APRIL 2016 VOL 27
LEADING THE PACK EUROPEAN SALES STRONG FOR AIRBUS HELICOPTERS
HELI EXPO 2016 REVIEW
RUSSIA’S HELICOPTER PIONEER
HAZARD & RISK MITIGATION
THESE BLADES TURN MORE. More Room. More Safety. That’s why the H130 is a critical care transport star. With its large cabin, flat floor and flexible configuration options, the highperformance H130 allows better patient access, enhancing care. Safety features include a crash-resistant fuel system and energy-attenuating seats. Add lower direct maintenance costs and Airbus Helicopters’ HCare warranty, and the H130 is an air ambulance that delivers. Important to you. Essential to us. 2 www.airbushelicoptersinc.com heliweb magazine
INSIDE
THE APRIL ISSUE
26 42
54
COVER STORY:
LEADING THE PACK
Airbus Helicopters Shows Strong 2015 European Results
GIVE IT A WHIRL The Whirly-Girls showcase helicopter aviation to youth at Heli-Expo
RUSSIA’S HELICOPTER PIONEER Meet Michael Farikh
CONQUERING HAZARDS & RISKS How do we mitigate risk in the helicopter business?
MORE STORIES | MORE NEWS | MORE PEOPLE
NOW WITH 24 EXTRA PAGES OF
CONTENT
60
HELINEWS ROTORHEADS
48
HELI EXPO 2016 All the News From the Show in Louisville, Kentucky
BEHIND THE LENS
MONTHLY COLUMNS & FEATURES
Helipix
6
Editors Notes
16
The Toolbox
18
The Instructors Station
20
Straight & Level
22
Whirly Girls 24 Helinews
28
Heliart
38
Rotorheads
70
Behind the Lens
76
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PUBLISHER & CHIEF EDITOR: Ryan Mason ryan@heliweb.com DEPUTY EDITOR: Adam Johnson adam@heliweb.com
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DIRECTOR OF DEVELOPMENT: Ali Mason ali@heliweb.com CONTRIBUTING PHOTOGRAPERS: Tim Pruitt Damon Duran Seth Lasko Ed Simmons Scott Dworkin HELICOPTER ART: Marc Veenendaal marc@mpvdesign.com.au CONTRIBUTING WRITERS: Ben Fouts ben@heliweb.com Jessica Kanellos jessica@heliweb.com Brian Parsons brian@heliweb.com
Lauren Brown lauren@heliweb.com Adam Johnson adam@heliweb.com GRAPHIC DESIGN & ART DIRECTION: Troy Dominy Troodon Design Co. troy@troodon.us
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A vAilAble i nventory
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OEM NEWS* H135
Introducing H135 P3/T3 Increased Gross Weight/Useful load – Ideal for hot/high Upgraded engines - PW 206B3 & Arrius 2B2Plus Four-axis digital autopilot Upon certification, scheduled for 2016, the H135 will feature the Helionix cockpit suite which has identical design/structure to the H225, H175, H160 and H145
H145
Visit www . aVprojets . com to receiVe Your QuarterlY market updates!
Formerly known as the T2, the h145 is now in operating worldwide. Upgrades to the already popular helicopter include: All new FADEC engines providing improved performance, increased fuel capacity, new duplex hydraulic actuator and the unmistakable Fenestron tail rotor Operating on the Helionix suite featured on all new AH models the Active Vibration Control System maximizes passenger comfort while the shrouded tail rotor dramatically reduces noise signature. Airbus Helicopters strives to produce a machine that can reduce the cost of operations by improving maintenance OEM planning and extending TBO intervals
NEWS
The EC145e was also launched in 2015 and offers a single-pilot VFR alternative for twin-engine operations. With increased payload and range capabilities under normal operations and in hot/high capabilities the ship C145e can haul 3,800 lbs. of payload 2 0 1 5 lbs.) � � � � (3,900 - roughly equal to the empty weight ofQthe � �aircraft
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t with Horiz d Arab Emira Bell Helic Internationa At HAI 2015, Airbus Helicopters launched the H160 as the latest and greatest medium lift helicopter. on Internationa opter R tes, The all new Turbomeca Arrano 1A promises to provide 20% less fuel burn with unparalleled design CTURE l Flight Acad Bell unparallele l Flight Academy is training center in the d flight trainin based at M A N U FA ES the PT2, second prototype, entering into testing, many achievements have Withpment and innovation. Al Ain Intern Middle East. The emy to g. Develo M MILESTON Horiz ational Airpo 5-hours inspection work cards validated. MENT PROGRA withkts VNE, 15,000 ft. in altitude and been reached: alreadycturing and Manufa Nove for 2020,175 mber rt and deliveon TER REPLACE Engineering is planned NTIAL HELICOP rs rice incentive Convention 19th, 2015 Durin Initial fielding te governmentVH-92A PRESIDE g the Natio ,677,064 fixed-pand two test aircraft. and integra OMPLETES 407GXP to and Exhibition in d a $1,244 S-92 aircraftH175 onal nal Busin SIKORSKY C Neva Germ ess the Navy awardeSikorsky for 21 operati y will use its in-production da, in certified been has H175 any. the rotorcraft ation) medium-sized 2014, Aviat class Bell 7-ton of new-generation its as and 7, Developed The aircra ion Asso announced t Corpor it will be On May options to t, Sikorsk ft will be outfitt ciatio the the industry. in first production : Sikorsky Aircraf the contrac latest and most stringent regulatory requirementsthe accordance with the of its kindImprovements ed for Corpo sale of the first n contract with e contractor in 2023. Under executive interior. (source of opera defens ding simplified comfort, passenger for seat per Bell volume U.S. increased safety, flight conclu enhanced rate te an include throughou install production purchase the product lines, the latter t Germany. and VIP transport systems and to meet customer demands and exceed their expectations. and cost effectiveness y Aircraft, a maintenance, civil ss defined mission ition of Sikorsk well as the military and of its helicopter busine acquis $9B ed its Martin y brand, as ation dispos completed (Lockheed the Sikorsk logy Corpor y observers Lockheed Martin will maintain Availability, >1000 Flights Operated, >15,500 Passengers Transported, >95% Commercial Flights Operational some industr United Techno >90% In July 2015, July. Lockheed Martin ions, which heavy twins. in and S-92A lackluster growth project announced December and S-76D medium 16th, 2015 including the a lagging profit margin ighted. its first flight. announce *Source: Airbus Helicoptersnd helicopter made saw er to that Turbo In Bordes, France, AVPRO, INC. 410.573.1515 because it deemed short-s ompou Arrius 2R meca has Bell and a pusher propell900 Bestgate Road, Suite 412 apparently) in Raider semi-c Fax: 410.573.1919 engine that Turbo received the S-97 among them, M but civil use isAnnapolis, Maryland 21401 C Otions E T S .and R O J rotors AV Protating W. WW hours alrea EASA engin meca were pleas powers the in May when E‐mail: info@avprojets.com l, contrady logged rigid coaxia ed to Bell 505 Jet e type certifi advancement at military applica) high level technology combines two Ranger looking mainly cation Online major is S-97 a y AIN of maturity by Arrius variants, the logged Sikorsk strator, Sikorsky the 2R is X. With seven millio for its at entry-intorotorcraft. this year. (source to the X2 demonwith a conventional expected stration tour service. A follow-on to offer unman flight on a demon nable Raider unattai the h speeds tched dispatc achieve December y intends to 17th, the cards. Sikorsk
NEWS
©Copyright - Avpro, Inc - Aircraft Sales & Acquisitions ® 2016 - All Rights Reserved
S76C+
nal serial with one additio ured. last quarter VIP config remained stable period; both S76C+ supply traded over the same of Fleet: 13% rs Percentage serial numbe Sale: 19 Available for
S76C++
S76C++ supply Q2 2014.
is stable with Available for
rs for sale and
9 serial numbe
Percentage
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us. Two
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70% are VIP
of Fleet: 3%
: $1M - $3M
Trading Range
configured.
No transactions
: $5.9M Trading Range
occurred since
- $9M
S76D
2015 Bell located in announced China Service Facili ’s Chongqing Chongqing Provence, certified maint ty. CQGA has a as Bell’s General Aviation (CQG newest autho for Bell 407 enance facility andCivil Aviation Admi rized Custo A), nistration offers non-s mer of first certifi aircraft. CQGA is ed Bell 412 an established pecialized maint China Part 145 enan missions. aircraft to be operated operator and recen ce capabilities tly in China Buying or and used received the sellin for fire-fighting like to discu g an helicopte r is abou ss current market cond t having good informati itions or on to mak woul e infor please cont d like to discuss the sale med decisions. act me at W W W. AV or acquisitio If you any time PROJET *CREDIT n of a helic would . TO BELL S.COM opter, AVPR O, INC 900 Bestgate Road, Suite 41 . Annapolis, Mar 2 yland 21401
There have GP configured. the end of last F � � � � � Q � � � � � � 2 0 1 5 ships are utility/O market at for sale. All ed from the with 3 ships M A N Ur was F A remov CTURER NEWS remained stableto date. One serial numbe r, S76D supply : $14M - $15M This quarte ned transactions this year Trading Range been no preow FINMECCANICA HELICOPTERS tage of Fleet: 4% Percen AgustaWestland3Rebranded as Finmeccanica Helicopters: As410.57 part 3.1515 of a wider overall corporate reorganization plan that merges quarter. Sale: , INC. .573.1919 Available for
410.573.15 15
Fax: 410.573.1 E‐mail: info@a 919 vprojets.com
©Copyrig ht - Avpro,
Inc - Aircraft
Sales & Acquisiti ons ® 2016
- All Rights
Reserved
AVPRO assets, Fax: 410 Finmeccanica's aerospace, defense and security AgustaWestland has m been renamed Finmeccanica Helicopters. d, Suite 412 E‐mail: info@avprojets.co gate Roa 01 Finmeccanica announced the change at the end ofland 214 last month, effective January 1, 2016. 900 Best
JETS.COM
Annapolis, Mary
©Copyright
- Avpro, Inc
- Aircraft Sales
& Acquisitions
® 2015 - All
Rights Reserved
O ICEBIRD AW169’S P PRROJECT W W W. AV Leading rescue service operator expands their AgustaWestland helicopter fleet and adds the new generation AW169, marking a milestone in “Project Icebird”. AW169s to be delivered in 2020 with Full Ice Protection System. AW169 to feature a jointly developed customized configuration for emergency medical service/search and rescue. Over 150 AW169s sold worldwide so far, including options and framework contracts.
Currently, there are 5 and 3 year training contracts for EMS operator STARS of Canada and New Jersey State Police Department in the U.S., respectively and both customers operate AW139 helicopters. The combined training agreements will deliver more than (Source Finmeccanica Helicopters) 2,600 simulator flight hours.
A109E POWER Last quarter the supply of A109E Power’s has continued to increase for the 3rd consecutive quarter. The influx of supply however has stabilized with (only) 3 new serial numbers for sale. Two serial numbers traded to retail buyers, a dramatically low volume in what is typically the busiest quarter of the year.
Percentage of Fleet: 16%
Trading Range: $500K - $4M
A109S/SP Grand/Grand New supply was relatively stable last quarter. Over this period, five A109S/SP’s traded to retail buyers, a steady volume compared to the previous quarter – currently with only one under contract.
Available for Sale: 22 Percentage of Fleet: 7%
Supply at Current Trade Level: 12 Month Trading Range: $1M - $4M
AW139 Supply has started to grow again last quarter to 22 AW139 for sale, 60% of which are VIP configured. Two further corporate configured serial numbers are set to enter the market this quarter. Only one VIP configured aircraft has traded to a retail buyer in the last 21 months. Currently, 1 serial number is under contract.
Available for Sale: 22
W W W. AV P R O J E T S . C O M
Percentage of Fleet: 3%
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Avpro, Inc. is one of the world’s largest brokerage and acquisition companies, With over 25 Years of experience – representing both buyers and sellers globally. Through superior customer service and beneficial long term relationships, we offer impeccable performance, Integrity and reputation.
AGUSTAWESTLAND SIGNED CONTRACTS NJ POLICE
Available for Sale: 63
Agusta A109E Agusta A109E Agusta A109E Agusta AW139 Airbus EC135T2i Airbus EC130B4 Airbus AS350B-3 Airbus AS350B-3 Airbus AS355F2 Airbus AS355F2 Airbus AS355N Airbus AS365N3 Airbus EC155B1 Airbus EC155B1 Airbus AS350B2 Airbus EC145 Airbus EC145T2 Airbus EC145 Airbus EC145 Bell 407 Sikorsky S76C+ Sikorsky S76C+ Sikorsky S76C+
Trading Range: $5M - $14M
AVPRO, INC.
900 Bestgate Road, Suite 412 Annapolis, Maryland 21401
410.573.1515
Fax: 410.573.1919 E‐mail: info@avprojets.com ©Copyright - Avpro, Inc - Aircraft Sales & Acquisitions ® 2015 - All Rights Reserved
w w w. avprojets.com
Whether you are selling, acquiring or just considering your options, contact us today for your in-depth expert market Analysis.
Performance. Integrity. Reputation. info@avprojets.com l 900 Bestgate road l suite 412 l annapolis, maryland 21401 l tel 410-573-1515 ©Copyright - Avpro, Inc - Aircraft Sales & Acquisitions ® 2015 - All Rights Reserved
W W W . A V P R O J E T S . C O April M 2016
5
Air Methods AS350 waiting for a call from the Air Heart 2 base in Marianna, Florida. Photo by Kirk Sunley
Last light at sunset seen from the cockpit of the San Diego Police AS350 Photo by Tony Zeljeznjak 6
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University of Utah Air Med EC145. Photo by Scott Stringman
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A U.S Army UH-60M captured in flight transitioning through NYC. Photo by Robert Wood 10 heliweb heliwebmagazine magazine 10 heliweb magazine 10
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German Federal Police Airbus EC-135. Photo by Sara Pfannkuch
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Helimax Helicopters using their S61for powerline support missions in California. Photo by Doug Hatcher
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From the desk of Ryan Mason
Here We Grow Again Since starting this wild ride into the publishing business back in July of last year, both myself and my team have been learning on the fly. Learning how we put together a magazine, how we distribute the magazine and most of all; learning what our reader base wants to see.
The best part of attending our first Heli-Expo in the driver’s seat was getting first hand feedback from you the reader. I can’t tell you how rewarding it was to be stopped many times during the day by people who recognized the heliweb logo on our shirts and made a beeline over to us to comment on how much they liked the magazine. We turned up in force at this year’s show, trying to get to as many events and cover as much news as possible as it broke at the show. The new website is something we also designed on feedback that we have been receiving, hopefully striking a balance bet ween providing quality industry news and interesting multi-media content along with some other new pages like our contributors page and our photo and video feature pages. The new website will also allow you 16
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to get what you need from each section without a lot of distractions and keep you engaged with our magazine while you look around the site to enjoy all of the content that we have available for you. One of the other things we want to make sure you do is check your subscription. Make sure you go through our new subscription list and subscribe to the magazine. If you already have, make sure you input all of the information in the form so that you can also get physical copies of the magazine shipped to you. For shipping we need your details. If we only have your email, you’ll need to register your address as we start returning to print so you can get the physical magazine in your mailbox. And don’t forget to tell all your fellow rotorheads about the magazine so they can get a copy, too. As we have grown, one of the things we have learned is that we are getting too big for our current page count, so start looking for a bigger publication as we start increasing our pages to make sure we can fit in all of our content. We look at this growth as something that shows we are making an impact. Our stories, columns and the photography sent in to us from
around the world is being incredibly well received by the industry. Which is the whole reason we started this wild roller coaster ride. To make a difference and fill a gap in the helicopter media industry that we knew only our content could fill. Our approach to the industry is unique and with partnerships with organizations like USHST and our newest partnership with Italian helicopter news agency Helipress. My column this month would not be complete without acknowledging the momentous support of so many people that made our Heli-Expo visit and the magazine a success. From the media representatives at each of the companies that help coordinate our interviews, to our staff that work their tails off each day at the show and tirelessly each month, to our families at home that put up with our time away to attend shows like Heli Expo and provide the support and help we need each day to bring you what we do every month in the magazine. To you all, we say THANK YOU.
Ryan Mason Publisher & Chief Editor heliweb magazine
April 2016
17
The toolbox Maintenance Time Management manuals. But, the question that lingered in my mind was, what is the standard that is being utilized to bring these used parts to the level of serviceability that we as an industry literally hang our reputations on every day?
I recently received an email advertisement for helicopter parts and services, the name of the company will remain nameless of course. The full service company had an impressive portfolio of past projects from composite repairs to component overhauls to engine module replacement and repair. Avionics equipment, STC Kits and the like.
Do we know where they came from? Have they been in an accident or incident that might compromise their integrity? Are you 100% sure that the bill of goods you are purchasing is legitimate and are you willing to bet your reputation, your career, your life or someone else’s life on what is being billed as a used serviceable part? Now I don’t know about you and how you do business, but I prefer to purchase my parts from known sources and reputable dealers with all the appropriate documentation, certifications and history and of course the additional expense.
Brian Parsons
We have all heard the saying that “A helicopter is a gaggle of parts flying in formation”, but do you know where all of your parts came from.
Needless to say it sure was impressive. They offered a money back guarantee and documentation that the parts were inspected, repaired or overhauled as required. As I was perusing their products I noticed While doing some research for this something about some of the parts article I came across some additional and materials that they had for sale. advertising that prompted me to do a search on Ebay. I was totally Most of the photos were pictures of shocked and dismayed to find used parts, worn paint with Mastinox several “Critical” “Life Limited” and and zinc-chromate included. other wise “serviceable” parts listed Now, to their credit, some of the for sale, from all over the world. items had new paint and looked like fresh overhauled or repaired items, As maintainers we are directly including documentation that they responsible to ensure that the parts, had been inspected or overhauled materials and process we use are in accordance with the required in accordance with the acceptable 18
heliweb magazine
standards of the Administrator when working on certificated aircraft. CFR Title 14, FAR 43.10 provides the definitions and guide lines for the Disposition of Life Limited Aircraft Parts. Life-limited part means any part for which a mandatory replacement limit is specified in the type design, the Instructions for Continued Airworthiness, or the maintenance manual. Life status means the accumulated cycles, hours, or any other mandatory replacement limit of a life-limited part. The bottom line is that if you are being pressured to use and install parts that you are not 100% positive of their origin, perhaps it’s time to look elsewhere for work. Mechanics are the last defense when it comes to the installation of bogus and un-airworthy parts. Once your signature is in that log book it’s like a type of STD.…. That crap will follow you around forever. SendmeyourthoughtstoBrian@Heliweb.com
Brian Parsons is the Director of Maintenance for the Hillsborough Count y Sheriff ’s Office (FL) Aviation Section, where he also serves as a Reserve Deput y. Brian is a US Marine Corps veteran, and holds a commercial pilot certificate. Parsons’ maintenance experience includes factory training on Bell, Airbus, and MD Helicopters, in addition to several engine types.
RR-250 overhaul and repair Parts • Sales FAA CRS #A9UR626J EASA Certificate #EASA.145.5481 Specializing in Rolls Royce 250 Series Engines AOG Technical Services Available 24/7
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April 2016
19
The Instructors’ Station
Lauren Brown
Make the Most of Your Simulator If you’ve already invested in a simulator of any kind you should already be familiar with the tremendous potential benefits of using them in your operation. Once you have purchased a sim, the next hurdle many operators face is actually incorporating them into their training programs.
Challenges to this include instructors who are resistant to using simulators, people who don’t know how to efficiently operate them, technical difficulties which take the sim offline, and so forth. Beyond those company specific hurdles, it is also apparent that instructors and operators of simulators aren’t trained well on how to use the equipment from a software/ hardware point of view and the trainers are underutilized because of this. Coming from someone who operates a training center full of simulators and also answers technical support calls of customers with our products, the following are some suggestions to help sim operators make the most of their systems. Make a checklist: Even if the manufacturers make every one of their simulators the same; start up and shut down procedures may vary by location due to power requirements, the layout
20
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of the room the sim is in, the building’s network connectivity and so forth. The checklist might also include recording the hobbs time on the sim before flying or other company specific things you should keep track of. Log discrepancies: After every flight, have instructors log if there were any abnormalities, and ideally also write what they were doing when the sim abnormality occurred. This helps the organization keep track of patterns such as whether the software has recurring issue during similar exercises. Keeping record or these activities is beneficial for support technicians if contacting a simulator manufacturer becomes necessary usually resulting in more efficient service. Let the mechanic fix it: Typically, pilots or instructors wouldn’t try to fix something on an aircraft, so the same applies to simulators. Get familiar with the regs: The FAA certifies the equipment with a letter of approval or LOA. This LOA spells out what a trainee using the sim is allowed to log. Scenario based training: Be creative with SBT, since simulators are usually capable of much more than the aircraft. You can isolate variables if students are having trouble with particular
concepts, meaning you can filter out noise and distractions when needed to focus on the important parts of the lesson. This can be part of a scenario though to demonstration of concepts on specific items, perhaps density altitude. You can use the sim, positioned at an unfamiliar airport, perhaps in a valley, at a high altitude, hot, humid day and so forth, add a heavy payload to the simulated aircraft. If the instructor has practiced this scenario and adjusts the variables so that he or she knows it will not end well for the pilot, then the student has the chance to see the potential adverse side effects of improper planning. There are many more ways to more efficiently utilize a simulator, especially for those creative instructors. Following just a few of these tips and expanding on them will likely help keep the simulator is good running shape and help it be a better asset to your training and proficiency operation. Lauren in currently the Director of Operations for Elite Simulation Centers in Orlando, Florida. Lauren started writing to show the benefits of simulation technology with the industry to show that with a combination of simualtion traning and real world applocation, simulators are a valuable asset to ant flight school or operator. Lauren in a commercial fixed wing pilot and aims to complete her rotorocraft addon.
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April 2016
21
Straight and level
Ben Fouts
Run on Landings
The Run-on Landing is part of the Practical Test Standards for VFR certification as a helicopter pilot. It is a unique skill necessary to learn and employed when bringing the helicopter into a hover may not be an option.
It could be a power limited situation due to the higher density altitude or a partial power failure that causes the need for the skill to go to work. A magneto failure on a four cylinder helicopter may be all the difference between a hover and the need to use translational lift to land safely. Teaching the maneuver properly is an important part of instruction and it is far too often that students fly the helicopter to a taxiway at 30-40kts and create a “rooster tail” of sparks in trail as the metal skids contact the runway. Lets not do that.. Skid gear are usually well built on helicopters but certainly not designed for repeated high speed touchdowns especially at or near gross weight. While it is not that expensive to replace skid shoes as they wear, the concern would also be welded joints, and fixtures to the airframe itself that can easily be overlooked during a preflight. A crack could develop and go undiscovered and compromise the safety of the next scheduled flight. I’m not a big fan of the maneuver being trained anywhere but on a paved taxiway and the reason being, that 22
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you could catch skid on soft grass, a rock or other debris and have an unwanted reaction and potentially a roll-over. When you consider all the hazards, replacing skid shoes is the cheaper, safer option. The purpose of the shallow approach and run on landing is to use translation lift to reduce the power requirement for a safe landing. There is no need to bring the helicopter in at 30kts or more to accomplish this. The Practical Test Standards states that the applicant should take advantage of effective translational lift during surface contact with landing gear parallel to the ground track. If you have a 10 kt headwind this can and should be accomplished with only a small amount of forward ground speed. When you are teaching the technique use a very simple and easy measurement to accomplish the maneuver safely. If hover power is 22’’ of Manifold Pressure, limit your student to 21’’ for their approach. Pick a specific target where the touchdown should take place, and have them demonstrate the approach to a short run on using power less than 21’’. The scan on final becomes power available and landing spot. As the helicopter slows below its Vy, more power is required and the smooth application of power, to a touchdown point while keeping a consistent shallow angle of approach will meet the requirements for the maneuver. Use a hard flat surface so your ground contact contains no surprises, and as an instructor, keep ready hand and feet to correct any mistakes. A demonstration of the shallow approach / run-on landing is imperative to learning, and will give your student a good overall picture
of what is expected of them prior to them being the sole manipulator of the controls. I can’t think of a good reason to put the running landing into practical use. Ithinkifyouarethatclosetotheperformance envelope of the aircraft, you really shouldn’t be landing there. Why put you or your aircraft in a compromising situation. The skill needs to be learned and applied when it is necessary, but never planned on being part of your operation. I am getting more and more conservative on use of helicopters as I grow older, but I don’t want to bend something or hurt anybody. This maneuver while important as a skill should not be considered normal by any means. If you are planning a landing where you know you may not be able to hover, you are asking for trouble. My disagreement with the PTS is that the running landing is put under Task V: Takeoff and Landings and I believe it should fall under Task IX: Emergency Operations. This would further bring home the point that it is not a normal maneuver for everyday use. It is abnormal and used only when necessary due to conditions outside of your control. Ben Fouts is a career helicopter pilot, business owner, successful entrepreneur, and passionate flight instructor. In addition to his role as an FAA Designated Pilot Examiner —a position he’s held for fifteen years, since he was just twentyfour years old— he is the owner of Mauna Loa Helicopters, based in Kona, Hawaii.
Helinews Extra
Heliweb Partners With Italian Helipress to Bring you the Latest in Global Helicopter News. In the fast moving world of helicopter aviation, news breaks 24/7. A new partnership announced today between Italian helicopter news outlet Helipress.it and Heliweb Magazine will be opening up doors to the global helicopter market previously not seen in the industry, thanks to the global connections between the two helicopter news organizations. The new partnership between the two will provide an ongoing exchange of content for the benefit of readers of both outlet’s content. The collaborative effort will offer a comprehensive global information framework with an expanded geographical coverage area, offering readers the ability to receive up to the minute information in the global helicopter industry from both the European and American marketplace as it happens.
readership in many European countries that views on the industry and how we work we had not previously had readership in. ethically as news organizations, from that point on, it was never a question Once we saw the increase in the on if we would work together, but subscription base and in our web when.” said Ryan Mason CEO and traffic statistics, it was only a matter of Chief Editor of Heliweb Magazine. finding the right partner that we could rely on to provide the kind of material Readers on both sites can look forward to that our readership is used to seeing an increase in international content thanks in our magazine and online presence. to the collaboration. The two organizations “We found that very quickly with Nicola Zamperini and his talented team at Helipress.it. From the first conversation we had, Nicola and I soon found we had similar
will also be sharing applicable imagery and video as appropriate through both news websites and social media channels, in addition to Heliweb Magazine’s print version increasing the coverage of news from the European sector in the print magazine.
“When we took over Heliweb Magazine as the new owners in July of 2015, we started with a vision to globalize the publication and transform it into being the industry leader on international news, not just one that paid lip service to the rest of the world. Our readers are very savvy to the industry, especially with the rise of social media bringing the news cycle right to reader’s hands every day. We have continued to grow our global presence, gaining
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Whirly Girls Jessica Kanellos
Give it a Whirl SUCCESS! Over five hundred members of the Louisville, Kentucky community “Gave it a Whirl,” and it was awesome!
Whirly-Girls International, with the support of major players in the helicopter industry, kicked off the 2016 HAI Heli-Expo series of events with a youth and community outreach program designed to introduce kids to the world of helicopter aviation. Being the first time we had planned and executed an event like this, we didn’t quite know what to expect, but the response from the Louisville community was both overwhelming and an amazing sight to see. It was incredible to see so many participants from the helicopter community come together to inspire these kids to dream big.
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The experience allowed them to get up close and personal with helicopters that actually operate locally in their community. Helicopters from the local helicopter flight school, police, news, and Army National Guard all flew in on Sunday, February 28, prepared for many hours of “what is this for?” and “what’s that button do?” followed by the most thorough pre-flight they’ve most likely ever done before flying back to their respective bases. Before long, kids were everywhere! The level of excitement was contagious as they ran around the exhibits and activity stations. The kids were eager to sit in the pilot’s seat, try their hand at a simulator brought in by X-Copter that had a non stop line all day long, get their caricature drawn with a Bell Helicopter, listen to helicopter stories from the local public library,
and explore interactive activities with charts, helicopter toys, and aviation-themed coloring pages. The day was a huge success thanks to the army of volunteers that helped make the day a big success. Give it a Whirl will make its second annual appearance in Dallas, Texas at next year’s HAI Heli-Expo on March 5th, 2017 where we will take all of the things we learned from the inaugural event and make next year’s event an even bigger success. The Whirly-Girls would like to extend a huge thank you to all of the volunteers who came to help as well as our major contributors: Bell Helicopters, Heliweb Magazine, and the team from X-Copter. Want to get involved in Dallas? Contact Jessica Kanellos to learn how at wg1771@gmail.com or by telephone at: 1 (724) 255-3688.
Image by: Tim Pruitt
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Images by Ronnie Johnson, Ross Ansell, Adam Johnson & Ryan Mason
Top & Bottom Left: Attendees were given the opportunity to see a Bell 206, UH-60, R44 and MD520N at this years “Give it a Whirl� event Top Right: Whirly Girl Krista Halstrom getting in the mood of the event, donning a kids pilot hat Right Middle: Children were encouraged to participate in one of many activity stations set up for the day, which proved a huge success Bottom Right: A flight instructor from JR Aviation shows an attendee around the Robins R44 on display 26
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Top and Middle: Activities such as the X-Xopter Simulator, R44
static display and activity centers were a huge hit with attendees. Lower Left: Heliweb Publisher Ryan Mason and Deputy Editor Adam Johnson didn’t escape hard work on the day, helping push out the R44 for departure as the Louisville Metro Police MD520N and Kentucky National Guard UH-60 departed.
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FAA TO MAKE CHANGES TO PTS FOR CFI CHECKRIDE ON AUTOROTATIONS In a move applauded by some and questioned by others, the FAA announced changes to the practical test standards for flight instructor certifications. Citing safety as the reasoning behind the decision. The decision is at the discretion of the DPE, but now allows the DPE to take a logbook entry by a current and licensed flight instructor in lieu of the student demonstrating a straight in or 180 degree auto rotation to full down. The change is effective March 22, 2016. The changes to the PTS in part read: “An examiner may accept, at his or her discretion, a logbook endorsement in lieu of demonstrating these tasks during the practical test. This logbook endorsement must be given by a current flight instructor with a rotorcraft category and helicopter class
rating on his or her flight instructor certificate that provided the training and can attest to the applicant’s competence in these tasks.” ”Exceptions to the rule change still exist, allowing a DPE to make a demand to require the student perform the maneuver to prove competency after a previously failed check ride, stating ‘deficiencies in instructional knowledge pertaining to the elements, common errors, performance, and correction of common errors related to straight-in and 180 degree autorotation,’” The FAA offered no statistics in relation to the amount of accidents caused during training for these essential skills or
during check rides that may have prompted the change. However, the FAA noted that DPE’s who perform check rides, may not be as competent or current in the aircraft used for the check ride as the student pilot, or the instructor that will now be relied on to provide the sign off, as seen in several other sections of pilot training and certification, which likely also played a part in the change.
Ryan Mason Photo
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Helinews
AIRBUS HELICOPTERS CONTINUING GLOBAL DEMO TOURS Tim Pruitt Photo
Fresh from the
completion of its North American tour, after being on display at HeliExpo in Louisville, the H215 from Airbus Helicopters continues its demo tour in April to South America.
The H145 gears up for a demo tour through Asia to showcase its performance and capabilities through a series of demo flights in Malaysia, Thailand, Indonesia and Taiwan. The first H145 demo tour was held in Southeast Asia in 2013, covering Malaysia and Thailand. Las Vegas Metro Police through a public budget hearing of the
departments Police Committee on Fiscal Affairs, announced to the public at the hearing that they had decided to purchase their first Airbus Helicopters model, deciding on the H145. The new aircraft will replace their two aging rescue helicopters. Both manufactured in 1973 and acquired through the 1033 military surplus program. The decision to purchase the 145 as a replacement came after nearly a year in negotiations on how to replace the oldest aircraft in the fleet while maintaining the departments rescue capabilities.
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April 2016
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MD DELIVERS MD500E TO MINNESOTA DNR
MD Helicopters Photo
The Minnesota Department of Natural Resources Division of Enforcement accepted delivery of a new MD Helicopters 500E model on March 29th at MD Helicopters Mesa facility. Citing operational affordability, airframe footprint and performance as their deciding factor to purchase, “The proven performance of this airframe, the small footprint, and its operational affordability really made this helicopter an easy choice for us, I expect this 30
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helicopter to be a great addition to the Minnesota Department of Natural Resources’ fleet, and to play a critical role in helping us meet our ongoing commitments to conserve and manage the state’s natural resources.” said Tom Buker, Chief Pilot for the Minnesota DNR Enforcement Division, who along with pilot Brad Maas took delivery of the new helicopter. The new 500E will join Minnesota DNR’s 8- aircraft fleet of 6 fixed wing aircraft
and 2 additional rotorcraft to perform a variety of missions in support of the Minnesota DNR responsibility to manage natural lands, maintain healthy wildlife populations, while supporting law enforcement, firefighting and general forestry operations across the state’s more than 5.5 million acres of managed land. This is the first MD helicopter to join the Department of Natural Resources fleet in Minnesota since the Aviation Unit commenced operations in 1947.
Helinews
NEW HELICOPTER AVIATION COMPANY LAUNCHES IN AUSTRALIA StarFlight Australia, a new joint venture company was launched April 11th in a ceremony held at the CareFlight Group headquarters in Queensland, Australia. The new business entity will operate in partnership with CareFlight Group, a Queensland government owned and operated aero-medical care provider. The partnership founded between the rescue operator and Kaan Air, one of Europe’s leading helicopter utility operators and OEM helicopter distributor for AgustaWestland and Russian Helicopters. The new Australian entity will feature access to factory new, fully equipped and compliant Russian Kamov Ka-32A11BC helicopters for firefighting and AgustaWestland (Finmecannica Helicopters) range of helicopters for emergency medical service and search and rescue missions in the Australasian region. StarFlight Chairman, Ferda Yildiz, was in Australia this week to launch the joint venture with StarFlight Deputy Chairman, Hon Rob Borbidge. “I am excited to be here in Brisbane to officially launch StarFlight Australia. Our company is new but the two organizations of Kaan Air and CareFlight Group bring more than 50 years of
Careflight Photo
combined industry experience to the table,” Mr Yildiz said. “We can offer Australian, New Zealand and Asia Pacific organizations new solutions for their rotary wing requirements.”
a joint venture between Kaan Air
The new company was formed to provide government agencies, commercial entities and private organizations throughout Australasia and South East Asia with specialized turn-key solutions for a diverse range of aviation services requiring a rotary wing platform, including emergency response, surveillance, aerial firefighting, utility and logistical transport services. StarFlight also extends to the European HeliStar brand, which is
StarFlight Australia’s Chief Executive Officer, John Skeen, said the company’s approach was to partner with current operators rather than compete, with a view to increasing capability of national and state fire authorities and to join with our partners to offer and provide the latest helicopter technology.
and its partner Air Methods, well known as the largest helicopter emergency medical service (HEMS) company in the United States.
“This can be achieved through assisting with improving service as well as access to new and more capable equipment,” Mr Skeen said. April 2016
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505 JRX ORDERS CONTINUE AS BELL LAUNCHES CUSTOMER ADVANTAGE PLANS The highly anticipated Bell 505 JRX continued to gain orders through March. Bell announced in Chile at FIDAE two signings for the aircraft. Along with an announced LOI with Whitesky Aviation in Jakarta, Indonesia for 30 Bell 505 JRX helicopters.
Heli Charter UK was announced in March as the launch customer of Bell’s Customer Advantage Plans.
The latest deal continued the growing list of pre orders for Bell on the 505. Now having 380 pre orders for the JRX.
Heli Charter is a Bell Helicopter Independent Representative and a Customer Service Facility based in the United Kingdom. Their existing fleet includes a Bell 429 configured for helicopter air ambulance operations in the UK with the Wiltshire Air Ambulance Charitable Trust.
Also in March, Bell delivered the final Bell 407GXP to the Mexican Air Force, totaling 15 aircraft now delivered to Mexico as part of the deal.
Bell’s Customer Advantage Plans provide customers with holistic coverage solutions for
their daily operations. The plans offer a fixed cost per flight hour service option or “power by the hour” option for customers. Heli Charter UK also purchased a new Bell 407GXP in March from the Fort Worth based manufacturer. Bell Helicopter Photo
ERICKSON SECURES CARGO CONTRACT OVER AMAZON Erickson Photo
Erickson Incorporated, located in Portland, Oregon has was selected in March for another heavy lift cargo transport role involving the transport and precision placement of oil and 32
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gas equipment by helicopter over the Amazon region in Peru. “We are pleased to be providing heavy lift services for Pluspetrol amidst the current headwinds in the oil market. This new contract is a testament to the strength of our customer relationships and our strong operating performance,” said Jeff Roberts, President and CEO of Erickson Incorporated.
Under this agreement, Erickson is providing one S-64F Aircrane and related support for year-round use to Pluspetrol, Operator of the Camisea consortium. Erickson offers a variety of utility aircraft for oil and gas customers in their onshore exploration and production. To safely and efficiently deliver drilling rig equipment and material cargo in remote and austere environments, Erickson combines its heavy lift and precision placement capabilities with transportation services. Erickson has significant prior experience operating in South American region, including Peru, Ecuador and Brazil.
Helinews
ROBINSON ANNOUNCES COLLECIVE ACTIVATED HOUR METER FOR R22 BETA II hour meter along with an updated hub and redesigned main rotor spindles that are now standard on all new R22 Beta II helicopters.
Ryan Mason Photo
The Robinson Helicopter Company released information on another innovation to the R22 Beta II in March, detailing a new collective activated
Previously, the R22 used an oil-pressure-activated meter which records all engine run time. The new collective activated meter records collective up (flight) time and does not include engine warm up and cool down time. The new meter and redesigned spindles benefit R22 buyers and owners through the collective-
activated meter that the company says will extend component lives by up to 12% with the addition of redesigned spindles that are not subject to repetitive dye-penetrant inspections as with previous spindles on the R22 Beta II. Robinson did not leave out existing owners of the Beta II, also providing the market of pre-owned aircraft already in service the ability to upgrade to the collective activated system as a factory installed option for helicopters already in operation around the world.
RUSSIAN HELICOPTERS COMPLETES MAINTENANCE DEAL WITH MEXICAN NAVY Russian Helicopters, part of State Corporation Rostec, fulfilled its first contract in March for after-sale maintenance of multirole Mi-17-1V helicopters operated by the Mexican Navy. The deal is the first of its kind for Russian Helicopters with the Mexican Secretariat of the Navy. “Mexico is one of our key partners in Latin America; it has quite an extensive fleet of Russian-made helicopters. In 2016, we will expand cooperation with our Mexican partners in terms of after-sale service. The parties are already involved in negotiations
on these issues.” said Igor Chechikov, Russian Helicopter’s deputy CEO. Latin American countries remain to be a large focus area for the Russian manufacturer, who continues to build service capabilities in the South American markets to cope with demand. In 2014-2015, the company successfully collaborated with the Mexican Secretariat of National Defense by performing extensive repairs of 19 Mi-17/Mi-17-1V helicopters.
Russian Helicopters Photo
Currently, Russian Helicopters are actively involved in warranty and post-warranty maintenance of helicopters belonging to the Mexican Ministry of Defense. April 2016
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GARMIN ADDS NEW FEATURES TO GTN 650/750 FOR HELICOPTERS Sporting an enhanced suite of functionality catering to the helicopter market, Garmin announced the GTN 650/750 touchscreen series for select helicopters on the market. New features added to the GTN 650/750 include WireAware, adding graphic overlays of power line locations and relative altitude information on the moving map and terrain pages, FastFind, which incorporates predictive logic to
suggest airports and waypoints using current GPS location. Other updated functionality on the GTN 650/750 units include a streamlined frequency entry and identification system with predictive text, customizable checklists and flight plan imports, a search and rescue map option using parallel line search and including options for expanding squares, orbit and sector search options.
mis e Th
The upgraded options on the unit also include a fuel range ring that appears on the moving map and animated NEXRAD radar. Installation approval for the GTN navigators with v6.11 software is available via AML STC, which includes approval for use in the Bell 206 and Bell 407 series, Airbus Helicopters AS350B2/B3, EC130 B4, EC130T2 and MD 369E/F/FF
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UNITED STATES HELICOPTER SAFETY TEAM SETS “20 BY 2020” TARGET
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While missing their initial targets set for industr y reductions in 2015, USHST will continue to focus major attention during the next four years on reducing fatal accidents within the U.S. civil helicopter community.
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The industr y -government partnership is targeting a reduction to 0.61 fatal accidents per 100,000 flight hours, which is 20 percent less than the average since 2009. As a baseline comparison, the USHST is using a fatal accident rate of 0.76. This is the average fatal accident rate for the prior five years that have complete and reliable data (2009-10 and 2012-14) derived from the FAA General Aviation Survey. For 2016 through 2019, the USHST will measure fatal accident rate progress and focus on actions that will help keep the rate in a consistent downward trend. The team, using “mile markers” as guides to measure progress from a goal of 0.73 in 2016, with an aim to finish 2019 with a rate of 0.61 or lower. The rate of 0.61 representing a 20% reduction in the overall accident rate in the United States. During the past 15 years, the helicopter fatal accident rate has trended downward, but has been below 0.61 only t wice in that period, spiking upward in 2008 and 2013. April 2016
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TOUCHSTONE LEASING HIRES NEW LEASING COORDINATOR John Neilsen, CEO of Touchstone Helicopter Leasing ,announced in April the hire of experienced helicopter professional Pam Landis as his Leasing Coordinator for Touchstone Helicopters. Landis, operating in Florida, has over 20 years of experience in the helicopter industry, starting her career as a flight instructor. Later became an owner of a successful helicopter flight school in Ft. Lauderdale, Fl and VP and Chief Pilot of another Flight School in West Palm Beach, Fl “Pam has in excess of 7,500 flight hours, the majority of which are in Robinson helicopters. Landis’ experience as a Lessee
and helicopter operator gives her an understanding of all aspects of leasing, maintenance, and flight school operations. Making her a perfect fit for Touchstone. She can use her extensive experience to give advice and guidance to Touchstone customers.” Said Neilsen Landis, in addition to her wealth of experience in the operations area of the industry, is also a member of HAI, Whirly Girls and the HAI Training Committee. She was the previous recipient of the Flight Training Excellence Award by AOPA and Mark Baker.
Ryan Mason Photo
Falamos Português
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Helinews
AVIALL ANNOUNCES NEW PRESIDENT AND CEO FOR BOEING SUBSIDIARY Aviall, a subsidiary of the Boeing Company announced in late March that Eric Strafel has been named president and CEO of the company. Previously Strafel served as vice president of Boeing Defense, Space & Security Autonomous Systems for Boeing Military Aircraft. “Eric brings 20 years of leadership experience back to Aviall,” said Lynne Hopper, vice president Material Services within Boeing Commercial Airplane’s Commercial Aviation Services. “He understands its core values, embraces the Aviall culture and shares Aviall’s long tradition and passion for customer service. Eric is a proven leader, and his experience in international operations and general, business, defense and commercial aviation align very well with Aviall’s strategic focus.” “I am honored to have been selected as Aviall’s president and CEO. It is a privilege once again to be part of an organization that delivers the industry’s highest quality products, services and innovative solutions to more than 26,000 customers and invests in developing the most talented team members in aviation,” said Strafel. Previous to his role at Autonomous Systems, Strafel was the senior
vice president for Operations & Business Development at Aviall. In that role, he had executive leadership responsibility for Aviall’s commercial and defense operations, including demand planning, procurement, warehouse operations, global quality and the Lean Six Sigma program. Before his roles at Aviall, Strafel
was the Vice President of Supply Chain Management for L3 Communications and held leadership positions with Honeywell International, Precision Conversions, and United Technologies. His international assignments included responsibilities in Europe, the Middle East, Africa and Asia. April 2016
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#Heliart 38 38 heliweb heliwebmagazine magazine
Check out our new monthly feature, showcasing the latest work from talented aviation artist Marc Veenendaal. Follow him on instagram at @mpvdesigns
April 2016
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Arkansas Childrens Hospital “Angel One� S-76D preparing for departure. Photo by Jason Hamm
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#helipix
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Story by Matt Johnson Images by Ryan Mason
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D
epending on whom you ask there are many definitions for the word “hazard”. One definition states that “a hazard is a present condition or circumstance that could lead or contribute to an unplanned or undesired event such as an accident”. Compare that with the definition for “risk” – “a situation involving exposure to danger”. Of course these are the “textbook” answers and as we all know life and especially aviation doesn’t operate in a vacuum. What is often overlooked and misunderstood is that many aviation risks are born of hazard(ous) conditions (and attitudes) that are the direct result of a cultural acceptance that has promulgated over a period of time. Operational mindsets including the “mission” type mentality often involve the “that’s the way we do it” or “that’s how we’ve always done it” or even “we have got to get this done” type of organizational inadequacy. Bad habits such as this and the lack of organizational leadership has given birth to many unidentified and unnecessary risks that have led to numerous fatal accidents. For many organizations operating under this “mentality” they have only known “wrong” and have no idea of what “right” looks like. What may look “right” for a particular organization can be very subjective. What is “wrong” in an organization can often be a morbid reminder of what not to do again.
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Ryan Mason Photo
Why does it occur? As the old saying goes, ignorance is bliss. The reality is that many organizations operating under the previously mentioned mindset only know “right” after an accident or
incident has occurred and everything has been brought to the forefront, normally through an investigative body or in the form of an “outside audit”. You know the organizations that say “we haven’t had an
with the identification and subsequent conquering of o rg a n i z a t i o n a l h a z a rd s . A s alluded earlier, “you don’t know what you don’t know”. Th e w a y t o e d u c a t e y o u r s e l f a b o u t t h e h a z a rd s w i t h i n y o u r o rg a n i z a t i o n i n v o l v e s work, time and a serious c o m m i t m e n t . A d d i t i o n a l l y, y o u have to seek out those that “do know”, the ones employing i n d u s t r y b e s t p ra c t i c e s , e t c . Fo r t u n a t e l y, m u c h o f t h e w o r k i s a l re a d y o u t t h e re a n d re a d i l y a v a i l a b l e . I n t h e a i r medical industr y Flight RiskA s s e s s m e n t To o l s ( F R AT ) a re not only utilized but mandated b y re g u l a t i o n h o w e v e r I a m amazed to see non air-medical o rg a n i z a t i o n s that know nothing of their existence. Or i f t h e y h a v e h e a rd o f t h e m t h e y f e e l “ w e a re t o o s m a l l o f a unit to use something like t h a t ” . S a d l y, I ’ v e h e a rd t h a t e x a c t s t a t e m e n t o n m o re t h a n one occasion over the years.
accident in 20 plus years, we obviously are doing things right.” In many instances it is only by the Grace of God that the “holes didn’t line -up” for those organizations with this negligent mindset.
How to fix it I would never suggest that all risks can be eliminated; however, I do however feel that many of the risks we face in our industry can be mitigated
No unit is too small to collectively weight the risks involved for a particular flight or shift. Not doing so is negligent and plain stupid. Th e re i s m u c h t o b e l e a r n e d ( a n d a d o p t e d ) f ro m o t h e r s e c t o r s o f t h e a v i a t i o n i n d u s t r y. In a perfect world and with a “workable” budget, a good place to start is with an outside a n a l y s i s o f t h e o rg a n i z a t i o n .
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This will give the organization an idea of what hazards are present and more importantly, how to mitigate those hazards and operations risks. While most have absolutely no desire to have an outsider look at your organization in great detail, the function of
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an external audit is to ensure that an organizations internal controls, processes, guidelines and policies are not only adequate and effective but that they are in compliance. This level of compliance involves governmental requirements (Federal Aviation Regulations), industry standards and organizational/departmental policies.
I would never suggest that all risks can be eliminated; however, I do feel that many of the risks we face in our industry can be mitigated with the identification and subsequent conquering of organizational hazards.
Much of a proper audit will identify the hazards and subsequent risks that are “blind” to the organization. For nearly all facets of our industry, organizations can find “best-practices” that other organizations have already implemented for improving their own risk management practices. While you may not agree with all of the recommended industry practices, many of them do have a great deal of merit and warrant serious consideration.
Is It Doable? Is it possible to conquer all hazards? Not likely, but not making an effort to find out “what you don’t know” about your organization could be the first ingredient in a recipe for disaster. Industry best-practices are out there, seek them Matt Johnson holds an ATP Instrument Helicopter certificate as well as CFI & CFII ratings. Matt is also one of only five helicopter flight instructors to achive an FAA master instructors designation. Matt has had work published on helicopter safety and training topics and is a member of the United Sates Helicopter Safety Team.
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HELI-EXPO 2016
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Down on attendance from previous years, the biggest show of the year still proved a success for many in Louisville, Kentucky.
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The Marenco SwissHelicopter SKYe SH09 again proved to be a crowd favorite at this years heli-Expo Tim Pruitt Photo
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nother Heli-Expo in the books and this years show in Louisville, Kentucky had many wondering why the Helicopter Association International chose a location that was both challenging to get to and in a winter climate, unlike previous years location choices. Despite the cool conditions, the show went on; showcasing the latest in helicopter aviation to all who attended. While there were no big announcements at this year’s show, the OEM’s in attendance still had plenty to talk about on the floor and during the many press events scheduled throughout the show. Bell helicopter had the most to show in new developments.
Bringing the mock up of the V-280 Valor to the show was a major draw to their booth for attendees, along with the flight test vehicles of the Bell 505 JRX, and the 525 Relentless. the 50 and 525 were flown into the show for the first time and displayed on the show floor during Heli-Expo. Drawing plenty of attention as the first flying models of both aircraft being showcased at a Heli-Expo, unlike previous years where mock ups of both were brought to the show. Bell also had many signing events throughout the show. Most notably adding more pre orders to the Bell 505, which now totals over 300 airframes on pre order making it a highly anticipated new arrival that is scheduled for first delivery pending certification in the summer.
Airbus Helicopters came to the show with many floor display aircraft, although lighter than in previous years at Anaheim and Orlando, but still drawing a large amount of customer interest in both their revised approach to customer service with their HCare booth within their exhibit and new sales moving briskly throughout the show. New Americas President and head of the America’s for Airbus Helicopters, Chris Emmerson, likened his first HeliExpo experience, after assuming the new role, as “like drinking from a fire hose” after his first day on the show floor. Airbus Group President, Guillame Faury, was excited to attend this year’s show. Speaking on the global progress of the Airbus Helicopters brand at the company’s annual press conference and on their dominance of several market segments. Finmeccanica, has made the full switch away from the AgustaWestland brand. At the show this year they exhibited as Finmeccanica Helicopter Division. Company President Mauro Moretti presented at several events for the company and spoke about the market penetration of the AW169. Announcing the continuance of their relationship with Swiss rescue operation REGA and their joint cooperative effort to further
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develop the AW169. Finmeccanica also debuted the AW009 for the first time on the show floor. At several previous Heli-Expo shows, the aircraft was displayed as the SW4, licensed from Polish manufacturer PZL. The company finally seems to have adopted a marketing strategy for the newly renamed A009, looking to market the helicopter first as a law enforcement aircraft. Incorporating multiple suggestions made during a short demonstration tour back in 2015. With the biggest of the optional changes being the ability to fit the Rolls Royce C30 engine as an option, giving the smaller AW009 a big performance boost and the power needed in the airborne law enforcement arena. Finmeccanica also released news of the first successful flight of the A109 Trekker. Plans for this helicopter first announced at the 2014 Heli-Expo show in Anaheim. Marenco Swiss Helicopter exhibited for the fifth year at the show. Bringing their bright yellow mock up of the SKYe SH09. Showcasing even more addtional options than announced at the 2015 show in Orlando. The SH09 on display featured cargo hook configurations for several 52
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different missions. As well as, refinements in the body design allowing for an optional mirror array to be fitted to the aircraft that is modular and able to be attached and detached as needed for operations. The last of the announced additions to the SH09 was another modular solution in the passenger compartment. Allowing for the addition of a fifth seat. Staggered configuration offering the ability to add and remove seating as the mission requirements change. MSH Chief Operating Officer Mathias Senes said “The interchangeable seating arrangement allows for more available options for our customers, the 5 seat option will be standard for the SH09, the sixth available seat will be an option given to customers that desire the ability to add an extra seat, made possible by our modular seating configuration.” Sikorsky was another of the large OEM’s to bring a strong presence to the show with both an S76D and S92 on the floor and many announcements during the show. Focusing more on the customer experience and service angle with the launch of a new customer service initiative. At MD Helicopters, Lynn Tilton’s annual press conference was easily the most well attended event from both crowd and media attendance perspective. The self-made billionaire
“Like drinking from a fire hose” Was the description of the first day on the show floor for new Americas President of Airbus Helicopters Chris Emmerson spoke of her commitment to the MD brand and continual development in the civilian, para-public and military sectors. MD’s military sales have slowly been increasing to foreign governments. MD announced the first sale of the MD530G Armed Attack Helicopter just before Heli-Expo 2016. While the show seemed to lack the excitement of previous years, where a major announcement or new helicopter unveiling occurred, there was still plenty of attendees looking to purchase the goods and services of the hundreds who chose to exhibit at the show. The complications of getting to a city such as Louisville, Kentucky and a venue that has seen better days,appeared only a hiccup in what was for many, still a successful event.
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Story by Stefano Silvestry Images by Airbus Helicopters/Anthony Pecci
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Leading
THE
Pack
After a strong performance in 2015 on delivieries and new orders in the European market, Airbus Helicopters looks set to continue raising the bar The Dare Medflight base is only from the site of thenears Wright Brothers Memorial, located at Kitty Hawk, NC globally in 2016, asmiles certification for several models.
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During 2015, Airbus Helicopters delivered 395 rotorcraft from the company’s civil, parapublic, and military product lines,.Strengthening the leading position in the civil & parapublic market while maintaining its share of the worldwide military market. Meanwhile, the company booked 383 orders – adjusted to 333 due to contract amendments for governmental NH90 and Tiger helicopters – with a strong performance of the newgeneration medium H175. Demand remained steady for the H135 and H145 family of light twin helicopters, with booking levels exceeding the
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company’s targets for 2015.
helicopter industry”, he added.
Airbus Helicopters focused efforts in 2015 on executing their strategic roadmap and meeting targets against a challenging market backdrop and delays in key military campaigns.
2015 HIGHLIGHTS
“We are now harvesting the fruit of our strategic transformation plan that puts us in the best position to operate successfully despite a challenging market environment”, said Guillaume Faury, President and CEO of Airbus Helicopters. “Our focus on customer satisfaction, quality and safety, as well as competitiveness has produced tangible results on our journey to go from the biggest to the best and to become the benchmark of the
Highlights of last year include a strong commercial performance of the 7-ton H175 with 36 units booked, exceeding the company’s objectives for 2015. The gross order book of the H175 is now up to 101 units after being endorsed last year by several key oil and gas operators despite the low price of the barrel impacting them. Operated by NHV since December 2014, the H175 has achieved 2000 flight hours. With a high level of availability thanks to the work done to improve maturity at entry into
service. A first order for the public services variant was also placed in 2015 by Hong Kong operator GFS. “The focus on our customers is resonating well with them as external surveys are now placing Airbus Helicopters in second position for customer satisfaction” explained Guillaume Faury. “In 2016 we will maintain our efforts to implement improvements for the benefit of our customers, and providing them
with high-performing and reliable aircraft for their demanding
are also preparing the future – the H Generation – embodied by the H160 and the X6,” he added.
NEW PRODUCTS
missions,” Faury explained. “In this challenging environment, we
In 2015, Airbus Helicopters successfully launched the flight-test phase of the new H160 medium helicopter, the first member of the “H Generation”. A second prototype joined the flight-test
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test phase of the new H160 medium helicopter, the first member of the “H Generation�. A second protot ype joined the flight-test campaign in 2016. A year that will also see the launch of the H160 commercialization. I n 2015 , A i r b u s H e l i c o p t e rs
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a l s o d e l i v e re d t he f i rs t H 14 5 M t o t he G e r m a n A r m e d Fo rc e s . O n l y t w o y e a rs a f t e r t he c o n t ra c t was a w a rd e d for t he d e v e l o p m e n t o f t h i s n e w, m i l i t a r i ze d v e rs i o n o f t he l e a di n g H 14 5 he l i c o p t e r. At the Helitech exhibition in London,
the company also announced an upgrade of the H135 equipped with the Helionix digital avionics suite developed by Airbus Helicopters and providing increased safety and reduced pilot workload. Major achievements in the field of safety during 2015, with the leadingedge H225 at the forefront of the
developments. Full implementation of the Flight Crew Operating Manual (FCOM) – a document outlining best practices and recommendations for oil and gas missions -- by North Sea operators in 2015. And the certification of Rig ‘N Fly, an advanced avionics solution for “one-touch” approaches to oil rigs.
the past was also important for Airbus Helicopters on the international stage. They expanded their partnerships and international footprint.
“In 2016 we will maintain
The company was selected by Korean Aerospace Industries as a strategic partner in the LCH-LAH development. The announcement comes ten years after the two companies partnered for the development of the Surion. This will bring an evolution of the H155 to the market in civil and military applications with several hundred units to be produced.
our customers, and providing them
PARTNERSHIPS A new partnership was also signed with the aim to assemble 100 H135s in China and to strengthen Airbus Helicopters’ position in-country, where the company already has a civil market share of 40%. In November, the heavyweight H215 was introduced, along with a new industrial model and an expanded strategic partnership with Romania. Aiming at providing a modern and cost-effective solution for markets. Such as utility, peacekeeping operations, and logistic support missions. Meanwhile, the US Army confirmed its endorsement for the locally-assembled UH-72 Lakota by ordering an additional 53 aircraft this year. Bringing the total to more than 400 helicopters on order. This program has been recognized as a benchmark in terms of on-time, on-cost and on-quality delivery. In the customer service domain, Airbus Helicopters launched HCare at Heli-Expo 2015 as the industry’s most comprehensive coverage.
our efforts to implement improvements for the benefit of with high-performing and reliable aircraft for their demanding missions” Emphasizing the company’s commitment to keep customers flying, anytime, anywhere. The company started operations with its 24/7, 365 days a year technical hotline to provide nonstop support to all customers. Airbus Helicopters also won seven-year comprehensive cooperative support and services agreement for the German Air Force’s fleet of 15 H145M helicopters. And a 5 year-year global service solution for the 50 EC145 fleet for the Gendarmerie Nationale and Sécurité Civile. 2016 will be another year of transformation for Airbus Helicopters as the company will be modernizing its industrial capabilities. The Marignane Development Centre, designed to support innovation and future programs, will be inaugurated this year. Along with the new centre of excellence for blade production “ParisLe-Bourget”. An all new automated final assembly line for the H160 will also debut in the second half of this year. April 2016
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MICHAEL
FARIKH THE GODFATHER OF RUSSIAN HELICOPTER GENERAL AVIATION
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Story by
Michael Rocks Macqueen Images by
Evgeny Kabanov, Michael Rocks Macqueen & Michael Farikh
FRUSTRATED WITH BEAURACRACY CREATED BY THE RUSSIAN MILITARY, PILOT MICHAEL FARIKH CHALLENGED A BROKEN GENERAL AVIATION SYSTEM THAT PREVENTED PERSONAL HELICOPTER FLIGHTS, AND WON. April 2016 61
en and women who boldly go where few have gone before are a select group of human beings that have defied the odds to achieve an outcome that many thought impossible. For Russian helicopter general aviation, Michael Farikh is that man. He has become known to many as the “Godfather” of modern day helicopter aviation in Russia, opening doors to aviation that many thought closed forever in the former Soviet Union.
It was evident that Michael’s conviction and devotion to his goal was unwavering. So evident, that it made you think: “How can I help this guy.” Ultimately, after all is said and done, my only contribution to Farikh’s dream has been telling his story here, sharing with the aviation world the type of person he is. He is a pilot’s pilot. Like many of us in this game, an adventurer, an aviator, and comrade to all who have an appreciation or love of aviation. The disintegration of the former “Aviator” is the first thing that comes Soviet Union left widespread chaos to mind while watching Farikh with in the regulation of general aviation. his fervent devotion and soaring Farikh’s thirst for adventure and dreams, as witnessed during the love of general aviation would “Heli-Russia hour”, an event held at cause him to lead a “revolution” Heli-Expo in 2012 in Las Vegas, NV. of sorts. That ultimately led to him Farikh, pictured here with fellow aviatorsforcing from his trip, played a large part in changing the thearound hand ofthetheworld government way Russia aviation flights. Farikh spokeconducts during general the event of i n post-communist
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his many years of frustration due to the bureaucracy in Russia that prevented Russian citizens from flying personal rotorcraft and prevented him from realizing his childhood dream of flying his own personal helicopter around the world. 62
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Russia for the good of the entire industry. This love of aviation, ultimately led to Farikh open the flood gates to what is now a booming general aviation market for helicopter operations and in aviation circles, made Michael household name.
UNDERSTANDING THE ADVENTURE In the summer of 2013, I traveled to Russia. Arriving at an airport north of Moscow, in a town named Tseevo. Meeting Farikh for the first time at his Aeroclub. At
Avia Market heli-port. Farikh explained in depth his battle with the aging soviet bureaucracy. His ultimate aim was to change the general aviation industry in Russia for the better. The battle was to obtain freedom for aviators to fly at will, as in other civilized countries, yet Russia still did not permit for its citizens. Seven years prior to his around the world journey, Russia had only a handful of private rotorcraft. Fast forward to the Russia of today after Farikh’s campaign to change the rules, and the industry seems to grow daily. To date, 30% of all Robinson aircraft produced, are being shipped to Russia in a market that like Brazil, now bustles with daily
helicopter traffic from personal transportation aircraft in the skies. Michael Farikh has aviation in his blood, his thirst to explore, sparked at a young age. As a child, Farikh recounts the tale of an American adventurer named Ben Eilson a known explorer that went missing in Siberia. Eilson, who became the namesake of Eilson Airforce Base in Alaska, led many polar aviation explorations. In 1929, Farikh’s Grandfather, a pilot, searched for the downed explorer in the arctic tundra, eventually locating the wreckage of Eilson’s aircraft and the remains of Eilson and his mechanic in the North Cap who perished when the aircraft went down due to unknown circumstances. Farikh went on from that fascination as a child, to challenging a mountain
of bureaucracy that so far no one was able to conquer in Russia. When Farikh began his quest, rules were in place that basically meant that it was technically illegal to fly a general aviation flight, unlike thousands of flights taken in many countries daily without restrictions. Government permission needed to be granted in advance for any and every flight in Russian airspace, giving pilots in Russia almost zero chance to fly at their own leisure, lest they be tied up in governmental approvals for every single flight. According to Farikh “the problem was simple, common sense needed to be used. However, the solution was not that simple” Farikh explained.
SIBERIAN EXPRESS Just a few short years ago, Farikh achieved his FAA rotorcraft
private pilot rating taught by none other than Robinson Helicopter legend, Tim Tucker. Mastering the ways of the American airspace system, he quickly realized that lack of infrastructure was part of the problem back home in Russia. Examining the legislation surrounding Russian airspace, Farikh noted there was no “G” or even “E” class in Russia. In fact, the entire system was more a Class C airspace that emphasized rules and requirements similar to American Class A airspace, mainly utilized for high altitude operation of airliners. In Russia, to fly, the rules required rigid flight paths and radar contact 100% of the time under an assigned squawk code. Noting the ineffectiveness of this system relating to helicopters, Farikh set out to change things.
Pictured in formation during his around the world voyage, Farikh overcame obstacles by sheer determination. Photo by Evgeny Kabanov
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Farikh’s solution; prove the need for airspace reform in Russia. To prove this, Farkh devised a plan, the plan entailed going East, far east to the Siberian Tundra. The Siberian tundra is a long stretch of barren land, terrain only occupied by far reaching military outposts. Which to Farikh, made a logical argument for a ‘type’ of class G airspace. Farikh’s idea centered on being able to demonstrate uncontrolled airspace using the
Siberian tundra as a test bed, then taking his testing results to Russian aviation administration to plead the case. Calling in favors from his previous Military career, Farikh organized stations with fuel drums to be trucked in and staged at locations plotted along his planned route for this flight. On 2012,
September, 25th, Farikh completed
Russia’s first general aviation helicopter transSiberian flight in a helicopter. He explained the lack of common sense used by Russian aviation authorities was not a barrier to his ambition. Stating when he put his case to authorities after the flight, he said “I can fly in my country right? Ok, so I need radar but you have no radar in Siberia?” This obvious logic proved that the government’s
During writer Michael Rocks-Macqueen’s trip to Russia, Farikh took him to many places including the largest heliport in Russia, picutured here. Photo by Michael Rocks-Macqueen
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system was under regulated and lacked adequate equipment, yet was over enforced needlessly complicating any general aviation flying for general aviation pilots.
THE JOURNEY TO VICTORY To change the minds of aviation authorities for good, Farikh needed to step up his mission to prove that general aviation flying could happen in an unregulated environment and everyone would be just fine, despite the government opposition. To push the envelope, F a r i k h decided that he was going to begin his preparation for his around the world flight. He had dreamt of this since the day he started to learn to fly and purchase the helicopters needed. In the summer of 2010, Farikh and two friends purchased t h r e e Robinson R - 4 4 helicopters directly from the factory in Torrance, CA. Farikh’s original
plan had consisted of him departing the Robinson factory and beginning the flight directly from there. However, Robinson had a policy that no assembled aircraft could leave the factory direct on an international flight. This forced Farikh to ship the helicopter in boxes to a certified Robinson service center where the helicopters were also equipped with additional twenty-five gallon fuel bladder tanks under the rear seats. The three pilots commenced their journey on Aug 8th from Redlands, CA heading east, proceeding north to Canada, over to Greenland, through Ireland until forced to pause their journey on August, 25th in Stavanger, Norway (ENZV) as they awaited permission to reenter their home country with the new helicopters. On October 16th Farikh and his comrades were finally allowed to enter into Moscow after a battle with his government to gain reentry and permission to fly their helicopters back into Russian airspace that lasted almost 6 weeks. Michael explains the entry of the allRussian crews in American made helicopters was monumental “This was the single greatest advancement to our general aviation development to date.”
PREPARATION FOR THE TRIP Farikh went to Spain to obtain his EASA Rotorcraft Certification with CFI Jonny Greenall through Balearic Helicopters. Then completed several larger
trips in preparation for the around the world flight, including trips in 2011 from Moscow to Italy. A 15 day trip in June-July 2012 covering over 13,000 kilometers in 79 hours. Farikh covered 16 countries and landed at 36 different airports as he flew through western and eastern Europe, looping through Scandinavia during the trip. April, 29th through May, 8th 2011, Farikh flew from Moscow to Italy and back. This was yet another step towards circumnavigating the globe at five hundred feet, practice if you will!
FLYING AROUND THE WORLD After the completion of several “dry runs”, Farikh’s dream was within reach. After four years of building licenses through the FAA, the CAA and EASA, finding the perfect aircraft for the journey, achieving type certification for an American made helicopter in Russia, and breaking down the barriers of several legislative airspace barriers, Farikh was ready to embark on his journey around the world. The only barrier remaining, was a single country that would not give blessing to the flight. The United States of America, a crucial point for an around the world flight. Needing to make a crossing through the Bearing Strait and into Alaska then Northern Canada. April 2016
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After several attempts at gaining a special flight permit, Farikh was growing disheartened with no response from American officials. Farkh was attempting the flight in an R66, and due to FAA red tape and his classification as being born in a “special interest country”, the FAA required that the flight be completed as an IFR flight and tracked (much like the original issues with Russian regulations).
Farikh met with many over the years, none more special to him than Robinson pioner Frank Robinson. Photo by Michael Rocks-Macqueen
Seen here in 2013, Farikh meets with current Robinson Helicopters president, Kurt Robinson. Photo by Michael Rocks-Macqueen
Farikh not being one to lose a battle, enlisted the help of friend and pilot, Canadian, Robert “Bob” Kellie, a Skycrane pilot and instructor pilot Farikh met while completing specialized training in Canada. Kellie said he may be able to assist Farikh, “I would have done the same for any fellow aviator in the same position....having said that, I liked the guy and what they were doing.” Kellie then went to work with the US authorities and also put in place a back-up plan for Farikh’s journey if his original idea failed.“It was an arduous process of many phone calls and emails with the FAA and Homeland Security and Customs and Immigration to try for an exemption. I amassed all information from the Russians with full disclosure of their personal back grounds, details of the aircraft, pilot information and passports. Also a precise itinerary of their flight through US airspace. The alternate plan I had also as a back-up, was to reregister their 2 aircraft as Canadian.” said Kellie. On August, 2nd, 2013, Michael Farihk and fellow pilots Vadim Melnikov, Dmitry Rakitsky, and Alexander Kurylev embarked on their around the world odyssey. An expedition that only has seen completion 10 times previously in the history of
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Michael Farikh, pictured after his world record setting flight around the world was an inspiration to many.
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Farikh and his team, including others lost in the crash, Alexei Frolov and Oleg Prodan pose before departing on their ill fated journey on Monday April 18th 2016.
STORYUPDATE
Michael Farikh Aviator Lost In a cruel twist of fate, the day before release of the magazine, we were notified that Michael Farikh and two others, Russians Alexi Frolov , a fellow pilot and scientist Oleg Prodan were killed in a crash in the northern arctic region of Russia near Sabetta.
rotorcraft aviation. This journey was still to set a new world record as the first dual helicopter team to make the approximately 26,000 mile journey around the globe. They left Moscow to find Finland, Norway, and the Faroe Islands, utilizing the extra range granted by installation of extended bladder tanks. They made it to Iceland after five hours of nothing but ocean, pushing onwards to Greenland, and into Northern Canada. After many days in the pilot seat, with the journey half complete, they fast approached the one obstacle that had been their biggest hurdle. The trek across North America. Bob Kellie recalls getting provisions ready for Plan B, but receiving a call only a day before the world record setting Robinson aircraft arrived at Abbotsford airport in Canada. The FAA had approved their request! Bob and Michael both agreed that social media and publicity gained throughout their journey certainly
aided in the graces of a permit. “I guess the FAA did not want to be the bad guys in such a positive aviation event” said Kelley.
FLYING THE POLES Farikh and his crew of fellow pilots flew around the world, broke barriers, and in doing so enriched their own countries general aviation community. Often asked what was next while we were together in 2014 by other media, Farikh said he would be setting out to reach the three poles. The geographic pole, the magnetic pole and inaccessibility pole. In 2015, Farikh and a team of five R-66s Achieved just that. Michael Rocks-Macqueen is a commercial CFII helicopter pilot with fixed wing and glider ratings, and freelance writer for the helicopter industry. He has traveled extensively around the world, having a passion for highlighting global aviation operations.
According to Russian pilots that have flown in the area, the island of Bely which was the destination of the ill fated flight, was renowned for unpredictable weather. Farikh was piloting a Robinson R66 owned by Frolov in a three helicopter flight from the Russian city of Sabetta destined for the small island of Bely where they were to land at a weather station on the island. During the flight, two of the helicopters diverted to the nearby town of Sabetta with Farikh stating that he was going to recon the landing area as severe IFR conditions moved in rapidly. Farikh‘s helicopter failed to arrive at the destination by 2230 local Russian time and a search party was launched, finding the wreckage of the aircraft less than a mile from the landing zone with no survivors. Russian authorities are expected to arrived at the crash location as soon as weather clears in the area, but had not been to the site at the time of press.
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Rotorheads Jack Schonely LAPD Air Support Story by Ryan Mason Images by Glenn Grossman, Scott Dworkin & Ryan Mason
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hile many celebrate Cinco De Mayo on May 5 th every year, this year, the 5 th of May has a different significance for Los Angeles Police Department pilot Jack Schonely. This day for Schonely, will be the day of his final flight as a pilot for the LAPD Air Support Unit. Drawing to a close a policing career spanning 31 years, 19 of which were spent in the aviation unit of the Los Angeles Police Air Support Unit where Schonely has performed almost every flying role available in the unit during his tenure. Schonely graduated the LAPD academy in November of 1983 and was assigned initially to the notorious South Central district. Schonely worked South Central until 1990, when he took a role with Hollywood Division Vice performing in an undercover capacity. Schonely moved on to the Metro Crime Suppression Unit in 1991 and progressing to what he thought to be his calling in law enforcement; being offered a role as a K9 handler in 1992.
The role of K9 officer was one which in Schonely’s own words he “loved every part of” due to the unique nature of K9 work, which would take him and his K9 companion from one side of Los Angeles to the other throughout an eight hour shift regularly. Unbeknown to Schonely at the time, the diversity of the locations he was dispatched to throughout his time as a K9 officer would have unintended benefit later on in his career. Based on his intimate knowledge of the geography of the Los Angeles area, Schonely responded to hundreds if not thousands of different locations to search for suspects over the years. Which allowed Schonely to have an intimate knowledge of a larger area than most officers would see working several districts throughout their careers. As a K9 officer, Schonely would often be tasked with responding from one side of a
district to another. And when seconds count, knowing the quickest way to a location could mean the difference between catching or losing an offender. In 1997, after five years as a K9 handler, Schonely was approached by another officer who had noted the ease with which he navigated around Los Angeles. The officer recommended he put in for a spot in the LAPD Air Support Unit and put his skills in navigation to use from above. Schonely had never considered the air support unit as a role he was qualified for, but to his initial surprise, he was hired shortly after applying to be a Tactical Flight Officer (TFO) for the largest police aviation unit in the world. From 1997 to 1999 Schonely learned everything there was to know about being a TFO. So well respected was his performance in the TFO role, that in 1999 he was offered the role of Chief Tactical Flight Officer. In the new role, April 2016
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Schonely was responsible for the initial selection and training of all new candidates that were accepted into the Tactical Flight Officer program directly from the street. Schonely’s job was to train new TFO’s to the LAPD’s strict standards, and to ensure that they were effective in that role. A job that Schonely shared was “not always successful, you get some guys that are born for it, and others who just are not going to make it. Some surprise you and come from the back to be excellent TFO’s, but not everyone selected makes the grade.” During that same year, Schonely decided that he would go out on
his own to obtain his private fixed wing rating. Which at the time was a prerequisite for being eligible for consideration for entry in the LAPD pilot training program (The LAPD now trains all of their pilots from initial private rating all the way through their commercial rating internally, with no requirement to obtain licensure on their own.) Schonely was selected shortly after receiving his private rating to become a line pilot for the unit. He then completed his commercial rating with LAPD. Not content to rest on his laurels, he continued with his ratings, obtaining his helicopter CFI rating; which proved to be an advantage in many ways throughout his flying career with LAPD.
Jack Schonely poses with a black and white and the new LAPD helicopter paint scheme adopted in 2013. Photo by Glenn Grossman
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The first time the LAPD asked Schonely to put his skills to the test as CFI was possibly one of the most challenging roles of his tenure in the air support unit. Schonely was asked to conduct emergency flight training for TFO’s, which consisted of taking a TFO with no flight experience to and area airport, where they would practice emergency landings, to equip the TFO with the skills to land the helicopter in an emergency, should the pilot becoming incapacitated. The next 16 years for Schonely were filled with flying roles that ranged from primary initial flight instruction of new pilot trainees, where he would teach four new pilots at a time. Training which would take up
to six months per pilot. Each pilot commencing training at the time in one of the air support unit’s Bell 206 helicopters used for flight training, later progressing on to type rating in the AS350 platform used by LAPD as their primary patrol aircraft.
Photo by Glenn Grossman
Photo by Scott Dworkin Photo by Glenn Grossman
Other roles filled by Schonely included piloting for the Air Support To Regular Operations (ASTRO) team within the air support unit. Schonely also worked for the Special Flights section of the air support unit, who performed high level surveillance operations and many other tasks not undertaken by regular patrol aircraft. Schonely was also one of five check airmen that handled the department’s bi annual flight reviews and even worked for a period as the Assistant Chief Pilot of the unit. The training of pilots has been a passion of Schonely’s throughout his flying career, having performed in every training capacity the agency had. “I have done so many check rides and training flights over the years, I am able to recognize if a student has the correct settings in an A-Star just by how the engine sounds. There are pilots that I have seen over the years that really knew how to fly and were naturals, but there were also ones who we really had to work with to make sure they were flying correctly, as we wanted to make sure our pilots know how to perform in an emergency 100% of the time so it becomes muscle memory, some were not like that in the beginning” state Schonely. Having always had a passion for policing tactics and how to stay alive on the street, Schonely also found time over the years to write a book titled “Apprehending Fleeing Suspects,” that has garnered both national and international
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“I have done so many check rides and training flights over the years, I am able to recognize if a student has the correct settings in an A-Star just by how the engine sounds.�
Photo by Scott Dworkin
praise, and is still used by many agencies in training classes today. One of the legacies left by Schonely, when he leaves the LAPD in May, will be the role he played in the decision making process that shifted the approach in how the air support unit trains its new pilots. Schonely as a volunteer facilitator for the Airborne Law Enforcement Association has been a respected industry authority in Airborne Law 74
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Enforcement tactics and training for many years. Through input from Schonely and others in the unit, the disparity between training pilots initially in the Bell 206 JetRanger, then needing to transition those same pilots from the JetRanger after 200 hours to the more agile AS350 was raised as an issue that the unit could improve on. Officers were expected to start daily operations in a helicopter that they had minimum training in
after completing two hundred hours in an airframe that they would not be using in day to day operations. Schonely assisted the Chief Pilot of the ASU in setting up a training plan that would allow all new pilots to start their training in the AS350. Schonely shared great satisfaction in being able to be the primary trainer of the first four pilot candidates that successfully completed their initial private rating in the Jetranger. But as part of the new program, were then
moved into the AS350 airframe to complete the hour requirement for a commercial and CFI rating without using the Bell 206 to obtain the bulk of the time required as done previously as a result of the program that Schonely and others assisted in making a reality for the unit. T h e program will now a l l o w incoming pilots the opportunit y to train from day one, in the helicopter they would be expected to fly on a day to day basis. Schonely sees this as both a natural progression for the LAPD Air Support Unit and a victory for the safety of flight crews from this point forward who will have enough experience in their primary airframe to handle the day to day rigors of flying the AS350 with more hours under their belt.
The final dual role that Schonely will have to hand over when retiring, will be his role as Military Liaison for the LAPD Air Support Unit. A role Schonely enjoyed immensely, regularly interacting with pilots and ranking military from every branch of the armed forces. The role would see Schonely assist aircraft from a Coast Guard HH-65 from Coast Guard Station Los Angeles wanting to do touch and go’s at Hooper Heliport, to coordinating large scale events like the arrival and departure of Marine One; that has landed many times over the years at the LAPD’s Hooper Heliport during visits to Los Angeles. “The thing I loved about dealing with the military side of operations and representing the city and the agency on that front, was the diversity of the requirements that could have me helping coordinate the transport of the President one day, and doing something as simple as helping a Blackhawk pilot negotiate the complex airspace that is the LA Basin the next. This airspace can be intimidating for anyone who has not flown this area before and helping with simple things like that or large scale complex ones kept it very interesting and I have made some amazing friends along the way.” stated Schonely. While he may be retiring from the LAPD in May, those of us who know him, know that this will be far from his swan song in the helicopter industry. Along with looking forward to spending more time with family and dedicating more time to his hobby of cycling, Schonely will have retired only from day to day police work from the air. Schonely’s skill in tactical flight operations is well known and respected throughout the global police aviation community and there is no shortage of agencies keen to retain his services to help train their
pilots and TFO’s in advanced tactics. Just during the remainder of 2016, Schonely will travel to Germany, Dubai in the United Arab Emirates and Australia. A trend that is likely to continue as agencies around the world move to secure the services of a professional such as Schonely once word spreads of his newfound availability after retiring. While it is likely Schonely will be missed in the halls of the LAPD Air Support Unit. He will also be missed by pilots from surrounding air units who visited to the LAPD Air Support Unit’s Hooper Heliport. Schonely is well known for his sense of humor and his love of practical jokes involving neighboring air support units. A favorite practical joke of many air units is the mutual “tagging” each other’s aircraft with the respective agency’s air unit stickers. Pilots would wait for an opportunity and place stickers conspicuously on the visiting agencies aircraft that were easily seen by pilots upon return to their aircraft. Schonely however, had a special knack in concealing several “Easter egg” stickers that would go unnoticed until found months later, often by accident or by a mechanic stuck under a pilot’s seat or another area completely out of normal view in the helicopter, which only increased the friendly rivalry over the years between many agencies. While leaving the physical act of day to day flying for LAPD, Jack Schonely and his larger than life personality will likely continue to be an active part of the helicopter industry, even in retirement. Schonely’s passion to continue to make a difference in the safe and effective use of airborne law enforcement aircraft around the world will likely resonate for many years to come. April 2016
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BEHIND
JUSTIN DE REUCK
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Widely regarded as the number one aviation photographer in his country, aviation photographer Justin De Reuck takes us through the expereinces, training and the mentorship that has put him at the top of his game in his home country of South Africa.
T
he road to becoming one of the leading aviation photographers in South Africa has not always been an easy one says Justin de Reuck. de Reuck’s first role in photography was as a wedding photographer and doing corporate photography from 1991-1995. He had been using a camera as long as he can remember and started out in photography before the digital age, with film cameras and his own darkroom. Like many in the field, de Reuck had a lifelong passion for the aviation world, starting with the encouragement of his father and gaining his pilot’s license at the age of 18. Not content to just be a pilot, de Reuck was always fascinated with the airshow circuit in South Africa and began taking his camera along to airshows in 2006. Honing his skills at show after show, getting more and more consistent in his results, de Reuck said his work
initially was “not so great” but he persisted and continued to improve.
people that they would laugh if they ever saw his first efforts compared to now.
“Airshows were a great place to learn, but with the onset of digital cameras, I realized that I was shooting airshows along with thousands of other people that had access to similar equipment and captured shots of the same thing I did with varying degrees of quality. So I realized that if I wanted to sell my photos, I would have to think outside the box and look for something different to shoot.” said de Reuck.
As with many stories of careers in the aviation industry, de Reuck credits a lot of his success to the involvement of a mentor. His mentor, none other than famed South African aviation photographer Frans Dely. Dely was the most highly respected professional aviation photographer in South Africa at the time de Reuck met and befriended him, shooting commercial aviation photography for almost every aviation company that used aerial imagery of their aircraft.
Shortly after that realization that de Reuck decided to start approaching aviation companies, flight schools and anyone else with aircraft offering his services as an aerial photographer. de Reuck would ask to shoot some of their aircraft in an air to air setting trying to learn by the seat of his pants. As with his initial airshow work, he still likes to tell
If someone wanted an air to air shoot, it was well known that if you wanted the best photos, you went to Frans Dely. Dely had established himself through his work shooting airshow photography, the same route that de Reuck was embarking on at the time they met.
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de Reuck still looks back on fondly of his time spent with Dely, who he credits with teaching him all of the key skills needed to shoot air to air photography successfully. Sadly, de Reuck’s time learning from his mentor was cut short when Dely was killed along with 13 others in 2011, when returning from shooting an air show in Tzaneen, in the Limpopo province of South Africa. Approximately 350 kilometers 78
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to the northeast of Pretoria; one of the countries three capital cities. Dely was a passenger in one of two Piaggio P166S Albatross aircraft that departed Tzaneen at the completion of the air show, headed back to Rand Airport in Germiston when both aircraft disappeared off radar, located the next day, when it was discovered both aircraft had crashed into a mountainside in heavy clouds. For de Reuck, the loss of his
mentor was tragic. Yet in death, Dely passed on an unintended gift. Having worked as his understudy and meeting many of Dely’s clients in their time spent together, de Reuck began receiving calls from Dely’s clients, wanting him to shoot in Dely’s place due to the gap left by the passing of his mentor and friend. At the time, de Reuck did not consider his skills up to par, but decided to take on the challenge.
and air to air. His work includes capturing all the imagery that goes into the annual air show book “Smoke On…Go!” produced by Creative Space Media for the airshow circuit, that fans seek to have signed by every regular airshow pilot each year.
As luck would have it, Dely’s mentorship and training gave de Reuck everything he needed, proving that his own self- doubt was unfounded; de Reuck nailed that shoot, and many more after it. Shortly after that, his aviation photography began to gain worldwide exposure. de Reuck still considers the South African airshow circuit his main work, capturing airshow performers from both the ground
de Reuck is now a highly sought after photographer in the South African aviation market, having shot for a few airlines, aircraft manufacturers and many other aviation related businesses. de Reuck was also the first aviation photographer in South African history to perform a commercial shoot for Bell Helicopter. Shooting the new 407GX after its arrival into the South African market. His shots went on to be used in the international marketing of the new model helicopter. Content to stay behind the scenes with a camera in his hand, de Reuck has never sought out the spotlight, but he states that in recent times that has started to change. “During the airshows that I shoot and also produce the shots used in the annual Airshow Book that fans have the pilots sign. The
pilots usually have a table set up on a specific day during each airshow where they can greet fans and they will sign their pages in the book. Several years ago, the airshow informed me that the last seat on the long table was for me, and that they wanted me to be available to the fans to sign the cover of the book as the photographer that took all of the images. “For me, as someone usually behind the camera, that was a surreal moment as people come up and want to talk about photography and have me autograph their book for them” stated de Reuck. de Reuck is also in a unique position that would cause envy from even the most accomplished of photographers. de Reuck is supported by camera manufacturer Canon as a local photography ambassador for South Africa. An offer that de Reuck said came out of nowhere when he was contacted by the company out of the blue once his work started to gain national attention on multiple occasions. April 2016
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In South Africa, Canon puts on “Canon Road Shows” and Expos where they highlight the work of photographers from dif ferent photography genres, and ask them to give a presentation to share examples of their work with attendees, the methods used to capture their photography, and insight into the complexities of what it is like to work in their specific field.
It was his relationship with the ability to test new equipment Canon that got him to the stage before it is released to the public, as a presenter at one of the road which he thoroughly enjoys. shows and the rest followed suit. With published works that number de Reuck says it is a fantastic in the hundreds, de Reuck’s credits opportunity that he enjoys include shots published by magazines immensely. The role has him SA Flyer, UK Flyer, African Pilot, travelling to road shows all Global Aviator, Airshow Book around the country, and provides and AvPix Magazines in South him the ability to request Africa, as well as many more shots whatever lenses or camera featured in local and international bodies he needs for specific magazines and many publications shoots and events, as well as not primarily focused on aviation.
Page 79 Right Top: de Reuck’s mentors, Frans Dely, who was killed in a plane crash and John Miller, who stepped in to the fold after Dely’s death as a mentor to de Reuck. Right Bottom: Bell Helicopter hired de Reuck for the first photo shoot comissioned by the manufacturer in South Africa to shoot the Bell 407 GXP in country. Page 78 Left: Many of de Reucks shoots have included military assets such as the pictured Westland Lynx shot of the coast of South Africa.
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To see more of Justin’s work, visit www.aviationphotographer.co.za
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