Helicopter Life Spring 2013 by Gee Hunter

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SpRIng 2013

helicopter

LIFE

COVER STORY

Flight Show & Tell Guide Aviation shows and conferences.

The Editor’s Letter

Aerial Forum London HEMS truth and fantasy Letters to the Editor Flying Crackers

6&7 10, 23, 24, 25 8&9

New Technology Cobham HeliSAS G Hunter-Jones flies the Bell 407 from North Las Vegas airfield and tries out Cobham’s new SAS (stability augmentation system) and autopilot for light helicopters.

A Tearful Parting of the ways Georgina HunterJones visits the Wiltshire Air Ambulance which, since 1990, has been the only HEMS service working in coalition with the Police. Now ending in 2014.

World News 18 A variety of writers, look at how companies in the old world work to beat the recession and how the new world is benefitting from new techniques. 81 Degrees of Training Tomasso Munforti visits the 81 degree training centre in Italy, flies with them, experiences different types of sortie and sees how a pilot and his crew react under pressure. helicopter LIFE, Spring 2013

HAI HeliExpo 32 Georgina Hunter-Jones the annual helicopter festival reveals steady growth in the helicopter market, manufacturers commited to R & D and a few upgraded models. Silver in Moscow Brenda Nicoll flew to Serpukhov near Moscow in a diverse group of pilots to bring Helicopter Life’s readers this story of their trip to the World Helicopter Championships.

CH-7 and CH-77 Compared Thomas Skamljic visits France to see the new Class 6 category for helicopters, which allows them to be treated as ultralights rather than as helicopters. At the moment it appears only two helicopters are in this class the CH-7 and the CH-77.

Malta by Robinson R44 Ed Amiria and Scott Dixon flew from Newcastle in the North of England, to Malta in a Robinson R44, experiencing the different weather patterns and airfield procedures.

Book Reviews

57 & 58

CAA Legislation changes

Accident Reports

House & Helicopter

66 3

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Show & Tell Guide 24 April - 27 April 2013 AERO FRIEDRICHSHAFEN www.aero-expo.com +49 (0)7541 708367 bettina.daurer@messe-fn.de 9 May - 11 May 2013 EUROPEAN HELICOPTER SHOW (EHS) Hradch Kralove LKRK Czech Republic 0044 208 549 3917 Email: alex@avbuyer.com Astrid Ayling Tel: 0044 208 549 5024 Email: astrid@avbuyer.com 21 May - 23 May 2013 EBACE Geneva Airport, Switzerland www.ebace.aero/ 31 May - 2 June 2013 AEROExPO (UK) Sywell Aerodrome Northamptonshire for more information contact Alex Ayling on +44 (0) 20 8549 3917 17 June - 23 June 2013 50TH INTERNATIONAL PARIS AIR SHOW Le Bourget, Paris, France. www.paris-air-show.com 20 July - 21 July 2013 FAIRFORD ROYAL INTERNATIONAL AIR TATTOO Fairford, Gloucestershire, UK www.airtattoo.com/airshow 24 September - 26 September 2013 HELITECH Excel, Docklands, UK http://www.helitechevents.com 24 February - 27 February 2014 HELIExPO Anaheim, California, USA http://www.rotor.com 24 June - 25 June 2014 HELIExPO UK Sywell Aerodrome, Northamptonshire, UK http://www.heliukexpo.com 4

HELICOpTER

LIFE SpRIng 2013

HON. EDITORIAL BOARD Captain Eric Brown, CBE, RN The Lord Glenarthur, DL Jennifer Murray Michael J. H. Smith Wing Cdr. Ken Wallis, MBE, RAF EDITOR-IN-CHIEF / PILOT Georgina Hunter-Jones editor@helicopterlife.com CREATIVE DIRECTORS art@helicopterlife.com COPY EDITORS Evangeline Hunter-Jones, JP Gerald Cheyne CONTRIBUTING EDITORS Ed Amiria, Scott Dixon, Tomasso Munforti, Brenda Nicol, Alan Norris, Thomas Skamljic, Poppy Young CONTRIBUTED PHOTOGRAPHY Ed Amiria, Gerald Cheyne, Scott Dixon, Tomasso Munforti, Brenda Nicol, Alan Norris, Thomas Skamljic SPECIAL THANKS TO Dave Smith ATPL(H)IR, Flight Path Ltd ADVERTISING Telephone: +44-(0)20-7430-2384, advertising@helicopterlife.com SUBSCRIPTIONS Go to our website or turn to page 54 subscriptions@helicopterlife.com WEBSITE www.helicopterlife.com Blog http://www.helicopterlife.blogspot.com See Helicopter Life on Facebook & Twitter COVER PHOTOGRAPH Helicopters arriving at the HAIHeliExpo 2013 in Las Vegas by Alan Norris HELICoPTER LIFE is published quarterly by FlyFizzi Ltd. 59 Great ormond Street London, WC1N-3Hz. Copyright ÂŠ FlyFizzi Ltd. 2013. ISSN 1743-1042. All rights reserved. opinions expressed herein are not necessarily those of the publishers, the Editor or any of the editorial staff. Reproduction in whole or in part, in any form whatever, is strictly prohibited without specific written permission of the Editor.

helicopter liFe, Spring 2013

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The ediTor’S leTTer

PhotograPh gerald Cheyne

eliExpo, the annual and most important show of the helicopter calendar, took place in Las Vegas at the beginning of March. It was notable that most manufacturers and many related companies had had an increase in confidence. All the major manufacturer’s felt that 2012 had been a turn-around year and was their best since 2008. Many had also invested heavily in their own R & D, and were looking to a future of new products. Many attributed this to the buoyant oil and gas market. For the moment, however, there was nothing actually new but many upgrades to old products and much potential for new and totally revolutionary (in more ways than merely the spin of the rotors) helicopters which would change the perspective and use of the machines. Surprisingly, no manufacturers had yet been affected by the long range effects of sequestration (the US government cutbacks) and while most had been knocked back by the recession there was an overall feeling that this dip in the economy was over and that helicopters were now moving on. In many ways this improvement has been better than in the fixed wing market, although some airlines, including EasyJet have had a huge recent increase in their share price. Just after the show we were told that Lutz Bertling is now leaving Eurocopter to be replaced by Guillaume Faury, a licenced flight test engineer who was employed in various roles by Eurocopter in the past before leaving to go and work for Peugeot, the car company. Bertling is going to join Bombardier as President and Coo. The departure of Bertling means that since the last HeliExpo three of the major companies have replaced their Top Men: Sikorsky replacing Jeff Pino with Michael Maurer; helicopter liFe, Spring 2013

AgustaWestland’s Danielle Romiti replacing Bruno Spagnolini; and now Guillaume Faury replacing Lutz Bertling. Bell Helicopters, of course, has been fortunate in keeping John Garrison after a long period of turnover at the top, and Enstrom has been bought by the Chinese, although at the moment Jerry Mullins is slated to be staying. This leaves the private companies Robinson, still a family company, and MD’s Lynn Tilton. Personally, I hope Lynn Tilton never leaves MD, her briefings are definitely amongst the most amusing and ‘not to be missed’ at the shows. on the plus side it looks as though the Robinson R66 will finally be able to get EASA certification, as the FAA have throughly tested the machine’s hydraulics and agreed to remove the exemption that was making EASA hang back from granting certification. However, it is hard to know if this is a good time for the R66 to be available in the UK. A few days after the budget people are still disappointed in the lack of growth in the country. on the other hand, corporation tax has been reduced, which might give companies more room for manoeuvre in the future, and the stock market is buoyant. Moreover the weather is starting to improve. And, with an estimated 250 fewer helicopters in the country than there were in 2008 there is clearly room for purchase and flight. one of the saddest and most highly publicized helicopter events since the last issue of Helicopter Life was the accident in which Pete Barnes’s Agusta 109 hit a crane in bad weather over London and crashed into a street in Vauxhall. As we know such incidents are incredibly rare and there has never been a similar accident in London. In the accident reports on page 64 we have a full transcript of

Peter Barnes’s radio conversation during his flight, as taken from the AAIB preliminary report. The reason that I decided to print it in full is that there are many theories as to why such an experienced pilot should have an accident and it is easy for theories to leave facts and jump into supposition. There will be a full AAIB report with analysis of the accident later in the year. Also in the magazine we have two long flights and a new class of ultralight helicopter. These long flights give hope that private helicopter flying is stirring into action again, while the new French Class 6 raises a question: The Class 6 Ultralight Helicopter Class appears to be only available in France: if the UK is in Europe, in the EU, and in EASA how come we have different helicopter regulations and classes. Previously these differences were, I thought, only in Greece and Italy, but now clearly France has joined the ranks of ‘can do things with helicopters you cannot’. Why is that?

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AeriAl Forum Myths and Truths London Air Ambulance reveals what is and is not true

he London’s Air Ambulance helicopter has returned from its annual service with an ingenious new look - emblazoned with emergency markings and key messages. The changing message on the tail boom details the number of critical missions attended by the medical team, currently at 28,502. The Charity that delivers an advanced trauma team to critically injured people in London believes the helicopter is the focal point to create greater awareness of the vital life-saving interventions that are carried out by the service 24/7. Graham Hodgkin, Chief Executive officer of London’s Air Ambulance, said: “our aircraft provides the most effective opportunity for us to deliver our key messages to London and potential donors, hence the strategic 6

new look of our iconic asset. London’s Air Ambulance is a charity relying on your support, delivering highly specialist doctors and paramedics to the scene of critical injury, and the service is an essential part of London’s emergency infrastructure.” “Despite our extraordinary life saving work and prestigious reputation for medical excellence throughout the world, our charity remains relatively unknown within the city in which we operate. A stronger, more powerful relationship with all of our supporters will be a key component of the current fundraising effort for a new, second helicopter this year.” Martin Gilbert, Chief Executive of Aberdeen Asset Management and Patron of London’s Air Ambulance, helicopter liFe, Spring 2013

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HEMS landing outside the National Gallery in Trafalga Square

said: “This remarkable charity saves lives across the capital on a daily basis and our decision to support it was an easy one. It deserves the backing of everyone who lives, works and travels in London and I am incredibly proud to be one of its Patrons.” Common misconceptions about London’s Air Ambulance include: Myth London’s Air Ambulance is government funded Fact – London’s Air ambulance is an independent charity that relies heavily on donations from organisations and individuals. The charity does receive a significant contribution from the NHS, which includes the salary payments of its seconded doctors and paramedics. London’s Air Ambulance is not part of the London Ambulance Service (LAS), although they work very closely together, alongside all the other emergency service providers to deliver the best possible patient care. Myth – London’s Air Ambulance is a patient transportation service Fact – The helicopter is a rapid mode of transport that delivers an advanced trauma doctor and paramedic to a patient’s side within minutes of their accident. The team helicopter liFe, Spring 2013

performs lifesaving procedures on scene, that are normally only found in a hospital emergency department, such as open chest surgery, blood transfusion and anaesthesia. Typically, the doctor and paramedic escort the patient in a LAS land ambulance to the nearest trauma hospital, although the aircraft can be used if deploying to the Royal London Hospital via the helipad Myth - Trauma is a rare incident Fact - Trauma is the commonest cause of death for people age <45 including children, causing more lost years than cancer and cardiac arrest. London sees some of the highest rates of trauma in the world and the London’s Air Ambulance advanced trauma team can be the difference between whether someone lives or dies, but also whether they recover to lead a relatively normal, healthy life. Myth – London’s Air Ambulance has a number of helicopters Fact – London is the only capital city in the world with only one helicopter for its air ambulance service. Most other major world cities have 3 or 4 medical helicopters. London’s Air Ambulance is currently fundraising for a second aircraft. 7

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CrACkerS

Injecting a water-methanol spray into the combustion chamberâ&#x20AC;&#x201D;socalled anti-detonation or anti-detonant injection (ADI)â&#x20AC;&#x201D;was once a common technique for military aircraft even when burning high-octane fuel. An engine conversion company in Kansas in the USA called Air Plains is proposing in its resurrection of the ADI STCs developed by Todd Petersen during the 1980s. In those days mogas was used as an alternative fuel. Air Plains is updating Petersen's original work using state-of-the-art electronic controls developed by Electronics International. The underlying idea is to use a water/methanol mix to cool the combustion event and slow the propagation of the flame front, which tends to accelerate when the fuel/air mixture encounters the hot surfaces of cylinder walls, valves and pistons. This leads to instant, explosive ignition that we know as detonation. Even high-octane fuels will detonate if the cylinders get hot enough, but octane serves to yield a more orderly flame front and thus provides detonation margin. Although water alone is an effective anti-detonation agent, early research revealed that a methanol/water blend (about 60/40) is more effective and the methanol actually adds a little energy to the combustion process. It also serves as anti-freeze, protecting the ADI reservoir from freezing down to about minus 40 degrees C. other companies are also exploring these avenues including European manufacturer, Tecnam, which will reportedly use ADI in a new twin called the P2012, powered by Lycoming's new TEo-540-A1A. 8

Traditionally, ADI injects the fluid not directly into the cylinders but into the induction manifold downstream of the carburetor or fuel injection throttle valve. This simplifies and lightens the system.

WW Helicopter sales boom The 2012 shipment report from the General Aviation Manufacturers Association was mixed, with deliveries of piston aircraft down by 2 percent compared to 2011, business jets down 3.4 percent, and turboprops up 10 percent, with growth of 0.6 percent overall for airplanes. Helicopter sales rose 21 percent, reflecting a growing global market. GAMA chairman Brad Mottier said what the numbers don't show is the intense amount of development work now under way across the industry. "The general aviation segment is poised for resurgence in the next few years as these new technologies certify and enter the market," he said.

Diesel OK in Vibration Test A Wisconsin company said its new high-performance geared diesel aircraft engine reached a development milestone this week when it passed vibration tests done by propeller manufacturer Hartzell. Induced vibration through a gear reduction system eats props but Engineered Propulsion Systems spokesman Steven Weinzierl said the integrated counter-vibration systems in the engine work and the engine runs more smoothly than many gasoline engines. Hartzell said Engineered Propulsion Systems' Vision 350 easily met is durability standards when tested with traditional aluminum props, a carbon fibre model and its new five-bladed graphite/composite propeller.

Eurocopter EC145T2

Batman Training Jetman Yves Rossy is on the verge of marketing an unpowered version of his strapped-on wing and opening a school to teach people how to fly it. Rossy has piloted another version of the wing with four micro-turbines attached to its underside delivering power. He has flown that version across the English Channel and a section of the Grand Canyon.

Protection from Lasers Selex ES is launching the Miysis Directed InfraRed CounterMeasure (DIRCM) system. To be suitable for light aircraft, smaller helicopters and UAVs, Miysis DIRCM had to be small, lightweight and draw very low power from the host aircraft whilst providing optimum protection. In practice this meant designing a complete detection and protection system capable of all-aspect (spherical) defence that would draw less than 500 Watts of electrical power and add less than 50kg to the host aircraft. Second, this small package had to deliver enough laser power onto a threat missile target to protect the largest strategic aircraft and support helicopter liFe, Spring 2013

euroCoPter

Water in the Fuel?

PhotograPh

FlyinG

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FlyinG

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helicopters. This demanded advanced laser technoloSquirrel Tails gy, superior threat tracking accuracy and ultra-effiEurocopter expanded its global industrial footprint by inaugucient direct laser coupling instead of fibre-optic links. rating a new manufacturing centre in Mexico, at Querétaro, Finally, Miysis DIRCM had to engage any IR MAN- which is to produce high-technology aircraft structural metalPAD threat immediately after launch, regardless of the range from which it was fired. For the most demanding, very short-range attacks, this required exceptional response speed with very few moving parts.

PhotograPhs

Courtesy of

euroCoPter

No! To Lithium Ion Batteries Airbus says it has abandoned lithium ion batteries for its new A350 airliner and it's because of all the problems rival Boeing is experiencing with its 787. “Airbus considers this to be the most appropriate way forward in the interest of program execution and A350 XWB reliability," spokeswoman Mary Anne Greczyn said. The flight test program will continue with lithium ion batteries but production models will all have the heavier, less energy-dense nickel cadmium batteries. lic components. Located at the Aerotech Industrial Park adjacent to Querétaro Intercontinental Airport, this 12,000 sqm London HEMs overnight base moved facility will be the single-source production site for structures used in jetliner doors that the company manufactures for to Northolt Airbus, along with tail booms to equip Eurocopter Ecureuil London’s Air Ambulance has moved its overnight helicopters. The site also is home to a recently-opened 1,000airbase from Denham to RAF Northolt. This will square-meter maintenance center specialized in the Ecureuil reduce flight time to and from the helipad at The Royal London Hospital in Whitechapel by 3 minutes, family of helicopters, which serves the region’s Eurocopter thereby saving on fuel costs. London’s Air Ambulance clients operating the popular lightweight rotorcraft. is the Charity that delivers an advanced trauma team Third Greek Heli prison break fails! to critically injured people in London. The Charity A helicopter dropped a rope into Trikala prison's courtyard, has also secured a favourable fuel rate with Air BP. near Athens, last month in an attempt to free convicted murWing Commander Dan Storr, officer Commanding derer Panagiotis Vlastos. However, although Vlastos mounted operations Wing at RAF Northolt, said: “We are delighted to be able to host London’s Air Ambulance the ladder he was shot in the legs, the helicopter was riddled at RAF Northolt. That this move also provides signifi- with bullets, and this time the convict did not escape. cant benefits to the Charity, and therefore to its users, Some 500 shots were reportedly fired during the escape attempt as guards exchanged gunfire with at least two gunis a welcome bonus. We look forward to working men aboard the helicopter. A Kalaskinov assault rifle and two closely with the London’s Air Ambulance team in Uzi submachine guns were later found aboard the helicopter. support of the vital work they undertake.” The aircraft was a Eurocopter. Its pilot has said he was forced by the gunmen to participate. The aircraft landed in the prison parking lot after the failed escape attempt, exhibiting multiple bullet holes. Two prior prison breaks that took place in Greece during the past decade also involved helicopters. Both were more successful but both happened to the same two people. After the first break-out both convicts were recaptured. However, after the second break-out only one convict was recaptured. The other remains at large. helicopter liFe, Spring 2013

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leTTerS

To The

ediTor

59 Great ormond Street, London WC1N-3Hz, England. Telephone: 020-7430-2384, Email: editor@helicopterlife.com. Please include your name, and email or phone.

Serbian Female Military Pilots Dear Georgina, I'm so glad I found you by accident on LinkedIn. I did not know that the owner of one of my favorite magazine is actually a woman, especially now I'm happy. I really love aviation, specifically helicopters, I read HL on the internet because in Serbia does not have the opportunity to find it in print. I mentioned above that I was very pleased, the woman owner of the magazine, and the magazine is really excellent. The reason is that, my girlfriend is the first and only female helicopter pilot in Serbia, a military pilot. otherwise, our basic type of helicopter is the Gazelle. All are full of prejudice, whether it's a job for women, whether women are strong enough to deal with it ... but for me it was pure nonsense from uninformed human-beings, so I'm glad that every day more and more women are proving to be valuable as we are, if not more valuable and capable. And once again I wish to express my respect for you and your work. Great and sincere regards from Serbia Milan Stojadinov

AirRescue 24 Dear Editor, I would like to introduce our new charity to your readers. Called AirRescue24 it is a charity providing a unique harmonised, multi-agency approach to pre-hospital emergency care. It is unusual in deploying Doctors, Fire Fighters and Search & Rescue specialists working together as a single team via rapid response aircraft and land based vehicles. AirRescue24 will be the first UK multi-agency advanced level medical search & rescue service which will bring the highest standard of life saving skill to the roadside, industrial incident, rural accident, police response or major weather related emergencies. As you can appreciate this is no small undertaking but given proposed cuts to civilian & military emergency services over the next 5 years and a shift to harmonise existing blue light assets we feel there is both the need and the opportunity to significantly enhance 10

Letters are continued on pages 23, 24, 25

existing emergency services both regionally and potentially nationally. our initial operational focus will be the North / North West providing support to existing inland and coastal blue light services. AirRescue 24 will differ from existing emergency services in several key areas Currently a number of emergency services are tasked to attend an incident. The type of emergency often dictates how the various services work together to increase patient survival and minimise trauma. This can mean vital time is lost. For instance, if the fire service are needed to extract before medical staff can treat the patient. The AR24 solution is widely used across Europe and provides a cross-service and harmonized approach, transporting specialist teams of doctors, firemen or mountain rescue staff with appropriate equipment to the scene. our intention is to develop this philosophy with maritime and land based rapid response platforms. To help achieve our ambitions the Chair of the Cheshire Trauma Network, Peter Burdett-Smith, has given his support to launching a land-based pilot in March 2013. The rapid response medical rescue vehicle will operate the same unique philosophy in responding to emergencies by road across Cheshire, Merseyside & Manchester. The Cheshire / Merseyside Pilot Scheme Dr Mark Forrest, a consultant anesthetist based at Warrrington Hospital has championed the service and has sourced a vehicle for the pilot project. We have also secured a pool of 24 senior doctors and medical staff who have already volunteered to support the scheme and many of them have already completed the majority of the necessary training. Firefighters will come from Cheshire and Merseyside Fire & Rescue Services. The team will be available to respond to any call from the Emergency Services and will provide rapid rescue and enhanced level medical care, supported and linked to the NHS Trauma Network. The Specialist Team will facilitate safe transfer direct to the best hospital facility such as the nearest Major Trauma Centre. This may involve a long ambulance transfer, but AR24 staff are best placed and equipped to support the ambulance paramedics in such transfers by road or air. continued on page 25 helicopter liFe, Spring 2013

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new TeChnoloGy

For

heliCopTerS

HeliSAS from Cobham

Courtesy of

Forced trim on the cyclic stick helicopter liFe, Spring 2013

Wg Cheyne

mounted at 90% to the cyclic rod (see Fig 1) so it moves with the control rod and takes up much less space, The whole box is placed under the floorboard under the pilot’s seat. Cobham offers the HeliSAS in three modes: SAS by itself; SAS with beep trim; and SAS and a two-axis autopilot (pitch and roll) with beep trim. The Bell 407 I flew (courtesy of owner Bill Antwerp from South Carolina) has the SAS, autopilot and beep trim, but the trim and SAS-off buttons are only on the pilot’s cyclic. For the co-pilot there is a control box mounted under the radio. The control box panel is designed to be consistent with aeroplanes and has

PhotograPh

obham’s HeliSAS was originally designed for the R44, as its small size and reduced weight makes this a viable option, unlike most of the larger stability augmentation systems (SAS). However, they ran into insurance complications and opted to instead go for the small turbine market such as the Bell 206, Bell 407 and the AS350 and EC130. The parallel design means fewer components and reduced weight (under 16 lbs) and the hence a maximized useful aircraft load. other SAS systems tend to weigh around 50 lbs and be much harder to install. Jamie Luster, Sales and Marketing Director, explains that the servo is

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autopilot buttons: heading hold (HDG), navigation (NAV) localizer back course tracking (BC) and glideslope (VRT). HeliSAS has received FAA certification, and that of Brazil and Australia, and China on Bell 407s. Cobham announced at HeliExpo that EASA has recently given approval for the installation of HeliSAS on Eurocopter AS350s and EC130s and the Bell models in Europe. There have been 100 deliveries to date. We flew from Las Vegas North airfield on a beautiful sunny day with calm winds. I took over the controls with the SAS on but not the autopilot. Most pilots fly with the SAS on all the time but turn it off for landing. However, it was not possible to ‘kick out’ the system by rough moves as in some Fig 1

of the older SAS systems. With the SAS on it was possible to take the helicopter away from level flight, take hands off and allow the machine to return to level flight, something that could be very useful to a pilot suddenly disorientated by flight into cloud and trying to regain his orientation. However, it is important to note that you can ‘fly-through’ the SAS if you need to change its input for some reason. With the autopilot on and using the HSI heading bug we changed course and could return to a pre-set height. In the front the machine seems a little abrupt when making changes but the passengers in the back hardly noticed the difference. We finally flew an instrument approach into the airfield, which was smoothly done. A few times I moved the controls to put the helicopter off track and each time it gently returned to its original path. Clearly, this is not a full 4-axis autopilot nor is it intended for flying in instrument conditions (something not allowed on single engine helicopters in Europe anyway) but it is designed to be a way of reducing pilot workload both in normal flight and in case of inadvertent flight into IMC conditions, and for that I think it could be extremely helpful. Anything that reduces the pilot’s anxiety and allows them to fly back to VMC safely is going to be worth the money. The price is around £100,000 or $US113,000.

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A Tearful parting of the Ways

georgina Hunter-Jones visited the Wiltshire Air Ambulance Serivce Unit, which is going to be separated from its police coalition in 2014 pictures courtesy of WASU

iltshire Air Ambulance (WASU) is currently the only one the United Kingdom to work in coalition with the police force. Both services are based at Devizes Police Station, where they share the premises, the helicopter, pilot, fuel and services. Their combined service began in 1990 when it was established as a joint venture between the Wiltshire Ambulance Service NHS Trust and the Wiltshire Constabulary after a ‘tipping incident’ happening during a flight. The police helicopter was flying back to Staverton Airfield from Glastonbury (where they had been observing the summer solstice). one of the crew observed a 14

road traffic accident happening in the road below. The police code is preservation of life and property so they immediately landed and called for an ambulance. The patient was whisked to hospital and, thanks to their intervention, survived. The police and their overlords began to see the important of helicopters for the preservation of human life. Twenty years later the team feel that this coalition has been of benefit to both of them, however, unfortunately, owing to the restructuring of the police services, this union is due to end in 2014, when the Air Ambulance unit will become independent. “This,” Caroline Corrigan, helicopter liFe Spring 2013

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2013 has already been a particularly challenging year with heavy snow and floods

Head of Fund Raising at Wiltshire Air Ambulance, Explains, â&#x20AC;&#x153;will have a huge effect on the flying ambulance service in many ways, not least in the need to raise considerably larger funds to run the service.â&#x20AC;? At present, thanks to financial input from the government, through the police service, the Air Ambulance has to raise ÂŁ700,000 to keep the service running at its current level, after 2014 they will need to raise 2.5 million pounds a year. A considerable increase. Corrigan, explained that there has never been a conflict of interest between the police and the ASU as, were there to be any debate about which service should take priority for a flight, it would always come down to preservation of life. The ASU is available 19 hours a day, 365 days a year. At most times of the year this entails the Service flying at night. However, at present they do not use NVGs but instead beacon lights, which many of the pilots prefer and which is a cheaper option as there is not need to change the panels and lights inside the helicopter. The helicopter is currently leased from PAS (Police Aviation Services) as is the pilot. The Wiltshire Air Ambulance intends to stay in their current quarters on the police station, however, unlike the present where the two services share the hangar and maintenance, when the two services separate they will have to pay the police for the space and any services helicopter liFe Spring 2013

Wiltshire ASU is available 19 hours a day, every day of the year

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Wiltshire chose the MD902 because the lack of tail rotor, large cabin and low vibration were better for the crews and members of the public

that go with it. At present, the police pay for two thirds of the running cost of the helicopter, the ambulance service one third. The ground based ambulance service will not pay for kit to be used in the helicopters unless it can also be used in landbased vehicles. David Philpott, CEo of the Wiltshire Air Ambulance Charity Trust said: “Wiltshire Air Ambulance does face an enormous challenge as we gear up to standing alone from December 2014 (when Wiltshire Police will join NPAS). With a population of circa 650,000, Wiltshire is the smallest county and until a couple of years ago was only raising £750,000 per annum – year on year. However, I have recruited an amazing board of business minded trustees and a first class staff and in the 18 months since the new charity was formed we have gone from being the worst air ambulance charity in terms of fundraising – to third best (based on £’s raised per head of the population). our income target in the current financial year is £1.6 million and it looks like we will comfortably smash that. Through good stewardship and wise investments we have over £1 million set aside and are seeing that grow by circa £50k a month. This should put us in a good place to either buy (deposit) or lease a newer helicopter next year when the current arrangement comes to an end. We measure our success month on month by a complex raft of metrics so that money alone is not the only measurement of success. Just as ‘a business that only makes money is not a good business’ so an air ambulance charity that raises lots of cash does not prove that it is any good. This is why we 16

Pilots do not use NVGs but the Explorer is equiped with a lamp helicopter liFe, Spring 2013

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Paramedic Ross Culligan

Afghanistan on downed troops also shows that in the case of multiple injuries recovery rates are better if all the operations are done at one time and so the patient only suffers the trauma of one operation - one lot of anaesthetic and one set of openings - which means it is better to get such a patient to a major hospital where everything can be done at once. Air Ambulance services have come a long way since the first recorded flight in 1917 in Turkey, when a soldier in the Camel Corps was flown to hospital in a de Havilland DH9 in 45 minutes. The soldier survived and the Wiltshire Air Ambulance service, now slicker, quicker and more efficient, deserves to survive too.

PhotograPhs

Courtesy ofWiltshire

air ambulanCe

have also committed some of our resources to research – the outcome of which will allow us to know how best to put the helicopter to use so that we are not just efficient income generators but also cost efficient deliverers of optimum care.” Which Helicopter Type George Lawrence, one of the PAS pilots on loan to Wiltshire ASU, explained that the reason the Wiltshire service chose to use the MD 902 Explorer, rather than the EC145 or Agusta 109, was that the lack of a tail rotor makes the helicopter much safer when it lands amongst the general public. The crew also like the space inside and both Lawrence and paramedic Ross Culligan attested to the decrease in vibration inside the helicopter. Culligan explained that that makes it much easier to treat the patient, as ambient noise and vibration can be both distracting and tiring. To underline this Culligan recalled that on one occasion while the 902 was away for maintenance the team were given a replacement Bolkow. The increased noise levels and vibration put the staff off their work and considerably decreased the levels of concentration. “Furthermore,” Culligan explained, “the kit layout in the Wiltshire AA is particularly good for our working practices.” Wiltshire AA can be at an incident in 11 minutes from call out and has a maximum of 20 minutes flying time to all three major trauma hospitals in the area. Culligan explains that research on survival rates has shown that the quicker a patient arrives at hospital the better, particularly within the ‘golden hour’. Work done in

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Around the World LifeFlight selects Bell 407gX

ur current fleet of Bell 407’s has demonstrated a high degree of safe, reliable and cost-effective performance,” said Roxanne Shanks, CEo at LifeFlight Eagle. “We are excited by the opportunity to upgrade our fleet to the new 407GXs, and are very pleased at the high residual value the current aircraft held after 10 years in service.” LifeFlight Eagle, established in 1978, is a non-profit organization dedicated to providing safe, quality emergency air transport and patient care to communities surrounding Kansas City in Missouri and Kansas. The two new Bell 407GX aircraft will replace their two hardworking analog Bell 407s.

“The Bell 407GX integrates reliability, speed, performance and maneuverability,” said Danny Maldonado, executive vice president of Sales and Marketing at Bell Helicopter. “With the proven ability to cruise at 130 knots, the Bell 407GX can quickly get to the scene, provide fast and easy patient loading, and a smooth ride to safety.” The 407GX is the only helicopter equipped with the innovative Garmin G1000HTM integrated glass flight deck, making it the most advanced light, single-engine rotorcraft on the market. The Garmin G1000H™ has HTAWS, TIS, moving map display and Garmin's Helicopter Synthetic Vision Technology (HSV™).

Rn Aviator 6000th hour

eaching 6000 hours of flying is a major milestone for any aviator, but Lieutenant Commander Ric Fox oBE Royal Navy Reserve achieved this tremendous milestone on the snow covered hills of Northern Norway some 200 miles inside the arctic circle. Deploying to Norway for 6 weeks and on his 8th winter visit, Ric is part of the instructional staff teaching Front Line Sea King aircrew arctic flying skills and environmental qualifications. Ric retired from the active list last year after 34 years service and is now serving with 848 Naval Air Squadron as a Qualified Helicopter Instructor whilst also flying commercial helicopter for Vantage Aviation. 18

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Dorset & Somerset Air Ambulance

orset and Somerset Air Ambulance flew 615 missions last year. Now it is is organising a major fundraising event this year to raise funds. The third annual Coast to Coast Cycle Challenge takes place on Sunday May 19th 2013. The 54 mile cycle begins at Watchet Harbour (Somerset) and ends in the Dorset town of West Bay. In only 46 days, over 450 entries have been received. With only 600 entries available, the Charity is expecting this to be a sell out and is encouraging people to enter as soon as possible. More information about the Dorset and Somerset Air Ambulance and its events can be found by visiting: www.dsairambulance.org.uk or by emailing: info@dsairambulance.org.uk or by calling: 01823 669604.

Enstrom bought by the Chinese

hongqing Helicopter Investment Co., Ltd (CQHIC), located in Chongqing, China has acquired Enstrom Helicopter Corporation, moving from one foreign owner to another. Chongqing is the fourth largest metropolitan area in China. CQHIC is focused on helping Enstrom expand its reach into China and the rest of the world. The number of helicopters in Asia represents only a small percent of the number of helicopters in the United States, while Asia has a significantly larger population and is expected to be a major market for helicopters over the next two decades. “This is a major step in moving Enstrom to a new level,” said Enstrom President Jerry Mullins. “It will provide Enstrom with the needed resources to enhance marketing efforts in China and around the world. This strong ownership will allow further growth of our business in Menominee, Michigan to meet the demands of the increasing markets around the world, especially Asia.” Enstrom has seen a 50% growth in employhelicopter liFe, Spring 2013

ment over the past 18 months, and with the new ownership will continue to grow to meet current and future demands. Enstrom will be expanding their Menominee facility to address higher production rates. This will also add business to Enstrom’s US supplier base, which is currently over 450 today. This new ownership will provide many opportunities, including continued product improvement, increased marketing support, funding for new product development, and manufacturing support to help control and reduce costs. 19

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Simulating Russians

Centre in the Czech Republic in 2010 based on similar principles as part of a joint Russian-Czech investment project. The Mi-171 trainer was acquired due to high demand for and growing production volumes of the Mi-171, and as a result the need for more highly qualified personnel and engineering support staff. Ulan-Ude Aviation Plant can provide a complete training package for staff of helicopter customers including simulation and flight training on the client’s own helicopters. The Mi-171 simulator at the Ulan-Ude plant also helps helicopter operators across Siberia and Russia’s Far East to optimise their costs on obligatory refresher training for crews, which are essential for flight safety.

PhotograPh russian heliCoPters

ussian Helicopters, part of state defence holding oboronprom and a leading global designer and manufacturer of helicopters, announces that UlanUde Aviation Plant, a Russian Helicopters company, has introduced a Mi-171 simulator built by CSTS Dinamika. The flight trainer is based on an actual Mi-171 cabin and features realistic on-board systems. It can be used to train on a complete range of flying and navigational skills in all weathers, and also to train crews on how to respond in the event of aircraft or equipment failure and other emergency situations. The Ulan-Ude Aviation Plant Helicopter Training Complex (HTC) is located in a new building at the Plant’s flight training school. For the convenience of flying crews and staff the complex also includes classrooms, relaxation areas and counselling facilities, as well as a canteen. Members of the teaching staff have many thousands of hours of flying time and years of experience as flight instructors. First feedback about training using the Mi-171 simulator has been extremely positive, with a group of Chinese helicopter operators praising its comfort and ease of use, as well as its high level of realism. The staff’s professionalism was also highly rated. The training exercises for the new simulator were based on the summer testing of the Mi-171 by a group of constructors and pilots from Ulan-Ude Aviation Plant, and as a result are as realistic as possible. A Mi-171 simulator was introduced at the ostrava Helicopter Training

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Rebecca pattinson (Air Covers) winner of the Toughest FootRace on the planet

hotograPhs Courtesy of

maCmillian CanCer suPPort and air Covers

t the beginning of March, Jennifer Murray and Rebecca Pattinson set out to win the toughest footrace on the planet, the Atacama Desert in Chile, in the hopes of raising £50,000 for Macmillan Cancer Support. Jennifer, Honorary Editor of Helicopter Life and twice round the world flier, was accompanied by her running partner, Head of Macmillan Support Line, Blanca Fernandez, Rebecca, whose brother, John Pattinson, owns and runs Air Covers, a UK helicopter-protector company, with his wife Sasha (nee Smith) ran alone. At 72 Jennifer was the oldest woman ever to have attempted this race, and was the oldest competitor in the race by ten years. Rebecca was a mere youngster at 40 years old. They raced across a vast Chilean desert that is 50 times drier than Death Valley and widely known as the driest place on earth. The race itself is an epic 250km self-supported race lasting six days, in other words a marathon a day for six straight days in temperatures reaching as high as over 40C. After running the equivalent of three marathons in three days Jennifer did sit out the remainder of the race, but still achieved an incredible amount and raised money for Macmillian Cancer Support. Rebecca on the other hand was the winner of the women’s race. Leading woman for many of the stages she came 18th overall but was the first woman to cross helicopter liFe, Spring 2013

the finishing line. Rebecca was not expected to win, which gave the winning silver plate an added glister. Rebecca works as the Senior Charter Broker for ocean Independence and her brother Air Cover’s CEo John Pattinson says: “She was a complete outsider, we are incredibly proud of her. If any readers want to charter a yacht anywhere in the world then she’s their girl.”

Rebecca Pattinson, Women’s winner

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Royal navy ‘Junglies’ Retrace Steps in Malaysia

Soon after arriving the team were invited to the home of the local MP Alex Linggi who had grown up in Nanga Ga’at and reminisced about actually witnessing a mid-air collision of an 845 NAS Wessex helicopter. Welcoming the team the MP added, “Your visit is significant because this year Sarawak is celebrating the 50th anniversary of Malaysia. Words are not enough to describe how much 845 Naval Air Squadron has done for us in Kapit and Sarawak.”

PhotograPh rnas

eventeen members of 845 Naval Air Squadron (NAS) have returned to their base at RNAS Yeovilton after an exhilarating 12 day trip to Malaysia. The aim of the visit was to retrace the footsteps of their former comrades and to honour those heroic individuals who gave their lives in this distant part of the world during the incursion of Communist forces from Indonesia in the early 1960s. (Image Nanga Ga’at.jpg – historic image of 845 Naval Air Squadron at Nanga Ga’at) The team were joined by former naval aviators, Lt Neil Burns-Thomson RN (Rtd) (74) from Bungay, Suffolk and Lt Mike Thompson RN (Rtd) (71) both veteran ‘Junglie’ pilots were survivors of helicopter crashes in the hazardous jungle environment. Neil’s scariest moment was when his Whirlwind helicopter crashed in 1965, “There were six of us onboard at the time and we all survived,” Neil recalled, “and that is why the indigenous Iban people named me ‘Antu Gayo Ulu Mirana’ - Long Lived Spirit of the River and the troops on the ground called us ‘Junglies’.” Mike was also extremely lucky as he was the only survivor of a Wessex helicopter that crashed.

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The Effects of Sequestration on general Aviation in the USA

Sequestration and General Aviation ATC

PhPotgraPh

Courtesy of

georgina hunter-Jones

Dear Editor, I am writing to provide an update on the proposed tower closures by the FAA. Here is a listing of the towers that face closure: http://www.faa.gov/news/updates/media/Facilities_C ould_Be_Closed.pdf These closures have caused great concern throughout the aviation community; issues of safety, availability of emergency services, economic ramifications, and the impact on aviation operations have been raised by numerous aviation companies and organizations. This morning, Senator Jerry Moran (R-KS) offered an amendment to the Senate Continuing Resolution (CR) to keep contract towers open. This is a bipartisan amendment cosponsored by a number of Democratic and Republican senators: Democrat Senators Pryor of Arkansas and Blumenthal of Connecticut, and Republican Senators Roberts of Kansas, Inhofe of oklahoma, Kirk of Illinois, Blunt of Missouri, and Boozman of Arkansas. You can view the text of the amendment at: http://www.aaae.org/?e=showFile&l=VUCWHW and its explanation at: http://www.aaae.org/?e=showFile&l=BSMWHH helicopter liFe, Spring 2013

A number of groups have sent letters of support of this amendment: NATCA Statement AoPA Letter NATA Letter NBAA Letter HAI has also written letters and has posted an article on the topic. If you are concerned about this issue, it is important that you contact your Senators immediately and notify them of your support of the Moran amendment to keep these towers open. All the best Laura McColm, WG #1329 President Whirly-Girls International PS See also: NBAA Supports Sen. Moran's Amendment to Preserve Control Towers Under Sequester

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poppy’s dream to raise money for Herts Air Ambulance

I truly believe that if my stories were turned into a Children’s T.V. series then this would certainly raise awareness of what an Air Ambulance does and just how important they are to everyone. I have so far wrote 9 different stories and have plans for more. I have given my Air Ambulance a name and have even given the Pilot, Paramedic and Doctor names. The stories are all about The Adventures of Heli the Rescue Helicopter. I have sent my stories to my local Herts Air Ambulance and they liked them. I have also sent my stories to the Prime Minister Mr David Cameron and The Duke and Duchess of Cambridge and many others who have all said that they like my stories. I have also sent my stories to lots of different publishers but even though they have liked it no one wants to publish a book for charity. I hope that you get the time to read my story if any of your readers have any ideas as to how I could possibly get my stories published or turned into a T.V. series I would be very grateful. Thank you for your time. Yours sincerely Poppy Young Age 13

Courtesy oPoPPy

young

halnpop@hotmail.co.uk Herts Air Ambulance: http://www.hertsairambulance.uk.com/

PhotograPh

Dear Editor, My name is Poppy Young and I am 13 years old and live in Welwyn Garden City, Hertfordshire. I love helping to raise money for my local Herts Air Ambulance. The job that they do is fantastic flying several times a day in order to help rescue injured people and help take them to hospital. The Herts Air Ambulance is able to reach anywhere within the county of Hertfordshire in just 20 minutes. It flies at 150mph and is only eight minutes from a hospital. The work that the Helicopter and its crew do can be the difference between life and death and, even though I have never needed the help of my local Herts Air Ambulance, it is great knowing that if I ever did then they are only a phone call away. The important life saving medical equipment that they carry means that they are like a flying hospital A&E department. The amazing work that they do is only possible due to donations raised by people like you and me. I am always thinking of different ways to raise money for the Herts Air Ambulance, I have held Cake Sales, carved Pumpkins, done sponsored runs and even enlisted the help of my school. Here we raised £700. I have also been very lucky and was awarded the Diana Award as a Champion fundraiser. This year I was awarded a Queens Diamond Jubilee Award from my local council. But I want to raise lots of money and continue to help my local Herts Air Ambulance, so I had the idea of writing my very own children’s stories about my local Herts Air Ambulance, to help raise money for them but also to hopefully raise awareness of all of the other Air Ambulances all over the UK. I would love to get my stories published and help out my local Herts Air Ambulance. I think that just as important as helping them to raise funds is helping them raise awareness of the job that they do. There are many different Air Ambulance’s all over the country, so wherever you live in the UK you are never very far from an Air Ambulance. I believe that a really good way of doing this would be through the Children watching Children’s T.V. before and after school.

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PhotograPh

Courtesy of

dino marCellino

Mountain Rescue illustration from Dino Marcellino’s new book SOS Italian Helicopter Rescue Operations, see Book Review page 57

continued from page 10 The Service Need There is undoubtedly considerable need for this service as there is currently no guaranteed pre-hospital care enhanced medical support available on a day-today basis in the North West. The new trauma networks are now directing all major trauma cases to the major Trauma Centres, but the ‘gold standard’ trauma care and damage control approach needs to start at the earliest possible time, often long before hospital. All the member hospitals in the Network are supporting Air-Rescue 24 offering both rapid rescue and advanced level trauma care. Existing Fire & Rescue data has shown that in Cheshire alone receive calls for threatening entrapments or rescues on average twice a day. Including the Merseyside area will at least double this number. By including emergency ambulance red or purple calls such as assaults, stabbings, falls or other serious trauma and serious medical conditions, the AR24 will be in considerable demand on a day-to-day basis, providing a valuable service not currently available. AR24 will also be available to support its other partner agencies such as Lowland Search & Rescue, Coastguard and Mountain Rescue which will also bring in several calls per week. Post the pilot and once established as a rapid response land based rescue service within the region we will look to secure the aircraft to enhance our capabilities within Cheshire and across the North of England. helicopter liFe, Spring 2013

Our Trustees are: Geoff Roberts HM AD Coroner for Cheshire - riskfixer111@btinternet.com Dr Mark Forrest Consultant Anesthetist at Warrington Hospital - atacc.doc@btinternet.com> Vicky Szulist Accountant -Crow Clark Whitehilll (Treasurer) - vicky.szulist@crowecw.co.uk Chris Knagg Health & Safety Specialist – chris_knagg@btinternet.com We are at a very early stage of the charities development and are busy with fundraising. We need to raise £600,000 to cover year one costs and to help underpin our fundraising we are looking to secure a start-up fund of £200,000 to pump prime the project. our current focus is equipping the ambulance and the items below are essential for pre-hospital “at the scene” trauma care. We have successfully loaned this life saving equipment for 3 months and clearly would look to lease or purchase beyond that time. We have significant backing from senior figures within the medical and fire service across Cheshire & Merseyside. We have been developing the concept for some months and we are currently a constituted organisation with charitable aims. The Board of Trustees and the executive are focused on the need to pump prime and fund this unique service. Best wishes, Chris Knagg Health and Safety Specialist 25

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When the game

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gets Hard

Tommaso Munforti vists the 81st Degree Training Centre in Italy

eel free to select the scenario that you prefer among the following ones: 40 knots of wind, rough water, a man is injured aboard a ship somewhere in the Mediterranean sea; … a fighter pilot after ejection is missing behind the enemy line; … during the night a strong earthquake has destroyed some villages; … a special force team has required an urgent medical helicopter liFe, Spring 2013

evacuation in a territory in arms; … night, it is urgent to evacuate some mountain villages during an unexpected snow storm. It is in these kind of situations that the Italian 15° Wing is called to work, and it is in such situations that they do the job. The Public Relations officer, Maj. Fabio D’Elia, tells 27

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Boarding the Italian Chinook

us that the Italian Air Force 15° Wing was founded in 1931 as a daily bomber unit and operated until the end of WWII when it was disbanded. The Wing rose again in 1965 with a Search and Rescue task and was equipped with the amphibious Grumman HU-16A and helicopter AB-47J and AB-204B. At the end of 70’s the Wing received a new helicopter, the amphibious Sikorsky HH-3F Pelican, which increased its operational capabilities. It, and the smaller HH-212, became the core of SAR operations in Italy, both military and civil, for several years. The Wing has four operational Squadrons, each with two flights, plus one, the 81° devoted to training and crew qualification. In spite of their specific mission inside the Air Force, the Squadrons are independent from the Wing and their organization could be considered something between a Squadron and a Wing. To mark this difference they are usually called SAR Center, or simply Centro, in Italian. To enable them to cover the whole area, both land and sea, inside the Italian border, the Centers are stationed in different airports: the 82º Center is based on Trapani AB, in the west cost of Sicily; the 84º Centro is based in the in Gioia del Colle AB in the South East of Italy, (it left its historic base in Brindisi in 2012); the 85° Centro is based at Pratica di Mare AB near Rome and the 83° and the 81° are based at Cervia AB, in the north of Italy, near the Adriatic sea, where the 15° Wing has its headquarter. The main mission of the 15°, Colonel Franco Trozzi, commander of the Wing, explains, is to guarantee the search and rescue of Italian Air Force crews inside the national borders, SAR activities, or during international missions, typically Combat SAR and MEDEVAC missions. The Wing also takes part in public utility activi28

ties, such as public search and rescue, urgent medical transport and supports the Protezione Civile Department (the Italian Civil Defense) during national disasters. This second activity, although not the main mission, uses the majority of the flying hours. The Centers of 15° have been active in all the natural disasters in Italy in the last 30 years, from floods in Florence in 1966 to the recent earthquake in Emilia in 2012, flying about 6500 hours per year (1200 of those are operative flights) and saving more than 7000 people. Normally, each SAR Center has an helicopter and a crew on standby ready to fly in less than 120 minutes, twenty-four hours a day. This time can be reduced (by 30’ minutes) during Air Force flight activities or in case of special events. In recent times, the rise of regional and private air medical companies has cancelled or strongly reduced the daylight flight activities, and the 15°, are usually called to operate during the night (they are the only ones qualified to the use of NVG) and/or when the weather conditions are really very difficult and all other helicopters have to stay on the ground. Through the years, the tasks and the operation capabilities have changed and improvemented with regard to Combat SAR capabilities and Special operations Support qualification. The 15° Wing operated in several international mission from Somalia in 1993 to the second Iraq war from 2003 to 2007. In 2001, the wing acquired the qualification of Slow Movers Interceptor. During special events the helicopters and the crews of the 15° are called to support the Air Defense System taking care of the interception of slow movers inside the no fly zone where the use of a fighter could be difficult. The present and the future We visited the Air Base at a very special time. After helicopter liFe, Spring 2013

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more than 30 years of honorable service inside the Italian Air Force the HH-3F is going to be retired at the end of 2013 and a new helicopter is arriving for Squadrons, the Agusta-Westland HH-139A. The HH139A is a dedicated version of the civil, AW139. It is powered by two Pratt & Whitney engines: the PT6C-67C Turboshafts with FADEC, and can reach a maximum cruise speed of 165 kts, with a range of 570 nm with auxiliary fuel tanks. Its special features are a new heavy duty landing gear with floats, a secure communications suite, including IFF and an integrated defensive aids suite. The helicopter is also equipped with dedicated equipment: rescue hoist, search light, wire cutters, under nose mounted Star Safire FLIR, cargo hook and a loudspeaker system. The HH-139A is, able to operate during day and night, over sea, land and mountains as well as from non-prepared surfaces. Even though its main role is clearly defined, the HH139A is indeed a very versatile machine: in less than 30 minutes it is possible to change its mission profile from SAR (5 passengers + 1 stretcher) to MEDAVAC (from 2 to 4 stretchers) or to utility (up to 14 passengers). Despite its smaller dimension and because of its modern avionics and mechanics the HH139A is going to became the core for SAR missions for the next years when the successor of the HH-3F, the EH101, will join the Wing for Combat SAR missions. A Mission We were invited to fly with the men of 81째 Training Center, flying two very different standard training missions. The first was a SAR mission performed by an HH-3F over the Adriatic sea. The second one, in the new HH139, was on a mission in the mountain. In the briefing room we met the commander of 81째 Training Crew Center, the Lieutenant Colonel Alberto Fort, who outlined a typical SAR mission and highlighted that our flights were be a real training mission. It was the final qualification test for the pilot Captain Domenico Pisani, from the first Center to get combat ready in the new helicopter, the 84째, and that in this way he will be one of the first Italian Air Force pilots to be qualified on the new HH139A. The helicopter on alert is employed by Air operation Command, the C.o.A., through a Rescue Coordination Centre, the R.C.C. which, after having received the request for a service, evaluates the mission feasibility and decides which unit will be activated, charging an air task. The mission started by calling all the standby crew helicopter liFe, Spring 2013

In the cockpit

HH139A is a very versatile machine

The HH139 is a dedicated military version of the civilian AW139

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The foremost mission of the team is rescue of Italian Air Force crews

A rescue mission is first of all teamwork

members to the base. Lt. Coll. Fort explained that the time is always very short, and there are many things to do; like in a very complicated puzzle, each member of the crew has his specific role that has to match with the others for the complete success of the mission. A rescue mission is first of all teamwork!. The chief pilot keeps the contact with the R.C.C. collecting all the information available about the mission such as the type of rescue, the number of the missing persons and so on. The copilotâ&#x20AC;&#x2122;s duty is to plan the flight. While the paramedic is loading the healthcare material, the SAR operator, the o.SAR, prepares the helicopter for the flight and the aero-rescuer loads all the equipment required for mission; it is obvious a mission on the mountains is different from a mission over the sea. This difference is amplified with the arrival of the new helicopter which is smaller than the HH-3F, to optimize the internal space it is necessary to load only strictly necessary things. In less than half an hour, the crew is ready for a short briefing to define the mission profile and to takeoff. often the helicopter takesâ&#x20AC;&#x201C;off without knowing all the details of the mission and communication with the R.C.C. continues during flight so they have as much information as possible before arriving at the target. For this reason the briefing usually starts on the ground and ends just before entering the research area. At this point they have radio silence; it is time to play. The procedure, tested and improved several times during the continuous daily training, has become an autohelicopter liFe, Spring 2013

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The HH-3F holds the record for lifting 14 people from a shipwreck

matic process. All the members of the crew support the two pilots in finding and localization of the target, and warning of any possible problem or obstacle. once the target is established the helicopter usually makes two fly pasts: high and low reconnaissance, in order to evaluate the actual condition of the area and to check if it is safe to perform the rescue, whether it is possible to land or if it will be necessary to use the hoist. All decisions are taken by the chief-pilot, but everyone contributes with his specific role.

Captain Domenico Pisani completing his test successfully

The first person to be lowered from the helicopter is the rescuer, who, after having secured himself and the injured person proceeds with the recovery or asks for the presence of paramedic and o.SARs. When finally all the people are back on board the tension decreases and the crew relax now that another mission has been done. The record for rescue on this type of mission is held by an HH-3F which lifted fourteen people from a shipwreck. Suddenly I hear a voice:” the captain is speaking, … we are approaching Cervia airport, the ground temperature is 2 degrees above zero,… please fasten your seat belt...Thank you for having flown with The Italian Air Force”. Captain Pisano’s test is accomplished and my flight and my visit is at an end.

The team

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no news is

he 2013 HeliExpo at Las Vegas was positive but without much actual novelty. All the manufacturers and many of the related companies said that 2012 had been the best year since 2008, when the downturn began, they were also optimistic that this improvement will continue in spite of economic woes and the added US problems caused by sequestration. However, there was little that was actually new on offer at the show, although there were many upgrades to well trusted original products. 32

Eurocopter Helicopters Lutz Bertling said, at the opening Eurocopter breakfast, that the company had a good year in 2012. Revenues were up 15%, although this was not because they sold more helicopters, in fact they sold fewer, but because the ones they did sell were more expensive and because the company has improved their customer service side so much that it brought in 40% of the revenue. They are continuing with their ecological helicopter drive and this time 'launched' the EC145T2, an improved

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good news

Spring 2013

HeliExpo Las Vegas where there was nothing new but manufacturers had their best year since 2008 Georgina Hunter-Jones reports

version of the EC145. Lutz Bertling said, “if you have a good product it is better to make it better than to start again with a whole new product.” The EC145T2 is planned for certification later this year. The upgraded machine will have a shrouded fenestron tail (the original version has a tail rotor) and FADEC controlled engines. It has a Helionix avionics suite, developed in-house, which includes a four-axis autopilot.

The EC175 was also a show success story for Eurocopter, with Bristow Helicopters purchasing 12, plus an unspecified number of options for more. These will be used for the oil and gas market. The EC175 has been delayed but now has, Bertling said, “better than planned performance in speed and range.” Recommended speed is 150 knots, 16 passengers can be carried 135 nm. Eurocopter is also developing the AS332Cle Super Puma medium twin, which will be able to seat 19 pas33

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The upgraded EC145T2

sengers, and should have the first two deliveries made this year. The innovative X3, was, Lutz explained, only a test bed and will now be ‘museumed’. Instead Eurocopter are focusing on the X4 programme. This will feature fly-by-wire controls, and double-swept blades to cut noise. It will be ‘more electric’ and less hydraulic. There are planned to be two different engine options, Turbomecca and Pratt and Whitney, and they hope to have a moderately advanced version flying in 2017, with the advanced version ready by 2020. They also have plans for a X6 and X9 programme. Bertling pointed out that Eurocopter’s aim both now and for the future is to improve products and service while reducing costs. “We are not selling helicopters, we are selling mission capability. If the customers could use a truck and save money, they would. Unfortunately, trying to drive a truck out to the North Sea gets it stuck in the water!” MD Helicopters Lynn Tilton, the CEo of MD Helicopters, said the company had had its best ever year in 2012. This is, she said, because she had finally managed to achieve all the Ps: product, people and process. She always had a good product, but now she had brought in the best people and this led to a good process. Mature HAIers, might remember her team being praised a few years ago; only then they were a different team. MD is well positioned for the USA Armed Aerial Scout contract with their light single turbine the MD540F. The MD540F both owes a lot to its heritage from the Hughes 500 but is also, Miss Tilton explained, “a significantly different helicopter even from its imme34

The new EC175

diate predecessor the MD530F.” It has a new engine the new Rolls Royce M250-C47E, dual channel FADEC, and a take-off power of 700 shp. It has a six blade main rotor with composite blades provided by Van Horn Aviation. This will improve ‘hot high’ performance and allow a hover at 6,000 feet with 95 degrees F, even with a full avionics and weapons package, and includes a projected service ceiling of 20,000 feet with an external weight of 4,100 lbs. The commercial varient of the 540F should be certified in early 2016. Miss Tilton said that she believes that "this is the year of the NoTAR" and that the MD902 will finally come into its own. At the moment there are around 100 out there, but this is the time to push forward and create more opportunities. Their support system for the MD902 had improved massively and there were few moments of downtime. However, this was challenged from the floor as one of the British police 902s has apparently been without parts for three weeks. Dress wise, always a Tilton issue, the CEo was wearing an army fatigues dress made by one of her '75 companies', as shown in the accompanying photograph. Sikorsky Helicopters Sikorsky also had a good 2012 with turnover up 100 million $s. New CEo, Mick Maurer, who joined Sikorsky on July 1st 2012 from Sikorsky Military systems, said three quarters of the business is driven by oil and gas, which is currently up particularly in emerging markets. The Sikorsky’s booth had their first S76D on display and the launch customer was, just like with Eurocopter, Bristow Helicopters, underlining the current power of the oil and gas industry. The S76D has eight major improvements including better HUMS, new helicopter liFe, Spring 2013

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PhotograPh

alan norris

CEO of MD Helicopters Lynn Tilton and her perfect people

PW210S engines and active vibration control. It has a cruise speed of 154 knots, nearly 20 knots faster than the C model, and a fuel burn rate of 89 gallons per hours, compared to 94 gallons per hour for the C model. The decibel level outside has reduced from 92dBA to 86dBA, and internally from 87dBA to 83dBA. At present Sikorsky are looking at three challenges: a. The Combat Armed Helicopter, b. The Presidential Helicopter c. The Armed Aerial Scout. Maurer said that they think they have a good chance of success in all of them. “The Presidential Helicopter, the tender for which has come back in from the Navy, suits Sikorsky well because the renewed contract is now looking for a basic helicopter into which the Presidential team can add the necessary software without massively increasing the price.” For the Armed Aerial Scount competition Sikorsky are looking at the Raider programme. “A year ago,” said Maurer, “this would have been considered a long shot, but as time goes by it seems more and more realistic.” The Raider will have its first flight in 2014. There was less positive news on the subject of light helicopters, particularly the Hughes 269, (S300) taken over with the Schweizer buyout. Dan Hunter, director of programs, said that Sikorsky was concerned that the Schweizer cost twice as much to build as its retail price . The company felt that as Schweizer made every part of the 300 it was just too expensive to continue the production line. However, Hunter said, they will continue to maintain the existing 300s, and to work with companies, such as Bristow Helicopters, who have a large training fleet, to achieve ways of continuing their current programmes. There is unlikely to be any further developments on the Schweizer turbine the S333. helicopter liFe, Spring 2013

Sikorsky S76D

The Ghost of H269/S300 Past

MD540 Aerial Scout challenger (Alan Norris)

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Turbomeca’s Arrano engine

AW139 arriving at Las Vegas. Photo Alan Norris MD902 arriving at Las Vegas. Photo Ian Turner

PhotograPhs ian turner, alan norris and georgina hunter-Jones

For the future, Maurer said, Sikorsky are teaming up with Boeing and the team will create the largest rotorcraft programme in history. AgustaWestland Agusta also had a good year. The new CEo Danielle Romiti, who joined the company on 28th February 2013, just before HeliExpo said the AgustaWestland is well positioned to take advantage of the coming deepwater offshore oil boom, Agusta’s oil related helicopters are led by the medium twin AW139 of which more than 700 have been sold. The AW189 and the AW169 are planned for certification this and next year and have already had more than 60 orders each. AgustaWestland revealed that it had successfully demonstrated to EASA the AW139’s ability to operate for 50 minutes following a loss of lubrication to the main gear box, giving it an extra margin of safety for offshore oil operations. This actually surpasses the current 30 minute run-dry requirement. on the subject of the AW609 Tiltrotor programme, of which AW assumed full ownership in 2011, the company is still on track to bring the aircraft to market by 2017. A third prototype is under construction in Italy and, Romiti said, the design has been refined to improve performance and reduce costs. Moreover, it has already successfully flown 90% of its flight envelope. Bell Helicopters John Garrison said that 2012 had been an excellent year for the company. Nonetheless, he has a new aim for the company; he wants to reduce Bell Helicopter’s dependence on military sales and increase its share of the civil market. The major civil initiative here is the Bell 525 Relentless Helicopter, which will have its first flight in 2014. The Bell booth featured a simulator that demonstrated the helicopter’s fly-by-wire capabilities. Garrison said it will be a 18,000 lb plus twin, and will have multirole capability. There have also been some upgrades to current models, including the Bell 412EPI, which features a new glass cockpit, upgraded Pratt & Whitney Canada PW6T-9 Twin-Pac engines and the BLR FastFin system. Bell says that this will improve payload capacity in hot and high conditions by 1,410 lbs. Estimated price is $10.4 million and production will begin in 2014. Bell also has further upgrades on the 407GT, the armed version, which has an estimated price of $2.9 million and the 429, which will have a wheeled version. Deliveries will begin in 2014 and

PhotograPhs ian turner, alan norris and georgina hunter-Jones

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the estimated price is $6.5 million. on the military side the V-22 had its first foreign military sales on order. Garrison said that, “several countries have taken the..step to go into LoR (Letters of Request)” necessary for a foreign government to purchase US military equipement. They also continue to supply the Marine Corp with the UN-1z attack and UH-1Y tactical troop helicopters. Robinson Helicopter Company At the age of 88, Frank Robinson no longer attends HeliExpo but his product will go on for ever, or if not for ever for a lot longer than him. His son Kurt did the popular press briefing. Robinson had also had an excellent 2012 selling 517 Chongquing’s Mr Gou helicopters, a 45% increase on previous years. While signing for 10 more 286 were R44s, 191 were R66s and Robinson are now Enstrom 480s, with producing 5 or 6 R66s a week and the same number of CEO Jerry Mullins R44s. And this is before they get Russian, Canadian or EASA certification. This may be soon, we were glad to hear, as the FAA have accepted ELAS on the hydraulics ly filling up the production line for the foreseeable so the exemption has been lifted and other governments future. Training helicopters are needed in China. Marenco Swiss Helicopter will now be prepared to look at the product. More will The Marenco Swiss Helicopter continues on its path clearly be coming on this in the next few months. to certification and use. They have started wind tunnel Robinson are now also going to get the exemption on tests in Switzerland. the R44 hydraulics removed. Russian Helicopters Robinson have increased their number of service The Russian Hour featured the introduction of the centres from 422 to 433 in 2013. There are 77 purely newest machines. There are the Kamov Ka-62 and the R66 part 145 operation service centres. updated version of the Mil Mi-8 family of helicopters, The company have a variety of other projects now the Mi 171A2. Russian Helicopters CEo Dmitry Petrov starting which had been on hold while they grappled with the problem of the R66 hydraulics and foreign cer- said that designers had worked hard “to reduce the helicopter’s environmental footprint and increase its operatification. These projects include float and cargo hooks, tional cost efficiency.” a fuel bladder for the R22. Floats should be FAA certiThe Ka-62 is a medium twin which will carry up to 15 fied for the R66 this year as the FAA are starting testing passengers and multiroles. Th first flight is expected in in the Spring. The cargo hooks are necessary for August with certification anticipated in 2015. Canada and will allow the pilot to fly from either seat The Mi171A2 will have a range of 430 nm and have when lifting cargo. They are also looking at putting twin Klimov VK-2500 engines. It will have a cruise Garmin 600 and 700 touch screens on the helicopters. speed of 150 knots. Deliveries are expected in 2015. A further project, which is looking successful, is getting unleaded fuel approved for piston engines, and then possibly looking at ethanol use. They are also conMarenco Swiss sidering a SAS system, a range extended for the R66 Helicopter continues and a fuel bladder in the cargo hold. towards certification Kurt said that they were pleased to announce “R66 sales had not reduced the number of R44 sales, which has led us to conclude the R66 has created a whole new market within the helicopter industry.” Enstrom Helicopters Enstrom Helicopters were recently bought by the Chongquing Helicopter Investment Company, and the company's Mr Gou signed the agreement to purchase 10 more 480s (they already have 6) at the show. After this the company will buy another 15 helicopters, effectivehelicopter liFe, Spring 2013

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Another show innovation was Scott's Bell 47. Scott will build the new Bell 47-GT6. powered by the Rolls Royce RR300 turbine which was originally created for the Robinson R66. The helicopter will be built from scratch and not remanufactured, but will be based on the Bell 47G-3B-2A type design, which had a 3,200 lbs max gross weight, and an external load carrying ability of 1,650 lbs. They are also looking at a modern instrument panel, composite main rotor blades ad are hoping to start flight testing within one year. The owner and President of the company, Scott Churchill said deliveries are expected to commence in 2016. Price is $820,000. Emmanuel Dupuy CEo of HeliAsset, a company selling secondhand helicopters explains that HeliAsset’s mode of working varies from other sales teams in that they sell by manufacturer or model rather than by region. The idea is that all their sales can be done on the phone or internet and that it is better to have a salesperson who really knows the machine he or she is selling than one who you can meet in person. Most sales are done from New Jersey or Paris and most of their markets are US, Russia or other established markets. They are planning to grow over the next few years. Richard Roller CEo of Power Vamp explained how he had developed from a company starting dead bus engines twenty years ago to a £4.5 million company helping helicopters and airlines with battery failures. Roller, who was originally a Hawker Sidley engineer, was working in the Channel Tunnel with recovery equipment, when he saw how vital a small thing like a flat battery could be to the running of a smooth organisation. He, consequently, bought a battery and designed a suitable connection to jump start various vehicles. His move into helicopters came through horses and the police horsebox. Having started their horsebox's battery with one of Power Vamp's machines with a 24 volt battery, the police discovered they had a dead engine on their Squirrel helicopter, and asked Roller if their could use the same machine to start that. He realised the importance of the battery to helicopters and planes and the company leapt forward. Erickson Air Crane have bought Air Amazonia, the helicopter part of HRT, the oil exploration company. This will allow HRT to concentrate on their core work of oil production, while giving Erickson an entry into the valuable Brazilian market. 38

Mil MI171A2

Scott’s Bell 47 will use the RR300 turbine engine currently in use in the R66

HeliAsset’s EC155

There was a definite feeling in the show that the New World helicopter markets are making a difference. Brazil, especially in the heavy lifting and oil and gas markets, is exciting manufacturers, China has apparently managed to cope with the dip in its fortunes and while India continues to fall foul of its own bureaucracy it still has such huge potential that maufacturer’s keep fighting the red tape. Russia is showing strength not just in its traditional heavy markets but is now moving towards medium and lighters helicopters. 2013 will be an interesting year. helicopter liFe, Spring 2013

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Silver Linings in

Brenda Nicoll flies to Moscow for the World Championships photographs by the author and by Alan Norris

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Serpukhov Moscow

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Brenda Nicoll flew 4000 miles to Moscow by R22 to see the British Helicopter Team clinch the Silver medal in the 14th World Helicopter Championships

elicopter Golf Zulu Alpha Papa Yankee, two on board at the fuel bay, request flight information service for a flight to a private landing site in Serpukhov, Moscow.

As ridiculous as it sounds we actually weren't alone in our quest to find the aforementioned private landing site near Serpukhov aka Drakino airfield. The convoy to the 14th WHC had started at Wellesbourne Mountford with G-zAPY and G-TCAL outbound in tandem. At the same time two military AS350s were revving up to depart Shawbury with the positioning crews, their engineer and military team leader on board. And Steve Atherton & Nigel Feetham were putting the finishing touches to packing Steve's Gazelle for the three week trip. G-ETIN was also about to be airborne for the positioning crew to fly to Poland and await the arrival of their crew. And so follow those immortal words, one's we really never believed we would actually hear - let the journey begin! After many months of planning, we were at last on our way. David Monks had managed to overcome the 42

early minor obstacles such as lack of crew, lack of aircraft and waiting for the nod from our military mite to get the campaign under way. Later obstacles involved such detail as: no crossing the border to Belarus at all and no fuel in all of Ukraine and that was all before we even had our visas! After months of training, the handpicked British Helicopter Team was ready to face the Russians in a medal showdown on their own turf. Eight of the Team had already competed in Rouen in 2005 and/or Eisenach in 2008 where Team GB brought home the bronze medal putting them in a good position against the Russians. After an incredibly weather-friendly trip via Kortrijk, Monchengladbach, Eisenach (home of the 13th WHC) and Bautzen we were all ready to cross in to Polish territory to push on through to Drakino. Into Poland, and the convoy increased in numbers as we met up with Steve & Nigel and the G-ETIN positioning crew Baz Younger and Howard Cramer. Steve & Nigel had tried to push on helicopter liFe, Spring 2013

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through Ukraine but their flight plan was declined and their entry to Ukrainian airspace refused so they had little option but to sit and wait for the rest of us to activate the group flight plan. our last stop in Poland was Rzeszow, the great weather gave us a two day rest stop here to take in the sites and enjoy lovely Polish hospitality after the first leg of the journey, not to mention taking advantage of the hotel laundry facilities to replenish our dwindling stock of clean clothing. With our arrival scheduled into Drakino for 19th August, the crews were taking advantage of non-flying days to rest-up. our first stop in Ukraine to clear customs was Lviv. We had been joined by the European contingent lead by Hubert Gesang of the German Helicopter Club. In the convoy we had now been joined by a Bolkow (Austria Team Red Bull), 2 EC 120s (Switzerland), an AS350

(Dutch), a Cabri (German) and an R44 (German) along with our two military AS350s from Shawbury with John ‘JJ’ Jackson & Craig Finch and Mark Lazenby & James Fraser on board. From here the turbine aircraft were heading to Kiev and on to Kharkiv with the Robinson contingent also taking in the sites as well as fuel at Rivne and Poltava. The uneventful but spectacular journey to Kharkhiv had many highlights such as Kiev’s heliport, an amazing facility right in the middle of the city by the river. As we lined up to land, the electric gates parted revealing a very stylish facility. We all nervously gathered at Kharkiv on our way to our first port of call in Russia - Belgorod. Crossing from Kharkiv to Russia involved a formation of all aircraft together from Kharkiv to the Russian border through the no fly zone and on to the Belgorod to clear customs. A surprisingly

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warm welcome awaited us and two excellent guides who would help us fly on to Drakino, Michael and Max. Michael took the Robinsons and the Cabri whilst the turbines flew with Max. After a couple of hours, flight planned and briefed and now in possession of a pile of maps we couldn't read anything on, we were on our way to orel to fuel up before the last leg in to Drakino. A grass runway in the middle of nowhere could only mean one thing, we had reached Drakino Airfield. And up popped Irina Grushina and a tray of vodka further removing any doubt that we were actually in Russia and even more reassuringly, in the right place. British Airways had very kindly delivered the more adventurous of the crews and our six strong judging contingent. Steve Atherton (to whom we remain eternally grateful) very kindly lent his Gazelle to Ron Watkins and Marc Condon, a new flying combination but both from winning stables in competition flying. Andrew Taee, was really hiring a B206, and newcomers to the WHC (and reserve crew) Peter Waldron & Andy â&#x20AC;&#x2DC;Doghouseâ&#x20AC;&#x2122; Moorhouse hiring an R44. All seven crews had pre-booked their training space and were able to spend time familiarising themselves with a very flat country side and Russian maps, certainly not the easiest combination for them. The Russians had very graciously left a good portion of late training time to the European contingent as most had made the long journey by helicopter.

We have LiftOff

Slalom though red topped gates

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EC120 grapples with the challenge of low sun and an unexpected parallel course

They say time flies when you are having fun and this was no exception as all of sudden it was time to get down to the flying and let the competition begin. Day one was kicked off with the Precision Flying event, a very cruelly laid out course on an undulating grass surface. The Brits set about it with a vengeance and returning a remarkable second place overall in the event for David Monks and Caroline Gough- Cooper, who dropped only six points, and five of those were a landing penalty. A great start for Team GB. Second up on the same day, was the Fender rigging event. It was a late afternoon event, the sun was getting low and despite it not being a parallel event, the Russians had set up two full size fender courses side by side. This coupled with it being the second event of the day all lead to this not being Team GBs finest hour but nonetheless Andrew Taee and Mike Buckland gave the highest UK score with a respectable 284.1 but such is the level of competition here this gave them only 19th place, a fitting end to Mike's flying with Team GB as he has now declared his retirement from competition flying. With day one over, everyone was beginning to settle well in to the event and Team GB was well placed to get their hand on the silverware with only a German challenge on the horizon. The event given most credit for throwing the competition wide open is the navigation. Each competitor starts with 300 points and it's there for the losing! Team GB rampaged on and this time it was the turn of John Jackson and Craig Finch helicopter liFe, Spring 2013

Fender rigging event

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Caroline Gough-Cooper

to take centre stage, coming 6th overall with 297.5. A tremendous show for Team GB. The highest Russian score was a mere 299.5. The Slalom event was the final event of the competition. The Germans and the Brits were locked in battle for the silver medal and all was resting on the last team with the Brits needing high scores from their scoring contingent. This time it was the turn of Quentin Smith and Chris Bull to lead the way for Team GB with 284.1 and the welcoming sight of the first Brits on the score sheet. The rest of the Brits followed suit and we were delighted to have the Team scores confirmed with Team GB in second place - a tremendous performance ahead of the other countries and only just over 200 points behind Russia. A very credible performance by Team GB. Team Captain David Monks was delighted to bring back the silver medal and said "This is a great result for Team GB, the highest ever ranking in a World Helicopter Championship. It shows our hard work has paid off and that it is not unreasonable for us to be able to beat Russia in the future to pick up the gold." David and Caroline's score in the Precision event gave them a silver medal, This was the only medal to leave Russian hands in the whole event. A good medal haul for the UK and a world class performance. After two thousand miles of flying in convoy, eight days on the competition field in Russia and a clutch of silverware, there was only the outstanding matter of returning to the UK and completing the other two thousand miles. We all flew in convoy back to Kharkiv in Ukraine before heading home in different directions. As we all bid our farewells at Kharkiv, G-ETIN, GzAPY and G-TCAL set off for Poltava where we were to remain for two days in awful weather. The route on 46

Two faces of the Gazelle

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Q Smith trying a new ride

the way home varied slightly taking in the sites of Krakow, Colditz and Auschwitz. once the miserable weather cleared from Poltava we were clear through to Monchengladbach on the last leg of the journey. GTCAL pushed home alone and the other two and enjoyed a spectacular Channel crossing in the late after-

noon sunshine. A very fitting end to the trip of a lifetime. So, months of training, huge costs, private practise galore, the logistics of flying to Russia and back, visas, permissions, competing and not to mention the $40,000 for crossing Ukraine - would Team GB do it all again? I fear they would!

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Class 6 Helicopters

ood things come to those who can wait (well, at least if they can wait more than 10 yearsâ&#x20AC;Ś). That is the short version of the story of the Ultralight Class 6 in France. one of the long time proponents of this light helicopter class is Matthieu de Quillacq, who proved that you can fly with a Class 6 helicopter around the world. Apart from being an experienced hang glider instructor and the most experienced CH-7 pilot in France today he builds many of the CH-7 flying in France. The CH-7 is at the moment the only Class 6 qualified helicopter in France. The side-by-side brother of the CH-7 is the CH-77, which should be in the Class 6 soon. Since the Class 6 is really new there are not many experts around who know the particularities of Class 6 helicopters and as I am not a Class 6 expert either, I was 48

really looking forward to this flight. one small info for you, so you can put my remarks into context, I started my helicoptering career after I met the great Shawn Coyle at test pilot school, where I was being trained as a fixed wing test pilot. He told me that helicopters are fun and so I started on the R22, progressed to the R44 and now most of my helicopter flights are in the Bell 206 and the Bell 407 (both machines I really like a lot and I know a lot about). Barcelonnette August 2012: The CH-7 available for this flight was 04-FP. With this particular machine Matthieu crossed the Atlantic and flew around the world. Just for info, the rotors have been turning for about 3,500 hrs on this machine. During the walk around Matthieu explained all the details of the machine and the very well made welds on helicopter liFe, Spring 2013

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Thomas Skamljic looks at the CH-7 and CH-77 helicopters in France

the steel tube frame of the CH-7 impressed me quite a bit. of course these tubes are filled with Nox and a pressure gauge senses any lost pressure (there is also a warning light for that). The walk around is quickly accomplished as about everything to check is easily accessible and there is nothing extraordinary to check. Getting in and out of the CH-7 is very easy as the canopy can be moved forward and completely out of the way. once I was settled in, my first surprise, there is only a lap belt that will keep you attached to the CH-7. Personally I prefer a 4 point harness, just to be on the safe side. The seating position was not too comfortable for me, as I prefer some more legroom but that’s just me and my 183 cm. My next surprise came when Matthieu told me to put the headset on, while I was searching for some sort of a checklist. As it turns out there is no checklist in the ordinary sense, instead you have your personal assistant in the form of a ‘lady’ in the headset and she will guide you through all the different items that need to be checked or done from pre-take off to engine shut down. As a bonus she will also let you know that you are about to exceed one or the other limit of the engine. The dashboard features all the usual instruments, the ASI shows the speed in KTS and MPH and on the rotor/engine RPM indicator, rotor RPM is on the left, which I like a lot. All the warning lights are in view and helicopter liFe, Sring 2013

the moment you push the warning lights test button, a whole Christmas tree lights up. A governor keeps rotor RPM in the green. Next I was to learn that the expression “having a really close personal relationship with your flight instructor” gets a whole new meaning in the CH-7 Kompress Charlie 2. Matthieu somehow managed to squeeze himself into the few cm between my spine and the firewall. But then Charlie 2 is advertised as a 2 seater so he had to get somehow onto the back seat. Well, what shall I say! I understand the advantages of keeping the volume of the cockpit small and keeping the weight of the second person close to the CG, but I am sure that not many people want to be that close to the back seater/instructor. This tandem seating might be ok if you are flying with your loved one, although I doubt that she (or he) will enjoy flying for more than 20 minutes. Solo flight is from the front seat. The cyclic is traditional and comes out of the floor but the hand grip has a second grip sticking out to the right in the form of an L-shaped tube attached to it. What astonished me was, that Matthieu managed to move the cyclic with his right hand although he had to reach around me. The collective is on the left, has a twist grip and works in the traditional sense. It is operated by the front and back seater alike, however as my left forearm was on 49

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skamlJiC

maintenance. I did not have much time to enjoy the scenic landscape around Barcelonnette as we headed towards Barcelonnette Saint Pons Airport for some autorotations. Matthieu showed me the first and talked me through the second autorotation. In short, the autorotation characteristics were nice during for what we did: that is standard entry, moving the stick forward and backward to change the speed between 50 and 70 KIAS which gave us a RoD between 1,400 and 1,700 FPM. The maximum glide distance is achieved at 56 KIAS. To show how quickly rotor RPM is recovered Matthieu pulled the collective to get the rotor RPM to the lower end of the green range and just a little bit less collective got the RPM to the upper end of the green range, all without hassle or a huge loss of altitude. Flare is standard as is adding power. Then Matthieu told me to do a towering take off, so I pull the collective until 32 MAP when Matthieu took over and pulled 37 MAP and, just like being in an elevator, we climb up (oAT was still 32°C and we had not used much fuel on the way to Barcelonnette Saint Pons Airport…) Matthieu told me that we could have pulled even more as red line is 5 minutes of 40 MAP …... That small CH-7 really is powerful and if you want some numbers, in the CH-7 every horse has to pull 3,9 kg whereas in the R22 each horse has to pull between 4,75 and 5,02 kg. on the airport we did some spot turns, followed by some left and right sideways flight, no problem at all and sitting in the longitudinal axis really helps you feel the motion of the helicopter precisely. Well, it was all too soon over and we headed home. Approach speed was 50 KIAS and on the way down the CH-7 did not require much cyclic work to keep the airspeed constant. Landing was standard. The shut down procedure complete Matthieu and I discuss our flight and as you probably know by now, I really liked the CH-7, however the rather

Courtesy ofthomas

Matthieus left knee I had to ‘hold’ the collective in a very unnatural (at least for me) way. This was going to be interesting. The engine is running, the rotors spin and we are about to take off. With 2 people on board and a bit more than one hour of fuel we are at MToW, oAT was 32°C and the area where we intended to take off was close to Barcelonnette, which is about 1.200 m higher than sea level. I did the math and expected a very interesting take off to say the least. Matthieu told me to pull the collective slowly and to check the MAP reading and to my huge amazement 32 MAP was enough to get us airborne vertically (the yellow range starts at 35.5). Having flown quite a few hours in the R22 I have to confess that I am not quite sure whether the R22 will be capable of pulling off such a feat under the same conditions. I move the stick forward a little bit and immediately we accelerate and start to climb. Best climb speed is 50 KIAS and we climb at more than 500 FPM at 32 MAP, I was seriously impressed. In the meantime, we are at 4.500 ft and I try to get a feel for the CH-7 with a few climbing and descending turns. Matthieu did not have to intervene much as the CH-7 proved to be a very nice handling machine. What I noticed was that the stick forces are a bit on the high side, certainly a lot higher than in the R22, which helps when learning to fly helicopters as the danger of overcontrolling is reduced. Personally I like small control forces better but again that’s just me. What I also noticed, the CH-7 reacts immediately to any stick input and these quick reactions insure that the CH-7 is fun to fly. Acceleration up to 100 MPH (yellow line starts at 100 MPH) did not increase the vibration level a lot, in fact I have to say that apart from a very distinct vibration in the stick overall the vibration level was really low. According to Matthieu this vibration is particular to this machine and will be taken care of during the next regular

CH-77 engine

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CH-7 engine

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CH-7 door

CH-77 door

suboptimal seating position and how I had to hold the collective is a no go for me, as creature comfort and ergonomics is paramount to a safe conduct of flight. So would I buy the CH-7 it would be a single seater. When I told Matthieu what I thought, he smiled and said, for someone of your size and who would like to fly with a passenger, the CH-77 was build. The only problem was, Matthieu´s CH-77 had not gone through all the necessary paperwork, so next stop Asti close to Turin. Asti August 2012: It´s about 9 o´clock in the morning and I am in front of a hangar where many CH-7 and some CH-77 helicopters are parked. one CH-77 is about to take off with Igi Barbero and a student pilot on board. The first person to greet me was Eugenio Fadini a very bright engineering student who showed me round and answered my many questions regarding the CH-77. As you can imagine I was not the first to be a bit unhappy with the creature comfort in the CH-7 when used as a 2-seater, so in 2002 the first ideas where put together and in 2004 the first prototype CH-77 had its first flight. In 2004 Igi Barbero suffered a major motorcycle accident, which caused the development of the CH-77 to slow down considerably. The time from 2004 until design freeze in 2010, was used to check all the vital parts of the CH-77 on a CH-7. only when Igi was happy

with the performance of the bits and pieces on the CH-7 they were considered ready for the CH-77. Since 2010 the primary design challenges have been to reduce the overall noise and vibration level by reducing the tolerances and improving production accuracy. The CH-77, I was about to fly, is production number 2 which serves as a company demonstrator and it has clocked up about 100 hrs. The fuselage/structure of the CH-7/CH-77 are a mix of carbon composite parts and a steel tube frame. The steel tube frame is filled with Nox (2 bar). Although the overall size, apart from the wider cabin of the CH-77, appears to be pretty much the same, there are many differences. The CH-77 has a longer rotor mast and different main rotor blades. The main rotor blades of the CH77 use a profile, which is also in use on the AS350, as this profile performs well also at higher altitudes. The CH-7 and the CH-77 share the same tail rotor. The engine of the CH-77 is a Rotax engine, which was reworked a bit by EPA Power to achieve 130 hp, that is 15 to 20 hp more than the baseline Rotax delivers. I strongly believe that you can never have enough power in a helicopter, so I think it is a good idea to make a few more horses available to the pilot in particular since (occasionally) pilots get themselves into situations where they need more and even more power to get out of trouble. The fuel consumption is between 17 and 20 lts. per

CH-7 rotor head

CH-77 rotor head

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hour which is about the same as on the CH-7. Eugenio gave me a real good overview of the CH-77 and the differences to the CH-7 and by the way he is the one to write the CH-77 PoH. I saw that PoH on Eugenio´s iPad and it looked great. Not much later I was introduced to Igi Barbero, the pilot who uses a CH-77 to open a beer bottle (video is available on youtube). After a quick walk around and a short cockpit familiarization (nothing extraordinary to report) it was time to start the engine (and yes the same lady in the headset guides you through the startup procedure). A lap belt kept me fastened to the CH-77 but good news a 4 point harness will be available (in due course). The rotors spin and Igi does the first take off only to hand me the machine seconds later. As in the CH-7 the stick forces are a bit on the high side but I was able to hold it over a spot, and do some pedal turns with little effort, so nothing to really complain. The vibration level is remarkably low and the view from the cockpit is excellent. The instruments are clearly visible and there is enough room for some more instruments on the dashboard. The cockpit is comfortable, it is also wider than a R22 cockpit and no, I have no creature comfort issues with this cockpit. Most of the switches and circuit breakers are on the overhead panel very much like in a Bell 206 or 407. I pull the collective and the lady in the headset tells me overboost overboost. Igi is not worried at all and lowering the collective a bit causes the lady to go quiet. By the way, 2 people on board, 27 lts. of fuel, we are at MToW and oAT is 36°C. Accelerating to 50 KIAS and a little bit of collective is enough to climb at 500 FPM more would have been possible but I had no intention to push the machine or Igi. At 3.000 ft level off and accelerate to 90 KIAS. Again the vibration level was remarkably low. Climbing and descending turns while keeping the RoC/RoD and the speed constant required little corrective stick or collective input and lining up for the approach was easy. Close to the hanger is a little open field where we did the hover exercises. Flying left and right was no problem although at times the lady in the headset raised her voice “overboost overboost”. All the time Igi sat next to me and let me do my stuff. I just started with the backwards flight, when all of a sudden he grabbed the controls and brought the CH-77 to a stop. With a stern voice he asked me whether I had checked if the area behind us was clear of obstacles? Red faced I had to admit no. ok, so a spot turn to the left, check the area for any obstacles, there were none of course, line up again and off we go to the back. All is done with ease. Next on my list, flying a circle to the left (and right) with the nose pointed to the center, in short no problem at all. The hover autorotation was a nonevent. Time constraints precluded any further exercises but 52

CH-77 fuel tank can be detached and taken to the fuelling station

Igi told me that the CH-77 is as easy as the CH-7 in autorotation. Having parked the CH-77 close to the hangar and with the engine switched off, Igi showed me another nice feature of the CH-77. Airports usually charge quite a lot for sending a fuel truck so the Barberos thought, what about making one fuel tank detachable, so you can walk to the fuel station for a refill. I expected some major work to remove the fuel tank but it took Igi just 2 minutes to open the right hand cowling, detach the fuel line and loosen the belts that hold the fuel tank in place. The whole process in reverse, didn´t take longer than 2 minutes either. Really impressive! If you want to remove the door, no problem at all, its just click and click and in 2 seconds you hold the door (a super light door by the way) in your hand. During the short cruise flight I had asked Igi a few things about the company and how they work. The Barberos consider customers as friends and as they do not want to sell a faulty product to a friend they spend hours and hours perfecting their product. When starting with the CH-77 they wanted to build a modern state of the art helicopter, which is safe and fun to fly. With 20 helicopter liFe, Spring 2013

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years of experience they knew quite well what will work and what is a no go. Lots of passion and dedication was involved in the development of the CH-77. Igi told me that they also go to great length to make the helicopter pilot as safe as possible, so if you buy a Barbero helicopter you will have to go through the obligatory safety training with Igi (no matter how experienced your are) to really and fully comprehend the machine. As Igi said, we want our friends to stay alive and enjoy flying our helicopters. In line with Igi´s statement, the Barberos want to keep the size of the company (at the moment 14 people in total) as it is right now. 80% of the work is contracted out to suppliers who have to meet stringent quality controls. on average they sell about 30 helicopters per year and although they could sell more they want to retain a personal relationship with the customer which would be lost if the company grew larger. The production of 30 will be split between the CH-7 and CH-77. So far 24 options for the CH-77 have been sold and over the years 260 CH-7 have been sold. Instead of a conclusion: Both, the CH-7 Kompress Charlie 2 and the CH-77 Ranabot, are a lot of fun to fly. If you are in the market for one of these and you can´t make up your mind, the CH-7 really is a lot of fun if flown as a single seater. Sitting right in the longitudinal axis of the machine makes you become part of the machine and the machine becomes an extension of you. Add to that the excellent view from the

Which one is right for you?

cockpit, the power of the machine and the nice handling characteristics and you realize that this is the recipe for a lot of fun (if you know what you do) but as already mentioned only as a single seater. For those of you who wish creature comfort for the pilot and the passenger (and want to travel in style) it is definitely the CH-77. The fact that neither the CH-7 nor the CH-77 is a fully certified helicopter may well be a deal-breaker, for people who know what Class 6 is all about the CH-7 and CH-77 are worth a serious look. Ranabot is Piedmontese and means tadpole, the thing that becomes a frog later on....

CH7 Kompress Engine type Seats Length Height Main Rotor diameter Standard Fuel capacity* Aux. Fuel capacity Empty weight MTOW** Payload VNE Max. Cruise speed RoC at Vy 50 kts Max. Range Max. Endurance at 56 KIAS Max. Operating Altitude Hovering IGE (ISA Hovering OGE (ISA)

RoTAX 914 UL EPA PoWER SA-R914-1400 2 (well, it is more like 1,5) 7.050 mm 2.350 mm 6.279 mm 34 lts 30 lts. 280 kg 450 / 500 kg 170 kg / 220 kg 209 km/h / 110 KIAS 170 km/h / 90 KIAS 1.000 FPM 480 km / 259 nm 3 hrs 4.800 mt / 15.700 ft ) 2.750 mt / 9.000 ft 2.200 mt / 7.200 ft

CH77 Ranabot EPA PoWER SA-R914-HI1400 hp 115-130 130 2 7.050 mm 2.350 mm 6.279 mm 35 lts. 35 lts. 280 kg 450 / 500 kg 165 kg / 215 kg 209 kmh / 110KIAS 170 kmh /90 KIAS 1.000 FPM 480 km / 259 nm 3 hrs 4.800 mt / 15.700 ft 2.750 mt / 9.000 ft 2.200 mt / 7.200 ft

Price check aircraft configurator on the website www.ch-7helicopter.com * in the standard tank 1 lt. of fuel is unusable, in the auxiliary tank 0,5 lt. is unusable •**MToW 450 kg is according to the Italian regulations, 500 kg if equipped with floats helicopter liFe, Spring 2013

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To Malta and Back by Robinson R44 Words and Pictures by Eddie Amaira and Scott Dixon

hortly after gaining the R44 type rating, Eddie decided to do something with the rating other than fly over the beautiful Northumberland country side. So being from a Maltese family, Eddie thought it would be a great idea to fly to Malta and back. In June of 2011 Eddie started planning the trip with help from a computer flight planning program and great assistance from the training school instructors of Northumbria Helicopters, who supported the idea from day one.

“I don’t like flying over water with just one engine” said Scott. Too late Eddie thought. Scott Dixon worked on the ground navigation, the GPS and the radio and Eddie did the flying..

Day two: Le Touquet (LFAT) to Dijon Darios (LFGI 2.8hr) to Valence Chabeuil (LFLU 1.8hr) Scott and Eddie set off for Dijon Darios. After about 2.5 hours flying they arrived at Dijon and called the airfield on their frequency but got no reply. So having had a good look round they joined the circuit and landed on the runway and Day one: Newcastle upon Tyne (EGNT) to Norwich taxied closer to the fuelling station. They were made wel(EGSH 2.0hr) to Le Touquet (LFAT 1.6hr). come by the duty airfield manageress and assistance was After a year of planning the day finally came. The Heli was loaded with a life raft, lifejackets and personal baggage given with refuelling the Heli. It soon became apparent that etc. And there was still 300lbs to spare. The pilots each car- the pilots should have organised a fuel card as this would have saved lots of time and fuss. The airfields in France ried a PLB. The weather was not ideal but good enough to have self service pumps, thus the need for a fuel card. Dijon get out of Newcastle and to our first refuelling stop of Norwich. After a short break and a good look at the weather Darios is a great little airfield to visit and lots happen there. It is a flying club for both fixed wing and gliders and there ahead, they set off for Le Touquet in France. This was the is no landing fee, but a donation to the club is always weltarget for the first day and they made it on time and too come. The duty manageress assisted with logging the next plan. Scott went quiet as they passed over the channel and flight plan on the clubs computer system and the pilots into France. learned about the French oLIVI system for logging flight “You have gone quiet” said Eddie. 54

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R44 G CDxA next to Forestale AirCrane S64

The second attempt the cloud base was much higher but not enough to allow a transit altitude of 5000ft: Scott’s workload had just gone up a notch. The pilots had to fly along valleys and over low hills but staying close to the straight line on the chart as the hills would allow. Scott was hard at work setting and resetting the GPS to give Eddie a course to fly while he marked out their next move. Air traffic was difficult to keep in touch with due to the mountains. After about 1.4 hours flying and at 4000ft, the mountains started to fall away to reveal the blue Mediterranean sea. Now in contact with Cannes TWR the Heli was instructed to over fly the tower at 1500ft and join the circuit. This required the pilot to lose about 2500ft in a very short time indeed. So full carb heat and down with the collective and God save your ears. The Heli made it down as required and crossed the tower and centre of the runway, out over the blue sea and into the circuit. Scott took over to make a quick landing and Eddie sat back to take in the view, and what a view it was. Blue sea and large yachts with Cannes at the base of the mountains. I was well worth the 1.7 hours flight time. A minibus picked up the pilots and took them off to pay the landing and handling fee then, it was back to the Heli to take off for Genove in Italy as time was short and they needed to be on the ground in Genove well before night fall. They joined the GA route along the south coast of France Day three: Valence (LFLU) to Cannes Mandelieu at 500ft doing 100 knots. This was by far the best part of the journey so far, Heli heaven and blue seas to go with it. Also (LFMD 1.7hr) to Genove Italy (LIMJ 1.1hr) the temperature outside had risen to 32’C and inside cockpit Scott looked out of his hotel window at 06:00 to find the temperature had also increased a great deal. once out of clear blue sky. Great day for flying. Well not as it turned France and the GA route the plan was to take the shorted out. The pilots arrived at the airfield by 09:45 and the weather had started to close in but taking all the information route to Genove, but the pilots decided to stick to the coastline all the way, climbing up to 1500ft. The final approach to they had into consideration the pilots decided to give it a Genove was down to 800ft hard right turn to line up with go. The blue sky had been replaced with dark clouds over the southern French Alps and a low wind speed. The transit runway 10 over the container port and down onto the runway at just above sea level. The Tower talked the Pilot to the altitude was planned to be about 5000ft, but this was not attainable. It was too bumpy and the cloud base was getting parking spot and then shut down the engine only to restart the engine to hover taxi to the fuelling station with a Follow lower by the mile and valley. After about 20 minutes into Me van. That was fun, willing the van driver to go a bit the flight they decided to return to Valence. plans. It is very easy and similar to the UK system. Well it would have to be wouldn’t it. Also at Dijon there is a hanger with the name Flying Legends over the door. More about that later. With the Heli refuelled it was time to push on to the overnight stop at Valence Chabeuil (LFLU). The pilots were now getting used to listening to the local air traffic controllers and pilots talking away in French. But it was a bit disconcerting to not be able to understand what was being said so a very good look out was being kept and that put even more work load on both pilots. It had been decided before hand to ensure that they arrived at the final destination for the day well before 6pm local time so as to not be caught out by air traffic speaking French only after 6pm. The flight down to Valence was uneventful and the Heli was shepherded through Lyon Bron (LFLY) airspace with ease, having been requested to hold by a waypoint at the top of a hill to allow a fixed wing to pass and join the circuit. other than that the high point was seeing Mont Blanc, all be it at a distance, in all it snow white glory. The Heli arrived at Valence 2 hours after leaving Dijon. TWR directed the Heli to land on the ‘H’ and on final approach Eddie froze on the controls and came in a little fast and not the best landing to date.

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faster to make it easier to control the helicopter. After refuelling Scott hover taxied back to the overnight parking spot again with a Follow Me van. The pilots got to the hotel, that was just outside the airport, about 3 hours after landing and both slept well that night.

Malta

Day four: Genove (LIMJ) to Rome Urbe (LIRU 2.6hr) to Salerno (LIRI 1.7hr) The sun was shining in Genove but the day did not start well. The wind was against the pilots so the flight plan had to be changed. The original plan was to fly to Rome Ciampino (LIRA) but with reduced ground speed the fuel duration and safety requirements did not add up. So the ground operations personnel at Genove assisted with trying to secure PPR to land at Pisa (LIRP) airport to refuel. But despite their being a GA route marked on the charts to and from Pisa, PPR was refused, so back to the chart. With another look at the chart, it was decided that there would be enough fuel to get to Rome but to Urbe airport north of Rome instead. No PPR was required so off they went. The first part of the route was along the coast then inland to get round some restricted areas, then back along the coast past Pisa and over the hills to join a GA route to Rome Urbe. With contact made with the tower, the pilot was directed to land on the blue ‘H’ then hover taxi to a stand which they did, but before shutting down the engine the pilot asked to taxi to the fuelling station. once at Terracina there was no height restriction and they just followed the coastline again for a while until it was time to turn inland again to over fly Napoli airport. once past Napoli airport they continued with the GA route, past Mount Vesuvius and over fly Pompey to follow the motorway to Salerno and the airport. The airport operations manager at Salerno was very welcoming and only too happy to help with the booking of a hotel and a taxi. The Heli was refuelled before leaving the airport for the night.

cuit, then left turn over the city for finals to RWY 33. After landing it was hover taxi to the fuel station where ground handlers where waiting to refuel the Heli and a car was waiting to take the pilots to the operations office. After takeoff from Reggio and crossing the straights of Messina, the Heli had to climb quite fast to get over a mountain ridge to reach the north side of the island of Sicily. They followed the northern coastline and a motorway until reaching a place called Caroni. At that point the pilot turned almost due south and into the mountains. The flight path was between two restricted areas. To the West the restriction was 6000 to FL370 and to the East the restriction was 4500 to FL195. So in order not to inadvertently bust the restrictions, the pilots decided to restrict height to 4000ft. At one point the Heli passed low over a ridge and overhead a shepherd who just looked up as if to say ‘what was that’. The sheep and goats where not bothered and the shepherd was the only person the pilots saw on the route until landing at the hotel. The hotel was southwest of a city called Ragusa. The airstrip Day five: Salerno (LIRI) to Reggio di Calabria (LICR was not easy to find due to the parched land and the runway 2.3hr) to Hotel Eremo Della Giubiliana on Sicily ( 1.8hr) was grey not black and very narrow. In fact the pilots had Day five started well. The Southern part of Italy is a dif- over flown the airstrip and Scott managed to match details ferent world from Northern Italy. There are fewer GA airon the chart with ground features and that enabled Scott to craft, lots of room to fly and few GA routes to follow. The find the airstrip first. Scott had been calling the airstrip on flight down over the Amalfi coast was relaxed and trouble the published frequency but to no avail. So it was straight in free. This gave the pilots time to take in the beautiful coast- and hover taxi to the landing pad by the cottages owned by line with all its small villages and hill top ancient Roman the hotel. The airstrip is on a high plateau about 1400ft remains. The beaches were disserted because the Italian hol- MSL. So a slow approach was required. The hotel owner idays had ended, which was good news because for most of who lives in the airstrip control tower came out to greet the the time the beach was the only place to land if the engine pilots. He is a very helpful man with lots of local knowledge decided to stop. Air traffic where only interested in how which came in handy for the transit over to Malta the next long it would take to arrive at the next VRP and there were day. The hotel was beautiful with hundreds of years of histoonly about 4 on this part of the route. ry behind it. Eddie chose the hotel because of its links to The deep blue sea and narrow strip of water between Malta and the knights of St John and the fact that it had its Main Land Italy and Sicily was a welcome site. As the Heli own runway was a plus. There are several cottages by the climbed over the hills and remains of WW2 defences, the runway, where fixed wing pilots can park their aircraft outPilots made contact with Reggio radio. The controller was side the cottage. welcoming and guided the pilot along the coast to the circontinued on page 62 56

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Book review SOS: Italian Helicopter Rescue Operations Dino Marcellino Bene-Factum Publishing ÂŁ12.99 www.bene-factum.co.uk

ast Year Dino Marcelliino published his SoS Italian Helicopter Rescue operations manual with pictures and text covering rescue operations from the Mediterranean Sea to Mont Blanc. The book starts with a tribute to the early aviators who made it possible for us to fly, and works towards the many organizations in the rescue sector, writing the book as though on a journey through time and space. The journey continues with stories of individual rescues by pilots and crew in terribly bad weather and all accompanied by beautiful photographs, which the author has clearly worked hard to gather. He talks about the medical personelle involved and how difficult it is to work in the confines of the helicopter and how they helicopter liFe, Spring 2013

manage to overcome the problems of restricted space and excessive vibration. He also writes and photographs the maintenance organizations involved in keeping the helicotper teams flying and points out that they are the often forgotten but extrememly necessary part of a rescue operation. He pays tribute to the rescuers on the ground and also their dogs who work hard to help their human allies. The strength of the book lies in its photographs which are fascinating and beautifully produced. There are a range of helicopters used from the MD500 to the AW139, and larger older Bell models. There are also photographs of ground based rescue methods with ropes and locator devices. A beautiful, well researched and elegantly printed book. 57

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Book review

VFR Flight guide Cockpit Companion AFE £7.95

he VFR Flight Guide Cockpit Companion has been published as an aid and adjunct to the 2013 VFR Flight Guide, which is now in its 21st Edition and has more than 700 pages of airfields and necessary information.. It shows how long I have been flying that I remember Jeremy Pratt driving a van from airfield to airfield selling his early guides and checklists. This is now the man who runs the mega-empire AFE, and no doubt sits in a well stuffed chair behind a large oak desk - if he sits down at all! The Cockpit Companion, clearly designed for a quick flick though in case of emergency, is full of useful little tips: who has right of way on the ground anad in the air; ATC light signals, taxiway markings and information signs; low flying rules - easy to break - VFR minima . 58

All of which were once learnt and known but may well have been forgotten in the fullness of time. It also has a crib for standard RT, transponder conspicuity codes, altimeter setting regions, minimum safety altitudes, a basic drift corrector and a quick run though of the phonetic alphabet and morse code. It lists all the various Volmet’s in the UK and, with a picture, reminds us who has right of way near an airfield. Finally, very useful during the olmpics and again if we win the Commonwealth Games, it has a rundown of interception procedures and Emergency calls. I thought it was a very useful little booklet and something that many pilots might want to keep to hand in the cockpit just in case they are suffering from a lapse of memory, which can happen to anyone. helicopter liFe ,Spring 2013

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CAA Legislation Changes concerning helicopters and gyroplanes The CAA is ready to accept some on-line applications and approvals The UK Civil Aviation Authority (CAA) will soon offer online applications and provide payment options for certain services through secure online processes. As part of a major project to update and improve the way it handles applications, the CAA will begin accepting e-applications and payments, initially, for two services - Part 145 maintenance organisation approvals, and national Permit to Fly renewals. The new options are intended to initiate a range of improvements to performance and processes across the CAA. These developments will ensure applicants for licences, certificates, approvals and renewals, receive an efficient and consistent service. Under the new systems, organisations applying for Part 145 maintenance approvals will also be able to submit online documents, such as company expositions, for initial review. The organisations will then be contacted to arrange an audit visit, and any findings following assessment will be sent to the organisation electronically. With national Permit to Fly renewals, such as ex-military types, there will be two options for owners of aircraft. one option would be for existing approved organisations to obtain online access and issue Certificates of Validity themselves. There is then no requirement for a CAA surveyor to visit for an annual survey of the aircraft. Alternately, owners of national Permit to Fly aircraft have the option to simply apply online, in which case the CAA, rather than an approved organisation, would undertake the issue process as they do today. Aircraft with permits granted under the oversight of the Light Aircraft Association or British Microlight Aircraft Association are not yet included. These new systems will progressively come into place from January 2013. Similar online payment options, and other service enhancements, will be rolled out to cover most other applications in the future. An Information Notice has also been published setting out the changes in more detail. http://www.caa.co.uk/application.aspx?catid=14&pagety pe=65&appid=7&mode=detail&nid=2210 GPs to issue medical certificate for new European pilot licence General practitioners (GPs) in the UK can now assess the fitness of pilots applying for the new pan-European Light Aircraft Pilot's Licence (LAPL). The licence, came into effect on 17 September 2012. helicopter liFe,Spring 2013

National Permit To Fly: Withdrawal of Revalidation Surveys carried out by the CAA outside the United Kingdom The CAA has decided that, as aircraft holding a National Permit To Fly are intended to be operated principally within United Kingdom airspace, and that certain approved organisations may be able to revalidate a Permit To Fly, the CAA will no longer continue to offer this service other than in exceptional circumstances. N-2013/037: CAA Regional Office Review The purpose of this Information Notice is to inform you that the newly consolidated Gatwick Regional office will now come into effect on the 2 April 2013. The South Western Regional office will therefore now close on 28 March 2013. http://www.caa.co.uk/docs/33/InformationNotice2013037. pdf EASA AD 2013-0065-E: Agusta Westland S.p.A A109, AB/AW139, AB212 and AB412, Bell Helicopter Textron Inc 212, 214 and 412, Bell Helicopter Textron Canada Ltd 429 and 430, Eurocopter AS 365 N3, AS 332 and EC 225, Eurocopter Deutschland GmbH MBB-BK 117 C-2, EC 135 and EC 635, Kamov Joint Stock Company Ka-32, Sikorsky Aircraft Corporation S-61, S-76 and S-92 : Equipment / Furnishing - Hoist Inspection/Replacementhttp://www.caa.co.uk/docs/33/201 30314EASAAD20130065E.pdf N-2013/035 Title:CAA EASA Information Bulletin Description:This Information Notice provides highlights of EASA developments and related CAA activities, covering the period 21 December 2012 to 6 March 2013 http://www.caa.co.uk/docs/33/20130306EASABulletin.pdf CAP 437: Standards for Offshore Helicopter Landing Areas Publication provides the criteria applied by the CAA in assessing the standards of offshore helicopter landing areas for worldwide use by helicopters registered in the UK. The 7th Edition has been revised to incorporate the full and final specification for the helideck lighting scheme comprising perimeter lights, lit Touchdown/Positioning Marking Circle and lit Heliport Identification 'H' Marking. It also includes new ICAo Standards and Recommended Practices due to be adopted in March 2013. http://www.caa.co.uk/docs/33/CAP437.pdf 59

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continued from page 56 rain clouds dropping rain over the sea and the cloud base was down to about 2500ft. Then quite unexpectedly Eddie Day six: RG03-6 to Malta (LMML 0.8hr) sited a water spout to the West out at sea about 5 miles As it was a short hope over to Malta, it was a very away and coming towards the land quickly. Scott orders a relaxed start to the day. Contact was made with Malta airquick turn round and made a request to air traffic to land at port operations and a flight plan filed. The only way this the nearest airfield, called Gazzanise, a couple of miles to could be done was by fax or email. once in the air the pilots the east. The request was refused due to the airfield being a decided to remain at 4000ft for the over water crossing to military field and no GA was allowed to land. So the pilots Malta. There were a couple of large ships passing through had to fly to Napoli airport and sit it out there. At first the the straits. Malta knew the Heli was on its way and there pilots were instructed to land on the only Heli stand that was always the emergency equipment if anything went was at the airport and wait there until ground handling wrong. Scott set the GPS and Eddie flew the line. Both arrived. After about half an hour the airport operations perpilots where keeping a very good lookout for Malta as this sonal arrived and said that the Heli could not stay on the was the first time either pilot had been over water for so stand as on other Heli was due to land there. So after a long in a R44. After about 20 minutes Malta came into Follow Me arrived the pilots repositioned the Heli to a stand sight and what a sight it was to see low on the horizon. on the north side of the airport and Sky Services handling Malta approach had the Heli on their screen and instructed personnel arrived and took the pilots to the FBo of Sky the pilots to report overhead the tower on the island of Services. After about 4.5 hours the weather had cleared. It Comino. That is the small island between Malta and Gozo. was safe to continue the journey to Rome. There were still After that the Heli had to turn southeast along the coast and some rain clouds and on a couple of occasions there was a then turn right once over the Grand Harbour and finals for race with a cloud to see who would get to a particular beach runway 23. Flying along the Grand Harbour with such hisfirst! on the flight from Napoli to Rome the Heli had to join toric building on both sides was a delight. on landing the the GA route through controlled airspace at 1000ft to 2000ft Ground controller instructed the pilot to taxi to Apron 2 and AGL depending on the route leg. shut down. once there the Heli was met by Air Malta handling. After a short time it was made clear that the Heli had Day nine: Rome Urbe (LIRU) to Genove (LIMJ 2.8hr) to to go across the airfield to be parked in the hanger of mainCannes (LFMD 1.2hr) to Valence (LFLU 1.6hr) tenance company MCM. The only fly in the ointment was The day started early with breakfast overlooking the after a hover taxi across the airfield the pilots were instruct- Forum and a taxi at 07:00 to the airport. The pilots flew the ed to shut down the engine whilst still on a taxi way. This GA route north west towards Massa Marittima at heights was some 50 metres away from the hanger and the pilots between 1500ft and 3500ft depending on the lay of the land. had to push the Heli the final 50 metres. I turned out to be a Free of air traffic control the pilots flew onto Castiglioncello good idea to hanger the Heli because a couple of days later to join yet another GA route along the coastline to Massa the worst weather in living memory hit Malta and surely Cinquale where the Heli turned north and inland for awhile would have damaged the Heli if it had been left on the to Monzone, then west to the coast and the final GA route to apron. MCM did a great job in accommodating the helicop- Genove. Approach at Genove were very helpful and there ter and the ground handling crew moved other aircraft out was no need to hold and a straight in approach was made of the hanger and back in again to park up the Heli in their after a couple of commercial jets. on landing at Genove, a busy hanger. Follow Me was waiting for the Heli at the end of the taxi way to escort the Heli directly to the fuelling station. Two Day seven: Malta (LMML) to Reggio di Calabria (LICR hours after landing, the Heli was back in the air on its way 1.9hr) to Salerno (LIRI 1.9hr) to Cannes along the coast line. After a four nights the return journey. The day before the With no restrictions the pilots climbed to 2000ft and took weather was just not flyable so departure was delayed. Scott in the view as this stage of the journey was relaxed until made some changes to the return flight plan to trim some reaching the GA route into Cannes and back down to 500ft time off. So instead of flying over the north coast of Sicily where Scott did the flying and Eddie once again took the it was decided to fly the south coast line to Reggio saving photos. With the landing fees paid and a strong coffee, it 40 minutes. was back in the air about 1.5 hours after landing. The Heli climbed to about 4000ft for the transit to Valence that took Day eight: Salerno (LIRI) to Napoli (LIRN 1.1hr) to them through the valleys and over the top of some of the Rome Urbe (LIRU 1.4hr) lower peaks. There was very little cloud to speak of but the The weather reports for the day were not the best for fly- air was a little turbulent over the mountains, so the work ing. It was decided to wait for a while until a weather front load on both pilots increased and the aim for the day was to had passed over Salerno before leaving. They kept to the arrive at Valence before 6PM. coastline and cut across headland. Everything was fine up to As the Heli passed over the last ridge of the Pyrenees ten minutes after overflying Napoli. The pilots could see Mountains Scott started to call Valence approach but did not 62

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receive a reply. The Heli landed at 17:25, just in time the pilots thought. Wrong the airfield had closed at 17:00. There was just one other aircraft landing at Valence, so the pilots continued their approach and landed, then taxied to a parking spot close to the fuelling station. It was not long before both Scott and Eddie realised that the tower personnel had gone home and the airfield was closed with no way out, until they managed to attract the attention of another pilot that had just landed. He was the CFI with the flying school at Valence, and after he had completed his paperwork for the day the gentleman kindly offered to drive the pilots to the Comfort Hotel in Valence where the pilots had stayed on the outward bound journey. Day ten: Valence (LFLU) to Dijon Darios (LFGI 1.7hr) to Le Touquet (LFAT 2.5hr) to Southend (EGMC 1.1hr) to Earls Colne (EGSR 0.2hr) An early start to make the most of the good weather. So after fuelling the Heli, they took off from Valence at 08:15 and arrived at Dijon Darios 1.7 uneventful hours later. Hopes of a quick refuelling where dashed because the only person that could refuel the Heli was away flying and she would not return for the best part of an hour. That fuel card would have come in handy at Dijon. While waiting in the club house the telephone rang. The pilots were the only people in the area so Eddie answered the phone. It was air traffic control and the gentleman on the other end of the phone wanted to know if the two Englishmen had arrived yet. Eddie informed the person on the phone that they had arrived and thanked him for asking. When Eddie told Scott what had been said, Scott replied ‘Well the system works’. The pilots did not close their flight plan with air traffic before shutting down the Helicopter. So a follow up check had been made by air traffic control to make sure all was well with the pilots. Eddie went off to have a look inside the hanger with the name Flying Legends over the door. As luck would have it, the owner of a private collection of several vintage aircraft was about to start his lunch with his friends and aircraft engineers. Eddie asked if he could have a look around, the owner gave his permission and what a surprise. To Eddie’s great joy there was a Photo Reconnaissance Spitfire and a Hawker Sea Fury FB11, both in A1 flying condition. The owner was Mr Christophe Jacquard. The aircraft are perfect in every way. What a great privilege it was to be able to get so close to such great aircraft. After three hours on the ground the Heli was ready to take off for Le Touquet. Refuel there and 1 hour after landing the pilots where in the air again bound for good old England. The weather was clear with a slight tail wind they made good time crossing the channel and landed at Southend Airport for customs. After just half an hour the pair where on their way again and a short hop to Earls Colne flying club for an overnight stay with Scott’s relatives and a few British beers at a good old Hogg roast and beer festival. The only problem was that the Roasted Hogg helicopter liFe, Spring 2013

had been eaten, so just beer and crisps for the brave flyers. It was great though to be back in England and not having to try and remember school boy French and Italian to make yourself understood. Note to self: French and Italian lessons! Day eleven: Earls Colne (EGSR) to Newcastle upon Tyne (EGNT 2.1hr) A late start. After the goodbyes, Scott and Eddie took off and pointed the Heli northwards. After 40 minutes in the air and at 3000ft, a great sight appeared from the west. A Vulcan bomber passed about 1000ft below the Helicopter on its way somewhere and back, because the same Vulcan passed overhead again about 20 minutes later going in the opposite direction. It was plain sailing after that, or should I say plane flying! There was only one sticky moment later in the flight, when the pilots where crossing the Humber river over the Bridge and a fixed wing aircraft got a little close for comfort. Back over home ground Scott put away the charts and Eddie flew over Durham Tees airport. The call sign reverted to the usual Northumbria zero 5 and on to the Tyne Bridges and straight into Newcastle airport. Eddie finally managed a good landing without the usual hesitation and 40.5 flying hours after they started the engine some 15 days earlier at Newcastle the engine stopped for the last time. It was all over. The pilots had returned safely home, to the great relief of both their families and friends. The Robinson Helicopter R44 Raven 1 that belongs to Northumbria Helicopters had performed very well indeed and deserved the service that was now due. After all the final calculations had been made, it turns out that the fuel burn was only 14 US gallons per hour and not the 16 as was expected. They met some wonderful people on the way and felt that the aviation industry is full of people that are prepared to go that extra mile and happy to assist when they can. This was a ‘trip of a lifetime’ and will not be forgotten by either pilot. Eddie would like to thank the owner of Northumbria Helicopters Mrs Claire Jobling for allowing the tour to happen and her helicopter and CFI to be away from home base for over two weeks. Now when Scott is flying passengers over Newcastle to see the sights and they ask ‘How far have you been in a helicopter’? Scott is able to answer ‘Well to Malta and back’.

About the writers: Scott Dixon: CPL(H) CFI with Northumbria Helicopters 4,500 hours + on Robinson R22 & R44 and other types. Edward Amaira: PPL(H) 202.5 hours total inc. 55 hours Robinson Helicopter R44. Eddie Amaira started flying in September 2001 and gained his PPL(H) in the R22 in November 2003 and R44 type rating in June 2011. 63

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Agusta 109E, G-CRST Interim Report only

The helicopter was flying to the east of Battersea Heliport when it struck the jib of a crane, attached to a building development at St George Wharf, at a height of approximately 700 ft in conditions of reduced meteorological visibility. The pilot, who was the sole occupant of the helicopter, and a pedestrian were fatally injured when the damaged helicopter impacted a building and adjacent roadway. This Special Bulletin presents facts determined up to the time of issue and offers no analysis. History of the flight The pilot of G-CRST arrived at Redhill Aerodrome at approximately 0630 hrs in preparation for a flight to Elstree Aerodrome. He intended to collect a client to take him and another passenger to the north of England. The helicopter, callsign Rocket 2, lifted at 0735 hrs and departed to the north climbing to 1,300ft amsl The pilot called Thames Radar on frequency 125.625 MHz and stated that he was en route from Redhill Aerodrome to Elstree Aerodrome and wished to route overhead London Heliport (near Battersea) with a Special VFR (SVFR) clearance. He was cleared to transit the London Control zone (CTR) via Battersea, under SVFR, not above 1,000 ft. The helicopter descended to 1,000 ft before entering the London CTR. At 0742 hrs, G-CRST was abeam London Heliport at 1,100 ft heading approximately north. It crossed the River Thames 15 seconds later and altered track left towards Holland Park, towards a point immediately east of Brent Reservoir. At 0745 hrs, when 2 nm southeast of the reservoir, ATC amended the helicopter’s clearance to “NoT ABoVE 2,000 FT”. G-CRST climbed to 1,500 ft on track to Elstree and cleared the northern boundary of the London CTR at 0746 hrs, when it began a descent. It passed Elstree Aerodrome at 0748 hrs in a descent through 1,200 ft before reaching a minimum altitude of 1,000 ft. At 0749hrs, G-CRST was 2 nm north-west of Elstree Aerodrome when it climbed and turned right onto a south-easterly track towards central London. At 0751 hrs, Thames Radar broadcast London City Airport ATIS information ‘J’ which reported a visibility of 700 m, a Runway Visual Range (RVR) of 900 m, freezing fog and broken cloud with a base 100 ft above the airport. Thirty seconds later, the pilot of GCRST asked to route back to Redhill Aerodrome via the London Eye and received the reply: 64

“RoCKET 2 APPRoVED VIA THE LoNDoN EYE NoT ABoVE ALTITUDE 1,500 FEET VFR IF YoU CAN oR SPECIAL VFR, QNH 1012”. The pilot replied: “YEAH, WE CAN, 1012 AND NoT ABoVE 1500, VFR oR SPECIAL VFR RoCKET 2”. G-CRST climbed to 1,500 ft for the transit. At 0753 hrs, the controller asked: “RoCKET 2 Do YoU HAVE VMC oR WoULD YoU LIKE AN IFR TRANSIT?” The pilot replied: “I HAVE GooD VMC oN ToP HERE, THAT’S FINE, RoCKET 2”. At 0755 hrs, G-CRST was put under radar control as it entered the London CTR. one minute later, the pilot asked: “RoCKET 2, IS BATTERSEA oPEN Do YoU KNoW?” After being told that London Heliport was open, the pilot said: “IF I CoULD HEAD To BATTERSEA THAT WoULD BE VERY USEFUL”. The controller replied: “I’LL JUST HAVE A CHAT WITH THEM, SEE WHAT THEIR CLoUD IS LooKING LIKE” At 0757hrs, G-CRST was abeam the London Eye at 1,500 ft and the pilot said: “RoCKET 2, I CAN ACTUALLY SEE VAUXHALL, IF I CoULD MAYBE HEAD DoWN To H3... H4 SoRRY” The ATC controller replied: “RoCKET 2, YoU CAN HoLD oN THE RIVER FoR THE MINUTE BETWEEN VAUXHALL AND WESTMINSTER BRIDGES AND I’LL CALL YoU BACK”. G-CRST was flying south parallel to the River Thames and, as it passed Westminster Bridge, began to descend. At 0758 hrs, G-CRST was approaching the north sideof the river, 0.5 nm west of Vauxhall Bridge. The controller said: “RoCKET 2 BATTERSEA ARE JUST TRYING To FIND oUT IF THEY CAN ACCEPT THE DIVERSIoN” The pilot acknowledged, after which the controller continued: “AND YoU CAN MAKE IT QUITE A WIDE HoLD, YoU CAN Go AS FAR AS LoNDoN BRIDGE” The helicopter crossed the north bank of the Thames at 1,000 ft heading south-west and began a right turn onto a south-easterly heading which took it back over the middle of the river. It was by now level at approximately 800 ft and altered course to follow the line of the river east towards Vauxhall Bridge. At 0759:10 hrs, the ATC controller said: “RoCKET 2 YEAH BATTERSEA DIVERSIoN APPRoVED YoU’RE CLEARED To BATTERSEA”. helicopter liFe, Spring 2013

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ACCidenT The pilot replied: “LoVELY THANKS RoCKET 2”. The ATC controller continued: “RoCKET 2 CoNTACT BATTERSEA oNE TWo TWo DECIMAL NINER”. The pilot replied: “TWo TWo NINE, THANKS A LoT”. This exchange ended at 0759: when G-CRST was approximately 150 m south-west of Vauxhall Bridge. Immediately afterwards the helicopter began to turn right. At 0759:25 hrs it struck a crane on the south side of the river 275 m from the south-west end of Vauxhall Bridge. There will be more on this accident when the AAIB have finished their investigation and made their conclusions.

Sikorsky S76C, G-CGOU The helicopter was flying from Humberside Airport to a platform in the Ravenspurn Gas Field when the incident occurred. During a short cruise climb, the helicopter began to pitch nose up and roll to the right, so the commander disengaged the autopilot and established straight and level flight. The co-pilot remarked that he could smell smoke and suggested a return to Humberside. As the commander turned the helicopter, he noticed it was in STABILITY AUGMENTATIoN SYSTEM mode and was yawing in an uncommanded ‘fishtailing’ motion. The crew transmitted a ‘PAN PAN’ call and informed ATC of the situation. Although there was no visible smoke, a strong smell persisted. The commander decided to make a precautionary landing at a private coastal airfield less than two miles away. The eight passengers were briefed for the precautionary landing, which was completed safely. After landing, some of the passengers reported that they too had smelt smoke in the cabin and been aware of the fishtailing motion. The pilot was 47, had 3,750 hours of which 1700 were on type.

AS350B2 Squirrel G-ORKY The helicopter was nearing the end of a transit flight to a pick-up site, equipped with an empty chain lifting sling suspended beneath it. The pilot reported that the helicopter encountered localised severe turbulence while flying at the maximum allowed airspeed for the configuration, 80 kt. This caused it to sink rapidly, about 60 to 80 ft. The pilot heard a bang and immediately realised that the chain had struck the aircraft, probably in the region of the tail boom. The sling was normally visible in the cargo mirrors, but it had disappeared from view. helicopter liFe, Spring 2013

reporTS

There were no uncommanded yawing movements and no vibration. So, with the helicopter responding normally to control inputs, the pilot made a normal approach to land. However, when it was reported by ground crew that the chain was wrapped around the tail boom, the pilot reduced speed, to slower than normal, and carried out an uneventful landing. It was subsequently established that the tail rotor system had sustained considerable damage. The helicopter operator conducted an internal investigation, which concluded that the sling had entered the tail rotor due to high airspeed. This was probably coupled with a descent and associated nose-up attitude, with turbulence being a contributory factor. The pilot was 60 years old and had 20,307 hours of which more than 10,000 were on type. NB: Eight days later a similar event occurred on another of the operator’s AS350B2 helicopters, G-BXGA, before the above safety action had been taken. See AAIB report below.

AS350B2 Squirrel, G-BXBA The helicopter was engaged on an operation to move power line poles from a field site to a construction area, some 15 km away. After completing several uneventful return flights, the helicopter was returning to the field site when, as the helicopter was descending towards the site at 75 to 80 kt, the pilot heard a loud bang and felt a high frequency vibration. Cockpit indications remained normal. As the landing site came into view, the pilot warned the ground crew by radio of the situation, jettisoned the empty lifting sling just before touchdown and carried out a minimum power landing without further incident. It was subsequently found that the empty chain lifting sling had made contact with both tail rotor blades, tail rotor driveshaft cover and the port horizontal stabiliser. No injuries. The pilot was 66 and had 16,127 hours of which 2,335 were on type. A Safety Bulletin was issued to the effect that speed needs to be below 80knots during lifting.

EC225 Super Puma, G-CHNH Interim Report only The crew of the helicopter carried out a controlled ditching following indications of a failure of the main gearbox (MGB) lubrication system and, subsequently, a warning indicating failure of the emergency lubrication system. All passengers and crew evacuated the helicopter and were subsequently rescued without injury. More on this when the AAIB have finished their investigation. 65

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Wiltshire Air Ambulance Pictures courtesy of Wiltshire Air Ambulance

he Wiltshire Air Ambulance at Longleat in Wiltshire. This time the helicopter was at Longleet for fund raising purposes, but as early as 1966 helicopters landed at Longleat as part of the house and grounds pop concerts. Sunday 3rd May 1964 was the first in a succession of outdoor pop concerts staged at Longleat over the next two years. Billy J Kramer and the Dakotas were one of the lead groups. The band had recently enjoyed a UK Number one single with 'Little Children' and over 13,000 screaming fans turned up. According to the Wiltshire Echo at the time, they 'choked six miles of roads from Warminster to Longleat; trampled acres of parkland; laid siege to the 16th century house and fainted in scores.' The Great Hall in Longleat House was used as a makeshift first aid area for all the fans who'd passed out in the excitement and, had they had a helicopter Air Ambulance at the time, it would have been extremely useful! Wiltshire Air Ambulance have been part of the police helicopter service since 1990, but owing to changes in the police they will go independent from 2014. The service are entirely dependant on public contributions and have no government funding. 66