Flyer's 2020 Helicopter supplement

PISTON TURBINE CONVERT PPL(A) TO PPL(H) ADVENTURES… AND MORE!

Helicopters FROM THE MAKERS OF

Learn Fly Buy EXPLORE THE SKY ON ROTARY WINGS

Rachel Ingram, Helicopters Guest Editor

© Seager Publishing 2019

CONVERT TO PPL(H)

flyer.co.uk

GO ON ADVENTURES

BUY YOUR OWN November 2019 | Helicopters |

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Helicopters

Welcome Subscriptions

Editorial Telephone +44 (0)1225 481440 Email editor@seager.aero Website www.flyer.co.uk Seager Publishing, 9 Riverside Court, Lower Bristol Road, Bath BA2 3DZ EDITOR Ed Hicks ed.hicks@seager.aero NEWS EDITOR Dave Calderwood dave.calderwood@seager.aero PRODUCTION EDITOR Lizi Brown lizi.brown@seager.aero ART EDITOR Ollie Alderton ollie.alderton@seager.aero ADVERTISING MANAGER Simon Moss simon.moss@seager.aero ADVERTISING ACCOUNT MANAGER Zoe Yeo zoe.yeo@seager.aero ADVERTISING ACCOUNT EXECUTIVE Jake Horwood jake.horwood@seager.aero PRODUCTION MANAGER Nick Powell nick.powell@seager.aero At FLYER we aim to produce the best possible magazine for our readers. All correspondence is welcome and will be read, but we can’t guarantee a written reply. We welcome contributions from readers, and guidelines are available from us. We take great care to ensure what we publish is accurate, but cannot accept any responsibility for any misprints or mistakes. Our reviews examine what we believe to be a product’s most important points, but readers are advised to check that a product suits their needs before purchasing. No part of this publication may be reproduced in any form without permission.

© Seager Publishing 2019

The thrill of helicopters

I

ntrigued about helicopters? If you’re reading this, it’s hopefully because you’re interested in finding out more about this magical form of flying. And when I say ‘magical’, I don’t just mean that rotary flying is a spellbinding way of seeing the world. It really does seem almost supernatural the way a helicopter defies the laws of gravity. Perhaps that’s why they capture the imagination.

I came to rotary flying from a fixed-wing background, and from the moment I took my first trial lesson in a dinky little R22 I’ve been bowled over by how much freedom you have in a helicopter. Having been flying fixed-wing for years, I couldn’t then quite believe I could land anywhere, come to a stop in mid-air and always take-off into wind.

I took the plunge and raided my savings account to complete the PPL(H), as helicopter flying was the big new challenge I’d been looking for. Two-and-a-half years, 100+ hours, six types, 25 landing sites and countless wonderful new friends later, I’m still very much at the beginning of my helicopter flying journey – and I’m constantly aware of how much there still is to learn.

I often reflect that it’s only now that I can appreciate just how much work Keith the Pilot was doing flying Anneka Rice about the country in that Treasure Hunt JetRanger – an early inspiration for me, as doubtless for many other rotorheads. Whether you’re thinking about booking your first trial lesson or you’re in the market for a helicopter of your own, I hope you find plenty to inspire you in the following pages.

Rachel Ingram, Helicopters Guest Editor

Cover image: Ollie Tennant

Telephone +44 (0)1225 481440 Email subscriptions@seager.aero Website www.subscriptions.flyer.co.uk

November 2019 | Helicopters | 3

Helicopters

Contents 03 Editorial

10 First Solo

06 News

12 Buyer’s Guide

08 News Extra

18 Learning to Fly

Rachel Ingram introduces the delights of helicopter flying

Some of the latest events and developments in the rotary flight world The next revolution in vertical flight?

We look at the eVtol revolution

10

Since learning to fly in his forties, Peter Wilson, has flown in 96 countries

A look at the most popular GA helicopters types on the market today Flying a helicopter is a unique and challenging skill, so why not start?

24 Convert PPL(A) to (H)

Converting to helicopters from fixed- wing. What it entails and how to do it…

29 Rotary Adventures

A new and exciting world opens up once behind the controls of a helicopter

34 Rotary World QSY

A ‘must read’ book, plus a pyro spectacle night air display by one helicopter pilot

12

24 18

29

November 2019 | Helicopters | 5

Helicopters

News Garmin IFR cert

Garmin has received IFR certification for its G1000H NXi integrated flight deck, installed in a Bell 407GXi. “We are excited to bring the first IFR certified Garmin integrated flight deck to the single-engine rotorcraft market,” said Garmin’s Carl Wolf. www.garmin.com/helicopters

Robinson repairs

Robinson Helicopter has expanded its FAA/EASA approved Repair Station at its Torrance, California HQ by opening a stand-alone 37,000 square foot facility dedicated to repairs and overhauls. The new facility is set-up to efficiently tear-down, clean and inspect components, engines and complete aircraft, before reassembly, paint, flight test and delivery. www.robinsonheli.com

Secret Sikorskys

Sikorsky is to build six new VH-92A presidential helicopters – known as ‘Marine One’ when the president is on board.

Visiting heads of state and the vice-president will also use the aircraft. Pilots in the Presidential Helicopter Squadron HMX-1 are already training on simulators. www.lockheedmartin.com/ sikorsky

6 | Helicopters | November 2019

Vertical Flight Expo opens at Farnborough Europe’s top helicopter show has a new name – Helitech is now known as the Vertical Flight Expo & Conference. The Expo will be staged at Farnborough’s new exhibition centre from 5-7 November 2019, in partnership with the British Helicopter Association.

The change of name recognises that the helicopter industry is going through a period of huge change, with unmanned drones taking some of the tasks that used to be the work of helicopter operators, and the new industry of vertical take-off and landing air taxis (see p8) on the edge of becoming a reality.

What is still the same is that the Expo is a meeting place for anyone interested in helicopters, whether as a pilot, operator or supplier. It’s a place to see the latest products, latest helicopters, meet industry colleagues and attend useful seminars.

Among the sectors represented will be Oil & Gas, medevac, Search & Rescue (SAR), agriculture, media, charter, avionics, maintenance and training.

The key features for the 2019 event: n Fly in for Free: Fly in directly to Farnborough Airport with no landing fees. n Conference: Keynote speakers from across the industry will provide insights on the latest market trends, UAV-Helicopter operations, firefighting and SAR missions, regulation updates and more.

n Connect Drinks reception: Opportunity

during the show for visitors to make new contacts with attendees at the show. n Matchmaking: A free online business meeting platform to connect with exhibitors. n Exhibitors: 200+ booked exhibitors and suppliers. n Test flights: Exhibitors have the chance to offer attendees test flights and live demos.

Tim Fauchon, chief executive of the British Helicopter Association, said, “The show is a great opportunity for operators, suppliers, and the customers of the industry to meet and view new products and services. The conference programme is a fantastic education tool, with important discussions on topics such as safety as well as the wider changes that the industry is facing.”

Opening times: Tuesday 5 November: 0930-1700 Wednesday 6 November: 0930-1700 Thursday 7 November: 0930-1530 Location: Farnborough International Exhibition and Conference Centre, Etps Road, Farnborough, GU14 6FD. Tickets: Free by registration www.verticalflightexpo.com

News

New look for London’s heliport

Kopter’s SH09 third prototype flies higher and faster in Sicily It’s not often a new manufacturer comes along in aviation but a Swiss company is edging towards type certification of its first helicopter.

Kopter, which used to be known as Marenco Swisshelicopter, is flying its third prototype (P3) with the aim of obtaining EASA certification in 2020 for the SH09 single-engine 2.5-ton class helicopter.

P3 joined Kopter’s 20-strong flight test team at Pozzallo, Sicily earlier this year for a season of intensive flying.

Pozzallo provides the perfect operational conditions to conduct the SH09 flight test campaign needed during certification, said the company, with limited restrictions and favourable weather conditions throughout the year. It also provides the opportunity to experience a demanding climate with hot temperatures, high humidity, strong winds and a salty atmosphere.

Over a period of two months, the flight test crew performed 34 flights with P3, allowing the aircraft to reach around 100 flight test hours. The first major inspection has been carried out successfully.

The major outcome is the opening

up of the SH09 flight envelope to 10,000ft and a speed of 135kt.

“During all flights, P3 performed as expected and generated a large volume of valuable data that are being used to finalise the design of the serial production SH09.”

The next phase of the flight test campaign will come after implementing some aerodynamic refinements to improve handling and the retrofit of the main gear box housing. Then P3 will go higher, faster and further, as the saying goes. www.marenco-swisshelicopter.ch

Superyacht company Edmiston has taken over as title sponsor of The London Heliport, bringing a new look to the Thamesside heliport, the only CAA-approved heliport in the capital.

Edmiston chief executive, Jamie Edmiston said, “We have made a long-term commitment to this key London gateway. Our aim has been to bring the rigorous focus, attention to detail and teamwork that you would find on board a large yacht, to the operation of this heliport. Our objective is to deliver the best possible experience for those who use London Heliport.”

London Heliport has been operating since 1959, and is approved for up to 12,000 movements a year, serving mostly business aviation and the emergency services. It operates flights to special events such as Royal Ascot, Glastonbury and the British F1 GP. You can also take a sightseeing flight from the heliport with London Helicopters.

It is owned by the Reuben brothers who also own London Oxford Airport. www.londonheliport.co.uk

Key features of the SH09: n Flat cabin floor n High ceiling n 5-8 crashworthy seats n Rear clamshell doors n Low noise output n Glass cockpit n 5-blade main rotor n Shrouded tail rotor n Honeywell HTS900 turbine with max power of 1020shp n Composite cabin with crash-resistant cell n Cruise speed 140kt n MTOW 2850kg November 2019 | Helicopters | 7

Helicopters News Extra

eVTOL revolution Vertical take-off and landing (VTOL) air taxis and personal air vehicles are all over the news but what’s really happening? Is anyone ‘cutting metal yet’? Dave Calderwood reports The electric vertical take-off and landing air taxi/ personal vehicle is an incredibly compelling idea and, according to the Vertical Flight Society, there are 200 such projects in development.

The Society’s online World eVTOL Aircraft Directory, launched in 2017, lists the electric and hybrid/electricpowered VTOL aircraft in development by aerospace companies, entrepreneurs and inventors around the world.

So who’s actually making progress?

German company Volocopter recently flew its prototype at Helsinki Airport, successfully fitting in with air traffic control and the commercial airliners, a hugely important step.

Next month, Volocopter and Skyports will showcase the world’s first full-scale air taxi vertiport prototype at the Intelligence Transport Systems (ITS) World Conference in Singapore. And just recently, Volocopter showed the design concept for its third 8 | Helicopters | November 2019

Main Volocopter’s new VoloCity Inset Volocopter at Singapore Skyport Below Bell Nexus

prototype, the VoloCity, which will be built to meet new airworthiness regulations announced by the European Aviation Safety Agency (EASA).

No wonder that Volocopter has just secured an additional €50 million in investment cash, bringing its total funding to €85m. Leading the latest financing round is China’s Geely Holdings, a conglomerate which already owns Geely Auto, Volvo Cars and Lotus sports cars.

“Urban mobility needs to evolve in the next few years to meet rising demand. With our Volocopter air taxis, we are adding a whole new level of mobility in the skies,” said Florian Reuter, CEO of Volocopter.

“The new funds will be used towards bringing the VoloCity aircraft to commercial launch within the next three years.”

Li Shufu, Geely Holding chairman, said, “Geely is transitioning from being an automotive manufacturer to a mobility technology group, investing

in and developing a wide range of nextgeneration technologies.

“Our latest cooperation with Daimler, building on our partnership in smart and premium ride-hailing services, as well as our joint venture with Volocopter underlines our confidence in Volocopter air taxis as the next ambitious step in our wider expansion in both electrification and new mobility services.”

Delivery drone

So there are big bucks involved in eVTOLs and existing helicopter manufacturers are keen not to be left behind.

Bell Helicopter, for instance, changed the company name last year to Bell Flight and is busy developing a family of eVTOL vehicles. Just last month it made the successful first autonomous flight of the Autonomous Pod Transport (APT) 70 at the company’s test site near Fort Worth, USA, with test flights continuing under an experimental type certificate for the rest of the year. The APT 70 is a delivery drone, with a payload of 70lb and a top speed of 100mph. It’s designed for rapid deployment, quick reconfiguration, and nimble battery swap and recharge, and will undoubtedly influence its future people carrying Nexus VTOL. Airbus, too, has a range of eVTOL projects and has revealed the Vahana single-seater with two tilt-wings carrying multiple electric motors, and also the CityAirbus, a much bigger aircraft to carry four passengers. It also looks remarkably like the helicopters ‘flown’ in the movie Avatar...

The CityAirbus is an all-electric, four-seat, multicopter vehicle demonstrator that is remotely piloted. A full-scale demonstrator conducted its first take-off in May this year. It has four ducted high-lift propulsion units. Eight propellers are driven by electric motors at around 950rpm for a low acoustic footprint. Its cruise speed will be approximately 120km/h on fixed routes with up to 15 minutes of autonomy.

Vahana is a self-piloted, all-electric, single-seat, tilt-wing vehicle demonstrator. ‘Self-piloted’? It has onboard detect-and-avoid systems that can identify both air and ground hazards. Vahana has flown more than 80 full-scale test flights.

Above Avatar-inspired CityAirbus

Above The UK’s NeoXcraft

Above Ehang 216 with human passenger Below Airbus’s Vahana single-seater project, also now flying

necessary, be commandeered from a command-and-control centre on the ground.

So are there any British contenders?

Nottingham-based VRCO is working on the NeoXcraft high performance aerial vehicle which concept illustrations show another escapee from the set of Avatar. However, the company’s website (www.vrco.co.uk) has shifted direction towards a new project called Airvolution. It’s not clear whether that’s a new name or a completely new project. At the recent Global Urban Air Summit, held at Farnborough in September, VRCO was saying it intended to have a full-size NeoXcraft aircraft next year.

According to one report by investment bank Morgan Stanley, the urban air mobility market is expected to reach US$1.5 trillion by 2040. German consulting firm Horvath & Partners estimates the number of flying taxis could exceed 23,000 by 2035 and that about 240 cities will allow flying taxis in the years between 2025 and 2049.

With such projected demand, no wonder companies are falling over themselves to take part.

It’s a challenge for the regulators too and, as mentioned, EASA has taken a first step which it calls, ‘(A) first building block to enable safe VTOL operation and new air mobility in Europe’.

Patrick Ky, EASA executive director, said, “We are actively engaging with the industry to develop the right technical requirements to take benefit of the new technologies bringing safety and environmental benefits to the community. The establishment of a common set of conditions for the certification of these new concepts of vehicles will enable a fair competition on the European market as well as clarity for future manufacturers and their investors.”

A Special Condition was published by EASA in the summer and provides a framework for manufacturers to develop person-carrying VTOL heavier-than-air aircraft in the small category, with lift/thrust units used to generate powered lift and control.

The small category covers aircraft with up to nine passenger seats and a maximum certified take-off mass of 3175kg.

The Special Condition for VTOL is here: www.tinyurl.com/easavtol

Passenger flights

Meanwhile, one of the early pioneers, Chinese drone company Ehang, has made several passenger flights with its 16-rotor Ehang 216 autonomous aerial vehicle (AAV).

The most recent was at the 2019 Northeast Asia Expo, Changchun in August. In a company released video, a nervous looking young woman can be seen getting into the aircraft and being flown over the expo site. She reported the flight felt safe, stable and comfortable. The Ehang’s only issue is that its rotors are mounted low at around knee height meaning everything has to stop for exit and entry.

However, the two-seat Ehang 216 can carry a load of up to 220kg on flights up to 22 miles at 130km/h. Passengers only need to choose their destinations on a mobile app. The AAVs will fly autonomously on pre-programmed routes, which include taking off, landing vertically, and conducting U-shaped travel. The vehicles will be tracked and can, if November 2019 | Helicopters | 9

Helicopters

My First Solo

Peter Wilson Even though he only started flight training in his forties, globe-trotting helicopter pilot Peter Wilson has now flown a helicopter in 96 countries Words by Yayeri van Baarsen Solo stats

Raising awareness for sustainable development and money for charity, Peter Wilson has undertaken three remarkable journeys in a Robinson R66, and been awarded the Royal Aero Club Britannia Trophy

H

ow did you get into aviation?

In the Rhodesian military we were carried in helicopters and, aged 19, I liked the idea of flying one but didn’t have the money. Moving to the UK, I became an engineer and it wasn’t until I was in my forties that I had the financial means to start learning to fly. I had my first trial lesson aged 41 when my wife bought a voucher for Wycombe Air Park. I thought, “Wow, this is brilliant, I need to be able to do this!”

How did your flight training go?

As I was still working, I could only fly at weekends. I learned in a Robinson R22 and, being an engineer I loved the whole machine – the noise, the smell, the challenge of physically learning to fly it and later on combining this with weather, radio and navigation.

Helicopter training builds up progressively and after a while I began to understand the controls. You’re always moving them together which is complicated, like patting your head and rubbing your tummy at the same time. After a while it clicked, it wasn’t accurate or perfect, but I was flying fairly straight and level.

Were you nervous before your first solo?

Obviously there was some apprehension but I wasn’t scared, I knew I could do it. I was delighted and very excited, filled with adrenaline.

We’d talked through every step, but nothing can prepare you for the actual experience of flying solo.

Suddenly the helicopter was lighter, I immediately noticed it was carrying 80 kilos less. After hovering my instructor gave me the thumbs up, so I transitioned into the circuit. When I landed, he asked me if I wanted to go again. My answer, “Yes, please!” Afterwards, I explained every single little detail of that 12 minutes flight to anyone who was willing to listen, I just couldn’t stop talking about it.

How did you get into long-distance flying?

I built my hours working as a flying instructor on the weekends and occasionally I’d go on little expeditions, such as flying into Paris or around the Welsh mountains. This gave me a taste and made me realise the helicopter could do so much more than what I was doing with it. A flight to Moscow in 2015 had me hooked. Then followed the Three Journeys Round expeditions, flying an R66 round Africa, round the world and round Latin America. I’ve now flown a helicopter in 96 countries. None of it would have been possible without the help of Leon Smith at Helicopter Services.

10 | Helicopters | November 2019

When 18 October 1998 Where Wycombe Air Park Aircraft Robinson R22 Hours at solo 24 Hours now 2,070

How has rotary flight influenced your trips?

Well, I certainly had to stop for fuel a lot, during my RTW flight I stopped 110 times, whereas with a Cessna 182 I’d only have needed about 25 stops. Rotary flight is unstable and much more engaging. In Africa I didn’t have an autopilot so I was physically flying the helicopter all the time, solo!

Obviously, with a helicopter you don’t need a runway. Being able to land in a really small space has allowed me to visit various charity and conservation projects directly with the helicopter. I’m planning to circumnavigate the globe again, visiting just nine countries, in 2021.

What’s been the most memorable bit of your journeys?

Landing on a floating iceberg in Greenland. Seeing ice breaking off these 300ft tall glacier walls, I asked the guy from Ilulissat ATC who was sitting next to me, “Can we land on one of these?” So we searched for one that looked safe. It was really fun, but they’re slippery. An iceberg isn’t flat, so the skid only rests on a few points. Also, the weight and pressure of the helicopter causes the ice to melt. You sink into it, which gives you the feeling of being stuck, and you have to wiggle a bit to lift up again.

What do you consider special about helicopters?

Although fixed-wing aircraft are capable of flying higher, further and faster, you need to leave the aircraft to really see the sights. With a helicopter, you’re able to see everything while flying. Through the bubble I can take pictures without there being a wing in the way. A helicopter can hover, fly low-level and bank over, which is as close as possible to what a bird can do, plus you can fly a lot slower and in less good weather than a fixed-wing. There are so many deserted places you can access in a helicopter – just land, get out and enjoy nature. In South America, we rendezvoused at sea with a yacht, hovering right next to it.

Experiences like these make helicopters so special.

What do you love about flying most?

The freedom. It must have been how the cowboys felt riding their horses across America. You’re out in the open and if you look after the animal, it looks after you. It’s the same with me and the helicopter. She’s been on all my journeys and has aged over time. My favourite moment is just before take-off on the first flight of a new mission. That’s when I tell her, “Here we are. It’s perfect, just you and me now, let’s go!”

Helicopters

Buying your own helicopter There’s plenty of choice when it comes to finding a helicopter of your own, so what are the most popular GA helicopter types in today’s market?

W

hether you’re using it for business meetings or it’s just a toy, having your own helicopter has to be the ultimate sign that you’ve ‘made it’ in life. But how do you go about choosing the machine you’ll be proudly landing in your back garden? We take a look at some of the most popular types on the market today.

tends to accrue its hours faster than its years when it comes to the 2,200-hour rebuild, so a half-life R22 may be ‘younger’ than six years. A new R22 will set you back about £240,000+ VAT depending on the avionics spec, while a fully overhauled, repainted and retrimmed aircraft will be around £195,000. A half-life machine will be about £80,000 to £100,000.

Whether you opt for the R22 or one of its bigger cousins, “A big benefit of a Robinson is that you’re working with known costs,” explains Brian Kane. “Buying, depreciation and maintenance and running costs are predictable.

Robinson helicopters are also very reliable, and provided you buy, maintain and operate it within the manufacturers’ design envelope, it won’t let you down.”

Robinson R22

Guimbal Cabri G2

12 | Helicopters | November 2019

The two-seat Cabri G2 is the brainchild of Bruno Guimbal, a former Airbus engineer. Touted as ‘the little big helicopter’, it’s now a major rival to the R22 as a training aircraft, despite the current lack of a four-seat equivalent.

Its comfort, great cockpit visibility and easy walkaround also make it an increasingly popular option for the private owner.

The rotorhead and fenestron tail rotor are mini versions of those you’ll see on bigger Airbus helicopters like the EC120, and the cockpit comes with Electronic Pilot

Heligroup

Below left Robinson R22 two-seater Below right Cabri G2

Nigel Paine

While most private owners opt for the bigger and faster R44 or R66 Turbine, the two-seat piston-engined R22 remains a great option for owners and schools alike. Its latest and most powerful incarnation is known as the Beta II, which has a cruise speed of around 70 to 80kt and is used primarily for training.

“The R22 was actually designed by Frank Robinson as personal transport, but it’s been adopted by the industry as the most popular training aircraft thanks to its lower costs,” says Brian Kane, Sales & Marketing Director of Heli Air, an official Robinson distributor for the UK. “Ninety per cent of the R22s we sell are run by flight schools for pilot training,” Kane adds, “with most bought by a mix of flying schools and private owners who want to support their running costs by leasing to a school.”

Because they’re such popular training aircraft, the R22

Buyers Guide

Management (EPM) as standard. The G2 has undergone extensive crash tests and has certified crash-absorbing seats.

If you learned on a Robinson, the G2 will take a bit of getting used to. It’s smoother and more stable than an R22, but the pedals work the opposite way round and you’ll need to be hot on them to handle the fenestron. But, while the three blades mean it takes up more hangar space, they also mean you don’t have to worry about negative G. Auto carb heat means that although its Lycoming engine isn’t fuel-injected, you don’t need to think about carb heat either.

You even have a trim button on the cyclic that allows you to briefly take your hands off the controls.

“With the incorporation of cutting edge technology, coupled with large helicopter stability, the Cabri G2 provides safety levels only found in larger modern helicopters,” comments Ed Sale, Director of UK Cabri dealer HeliGroup. “We have seen continued demand for the Cabri G2 within the training arena, and an increase in private owners purchasing the Cabri G2 for their own personal use.”

When it comes to maintenance the G2 is remarkably simple. There’s no hours-based airframe overhaul – only the engine and gearbox must undergo this – and everything else is on condition except for a 15-year life on the fuel bladder and a 12-year life on the seat belts. Parts are dispatched within days from Guimbal HQ, and the manufacturer recently came top in a poll on service support. With the airframe and rotors built from composite, and the advantage of a semi-glass cockpit, the upfront purchase cost is higher – somewhere in the region of €360,000 plus taxes for the full spec – but over the life of the aircraft the lack of rebuild makes it cost-effective.

Raven I engine but has its rear seats converted into luggage bays. That means it only seats two people (great for a couple, not so good for a family of four), but its time between overhaul is extended by 200 hours to 2,400 hours.

R44s can be fitted with a full suite of the latest avionics, and a full-spec R44 would have Garmin G500 1060TXi coupled to a Garmin GTN750 navcomm, which can drive HeliSAS autopilot and stabilisation, along with a GTX345 Mode S ADS-B in and out.

The R44 may be the world’s best-selling GA helicopter, but that doesn’t necessarily mean that they’re easy to get hold of. “There’s a shortage of good used R44s,” comments Brian Kane of Heli Air. “There aren’t many half-life machines available because six years ago, we were in the middle of a recession.” However, maintenance and parts are easy to come by and manufacturer support is readily available for this popular machine.

The average cost of a new Raven II is around £450,000 + VAT, but full spec avionics could add £100,000 to this. A half-life machine averages around £250,000 to £270,000 + VAT.

Robinson R66 Turbine

Below left Robinson R44 four-seater Below right Robinson R66 Turbine

The Tecnam P2010 is a modern four-seater with a full glass-cockpit

Rachel Ingram

The piston-engined R44 is the more powerful, four-seat version of the R22, with a cruise speed of around 100 to 110kt. It comes in several variants, the most popular being the Raven II, which has a fuel-injected Lycoming IO-540 engine. Previous versions are the Astro followed by the Raven I, which is fitted with ‘carb heat assist’ that opens and closes the carb heat to match what you’re doing with the collective. The Clipper I and II are the same as the Raven I and II, but fitted with pop-out floats for added safety over water.

The latest R44 offering is the Cadet, which has a

Sloane Helicopters

Robinson R44

The five-seat turbine version of the R44, the R66, is Robinson’s competitor to the Bell 206 JetRanger. With a lower purchase cost and lower fuel burn (20-22 usg an hour compared with 34-36 usg for the JetRanger), the R66 is a worthy rival to the JetRanger, and it’s faster, smoother and quieter than the R44 with a similar cruise speed.

The R66 is designed to be the perfect family touring aircraft – the ‘Bentley’ of the helicopter world, according to Brian Kane of Heli Air – with a big luggage hold. It can be equipped with air conditioning and the full suite of avionics, including the state-of-theart HeliSAS autopilot and stabilisation system – an option not currently available for its rival, the Bell 505.

While it costs twice the price of the R44, maintenance costs are typically lower because the jet engine is less complex than the R44’s piston engine.

What’s more, as Kane points out, “The R66 holds its value well, because there are few in the market.”

The average cost of a new R66 is $1.15m to $1.2m +VAT, while you can pick up a half-life machine for half a million.

November 2019 | Helicopters | 13

Buyers Guide

R44: An owner’s perspective

Robinson Helicopter

For owner Robert Hobbs, the R44 was the most convenient and versatile option. “It has four seats, so I can take the family up – even during training this makes it more sociable than any two-seater,” he comments. “The R44 was the most reliable and cost-effective four-seater that I could buy new, and the airfield I live by had a dealership. It’s not exactly ‘cheap’, but it’s worth every penny.”

Robert uses his R44 for ‘total relaxation’, taking his family to ‘pubs, restaurants and hotels, as well as fun events like Henley Regatta or flying customers around the UK’. He supplements his private use by leasing it back to the school. “I even make an operating profit some years!” he jokes.

Of the overhaul costs, Robert says: “The 12-year overhaul has just arrived, and that is a higher cost than the original purchase was – thanks in large part to the exchange rate difference between today and 12 years ago. We hit over $2 to the pound the week we bought it!”

Picking the right helicopter for you Choosing a car is challenging enough, so how do you go about deciding which helicopter is going to suit you best? The first question is what you’re planning to do with it. Will it be just a toy, or will you be using it as a means of commuting from A to B? How far will you generally want to travel?

Budget will likely be a determining factor in what options you have available, so you’ll need a clear idea of the annual costs of ownership, including insurance, hangarage and maintenance, plus extra costs such as getting a type rating and your annual proficiency check. Leasing your aircraft to a helicopter school may be an option if you want to recoup some of the running costs, and this will be more readily available if you pick a helicopter that’s popular for training or charter.

When it comes to viewing helicopters for sale, unless you’re buying a brand new one, one of the first things to determine is how much life it has left – in other words how many hours or years the airframe has before overhaul, or with some manufacturers, how many hours component parts such as the engine and gearbox have left. This has a huge effect on the value of the aircraft, but a higher hours aircraft could suit you if you’re not going to use your machine that often.

Try to get a sense of the helicopter’s history from the dealer. How many owners has it had, how much usage and what kind of usage? Where has it been kept? It’s also worth asking what’s included in the sale. If it comes with a full set of Bose A20s, that’s several thousand pounds you’ve saved.

A helicopter of any size is a major investment, so you might want to consider having a professional survey carried out before taking the plunge.

14 | Helicopters | November 2019

Right Bell 505, the new Jet Ranger X Below right Bell 206, the old guard and original JetRanger Brian Johnstone

Helicopters Helicopters

Bell 505 Jet Ranger X

While the popularity of the original 206 JetRanger continues, its latest incarnation is a worthy successor. The Bell 505 Jet Ranger X has the same great handling of its predecessor, but with a full glass cockpit powered by a G1000H avionics system that comes as standard. Even the back-up instruments are electronic.

Comfortably seating five people – and without the original JetRanger’s bulkhead in the way – the 505 brings the Bell icon right up to date. As well as its impressive glass cockpit, the other major advantage of the 505 over its predecessor is the start, which, thanks to the FADEC, is difficult to get wrong. Unlike the complex start in a JetRanger, the 505 is as simple as the press of a button. It cruises smoothly at 125-130kt and autorotation is a non-event.

Robert Hields operates a 505 on behalf of a private owner at Hields Aviation, based at Sherburn in Elmet. He comments: “Bell listened to us all and produced a great, light single to replace a classic. I personally don’t think it’s as attractive to the untrained eye as a standard 206L, or an early 206. The horizontal stabiliser looks like an afterthought, but it’s aerodynamically perfect in my opinion, and the rear damper looks like a hobby bolt-on but works well to eliminate vibration. But from the pilot’s cockpit position, it’s truly a different world. She lifts well, flies smooth, and is comfortable for crew and passengers.”

“The real test will be in time,” he says, “but I think the 505 will prove to be a great product for Bell and a worthy replacement of the original concept. It deserves to be called a JetRanger!”

The 505 has a higher price tag than the R66, at around $1.3-1.5 million.

Bell 206 JetRanger

The icon of the helicopter world, the four-seat Bell 206 JetRanger hasn’t changed its basic shape and design since its inception in the 1960s, and it remains incredibly popular to this day.

Buyers Guide

Bell JetRanger: An owner’s perspective Brian Austen owns and runs Oaksey Park Airfield and has had a Bell 206 for 10 years.

“I found the JetRanger overall just the best all-round helicopter,” he comments. “It’s easy for parts, as they made loads, it has a huge safety records and does everything it says it’ll do. “Having two blades means it’s easy to park and hangar. You can’t just chuck it about, but it’s a proven machine.”

Though he now uses it purely for pleasure, as a former circus promoter Brian found his JetRanger perfect for travelling around the country visiting circuses wherever they happened to be. “There’s no being stuck at an airport waiting for a taxi – it’ll take you directly to wherever you need to go and do everything you want it to do,” he says.

Brian decided on a JetRanger after running a successful business buying and selling ex-military helicopters at Thruxton. “Having done that for ten years, and having owned an ex-MoD Gazelle that was horrendously expensive on parts, I wanted to try something new. I’d learned on an Enstrom but that was underpowered. I found the Hughes 500 noisy and heavy on the controls, and the R66 twitchy and not very stable in the air.

“The JetRanger is incredibly tough, and for a private pilot doing 100 hours a year, the on-going costs work out at about £800 an hour. There are so many Jet Rangers around that used parts are easy to get hold of.”

And, proving that JetRangers are as in demand as ever, Brian says: “It’s gone up in value by about £150,000 in the ten years since I bought it.”

R66: An owner’s perspective R66 owner Martin Varley says, “The R66 was an easy decision in many ways. I had an R44 rating, and in speccing a ’66 I loved the idea of the glass cockpit/autopilot/HeliSAS and saw the 5.5 hours range as a real game-changer. Costs on every sensible comparison make it an even easier choice.

“For me, its only competition was a Bell 505, which looks nicer but loses out on every other spec, is relatively unproven and is 30 per cent more expensive. The 505’s three-hour range limited me also.

“The true operating costs of the R66 mean that ICE Helicopters, who now have it on long-term lease, are able to offer it for training at the same price as an R44, and frankly that is a ‘wow’ moment in the helicopter business. Apart from the sound of hearing that Rolls Royce engine start up, the payload, range and capability means that when a student gets a PPL, they are already in the Turbine club, where fuel is a whole lot cheaper and more useful for landing at hotels and private sites.

“The popularity of the R66 for training has exceeded all expectations and I will be ordering a second one, albeit ’steam’ to be more focused on training. Big fan!”

Right Hughes 500

Brian Johnstone

Helicopters Helicopters

It holds the enviable title of being the safest and most reliable single-engined aircraft of any kind in the world.

The JetRanger cruises at up to 120kt and for a turbine, they’re responsive and agile on the controls.

Being an old machine, they don’t tend to have the state-of-the-art avionics available for more modern turbines like its successor, the 505. However, there are lots of JetRangers around, and correspondingly plenty of maintenance organisations, making them a great choice for the private owner.

A JetRanger costs an average of around £270,000 to £300,000 for an old one (1970s/1980s) and around £400,000 to £500,000 in good condition with low component times. Note that the Tension-Torsion (TT) straps must be changed every two years or 1,200 hours.

Hughes 500

The left-hand drive Hughes 500, also known as the MD500, seats four or five people depending on whether there’s a jump seat that has been installed between the front two seats.

You’ll tend to find older instrument panels in this machine, and it has a more limited range of 1.7 hours, but it makes up for it with a cruise speed of up to 130kt.

Dave Usher, Senior Sales Manager at HAI Air Ltd, comments, “Speed and agility are what the 500 is really good at. They’re also great for utility work, but not brilliant for charter because they’re quite cramped in the back due to the engine position. AS350s, Bell 206s and R66s tend to be more popular here. You could say 500s are like a sports car – the Ferrari of the single engine helicopter.”

While their speed is impressively quick for a singleengine helicopter, Dave adds, “The 500 was never really built for the private owner who just wants to fly about.

People either use them for utility, or for a real toy. They tend to go to a more experienced pair of hands – they’re great fun to fly, but fast and agile, and with that comes more risk.”

It’s also worth bearing in mind that maintenance is harder to come by. There aren’t many 500s in the UK, and the specialist maintenance organisations they ideally need are few and far between. Parts can be difficult to get hold of.

These machines hold their value, and you can expect to pay at least £400,000 to £500,000 depending on the life left on component parts.

Where to buy Heli Air: UK Robinson dealer www.heliair.com HeliGroup: UK Cabri G2 dealer www.heligroup.com/cabri2

16 | Helicopters | November 2019

HAI Aviation: Jet Ranger, Hughes 500 www.hai-air.com Sloane Helicopters: UK Robinson dealer www.sloanehelicopters.com

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Hayward Aviation | +44 (0)20 7902 7800 | www.haywards.net Hayward Aviation is a trading name of Arthur J. Gallagher (UK ) Limited which is authorised and regulated by the Financial Conduct Authority.

Registered office: The Walbrook Building, 25 Walbrook, London EC4N 8AW. Registered in England and Wales. Company number 1193013 VAT number 484 7462 09

Helicopters

Live, love and learn

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Learning

Learning to fly a helicopter covers a range of emotions – from sheer exhilarating joy to ‘daring do’. But it also requires practice and patience. What are you waiting for?

F

rom Airwolf to air ambulances, Treasure Hunt to Chopper Coppers, there’s something about helicopters that captures the imagination like nothing else. Perhaps it’s their association with daring rescues, luxury lifestyles and landing here, there and everywhere à la Anneka Rice? Perhaps it’s just that they’re noisy and complicated? Whatever it is that gives them such mystique, getting up close to one is a genuine thrill. But what’s it really like to learn to fly a helicopter?

Getting to know the helicopter

It probably won’t surprise you that flying a helicopter is harder than those TV helicopter heroes make it look. In the beginning, it’s information overload as you start getting to know the machine. During your first few pre-flight checks, you’ll wonder whether you’ll ever be able to make sense of the instrument panel, let alone remember the difference between a ‘flex coupling’ and a ‘yoke flange’.

In the cockpit, you’ll start by getting used to the controls.

In your right hand you hold the cyclic, which is the ‘stick’ that controls your direction in flight. In your left hand you have the collective, the ‘lever’ with the throttle on the end of it, which simultaneously controls the pitch of the blades and applies power, controlling up and down. The pedals for your feet control the tail rotor and therefore the yaw, counteracting the engine torque and also controlling your direction in the hover.

Your early flight training

Your first flights will be about familiarising yourself with the helicopter and the effects of the controls. You’ll get used to handling the helicopter in straight and level flight, learning how to fly in a straight line and maintain a particular altitude (harder than it sounds!) before trying your hand at turning, climbing and descending.

Each of these early lessons will involve some hover practice, which is the most challenging aspect of helicopter flying; it requires the precise coordination of all three controls to hold the helicopter still in mid-air. After getting the hang of each control on its own, with your instructor taking the others, you’ll get to start practising all three at once. You’ll be wobbly at first, but once you start developing the muscle memory it will fall into place and you’ll soon be hovering and hover taxying around the airfield, and performing turns on the spot.

Once you’ve mastered a stable hover, you’ll be able to start learning how to take-off and land. In the beginning, this means developing the finesse needed to lift slowly into a hover and then settle the aircraft gently back onto the ground. Then you’ll progress to transitions – climbing out of and descending into a hover – and later on, you’ll learn more advanced things like landing on sloping November 2019 | Helicopters | 19

Helicopters Helicopters

Learning

What next?

Having a PPL(H) opens up lots of possibilities for further training and adventures. From flying the London heli lanes to landing at country house hotels, there are plenty of ways to stretch your flying skills – turn to page 27 for more ideas.

Each new kind of helicopter you want to fly will require you to undertake a type rating course and pass another skills test. Having learned on a two-seat helicopter, many people go straight onto a type rating course for something bigger – the step from R22 to R44 being the most obvious. Should you wish to fly something with a jet engine, the Bell 206 (JetRanger) or Robinson R66 are both excellent options for your next type rating.

Few private helicopter pilots

have instrument ratings, as the course must be completed on a twin-engine helicopter at inordinate cost. However, the five-hour night rating course is a realistic goal for anyone looking for a new challenge. Just bear in mind that there are minimum hours requirements and you need to complete 10 hours of instrument flying before you can do it.

Should you wish to go commercial, you’ll need a minimum of 155 hours before you can take the 30-hour CPL(H) course.

Competition for helicopter jobs is fierce and many go to ex-military pilots. For many people, becoming a flight instructor is the only realistic way of hours building – you’ll need 250 hours before you can start this course.

I just passed!

Leigh Wells recently passed his PPL(H) on the R22 at Heli Air Wellesbourne. He tells us about his experiences of learning to fly a helicopter and his plans now he has his licence...

“I’ve always been fascinated by helicopters, and although I’d owned a couple of RC ones, I hadn’t actually been in a real one!

My wife bought me a trial lesson for Christmas 2015, which introduced me to helicopters, flying and the team at Heli Air Wellesbourne, and the rest, as they say, is history…

“I chose not to rush my training so that I could enjoy it. As a result, it took me three-and-a-half years to complete my training, which included 97 flights and 68 hours in the Robinson R22. The biggest challenge was balancing the regular time required against other priorities and commitments – not to mention the more technical examinations, as there’s a reason I chose not to be an engineer!

“As well as the people I’ve met along the way, from the instructors to other students in and around the flight school, the thing I most enjoyed about training was the distraction factor from work. At the same time as starting my PPL(H)

20 | Helicopters | November 2019

training, I also founded Comma Group. All start-up businesses require a huge amount of focus and dedication, so the training was a great opportunity to take a little time out and acquire a new skill that’s very different from anything I’ve done before.

“My advice for anyone thinking of undertaking a PPL(H) would be to get to know the flight school and instructors – you’ll be spending a lot of time there! The theory and examinations look daunting at first, and I found it helpful to break them down into logical groupings and go from there. There is also some brilliant complementary reference material on blogs and YouTube.

“Most of all, enjoy it! It’s one of the hardest but most rewarding things I’ve done. There are a number of places on my list to visit once the CAA issues my licence – The Hut at Colwell Bay on the Isle of Wight and London’s heli lanes both spring to mind.

“I also plan to add a type rating to the four-seat Robinson R44 at some point over the next few months. I have flown the R44 to Goodwood Festival of Speed and Revival over the last couple of years and thoroughly enjoyed it.”

ground, or taking off and landing when you don’t have much power available.

Alongside all this, you’ll steadily be developing your general airmanship.

There’s a lot to think about when you’re in the air.

These include questions such as what the weather’s doing, where you are, how high and fast you are, where other aircraft are in relation to you – and so on.

You’ll start attuning your ears to what’s happening on the radio and learning the phrases you’ll need to communicate with air traffic control. If terms like ‘wilco’ and ‘late downwind’ don’t mean much to you yet, they soon will.

You’ll also be learning how to navigate, eventually getting to the point where you can plot your route on a map and work out headings adjusted for the day’s wind. Later in your training you’ll try flying with an OS map, as they’re handy when you’re looking for remote farms or country houses that aren’t on the aviation charts.

Taking your training up a gear

As you begin to get the hang of handling the helicopter, you’ll start learning emergency procedures. You’ll begin with the basic autorotation, a manoeuvre that enables you to land safely if you have an engine failure. This involves turning the rotors into something resembling a sycamore key, using the updraft of air to keep the blades turning if the engine stops. It all happens very quickly, giving you very little time to think – adrenaline surge guaranteed.

Having learned the basic one, you’ll then fine-tune your autorotations to enable you to vary your rate of descent so that you have more control over where you land. You’ll then put your training together into a full ‘practice forced landing’, complete with a pretend Mayday call. Your instructor will start firing off questions as you’re flying along: “If that light came on, what would you do?” “If you saw white smoke in the cockpit, what would you do?” It’s a telltale sign that you’re approaching the first major

The PPL(H) at a glance n Forty-five hours of flying: Including 10 solo hours. Budget for more than this, as we understand the national average is 74 hours n Class 2 medical: Get this as early as possible, just to be sure you can get one before you go too far into your training n Nine ground exams: Air Law must be passed before you can fly solo n RT licence: The piece of paper that qualifies you to talk on the radio n Qualifying Cross Country: A solo flight of 100nm, landing at two other airfields n Skills Test: Around two hours’ flight time plus planning, verbal questioning and briefing n Budget: Around £15-20,000 (R22) for initial licence n To maintain: Two hours a year plus Proficiency Check

Helicopters Helicopters

Learning

“By the time you’re ready to take your skills test, you’ll not only have learned to fly a helicopter, but you’ll have completed some ground-based study and passed nine written exams”

milestone in your training – your first solo.

The first solo is nerve-wracking and exhilarating in equal measure. The helicopter handles very differently when you’re on your own, without the weight of your instructor in the seat beside you, so the cyclic will be in a completely different position to what you’ve been used to. If you’re very light, you might even need ballast under the seat. You’ll probably only fly one circuit, but it will be the proudest six minutes of your life!

Fine-tuning your flying

You’ll need to fly a total of 10 solo hours in addition to all the training you’ll continue to do with your instructor. So after your first solo you’ll start doing more circuits and smaller cross-country navigation exercises on your own.

You’ll be working up to a 100nm solo flight, known as your Qualifying Cross Country, during which you’ll put everything you’ve learned so far into practice by landing at two other airfields.

Meanwhile, you’ll also be building on the handling skills you’ve already developed. Each lesson will cover something new and exciting. Your training on different kinds of departure includes the moment you’ve probably been waiting for – ‘going vertical’ – a towering take-off really utilises the unique capabilities of the helicopter. You’ll learn that quickstops are just as fun as they sound, while steep turns will open up your eyes to just how manoeuvrable a helicopter really is.

Your training comes together the moment you start learning about landing ‘off-airfield’ and in confined areas.

This is, after all, the whole reason why helicopters are so thrilling. You can land in all sorts of unusual places when you don’t need a runway. There’s lots to think about with an off-airfield landing, but orbiting a site to assess its suitability for landing is the moment when you’ll start to feel like a real helicopter pilot.

Putting your skills to the test

Although you officially only need 45 hours to complete the PPL(H) course, that really is a bare minimum and you’ll probably need more than this to reach the standard required to take the final big ‘skills test’ – the flying

Below That grin you have when you’ve passed your skills test!

equivalent of a driving test. We understand that the national average is 74 hours, so that’s worth bearing in mind when you’re budgeting.

By the time you’re ready to take your skills test, you’ll not only have learned to fly a helicopter, but you’ll have completed some ground-based study and passed nine written exams (all multiple-choice). Having completed the flying syllabus, you’ll need to budget some flight time for revision so that you’re up to speed with everything you’ll be asked to do in your test.

The skills test itself is demanding, putting you through your paces on everything from your flight planning skills to your flying finesse and navigation abilities. You can expect verbal questioning as well, so by the time you land back at your helicopter school and your examiner (hopefully!) tells you that you’ve passed, you’ll definitely feel you’ve worked hard for it. Champagne all round!

Choosing a helicopter school

Many students are limited in their choice of helicopter school by their location, but if you have more than one to choose from, one of the biggest considerations is what’s on their fleet. If you’re on a budget, you’ll want to learn on a two-seat helicopter such as the Robinson R22, the Cabri G2 or the Schweizer 300.

The R22 is the most popular choice because it’s typically cheaper per hour, more widely available and also offers the scope to convert easily to the four-seat R44 or turbine R66 on completion of your licence. A bit of reading up on the pros and cons of each type will help you decide which option is best for you. Of course, cost is another big consideration. Some schools offer discounts when you buy blocks of hours upfront, so always check what deals are available.

Visit a couple of schools and get a feel for the atmosphere. See if you can chat to some of the instructors and students. Take a look at the aircraft on their fleet, and ask what’s available for self-fly hire. You may want to learn to fly other types once you’ve got your licence, and you’ll certainly be needing something to hire unless you’re lucky enough to be able to buy your own.

22 | Helicopters | November 2019

ex Tre hil at ar yo ati ur ng se ex lf t pe o a rie n nc e‌

Over 20 years operating as one of the UKs most experienced helicopter training, charter, tours, photography, load lifting and consultancy companies.

White Waltham Airfield Contact us: +44 1494 513 166 helicopterservices.co.uk

Wish you wer e her e...

PPL (H), LAPL (H)

Type Ratings: R22, R44, R66, H500, Mountain Training

www.balearic-helicopters.com +34 971 794 132

Helicopters

Swapping wings for rotors…

Converting to helicopters from fixed-wing – PPL(A) to PPL(H), is easier than you might think. Here’s what it entails and how to do it…

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Converting your fixed-wing licence

S

pend any length of time around an airfield and you’re bound to encounter friendly banter between pilots of different types of aircraft.

Nowhere is the rivalry stronger than that which exists between fixed-wing and helicopter pilots, between whom a conversation might contain words like ‘planks’ and ‘egg beaters’. Occasionally, though, a fixed-wing pilot might be tempted to stray across to ‘the dark side’ and join the exclusive ranks of the PPL(H) club. But making the leap from wings to rotors is more challenging than you might expect...

Rethinking the rules of flying

Straight and level flying in a helicopter isn’t all that different to flying an aeroplane – just smoother, and with a better view – but you’ll be blown away by the helicopter’s incredible manoeuvrability. You can fly backwards and sideways, vertically up and down, and come to a complete stop in mid-air. Freed from the constraints of a runway, you can land practically anywhere, and you can pretty much always take-off and land into wind. Mastering all that means rewriting a lot of what you think you know about flying.

The good news is that your existing airmanship lessens your mental workload while you’re getting to grips with the mechanics of helicopter flying (in other respects your fixed-wing experience can hinder you, but we’ll come back to that later). It helps that you’ll already have good situational awareness, for example, as well as RT and navigation skills.

That’s just as well, because you’ll need every ounce of brain capacity you have for getting the hang of operating an inherently unstable machine.

Before you even get off the ground, you’ll encounter lots of weird and wonderful ‘Check A’ items that you won’t have seen before, like ‘sprag clutch’, ‘yoke flanges’ and ‘flex couplings’. The instrument panel is a bit more like what you’ll recognise from fixed-wing, with one notable difference: the dual-needle tachometer gauge, which shows rotor and engine rpm.

The controls are different, of course. In your left hand you’ll be holding the collective lever, which controls up and down movement, and in your right, the cyclic, which controls direction. The throttle is at the end of the collective, and in most helicopters it opens and closes automatically with the raising and lowering of the collective. The pedals control the tail rotor, and they’re there to counter the torque, so you need more pedal as you increase the power. You use the pedals to control your direction when you’re hover taxying, but unlike

PPL(A) to PPL(H): the requirements Hours: You qualify for an hours reduction from the 45-hour PPL(H) course if you have fixed-wing experience. The CAA website states: “If you hold a pilot’s licence for another type of aircraft, except balloons, you will be credited with 10 per cent of your total flight time as PIC up to a maximum of six hours.”

However, don’t bank on this when you’re budgeting, as you’ll probably still need somewhat more than 45 hours before you’re ready for test.

Exams: You’ll have to do five of

the nine PPL exams again: Aircraft General Knowledge, Navigation, Principles of Flight, Flight Planning and Performance, and Operational Procedures.

QXC: As with fixed-wing, you’ll complete a solo Qualifying Cross Country flight of 100nm, landing at two other airfields.

Skills test: Similar to what you’ll have done in the fixed-wing world.

Type ratings: You’ll only be rated to fly the helicopter you learn on.

You’ll need to take a type rating course for each additional type you want to fly.

“Your existing airmanship lessens your mental workload while you’re getting to grips with the mechanics of helicopter flying” in a fixed-wing aircraft, you don’t coordinate the stick and pedals in a turn.

Back to square one

Once you get airborne, you’ll initially be going back to basics, re-learning even the simplest things you know from fixedwing: straight and level, climbing, descending and turns.

Each lesson will involve some hover practice, which requires the precise coordination of all three controls and is one of the hardest things you’ll have to get to grips with. You’ll also learn how to calculate how much power you have available, something you probably won’t have thought about in the fixed-wing world.

Take-off and landing can only be attempted once you’ve mastered the hover, and you’ll be up and down like a yo-yo practising them once you have. You’ll learn different kinds of take-off – normal transition, vertical and limited power, for example – and become accustomed to slowing down as you approach your landing site, which is a big change from fixed-wing, when you’re used to keeping the speed right to the final flare.

At many airfields, the helicopter circuit is different from the fixed-wing one, so that’s something else you may need to relearn. What’s more, now that you’re in a helicopter, you’re not necessarily constrained by the circuit at all. As long as other airfield users know what you’re doing, and you’re aware of what’s going on around you (other traffic, noise abatement and so on), you can sometimes think outside the box to save time – departing or approaching direct to your flying school, for example.

Emergency procedures are going to take some getting used to. If you thought you didn’t have much time when your engine cuts out in a PA28 at 2,000ft, wait until you try it in a helicopter. Not only do you have to act lightning fast to get the collective down before the rotor rpm decays beyond repair, but you also have very little time to make decisions when the glide angle is 4 to 1. There’s definitely no faffing about with a circuit of your landing site like you’re used to in a fixed-wing Practice Forced Landing.

On the plus side, you’ll learn all sorts of fun things as your training progresses that you’d never be able to do in an aeroplane. Quick stops, for example, are just as exciting as they sound, once you get over your fixed-wing instinct not to slow down to a stop in mid-air. Off-airfield landings are another novelty, and the moment when all your training comes together to enable you to do what you could only dream of doing in an aeroplane – landing at a pub or hotel.

Fighting your fixed-wing instincts

Converting to helicopters from fixed-wing flying, you’ll have to develop a new set of instincts. It’s critical that when you’re November 2019 | Helicopters | 25

Helicopters

Converting your fixed wing licence

in a helicopter, these are strong enough to overcome what you know from fixed-wing. To quote a Robinson Helicopters safety notice dedicated to this very topic, “The ingrained reactions of an experienced aeroplane pilot can be deadly when flying a helicopter.”

There’s plenty about helicopter flying that feels counterintuitive to a fixed-wing pilot, and not just seeing the Air Speed Indicator read 0 when you’re airborne. Unlike an aeroplane, which flies itself when it’s in trim, leaving you able to take your hands off the controls – a helicopter is inherently unstable and must be flown at all times. As mentioned, you don’t coordinate the controls as you would in fixed-wing, so while you’re used to applying left rudder with left aileron in a turn, for example, you will hardly move your feet in a helicopter except when changing power settings or when you’re hover taxying.

You can get used to all that when you’re flying under normal circumstances, but the danger is that your fixed-wing instincts could kick in when you’re faced with something out of the ordinary. A case in point is a fixed-wing pilot’s instinctive response to the low rpm horn, which sounds very much like a stall warner. It sounds when rotor rpm drops to dangerous levels, and the correct response is to lower the lever and apply aft cyclic to reload the disc. As a fixed-wing pilot, however, your reaction on hearing a stall warner is to push the nose forward to gain airspeed and add power, which in a helicopter with low rotor rpm could result in blade stall and the aircraft, as Robinson Helicopters puts it, ‘falling out of the sky’.

Unlike in an aeroplane, negative G can be catastrophic in a two-bladed helicopter, as you run the risk of ‘mast bumping’, which could sever the tail. You could experience negative G in turbulence through no fault of your own, but if you suddenly need to descend, or if you’re coming out of a

climb, your instinct as a fixed-wing pilot may be to push the stick forward assertively, resulting in negative G. Your reaction as a helicopter pilot should be to ease the stick back if you feel negative G, and only gradually apply forward cyclic if you need to gain airspeed. It’s so critical that the Robinson safety notice ends with capital letters: ‘AND, ABOVE ALL, (THE PILOT) MUST NEVER ABRUPTLY PUSH THE CYCLIC STICK FORWARD’.

Maintaining two licences

Notwithstanding the risks of switching between fixed-wing and rotary flying, it can be difficult to get excited about aeroplanes once you’ve tasted the freedom a helicopter can offer. That said, there are definitely advantages of being able to fly both, and the biggest one is cost. There’s no getting away from the fact that helicopters cost two or three times as much per hour as aeroplanes do, so for longer trips and airfield-to-airfield, being able to take an aeroplane will save you big money.

Staying current on both can be a challenge from both a time and cost perspective, because although you technically only need to do two hours a year on helicopters to maintain your licence, you’ll need to do a lot more than this to keep your skills up and build your confidence. This inevitably draws time and money away from fixed-wing, and you may decide it’s easier to focus more on one than the other.

Finally, it’s worth noting that unlike in fixed-wing, where an SEP rating lets you fly anything in that class, you need to have a type rating per type of helicopter – even very similar ones like the Robinson R22 and R44 are separate ratings.

Each year, you’ll have to do a Licence Proficiency Check for each type rating, which is like a skills test minus the navigation element, so that’s something to bear in mind if you’re planning to fly more than one type.

A convert’s perspective…

Richard Andrews had 120 hours on fixed-wing when he turned up at Oxford Airport to fly one day and it turned out that the weather wasn’t good enough. Sitting in his car lamenting the lack of flying, he noticed that the helicopters were still airborne and thought to himself, “How come they can go flying and I can’t?” So he called into the helicopter school and asked if he could have a trial lesson, and from that moment he was hooked.

“My first flight was so magical, like a flying carpet,” he enthuses. “We did hovering, confined area landings in Cornbury Park and all sorts of things you can’t do in a light aircraft. I’ve done very little fixed-wing flying since.

“It surprised me how much more low-level flying there is in the helicopter world, and how you can move the helicopter any way you want. You don’t need a great big airfield, you can land anywhere – even in restricted areas, like by a river or in my own paddock.

“There’s so much more to learn when you learn to fly helicopters, but the training is a lot more fun – like quickstops – and autorotations are great. If the weather turns nasty, you can just land in a field and wait for it to improve. Hovering was the hardest thing to learn, but one day it just suddenly clicks into

26 | Helicopters | November 2019

place. Approaches were difficult to start with, trying to hold a steady approach while reducing your speed all the way down.

“The biggest advantage of helicopters is that you have a lot more options for places to go, not just airfields. You can visit stately homes with interesting histories, for example. You’re very limited in where you can go in a light aircraft. If there’s only one runway and it’s a big crosswind, you can’t go, whereas in a helicopter it doesn’t matter what direction the wind is in.

“Aeroplanes might be better for longer distances, but it’s like driving a car – having to fly circuits and overhead joins – slotting in with everyone else. You can pretty much do what you like in a helicopter – if I could only fly one or the other it would definitely be helicopters.”

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Learning

Helicopters

When adventures hover into view…

Whether it’s a trip to a favourite seaside location or touching down at a plush country hotel, one thing is certain, a whole new world opens once you take the controls of a helicopter

A

set of rotors opens up a whole new world of adventures, which just wouldn’t be possible with a set of wings. Helicopters may have a shorter range than aeroplanes, making them a little less practical for longer trips, but they more than make up for that by the variety of exciting flying experiences they put at your disposal.

With a PPL(H) under your belt, all you need is permission to land and you can theoretically drop in anywhere there’s room. Country house hotels and pubs with gardens present innumerable tempting day trip or overnight options. If you have a big enough garden you could land at home, or make your friends’ day by landing at theirs. You could fly your friends to their wedding reception or take your children to their end-of-year prom.

Above Use London’s Heli Lanes for top views Below Drop in at the luxury Buckland Manor for afternoon tea!

Some owners even use their helicopters for commuting or flying to client meetings.

Wherever you go, there’s an undeniable sense of satisfaction when you get out of your helicopter in front of the inevitable gaggle of onlookers. But landing within the confines of a garden is by no means the only use for the helicopter’s legendary manoeuvrability.

For more experienced pilots there’s the thrill of competition flying. If you’ve ever been to Aero Expo you’ll have seen these talented pilots in action doing all sorts of fun things like racing, slalom and ‘fender rigging’, where a boat fender is dangled from the helicopter and dropped into containers along a course. Such events take place around the world and are a serious test of the pilot’s precision flying.

For those who prefer to stick to a November 2019 | Helicopters | 29

Helicopters Helicopters

Adventures

more sedate form of heli-adventuring, another enjoyable pastime is attending fly-outs with other helicopter pilots, which is a great chance to meet fellow enthusiasts and enjoy the spectacle of multiple helicopters landing in one place.

The Helicopter Club of Great Britain (HCGB) organises several of these each year, and many helicopter schools plan their own as well.

Pilots who’ve recently gained their PPL(H) can develop their skills simply by flying to a range of off-airfield sites, taking an instructor or more experienced pilot for the trickier, more confined ones. As your confidence grows, you’ll start to appreciate just how much you can do with that hard-earned piece of paper...

Fly and dine

For a start, you can forget greasy spoon airfield cafés. There are much better places to land for lunch when you have a PPL(H), although admittedly the so-called ‘£100 hamburger’ will cost you somewhat more than that. With access to a helicopter you can enjoy afternoon tea at a country house hotel, lunch right by the sea and even drop in at your friends’ houses – assuming they have enough space for you to land.

You’d be amazed how many country house hotels have helipads, and even the ones that don’t have an ‘H’ will often be happy for you to land anyway. Take out a subscription to the Helipaddy app and you’ll have enough landing sites to give you a lifetime of helicopter adventures – and if you’ve been invited somewhere that isn’t on Helipaddy, you’ll probably still be looking it up on Google Maps to assess whether it’s somewhere you could fly to.

The Cotswolds are the perfect afternoon tea destination, with luxurious hotels such as Buckland Manor near

“Landing within the confines of a garden is by no means the only use for the helicopter’s legendary manoeuvrability” Broadway and Charingworth Manor near Chipping Campden offering elegant destinations for tea and cake.

Even the delightful Lygon Arms in Broadway has its own helipad tucked away at the back, which is a much better option than trying to hunt down a parking space in a popular Cotswolds town that’s always heaving with tourists.

Favourites like the Isle of Wight take on a new dimension in a helicopter. Rather than landing at Sandown or Bembridge, you could fly straight to a seaside dining destination such as The Hut at Colwell Bay. It doesn’t have its own helipad, but it has an arrangement with nearby Afton Manor, from which The Hut staff will pick you and your passengers up in a well-branded vintage Land Rover

A (whirly)bird’s eye view of the capital Not all heli adventures involve actually landing, and one of the most exhilarating experiences you can have as a helicopter pilot is flying over central London.

The London heli lanes are high on the bucket list of any PPL(H) holder. Crisscrossing the capital, they’re for singleengined helicopters, and each section has its own ‘H’ number. The most popular is H4, the scenic stretch that takes in London’s most famous landmarks and gives you an awe-inspiring view of the Shard, Houses of Parliament, London Eye and other tourist favourites.

Because there are strict procedures to adhere to, flying the heli lanes is something to approach with caution.

Commercial helicopter pilot and instructor Dave Buck regularly flies them from Redhill Aerodrome while instructing for EBG Helicopters. “Fly the route with an experienced pilot – preferably an instructor – maybe with them doing the RT the first time,” he advises. “Tackle the routes one or two at a time, not all at once, and mentally rehearse them by studying the CAA chart, noting frequencies and altitude changes.”

The idea of the heli lanes is that they follow routes designed to give you

30 | Helicopters | November 2019

somewhere to land in the event of an engine failure. Along H4, that landing area is the Thames, so rather than flying in a straight line, you follow the bends in the river. Along this busy route, it’s particularly important to keep a good lookout for other traffic, and be ready to move across to the right of the river if there’s someone coming the other way.

Weather matters

Picking the right day to take on the heli lanes is key. “Only fly in perfect weather conditions,” Dave suggests. “It may sound obvious, but there are few opportunities to deviate from the route for weather avoidance.”

You’ll be talking to Heathrow Radar while you’re inside the London CTR, so you’ll need to be confident with your RT. “Stay alert and listen carefully,” Dave advises. “It causes problems if a pilot needs endless repetitions or doesn’t understand instructions. An experienced pilot will be able to point out possible pitfalls in advance.”

There are strict maximum altitudes along the heli routes, and an up-to-date moving map with the heli lanes marked is essential. It’s good practice to fly as high

as you can within these prescribed altitudes. The reasons for this are twofold: to give you more height should you need to enter autorotation, and to keep noise levels down for those enjoying London from the ground.

The first few times you fly the heli lanes, your brain will be working hard and you may not have much mental capacity left for enjoying the views. Even heli lane veterans like Dave are at risk of being distracted by enthusiastic passengers.

“Be prepared to isolate your headset from passengers, who will excitedly point out landmarks at inopportune moments,” he cautions.

Above all, flying the heli lanes is about good airmanship.

As Dave sums up, “Fly in a safe and neighbourly manner. It’s a privilege being able to fly over London. Expect to do it a few times before you feel confident enough to fly them unaided.”

So, exciting although it undoubtedly is, flying over the capital is not a walk in the park.

However, once you get used to it there are few more breathtaking experiences to treat your passengers to than London by helicopter.

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Helicopters Helicopters

Adventures

101 – and drop you back at your helicopter after you’ve enjoyed top notch seafood on their terrace overlooking the sea. Even better, it’s not far from The Needles for some fantastic aerial photo opportunities on the way back.

Another seaside favourite is Knoll House Hotel in Studland Bay, where a terrace overlooking views towards Old Harry Rocks makes the perfect spot for lunch while your helicopter sits in the field opposite with a stunning coastal backdrop. The hotel was a favourite haunt of children’s author Enid Blyton, who visited multiple times a year and drew inspiration from the local area when she was writing her popular Famous Five series. Little did she know that it would one day be the setting for helicopterbased adventures – lashings of ginger beer now making a good alternative to Champagne for the day-tripping pilot.

On a different seaside note, another ‘must-visit’ heli destination is the Weston-super-Mare Helicopter Museum, which claims to be the world’s largest dedicated helicopter museum. There’s plenty of space to land, and you pay for entry to the museum instead of a landing fee. The museum is a mecca for the rotary enthusiast, with a collection that includes more than 100 helicopters ranging from tiny homemade gyrocopters to the behemoth that is the Super Frelon. You’ll also find such curiosities as a Vietnam veteran Huey, the Queen’s Royal Flight and G-LYNX, holder of the current world speed record.

Another great collection of historic machines can be found at the Classic Motor Hub, a Cotswolds-based classic car showroom that has its own helipad. It’s located on what’s left of RAF Bibury, near Cirencester, and it’s a motorhead’s dream come true. With several hangars full of fabulous vehicles, all for sale and many with interesting racing or production heritage, it is really

Above Brize Norton in Oxfordshire

the perfect place to land for coffee and just to have a mooch around.

Your own part of the country will doubtless contain many gems, all waiting to have your helicopter parked outside them. You may want to make sure your phone has plenty of storage space, as your camera roll will fill up quickly with photos of helicopters in interesting places.

Landing off-airfield: What’s involved?

Each off-airfield site presents its own challenges, and planning the trip is all part of the fun. It goes without saying that you’ll need to get permission from the landowner.

Even hotels with helipads can sometimes respond with confusion when you ask to fly in, with reactions ranging from ‘er… let me ask my manager’ to ‘please send us your insurance documentation and fill in this form’.

Some landing sites are already equipped with instructions for helicopter arrivals, detailing noise abatement, parking areas and so on, while others don’t get involved at all. Occasionally you may be asked to conduct a risk assessment, but usually the only reason they might refuse permission for you to land is if they have a wedding or some other event. Most hotels, pubs and restaurants don’t charge landing fees, and those that do will probably waive the fee if you buy lunch or stay.

A cursory look at the site using the satellite view on Google Maps will give you an overall idea of your approach path from different directions. Don’t forget that a site could be rendered

32 | Helicopters | November 2019

considerably more challenging depending on the wind direction.

What Google Maps doesn’t show is the finer details: the contours of the land, the surface, obstacles such as wires or livestock, and so on. That’s why we recce a site before making an approach, usually by orbiting. We’re looking for the following: Size: Is it big enough to land in, and manoeuvre around? What kind of approach and departure will be needed to get into and out of it?

Shape: What shape is the landing area, and how does it sit in relation to the approach path determined the wind direction? Are there any obstacles, such as trees, buildings or wires?

Slope: You can land on a gentle slope, but flat ground is always preferable.

Surrounds: What is there to be aware of in the immediate and wider vicinity? Is there any livestock, for example, or houses to avoid overflying? Is the site surrounded by trees or built-up areas?

Surface: Is the ground suitable for landing on, or will your downwash kick up a load of debris? Will you have enough ground clearance? Is the grass

long enough that it could hide an obstacle, or risk catching fire from the heat of your exhaust?

Ask the landowner or staff if there’s anything you need to be aware of, but remember that in most cases, they probably won’t know much about helicopters. Their assessment of what makes an appropriate landing site may not be the same as yours, so whatever you’ve been told, a ‘recce’ of the site is essential – or if possible, even visiting by road first. What’s more, before you commit to making an approach, you’ll need to do a power check and performance calculations to ensure you have the power needed for getting out of the site.

Some hotels will have someone standing by the landing area in a yellow jacket, while others will just leave you to get on with it. One thing’s for sure, though, and that is that helicopters attract attention. There’ll probably be a few people armed with cameras, and you’ll need to keep watch for any stray children or dogs. The pressure of landing in front of an audience is something you just have to get used to!

Helicopters

QSY Relive what flying was like for a US ‘grunt’ in Vietnam with the only flying Huey in the UK. ‘Huey 509’ has been cleared by the CAA to offer flights to the public. www.huey.co.uk

Thinking of learning to fly a helicopter but unsure if you can rub your belly while simultaneously patting your head? Try a simulator first, such as the state of the art Bell JetRanger simulator operated

by Hields Aviation at Leeds Bradford Airport. It’s a full cockpit with all controls and with computer generated imaging. www.hieldsaviation.co.uk

Car-copter

Mithilesh Prasad, from Bihar in east India, always wanted to be a pilot but coming from a farming family, he simply couldn’t afford it. So he made his car, an Indian Tata Nano, look like a helicopter. Video here: https://youtu.be/ZGqgIfpiODo

34 | Helicopters | November 2019

It’s 60 years since the Bell UH-1, nicknamed ‘Huey’, went into production. More than 16,000 were made, mostly for use by the US military during the Vietnam War in the 1960s.

The Huey is probably the most famous helicopter ever, thanks in part to being at the heart of the book Chickenhawk, one of the seminal books about the Vietnam War. Author Robert Mason always wanted to be a pilot and the US Army gave him the chance, aged 22.

The book goes from training to action in Vietnam, where he flew more than 1,000 missions, many to pick up wounded soldiers from dangerous situations.

Mason’s account is riveting while also horrifying, as he battles with his own terror, overcoming it to fly the missions which become more and more dangerous.

British astronaut Tim Peake said of the book, “I read this as a young pilot about to embark on a career flying military helicopters.

It should have put me off for life. Robert Mason tells a gripping account of the relentless courage and heroism amidst the insanity of the Vietnam War.” Mason survived, although was arrested for smuggling marijuana from Colombia as his book was about to be published in 1983. Later, he was diagnosed with, what’s now called, PostTraumatic Stress Disorder (PTSD).

The book was well reviewed by the US national press, bringing it to international attention and acclaim. It was even tagged ‘the best book to come out of Vietnam’. Mason, who’s since written several other books, now lives quietly in Florida with his wife Patricia, occasionally surfacing at helicopter and book events.

Remarkably, the very same Huey that Mason flew in Vietnam, 63-3794, has been found, restored and is on display at the US Veterans Memorial Museum, Huntsville, Alabama. www.robertcmason.com

Otto’s pyro spectacular Impressive flying skills of a different sort have been wowing crowds at airshows throughout the UK with Otto The Helicopter. Otto is a Schweizer 300C which performs ‘Chopperbatics’ with O’Brien’s Flying Circus, the display team set up by veteran airshow pilot Brendan O’Brien (one of Brendan’s other stunts is to land a Piper Cub on top of a van).

As well as a daylight routine, Otto also performs a twilight display with fireworks.

“Otto can bring any event to a close in spectacular style with his unique fireworks spectacular,” says the Circus. “All manner of pyrotechnic effects are fitted to Otto who will fill the sky with light, colour and noise.”

© Paul Johnson

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Chickenhawk, the ‘must-read’ book

© James K F Dung

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