including Antigua, John Fenton, president plans to use Clark’s Cameroon, Chad, Italy Greenwich AeroGroup of “vast knowledge of and Turkey. He has suc- Brazil industry best praccessfully managed operational and financial aspects of tices to build upon the company’s both helicopter and fixed-wing high standard of safety, complibusinesses supporting the oil and ance and ethnical behavior.” Under Clark’s leadership gas industries. “He will assist us in the next Helivia will be one of only three phase of the revitalization of operators in Brazil contributing Helivia,” said Jose Ribeiro, di- to the International Helicopter rector of business development Safety Team (IHST). –K.J.H.

heading for a hover Passing the Las Vegas Hotel (formerly the Las Vegas Hilton), a Robinson R22 Beta slides toward landing at the city’s convention center. A favorite among flight schools, the R22 also boasts many private owners.

nm. It has a full glass-panel avionics system that is NVG compatible, a four-axis autopilot and can be ordered with optional rotor ice protection. In 2011 AgustaWestland announced its intention to offer a civilian variant of the AW149, the AW189, aimed mostly at the lucrative offshore oil and gas industry. The OEM continues to promote the AW149, but has yet to find a launch customer. AW189 Flight Testing While the AW149 awaits customers, its civil sibling, the AW189, is being certified.

AW189 working toward certification this year by Mark Huber AgustaWestland announced the AW149 program in 2006 and the 8.6-ton helicopter made its first flight in 2009. Based on the successful AW139 medium twin, the 149 is a military variant that is 12 feet longer, four feet taller, 5,000 pounds heavier (mtow), has a slightly larger main rotor disk and a pair of more powerful, Fadec-controlled GE CT7-2E1 turboshafts

(2,000 shp each) that give the helicopter good high/hot performance and satisfy the 6,000-foot, 95-degree F OGE standard. The air-conditioned 409-cuft cabin is 25 percent larger than that of the AW139 and the baggage hold offers 71 cu ft. The AW149 will hold 12 fully provisioned troops or seat 18 passengers, cruise at 150 knots and have a maximum range of 635

Five prototypes of that aircraft are currently flying, including one in the U.S., currently in Alaska for cold-weather testing. The AW189 is being marketed as a lower-cost alternative to the Sikorsky S-92A and Eurocopter EC225. With 12 passengers, the AW189 has the range to reach and return from platforms as far as 200 nm offshore. AgustaWestland is offering the AW189 in offshore, VIP, maritime search-and-rescue and parapublic variants. The helicopter made its first flight on Dec. 21, 2011. The AW189 is expected to be certified in this year’s second half with a variety of options and kits, with the eventual goal of approval for single-pilot IFR. o

26 HAI Convention News • March 5, 2013 • www.ainonline.com

P&WC adds power check to FAST for helicopters Pratt & Whitney Canada (Booth No. 3718) plans to offer the Automatic Power Assurance Check on its Flight Data Acquisition Storage and Transmission (FAST) system for helicopter engines. The power assurance check is a test run to determine the way the engine performance compares with its output when it was new. The FAST engine diagnostic tool measures the engine’s performance parameters and automatically calculates the power assurance check. It then makes the information available to the pilot. When the engine is shut down, the data (relating to the entire flight, not only the power assurance check) is sent wirelessly to a data analysis center for trending and engine performance notification, using WebECTM software. Customers can choose how they wish to be notified of the performance data. “Because FAST integrates all performance metrics into a single hardware and software solution, it has considerable appeal in the helicopter industry,” said

Raffaele Virgili, Pratt & Whitney Canada vice president of customer service. FAST eliminates the need for manual power assurance checks and manual data downloads. It provides data acquisition to automated and data analysttriggered event alerts, monthly reports or Web access to the data and analysis. –T.D.

For the latest news from Heli-Expo’13 For HeliExpo ’13 show information download the AIN app from Apple’s App Store. To find the Heli-Expo content, click on the “More” button on the bottom and select the “HAI 2013” section. Information available includes the exhibitor directory, show schedule and exhibit hall map. AINtv online video and hot news from Heli-Expo ’13 is available in the AINtv and Headlines sections.

Universal Helicopters (UHI, Booth No. C1211) is putting its money on safety in 2013, in a way that could benefit one lucky Heli-Expo attendee. The company has five training outlets in three states in the U.S. and is the exclusive provider of helicopter flight training to students at Embry-Riddle Aeronautical University’s Prescott, Ariz. campus. At Heli-Expo’13 UHI is offering its Vision Award, a full scholarship valued at up to $12,000 for night-vision goggle (NVG) certification in the Robinson R44 at the Prescott campus and in conjunction with Embry-Riddle and Night Flight Concepts. The scholarship is also an opportunity for EmbryRiddle and Universal to showcase a new training alliance with Dodge City Community College, which is designed to bring collegiate level NVG programs

to the southwest U.S. The NVG certification program includes a maximum of seven hours flight and 10 hours of ground training. Qualifications for the Vision Award scholarship include holding an FAA commercial rotorcraft helicopter certificate. Universal Helicopters will award the scholarship by a random drawing at 3 p.m. on Wednesday, March 6, from those qualified registrants who come by the UHI booth during Heli-Expo. Registrants must be present to win the scholarship. Gordon Jiroux, president of Universal Helicopters, pointed out to AIN that Universal’s dedication to helicopter safety is absolute. “We are closing in on 10 years without an accident system-wide,” he said. The company has grown to more than 30 Robinson helicopters in its fleet over its 13-year history. –A.L.

Foundation’s efforts lower Alaskan accidents by Amy Laboda The Medallion Foundation is focused on changing the culture and attitude of commercial air operators and pilots flying in Alaska. The verdict? So far, so good. Fatal controlled flight into terrain (CFIT) accidents among commercial air carriers have been reduced 57 percent from 2000 to 2009, according to a paper recently released by the Centers for Disease Control and Prevention and the National Institute for Occupational Safety and Health.

The nonprofit foundation, formed by the Alaska Air Carriers Association in 2001, has more than 40 members. Earning an accolade from the Medallion Foundation isn’t a simple task. It wasn’t until mid-October 2012 that it awarded its first rotor-wing Safety Shield award to Prism Helicopters of Wasilla, Alaska. Reducing CFIT

The Medallion Foundation Shield earned by Prism was the result of participation in the

KIRBY J. HARRISON

Show drawing offers NVG training award

WHEN PUSH COMES TO SHOVE The best part of owning a light helicopter, like this four-seat Robinson Helicopter R44, is being able to move it around without the need for a tug. Well, maybe that's not the best part, but it certainly makes it easy to get it from the convention center's helipad to the Heli-Expo exhibit hall. Just grab a couple of friends and push! n

foundation’s training classes, one-on-one company mentoring and auditing in conjunction with and supplemental to the Foundation’s Five-Star/ Shield programs. Prism Helicopters entered into Medallion Foundation’s Star Program in 2005 and has “starred” in controlled flight into terrain avoidance (CFIT-A), operational control (2006), safety (2007), maintenance and ground service and internal audit (2009). Safety Shields are awarded after all Star programs are maintained and a carrier passes a thorough audit of all programs. The Foundation’s Five Star/ Shield program exceeds regulatory standards of Part 91 and Part 135, and just recently the Foundation instituted an e-learning program that meets the training requirement for Part 135 operators to show proof of crew resource management training that is required after March 22, 2013, by 14 CFR Part 135.330 (b). o Medallion Foundation Shield Award group with Gov. Sean Parnell during the presentation of the Shield award for aviation safety. Left to Right: Medallion Foundation board president Wilfred Ryan, Alaska Gov. Sean Parnell, Dave Zall, Prism Helicopter’s DO; Mark Stigar, Prism president; and Alaska FAA Administrator Bob Lewis.

Conklin & de Decker introduces new seminar by Rob Finfrock Aviation finance and consulting firm Conklin & de Decker (Booth No. N3525) marked the opening of Heli-Expo’13 with the introduction of its latest general aviation tax resource. The company also unveiled a new educational seminar. Conklin & de Decker’s 2013 State Tax Guide for General Aviation contains the latest taxes and fees imposed on general aviation operations throughout the U.S., as well as sales and use tax information pertaining to aircraft sales and leases, ownership, parts and labor. Enhancing Revenue

The PC-based guide allows users to make side-by-side comparisons of tax rates for three states. Having a handy reference guide for this information is vital for rotor- and fixed-wing operators as states look for ways to “enhance their revenues,” the company noted.

“State tax laws change suddenly and can really impact your aviation operation,” added Nel Stubbs, Conklin & de Decker vice president. “The [state tax guide] is an indispensible tool where we do all the research for you and make it easy to access, saving you time and keeping you current on all the state tax changes.” A one-year subscription to the tax guide is $375, and Heli-Expo attendees may take advantage of a 10-percent show discount on it and other Conklin & de Decker data products. The company also announced its new Exploring Aircraft Operating Costs seminar to provide aviation managers and other personnel a better understanding of how to balance the costs of an aviation operation with often-tight budget constraints. The two-day seminar, to be held May 14 and 15 in Dallas, was recently certified by NBAA as a Certified Aviation Manager-accepted program. Earlybird registration is available until April 22 for $895 per person. Marking 22 consecutive years as an exhibitor at Heli-Expo, Conklin & de Decker will also host three educational programs during this year’s event. o

www.ainonline.com • March 5, 2013 • HAI Convention News 27

Garmin is your go-to for helicopter cockpits. Whether your mission calls for a state-of-the-art integrated flight deck or an upgraded panelmount installation, Garmin offers a full spectrum of avionics solutions to bring out the best in your helicopter: Everything from multi-pane PFD/MFD glass displays to touchscreen and voice-activated controls, radar altimetry, worldwide weather and phone/messaging links, plus 3-D HSVTâ&#x201E;˘ synthetic vision, ADS-B enhanced traffic, and 5-color HTAWS terrain alerting with voice callouts of altitude on descent. Come see it all at our HAI static display, N5. Or visit us at booth #N4412. To learn more, visit Garmin.com/helicopters

ÂŠ2013 Garmin Ltd. or its subsidiaries

Helicopter Solutions

Billions hinge on military program KIRBY J. HARRISON

by Mark Huber

Sixteen countries have now certified the Bell 429, including Israel and Chile.

Non-U.S. certifications validate Bell 429 weight the Nigeria Police Wing (NPAW) and the Nigeria Emergency Management Agency. NPAW has historically operated a large number of Bell helicopters, including the original Bell 47. Bell announced delivery in February of two Bell 407GX single-turboshaft light helicopters to LifeFlight Eagle, a nonprofit emergency air transport service in the Kansas City, Mo. area. CEO Roxanne Shanks said her organization selected the 407GX based on the “high degree of safe, reliable and costeffective performance” from its current fleet of Bell 407s. The 407GX is a substantially updated variant of the venerable Bell 206L-4 LongRanger platform that includes a Garmin G1000H glass flight deck. –R.F.

JACK SYKES

Bell Helicopter (Booth No. N5612) comes to Heli-Expo’13 bolstered by additional shipments and certifications for the Bell 429 program, as well as two new deliveries for the Bell 407GX. Earlier this year, the number of countries to certify the Bell 429 grew to 16 with the receipt of type approvals from the Civil Aviation Authority of Israel (CAAI) and the Dirección General de Aeronáutica Civil of Chile. Both certifications also included approval to operate the twin-turbine, large-cabin light helicopter at a higher gross weight of 7,500 pounds (3,402 kilograms) enabling customers to operate longer and heavier missions. That news was also accompanied by the first two Bell 429 deliveries on the African continent, to

AW139 ARRIVES! While many consider the Sikorsky S-76 the "poster child of VIP helicopters," the AgustaWestland AW139 is starting to make inroads into this market. Executive travelers are said to appreciate the view from the large windows in the AW139’s cabin and its quieter ride.

March 6 will be a big day for helicopter OEMs and could shape the future of the industry for decades to come. Phase One proposals are due into the Army Aviation Applied Technology Directorate by tomorrow that likely will lead to the construction of Joint MultiRole demonstration aircraft (JMR TD) that could fly as early as 2017 and lead to the start of production aircraft between 2025 and 2030. The program is envisioned to field replacements for models that are currently the backbone of U.S. military aviation, including the AH-1Z Cobra and AH-64D Apache gunships, CH47F Chinook, OH-58D Kiowa, UH-60M Black Hawk and the UH-1Y Huey. At this stage, conventional, compound and tiltrotor technologies are in the mix of considerations, although the Army’s desire for increased, speed, range and payload would seem to rule out conventional designs. JMR supports the Army’s Future Vertical Lift (FVL) initiative to create the next generation of vertical lift utility and attack aircraft. This is the first proposed large-scale, non-incremental fleet modernization of military helicopters since the Bell UH-1 was introduced in the 1960s, and the implications for technology trickle-down to the civil market loom large, given the pattern of military rotorcraft designs leading the way for civil follow-on products. The Army’s Aviation Applied Technology Directorate at Fort Eustis, Va., awarded contracts in 2011 to four companies–Boeing, Sikorsky, a Bell-Boeing team and AVX Aircraft–to conduct JMR configuration and trades analysis studies. While specific performance goals were not set, in the past the Army has indicated it was looking for an aircraft with a speed greater than 170 knots, a range of at least 497 nm, and the ability to meet the 6,000 foot msl/95 degree F high/hot requirements. Late last month, Sikorsky partnered with Boeing to propose its X2 coaxial/compound technology. Sikorsky’s X2 achieved a forward speed of 253 ktas in 2010. Boeing is currently partnered with Bell on the Marine Corps/Navy/Air Force V-22 tiltrotor. Under the arrangement, announced February 28, Sikorsky is developing the aircraft technology under

30 HAI Convention News • March 5, 2013 • www.ainonline.com

Phase 1 that addressed the technical risk of developing an FVL medium-class, vertical-takeoff and landing air vehicle that “greatly surpasses” the performance and reliability of current helicopters. Boeing will act Bell hinted at its possible entry for the Joint Multi-Role demonstration aircraft in a patent filing from 2011.

as the systems integrator during Phase 2, which is the missions systems demonstration program. The Army expects to spend $200 million on two Phase 1 entries. “Our companies are fully committed to the long-term nature of the Future Vertical Lift initiative, and we will contribute equally in terms of capital, technological capability and risk on our path to meeting the Army’s requirements,” said Leanne Caret, vice president and general manager of Boeing’s vertical lift division. A Larger S-97?

In 2011 Sikorsky announced that it and suppliers would build and self-fund two S-97 Raider aircraft for the Army’s then-anticipated Armed Aerial Scout (AAS) competition, with Sikorsky picking up an estimated 75 percent of the development costs. The S-97 is an 11,000pound utility/attack compound helicopter based on X2 technology and will be powered by the General Electric CT7-8 engine. Top speed is estimated at 240 knots and first flight could come as early as 2014. Last October the Army indicated its preference to use existing airframes for the AAS mission. While declining to provide specific details, Sikorsky’s proposal for JMR is widely expected to be a larger version of this aircraft. Sikorsky and Boeing last partnered on the RAH-66 Comanche scout/attack helicopter program, cancelled in 2004. Boeing’s decision to align with Sikorsky was widely seen as at least a symbolic setback for Bell. However, Bell continues to look to leverage its experience

with the V-22 into JMR success. “We made the strategic decision to lead the development effort for the next generation of tiltrotor technology for the JMR and ultimately the FVL program,” Bell CEO John Garrison told AIN. “Tiltrotor is the technology of the future for the Army when you look at the capabilities including speed, range and payload. We think we are in a pretty good position to be part of this initial proposal and to be eventually selected for two demonstrator aircraft,” Garrison said. He hinted that Bell will bring partners to the table. “We are having significant conversations with many industry participants and we are going to put forth the best minds with the best capabilities in the industry. At the right time we will talk about who our partners are and what they are doing,” he said. A hint of what Bell might propose emerged earlier this year with a revelation of approval for a 2011 patent application it filed with the World Intellectual Property Organization (WIPO) for an elongated tiltrotor with a twin T-tail assembly with an aft cargo door. AVX Technologies also is expected to submit a Phase 1 proposal that features its previously disclosed design that features coaxial main rotors and twin ducted fans attached to the tailboom. The potential spoils from JMR are huge. In 2011, the Congressional Budget Office estimated the cost of the program at $57 billion. o

AT THE BOOTHS Atlanta-based Precision Heliparts (Booth No. C5305), a provider of products and services to the worldwide aerospace and defense industries, has announced the opening of two new sales and services facilities. The center in Lafayette, La., serves the largest single concentration of helicopters in the world; the Brisbane office serves the Australasia region, which “has seen unrivaled fleet growth over the past five years,” according to David Mast, president and CEO of parent company Precision Aviation Group. “We have always had a strong customer base in the Gulf of Mexico and the Australasia region, but we believe in having sales and service facilities close to where our customers are located,” he added. v

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LCI leases AW139 crew transport

z Dart Aerospace Reorganizes and Rebrands

by Amy Laboda

Sometimes a company rebranding is much more than just slapping on a new logo. Dart Aerospace (Booth No. C5411) is using the 2013 Heli-Expo show as the introduction of not only its new black and red logo, but also as the debut for the reorganization of all Dart sub-brands (Apical Industries, DAS, Dart Helicopter Services, Geneva Aviation, Red Barn Machine). Dart claims more than 600 STCs and offers 5,000 products for sale across these subsidiaries. Dart representatives said that in the course of the last year the company has invested heavily in product development and increased its focus on organic product lines that are designed, manufactured and certified by Dart. In his president’s message Dart Aerospace President Mike O’Reilly stated that in 2013 Dart intends to “push it to the next level by bringing a whole new dimension to our product offering and our corporate identity. We want to ensure that Dart Aerospace has the right products for the right mission. We make it our mission to deliver the right products, across all manufacturer platforms.”

Lease Corporation International (LCI), which signed a large helicopter order with AgustaWestland at last year’s Heli-Expo show, has announced an agreement with aerial services group Avincis (Booth No. C7211), which is leasing a new AW139. This will be operated for offshore crew changes in North Sea oil and gas fields

services,” added Crispin Maunder, LCI executive chairman. At the 2012 Heli-Expo show, LCI placed a $400 million order with AgustaWestland for a mix of the new AW139/AW169/ AW189 family, and these are set for delivery through 2017. The company, which has offices in Ireland, the UK and Singapore, entered the helicopter leasing market in 2012, with a

z P&WC Canada Inks Mx Deal with Abu Dhabi Pratt & Whitney Canada (Booth No. N3718) has signed an exclusive, three-year repair and overhaul agreement with Abu Dhabi Aviation for 50 PT6T and PW123 engines. The company operates 18 Bell 212s and 18 Bell 412s powered by PT6Ts and five Bombardier Q200/300 turboprops powered by PW123s. While the contract was inked by P&WC Customer Service Centre Europe in Ludwigsfelde, Germany, the repair and overhaul work on the PT6T engines will be carried out at P&WC Service Centre in St. Hubert, Quebec. The PT6 is turning 50 this year, as the delivery of the first production PT6A took place on Dec. 22, 1963.

z FAA Seeks Comments on Parts 27 and 29 The FAA has begun the process that could lead to rewriting the certification regulations for normal- and transport-category helicopters certified under Parts 27 and 29. On February 22 the FAA issued a request for public comment, due on or before May 23. Specifically, the FAA is seeking comments on whether it should revise the maximum weight and passenger seat capacity for helicopters in both categories and make airworthiness standards “more efficient and adaptable to future technology.” Currently helicopters with a maximum gross weight greater than 7,000 pounds or with 10 or more passenger seats must be certified under the more stringent transport category, Part 29. Last year the FAA denied Bell Helicopter’s request for a Part 27 exemption to allow its 429 light twin to operate at weights between 7,001 and 7,500 pounds, although other countries have approved the 429 at the higher weight. Bell is appealing the FAA’s decision. In its denial, the FAA noted that granting Bell’s request could upset FAA/EASA regulatory “harmonization,” but held open the possibility of revisiting Part 27 requirements.

Passengers board a Bond Offshore Helicopters AS332 Super Puma on the Harding Platform in the North Sea.

by Avincis’s Aberdeen-based subsidiary Bond Offshore Helicopters. “This is a welcome addition to Avincis’s 350-strong global fleet,” said Martin Whittaker, Avincis Group director of fleet and engineering. “The AgustaWestland models are perfect fits for missioncritical crew transportation

focus on medium to heavy twinengine helicopters weighing from 8,818 pounds to 18,739 pounds. It has already allocated a number of other helicopters from this order to undisclosed customers. LCI, which already has a diverse airliner leasing portfolio, also is planning to place fresh orders with other rotorcraft manufacturers, according to CEO

Mike Platt. Last year he told AIN that the company is also evaluating Eurocopter’s new EC175 twin and Bell’s 525 Relentless. In addition to the offshore sector, the leasing group is focusing on areas such as search and rescue and emergency medical services. LCI estimates that there are currently some 9,000 helicopters that are more than 30 years old still active in the market and, in its view, this represents significant potential demand for leasing new equipment. “There are significant advantages to leasing helicopters,” explained Platt. “If you are buying an aircraft you have to take on debt and the loan-to-value ratio [allowed by banks] is going down every year and is currently only about 75 to 80 percent, compared with 85 percent, so that high down payments are required and there is no real return on these.” LCI also claims that it can provide shorter lead times for new rotorcraft deliveries without any down payment. Platt claimed that LCI’s experience in the fixed-wing aircraft leasing business means that it has strong relationships with banks that allow it to deliver flexibility and creativity in structuring leases. Since being established by the Libra group in 2004, LCI has built up a leasing portfolio of airliners valued at almost $5 billion. o

GETTING DOWN UNDER TO GET ‘ER DONE George Wood of Dart Aerospace (Booth No. C5411) mounts a pole to hold a video camera on one of the helicopters at Dart’s booth. The Canadian company specializes in the design, certification and manufacturing of products for helicopters and has brought more than 400 products to the market.

In a market forecast released this week in Shanghai, consulting firm Avia-Tek is predicting 65 civil helicopter deliveries in China this year, which should bring the fleet to 435. The growth in 2012 was “3.7 percent higher than the most-probable scenario of the previous year’s edition.” As a result, the fleet stood at 370 as of Dec. 31, 2012, compared to 305 one year earlier. The most urgent need to be filled is now for “intermediate, twin-turbine and heavy lift helicopters,” Matthieu Devoisselle, one of Avia-Tek’s founding partners, added. Search and rescue is the priority from the Chinese government’s point of view, he explained. Currently the European OEMs are leading the turbine helicopter market in both value and absolute units, according to the study. Meanwhile, the piston market is dominated by Robinson and Sikorsky. “The market is still emerging and major shifts could occur as the OEMs make moves in China,” Todd Siena, also a founding partner, warned.

32 HAI Convention News • March 5, 2013 • www.ainonline.com

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Electric Backup Power Eurocopter is developing a production version of its electric backup power system, in case of engine failure. A demonstrator was tested in 2011 on an Ecureuil/AStar light single. While not a propulsion system per se, the electric motor and associated battery ensure a safer autorotation. They keep the rotor’s rotation speed constant at the beginning of the autorotation and also supply a boost during the flare. Eurocopter is willing to offer the system, maybe as an option, on several models, according to CTO Jean-Brice Dumont. However, engineers first need to bring the product to an acceptable weight, volume and price, CEO Lutz Bertling said. He hinted that private owner-pilots may be interested, as they don’t need as much payload as aerial work operators. Moreover, these pilots may feel less comfortable with autorotations than professional pilots. –T.D.

Eurocopter’s first production EC175 flew in December last year.

Eurocopter focuses on new programs and upgrades to existing models by Thierry Dubois Eurocopter is busy with a number of development programs in various stages. While the EC145T2 twin, the EC175 and the AS332C1e Super Puma are zeroing in on certification, the company is revealing more hush-hush projects. The X4 effort is in full swing to create a successor to the Dauphin family in 2017. And the X6 could be a Super Puma replacement, possibly with a compound version. According to chief technology director Jean-Brice Dumont, the EC145T2 program is on time for planned certification this year. “There is a huge volume of paperwork and we are trying to have the EASA accelerate the red-tape process,” he told AIN. The upgraded EC145 features a shrouded

fenestron tail rotor and Fadeccontrolled engines. In addition, the T2’s new Helionix avionics suite, developed in house, includes a four-axis autopilot. The delayed EC175 is now slated to obtain EASA certification this year, enabling first delivery to occur in the fourth quarter. It was initially due to enter into service late last year. Eurocopter CEO Lutz Bertling would not name the first customer to receive an EC175, claiming the customer does not want this information to be released yet. According to Bertling, the EC175’s delay is due to two factors. The first is the better-than-planned performance in speed and range. Eurocopter now recommends a cruise speed of 150 knots,

10 knots faster than the previously published number, “without affecting payload-range.” Meanwhile, with 16 passengers, the radius of action has been

The X4 is scheduled to enter service in 2017.

increased from 90 nm to 135 nm. However, these improvements have prompted Eurocopter to request re-opening of certain certification files. The second factor is the new Helionix avionics. Bertling cited

Conklin & de Decker outlook sees slow helicopter growth The coming year does not appear strong for the commercial helicopter industry, according to Conklin & de Decker co-owner David Wyndham. “There is hope,” he explained in his 2013 business flying outlook, “as developing nations start to expand their infrastructure for helicopters, but that is still years away.” He expects the global economic recovery to continue, but slowly. “High growth in Asia, primarily China and India, has slowed, but developing nations are still expected to grow GDP at 4 to 5 percent, with China closer to 7.” Wyndham’s 2013 outlook forecasts an overall increase in business flying. “Corporations in general had a profitable 2012 and need to get deals done, find new customers and continue to support the ones they have. This means they need to fly, but the helicopter industry is dependent on factors less connected to corporate profits and I see a low year.” He concluded, “I see weak growth in aviation for at least the next two years, but growth nonetheless.” Regarding the helicopter industry, he noted, “High

oil prices mean more oil and gas exploration, but that isn’t likely this year. Who knows what the fire-fighting season will hold, but government agencies won’t support big price increases unless justified. Health care costs are too high, and insurance companies are fighting every aspirin and hip replacement, so don’t expect willingness for insurers to pay more for EMS.” At Heli-Expo’13 Conklin & de Decker (Booth No. N3525) is highlighting its newest Life Cycle Cost flight department budgeting and financial analysis software tool. Volume I for 2013 includes detailed information on 12 more aircraft including the AgustaWestland AW109 GrandNew, Eurocopter EC130T2 and Soloymodified AS350-SD1 and AS350-SD2. Conklin & de Decker is offering several courses in the HAI Professional Education series at Heli-Expo. The final course in the series is Advanced Helicopter Operator Management, to be held immediately after the show, Friday through Sunday (March 8-10). A new seminar for 2013, Exploring Aircraft Operating Costs, will be held in Irving, Texas, May 14-15. –H.W.

34 HAI Convention News • March 5, 2013 • www.ainonline.com

The EC175 is the first helicopter in Europe to adopt the latest international avionics standards which aim at providing a more mature and reliable product at service entry.

supplier delays. “With Helionix, the EC175 is the first helicopter in Europe to adopt the latest international avionics standards [RTCA DO-297 and SAEARP 4754], following their introduction on the Airbus A380,” a spokesperson had previously explained. These standards aim at “providing a more mature and reliable product” at entry into service. Therefore, system architecture, functions, software and hardware have to be more thoroughly tested. As a result of these tests, Eurocopter decided to add “two full software versions” to ensure system maturity at delivery. This added months to the certification schedule. Eurocopter is also developing the Eurocopter AS332C1e Super Puma medium twin, a shorter-fuselage version that observers see as the manufacturer’s response to low-cost alternatives from Russian Helicopters. EASA and FAA certification, as well as the first two deliveries, are planned for this year. The C1e is an improved version of the C1, which has not been offered for several years, that can seat 17 passengers instead of the L1e’s 19. Thanks to two 1,877-shp Turbomeca Makila 1A1 engines, the maximum cargo sling load stands at 9,920 pounds. The avionics feature the same autopilot as the EC225. Eurocopter noted that the new version offers “shorter delivery lead times and highly competitive maintenance costs.” On the X4 program, the

supply chain is “almost in place,” Bertling said. Dumont confirmed to AIN that the rotorcraft’s second version will feature fly-by-wire flight controls. He said it should appear in 2020. The first, less-advanced version, is to enter into service in 2017. On the main rotor, double-swept blades will cut noise. The X4’s system architecture will be “more electric,” meaning a number of hydraulic or bleed-air systems will be replaced with electric systems, such as electric brakes. Two engine options will be available: the 1,100-shp Turbomeca TM800 and the Pratt & Whitney Canada PW210. Under the codename X6, Eurocopter is understood to be studying a replacement for the AS332/EC225 Super Puma medium-twin family. The Marignane, France-based manufacturer is targeting 2020 for entry into service, according to French finance newsletter Sud Infos. AIN understands that one version of the X6 could be the first application of the X3 (“x cubed”) helicopter compound concept. With its two thrust propellers, cruise speed could be somewhere close to 220 knots. A demonstrator performed two flight-test phases, reaching a maximum speed of 232 knots. An application of the X3 concept is on the drawing board, according to Bertling. The CEO also mentioned the X9 project, without specifying the size category of helicopter under contemplation. The X9 is understood to be planned for the early 2020s. o

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BLR FastFins gain new approvals The Japan Civil Aviation Bureau and EASA have approved applications of BLR Aerospace’s FastFin tail-rotor enhancement and stability system. The agency approved installation of the FastFin on

the Bell 412EP, and EASA on the Bell 205. The FastFin upgrade is also EASA approved on the Bell 212. An EASA certification program is under way for the Bell 412, according to BLR (Booth No. N3724).

The FastFin system is standard on new Bell 412EPs and allows operators to carry up to 91 percent (1,250 pounds) greater useful load. By optimizing airflow around the tailboom, FastFin helps improve tail-rotor authority

and wind-azimuth tolerance, as well as lowering operating costs, cycle fatigue and demands on rotating tail-rotor components. The upgrade includes two parallel tailboom strakes and a reshaped vertical fin. The Nagano Firefighting, Disaster, Relief and Rescue service is the launch customer for the 412EP FastFin system in BLR Aerospace’s FastFin has been upgraded to include two parallel tailboom strakes and a reshaped vertical fin.

Japan. Missions include firefighting and search and rescue. In Europe, Agrarflug Helilift has been flying BLR upgrades for more than eight years and plans to install the FastFin upgrade on its Bell 212 fleet. “We fully expect FastFin to enhance safety and reduce pilot workload while providing better hot-and-high performance,” said Agrarflug Helilift technical manager Hans Kraskes. Nearly 500 FastFin systems are flying worldwide. –H.W.

HeliSAS wins STCs Mineral Wells, Texasbased Cobham Commercial Systems (Booth No. C715) recently received European and Chinese STC approvals for its HeliSAS, a helicopter stability augmentation system and autopilot. HeliSAS is a two-axis, attitude-hold/ attitude-command flight control system that “significantly reduces pilot workload and allows pilots to perform many cockpit functions hands free,” according to Cobham. The stability augmentation system (SAS) enhances flight stability by providing precise control during all modes of flight, regardless of wind conditions or aircraft center of gravity, the company further noted. The EASA certification allows installation of HeliSAS on several Eurocopter models, including the AS350B/B1/ B2/B3/BA/D and EC130B4, throughout the European Union. First installations of the SAS/autopilot device on European-registered Eurocopters started last month. Meanwhile, the Civil Aviation Administration of China (CAAC) STC allows HeliSAS to be installed on Bell 407s in that country. “CAAC approval is truly ground breaking,” said Cobham Commercial Systems general manager Roger Smith. “China is one of the fastest growing aviation markets in the world.” –C.T.

36 HAI Convention News • March 5, 2013 • www.ainonline.com

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Night-vision goggles now mainstay for EMS, police Night-vision goggles (NVG) are rapidly becoming a mainstream tool in many helicopter operations, to the extent that NVG pilot training is available at many more schools, more avionics and electronic equipment is out-of-the box NVG-compatible and prices of goggles are one of the few aviation items that has dropped in price, below the rate of inflation. Goggles are made by the two major manufacturers–ITT Exelis and L-3– and still cost at least $10,000, but the likelihood that new pilots entering the rotorcraft profession will be wearing the devices is higher than ever. “I hate flying at night without them,” said Christian Gadbois, owner of SRT Helicopters (Booth No. 5722), a flight training company in Bakersfield, Calif. In addition to initial and advanced pilot training, SRT specializes in mountain and desert flying as well as external sling load and vertical reference training, disaster response, technical rescue and water/ tactical operations and various types of commercial helicopter services. The company’s Bell JetRanger is NVG-compatible, and SRT’s Schweizer 300C will soon be equipped for NVG training.

Most EMS providers are using NVGs, Gadbois said, as are parapublic operators and many airborne law enforcement agencies. While SRT can teach new pilots how to fly with NVG, he said, it doesn’t necessarily make sense. “It’s a pretty hefty expense to go through as a low-time pilot,” he said. “They probably won’t see goggles for some time.” Pilots typically learn how to fly with goggles after going to work for an operator that uses the technology. “Most of the people we train for goggles are for high-risk operational type stuff,” he added, such as “mountain flying, over the desert at night and overwater search-and-rescue.” While prices have dropped, NVGs aren’t inexpensive, and there is also the cost of converting the helicopter. The cockpit conversion to make SRT’s Schweizer 300 NVG-compatible cost $30,000, according to Gadbois. “Everything in there has to be converted.” There is also the expense of mandatory 180-day inspections of the NVGs. And pilots must remain current, too, in order to fly with NVG and for commercial operations, to carry passengers. Although SRT isn’t aiming to use the

Some NVG-trained pilots won’t take jobs with operators who have not established a goggle program, said Mike Atwood, Aviation Specialties.

300 for primary NVG training, it will be useful as a lower-cost alternative to the JetRanger, especially for brownout and whiteout training and recurrent training for SRT’s own pilots and instructors. ITT Exelis for many years was the sole manufacturer of the sophisticated night-vision tubes used in NVG. (Sister company ITT Enidine, a manufacturer of vibration absorbers, is exhibiting at Booth No. N3204). Some NVG manufacturers use Exelis tubes, while Exelis also manufactures its own NVG, the popular F4949, which are distributed by Transaero (Booth No. C6615).

One NVG Night Flight MAKES AIN EDITOR A BELIEVER As we lifted off from Fullerton Airport in the back of an Orange Irvine, where Truck 61 firemen Dan Tessieri and Jeff Frazier needed County Fire Authority (OCFA) Bell 412EP, the nighttime world of to practice a hoist maneuver to stay current. Crew chief Jeter McApin Southern California exploded into a vast ocean of suburban lights, rode in the 412’s left seat. Slate dropped me off at the base of the interspersed with darker but clearly visible unlit areas, and all inter- cliff so I could observe the action through the goggles. On the flight sected by pulsing bright currents of car-clogged streets. to Lake Irvine, I gained an instant appreciation of NVG; the lake sits in Karim Slate, a pilot for the OCFA and an instructor at SRT Heli- a dark area surrounded by hills and canyons. And while I could easily copters, invited me to ride along during a night training flight. Two see the ridges and even into the canyons with the goggles, without Orange County firefighters needed to get recurrent on search-and- them was like looking into a black hole. Looking up at the stars with rescue procedures, and there was an empty seat in the 412. The flight the goggles revealed a new universe of heavenly bodies. vividly illustrated the benefits of After the practice session at Lake night-vision goggles (NVG). Irvine, Slate received a call about a In the OCFA hangar, Slate set dog stuck on a steep beachside cliff me up with a flight suit, jacket near San Clemente. He offered to and helmet with NVG. He showed help rescue the dog, so we flew to me how to adjust the diopter so I San Clemente. After dropping me could see clearly through the gogoff at the staging area arranged by gles without wearing my glasses, local sheriffs and firefighters, Slate, then how to adjust the focus. McApin and Tessieri took off. TessNVG provide a maximum of about ieri rode the hoist down to a ledge 20/25 visual acuity, which is plenty, above an 80-foot cliff where the especially at night, as I was about dog was stuck. With my goggles, I to learn. could see the 412 clearly hovering The reason that light-emit- Night-vision goggles still cost at least $10,000 per set and require the and hoisting Tessieri and the scared ting products inside the helicopter conversion of cockpit lighting to make it compatible for NVG, but the dog, then dropping them back at improvement in visibility at night is well worth it. need to be NVG-compatible, Slate the staging area. The dog was so explained, is that near-infrared light put out by these lights will reflect flustered that it took off running, but at least it was off the cliff. off the inside of the windows, making it hard to see outside while Slate is well aware that critics question the need to use an expenwearing NVG. “All regular bulbs put out a tremendous amount of sive helicopter and crew to rescue a dog, but he pointed out that the near-infrared light,” he said. NVG work well for detecting fires, he cost could be far higher if well-meaning bystanders try to climb down added, because fire emits a lot of near-infrared light. the cliff to get the dog and get stuck and require rescue. One step The ITT Pinnacle NVG used by the OCFA pilots have a 40-degree toward the beach from the ledge where the dog was stuck means an field of view. “[NVG] tend to destroy depth perception,” he said, 80-foot fall. “The helicopter is a force-multiplier,” he explained. The “until you learn to use other cues.” Pilots flying with NVG quickly more quickly that the rescue is done, the faster all the units involved learn to look both through the goggles and with peripheral vision can get back to work. outside the goggles, he added, to get the full picture. And after that flight with NVG, I don’t want to fly at night withDuring our training mission, Slate flew the 412 to a cliff near Lake out them. –M.T.

38 HAI Convention News • March 5, 2013 • www.ainonline.com

PHOTOS: AVIATION SPECIALTIES UNLIMITED

by Matt Thurber

Another major NVG tube manufacturer is L-3 Warrior Systems (L-3 is exhibiting at Booth No. C5901). Heli-Expo exhibitor HelicopterHelmet. com (Booth No. C2903) sells NVGs by L-3 and also offers helmet solutions for those NVG products. NVGs work by taking in whatever light is available and amplifying it many times, according to Nick Bobay, ITT Exelis v-p and general manager for nightvision systems. “Something you couldn’t see with the human eyes,” he said, “the tube can detect those photons and turn those into electrons and into a picture.” NVG do have limitations. SRT’s Gadbois explained that pilots need to learn how to avoid flying into IMC while wearing goggles. “If you haven’t been trained properly on what to look for,” he said, “you can get into weather you probably wouldn’t have got into [without NVG].” The problem is that with NVG, it is possible to see through some forms of clouds, so the pilot might not notice that conditions have deteriorated. “If you see wisps, you’re probably in the clouds,” he said. “If you’re new to goggles, you don’t catch that right away.” The newer Generation 3 NVG tubes automatically correct for the amount of light received, according to Bobay. Older-generation tubes will bloom with a bright halo around a bright light source like a streetlight, he explained. “They won’t overwhelm your eyes and won’t blind you. We designed the new technology to prevent that. Basically, it autocorrects for the amount of light. Haloing doesn’t happen so [the user] can continue to see the images they want to see. It filters that extra light out.” Companies like Aero Dynamix, Aviation Specialties Unlimited, Night Flight Concepts and others offer night-vision lighting modifications to make helicopters NVG-compatible. These systems, which include interior and exterior lighting, are installed under FAA supplemental type certificates (STCs) and must be tested and maintained on a regular basis. Aero Dynamix

“We are swamped,” said Mike Guinn, director of sales and marketing for Aero Dynamix (Booth No. C2025), which has

Aviation Specialties Unlimited

Aviation Specialties (Booth No. C2707) president Mike Atwood started the company in 1995, and since then it has developed into a full-service NVG modification, maintenance and training provider. The company’s first NVG STC was issued in 2001, and now it has about 25 STCs covering 60 helicopter and fixedwing aircraft. “We’ve done over 700 aircraft,” Atwood said. Now business, which is booming, is moving from the U.S. market to many other countries. “We’ve established night-vision programs in New Zealand, Ireland, Norway and Canada,” he said.

A typical Bell JetRanger NVG package with STC, goggles and pilot training costs about $60,000, according to Atwood. Even though many new avionics come with NVG-compatibility, he still recommends consulting with his company before embarking on an STC package. Not only is this important in terms of making sure all the avionics and instruments are NVG-compatible, but the system must be field maintainable, too, he said. Atwood has noticed that many NVGtrained helicopter pilots transitioning to civilian jobs “won’t take a job because the operator hasn’t established a goggle program,” he said. “It’s a technology that is available, so why not utilize the technology? It has limitations like anything else, but as long as you stay within the

parameters and limitations, you can run a safe operation. NVG is the most costeffective way of increasing situational awareness for pilots and operational safety for night operations.” Night Flight Concepts

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its own light lab for testing night-vision systems. While many avionics manufacturers are building NVG-compatible lighting into their products, Aero Dynamix still has to modify some products to meet the certification standards. “Just because it’s compatible at the component level,” he said, “doesn’t mean that it passes in the aircraft.” Aero Dynamix has agreements with helicopter manufacturers, and most new ships delivered with NVG-compatibility use Aero Dynamix modifications, according to Guinn. Aero Dynamix sells the L-3 and ITT Exelis NVG and also provides the 180day goggle testing. “Once you put on a pair of goggles, you’ll never fly without goggles again,” he said.

Looking through NV goggles is like looking through binoculars and impairs depth perception. Using peripheral vision outside the goggles helps.

NVG-modification and maintenance provider Night Flight Concepts (Booth C2103) was launched in 2006 by former Army aviators. “All of our operations were conducted at nighttime under NVG,” said company president Adam Aldous. “So we became subject matter experts in our particular fields. And we looked at, how do we give back to the community, what can we do with the knowledge and experience we have?” According to Aldous, about 65 to 70 percent of law enforcement and EMS helicopters in the U.S. are using NVG systems. “We expect that market saturation will be about 80 percent by the end of next year or the beginning of 2014.” Night Flight Concepts is now expanding into serving emerging NVG markets in Canada, Europe, Mexico, South America, South Africa and India. Night Flight Concepts not only modifies helicopters for NVG but also helps train pilots and mechanics and operators to develop risk-management programs and standard operating procedures for operating with NVG. Night Flight Concepts makes sure the

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NVG chosen by the operator are compatible with the lighting system in the helicopter. A conformity inspection is done for the certification process, then regular inspections are required to assure that the goggles still work properly with the lighting system. “It doesn’t matter if they’re flying corporate, offshore, oil, law enforcement, EMS or ENG, if you’re flying at nighttime, period, it’s much safer if done correctly with the right equipment and trained properly to be utilizing NVG,” he said. “Night vision goggles are simply there to make nighttime flying safer by being able to see obstacles, terrain and other hazards that they typically would not be able to see.” Night Flight Concepts, Universal Helicopters (Booth No. C1211) and Embry-Riddle Aeronautical University (Booth No. C1111) and Dodge City Community College have formed a training alliance to offer NVG training in the Southwest U.S. The program will be based at the Universal Helicopters center of excellence, which is located at EmbryRiddle’s facility in Prescott, Ariz. o

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Jet Support Services, Inc. (JSSI, Booth No. N5704), provider of hourly cost maintenance programs for the business aviation industry, announced its new airframe programs for the Eurocopter EC135 and EC145 series at Heli-Expo ’13. “We are excited about providing the option for additional airframe coverage this year, just two years after providing engine Walter Given coverage for the Eurocopters,” said Walter Given, 16-year JSSI veteran and helicopter program manager for the company. The EC135/145 airframe programs cover virtually every part, component, assembly and system on the helicopter

for a specified contract term, excluding engines. The comprehensive airframe program is customized by aircraft serial number and takes into account the unique customer flight profile. Pricing and program features are based on mean time-to-failure data obtained during JSSI’s 24 years of industry experience. EC135/145 operators may also choose to include engine coverage for an exclusive JSSI Tip-To-Tail program. MARIANO ROSALES

by Amy Laboda

Alternative to OEM Support

Given explained why JSSI compares favorably against OEM warranty programs available to helicopter owners. “A JSSI contract is protection from

Hickok & Associates Develop Detailed Criteria for IFR Helo Ops Steve Hickok is understandably proud of the work his company has done to bring safe and reliable GPS-enabled lateral navigation (LNAV) and localizer performance with vertical guidance (LPV) approaches to helicopter operators across the U.S. In fact, every helicopter Waas LPV approach approved since 2008 has been developed by Hickok & Associates (Booth No. N6204.) The company received approval from the FAA in June 2012 for 203-page, all-inclusive advanced helicopter instrument flight procedures criteria for the development of IFR flight models for helicopters, including departure, en route, terminal, approach and landing zone procedures. Hickok spent four years compiling the document, which incorporates Steve Hickok, both International Civil president of Hickok & Associates Aviation Organization procedures for air navigation services-aircraft operations and the FAA’s terminal instrument procedures into a unique criteria for helicopter operators. Instrument procedures for rotorcraft are quite different than those for fixed-wing aircraft. As Hickok said Monday at Heli-Expo 2013, “An airplane lands, then stops; a helicopter stops and then lands.” Thus, a fixed-wing approach is generally a slope to the runway, while helicopters require a series of “stair steps” down to the landing zone, and often require even more intricate planning around obstacles. Hickok estimates his company has assisted with the creation of approximately 350 approach systems to date for medevac operators and–less often–individual medical centers. –R.F.

MARIANO ROSALES

JSSI adds mx programs for Eurocopter 135, 145

the unknown, especially for owners of pre-owned helicopters,” he said. “We offer a lot of additional benefits that an OEM program does not provide,” he said. “First, you can have your maintenance done where you want. Second, you can transfer the value of your JSSI contract to a new owner if you sell your helicopter. Third, a JSSI program is available to you if you purchase a pre-owned helicopter. “Beyond that, JSSI assigns a tech manager to every one of our customers, and that tech advisor can provide comprehensive assistance from set up to AOG. For smaller operators, who might not have a director of maintenance, the tech advisor can play that role; and for large operators the JSSI tech advisor can be the right-hand man of the director of maintenance.” The JSSI EC135/145 Tip-ToTail program joins the company’s AgustaWestland, Bell and Sikorsky programs. Given indicated that JSSI coverage for more helicopter airframes may be in the company’s future. o

Editor to give U-2 talk at Las Vegas museum SPIT AND POLISH

by Rob Finfrock

JACK SYKES

The new MD Helicopters MD540F, intended as an armed scout helicopter, gets a final shine before Heli-Expo ‘13 opened its doors. The new single-engine model is an upgrade of the popun lar MD530F.

Phoenix offers in-house financing and insurance Phoenix Heliparts, with 1st Source Bank and Southwest Aviation Insurance Group, plans to offer financing and insurance options on its future MD 500 helicopter sales. Phoenix Heliparts (Booth No. C1527) aims for its Mesa, Ariz. headquarters to become the one-stop shop for MD 500 purchases by “providing a total service experience and simplifying the process of restoring and upgrading MD 500s.” Phoenix Heliparts president

Tina Cannon said the goal is “to reduce the challenges that buyers face when undergoing a custom helicopter restoration.” At Heli-Expo, Phoenix Heliparts is offering a $10,000 credit to anyone who signs a purchase offer for one or both MD 500s currently undergoing complete refurbishment, and who places a deposit at the show. In ceremonies at 11:30 a.m. today at its booth, Phoenix will officially hand over a customized

replica of the MD 500D used in the hit television show Magnum P.I. Stars of the show Larry Manetti and Roger E. Mosley will be on hand to sign the aircraft, and Manetti will be available to sign free copies of his book, Aloha Magnum. To commemorate its 10th anniversary, the company will hold a customer-appreciation event today at 2 p.m. –K.J.H.

40 HAI Convention News • March 5, 2013 • www.ainonline.com

Heli-Expo 2013 attendees may wish to spend some time after the show to attend a lecture about a storied aircraft and the secret military installation that emerged to support its earliest operations. “U-2: From Area 51 to the 21st Century” will be presented on Tuesday, March 12 at the National Atomic Testing Museum (NATM) by AIN defense editor Chris Pocock, whose research into the Lockheed aircraft’s history has developed over the years into his personal passion. “The site at Groom Lake was specifically chosen in August 1955 for flight testing the U-2, which at the time was being manufactured in Burbank,” Pocock said. “The parts were airlifted to what would become Area 51 and the planes were assembled there.” The U-2s left the base in 1957, but Area 51 has since

evolved into a significant testing ground for the most advanced U.S. military aircraft designs–as well as a source of international folklore and speculation about what else may be hidden in the hangars of the isolated base. Pocock’s presentation will explore the early development of the U-2, as well as its continuing mission as the primary U.S. manned reconnaissance aircraft. “The U-2 has repeatedly been threatened with replacement, from the SR-71 Blackbird to today’s Global Hawk unmanned aircraft,” he added, “and yet it remains today. The Air Force would like to keep the planes flying for another 10 years. It must be doing something right.” The 6:30 p.m. presentation will be preceded by a 30-minute meet and greet session. More information is available from the NATM at (702) 794-5150. o

Thank you for making milesTone aviaTion grouP The largesT helicoPTer lessor in The world.

Thanks to our more than 20 world-class operating partners, Milestone has leased over 70 helicopters valued at over US$ 1.0 billion. These aircraft, which vary from the light-twin EC135 to the heavy-twin S-92, are serving mission-critical contracts in 16 countries around the world. We are excited to continue to support our customersâ&#x20AC;&#x2122; growth and look forward to providing them with additional liquidity in 2013. We are actively looking to increase our partnerships with high-quality operators in O&G, SAR, HEMS, para-public, mining and other utility missions. If you wish to explore whether your company can benefit from the 100% operating lease financing that Milestone provides please contact us.

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Turbomeca’s new TM800 set to power Eurocopter’s X4 by Thierry Dubois Turbomeca (Booth No. C3901) is ramping up production of its turboshaft engines this year. Simultaneously, the company’s maintenance, repair and overhaul (MRO) activity is growing, too. In new developments, Turbomeca is busy

with helicopter engine upgrades to the Arriel family and the new TM800 that will power the Eurocopter X4 medium twin. Here at Heli-Expo ’13, Turbomeca is unveiling a TM800 mockup and announcing the name that will replace the current

Visit Us at HAI Booth C2407

ar t ! t S s ’ t Le ethin g So m

designation. The Bordes, France-based company has a tradition of naming its products after peaks and rivers found in the Pyrénées mountains. During an interview with AIN in January, CEO Olivier Andriès hinted that the TM800 may have a Basque name like that of the more powerful Makila (a Makila is a stick that can be used for walking or as a weapon). The TM800 was selected last year for the Eurocopter X4, which is to replace the AS365 Dauphin/EC155 family. The new engine will be in the 1,200-shp class, Andriès said. “It is a follow-on to our Tech 800 demonstrator; therefore, tests are already well under way.” The first complete engine is scheduled to run early in 2014 and it should be ready for entry into service in 2017. A Pratt & Whitney Canada PW210– the other engine option on the X4–will power the first prototype. “We are aiming at a significant advantage in specific fuel consumption over the PW210,” Andriès said, adding that he sees the new engine as a good candidate for Part 27 heavy single-engine helicopters. Also in the higher power category, with about 1,800 shp, the Ardiden 3 is being prepared for EASA certification in 2014. This will be the Ardiden 3G version (1,680 shp) for the Russian Helicopters Ka-62 medium twin. “We have delivered the first prototype engines; first flight is planned for next spring or summer,” Andriès said. The WZ16 version of the Ardiden 3 will power the Avicopter AC352–the Chinese variant of Eurocopter’s EC175. The WZ16 will be a binational turboshaft, as China’s Avic Harbin Dongan Engine is “redeveloping” the cold section, while Turbomeca retains responsibility for the hot section. Despite AIN’s repeated requests for clarification, the rationale for the “redevelopment” remains unclear. Andriès predicted the AC352 will fly next year. Engine certification is slated for 2015. “With the Ardiden 3, compared to the Pratt & Whitney PT6C67, we are offering a double-digit gain in specific fuel consumption,” Andriès said. In the lower-power category, Turbomeca

NEWS NOTE

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42 HAI Convention News • March 5, 2013 • www.ainonline.com

Eurocopter held an inauguration event last month to celebrate its new manufacturing center of excellence in Querétaro, Mexico. The facility is located at the Aerotech Industrial Park. In addition to manufacturing tail booms for Ecureuil helicopters, the center also makes structures for Airbus doors and houses a new 11,000-sq-ft Ecureuil maintenance facility. Eurocopter has been active in Mexico for 50 years and also celebrated the 30th anniversary of its Eurocopter de Mexico subsidiary. In Querétaro, Eurocopter will create about 200 jobs. “The importance of Eurocopter’s industrial commitment to Mexico is demonstrated by the role of Querétaro as the sole manufacturing source for all the aircraft components it will produce,” said Serge Durand, the CEO of Eurocopter de Mexico. “This makes the new facility a vital element in Eurocopter’s global supply chain.” n

The Arriel 2E

Ardiden 3

is continuing with upgrades to the Arriel engine family, dubbed Arriel 2+. The Arriel 2E was certified in December last year. At 894 shp, it powers the EC145T2, which is undergoing flight testing. The time between overhaul (TBO) is targeted at 4,000 hours at entry into service and 6,000 hours after the engine matures. The Arriel 2N will equip the AS365N3e Dauphin, planned to enter into service late this year. “We have reworked the axial compressor, changed the material of the high-pressure turbine’s first stage and improved the Fadec,” Andriès explained. These improvements will increase power by a double-digit percentage. Meanwhile, the TBO will be enhanced, similar to the TBO of the 2E, and there will be a slight improvement in specific fuel consumption, he added. Lower Cost Maintenance

The Arriel 2+’s modular design makes maintenance simpler and less expensive, according to Turbomeca. A new engine data recorder should help eliminate some traditional maintenance needs and shift the engine more to preventative maintenance protocols. The Arriel 2+ family should also require fewer unscheduled removals. For the longer term, Turbomeca is working on hybrid propulsion system architectures. The objective is to cut fuel burn in the cruise phase. One possibility would be using downsized turboshafts with electric boosters for the takeoff phase. “We have patented several innovations,” Andriès said. Turbomeca will ship about 1,100 engines from its factory this year. This is an increase over 2012 (1,012 engines) and 2011 (950 engines). Ten percent of the production is now going to China and this proportion is expected to grow to 20 percent by 2018. On the MRO side, the number of serviced engines has held steady at about 1,400 per year. The short-term trend should see growth, however. “The fleet is growing and the number of flight hours per helicopter is growing, too,” Andriès noted. Turbomeca plans a slight increase in its 6,000-strong workforce this year. Approximately 200 employees will be hired in its design offices. “We are growing our research-and-development expenditure, which will represent 15 percent of our revenues,” Andriès said. o

Bell 525: New program begets new digital culture by Mark Huber The super-medium Bell Helicopter “Relentless” Model 525, announced at Heli-Expo’12, is not just an ambitious new program, it is a catalyst for changing the culture of the company, said Larry Thimmesch, Bell’s vice president of commercial

programs. “There are many new things on this program, not just in terms of product but also in terms of process and cultural change,” he said. The 525 features fly-by-wire flight controls and will be equipped with Garmin’s new G5000H

touch-screen-controlled flight deck. The process and cultural changes include how the aircraft is designed and built. Engineers are drawing the 525 digitally, using Dassault Systemes’ Catia v6 and Enovia software. “This is a paperless aircraft, which is new for us,” said Thimmesch. The new software streamlines the design-build cycle, he said. “This is the first project designing an aircraft in the digital environment with Enovia and Catia v6, which is new in the industry, and other major OEMs are watching us pilot these tools through the program to learn from the process.” Bell (Booth No. N5612) is not relying solely on virtual data to validate its design. Like many other OEMs, it has

system integration labs devoted to the new aircraft. What is different, Thimmesch said, is how early in the process labs were implemented. “We have never had one running this early in a program before and this is all about our focus on learning. The sooner we can learn, the more mature the product will be, and the less change we will have later.” The company is preparing to start assembly of the first 525 prototype later this year at its facility in Amarillo, Texas. Four more prototypes are expected to join the test program prior to certification in 2015. Both Bell and its suppliers already have begun manufacturing parts for the helicopter, now expected to make its first flight in 2014. o

Bell approved for heli maintenance in Singapore

Bell’s “Relentless” Model 525 is being designed digitally, using Dassault Systemes’ Catia v6 and Enovia software. It will feature fly-by-wire flight controls and Garmin’s G5000H touch-screen-controlled flight deck. 3 3 2 12 3

Bell Helicopter Asia, Bell’s maintenance service facility in Singapore, has received Part 145 approval from the Civil Aviation Authority of Singapore (CAAS). This certification allows the company to repair, perform completions, maintain and customize Bell helicopters that are based in Asia. The 165,000-sq-ft facility opened its doors about eight months ago in partnership with sister company Cessna Aircraft. It is equipped to perform maintenance on both Bell helicopters and Cessna airplanes, and the complex includes a paint booth, warehouse, overhaul and maintenance shops, offices and a 77,000-sq-ft ramp. In addition to completions and maintenance services, the Bell facility in Singapore also sells and distributes parts and provides training. “We are pleased to have received the Part 145 CAAS certification,” said Ray Waller, general manager, Bell Helicopter Asia. “We are seeing increased demand for our services in the region, and the CAAS certification was a critical aspect to meeting those needs.” –D.A.L.

Powerline Detection Avoid, don’t cut.

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www.ainonline.com • March 5, 2013 • HAI Convention News 43

Eurocopter sees growth in services, emerging countries by Thierry Dubois Eurocopter released financial results for 2012 last month, logging another year of growth despite continuously eroding deliveries. Services, such as maintenance and training, are set to become Eurocopter’s number-one revenue producing activity, surpassing helicopter production. And during the next five years, the European manufacturer is betting on growth in emerging countries. Revenues in 2012 were up by 15 percent, at €6.3 billion ($8.4 billion). “This is the second year in a row with a doubledigit growth,” said CEO Lutz Bertling. Eurocopter’s civil business accounted for 54 percent of the turnover. Deliveries dropped to 475 units, the lowest point since 2007 and short of the previously predicted “500-plus” units. Bertling said this is a consequence of the dip in orders in 2008 and 2009. Based on deliveries, Eurocopter still claims a 44-percent market share. This is for a 750-unit market, including civil and parapublic rotorcraft above 2,200 pounds (one metric ton). In terms of orders, 2012 marked an improvement, at €5.4 billion ($7 billion).

Helicopter bookings totaled 469 units. Five model families–EC120, Ecureuil/ AStar/EC130, EC135, EC175 and Super Puma/EC225, as well as their military counterparts–saw improved sales. EC145 sales dropped because of a planned reduction in the U.S. Army’s Lakota orders, Bertling explained. EC155/ Dauphin sales decreased, too. Thanks to the healthy order book, deliveries should increase by 15 percent this year. “It would be great if the order intake could increase by a double-digit percentage as well,” Bertling said. Revenues are expected to continue rising, “close to our average growth of 8.7 percent,” he added. Explaining the 2012 contrast between revenue growth and delivery dip, Bertling mentioned two factors. One is a better mix in favor of heavier (thus pricier) helicopters. The other factor is the expanding service activity, which, in value, is close to the production activity. “Services are a downturn-resilient business,” Bertling said. In bookings, services surpassed production last year.

The EC120, left, and the EC175 are two Eurocopter models which have seen improved sales in 2012. The manufacturer has also seen growth in the services sector.

The growth in services is largely due to the acquisition of helicopter maintenance specialist Vector Aerospace in 2011. Last year was the first year of full consolidation of Vector’s results into Eurocopter’s. The parent company will leave some autonomy with Vector. “This is a speedboat, we don’t want to make it part of a tanker,” Bertling said. Five new full flight simulators were added worldwide last year, including the first in China and the first in Africa, bringing the total to 20. “This is a lowmargin business,” Bertling said. He sees training as a way to improve safety, which in turn improves mission capability and helicopter acceptability. Last year, the accident rate of the Eurocopter fleet was cut by 30 percent, Bertling claimed. The company reported it had planned to hire 1,700 people last year as a result of growth in revenues and orders. Eurocopter currently has 22,000 employees; one third of them work outside

France and Germany, the countries where the firm was born in 1992. Over the next five years, growth is expected to come primarily from three regions: Asia, Latin America and Eastern Europe. In 2017, Asia will offer the biggest potential market in units, according to Bertling. The long-awaited opening of the lower airspace in China is still at the experimental stage, he noted. “Maybe it is due to the military’s reservations. but the Chinese may also be waiting for [national company] Avicopter to be able to better serve the market,” he suggested. Bertling is adamant that Eurocopter subsidiary Helibras in Brazil will one day be a full-fledged helicopter company with design capability. So far, Helibras has maintained and manufactured some Eurocopter models, the latest being the EC725 Cougar. The next could be the civil variant, the EC225. Locally produced helicopters are favored in tenders issued by national companies such as Petrobras. o

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44 HAI Convention News • March 5, 2013 • www.ainonline.com

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uContinued from page 1

EC175 and a key contributor to its design,” Marc Paganini, Eurocopter’s president and CEO, told AIN. “We are very happy that Bristow will be the first operator to put the EC175 in service in the Gulf of Mexico.” Here at Heli-Expo, Eurocopter is showing the first series-production (S01) example of the EC175 (F-WMXB), decked out with a Bristow logo and its livery. It is the third EC175 to fly, which it did for the first time in December. Just two months later and one week ago, F-WMXB landed on an oil platform for the first time, after flying from Bristow’s operating base in New Iberia, La., to the Gulf of Mexico installation. The first EC175 (prototype PT1) first flew in December 2009 and PT3 made its first flight in December 2011 (PT2 is a non-flying prototype). To date, PT1 has flown 360 hours, PT3 has 185 hours and S01 has 45 hours, for a total of 590 hours for the fleet. According to a Eurocopter spokesperson, “All the flight tests of the basic vehicle are finished. We are performing the flight tests of the oil-and-gas mission equipment in order to propose a comprehensive list of equipment at the time of the entry in service. Most of the certification flight tests are thus behind us. “The EC175’s type certification

Heli-Expo record year uContinued from page 1

Heli-Expo’s business goes on in seminars, professional education courses and meetings. But the gathering’s number-one focus is always safety, Zuccaro said. In addition to the annual safety symposium and Town Hall safety meeting, new at Heli-Expo this year is the HAI Rotor Safety Challenge, a series of safety events, forums and onehour presentations on a variety of safety topics, free to all attendees. This year’s show also features 27 professional education courses covering piloting and maintenance skills, management and professional development topics and safety. Zuccaro said a growing number of attendees are participating in the courses, many of which are uniquely geared to rotorcraft operators. “The flight instructor safety course is the only one [of its kind] that’s oriented toward rotor wing [aircraft],” Zuccaro said. Inspection authorization renewal training is also available here at Heli-Expo. As part of the industry’s focus on safety, the International Helicopter Safety Team (IHST) has been working since 2005 toward the ambitious goal of reducing helicopter accidents by 80 percent in 10 years. That goal now appears unattainable, but Zuccaro said the effort will continue. “The industry has reduced accidents internationally by 30 percent,” he said. “We will not reach the 80 percent goal in ten years. There has been a readjusted focus and goal: it needs to be zero

schedule is being paced by the aircraft’s avionics system,” the spokesperson continued. “Certification of the Helionix system is now planned for the summer of 2013, and will be immediately followed by certification of the EC175 in the oiland-gas mission configuration. This certification schedule remains consistent with Eurocopter’s contractual delivery commitments.” The EC175 is the first helicopter equipped with Helionix, which will be certified according to the latest international avionics standards. Last year at this time Eurocopter had estimated EASA certification by the end of 2012. Bristow will receive its first aircraft soon after certification of the oiland-gas version. What Bristow Wants

“The number one question when a helicopter is designed is what missions will it do and what part of these markets it will serve,” Bill Chiles, CEO and director of Bristow Group, explained to AIN in a telephone interview last week. “Bristow has done a lot of work comparing the 175 [maximum weight 16,535 pounds (7,500 kg)] with the heavy and the medium helicopters, as well as the other light-heavy helicopter being designed, the AW189. When you look at the mission profile of carrying 16 passengers on a 135- to 140-nauticalmile radius on a standard day, with OGP configuration and IFR reserve, that’s a very compelling sweet spot for us.” tolerance [for safety infractions] and zero accidents. There’s been a decision made that this will continue forever, moving toward zero accidents.” Helping the ongoing safety initiative, industry representatives from North America have increased their involvement with this international effort in the past year, Zuccaro said, pointing to the appointment of Bristow CEO Bill Chiles and Kurt Robinson, president of Robinson Helicopters, to the IHST’s Executive Committee. “We want to focus on general aviation and flight training,” Zuccaro continued. “Most of the accidents are there.” Most, but not all. HAI is also continuing to press for requiring night-vision goggles for helicopter medical emergency operations. “We’re still lobbying the FAA,” said Zuccaro. “That’s unusual–a trade organization asking for more regulation. [But] when it’s the right thing to do, we will support regulation initiatives.” As for the much talked about sequestration, “It’s not affecting us right now, but the effect is going to start coming over the next several months,” Zuccaro said, further impinging on an already ailing support infrastructure. “The FAA is going to furlough people in the certification branch, operations and ATC. Things that relate to maintenance, STCs, 337 [forms], those kind of field approvals, the level of service is only going to get worse. However, we do agree with government agencies that all of us will ensure the system remains safe, though there may be delays and inconveniences.” The helicopter industry has largely

R. RANDALL PADFIELD

Bristow EC175

The first customer stop in the EC175’s two-week tour of the States was at Bristow’s facility on Acadiana Regional Airport in New Iberia, La. There Bristow’s staff and customers got a close look at the medium-large helicopter that will soon be flying to oil facilities in the Gulf of Mexico.

“OGP configuration” refers to guidelines developed by the aviation subcommittee of the International Association of Oil & Gas Producers (OGP). Among other things, these guidelines recommend equipment for helicopters and aircraft operating in the oil-and-gas industry, from items as simple as passenger briefing cards to more complicated and costly health and usage monitoring systems, vibration monitoring systems, aircraft flotation and life rafts and emergency pop-out windows. For multi-engine helicopters carrying more than 10 passengers, the guidelines recommend more than 40 special items. “If we can use the EC175 for this mission profile,” Chiles continued, “it will be almost half the cost per seat-mile sloughed off the effects of the economic downturn, which Zuccaro attributes to both the variety of missions that helicopters can perform and the lack of any alternative. An analysis by Brian Foley released a week before Heli-Expo found that the value of civilian and military helicopter purchases puts the rotorcraft industry on an equal economic footing with the corporate fixed-wing aircraft industry. Meanwhile, ties between the rotor and fixed-wing communities have strengthened in recent years. The General Aviation Manufacturers Association began reporting helicopter sales last year for the first time, and Zuccaro told AIN he is enthusiastic about the growing relations between HAI and the other aviation trade groups. “It shows that the more we work together and the closer we become, the [more] benefits we can provide to the aviation industry and our collective membership.” While much of this activity goes on behind the scenes here at Heli-Expo, there’s plenty of action on the convention floor. At last year’s show, about $2 billion in deals were announced at Heli-Expo. Said Zuccaro, “Our commitment to exhibitors is to provide a forum” that promotes sales and purchases. “It’s the old phrase: the exhibitors are happy, and I’m very happy.” o

compared to a heavy helicopter.” The heavies in this market are the Sikorsky S-92 and Eurocopter EC225. “Obviously, if you need to carry 18 passengers and need to go to 180 nautical miles, the super mediums, or what we call the light heavies, don’t work.” He said Bristow ran the EC175 against various mission profiles in different parts of the world. “It definitely has a very special place in the market,” he commented. “We wonder how much of the heavy market it’s going to eat into.” However, Chiles did say Bristow is hoping for more range. “It’s at 140 nautical miles right now, which works for us and is a good place to start off. But we really wanted to get 140 to 150 nautical miles with 16 passengers. We’re almost there. We might be able to get to 150.” Paganini said the EC175 would fly an unrefueled roundtrip to 195 nm with 12 passengers and to 105 nm with a full load of 18 passengers. Maximum fuel load is about 4,600 pounds. The continental shelf underlying the Gulf of Mexico accounts for the significance of the 150-mile range, explained Rob Phillips, director of flight operations for Bristow’s North America business unit. From many operating bases in the Gulf Coast states, the shelf ends at about 150 miles out, and the deep water begins. This is the area where much exploration is taking place and planned. Phillips said the oil companies–Bristow’s customers– want safe, twin-engine, IFR helicopters that can fly out and back to rigs and platforms in this zone without refueling and at a lower cost than the large offshore helicopters. “We like that the 175 will be certified to the latest FAR 29 requirements,” Chiles said. We like the safety aspects of its crashworthy fuel system, the seat configuration, which provides fairly easy egress, the large pop-out windows in the cabin and the robust HUMS with flight-data monitoring. We like that it has fairly traditional fuselage construction, with composites in the cowlings. We like the simplicity of not having an APU; you can de-clutch one of the engines instead. An APU is fine, but it’s another engine and you have to maintain it. We like that Eurocopter chose the PT6 engine, which works well on this aircraft.” The Pratt & Whitney Canada PT6C-67Es on the EC175 are

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Aerosafe introduces new safety training by Jeff Burger Sydney, Australia-based Aerosafe Risk Management, which specializes in aviation risk-management, is introducing three new accredited training courses at Heli-Expo’13. The courses focus on safetymanagement systems, risk management and regulatory oversight and, according to the company, provide training that is not currently available anywhere else. Aerosafe–whose clients have included Bell Helicopter, Eurocopter, several helicopter rescue companies and the U.S. Air Force’s helicopter division–launched in 1996 in the wake of a crash of two Black Hawk helicopters during an Australian Army counterterrorism exercise. The accident killed 16 people. “I got involved in the aftermath,” recalled Aerosafe founder and CEO Kimberley Turner, “building proactive risk-management systems and practices to help prevent something like

that from happening again.” Turner was just 18 at the time, but she was already in Australia’s Army Reserve and had gained the confidence of her commanding officer, who asked her to investigate how to develop risk profiles. It was a tall order: not only was she young and inexperienced, but as she quickly discovered, the Army’s Aviation Corps itself had little knowledge of risk management and no policies in place to mitigate risk. “What I realized early on is if that I could master the application and facilitation of the risk-management process, I could then tap into the expertise of pilots and engineers and commanders and air traffic controllers,” Turner said. “I thought, ‘Who are the change drivers, the influential people in the organization?’ Then we worked with those people to train them in risk management. They were the ones that took it forward, and I just supported

Users can add obstacles to HeliTaws WireWatch Sandel Avionics is demonstrating its HeliTaws WireWatch helicopter wire-strike avoidance full-color display at Booth No. N6008. The Vista, Calif. avionics manufacturer has expanded the portfolio of national and regional powerline databases to all of North America and New Zealand, and it is assembling transmission

line obstruction databases for South Korea and Japan. The company is adding to HeliTaws the ability for users to update the WireWatch database in real time. If a flight crew encounters a new obstacle during flight they may upload its GPS coordinates directly into Sandel’s HeliTaws via a USB port, adding more timely and accurate information and alerting. WireWatch alerts pilots to any known transmission lines at or above 100 feet agl, either energized or inert. HeliTaws draws from an updatable regional database to provide visual display and aural warnings of a hazard location on the unit’s high-resolution 3-ATI color display. Sandel’s TruAlert technology HeliTaws WireWatch alerts pilots to known allows pilots to take off, transmission lines at or above 100 feet agl. cruise, hover and land at off-airport locations

them in that endeavor.” Apparently, she supported them well because the next year, Qantas invited her to meet with its flight safety team to discuss the work she had done for Australia’s Army. A few weeks later, Turner registered the name Aerosafe and launched her business. Today, a little more than 15 years later, the company has offices in Sydney and Canberra, Australia; Washington, D.C.; Shanghai; Wellington, New Zealand; and Mumbai, India. It employs more than 50 people and has served about 350 clients in 16 countries. Moreover, while aviation risk-management remains its fundamental specialty, Aerosafe (Booth No. N3704) draws 40 percent of its work from other fields, including mining, health care, the TV and film industries and law enforcement. And even in aviation, Turner emphasized, the company has a wider focus than it began with. “People traditionally think risk management means safety,” she explained, “but it’s a lot broader than that. It can go into the risk of not delivering a capability. It could be reputation risk, financial risk, environmental or security risk.” o without triggering annoying nuisance alerts. At the same time, HeliTaws delivers ClassA terrain and obstacle warnings during the entire flight. A significant HeliTaws development is introduction of the new ST3453H Mil-Std HeliTaws to the U.S. armed forces. All new Sikorsky S-70i Black Hawks are equipped with the HeliTaws, which features Mil-Std 3009 on-demand night-vision compatibility, Mil-Std 1553B bus interface and Mil-Std 810 environmental qualification. HeliTaws has successfully completed demonstration and evaluation exercises in the U.S. Navy SH-60 and Army UH-60 and will soon to begin flight testing with the U.S. Air Force. HeliTaws software has also been licensed by Rockwell Collins to be embedded in its cockpit displays. “[Last year was] an interesting year for us,” said Gerry Block, Sandel’s president and CEO. “We saw a higher level of interest than expected from the military, and the industry as a whole is recognizing the importance of our HeliTaws.” –H.W.

46 HAI Convention News • March 5, 2013 • www.ainonline.com

USED HELO SALES “LACKADAISICAL,” says HeliValue$ Helicopter appraisal firm HeliValue$ has laid bare the market so that visitors to this year’s Heli-Expo can get an idea of what is actually going on in the market, based on prices. “At HeliValue$, our most-asked question of the past quarter has been ‘What’s going on with the helicopter market?’” said Sharon Desfor, president of the Wauconda, Ill.-based company. There are many answers, such as, “Too much supply, too little demand, accompanied by an eye-roll,” she said. “There are lots of little quirks contributing to our lackadaisical resale market.” For one, there is money, with scarce finance for used machines, and a $10 million minimum that rules out that “lonely single turbine.” Also, helicopters are well out of the comfort zone for many equipment lenders. Second, there are regulatory aggravations. “Capital that is going to regulatory compliance is not being put into transactions,” Desfor explained. Regulators are more stringent, for example, “and helicopters are being left on the shelf because of part number or serial number mismatches against their type certificates.” Third, there are technology changes, and one consequence is that many new models are pending, with many buyers “holding back their purchases until the next new thing,” she said. Finally there is the perception factor: helicopters are too readily associated with business jets, which unlike helicopters have lost a lot in value. “What does all this mean?” asked Desfor rhetorically. “Everyone is waiting. Waiting for new helicopters, waiting for money, waiting for certification, waiting for clarification on new rules, waiting for fixes to ADs [airworthiness directives]. Waiting for someone else to go first.” Overall buyers are waiting for market confidence to return as well, although some are forging ahead. “On the bright side,” said Desfor, “Milestone is going first. Lease Corporation International is going first. Bristow and CHC and Inaer and Air Methods and Air Medical Group and all the big operators are going first. Now we have to wait to make sure the big guys are all OK. Then maybe we can start picking up the pieces–and prices–of our market.” –I.S.

WHat’s going on in your market? Mid-Time Range - January 2013* (in millions)

Factory Equipped Price 2012

Make

Model

Agusta

109E Power

$1.7

$3.5

$6.2

139

$7.0

$8.7

$12.5

206BIII

$0.330

$0.915

206L-4

$0.950

$1.7

230

$0.750

$1.1

407

$1.4

$2.3

412

$2.0

$2.1

430

$1.5

$2.0

Bell

Enstrom

F-28F

$0.106

$0.175

480B

$0.470

$0.595

$22.6

$24.3

$2.2 $2.8

$ $0. 451 $1.1

Erickson

S64F

Eurocopter

EC120B

$0.655

$0.975

$26.7 $1.8

EC130B4

$1.4

$1.8

$2.3

EC145/BK117C-2

$4.0

$4.8

$6.2

EC155B

$2.7

$2.9

AS350B2

$1.0

$1.4

$1.9 $8.7

AS365N3

$3.4

$4.7

Kaman

KMAX

$4.2

$4.6

MD Helicopters

500E

$0.495

$0.925

$1.7

530FF

$0.65

$1.0

$2.1

MD 900/902

$1.3

$2.4

$6.2

R22 Beta

$0.074

$0.093

R44 Raven 2

$0.190

$0.320

300C

$0.130

$0.250

333

$0.340

$0.510

S-76B

$0.880

$1.1

S-76C+

$2.3

$5.0

S-76C++

$7.8

$8.7

Robinson Sikorsky

$0.434

*Price range is for mid-time helicopters (40- to 60-percent component usage), given in 2013 U.S. dollars, single outright owner with no title encumbrances.

Garmin GTN series optimized for helos by Matt Thurber allows pilots to control the transponder from the touchscreen GTN. ADS-B out-capable versions of those transponders are also available. Garmin’s new GMA 35 remote mount audio processer can also interface with the GTN 750 units, and pilots can use Garmin’s Telligence speech recognition system to control some audio panel functions. Installers can add remote

Garmin’s helicopter GTN series comes in five configurations, starting at $10,395.

switches on the collective and cyclic for functions such as flyover mark-on-target waypoints or remote frequency tuning. The helicopter GTN series have received FAA TSO approval for hardware and software. Prices start at $10,935, and the units will be available later this month. Garmin is developing STCs for installation of the GTN series in a variety of helicopters.

LET ME SEE YOUR TAIL FEATHERS! Arriving at the Las Vegas Convention Center on Friday for its first appearance at Heli-Expo, this Eurocopter EC145T2 shows off its new fenestron tail. Born of the MBB BK117 and evolved from the EC145, it is the first of its blood line to sport the safe and quiet shrouded tail rotor. Eurocopter is showing the new helicopter and other models here at Booth No. C2922.

KIRBY J. HARRISON

Garmin’s touchscreen GTN series GPS/navcoms have been optimized for helicopters, with new features that eliminate the need for operators to install the fixed-wing GTN version in helicopters. The new helicopteroptimized GTN comes in five configurations that meet vibration and temperature testing standards and offer optional night-vision goggle compatibility and optional H-Taws. New helicopter-specific features include three databases: obstacles, with about 30,000 additional low-altitude obstacles; terrain, with 2.5-arc second terrain resolution, which “improves terrain alerting by reducing nuisance alerts when operating at low levels,” according to Garmin; and 7,000 additional heliports. The new GTN is available with built-in H-Taws, featuring selectable voice callouts at 100-foot intervals when descending from 500 to 100 feet agl. Another H-Taws feature is Garmin’s Reduced Protection mode, which “allows low-level operations with minimal alerting while continuing to provide terrain and obstacle protection.” H-Taws provides visual alerts, too, and five-color terrain scale. The GTN series offer an optional radar altimeter input; Garmin’s new GRA 5500 can supply that data (see below). Installation of Garmin GTX 32/33/33D remote transponders

Last month, Garmin (Booth No. N4412) unveiled its new GRA 5500 radar altimeter. The GRA 5500 already holds FAA TSO approval and is available immediately at a retail price of $13,995 (without antenna). The GRA 5500 is an all-digital design that employs digital signal processing technology. The GRA 5500 communicates over a standard Arinc 429 interface, allowing the radar altimeter to work on a variety of Garmin integrated flight decks and displays and third-party products. According to Garmin, the new digital technology allows the GRA 5500 “to provide smooth altitude tracking resulting in a consistent and highly accurate altitude above ground indication, even over the most challenging environments like rough terrain, tree canopies, sand and choppy water.” Digital technology, including application of digital filters, enables the GRA 5500 to process hundreds of altitude measurements per second “to help detect and mitigate false altitude returns.” The GRA 5500 includes built-in self-test monitors that “continuously cross check the data and system integrity, assuring the pilot of an accurate measurement of the height above ground,” according to Garmin. In January, Garmin introduced the new GTR (com) and GNC (navcom) series radios, which are available for Part 27 helicopters as well as fixedwing airplanes. The new radios offer 8.33-kHz frequency spacing, more transmitter power and built-in frequency databases and replace the SL 30 and 40 models. Features include a frequency database, which helps pilots find frequencies associated with an airport or facility by entering location name or station ID. Confirmation of the correct frequency is aided by the reverse lookup function, which shows the navaid or airport ID when manually tuning a frequency. The GTR/GNC radios also offer a nearest function, for airports, area control centers, flight service stations, weather frequencies and VORs. All of the new radios include a voice-activated two-place intercom; storage of 20 most frequently used frequencies and up to 15 pilot-selectable frequencies; flip-flop for entering frequencies in a standby window; and a com monitor function. The GNC navcoms add VOR and ILS with glideslope and can display nav indicators on Garmin G500/600, G500H and G3X systems. o

47 HAI Convention News • March 5, 2013 • www.ainonline.com

HEMS Academy, the simulator training division of German Air Ambulance ADAC, will add a new EC145T2 simulator to complement ADAC’s order of 14 EC145T2 helicopters. ADAC operates 50 helicopters, making it one of Europe’s largest operators. CueSIm, a division of QinetiQ, built the simulator.

HEMS Academy adds Eurocopter EC145T2 sim by Ian Sheppard HEMS Academy, the simulator training arm of German air ambulance specialist ADAC, has announced that it will add a new Eurocopter EC145T2 full-flight simulator in 2015. This follows ADAC’s order last September for 14 new EC145T2 helicopters to replace its aging BK117 B2 fleet. The new helicopters will be equipped with the EuroAvionics EuroNav7 navigation system upgrades, which will also be included in the simulator. Meanwhile an EC145T2 systems training device will be brought online in mid-2014, allowing for web-based training on the type. “All EC145T2 customers are invited to participate in the development and customization of the EC145T2 full flight simulator and the system trainer,” said Thomas Gassman, HEMS Academy director of business development and sales. The Academy (Booth No. C4508) has also launched a project to convert its EC135 analog-instrumented full flight simulator into an EC135 EFISequipped digital-cockpit simulator, which will be qualified by the end of this year. HEMS Academy is also at Heli-Expo’13 promoting its expanded capabilities which allow doctors, paramedics and pilots to train for real situations. It has recently added a second full-scale mock-up equipped as a regular intensive care helicopter, this time based on the BK117 model helicopter. Its first mockup is based on the EC135, said Gassman. The Academy highlights that its base at Airfield Bonn-Hangelar in Sankt Augustin, Germany, is centrally located, within an hour drive of three international airports in Frankfurt, Cologne and

Düsseldorf. Launched in 2009, the Academy specializes in pilot training in EC135 and EC145 full-flight simulators, and customers include operators from all over the world. The simulators are built by QinetiQ subsidiary cueSim. ADAC operates 50 helicopters, making it one of Europe’s largest HEMS operations. It has about 50 rescue stations throughout Germany and flies some 50,000 missions a year. HEMS Academy is keen to stress International Helicopter Safety Team findings, which highlighted 10 ways to help prevent helicopter accidents, most of which could be practiced in a full-flight simulator. These included improved autorotation training, advanced maneuvers and better emergency procedure training. The Academy added, “Participants in the Royal Aeronautical Society’s mission training rehearsal in London in 2012 stated unanimously that for psychomotor training, skill training and mission training, the full flight simulator is the best solution.” o

AT THE BOOTHS Alumni of Embry-Riddle Aeronautical University (Booth No. C1111) are invited to a special networking event during Heli-Expo’13, at the National Atomic Testing Museum, Wednesday, March 6 from 7:30 to 9 p.m. The event is sponsored by the Embry-Riddle Alumni Association and Universal Helicopters (Booth No. C1211). Those wishing to tour the museum’s fascinating exhibits of nuclear weapon history and enjoy great company, beverages and hors d’oeuvres can e-mail ERalumni@erau.edu to RSVP. v

Some EC175 Performance Specifications (@mgw, isa)

uContinued from page 45

rated at 1,300 pounds shp each. Chiles also mentioned the EC175’s five-blade rotor system and its Helionix avionics with four multifunction displays, which are both similar to those on the EC225, the simplicity of the DC electrical system, the pressure refueling and that the aircraft is planned for delivery with Tcas II. “Summing up the top reasons we bought the machine,” he concluded, “Safety first. The design is fairly straightforward. It meets all the latest safety requirements. And the PT6 engines.” About the price Bristow is paying for its 12 aircraft, Chiles said, “I guess we’re never happy with the price, but let’s say we reached a reasonable compromise. No one is going away doing doubleback flips, but at least we’re both reasonably happy. That’s the way it should be.” Eurocopter declined to comment on the base price of the EC175 or the price of Bristow’s offshore versions. Although

OAS S

Flying the EC175

As part of a two-week tour in the U.S., Eurocopter last week brought the “Bristow EC175” (F-WMXB), which is being shown here at Heli-Expo ’13, to New Iberia, La., to give Bristow an opportunity to show it to its staff and to current and potential oil industry customers. Several pilots had an opportunity to fly the helicopter with Alain Di Bianca, chief test pilot for the EC175, and Michel Oswald, chief flight engineer for the aircraft. Some flight-test equipment is installed in

Maximum gross weight (MGW) Maximum speed, Vne Fast cruise speed Recommended cruise, sea level Best range speed, sea level Best endurance speed Fuel consumption, recommended cruise speed Fuel consumption, best range speed Hover ceiling, IGE, T/O power, ISA Hover ceiling, OGE, T/O power, ISA Service ceiling, 80 knots Maximum range, best range speed, w/o fuel reserve Max endurance, 80 knots, w/o fuel reserve Rate of climb, OEI continuous power, 80 knots The EC175’s cockpit boasts four large multi-function displays, two in front of each pilot.

F-WMXB and Oswald is there to monitor things and make use of the flight time running various tests. Shawn Vaughn was one of the Bristow pilots who flew the helicopter. He is a pilot check airman with Bristow, flying S-76s, has more than 4,000 hours in helicopters, holds ATP and CFII helicopter certificates and flew Sikorsky Black Hawks in the Army. The EC175 was the first Eurocopter he has ever flown. Vaughn told AIN he felt the EC175 was “a very stable and smooth platform. I was surprised at how smooth the rotor system was at higher airspeeds, even approaching Vne.” While the sky was clear during his flight, the winds were about 15 knots and there was some turbulence at 3,000 to 4,000 feet. Vaughn rode in the cabin when another Bristow pilot shot an ILS approach to New Iberia Airport. He said the other

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00 HAI Convention News • March 5, 2013 • www.ainonline.com 48

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Bristow EC175

not confirmed, about $8 million or so has been reported by various publications. According to Bristow Group in a presentation given at the Credit Suisse Energy Summit in early February, the Group employs about 3,400 people and operates some 550 aircraft in 20 countries. More than 60 percent of Bristow’s revenue relates to oil and gas production and the company operates about one-third of the 1,700 helicopters serving the industry.

pilot did not seem to have any difficulty in setting up the nav system for the ILS. “The aircraft did what it was supposed to do and stayed on glideslope and course. I didn’t see any issues.” He said he felt comfortable flying the aircraft after only one traffic pattern, but did not want to speculate about how long it would take him to learn the aircraft’s systems, especially since he is not familiar with other Eurocopter products. “It’s an easy aircraft to fly,” he said. “The controls are in the right position and the FLI [first-limit indicator] system decreases workload.” In hover, he found the EC175 very stable. “Alain demonstrated an OGE hover at 3,000 feet, and then accelerated the aircraft to 60 knots at 3,000 feet.” Vaughn was not sure, but it would appear that Di Bianca used a “go around” feature to regain airspeed. “The EC175 was very smooth and stable,” Vaughn concluded. “It was exciting and refreshing to get into an aircraft with the technology it has. I really enjoyed it.” The author had a chance to fly the EC175 the day before Vaughn’s flight, but only for a short time because of inclement weather. Di Bianca demonstrated the autopilot’s hands-off control in a hover, using normal functions. If anything, the hover seemed more stable than it had been a year ago when I flew for more than an hour in EC175 PT1. We flew one wide traffic pattern at New Iberia, under Special VFR and below a 600-foot ceiling in mist and rain, quite realistic conditions for offshore operations, I felt. Unfortunately, we had to land to avoid the approach of a reported thunderstorm with hail. Like Vaughn, I found the aircraft easy to fly but know it would take some good training and serious study to become comfortable with its sophisticated systems, particularly its avionics. o

by Robert P. Mark Just in time for Heli-Expo’13, online employment information provider JSfirm surveyed hundreds of its client companies about their hiring expectations for the remainder of this year. And the results are positive; maintenance and avionics technicians, pilots and sheet metal workers and fabricators may find this year to be one of the best in a long time. JSfirm personnel are at Booth No. C5324 highlighting the survey results, which show that of the 356 companies responding, 85 percent plan to hire this year. Most of the new jobs should put employees in place by early September. The new hires are not simply replacing employees who were laid off last year. Sixtyfive percent of the respondents said they didn’t lay off anyone last year. Nearly two thirds of companies surveyed labeled their hiring plans as either “moderate” or “significant” growth. Thirty-nine percent said they’ll hire between one and five new employees and 30 percent reported plans for hiring between six and 100 people.

followed closely by helicopter operations at 23 percent. Most importantly, JSfirm

turbomeca/bertrand

Job outlook brightening for helicopter industry

queried companies about how they typically connect with potential employees. They responded that online networks, such as JSfirm’s website and LinkedIn, account for just over 30 percent of referrals, but one of the most important job-hunting methods is still a word-of-mouth recommendation. o

Helicopter maintenance techs face a positive job market this year, according to JSfirm’s recent employment survey.

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Personnel Challenges

There is some cause for concern in all these hiring plans, said Sam Scanlon, one of JSfirm’s managing partners. “Aviation is facing a significant challenge that’s translating into a deficit of qualified applicants,” he said. The survey found that 27 percent of responding companies reported the inability to locate adequately trained personnel as the single greatest challenge in hiring qualified aviation talent this year. According to the survey, the second biggest challenge after experience is the high salary expectations of potential employees. Maintenance facilities are expected to hire the most people this year, followed by individual aircraft operators and finally FBOs. Twenty-five percent of pilots will be hired by operators flying Citation, Hawker and Learjet types,

Flying a helicopter relies on critical systems and split-second decision making. This is why Thales offers the most advanced solution to constantly reduce pilot workload and increase safety so that full attention can be given to the success of the mission. TopDeck®, by Thales, is a state-of-the-art, integrated, modular avionics suite designed for both civil and military helicopters. Icube-S is the conceptual platform behind the strength of TopDeck® and ensures that the suite is Intuitive, Interactive, Integrated and Safe. Combine this with our world-leading range of Training & Simulation solutions and our service and support anywhere, anytime and you have the best value, most advanced cockpit technology ever developed, flying now. Thales helps key decision makers master complexity and make timely decisions for better outcomes. To learn more, scan the QR code or visit thalesgroup.com

HeliAvionics_English_C31622.037_264x199_6Mar_AINConv_v1.indd 1

11/02/2013 16:13

www.ainonline.com • March 5, 2013 • HAI Convention News 49

Two AgustaWestland 609 tiltrotor prototypes have accumulated 750 test hours in flight tests, while two more test aircraft–slated to join the program this year and next–are under construction in Italy. Certification is planned for 2016.

AgustaWestland ramps up tiltrotor flight testing by Mark Huber AgustaWestland acquired the portion of the 609 program it did not already own from Bell Helicopter in 2011, effectively dissolving the joint venture known as the Bell Agusta Aircraft Co. The 609 program is headquartered at a new AgustaWestland facility in Arlington, Texas, across the field from its previous home at Bell’s XworX. The aircraft are to be certified initially by the FAA in the

U.S. under Parts 25 and 29 and a new category called powered lift. Two prototype aircraft–one based in Arlington and the other at Cascina Costa, Italy–have accumulated 750 test hours since 2003 and flown 90 percent of the flight envelope, with more than 10 percent of the total flight test hours flown in the last year. Another two test aircraft are under construction in Italy and

will join the test program this year and next. The third test aircraft is expected to conduct extensive icing tests in the U.S. The fourth aircraft will be fitted with a full production cockpit, including Rockwell Collins Pro Line Fusion touchscreen avionics, AgustaWestland software used to command the aircraft’s fly-bywire control system, upgraded Pratt & Whitney Canada PT6C67A engines and a BAE Systems flight control computer. A flight simulator for the 609 will be installed at Arlington later this year. AgustaWestland expects certification in 2016 and the aircraft initially will be certified dual pilot. The base aircraft is expected to have a maximum forward speed of 275 knots, a ceiling of 25,000 feet, a hover out of ground effect of 5,000 feet, hover in ground effect of 10,000 feet and a useful load of 2,500 pounds. Four interior configurations include a standard two-pilot, nine-passenger layout; a six- to sevenpassenger VIP/executive cabin; a two-litter medevac interior; a search-and-rescue design that includes hoist, basket, litter and four single seats; and a patrol/ surveillance variant. o

Tiltrotor Noise Rule Goes into Effect Next Week The FAA’s final rule on civil tiltrotor noise limits and conditions for noise compliance measurement becomes effective March 11. It amends regulations governing noise certification standards and establishes new noise limits and procedures to ensure that noise-reduction technology is incorporated in tiltrotors. This final rule applies to issuance of original type certificates, type certificate changes and issuance of standard airworthiness certificates. It creates noise standards applicable to all tiltrotors–currently the only civil design is the AgustaWestland AW609–and incorporates the same standards as ICAO Annex 16, Chapter 13, Attachment F. The FAA believes these noise certification standards will facilitate startup and development of a new commercial class of aircraft. It places the cost of complying with the final noise rule at $588,000 for one tiltrotor type, about the same as for a traditional helicopter design. The only tiltrotor currently in production after more than six decades of research and development is the Bell-Boeing V-22 Osprey flown by the U.S. Marine Corps and Air Force. The V-22 can transport 24 fully equipped troops, and the AW609 can carry six to nine passengers in a corporate configuration. The final rule adopts limits for maximum noise levels when the tiltrotor operates in its noisiest configuration–helicopter mode. In airplane mode, the tiltrotor is significantly quieter. The rule adds Appendix K to Part 36 to specify noise-evaluation measures, measurement reference points, noise limits and trade-offs. Maximum noise levels, at the takeoff reference point in VTOL/conversion mode, range from 109 EPNdB for tiltrotors with mtow of 176,370 pounds, decreasing with weight to 89 EPNdB. Flyover noise limits decrease from 108 EPNdB to 88 EPNdB, and from 110 EPNdB to 90 EPNdB on approach. Tiltrotor power must be stabilized at takeoff maximum starting from 1,640 feet before the flight path reference point, at 65 feet above ground. –H.W.

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Heli-Expo Booth C1527 www.PhoenixHeliParts.com • +1 480-985-7994 50 HAI Convention News • March 5, 2013 • www.ainonline.com

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Hillsboro Aviation sees growth ahead by Curt Epstein Hillsboro Aviation has come a long way since it opened in 1980 as a helicopter training school. Today, the Oregonbased company offers aviation services ranging from charter and maintenance to aircraft sales and FBO operations. Headquartered at PortlandHillsboro Airport, the company, which has a staff of 225 employees, operates a satellite facility in Portland as well as two flighttraining centers–one in Troutdale and another in Prineville, Ore., as well as a seasonal helicopter tour operation at Mount St. Helens. Hillsboro is the only independent sales representative for Bell Helicopter in the U.S., serving 16 western states. “I would challenge someone to find a company that does what we do on the scale that we do and be able to keep that all in one unified company,” said general manager Jon Hay. At Heli-Expo (Booth No. N5207), Hillsboro is outlining its involvement in Bell’s mediumhelicopter line. The company finalized a deal to purchase Bell specialist Heli-Trade in Eugene, Ore. “The Heli-Trade purchase is one of our first steps into the Bell medium,” Hay told AIN, adding that within the past year the company was given tentative approval from the manufacturer for a Bell medium-helicopter service center. Along with Heli-Trade came STCs, tooling, parts and three low-hour Bell 205 hulls ready for rebuilding. Hillsboro also is a representative for Robinson Helicopter. Hillsboro also operates a contract charter division that flies for government agencies; performs oil, gas and mining surveys; and conducts aerial filming and Lidar services, as well as aerial tours. The company’s Bell-exclusive fleet includes three JetRangers, three Long Rangers, two 407s and a pair of 205s. Flight instruction remains a key component of Hillsboro’s business, with more than 70 airplanes and helicopters and 130 instructors spread among its three Oregon training campuses. With growth averaging 15 to 20 percent over the last 15 years, Hillsboro has nearly tapped out its five-acre facility at Hillsboro Airport and, as a result, has plans to relocate its headquarters. When the expansion is complete, Hillsboro will have tripled its footprint at the airport and

further improved development as a full-service dealer. “We don’t want customers to have to go one place to purchase an aircraft, someplace else for customization and somewhere

else for parts,” said Hay. “We can do all that and bundle your service. We want to be able to show that we are that one-stop shop for helicopter operators around the world.” o

Hillsboro Aviation has grown into a full-service operation offering training, charter, maintenance, aircraft sales, tour operations and FBO services.

www.ainonline.com • March 5, 2013 • HAI Convention News 51

Ice Rx: Land now

An Army Chinook (left) sprays de-icing fluid on an AgustaWestland AW139 while in flight. Pilots are urged to land immediately after icing occurs, since most helicopters are not equipped or approved for flying in icing conditions.

by Mark Huber Ice is one of the most terrifying conditions a helicopter pilot can encounter. “It’s a constant problem,” said Stan Rose, the Helicopter Association International’s (HAI) director of safety outreach programs. “Usually you see it during the change of seasons and in a low-level VFR environment. With ice you have two problems that are specific to helicopters. You are changing the shape of the airfoil and therefore losing the efficiency of the rotor system. And helicopters are such lightweight machines that ice adds significant weight, a much higher ice weight to aircraft weight ratio than in a typical fixed-wing aircraft. It’s a nasty problem.” Rose knows of what he speaks. Some years ago three-quarters of an inch of ice accumulated on a Bell LongRanger he was flying in a matter of seconds and he had to break through the side window to see out. Fortunately he was next to an airport. “I wouldn’t have made it another two miles,” he recalled. Following recent crashes of EMS helicopters in Illinois and Iowa in December last year and this January, the FAA issued a revised Special Airworthiness Information Bulletin (SW-08-03R3) covering recommendations for rotorcraft flying into snowy or icy conditions. The SAIB describes procedures to reduce the probability of an uncommanded in-flight engine shutdown due to snow and/or

NEWS NOTE Bristow Academy Mountain Flying Training (Booth No. C4328) has taught more than 100 pilots the ins and outs of mountain flying since opening in May 2011. The operation is based in Carson City, Nev., offering pilots the opportunity to hone their skills in the challenging Lake Tahoe region. Pilots from all over the world have traveled to Carson City for the course, which is available in bilingual English/Spanish. The course spans 40 hours of classroom time and 18 hours of flying, including seven hours flying with night-vision goggles (NVGs). Core concepts include, according to Bristow, “performance planning, weather, operational techniques, emergency procedures and NVGs.” Flight training is done in Bell 206s. “Since inception the chief interest has come from Latin America,” said Armando Martinez, Bristow’s military training n program manager.

ice ingestion and reminds operators that most helicopters are neither equipped nor approved for flight-into-icing conditions. (See story on this page.) While the NTSB will not issue its final accident reports for some time, available evidence currently suggests that ice contamination played a significant role in the December and January accidents. On Dec. 10, 2012, at 8:16 p.m. local time, a 1992 BK117A3 operated by Air Methods for React crashed near Rochelle, Ill., en route to a patient pick-up after encountering IMC. The 65-year-old pilot and the two-person medical crew were killed. Shortly before the crash, the pilot reported that he was aborting the mission and returning to his hospital base in Rockford due to weather. Surface weather reported at Rochelle Municipal Airport, 10 miles from the accident site, at 8:15 p.m. was seven miles visibility, light snow, ceiling 3,300 feet overcast, temperature -1 deg C and dew point -2 deg C. A witness near the crash site reported that it was sleeting at the time of the accident. Another Accident

Then, on January 2, a 2009 Bell 407 flying for Mercy Air and operated by Med-Trans crashed while flying VFR near Mason City, Iowa, en route to a patient pick-up, killing the pilot and two flight paramedics aboard. Conditions at the time of the evening crash were reported as overcast with a temperature of 27 deg F. The 2,700-hour pilot-incommand joined the program in September, but had extensive experience flying helicopter tours in Alaska and the Grand Canyon and had recently flown for a HEMS operator in the St. Louis area. The helicopter was equipped with night-vision goggles and satellite tracking. The tight debris field was confined and a post-crash fire consumed the wreckage. Satellite tracking of the eight-minute flight revealed that it was at an altitude of 2,648 msl less than one minute and one-quarter mile from the crash site. The debris path was 100 feet long. Witnesses near the crash site reported mist and ice. A pilot who had flown into Mason City 90 minutes before the crash reported encountering light rime ice. First responders to the crash site reported

ice-slick roads and haze. A police car slid through an intersection. Weather at Mason City, seven miles east of the accident site, was reported four minutes before the crash as eight miles visibility, 1,700 feet broken, 3,300 feet overcast, temperature -3 degrees C and dew point -5 degrees C. However, 20 minutes after the accident ceilings were reported as 1,300 feet broken and 1,800 feet overcast. Some newer and larger helicopters have rotor and/ or engine-inlet icing protection. The optional full ice protection system (FIPS) on the AgustaWestland AW139 medium-twin includes ice detectors, an automatic activation system with manual backup, electrical power generators, engine intake protection grids and heated windshield and main and tail rotor blades. Sikorsky is equipping its S-92A heavy and S-76D medium helicopters with a rotor ice protection system (RIPS) that uses automatic electrothermal heating of the main and tail rotor blades. However, a pilot flying an older or smaller helicopter without this technology and who encounters sudden or even gradual icing buildup has limited options. “We know, as helicopter pilots, it’s not something we can climb out of,” Rose said. “That’s a fixedwing response and we don’t have that luxury. If you don’t have the mental picture before the incident happens or you think you can fly out of it, you have a problem. When it happens, it can be dramatic or sneaky gradual. But one way or the other, your performance is affected.” Rose said the only safe option is to land immediately. “In my opinion, you put it down. I don’t think we do that enough.” o

52 HAI Convention News • March 5, 2013 • www.ainonline.com

FAA bulletin urges ice precautions Less than two months after two possible weather-related fatal crashes of EMS helicopters in Illinois and Iowa, the FAA issued a Special Airworthiness Information Bulletin (SW-08-03R3) covering recommendations for rotorcraft powered by turboshaft engines flying into snowy or icy conditions. The SAIB describes procedures to reduce the probability of an uncommanded in-flight engine shutdown due to snow and/or ice ingestion and reminds operators that most helicopters are not approved/equipped for flight-into-icing conditions. The FAA recommends that pilots abide by their rotorcraft flight manual regarding flight into these conditions; conduct a thorough preflight weather evaluation; install engine inlet and exhaust inserts/ covers whenever an aircraft is on the ground with engines not operating; refrain from prolonged engine idling/running while on the ground; thoroughly inspect inlets for ice/snow prior to takeoff; and remove any discovered ice/snow from inlets with either de-icing fluid or heated air, not by chipping or scraping. The FAA notes, “In freezing temperatures, pay particular attention to sheet ice on the bottom and forward of the inlet. This ice can also form behind particle separators. Engine preheating may be required.” In-flight indications of icing include visual cues, such as “ice accumulation on mirrors, wipers and antennas. Pilots should also be mindful of possible increased vibrations or power requirements. The degraded performance of the helicopter may be due to increased weight and possible degraded rotor performance due to accreting ice.” Pilots need to be aware of conditions that promote ice formation, including visible moisture and temperatures below 5 degrees C (41 degrees F). “Pilots should be aware that icing is possible in these ambient conditions and should be prepared to leave the area of visible moisture or change to a warmer altitude as soon as possible. (Note: This ‘warmer’ altitude may not always be a lower altitude.)” The SAIB includes links to resources such as NASA’s Icing Tool, the helicopter emergency medical systems flight tool and Transport Canada’s Aviation Safety Letter article about helicopter operation in icing. –M.H.

Following two fatal EMS crashes that possibly were weather-related, the FAA has issued recommendations for turboshaft-powered rotorcraft flying into snowy or icy conditions and urges precautions to prevent icing.

EuroAvionics special-mission upgrade proves popular

U.S. Navy continues to pursue presidential helicopter replacement by Bill Carey The effort to replace the aging U.S. presidential helicopter fleet is on again. The Naval Air Systems Command (Navair) plans to issue a request for proposals for the VXX Presidential Helicopter Replacement Program this month or next, rekindling an acquisition that was started and then cancelled four years ago because of ballooning costs and requirements. The VXX requirement is for 25 aircraft, including six for support test and evaluation and 19 low- and full-rate production helicopters. The program calls for the manufacture of 23 operational aircraft to replace the aging

fleet of Sikorsky VH-3Ds and VH-60Ns operated by Marine Helicopter Squadron One (HMX-1) for presidential and VIP transport. Assuming no budgetary setbacks, the contract would be awarded in the spring or summer of 2014, according to information Navair presented at a pre-solicitation conference in December. In January 2005 the Navy selected Lockheed Martin’s VH-71 Kestrel version of the AgustaWestland AW101 for the replacement presidential helicopter. But after spending nearly $3 billion on development, the Pentagon terminated the program in June 2009 due

y Nav .S. o: U t o Ph

A Sikorsky VH-60N assigned to Marine Helicopter Squadron One flies over the Potomac River in Washington, D.C.

to cost and schedule overruns and “requirements creep.” The latest procurement effort seeks to avoid that fate by specifying “mature subsystems on a mature platform.” The Naval Air Warfare Center-Aircraft Division at St. Inigoes, Md., is tasked with defining an “executive communications suite” to meet the VXX requirements using commercial off-the-shelf components. Among announced contenders, AgustaWestland has reentered the ring with the AW101, this time teamed with Northrop Grumman as the U.S. prime contractor. Lockheed Martin is now teamed with Sikorsky Aircraft to offer the Sikorsky S-92 for the VXX requirement. Boeing is reportedly interested in proffering the CH-47 Chinook. The Navy also plans to acquire 12 Bell Boeing MV-22 Osprey tiltrotors that HMX-1 will fly in a supporting role in place of its CH-46E Sea Knight helicopters. In December, Navair said the first MV-22 was on schedule for delivery to the squadron early this year. o

H+S Aviation and GE expand CT7 mx by Mark Huber BBA Aviation (Booth No. C1216) unit H+S Aviation recently announced an expansion of its CT7 series engine care management program (ECMP) and engine overhaul subcontract agreement (EOSA) with GE Aviation. Based in Portsmouth, UK, H+S Aviation provides

engine service and support for a variety of turbine engines for fixed- and rotary-wing civil and military aircraft. As part of this agreement, GE will continue to manage CT7 ECMP contracts and supply OEM parts to H+S, which will perform all labor on engine shop visits.

Founded in 1946, H+S Aviation is split into five autonomous business units focused on a specific product range, plus a separate component repair facility and Rolls-Royce Model 250 training school. More than 350 employees work in 220,000 sq ft of

Under its expanded joint engine care management program and engine overhaul subcontract agreement, H+S Aviation will perform all labor on GE CT7s during shop visits.

EuroAvionics is at Heli-Expo’13 celebrating 20 years since its founding in 1993. Since then it has become established as a key supplier of cockpit avionics enhancement packages for special-mission helicopters and military aircraft. The company is exhibiting (Booth No. C3930) next to U.S. partner LCX Systems, which serves the Americas market from its base in Sarasota, Fla. Although EuroAvionics still has one office in Stuttgart, Germany, it has many partnerships around the world supporting its products, according to Thomas Latacz, head of sales. Last year the company launched the latest iteration of its flagship situational awareness and mission system enhancement package, EuroNav 7. “It is used by military, coast guards, police and the oil and gas industry and it is not limited to helicopters, though that’s the main market,” he said. “We also have installations on Embraer Super Tucanos, C-130s and so on.” The largest EuroNav 7 customer in the U.S. is the Army National Guard, for its Eurocopter UH-72 Lakotas. EuroAvionics supplies EuroEuroNav’s digital terrain elevation Nav 7 as a customer option for model (DTED), depicted on a VFR “all the big helicopter manufac- chart, highlights topography and turers,” including Eurocopter, obstacles using pre-defined coloring Sikorsky, Bell, AgustaWestland models for real-time display of safe or and Russian Helicopters, said unsafe terrain. Latacz. “We’re generally looking into all possibilities,” he added. “We have, from ’07, delivered 60 to 70 EuroNav 7s.” EuroNav 7 is an update to EuroNav 5, which still has a large installed base of some 1,500 aircraft. Enhancements introduced with EuroNav 7 include an optional Iridium satcom module, developed in conjunction with SkyTrac; inclusion of an optional wireless networking chip so maintenance tasks can be performed wirelessly; and a new control panel, for installations without touch-screen displays. Another aim is to become even better at tailored solutions. “Now we are improving our MMI [man-machine interface],” Latacz said, “although no installation is like another. We do special developments for customers, such as interfaces with other systems–for example, to get radar data onto a moving map.” This latest generation of EuroNav was introduced late last year and EuroAvionics is continuing to evolve the product. Additional capabilities could include a new computer and other modules, such as a digital video recorder. “We’re also trying to get the functionality of other boxes inside our box,” Latacz added. With the new wireless access capability, EuroAvionics is working on an iPad app so operators can control the content of the EuroNav system easily and can up- or download updates to maps and data via the company’s servers. “We also want to offer remote maintenance as we see many problems are [due] to misconfiguration, not hardware problems,” he said. Latacz said EuroAvionics is keeping a close eye on helicopter competitions such as the Armed Aerial Scout, which is the replacement for the U.S. Army’s Bell OH-58D Kiowa Warrior. –I.S.

modern workshops at two sites in Portsmouth. “We’ve been working with GE since 1984, and since that time have processed more than 2,500 of their engines,” said Simon Benson, H+S global sales manager. Benson estimates that the company sees 150 CT7/T700 series engines per year. The engines power a variety of civil and military helicopters, including the Sikorsky S-92A and Black Hawk, AgustaWestland AW101 and Boeing Apache. The GE engine will also power the new AW189 and Bell 525 supermedium civil helicopters. An average engine overhaul at H+S takes 60 days, Benson said. The company recently increased its capacity by adding a second CT7 test cell. In addition to the workforce at

Portsmouth, H+S has supplemental representatives and technicians worldwide who can swap and run engines in the field. Benson sees H+S as ideally located to receive engines from customers worldwide, being just a 90-minute drive from London. Engines serviced by the company include the CT7/ T700 series and GE CT58, Rolls-Royce 250 and Pratt & Whitney Canada JT15D and PT6T. Annual throughput is 500 engines with approximate revenue of $100 million. Certifications and approvals include EASA and FAA Part 145 approvals, UK and international military approvals, CAA approval and ISO9001, AS9100 and ISO14001 quality and environmental certifications. o

www.ainonline.com • March 5, 2013 • HAI Convention News 53

Bell engineers are continuing to develop the fly-by-wire flight controls for the Bell 525 through a system integration lab cockpit simulator in Fort Worth. The helicopter will feature a low-slung instrument panel with four Garmin G5000H screens, futuristic sidesticks and plunging cockpit side windows for excellent visibility.

Fly-by-wire flying the Bell 525 by Mark Huber The Bell 525 is flying off the coast of California en route to the main runway at Camp Pendleton. I beep the fingertip switch on the sidestick collective to slow for a smooth landing, thanks to the new helicopter’s coupled flyby-wire (FBW) controls. I’m not in the real helicopter–it won’t fly until next year– but rather in a cockpit simulator called the SIL (system integration lab) CAB at Bell headquarters in Fort Worth, Texas. Here in this oversized nomotion device, Bell engineers are tweaking the FBW control laws for the new super-medium twin. They’re about 80 percent done, according to Troy Caudill, Bell’s principal experimental test pilot. “We have some work cut out for us, but we are getting there,” he said. Caudill is working with a bank of engineers, seated at mission control-style consoles behind us, to finish the job, including all the engine data and the mechanical response characteristics. Some of those await component completion. Caudill cautioned that the SIL CAB does not quite fly like the real thing. “This is a development tool,” he said. “This is not the final cut.” Nevertheless, just sitting in it and manipulating the controls, you come away with a feeling of just how radically different this helicopter will be. Start with the basic cockpit layout that Bell calls ARC (awareness, reactive, control) Horizon: a low-slung instrument panel with four Garmin G5000 12-inch screens (the

production helicopter will have the G5000H, still under development), the futuristic sidesticks and the plunging cockpit side windows that provide excellent visibility. The middle of the panel still has quite a bit of room left for customer-specified equipment. The engines are Fadec-controlled, so there are no throttles, just a control panel with three-position knobs for each engine (crank, idle, fly). Everything is triple-redundant, but simple. The battery is basically there to start the auxiliary power unit. Switch on, the MFD shows voltage and fuel, then the APU lights and everything comes up, including a simplified checklist. Under standard conditions, Caudill thinks the start-up and departure sequence will take less than five minutes–a big plus for searchand-rescue/medevac operations. Offshore oil and gas is expected to be a big share of the 525’s market, and ARC Horizon is being designed to allow pilots to modify approaches to offshore structures while en route. “The FAA-approved approaches will

be loaded into the system, but a lot of those [offshore] platforms float–the winds change and the platforms move, so the pilot has to have the ability to plug in the final approach course, altitudes and ranges,” Caudill said. With the assistance of a “variable stability helicopter” (VSH), which is a flying Bell 412 test bed operated by the Canadian National Research Council, Bell has been developing FBW for many years. The VSH’s computers are connected to the flight controls and allow the helicopter to simulate the characteristics of various fixedand rotary-wing aircraft. “We brought the VSH down here [Fort Worth] one summer and the non-pilots loved it–until we switched off the augmentation. But it was a good way of demonstrating what control laws can do for you,” Caudill said. Fly-by-wire History

The principle of FBW in helicopters was first broached in a 1962 NATO study entitled, “The Model-Controlled Method for the Development

Bell’s 525 “Relentless,” launched at last year’s Heli-Expo, will feature digital fly-by-wire flight controls. Offshore operator PHI is the launch customer and also heavily participated in the customer advisory panel that shaped the 525’s design.

54 HAI Convention News • March 5, 2013 • www.ainonline.com

of Variable-Stability Aircraft.” Four years later, Bell began flying the X-22 ducted-fan research aircraft with a variable stability system. Caudill acknowledged that the initial FBW tuning for the 525 “was a little too responsive.” I find the controls in the SIL CAB to be extremely sensitive, so I can only imagine. “I’m an old Cobra guy and I kind of like to think sporty,” Caudill admitted, “but this is a larger aircraft and [customers] probably don’t want it that sporty.” Sportiness aside, for Caudill FBW is all about safety. “I don’t think you can overemphasize the safety aspect. There was a lot of [internal] debate on whether to do fly-by-wire or mechanical controls when we started this program. My argument has always been that you can’t put a price on safety. Yes, fly-by-wire costs more, but basic aircraft with mechanical controls always saturate at the worst possible time and pilots get in trouble when they tasksaturate, especially in conditions they weren’t expecting, such as low visibility. That is when they crash. With fly-by-wire, if you don’t like what’s happening, let go. The aircraft will do what it’s commanded to do and then you’ll have the time to figure it out.” When you let go of the controls at forward speeds below 10 knots, the FBW system automatically pulls the 525 into a hover. Caudill used a brownout landing as an example. “Say you are in a really dusty environment, kicking up all this dust, but clear to land. I know what is below me so I can just beep it down and land. I know

the helicopter is going to maintain position. This is one of the major safety benefits of fly-by-wire.” The beeping of the switch on the collective when in coupled mode takes a little getting used to. Past 10 knots, the nose dips a little as ground speed hold mode kicks in. To overcome the gradually increasing force when moving the controls away from the trim point, just hit the thumb button for the force trim release on either the cyclic or collective, pull back and climb. The coupled controls allow lateral inputs while maintaining airspeed and altitude and will return the helicopter to hover if it was displaced from hover. The ball stays centered without touching the pedals. In a turn, the coupled controls maintain the bank angle until the pilot turns or beeps out of the turn. “You really don’t understand the capability that fly-by-wire has until you experience it,” said Larry Thimmesch, Bell vice president of commercial programs. “Yes, it is really nice to fly, but in situations when you have to autorotate, when you need to be looking out the window rather than at the gauges, those critical seconds in the man-machine interface, that is where it can really help the pilot.” “Hopefully when we are done this is going to be an aircraft pilots love to fly. They will not want to get out of the cockpit,” Caudill said. Heli-Expo attendees have a chance to test a 525 cockpit simulator at the Bell booth (No. N5612). o

January 16, 2013 0700 hours Gulf of Mexico DART is there. When it comes to dropping off workers at rigs in the Gulf of Mexico, battling raging forest fires in British Columbia or performing maritime search and rescue in some of the world’s most treacherous conditions – it’s the equipment that counts. Whatever your mission, DART has the products and services you need to make it successful.

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