Blades April 2011

Fresh air for helicopter pilots, owners and operators

APRIL 2011 ISSUE 17 £2.75

✲

THE R66: A GAME CHANGER Robinson's new turbine powered helicopter has its rivals running scared!

Jamie Chalkley finds out why

HELI-EXPO ORLANDO

Full report from the biggest helicopter show

LONDON HELIPORT

A profile of the only CAA approved site in the capital

+ MARKET GROWTH? p6 + THE GARMIN G1000H p23 + FLYING THE X2 p41

World Class‌ innovation

technology

safety

reliability

At last, the long awaited Robinson R66, a fiveseat turbine helicopter, has achieved FAA certification and is now available for you to fly and for pre-order at Sloane Helicopters.

We are the UK's leading supplier of helicopter sales and services with the emphasis on unparalleled quality and exceptional customer care.

We offer Agusta and Robinson helicopter distribution, an engineering centre of excellence, an acclaimed helicopter flying school, ground transportation and helicopter transfer. In addition, we offer a world-class service in the fields of helicopter maintenance, design, modification, installation, customised avionics, training and operations.

sales

engineering

We also proudly operate client and company-owned Robinson and Agusta helicopters in our busy and diverse Flight Operations Department.

Our commitment to leading the way in innovation, technology, safety and reliability is what makes Sloane Helicopters so different. It is what sets us apart in the world of Aviation.

The Sloane way of doing things - exceptional technology applied to the everyday needs of aviation.

For more information on what Sloane Helicopters can offer you, call now on +44(0)1604 790595 or email us at sales@sloanehelicopters.com

flight operations

www.sloanehelicopters.com

P24

FLIGHT TEST Jamie Chalkley flies the brand new Robinson R66

INSIDE P6

P15

NEWS Rolls-Royce predict turbine engine growth. AW want control of BA609 project

P17

LETTERS Swiss-built helicopter gets thumbs up. Gazelle fan. Rogue hotels and more

P18 HELI EXPO All the news and reviews from the first major helicopter show of the year

Fresh air for helicopter pilots, owners and operators

#17 April 2011

APRIL 2011 ISSUE 17 £2.75

✲

THE R66: A GAME CHANGER Robinson's new turbine powered helicopter has its rivals running scared!

Jamie Chalkley finds out why

DENNIS Explains why saftey is the most important subject when it comes to aviation

P34

FEATURE Dave Rawlings visits London's only CAA approved heliport after its complete overhaul

P50 WHAT'S ON Heli-Russia is back for its fourth instalment and promises to be the biggest show yet!

EDITORIAL Editor-in-Chief Dave Calderwood e: dc@loop.aero ✱ Editor Dave Rawlings e: dave.rawlings@loop.aero ✱ Creative Director Bill Spurdens e: bill@loop.aero ✱ Art Director Dan Payne e: dan@loop.aero ✱ Editor-at-Large Dennis Kenyon ✱ Chief Photographer Dave Spurdens w: www.extremesportsphoto.com ✱ New Media Helen Rowlands-Beers e: helen@loop.aero ✱ ADVERTISEMENT SALES Sales manager Dave Impey e: daveimpey@loop.aero ✱ MANAGEMENT Director Sam Spurdens e: sam@loop.aero Director Dave Foster e: dave@loop.aero ✱ Head Office: +44 (0)1223 497060

HELI-EXPO ORLANDO

Full report from the biggest helicopter show

LONDON HELIPORT

A profile of the only CAA approved site in the capital

+ MARKET GROWTH? p6 + THE GARMIN G1000H p23 + FLYING THE X2 p41

Loop Digital Media Ltd UK 9-11 The Mill Courtyard, Copley Hill Business Park, Cambridge CB22 3GN www.loop.aero ISSN 1749-7337 April 2011 BLADES fresh air for helicopters

06

✲

NEWS All the best stories from the helicopter world

FUTURE MARKETS

ROLLS-ROYCE PREDICT GROWTH IN CIVIL AND MILITARY MARKETS Rolls-Royce has announced that it forecasts to make nearly 17,000 turbine helicopter deliveries before the end of 2020

T

HERE has been a lot of talk of a slow economic recovery and very little seems to be changing. Rolls-Royce however has set out its ten-year forecast for the

helicopter market and has suggested that the future is looking bright.

Beginning this year the company predicts that total turbine helicopter deliveries to be more than 16,900 units as the market

✱ CLOCKWISE FROM MAIN: A British Army Lynx powered by a Rolls-Royce turbine engine; working on an Apache engine; the RR300 turbine that powers the R66; an RTM322 that powers the EH101 and NH90

BLADES fresh air for helicopters April 2011

responds to improving economic fundamentals.

Rolls-Royce also state the reason for the growth is the military’s increased need for vertical lift capability. This prediction is higher than Rolls-Royce’s published

estimates from 2010.

The growth in demand comes from the civilian and military markets demand for replacement of retired and aging helicopters. And new technology will also help to enhance demand. Patricia

O’Connell, Rolls-Royce, President of Customer Business Defence in North America, said: “While the market has not returned as quickly as the industry desired, basic indicators, such as emerging market

07 P8

Air Ambulance gets more support.

AW want to go solo on tiltrotor

P10

P13

New helicopter show to hit Farnboro.

Oshkosh goes heli crazy

Bell training academy gets EASA approval.

Olympic air restrictions announced

✲ ROUND THE WORLD demand and access to favourable financing terms, are beginning to support a positive environment for civil rotorcraft. Likewise, defence helicopter requirements, particularly for humanitarian and theatre transport, continue with increased importance on the need to be able to perform in hot and high operations.”

The prediction from RollsRoyce only covers Original Equipment Manufacturer (OEM) production on turbine helicopters, not any major manufacturing or upgrade programmes that may also be announced in the near future.

It has based its results on the new requirements and fleet replacement

forecasts of both its military and civilian customers as well as known government acquisition plans, OEM production plans and customer input.

Rolls-Royce has valued the 16,970 new turbine helicopters at $140 billion during the ten-year period.

These helicopters will require approximately 27,000 new turbine engines valued at more than $12 billion.

Rolls-Royce state the civil market will experience modest unit growth, especially in new entry-level turbine helicopters and forecasts around 10,900 civil helicopters, 60% of which will be single-engined aircraft and 20% light twins, to be delivered during

the ten year period, with an overall airframe value estimated at $34 billion and associated engine value of $4.6 billion.

This estimation comes from industry drivers such as the emerging markets from Brazil, India and China and the fact that 43% of current helicopters in service are more than 25 years old.

Military OEM deliveries are predicted to total approximately 6,070 new helicopters during the tenyear period. The majority of these are expected to be medium sized aircraft. The total airframe value has been estimated at approximately $106 billion and an engine value of around $7.8 billion. www.rolls-royce.com

JORDAN WANTS ONE, BUT IN PINK UK Katie Price has announced she wants a pink helicopter and a helipad installed at her home. The star is taking flying lessons and hopes to have a helipad installed at her home so she can fly off at a moment's notice.

Katie said to The Sun newspaper: "I'm planning to get my own helicopter, a pink one just as soon as I pass my flying test. I'm going to have a helipad at my new house. People might think it's extravagant, but I'd like to see people following me in the air. If people are bothering me, I'll just zoom over their heads."

OSPREY HELPS SAVES DOWNED PILOT LIBYA Marines from the 26th Marine Expeditionary Unit rescued a U.S. Air Force pilot downed in Libya just a few days after the airstrikes had started.

The F-15E Strike Eagle crashed in northeast Libya while flying in support of Operation Odyssey Dawn.

Using two MV-22 Ospreys as well as two AV/8B Harriers and two CH-53E Super Stallions carrying a quick reaction force the Marines conducted a Tactical Recovery of Aircraft and Personnel (TRAP) mission to recover the pilot.

Marine officials, were pleased with the result and attributed the quick reaction time to the versatility of the Osprey. “Total time from launch to return – 90 minutes roundtrip. That’s what an Osprey gets you, that speed,” the official said.

The cause of the crash is still under investigation.

UAV AERIAL REFUELLING USA Northrop Grumman and NASA Dryden Flight Research Centre took a major step toward demonstrating autonomous aerial refueling between two unmanned, high altitude aircraft, an operation never before performed.

In a key risk reduction flight test, Northrop’s Proteus test aircraft and a NASA Global Hawk flew as close as 40 feet apart at an altitude of 45,000 feet, an industry-setting record.

The flight test was conducted in the challenging high altitude environment required for refueling of high altitude long endurance (HALE) unmanned aircraft systems (UAS). Wake turbulence between the two aircraft as well as engine performance and flight control responsiveness in the stratosphere were evaluated. Simulated breakaway manoeuvres were also conducted. The January flight was key to reducing risks as the program prepares for autonomous aerial refuelling of two Global Hawks in the spring of 2012. www.northropgrumman.com

ENSTROM AND ROYALTY THAILAND Enstrom has announced the first three, out of a total of 16, 480B turbine training helicopters for the Royal Thai Army have been completed at the Enstrom factory in Michigan.

The aircraft have been equipped with a number of advanced features rarely seen in the 480B, including NVG (Night Vision Goggle) compatible cockpits with Chelton EFIS systems, and dual Wulfsberg RT-5000 tactical radio systems.

“These helicopters represent some of the most advanced aircraft we have built to date,” commented Enstrom’s Director of Engineering, Bill Taylor.

The 480B was selected in a competitive bidding process that included aircraft from seven different manufacturers. www.enstromhelicopter.com April 2011 BLADES fresh air for helicopters

08 news Tiltrotor, S-92 improvements, Charity work

Business

Battle over the ba609 AgustaWestland to separate from Bell and go it alone on the Tiltrotor project

T

HE long awaited first civilian tiltrotor, the BA609, could soon be on its way.

The joint venture between Bell and AgustaWestland, now in its 15th year, seems to be making progress. It seems Agusta has had enough of the project stalling and has revealed it is in final negotiations to take full control of the project.

Bell has announced that it would rather produce new products with CEO John Garrison saying Bell is accelerating research and development spending by 50 percent over the next five years, including new products and primary components such as rotor

blades and transmissions.

But he was coy about specific details stating, “We’re not going to show you what we’re going to do, we’re going to show you what we’ve done.”

AgustaWestland CEO Giuseppi Orsi, on the other hand, wants to bring the BA609 to market.

“We wanted full control of the aircraft and Bell has agreed. We hope to complete the negotiations in the next few months,” he said.

With Bell wanting to concentrate on developing its product line the obvious decision would be to wash its hands of the tiltrotor.

However, negotiations between the two parties have not gone smoothly so

BLADES fresh air for helicopters April 2011

far, due to property rights to the tiltrotor technology, which is also used on the V-22 Osprey – a joint venture between Bell Helicopters and Boeing.

Negotiations about the future of the BA609 have been ongoing for nearly two years, bringing flight testing of the aircraft to a near standstill. The two prototypes have only flown a few hours since the beginning of the year.

Negotiations hinge on the transfer of technologies used on both the 609 and the V-22 from Bell to AgustaWestland.

However, AgustaWestland says that once the negotiations have been completed it will push ahead with the programme

and complete the second two prototypes that are currently being built.

Bell would continue to be a supplier to the project, and one of the four flight test aircraft would remain in the United States with the other three being based in Italy.

Agusta feels the tiltrotor project will work better than the recent

‘’

We still believe the tiltrotor is the solution for the future

technological prototypes produced by Sikorsky and Eurocopter. ”We still believe the tiltrotor is the solution for the future.

Going faster and flying higher are now key issues for the industry and we believe the tiltrotor is still the most credible technology and we are continuing to push into that,” said Orsi.

Observers have long speculated that AgustaWestland would take over the longsuffering programme. Bell has walked away from other projects with Agusta.

In 2005 Bell sold its share of the AB139, now the AW139, which has since become Agusta's most popular helicopter.

09 Business

New capabilities for the s-92 SIKORSKY has added 21 new capabilities to the S-92 medium lift helicopter including navigational, communications and airframe improvements.

"These new capabilities are enabling our customers to respond to operational demands in challenging new environments and represent Sikorsky's ongoing commitment to continuous improvement

of the S-92 helicopter," said Carey Bond, president of Sikorsky Global Helicopters.

"In the past twelve months, operators have begun operations in Greenland, Azerbaijan and Afghanistan among other regions for utility, VIP transport and offshore oil and gas missions," he added.

S-92 aircraft upgrades during the past 12 month period have included:

LPV/Dual WAAS receivers, NVG (Night Vision Goggles) cockpit lighting, internal auxiliary fuel certification for SAR Configuration and three-degree additional recline capability in a more heavily padded seat, which will offer passengers wearing survival suits extra lateral support and comfort.

Sikorsky has also added cargo fitting tie down rings, a 36in left hand

side sliding hatch and is available with a bubble window to provide expanded field of vision for SAR operators, a new 100kt windscreen wiper design (The old design was only certified up to 40kts), new cockpit voice recorder and flight data recorder that meets the new FAA requirements for additional power source and longer recording time. www.sikorsky.com

q The multi-role S-92 to be given a whole range of new capabilities

Charity

Blades man doing his bit BLADES very own editor and running machine, Dave Rawlings, is pushing himself through the pain barrier several times a week in order to raise funds for the East Anglian Air Ambulance.

q The BA609 could revolutionise the helicopter market – should it ever get to market!

Dave has been in training since last November and at the time of going to press has managed to beat the 20-mile barrier. “I feel pretty good, the training was a killer at the start,

but as time has gone on and the miles have increased, it has become slightly easier. I’ve never attempted anything this big before in my life so the marathon is going to be tough,” he said.

q It costs £4million per year to keep the Air Ambulance operating and saving lives

The East Anglian Air Ambulance operates two helicopters and covers four counties including Bedfordshire, Cambridgeshire, Norfolk and Suffolk. To keep its two helicopters flying and to provide the advanced medical equipment they carry the charity has to raise over £4million per year to stay operational.

“I’m trying to raise £2000 for the charity,” said Dave. “I have a close friend who wouldn’t be here today if it wasn’t for the work of the Air Ambulance and I'm always amazed that there is no government funding for the service,” he added.

If you want to help Dave raise his £2000 you can send your donation to the BLADES office or visit his fund raising page: www.justgiving.com/ david-rawlings

April 2011 BLADES fresh air for helicopters

10 NEWS Oshkosh, Water skiing, New heli show flight EXHIBITION

HELICOPTERS COMING TO OSHKOSH For the first time the biggest GA show on earth, EAA AirVenture, will have a section dedicated to helicopters

S

INCE 1953 the EAA AirVenture show at Oshkosh has been an annual pilgrimage for anyone interested in aviation. For this year’s show, being held on 25-31 July, the EAA and Helicopter Association International (HAI) have partnered to establish a dedicated ‘home away from home’ for the international helicopter community at EAA AirVenture 2011 in Oshkosh this summer.

The partnership unites the producer of Heli-Expo, the world’s largest trade show dedicated to helicopters with the organiser of the world’s largest general aviation event. It will be a great shot in the arm for the rotary world. In 2010 more than 535,000 people attended the six day event along with 10,000 visiting aircraft and more than 770 commercial exhibitors.

“HAI is dedicated to advancing the international

helicopter community and we are proud to partner with EAA, which is committed to nurturing the spirit of flight throughout the world,” said HAI President Matt Zuccaro.

“AirVenture Oshkosh provides an excellent opportunity to promote the unique contributions vertical flight offers.”

“We’re excited to welcome HAI and its Heli Centre to EAA AirVenture beginning this year,” said EAA president Rod Hightower.

“Helicopters are an exciting and innovative part of aviation, and are a passion for thousands of aviators.

We’re glad to be welcoming more of those helicopter owners and pilots, and their aircraft, to Oshkosh through HAI’s Heli Centre.”

Under the partnership, HAI will set up and operate the Heli Centre, a pavilion at a prime location close to the flight line and show centre at Wittman Regional Airport in Oshkosh, Wisconsin, home to what has come

to be known as ‘The World’s Greatest Aviation Celebration!’

There has always been a small element of helicopters at Oshkosh. In recent years Chuck Aaron has displayed his aerobatic Red Bull BO-105, the Erickson Sky Crane has showed its fire extinguishing capabilities to the huge crowd and there has always been the odd inventor showing off the latest rotary innovation such as Ricardo Cavalcanti and his rocket powered Dragonfly.

But for 2011 the Heli Centre will provide a central location for helicopterrelated exhibitors to highlight their products and services to those attendees and re-introduce many fixed-wing fans to the helicopter. HAI also will become a named sponsor of AirVenture’s Forums Building and host helicopterfocused presentations and discussions there. www.airventure.org

RECORD BREAKERS

POINTLESS RECORD BROKEN WHAT do you do if you’re a millionaire Mexican businessman with too much time on your hands and possibly too much spare change? Well, if you’re Fernando Reina Iglesias you go out and break the world speed record for barefoot waterskiing – with the help of an AgustaWestland AW119 of course!

Reina smashed the old record with a speed of 153mph; 18mph faster than the record set by American Scott Pellaton more than 20 years ago.

The record has been verified and approved by the Guinness Book of World Records. Reina dedicated the record to his

hometown of Acapulco as a positive thing for tourism, claiming that the town has suffered ‘bad press’ in recent years.

The record has caused some controversy in Mexico though. The AW119 used in the stunt is registered XC-LKX and owned by the State Government of Guerrero. On the occasion of the attempt and several other practice runs it had been noted as flying extremely low over water without floats attached to its skids. However pilots have debated whether an emergency at that level would provide a pilot sufficient time to even deploy floats, had they been fitted.

BLADES fresh air for helicopters April 2011

On another occasion it was reported that the helicopter hovered low over a beach-side restaurant causing up to 30 parasols and loungers to be blown away. Governor Zeferino Torreblanca Galindo declined to comment at recent questions as to why the helicopter was being used for non-medical activities when it was purchased with funds from the Ministry of Health.

If this has achieved Reina's wish of improving tourism in Acapulco, only time will tell.

You can see Fernando on one of his training runs for the record here: www.youtube.com/ watch?v=1slSkv40OgM

✱ Fernando Reina Iglesias towed along by a AW119

11 ✱ Oshkosh this year will be more than a fixed wing only party!

NEW SHOW

NEW HELICOPTER SHOW FOR THE UK WITH Helitech only coming to the UK on odd numbered years, it seems a good thing that there will now be a show at Farnborough, held on the even years.

The inaugural Helicopter Show will take place on September 19-20

2012. The show is being organised by the original team behind Helitech and will be headed up by Sue Bradshaw. Sue has a wealth of experience in helicopter exhibitions and has worked in the industry for more than 10 years. So expect a good show.

✱ Farnborough at 2010's airshow - a popular event

Although the show is a long way off it promises to be a success. Farnborough is used to hosting big events, every other year the Farnborough Air Show is held there and exhibitors from all over the world of aviation show off their latest products.

The Helicopter show will be no different, with two huge exhibition halls and a static display that is capable of holding 23 helicopters.

Potential visitors can register their interest now. www.thehelicoptershow. com

✱ AgustaWestland showed off its AW169 at last year's show

April 2011 BLADES fresh air for helicopters

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news Training academy, Air Ambulance, flying restrictions

13

Business

bell's training academy gets A+ Bell's luxury training HQ receives certification from EASA

B

ELL Helicopter Training Academy has just received European Aviation Safety Agency (EASA) Training Approval for its 206, 407 and 412 series of helicopters.

In addition to the normal theory approvals, the academy has been granted practical approval for the 206, 407, and 412 models, making it the first training school to receive practical training approval from EASA. Training academy graduates can now drastically reduce the amount of on-the-job proficiency demonstration they need to become type-

certified as a mechanic under European regulations.

"We are honoured to become the first school to be granted practical training approval from EASA," said Trey Wade, Director of the Training Academy. As a EASA Part 147 approved maintenance training organization the Bell Helicopter Training Academy is now approved to provide B1.3 Maintenance Training Courses on all variants of the 206 product line (A, B, and L) as well as B1.3 and B2 Electrical Maintenance Courses on the 407 and 412 helicopter models.  These additional capabilities supplement

existing EASA approvals for the 427 and 429 aircraft, making it possible for the academy to conduct EASA approved maintenance training on every helicopter currently produced.

"Bell is committed to providing our customers with the safe and innovative training solutions," said Charles Fisher, manager technical training. "Achieving these EASA approvals allows us to conduct maintenance training for the entire product line and satisfy our customers training requirements, in Europe, and throughout the world."

Located at Fort Worth Alliance Airport, the

academy boasts the most comprehensive collection of helicopter maintenance training devices in the industry. Recent improvements include the installation of electronic

q Fantastic surroundings for maintenance training Restrictions

Business

bonded together for a decade BOND Air Services and the Wales Air Ambulance has celebrated 10 years of working together.

The Wales Air Ambulance flew its first mission in March 2001 following the introduction of the charity's first Bo105 helicopter.

The charity has grown ever since and until recently was operating three Bo105s. Last year the charity upgraded two of the 105s to the EC135T2i.

To date the Air Ambulance has flown more than 14,000 missions, saving numerous lives in the process and

classrooms, upgrades to composite maintenance trainers, and non-destructive inspection training for maintenance technicians. www.bellhelicopter.com/ en/training

this experience has not gone unnoticed. In 2010 the team consisting of a Bond Air Services pilot and two Ambulance Services paramedics were recognised as Britain's top Air Ambulance team and were presented with an award at the Ambulance Service Institute Awards.

They have also been presented with the Gail Williams award for clinical and operational excellence and the Charity were awarded the Air Ambulance Trust Award in December 2009.

Chris Greenhill, Managing Director of Bond Air

Services said, "We are immensely proud to be associated with the Wales Air Ambulance and the hard work and dedication that they continually demonstrate.

The 1st March 2011 marks a significant milestone for our partnership and we wish to congratulate the team on their 10th Birthday and wish them success for many years to come."

q The Welsh Air Ambulance team in front of the new EC135

Olympic NOTAM

THE UK government has released its planned airspace security restrictions covering the London Olympic and Paralympic Games for 2012.

Details of the restrictions, which will run from 13 July to 12 September 2012, are now available on the ASI website with charts illustrating the extent of the restrictions. Details of how pilots can still gain access to the restricted airspace are available. www.airspacesafety. com/olympics

April 2011 BLADES fresh air for helicopters

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LETTERS Your opinions and views

15

WHAT DO YOU THINK?

Welcome to BLADES' letters page. Your chance to tell us what you think of anything and everything in the rotary world. Just email us at blades@loop.aero

DANGEROUS DOGS I understand how Dennis feels with regard dogs on the loose when a helicopter is nearby. It always amazes me how common sense can go out of the window when a helicopter comes into view. I was recently at a local football match, when a nasty tackle, and possible back injury, meant that the Air Ambulance was called.

These guys have a tough enough job as it is, let alone a group of people seem to lose all sense of safety and proper behaviour. At the landing site there were people running about and pointing, dogs off leads and children everywhere.

It seems bizzare that people

just don’t know how to conduct themselves. I would think the emergency services would tell people to clear a space, because this is life and death. – Name withheld, via email.

HELLISH HOTELS Normally I don't write into magazines, but I just need to vent my anger. I'd booked a room at a very famous, luxury hotel (which I won't name here) often frequented by footballers and A-listers., It was going to be a real treat for me and my wife. I wanted to travel by helicopter so we could arrive in style.

I was astounded at the price the hotel wanted to charge for me to land. They wanted well over £100 for me to park on a rough patch of ground. It's not as if I was asking them to cordon off a large part of the car park. It was a bit of waste land round the back – other visitors arriving wouldn't have even noticed it. I would've thought that these places would love to have a helicopter on the lawn. Oh well their loss. – John Rodriguez, via email.

ED: You're not alone in your thinking John. In fact the Helicopter Club of Great Britain (www.hcgb. co.uk) have a page on their website dedicated to hotels that they regard as 'black listed' due to the prices they charge for helicopter landings, despite them not having a proper helipad or any helicopter facilities.

In the spirit of fairness though, they also have a selection of hotels they recommend for pilots to visit due to the warm welcome and treatment they have received.

LOVE THE GAZELLE I have often wondered why there are so few Gazelles around and after reading your flight test [BLADES March] I'm even more confused.

It seems like a fantastic ship, who am I to argue with Dennis Kenyon?

Running costs seem to be little more than a Jetranger, and with the recent relaxing of the CAA's rules hopefully there will be a few more. I would love to get behind the controls of one. – William Phillips, Buckinghamshire.

JEALOUS FIXED WING PILOT I read with great glee last month about the disgruntled fixed wing pilot who felt the need to complain about helicopter pilots being dull.

I have a feeling I might know who sent the letter in, but that's by the by! I just found it incredible that he felt the need to attack us as a group of people. I think it might have been a case of the green eyed monster, especially when it comes to being able to land almost anywhere and even keep our aircraft at home should we feel the need.

I agree that we are all pilots and need to stick together especially over issues such as ever increasing fuel prices. But there is nothing wrong with a bit of friendly ribbing, especially when, as a rotary pilot, I have the upper hand! – Malcolm Salt, North Yorkshire.

Do you agree or disagree with any of the letters above? Or have any other opinions? If so, drop us a line at the email address above to get your point across.

✱ The Swiss, not

just famous for chocolate now!

We have two other fantastic magazines out this month in the guise of LOOP and P1.

LOOP is filled with everything GA and P1 is our business jet title.

Here's what's in them in this month: P1 This month in P1 the main feature looks WARREN BUFFETT at the future of NetJets and how the company came back from the brink of closure and how it's moving forward by purchasing some of the biggest new jets avaliable on the market.

There is an in-depth look at the world of avionics, mini test of the Diamond DA42 NG, Airport Focus takes a look at Chambery Airport - known as the gateway to the French Alps, and Ultra test drives the impressive and stylish BMW 740D. There's also the regular features such as Dossier, Nick heard's feature, aircraft listings, pre-owned aircraft and not forgetting pages and pages of news.

NEWS · EVENTS · FLIGHT TESTS · PEOPLE · AIRCRAFT DETAILS · COMMENT

AVIONICS LATEST

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TOP STORIES FROM THE BUSINESS AVIATION WORLD

EMBRAER LEGACY 450 · DIAMOND DA42NG · CHAMBERY AIRPORT · MAINTENANCE BUDGETS · EGNOS LIVE · BELL 429

LOOP April sees an exclusive interview with Cirrus boss Dale Klapmeier regarding the purchase of Cirrus Aircraft

by Chinese firm CAIGA. There is a fantastic feature with Personal Plane Servies and its attempt to resotre a Yak 11 back to its original condition.

Phil O'Donoghue puts the new GPS hand held unit from SkyDemon through its paces. The flighttest is of a stunning de Havilland Chipmunk, and there's the usual input from Dennis Kenyon, Bob Davy and Nick Heard. Plus in Flight Club we speak to Stuart McKay about his love of Tiger Moths, go on tour to Gran Canaria and speak to Vulcan pilot Martin Withers about going solo for the first time.

To subscribe visit: http:// subscriptions.loop.aero INSIDE CIRRUS BOSS ON THE CHINA DEAL THAT ROCKED AVIATION + RELIEF Pressure to survive off + WHY 'Traditional investors' cold + RIVAL US counterbid brews + APRIL 2011 ISSUE 66 £3.40

F R E S H A I R FO R F LY I N G

+ D E H AV I L L A N D C H I P M U N K +

GROWING OLD GRACEFULLY

As it nears its 65th anniversary, John O'Connell says this very famous OAP is nowhere near retirement age just yet

✲ STAR LETTER GETTING STRONGER I was lucky enough to go to HeliExpo last month and it was good to see that, on the face of it, the helicopter industry is alive and well. I counted at least 60 aircraft on show and there was more than enough to see over the four days.

If manufacturers weren’t releasing

CRACKING GOOD READS

P1 APRIL 2011 £4.50

CHINESE FUTURE After reading with great interest about Russian Helicopters [BLADES Feb] I had a look at other emerging companys within the helicopter industry. I found very little information, but I did see on the BBC’s website a story about a 13 tonne helicopter, the AC313. Is there any more information on this?

– Kevin Spears, via email.

ED: The AC313 is still being pushed through production, with the Chinese aviation market opening up, it seems that Avicopter, the company building the helicopter, are keep to push it through certification. The plan is for the first A313 to be delivered to Flying Dragon Special Aviation later this year. Avicopter has plans to certify the AC313 for sales in Europe and the United States, we’ll have to wait and see.

CIRRUS NEWS SPECIAL INSIDE p4-7

new aircraft they were upgrading and improving their current range.

I was pleased to hear the amount of helicopters sold by the major manufacturers in the opening days of the exhibition, it just shows that all the scare mongering seems to have caused very little damage to the helicopter industry.

I didn’t manage to get to any of the lecturers but people who did told me they were invaluable and proved a great help, I should add these were pilots, not people on the operations side of things – I can’t comment on those lectures.

I was especially impressed with the sight of the Marenco Swisshelicopter, with it being full of innovative ideas – including a glass cockpit and fully composite hull, I personally think it will give other helicopters in that size and price range a good run for their money. I just hope it gets to see the light of day and that the helicopter industry keeps moving forward! – David Baker, Bedfordshire ED: We couldn’t agree more David. If you weren’t lucky enough to get to Orlando for HAI’s Heli-Expo, then fear not, we have an extensive report starting on page 18, so it’ll feel as if you’ve not missed a moment of excitement.

AERO 2011 PREVIEW ELECTRIC AIRCRAFT AND NEW DESIGNS EXPECTED OLYMPIC ROW AIRSPACE RESTRICTIONS GET YOU FIRED UP

TESTED: SKYDEMON'S MOBILE SD GPS – A BRITISH BARGAIN + FLY LIGHT 9 great microlights + REVIVED Rare Russian warbird + AEROS Plan your year +

April 2011 BLADES fresh air for helicopters

COLUMNIST Dennis Kenyon

17

Dennis Kenyon former freestyle helicopter aerobatics world champion, display pilot and flying instructor writes for BLADES

SAFETY IS PARAMOUNT

T

HERE has always been a bit of playful rivalry between rotary pilots and our fixed wing brothers. As I have many hours on both disciplines when it comes to writing I have to change my style depending on what my audience flies.

However, there is at least one aspect of flying that is absolutely common to both disciplines. The subject, of course, is safety.

Discussing the matter with a friend recently, we spoke of occasions in fixed-wings where a pilot’s desire to put on ‘a good show’ and extend his or her personal flight handling envelope for the supposed benefit of a passenger or ground observer, can affect safe thinking and, if left unchecked, compromise safety. Not good!

The official records reveal a sad trail of accident fatalities known to have been caused by overenthusiastic handling or indulging in a manoeuvre that proved to be beyond the capabilities of the pilot flying the aircraft.

In helicopters, the most recent occasion unhappily took the life of a world car rally champion.

Most of us will agree that pilots like to display their hard-won flying skills – in fact, to ‘show off.’ Properly controlled, I take the view that showing off isn’t a bad thing. Indeed, such motivation is the very core of competition and display flying. The trick is to carefully contain such desires, as Shakespeare beautifully put it, “With hoops of steel.”

Display pilots must have a very special awareness of the problem, because as the CAA publication CAP 403 (the display pilot’s bible) says loud and clear, the heart of a good flying display is where the pilot smoothly and safely demonstrates the performance, operational

abilities and handling of the aircraft. Exactly.

Indeed, as a CAA authorised DAE (Display Authority Evaluator) my No.1 priority when discussing an initial DA (Display Authority) issue with a new candidate is not to determine the applicant’s display handling skills, although they do need to be there, but to make an assessment of the individual’s motivation, mental attitude to the task, self discipline and, by no means least, a sound understanding of the rules and display requirements as contained in the CAP. What I don’t want to see is an attitude that says: “I’m one hell of a pilot and if you think the manoeuvre you’ve just seen was good, watch out for this next one!”

Competition pilots face a different problem. Their task IS to demonstrate their personal handling skills if the viewing judges are to award their sequence the highest marks.

In some respects, competition pilots face a bigger problem in that they must improve

on the scores of their opponents. Nevertheless, an awareness of the temptation of increasing the required skill level and manoeuvre difficulty and associated risk must remain uppermost in their mind.

So, as an experienced display pilot, what advice can I offer to others?

First on my list is ‘awareness’ – awareness of the temptation to attempt a manoeuvre that you haven’t practiced and at a safe height; awareness of the importance of the correct ‘gate’ height and speed for each planned manoeuvre; and (especially important) an awareness of the ever present danger of differing air conditions such as the infamous DA (air density), local turbulence, W/V variations and awkward crowd lines, which most frequently constitute the major offences.

I know I’m a right one to be telling you this, simply because this exact situation was the primary reason for my own mistake when displaying at a Salt Lake City air show back in the spring of 2008.

‘’

I'm more than lucky to have survived a basic error of judgement

Even having spent some time assessing the local hot and high conditions, I did not stick to my revised ‘gate height’ and ‘manoeuvre entry speed’ for the opening wing-over manoeuvre. I know I’m more than lucky to have survived such a basic error of judgement.

What I am saying here is, more thinking time! Let me add that experience levels can work against the pilot.

My accident occurred after no less than 1,223

public displays. As I began my display sequence with a standard, one skid tip on the ground ‘pirouette,’ I recall thinking, “Even at an airfield DA of around 8,000ft, the machine is responding normally”, and I immediately launched myself into a standard display routine, the planned extra height and speed numbers all now forgotten.

For me, a very cautionary lesson indeed!

So, when a pilot is asked, “Go on – show us a loop the loop,” the cautionary lesson is the temptation to go an extra mile, especially if flying a manoeuvre involving a departure from your comfort zone.

Stop. Do some extra thinking. Stay safe.

We can learn from other pilot’s experiences – you don’t have to be run over by a tank to know it will hurt. Spot the tank when it appears on the horizon.

I made my mistake after 14,000 flying hours and I want other pilots of any level of experience to learn something from that.

Happy and safe flying to you all. ✱ Accidents can occur when pilots try to 'show off'

April 2011 BLADES fresh air for helicopters

18 heli expo 2011 Show report

the only way is up The Helicopter Industry has gone through some turbulent times in the last two years, but the future is looking bright according to this year’s HAI HeliExpo, held in Orlando, Florida. Andrew Healey reports

BLADES fresh air for helicopters April 2011

19

I

t was an odd sort of show. HAI said it was the most successful Heli-Expo ever, with 625 exhibitors spread across a million square feet of the seemingly endless convention centre. I’ve no reason to doubt HAI President Matt Zuccaro’s

claim, but the aisles seemed awfully wide.

However this very feature made touring the booths a much less stressful experience and, as I said, the hall is huge.

On the floor, you could sum up the atmosphere at this year’s event as “cautiously

optimistic”. At the various airframe manufacturer press conferences, mostly upbeat CEOs showed sales forecasts with 2011 sitting right at the bottom of the curve. Most of them had upgraded helicopters ready for the upturn (several announced significant sales orders) and

the usual forecasts from Rolls-Royce and Honeywell indicated modest growth for the civil sector between now and 2020.

Over the following pages BLADES brings you all the news from the show as well as the major launches from the product stands.

After three days of watching and listening at Heli-Expo, BLADES came away with the impression that the majority of OEMs appear committed to pursuing their own distinctive solutions to the future rotorcraft challenge. Which is good news for all of us. ➽

April 2011 BLADES fresh air for helicopters

20 heli expo 2011 Show report

GROWTH Bell ring up the total If proof was needed that there are ‘green shoots' in the economy all we have to look at is the sales figures during Heli-Expo.

Bell lead the way claiming that during the four day event they managed to sell 41 helicopters. “This was an exceptional show for Bell,” said John L. Garrison, president and CEO, Bell Helicopter. “Spending time with our customers and listening to their needs and direct feedback is invaluable. Generating a record number of orders at Heli-Expo this year – selling over 40 aircraft – is an indication of customer trust in Bell and that we are meeting their mission needs. The mix of aircraft and the geographic diversity are positive indications for our entire industry – and more importantly global confidence in Bell Helicopter,” he added.

The product mix included several 412EPs, 429s, 11 new 407GXs as well as 206L4s. The sales cover regions as diverse as Asia, Latin America, and the Middle East.

“We can definitely start to feel a change in the climate,” said Larry Roberts, senior vice president, Commercial Business for Bell Helicopter.

“I was especially delighted that we enjoyed sales across the product range in particular with the Bell 412EP, the 407GX and the 429. This demonstrates that whether mature technology or new innovation our aircraft remain in demand confirming to a large measure that Bell Helicopter solutions are relevant in the market place. The industry wants solutions and we aim to keep providing them.”

At this year’s Heli-Expo, Bell Helicopter announced the 407GX a new version of the Bell 407 equipped with the innovative Garmin G1000HTM Integrated Flight Deck and the 407AH, the first Bell-qualified armed commercial aircraft across the market.

Bell weren’t alone in making huge sales numbers. Eurocopter had orders for it’s EC175 including 15 from UTair

q Bell sold 41 helicopters during the show, several of them being the 429 light twin Aviation. “UTair will use the EC175s for further market expansion and in our development of the oil and gas segment,” said Andrei Martirosov, the Chairman of the Executive Board at UTair. “The quality of Eurocopter products, along with its high level of technical support, gives us confidence in taking these new steps for our further strategic development.”

Said Luiz Bertling, CEO of Eurocopter. UTair’s

order positions the Russian operator as a major customer for Eurocopter’s new 7-ton-category helicopter. “This is another important endorsement for the EC175, and we are committed to justifying UTair’s trust in us,” Bertling added.

AgustaWestland didn’t miss out either and sold eight of its popular AW139 to companies based in Japan. With the newly signed contracts with

Mitsui Bussan Aerospace it increases the number of AW139 helicopters ordered for the Japanese market to thirty. Giuseppe Orsi, AgustaWestland CEO commented, “We were delighted with the recent breakthrough of the AW139 into the Japanese fire fighting market and together with Mitsui Bussan look forward to the continuing success of the AW139 platform in the Japanese market.”

q Bell's stand was doing plenty of business during the show

BLADES fresh air for helicopters April 2011

21

technoloGy Electric dreams

euRope Joint ventures

EUroCopTEr’S quirkily elegant X3 is making brisk progress towards its target speed of 220 knots and Sikorsky has demonstrated a certain panache in diverting its energies from further X2 flight envelope expansion into the task of up-scaling the aircraft (read what the X2 is like to fly on page 41) into the much bigger S-97 raider battlefield taxi.

Sikorsky also briefed journalists on the giant CH53K transport helicopter – the main rotor gearbox for which weighs as much as a regular Black Hawk.

At the other end of the scale, the corporation is close to flying its electric firefly; a (Schweizer) S-300C that has had its piston engine replaced by an electric motor

LEGACy brands such as the AW109 and S76 are now both built in the people’s republic under joint venture arrangements. And Eurocopter is jointly developing the mediumlift EC175/Z-15 with China’s Avicopter. Two prototypes are currently in flight-test.

Eurocopter’s form in China dates back to 1980, and the legacy is apparent through the shape of the “Z” machines that evolved inhouse. Under a deal with the then Aerospatiale, Harbin Aircraft bought the rights to build 50 N1 and N2 Dauphins – which were relaunched as the Z-9. Late last year

and over 520k-worth of batteries. It’s a test-bed for future technologies, waiting for lighter power cells and examining the practicality of using batteries to power, say, just the tail-rotor of a larger type. Expect to see a firefly in the air before the end of this year.

Sikorsky boss Jeff pino says so.

I don’t believe there has ever been such a wide variety of rotorcraft technology on show.

Notable for its relative silence on the technology front was Bell. True, it introduced a couple of new B407 models including, troublingly for a limp-wristed liberal like your reporter, a civil variant that will be sold with guns and/or rockets without having to go through Departments of

Defence or State. But, in terms of technology, that was almost it.

It may have been CEo Jim Garrison’s failure to show any enthusiasm during his press conference. Garmin’s lacklustre glass cockpit briefing certainly didn’t help.

Boeing is clearly the de facto leader on V-22 and AgustaWestland has taken the initiative on the BA609 – Garrison clearly had not read Giuseppe orsi’s briefing in that morning’s show daily newspaper. But if Bell loses 609, what is it left with? you can only repackage the 429 and – good grief, another 412 – so many times. Mind you, surely AgustaWestland cannot come up with another A109 variant.

Can they?

AVIC (Aviation Industry Corporation of China) flew its AC313 heavylifter for the first time. With an MAUW of 12,545kg (27,600lb), it still bears traces of its forebear, the Super frelon.

The US-China Economic and Security review Commission stated that, “unless China’s turbine engine industry becomes more mature, it is unlikely to develop a truly indigenous helicopter for global consumption.”

Meanwhile, french engine manufacturer Turbomeca expects to deliver a full ten percent of its annual engine production to China and its Ardiden 3C will power the Z-15.

q the EC175, a joint venture between Europe and China

GRowth Chinese market

q a new version of the Bell 407 – would sir prefer rockets or guns with that?

q the test team on the Eurocopter X3 continue to head towards the 220kt flight speed

THE inexorable growth of the Chinese economy poses several challenges to their helicopter procurement plans. The staggering numbers bear repeating: by 2013 it expects to have put 2,000 civil machines to work; by 2020 – as many as 10,000.

The main obstacle to achieving that has been the government’s disinclination to open airspace to GA: that process is now underway.

China plans to achieve that through three main routes to market, straight acquisitions, joint ventures and the development of domestic craft. Scarcely a month goes by without a western oEM announcing a deal in China: the top five did during 2010.

Smaller oEMs also pulled off spectacular coups: Erickson Air Crane (see page 22) has had particular success with its specialist role S-64 fleet.

q the specialist skycrane is popular ship in China

MORE HELI EXPO NEWS, PLUS PRODUCTS FROM THE SHOW >>>>>>>>>>>>> April 2011 BLADES fresh air for helicopters

22 heli expo 2011 Show report

PROGRESS Unmanned aircraft THere has been real progress made over the past decade towards the deployment of an autonomously-piloted helicopter. I don’t mean UAV, but rather a real rotorcraft sent, initially, on a flight-planned mission without the benefit of a human at the controls.

Readers may recall that, about ten years ago, Boeing first demonstrated the concept by sending an OH-56 Little Bird demonstrator on a predetermined circuit from its airfield at Mesa, Arizona.

At about the same time, Kaman announced a cooperative venture with the US Marine Corps – known as Project Burro – under which a pilot-less K-Max would be configured to deliver supplies beyond a line of advance, to resupply a beach assault, for

instance, or dispersed units.

It pains me to confirm that even the perfectly good name “Burro” (mule) is an acronym for something – in this case Broad-area Unmanned Responsive Resupply Operations.

Burro may now be dead but the Unmanned Aerial Truck, developed in partnership with Lockheed Martin, lives on. This summer two K-Max UAT and three remote control ground stations will be delivered to the Marines for a quick reaction assessment. If that goes well, it could be deployed to Afghanistan before the end of the year. UAT has demonstrated a 150 nautical mile radius of action carrying one-ton loads. It can dispense four loads in four different locations, all the while burning 50 percent

less fuel than a manned helicopter with the same hook capacity. Stunningly, it can fly without a load for up to twelve hours!

To be precise the phrase now is not “autonomous”

but “optionally piloted” as, clearly, far fewer areas of airspace will be prohibited to a piloted craft than to a drone. It may also be tactically prudent for one UAT in a

group to carry a pilot and have the rest of the flight automatically formate on him. Computing the algorithms necessary for this task are not too difficult, apparently.

q The ULB looks odd with no pilot on board!

Growth Taking on the big boys

growth Orders

Do you fancy something really new? Consider the SKYe SH09, an ambitious carbon-fibre turbine single from Switzerland’s Marenco Swisshelicopter, due to fly next year and be ready for delivery in 2015. It will be powered by a FADEC-controlled Honeywell HTS900 engine, equipped with a Sagem glass cockpit and flown out to a range of 430nm at up to 145 knots.

It may be the company’s first product but there is no suggestion that the SH09 represents an introduction to the world of helicopters. Otherwise why would you offer a flat, railed cabin floor and clam-shell doors? Why would you promote the chin window as useful for keeping an eye on underslung loads?

Marenco has designs on the utility single market and, as such, is taking on some mighty competition. Commercial director Mattias Senes says the market is ready for a new big single. “A truly brand new singleengined helicopter hasn’t been developed since the 1970s.” Does the EC120 not count?

MD Helicopters were there of course and pre-show gossip centred on whether Lynn Tilton

The Chinese are a cautious race, they say.

It can take years to win their business. Unless it’s something they need yesterday. In such cases they can strike a deal quickly.

Erickson Air Crane provide a unique service and, with a specific need in mind, China came knocking. To continue growing this vast nation needs labour – lots of it. Until recently a largely rural-based economy, it now needs to provide city-centre accommodation for thousands of workers.

Hundreds of high-rises are built to house them and, because they are so cheaply made, every so often one catches fire.

When they do, the emergency services are hard-pressed to cope.

Only a helicopter can

q The Marenco SKYe SH09 coming to you in 2015 would still be at the helm by the end. Yet there she was, again on impossibly vertiginous heels, fighting her corner and for the survival of her iconic American brand.

She is quite an act and, to be fair, has stayed the course at MDH far longer than anyone would have expected, after many of us encountered her for the first time at Helitech in 2007. MD aircraft continue to be sold, if not in any huge numbers, and she is hopeful of multi-ship successes in the Middle East this year. Of course she knows better than to say that long before the ink has dried on the contract, but she seems to get away with it. I don’t know if it’s a question of wanting her to succeed any more than not wanting MDH to fail,

BLADES fresh air for helicopters April 2011

but there still appears to be a residue of goodwill towards both the brand, and towards her for taking on the challenge in the first place. She manages, meanwhile, to buy in new composite blades for the MD500F and a SAGEM Glass cockpit for the 500 series. If I had the guts, I would have challenged her on how, during her speech, she managed to reconcile her passionate faith in the policy of 'Buy American', with her dependence on Mexico and Turkey for much of her component production. But I hadn’t, so please don’t beat me.

Stop Press: Did I say MDH doesn’t sell airframes in 'huge numbers'? One week after Heli-Expo, MDH announces the award of a $186 million contract to supply 50 MD 530Fs to train Afghan Army pilots.

tackle a fire at the higher levels of these buildings and the most capable and versatile fire-fighting helicopter of them all is, arguably, the S-64F Skycrane. If dumping retardant from the bellytank is impractical, it can knock through a window with its foam cannon and squirt it on the flames.

Late last year, a consortium of stateowned Chinese businesses sought a demonstration of the Skycrane’s capabilities.

The executives reviewed the foam cannon, the belly-tank, the hydraulic grapple, the cargo pod, the rescue pod. They liked what they saw and at Heli-Expo, only three months after their visit, signed an MoU for up to five aircraft and equipment. More orders may come at a later date.

q Five Skycranes will be on their way to China soon

23 q GARMIN G1000H Arguably the best future product at this years Expo.

More info below

expo products 2011 There wasn't just new helicopters launched and deals made at this year's Heli-Expo. The product manufacturers had also been busy

Garmin's newest glass cockpit

sandel & Rockwell

track your heli

luggage space

garmin g100h THIS all-glass avionics system is designed specifically for the VFR Part 27 helicopter market. The G1000H provides flight data, flight instrumentation, navigation, communication, weather, terrain, traffic, identification, and diagnostics and maintenance computer — and presents it digitally to the pilot on large, highresolution displays.

“The G1000H is a highly flexible and scalable solution designed to fit a broad range of helicopter manufacturers panels and configurations,” said Gary Kelley, Garmin’s vice president of marketing. “It brings an unprecedented level of safety, simplicity and situational awareness within reach of new helicopter buyers,” he added.

Garmin has taken the best and most popular features from its fixed-wing G1000 counterpart.

The rotary version will still integrate control and

presentation of virtually all flight data, sensor and instrument functions in one comprehensive ‘big picture’.

The G1000H has numerous optional features including HSVT that displays an “out-the-window” view of the surroundings, regardless of the weather conditions.

This synthetic vision blends information about position with topographic databases to create and display real-time 3D images. Land, water and sky are clearly differentiated with shading and textures that are similar to the topographical colours found on the MFD moving map. HTAWS is another optional extra and provides graphical and audible alerts of potential terrain and obstacle conflicts along the flight path. Graphical XM WX weather including NEXRAD, METARs, TAFs, TFRs, winds aloft, echo tops, precipitation type at surface, lightning strikes, storm-cell data, can be added as well.

sandel helitaws SANDEL announced that Rockwell Collins had selected its advanced HTAWS terrain avoidance technology for incorporation into its rotorcraft products.

Sandel's HeliTAWS is a terrain safety technology that uses Sandel's TrueAlert adaptive algorithms to determine pilot intent and provide terrain alerting while virtually eliminating nuisance alerting. The system is completely automatic and does not require pilot management.

Other benefits of HeliTAWS include its offairport landing capability; high-resolution 3-D terrain display; Class A HTAWS functionality; and the newlyannounced WireWatch wirestrike avoidance technology.

"I'm pleased Rockwell Collins has chosen our HeliTAWS technology as a platform to enhance the safety of its customers," said Gerry Block, Sandel's CEO.

spidertracks avconnect SPIDERTRACKS has teamed up with AvConnect to offer helicopter operators a fully automated, real-time tracking pilot and aircraft record-keeping solution.

The partnership brings together Spidertracks’ satellite-based flight following and tracking system with AvConnect’s flight data recording software to create an aircraft management and tracking solution designed to save helicopter operators time and ensure complete records are kept.

Every flight detail is recorded and updates personal logbooks, aircraft status and flight entries.

Maintenance times are automatically calculated, triggering any reminders or notifications sent to the pilot or aircraft owner. iPad and iPhone users can view their flight track map via Google Earth from anywhere, at any time.

dart utility pods DART Aerospace now offers its custom designed Heli-Utility-Baskets and Heli-Utility-Pods for airborne data collection. DART’s custom modifications allow for specialty requirements such as surveying, GPS, aerial photography, LIDAR, mapping equipment, radiation detection, fire fighting or for additional equipment transport.

The pods can be adapted for compatibility with most equipment with internally mounted racking systems and mounting plates designed to customer specifications.

The pods are fabricated from sturdy composite, are fully enclosed and weather proof. The utility baskets are constructed from durable stainless steel and can be easily fitted with liners or covers to protect equipment.

Dart can make cut outs in the base to allow for direct line of sight.

www.garmin.com

www.sandel.com

www.spidertracks.com

www.darths.com

April 2011 BLADES fresh air for helicopters

24 flight test Robinson R66 Turbine

BLADES fresh air for helicopters April 2011

25 PHOTOGRAPHY David Spurdens

Robinson enters the turbine world The long-awaited Robinson R66 is finally here – Robinson’s first foray into the turbine market. So how will it compare to more established ships already out there? Jamie Chalkley finds out

O

K. Cutting to the chase, getting straight to the point and laying my cards on the table… I have to say I liked it more than I thought I would and in honesty, more than I wanted to! (being a non Robbo pilot). So I’m going to have to concede and say good ol’ Frank and his team in Southern California have hit the

nail square on the head!

What did the job for me?

Read on…

FIRST IMpReSSIonS Sloane Helicopters, an experienced helicopter operator of some 40+ years, supplied the R66 for the day along with their CFI pilot James Skinner.

We quickly exchanged handshakes and the kind of Stig-like nods pilots seem to give one another

and we got on to an initial look over the helicopter.

First impressions, aesthetically speaking, were very encouraging.

For some reason, it seems to fit the Robinson skin better than the R22 or R44. The R66 is a little bigger than the 44 which, for me, makes the design just look

better. In part, it’s down to the additional fairing and intakes where the lower mast, the top of the cabin and the tail boom all come together. As my demo pilot for the

day, James, put it, “It looks a little like an R44 with a body kit”. And, you what?

He’s right!

April 2011 BLADES fresh air for helicopters

30 flight 26 FEATURE test Flying Robinson with the R66 Essex Turbine Police It’s obviously for essential aerodynamic and cooling reasons it’s all there but the guys in the white jackets obviously got together with the guys in the art department and worked things out. Something I personally never felt they completely did on the R22 and R44.

As you would expect from a brand new, off-theproduction-line helicopter, it was immaculate in every way and certainly a very fine example.

The pre-flight walkabout is typical from what I would expect from Robinson. It’s built for the pilot AND the engineer, meaning everything is

easily accessible. The checks are fairly standard for any helicopter.

Obviously some orientation is required to know what access panels are where but it’s certainly a great example of a quality engineered aircraft.

I won’t waste the page with a detailed description of the walkabout, all you need to know, honestly, it is logical and straightforward.

Obviously, what is worthy of note is the all new engine; there’s nothing like a Rolls-Royce!

If anyone ever had the opinion that Frank Robinson had not made an impact on civil aviation then think again! Such is

BLADES fresh air for helicopters April 2011

his power in the industry that engine giant RollsRoyce designed a whole new engine, just for him – the RR300.

The RR300 is derived from the industry loved 250 series engine which has a pedigree of over 180 million flight hours, but using a scaled down single stage centrifugal compressor from the 250C40/47. R-R steered away from the familiar six-stage axial/one stage centrifugal compressor of the 250C20 but kept to a similar combustion section and turbine assembly.

This new turbine engine provides the R66 with 270shp (shaft horse

‘’

Obviously, What is worthy of note is the all new engine

power) at take-off which is 100% torque, and 224shp at MCP (maximum continuous power) which is 83% torque. The power setting between 83% and 100% torque is the transient take-off power band which has a five minute operational limit between those settings.

Standard stuff to those already familiar with the Rolls-Royce 250 series engines. There is one quirk though and something I’ve not come across before.

Robinson has imposed an airspeed restriction above 83% of maximum 65 KIAS. The only feedback I’ve had on this so far is, that this limit is there to

27 reduce stress on the rotor system. I am familiar with a reduced airspeed limitation when operating twins Cat A with a higher NR (rotor speed) setting, but it’s the first time I’ve come across this on a torque setting.

Otherwise, it’s quite familiar operating the RR300 compared with the RR250 series. TOT (Turbine Outlet Temperature) in the case of the R66 is called MGT (Measured Gas Temperature) but for all intent purposes it’s the same thing. And the upper transient starting temp limits are all pretty familiar to anyone who has been flying the B206, MD500 or Enstrom 480 Turbine

(and similar). The point I’m eventually getting to is this. In terms of engine management, it's pretty standard for anyone familiar with the RR250 series; except that is, for starting it! And maybe this is Frank’s best move yetI IS IT WARM? This is really the first time in many that something has made me sit back and go, “wow, great idea!” Ever heard the expression “If it aint broke, don’t fix it”?

Well, ol’ Frank said, “It ain't broke, but I reckon I can make it better”.

A major issue, or should I say risk, for a pilot transitioning for the first

‘’

It's familiar operating the RR300 compared with the 250

q With the sun out, flying over Rutland Water, the R66 paints a pretty picture

time between a piston and a turbine is the starting procedure. Get it right and it is the easiest thing in the world, way easier than starting a piston with all the “is it hot?”, “is it cold?”, or “is it warm?” guesses. A turbine is so straightforward. But, get it wrong and things can get very, very expensive!

In my opinion there are two leading culprits to getting it wrong and perform a ‘hot start’ where you exceed the transient starting limitations and cause thermal damage to the combustion liner and turbine blades. Bear in mind, that the absolute starting temp limit MGT is 927 degrees C, we are talking about serious thermal stress.

So what are the two leading culprits? Well, the first is a slippery finger!

On a standard 250C20B engine, you press or ‘hit’ the start button (affectionately called the ‘tit’ because it rhymes and we’re pretty simple folk so the odd rhyme does us well) and HOLD... and hold, hold, hold, until you reach 58% then, and only then, can you let go!

If, during the start sequence you accidentally release the button then the acceleration of the engine depletes thereby reducing the necessary airflow to shape and stabilise the flame and subsequently it all starts to get a little warm inside; aka, a hot start. Followed by a very cold reception back at maintenance!

So, what Frank has done in the R66 is to simply install a latching starter.

The simple ideas are often the best. In keeping with the continuity of the R44 and R22, Robinson has kept the plunger style mixture control except now it is an idle/cut off.

Effectively Robinson have moved the part of a turbine twistgrip throttle from below the detent and put it on the panel as a plunger type control.

So the R66 twistgrip in the closed position is actually ‘ground idle’.

Instead of selecting positions either side of a detent on the twist grip, you lean forward and operate the plunger in the panel. So the start

goes something like this: pre-start checks complete, wind noted and clear all around.

Now “hit the tit” and the starter latches. Wait for 15% N1 (percent speed of the gas producer which is mechanically coupled to the compressor) and then advance the panel mounted idle/cut off plunger forward into idle.

This introduces the fuel and the engine will ‘light off’. The MGT will rise fairly rapidly followed by a short pause or drop and then a second less dramatic peak before dropping back down.

During this and with the eyes of a hawk, you monitor the MGT to ensure it stays with limits. All being well, you also sneak a peek at the oil pressure to ensure it is increasing. At the same time you should be monitoring the N1 as it approaches self-sustaining speed at 58% at which point the latched starter will release by itself. Easy!

There are some other checks to do during this sequence such as checking the ammeter load when the starter releases to ensure it has actually released, keeping an eye on oil pressure, ensuring the engine stabilises at idle, and you should time the start sequence to check you keep within starter operation limitations too.

So moving on to what happens if the start needs to be aborted; again, very easy. If the MGT rises too high or looks like it will peak in the transient for too long then all you need to do is pull the idle/ cut off plunger, ie cut the fuel. The temp should immediately start to drop (unless there is an engine fire). The starter is still engaged meaning cool air is being drawn in. Once the MGT falls below its recommended temperature figure for an aborted start you simply release the starter latch manually and start again.

The most common reason to abort a start, in my experience, is my leading culprit number two, a flat battery! Or at least, a low battery. Lots of ways to recognise this (namely a lazy acceleration with the N1 and a very rapid rise in MGT) with

April 2011 BLADES fresh air for helicopters

28 flight test Robinson R66 Turbine

‘’

Orientation in the cockpit is very close indeed to the R44

BLADES fresh air for helicopters April 2011

29 experience and the latching starter system works really well as it keeps the cool air coming in after aborting the start!

There are other factors too, such as a tailwind or poorly rigged FCU (Fuel Control Unit). Whatever the issue, I have to say I really like Robinson’s idea of the latched starter.

The only thing I don’t like about this system is having the plunger. For me I would have preferred to keep the twist grip with detent. For example, if you have a fire or problem requiring immediate shutdown you really need an extra hand. One to check throttle closed, one to pull the idle/cut off and one to pull the master fuel shut-off valve located between the seats.

Hopefully this situation is rare but I have to admit I prefer the traditional twistgrip setup, if we could just add the latch starter it would be the next best thing to a FADEC system.

The engine, being lighter, is a little further back, no doubt to account for the C of G shift, and to avoid the belt drive system it is mounted at an angle of 37 degrees so the drive train can run direct to the main rotor transmission.

With all this done there is space left, good space at that, for a proper sized luggage area between the engine and back firewall of the rear cabin.

The luggage door can be found on the starboard side of the helicopter and provides a decent 23 inch square opening into an 18 cubic foot luggage bay with an impressive 300lb weight limit. The one thing I never liked about the R44 was the under seat luggage area. The R66 provides a proper, usable solution. But enough of the talk... let’s get flying.

Get airborne Orientation in the cockpit was very close indeed to the R44. Obviously the engine instruments are configured for the turbine over the piston but other than that I would have struggled to notice too much difference.

The trademark cyclic T-bar was still evident and still hydraulically boosted.

Again, being a non-Robbo

pilot it’s never something I’ve been particularly fond of, although clearly it does the job. Strangely, with me in the left seat, I found my cyclic grip rested further right than in the R44. The cabin is wider, so the front seats are a little further apart, but it doesn’t look like Robinson made the cyclic tubes any longer.

Kind of odd I thought.

The caution warning panel was clear and obvious for a turbine aircraft, except for the addition of an EMU light (Engine Monitoring Unit) which was new to me.

This is a system for the benefit of the maintenance division which records any exceedences in N1, N2, Torque and MGT. This makes a better and more reliable process for maintenance to address any exceedences rather than work from best guess estimations from a pilot who may have pulled a little too hard out of a confined area on a hot day.

With the turbine being gas coupled there is no manual clutch to operate so the blades start spinning up straight away.

So, following the very straightforward engine start sequence as described earlier and leaving a standard minute at idle before flicking on the generator, we were ready for lift. And in the capable hands of James we established a hover.

Surprise number one: it was super smooth! But with the camera ship already airborne, we needed to make tracks so James transitioned out to the north-west climbing at around 70 kt to 1800ft. Once straight and level with the speed back at 65 – 70kt, James handed control over to me. Surprise number two: “hey, not bad."

Other than my less than familiar style of holding the cyclic, I found it very stable. The fore/ aft cyclic range felt very balanced against that of roll, something that I felt was never quite as well harmonised on the R44 and the hydraulic boosted forces were just a tad heavier than the R44, which I felt was a good thing. Overall the aircraft was very stable at this

speed and holding a fixed datum was pretty easy.

The cockpit visibility was actually very nice and all felt bright and comfortable.

Although for anyone intending to do a reasonable amount of formation flying, you might, like me, always yearn for that second roof window. There is just the one on the port side to allow the pilot good visibility in a left turn, but for formation flying, with relative positions changing, a roof window the other side would have been very nice to have during breaking and reestablishing formation, or maybe for an instructor to see out during a steep right turn?

With straight and level and basic turns already done we now looked at some steep turns. I found these to be nicely balanced and predictable in handling.

q CLOCKWISE FROM FAR LEFT: Plenty of room in the cockpit; on the apron at Sloane's headquarters; subtle advertising; Robinson's instantly recognisable rotor mast

‘’

It was a good ride as you'd expect from a nice twoblade rotor

I was keen to try a fast cruise to see what speed we got to and to feel what the ride was like. You can never quite trust the sales brochures with this stuff.

They make a series of different claims depending on what you read where; ‘approx 120 KIAS’ or ‘up to 125 KIAS’ or even ‘120 to 130 KIAS’ were all printed in black and white. But there’s only one way to find out eh?

So we took up the cruise speed a notch at a time.

And I have to say, on the way up it was as good a ride as you would expect from any nice two-blade rotor system. You’ll always get a “two-per” vibration frequency with a teetering head. The best ride I’ve found is probably from a good example Bell 206L LongRanger or the Bell 222, but the R66 is pretty darn good too – notably so in the hover as already said and again at low cruise.

High cruise however

April 2011 BLADES fresh air for helicopters

30 flight tesT Robinson R66 Turbine it wasn’t quite as nice, although James did tell me that the aircraft was due a track for the top end cruise speed. Speed-wise we maxed out straight and level with MCP set at 120 KIAS and we weren’t going to squeeze out another drop. It was a definite compromise in ride quality if you wanted the extra knots.

In honesty, from the few hours I’ve done in R44s I’ve always found them to be much the same. Everyone tells me they cruise at 115 KIAS but I found 105 KIAS (maybe 110 KIAS) was far more comfortable and the extra knots weren’t really worth the drop in comfort.

Having only flown the one R66 that’s all I can base this on. From 105 to 110 KIAS ride quality is going from really very nice to sort of average. After 110 KIAS you’ve got to want to be in a hurry. I’ll look forward to flying another or maybe this one again, post track, to see if my findings are consistent.

For reference (sea level figures), VNE is 130 KIAS between operating gross weights of 2200 lb to

2700 lb, but the R66 has an increased VNE of 140 KIAS when operating at gross weights less than 2200 lb. Why? Not had it explained to me yet but I guess it’s a C of G issue which possibly produces a mast bending load.

I’ll try to find out and will report back to BLADES. Unless a reader already knows, then answers on the back of a postcard please to the usual BLADES address.

Next I asked James to demonstrate an autorotation. We climbed to get a little more available real estate.

Entering the auto was smooth and predictable and allowing a few moments to stabilise parameters, our rate of descent was a non dramatic 1450ft/min.

Again, it was all very familiar to the R44, which I have to say, is pretty blinking good in autorotation! But this being one of only two R66s in the country, we decided against throwing her at the ground in any anger, so instead, carried out a standard power

BLADES fresh air for helicopters April 2011

recover back to straight and level flight.

We proceeded back to Sywell, me back in control, carrying out a few turns here and there and a range of speed changes for good measure. Again all in all I found it to be a very comfortable and predictable aircraft. And in terms of helicopters, predictable is a good thing.

Coming back into Sywell, James called for a join from the north-west and to cross the active runway.

Clearance received James told me to approach however I wanted to.

So, just to get a further feel of the aircraft, I elected for a crosswind approach, shallowing off the angle toward the end but keeping the speed up for a quick stop into wind.

I’m happy to report there were no handling quirks to watch out for.

Power delivery was smooth and plentiful (we were three up and 30 minutes out of full fuel).

Again I had to comment to James on how smooth the aircraft was in the hover.

Tail rotor authority felt ample and well balanced

‘’

Power delivery was smooth and plentiful – even three up

q The R66 fits the 'Robinson skin' better than its smaller siblings

during some spot turns left and right although at this point I really did notice the lack of hydraulic boost to the pedals which I hadn’t really noticed so much.

Take-offs and landings were nice and stable.

The wider skid span should obviously make a difference in terms of stability on the ground and the Turbine spooling up and down just sounded so much nicer than a piston growling away behind you.

All too soon (so I must have been enjoying myself!) it was time to return back to the warm welcome at Sloane’s hangar. The shutdown was the standard two minutes with the throttle in the closed position (ground idle), non essential electrics (ie avionics) and the generator off, then pull the idle/cut off control on the panel for engine shutdown.

It’s as easy as that.

Relaxing in the cockpit for a bit and chatting things over with my new buddy James, I had to take stock of how nice it actually was. Nice leather seats for example are standard equipment. The

31 avionics are well placed and all look very modern.

However the engine instruments look pretty different to what I’m used to, in that they are flush fitted into Robinson's own unique panel rather than the standard gauges found in most other turbines.

This does bring me on to a minor negative.

Whilst the build quality is unquestionably good, some of the finish inside just leaves me feeling it’s all a bit… sort of…. plasticy.

And I know I probably just lost favour with every Robinson owner reading this, but it’s true. The switches just don’t do it for me. I want to lean down and grab a decent sized switch without fear of breaking it. It’s probably the most durable plastic known to man, but actually maybe that’s just it, I just wish it wasn’t plastic.

Same for the engine instruments, give me a nice proper gauge... like the torque gauge.

Robinson puts in a 3.5 inch instrument sized torque gauge. Perfect. Way nicer for low-time Turbine pilots than the half-size ones you

get in most other types (excluding glass cockpit technology). That was a good move Frank. An over torque is expensive so a clear, large, easy to read gauge is smart thinking.

Gran Turismo So it’s comfortable, easy to fly, makes the right smell out the exhaust on start-up and has a proper grownup sized luggage bay… so how far can we take this new baby?

Fuel capacity is 73.6 US gallons and James reckons, on his experience, he’s burning about 22 US gallons an hour at cruise which can give more than three hours flying to dry.

Now that is going some serious distance.

Max weight is 2700lb.

The aircraft we flew was 1290lb empty, and even going with full fuel leaves a whopping 917lb for passengers and baggage (available payload being 1410lb at zero fuel weight).

For those comparing against the R44, let me tell you the max weight of the R44 Raven II is 2500lb with an empty weight of circa 1500lb, which equals

robinson development

q The standard Robinson T-bar cyclic is still evident in the brand new R66

LET us just look at what the R66 offers and how it got here in the first place.

The Robinson Helicopter Company was started by Frank Robinson way back in 1973. Frank himself was a very experienced and well respected engineer with industry experience at Cessna (on the CH-1 Skyhook Helicopter), Kaman Aircraft, Bell Helicopters and Hughes Helicopters where he led various R&D projects including a new tail rotor for the Hughes 500.

Frank kept on at his employers with his own designs for a low cost concept helicopter but no one ever took his ideas on.

Big mistake. In 1973, Frank got fed up waiting and decided he would just do it himself. Frank built and flew the R22 s/n 0001 himself in 1975 and gained its FAA Type Certificate four years later in the 1979. The first was delivered in late 1979 and then it became the fastest selling civil helicopter in the world!

In the mid 1980s Frank set about designing the R44. It first flew in 1990 and received its FAA Type Certificate in 1992 and began delivery in 1993.

Several variations followed, the best being the Raven II which was fuel injected. This came off the line and went straight to the top of the sales figures in 2002.

Robinson at the peak were producing nearly 1000 R44s a year – that’s nearly three a day!

Robinson has now sold more than 5000 R44s worldwide. If that’s not a success story I don’t know what is!

Interestingly, Frank never actually designed the R22 as a trainer. Which is kind of ironic given its status as probably the world’s most popular ab-initio training helicopter. He actually prefers the R44. The R22 was supposed to be the opportunity for Americans everywhere and everyday Americans at that, to commute high above the freeway traffic. He told me that himself! But we are a price driven civilisation and the R22 was just cheaper for training.

Moving forward, there was always room in the market for the Robinson Turbine. Even if there wasn’t, Frank would have probably made room.

Private owners and commercial operators alike wanted a fifth seat, they wanted a proper boot and they wanted the supreme reliability and prestige that a turbine engine offers.

Rumours circulated and I remember reading headlines stating that the R66 was on the cards... and then that Frank would never produce a Turbine version... back and forth the headlines went.

In the real world, Frank had already started sketching ideas back in 2001. But the turning point came in 2005 when Rolls-Royce committed to produce Robinson an engine, the RR300. Now the wheels of development were turning good and proper.

The R66 achieved its FAA Type Certificate on 25 October 2010 and the first was delivered in November of the same year.

And here I am writing this having just stepped out of serial number 017!

Interestingly, when first asked what I thought of the R66, my reply was always, “Well, I’ll wait and have a go after s/n 030”. In other words, let the aircraft get out and about, and learn from the feedback and continued development.

After all, that’s how a lot of new types actually progress.

They get approved and we, the general aviation pilot, beta test it for them. Having now flown the aircraft I now realise that might have been a bit of an ignorant statement in Robinson’s case. The aircraft looks beautifully made and flew without fault.

So how does the R66 shape up compared to the R44?

Well, length is exactly the same at 38.2ft. The main rotor diameter is also the same at 33ft but with an increased blade chord of approx 1.5 inches (depending on which part you take the measurement), and the blade twist (root to tip) has reduced a little from -6 degrees to -4 degrees.

The tail rotor blades are a little longer with an overall 2 inch increase in diameter and each blade is 0.4 inches bigger in its chord.

The skid width has increased by 6 inches and the top of the main rotor hub is 8 inches taller.

The cabin is 7.5 inches wider with an extra inch given longitudinally to provide a little extra leg room for the passengers in the back. The additional width nicely fits in that extra rear seat in the middle, which is positioned a fraction further forward than its outboard neighbours but not so much that you would notice.

April 2011 BLADES fresh air for helicopters

32 flight test Robinson R66 Turbine an available payload of 1000lb, thereby basically giving the R66 some 400lb better payload compared to that of the R44 (although the R66 needs more fuel per hour).

So the R66 is the Gran Turismo of the R44… or should we just call it the ‘R44 GT’. I kind of like that.

Cost So enough of me cutting to the chase… your turn.

Want one? How much you say? Basic price is $790,000. The one I flew at Sloane’s was fully kitted out and cost $840,000.

Currently the R66 is not EASA certified meaning you can’t go and do a type rating on a EASA/JAR licence just yet. However James tells me the current expectation for EASA approval and certification is May 2011. So even if you add a month because it always takes longer, it’s still

just around the corner.

The R66 has a 2000hour life, except in the case of the main rotor and tail rotor blades which are 2000hr OR 12 years.

The engine is also on a 2000hr overhaul and would appear to have no requirement for a part-life hot end inspection like the 1750hr inspection on the RR250-20 series engine.

So with such an in-phase aircraft maintenance overhaul life, the operating costs should be fairly predictable right? Correct!

This is what I’m told: for the engine and airframe overhaul factor in £83.54 pounds per hour. For the fuel and periodical inspections add an additional £82.02. And for good measure, factor in a further £12 per hour for unscheduled maintenance (parts and labour) and you arrive at a Direct Operating Cost of £177.56 per hour

plus VAT (converted from factory figures using current fuel price averages and a USD exchange rate of 1.61).

Final Bit So there you have it. All I know of the R66 and my open opinions that go with it. The R66 presents Robinson with another great claim to success.

It is a beautifully built aircraft with an all round good feel to it. It has a proper luggage area, five seats, turbine engine and it flies for a good three hours at somewhere between 110 KIAS to 120 KIAS depending on how you want the ride.

It’s the cheapest turbine I’m aware of. For the same money you could look at very nice used examples of the MD500E (which I personally love), the Bell 206, or maybe, a nearly new Enstrom 480B. All

‘’

In value for money terms it's hard to say the R66 doesn't win

have their pros and cons.

Nothing in this world is totally perfect.

In terms of value for money, it’s easy to say the R66 wins hands down.

If you want speed go for the MD, if you want safety go for the Enstrom, if you want iconic go for the Bell. There is something for everyone. If you want more info on the R66 go to Sloane Helicopters. You will find a very helpful and professional outfit there. introduction I started with my conclusion, so let’s finish with an intro. Ladies and gentlemen, it’s been a long time coming, was it worth the wait? Absolutely.

It’s a terrific aircraft, it’s modern, it’s honest, it’s great value for money and it’s charming to fly. How do I know? I just flew one.

Ladies and gentlemen, I give you the R66.

q Clockwise from main: Five luxury leather-coated seats, with plenty of leg room for comfort, easy to see guages and dials; a brand spanking new RR300, designed especially for the R66; plenty of luggage space for a few sets of golf clubs.

robinson r66 SPECIFICATION Engine Rolls-Royce RR300 driving a two-blade rotor Max Gross Weight 2700lb Empty Weight Equipped (including oil & std avionics) 1280lb Maximum Fuel 493lb (73.6 US gallons) Passengers and Baggage with Maximum Fuel 927lb PERFORMANCE Cruise Speed approximately 120kt Maximum Range (no reserve) approximately 325nm/375sm Hover Ceiling IGE over 10,000 ft Hover Ceiling OGE over 10,000 ft Rate of Climb over 1000ft/min Maximum Operating Altitude 14,000ft Base Price US $798,000 As Tested US$840,000 MANUFACTURER Robinson Helicopters Torrance California USA T +1 (310) 539-0508 www.robinsonheli.com UK DISTRIBUTOR Sloane Helicopters Sywell Aerodrome Northants NN6 0BN T +44 (0)1604 790 595 www.sloanehelicopters. com

BLADES fresh air for helicopters April 2011

Exceeding Expectations

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and an optional through-life maintenance program offers a truly

Rolls-Royce meets and surpasses customer requirements. A proven

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Robinson R66 Turbine Helicopter and Rolls-Royce Power brings

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34 operator profile London Heliport

tHe only PlaCe in toWn London Heliport is the only CAA approved heliport in the capital catering for the business and leisure traveller as well as the London based HEMS teams – making it one of the busiest heliports in Europe WORDS Dave Rawlings PHOTOS Courtesy of London Heliport

I

F an entrepreneur comes up with a great new business idea that works, usually it's not long before imitators try to muscle in on the idea – but London Heliport has held its control of the skies since 1959.

After more than 50 years of operating, the current owner decided recently that the heliport was long overdue a major face-lift.

And visiting it now people will notice a modern, stylish and slick place to fly in to and out of.

Simon Hutchins is the Heliport Manager and has worked there for 13 years, so has seen the changes come in from the start.

“When the current owner, who is a hotelier by trade, came into the business it seemed logical to him that if he acquired the Heliport and the hotel he could incorporate the terminal building within the hotel and improve the look of the Heliport,” said Simon.

“We now have a fantastic hotel in the same complex as the Heliport, which in

itself has had a brand new terminal building."

The new development started building work in summer of 2006 so it has been a long and drawn out process to get where they are today. There is only a cleaning up exercise left for the heliport to cope with and then the full refurbishment will be complete.

“For a long time we’ve been working through a building process and we’ve had to adjust our operations to make sure we can continue to operate safely," said Simon.

"It will be great to arrive at the end and we’re nearly there. All we’re waiting for is the new ATC tower to be finished and for the CAA to sign it off. ” During the interim period the Air Traffic Controllers have had to work in a temporary tower. That in itself was a problem.

“The temporary building [actually, a converted truck] took a long time to get CAA approval to use it during the refurbishment.

It is normally used for ➽

BLADES fresh air for helicopters April 2011

35 q Main: An artist's impression of the final look of the heliport; Inset: The original terminal building from 1959 that was only demolished in 2009!

April 2011 BLADES fresh air for helicopters

36 operator profile London Heliport special events in a Class G airspace stuck out in the sticks as opposed to Class A airspace here, so it had to be able to handle talking to Heathrow and other London traffic. It has taken a bit longer than we anticipated,” said Christopher Forrest, the Group Operations Director at PremiAir, the company that runs the Heliport.

“To its credit, the CAA has really helped us to make sure we could continue to operate. The assistance we have received from the Air Traffic Standards branch has been brilliant – we haven’t had any barriers put in our way,” he added.

The operators believe Heliport should be finished by the end of April this year. It was the first major investment in the heliport since it first opened more than 50 years ago.

Business based Unlike other airfields and larger airports, the potential floor space at London Heliport is exceptionally limited, there is no room for a larger footprint within its location.

“We have very little floor space, we are only a small site. So we do rely on being able to turn aircraft around quickly,” said Simon.

“Having said that, we do have customers who want to keep their aircraft here for the day whilst they are on business. We do park aircraft but only for short periods of time. No aircraft are based here. We can be more flexible that way,” he added.

The majority of people travelling in and out of the Heliport use London for business.

“Most of our customers, one way or another, are

BLADES fresh air for helicopters April 2011

‘’

With PPR the heliport can handle an aircraft with 10 minutes notice using the heliport for business travel. It could be people travelling pointto-point for business engagements or places of business. There’s very little leisure flying.

"Even the people who fly to Ascot, or to Silverstone for the Formula One, or other major events are going there for business meetings,” said Simon.

The heliport has to be flexible with its movements – as is the nature of

helicopters. It works on a PPR system and, at times, can handle an aircraft with as little as 10 minutes notice.

“Most of our customers will book well in advance but from my own flying experience, I’ve booked over the radio on occasions when I've been en route because the customer has asked if we can go in. I’ve called up for a slot and the answer has been yes,” said Christopher.

For international flights, such as northern France, Belgium and Holland, the Heliport needs only four hours prior notice.

“We are a Certificate of Agreement heliport, meaning we have an agreement with the UK Border Agency. So as long as we have the advance notice, and a declaration of the passengers on board, to send to the agency it’s fine.

"If the Border Agency or Revenue & Customs want to come and attend the flight, they have sufficient time to do so.

"However, the Common Trade Area, or the islands of Britain, such as the Channel Islands, Isle of Man and Ireland, require a clearance through Special Branch and they need 12 hours notice.

We make sure that our customers are well aware of the notification period. We have this agreement with the Border Agency and we want to protect that, so we work closely with the agency,” said Simon.

“A large proportion of our flights are international because we are an attractive destination, thanks to being able to process passengers quickly.

“It’s very rare that the private owner will fly in to us

37 for a day in London. They are more than welcome if they want to, but very few do,” added Christopher.

“The advantage we have is we are right in the centre of London. Our landing fees are more expensive compared to places in the sticks, but when customers walk through our new facilities it shows that the money they’re paying has gone on improvements in the Heliport – and they appreciate that.”

Before the economic down turn the Heliport was working at near full capacity, in terms of movements.

“In 2007-2008 we were pushing to the limit of our movements, and had to manage the slots quite closely to make sure people could still get access. But along with the rest of the aviation world,

we have suffered due to the economic slowdown.

Since the initial downturn the problem has steadied and we are starting to see an upturn now. January and February of 2011 have shown a considerable increase on the same period the year before, which is very encouraging,” said Christopher.

“Aside from business customers, the HEMS team of the London Air Ambulance, who are based at Royal London Hospital, come here for fuel. We have a good arrangement – we don’t charge them for a landing fee and Wandsworth Borough Council don't count it as one of our movements,” he added.

The Heliport does have a unique advantage over other ways of getting into London and being the only

‘’

It's important that people have fast access in and out of London

CAA approved heliport in the capital has a bit of a monopoly on business.

“It’s very important that people have fast access in and out of London,” said Christopher.

“The significant investment in the heliport and hotel has made it the best in Europe.

We have taken a lot of care, time and attention in the project which means we can offer a lot better service to our customers. The hotel has fantastic conference facilities

meaning that our customers can fly in and then not have to deal with the London traffic to get to meetings.

"This works really well for customers coming across the Atlantic as we are only 20 minutes flight time from all the airports that serve London."

It seems that London Heliport will hold its unique standpoint for the foreseeable future.

“Other councils are reluctant to approve proposals for new heliports within London. In the past there have been schemes to build other heliports, but they have either been rejected or only reached so far before running into financial troubles or planning problems,” explained Simon.

“At this moment in time – and it looks unlikely to change – Boris Johnson’s

strategy is that there will be no other heliports in the capital which is good from our point of view, but probably not for the industry,” said Christopher.

In terms of future growth Christopher had this to add: “From an operational point of view, if there was an argument that satisfied everyone, then I think we could incorporate more movements but it's not planned at the moment.

The only potential where we may need to increase the movements will be during the Olympics – but we’ll have to see how it will work.”

Going for Gold With the Olympics arriving next year, London Heliport is gearing up for action. But at the moment there has been a slight hiccup due to the announcement of the ➽ q Clockwise from main: The fantastic new hotel; an AW109 coming into land; and the new terminal building where customers relax in luxury

April 2011 BLADES fresh air for helicopters

38 operator profile London Heliport restricted airspace covering the events.

“The problem we have is that according to the restrictions, we’re situated right in the prohibited zone.

"Now that doesn’t mean we can’t operate because there are discussions still to be had. It is very important from the helicopter industry’s point of view that whatever restrictions are put in place are as painless as possible. A, because we’re trying to climb out of recession and B, the period during the Olympics is when we’ll be at our busiest,” explained Christopher.

“There are plans for exemptions and the Olympics will bring in extra business, but despite that we’re still going to need to run our day-to-day business and keep our regular customers happy.”

The CAA is being cooperative and working with the Heliport. But it seems the problems stem from The Department for Transport and security agencies who seem to have little knowledge about the inner workings of aviation.

“A large focus has been on the bigger airports, so along with the smaller airfields we have been overlooked,” explained Christopher.

“A very important factor is that the Heliport and helicopter industry are involved in these types of special events every year. We know how do deal with VIPs, we have involvement with Special Branch and it's in our own interest to keep people safe and risks to a minimum.

So I hope the Olympic organisations realise that we are used to this sort of event and have managed them, thus far, really well.”

CLOSE Community The Heliport works very closely with Wandsworth Borough Council to keep residents happy and complaints to a minimum.

CAA statistics show that the Heliport is responsible for just under 35% of the helicopter traffic coming in and out of London.

“That doesn’t matter to the man or woman on the street.

We get complaints for every helicopter that comes into London,” said Christopher.

There was a helicopter discussion and paper called ‘London In A Spin’, which was all about helicopter noise. One of the recommendations of that was a consultation group should be put together, about the Heliport, led

by Wandsworth Borough

q Clockwise from right: landing over the water; the heliport as it looks today; the front of the hotel and reception for the terminal building

BLADES fresh air for helicopters April 2011

info what the heliport offers • Sound-proofed, air-conditioned

VIP passenger departure lounge with connecting smaller lounge for additional privacy • Customer drop-off and car waiting area at front of terminal • Main heliport entrance via private reception area • Secure airside access and site security • Chauffeur driven, private hire car and London black taxi services • Complimentary newspapers, periodicals, coffee, tea, herbal infusions, soft drinks & biscuits • Satellite television and digital radio and wireless internet • Aircrew rest area with flight-planning & meteorological briefing

Council so that operations, noise and everything else could be discussed. This lead to the London Heliport Consultative Group which meets every four months.

It involves Hammersmith and Fulham, Kensington and Chelsea as well as Wandsworth Borough Councils, together with representatives from the local residents, where they discuss any issues they have with the heliport.

The Heliport also looks after the local community should there be any complaints. “We do have a

• Border Control for international

flights through agreement with the UK Border Agency, plus quick access to Revenue & Customs • Full Air Traffic Control (ATC) service • Aircraft handling, ground support and fuelling (Avtur only) • Dedicated H2 Level Fire & Rescue service • Hotel Verta, a modern luxury hotel featuring 70 rooms and suites, bar, restaurant, spa and conference, banqueting and meeting rooms.

• Concierge and valet car parking services through adjoining Hotel Verta • The only licensed heliport in the capital's centre www.londonheliport.co.uk

robust complaints system,” said Christopher.

“Every complaint is followed up and looked into. The results are then explained to the plaintiff.

Most complaints stem from not knowing what is going on but once we’ve explained they are normally fine.

“However if a pilot has misbehaved then we will give him a talking to, if he chooses to do it again we have the power to refuse them entry – it’s a last resort and we’ve not had to do it yet,” he added.

On the other side of the

coin, it seems that a lot of the local residents love the fact they live close to the London Heliport.

“Christopher was interviewed by BBC Radio London about the Heliport, mainly due to complaints," said Simon. "But when the BBC interviewed local residents all of them said they didn’t mind the Heliport.

Some even said it was part of the appeal of living in the area. One person did say he hated the sound of jets, but the helicopters were fine because they come in and then they’re gone."

EBACE2011

BUSINESS AVIATION – LINKING COMMUNITIES AND ECONOMIES

MAY 17, 18, 19, 2011 | GENEVA, SWITZERLAND

EBACE is the perfect venue for Companies who want to showcase the essential role business aviation plays in supporting jobs, mobility and economic opportunity in Europe.

This premier business aviation event will feature Exhibits, an incredible Static Display of Aircraft, Education Sessions and Maintenance & Operations Sessions (M&Os) – all located at the magnificent Geneva Palexpo and Geneva International Airport.

For more information visit: www.ebace.aero

Know More.

FIRST FLIGHT Kevin Bredenbeck in the Sikorsky X2

41

✱ Kevin in the hot seat getting ready for another test flight

THE FASTEST MAN IN A HELICOPTER Sikorsky’s X2 is the fastest helicopter to take to the skies but what's it like to fly? Andy Healey spoke to Flight Test Pilot Kevin Bredenbeck who explains how the X2 differs from other helicopters

S

ITTING in the cockpit you can see we have a regular collective on the left, right-hand side-arm controller and yaw pedals.

The side-arm controller acts just like a cyclic in a regular helicopter apart from this trim button – you push it out of detent and release, and the aircraft maintains the new attitude.

The yaw pedals also do a conventional job apart from between 60 and 120 knots forward speed when they have to deal with differential collective wash-out.

All the time you‘re airborne, the rudders are reacting and moving but in the hover they’re not doing anything because there’s no airflow over them. I move the pedals and maintain position by altering torque on either the upper or lower rotor – just like a regular contra-rotating system.

As we increase forward speed through 60 knots, the fly-by-wire system reduces its influence over

the main rotors. By 120 knots I have good airflow over the rudders and don’t need the rotors to maintain direction any more.

Collective-wise, just the same apart from a beeper to allow me to trim the main rotor speed.

As we increase speed on this rigid rotor aircraft, we approach the point where the two advancing blade leading edges go supersonic so, to avoid that, we progressively beep back the rotor speed.

For now I do it manually but, in the production model, the FBW system will take care of this

automatically, through data supplied by nose probes.

We also have a prop beeper – real simple. Push forward for faster and back for slower. In the production model I will be able to vary propeller pitch between minus 20 to plus 55 degrees.

Like in a conventional helicopter you can fly it nose-down and nose-up: on the X2 we can also approach, land and take off in a level attitude.

We also have a blended mode, which I tend to use, whereby I take-off like a conventional helicopter and lower the nose to increase

✱ The X2 on its way to a record breaking flight

‘’

It can approach, land & take off in level attitude

speed. As we catch translational lift at about 30 knots I start beeping in the prop and raising the nose, all the while reducing collective pitch until I’m flying almost like a fixed-wing. It’s a seamless transition – I don’t have to

balance the switchover.

So you can fly it like a helicopter until you want to increase speed. Then you engage the prop, bring the nose up, lower the collective and then fly it like an aeroplane. For the rest of the flight you’re just using the stick.

We still haven’t used all the available thrust but listen to this: I’m using 18 degrees of prop and I’m level at 4,500 feet at 50 knots over the runway threshold: by the time I’m at the other I’m doing 180 knots and still accelerating.

There's only one word for that – unbelievable!

✱ Sikorsky boss Jeffrey Pino (L) congratulates Kevin

April 2011 BLADES fresh air for helicopters

43

KNOW-IT-ALL T-ALL T-ALL Sponsored by Hayward Aviation

BLADES KNOW-IT-ALL SECTION Essential data and spec on all new civilian helicopters

SIKORSKY S-76D

Sikorsky’s next generation in the S-76 range, the D model, is now in production.

Upgrades include a composite four-blade main rotor system with optional ice protection, a new ‘quiet’ tail rotor, a ‘glass cockpit’ and autopilot, active vibration control and new engines.

NOTES Price: base price in US$ Performance: manufacturers’ figures Range: on standard fuel load HIGE: Hover In Ground Effect HOGE: Hover Out of Ground Effect Fuel: standard capacity

Ma in bla rotor des /0m

Eng ine

)

Sea ts

COMMENT

Ma xp ow er

SPECS

Len gth (m

litr es)

t)

Gro ss w eig ht (kg ) Em pty we igh t (k Fue g) l(

t)

Cei ling (f

t)

DIMENSIONS

HO GE (f

VN E (k

t)

PERFORMANCE

Ma xc rui se (kt ) Ma x ra ng e (n m) HIG E (f

BASICS

IFR /VF R Pri ce (ba se)

AIRCRAFT

AGUSTA WESTLAND 21017 Cascina Costa di Samarate-Va Italy www.agustawestland.com AGUSTA WESTLAND GRAND Top-of-the-range intermediate helicopter providing high levels of cabin space and payload.

Flexible layout and large cabin sliding doors.

Grand 109 Power 119 Koala Mk11 101 139

IFR IFR VFR VFR IFR

POA POA POA POA POA

168 168 152 167 167

155 154 139 150 165

295 378 301 610 437

AW109 POWER FADEC-controlled twin turbine engines and redundancy in all critical areas, the AW109 Power meets JAR Ops 3 requirements for CAT A ops.

15600 16600 11000 10800 15360

10000 11800 7300 4800 8130

16200 19600 15000 10000 20000

3175 2850 3150 15600 6400

1660 1585 1455 9200 3685

1520 1265 1695 6000 2715

11.70 11.46 12.92 22.80 13.52

8 8 8 33 17

119 KOALA MK11 AW119 Ke is an eight-seat single turbine helicopter designed to provide high productivity and performance at a competitive price.

2 x PWC PW207C 2 x PWC PW206C PWC PT6B-37A 3 x GE CT-7 2 x PWC PT6C-67C

2 x 735 2 x 640 1002 3 x 2527 2 x 1679

4/10.83 4/11.00 4/10.83 4/18.60 4/13.80

Fast, elegant, smooth.

See that blue flashing light...

What does ‘Koala’ mean? Cuddly?

Heavy-lifter favoured by military.

Newest multi-role helicopter from AW.

BELL Fort Worth, Texas, 76101. USA www.bellhelicopter.textron.com BELL 206B3 Latest version of the JetRanger is a tried and tested light single, with low operating costs and impressive safety record. A legend!

206B3 206L4 412EP 407 427 429 430

VFR VFR IFR VFR VFR VFR IFR

POA POA POA POA POA POA POA

BELL 412 Medium twin that’s a workhorse for the industry, capable of coping with extreme climates.

Wide-opening doors will accommodate a two-ton forklift.

BELL 429 Advanced light twin that’s just completed Type Certification in both North America and Europe.

Seats eight, open cabin and flat floor, single pilot IFR possible.

122 130 140 140 140 tba 150

115 112 122 133 138 142 139

tbc tbc tbc tbc tbc 350 tbc

13200 10000 10200 12200 9000 12000 10100

5300 6500 5200 10400 6000 11000 6200

13500 10000 16300 17600 10000 tbc 8300

1519 2018 5398 2268 2880 3175 4218

777 1056 3131 1216 1760 1950 2420

674 962 2267 1052 1120 1225 1798

12.00 12.90 17.10 12.60 13.00 tbc 15.30

5 7 15 7 8 8 9

Rolls-Royce 250-C20J Rolls-Royce 250-C30P PWC PT6T-3D Rolls-Royce 250-C47B PWC PW207D

420 726 1800 813 1420

2/10.20 2/11.30 4/14.00 4/10.70 ?/11.30

Rolls-Royce 250-C40B

1616

?/12.80

Latest (and last?) JetRanger.

Stretched version of the JetRanger.

Tough guy, says Bell.

High performer.

Uses adapted military technology.

Bell’s new big one.

Style and substance.

87

78

174nm

3525

na

6500

757

467

281

8.53

1

Lycoming IVO-360-A1A

180

2/7.25

For enthusiasts only.

BRANTLY www.brantly.com B-2B

VFR

POA

ENSTROM Twin County Airport, Menominee, Minnesota. 49858. USA www.enstromhelicopter.com ENSTROM 480B Single-engine turbine finding favour with police worldwide.

New version with latest Rolls-Royce RR500 engine being developed.

280FX Shark 480B F-28F

VFR VFR VFR

404,900 939,500 404,900

102 125 97

100 115 100

ENSTROM F-28F FALCON Wide cabin seats three. Also a favourite of law enforcement agencies. Has a turbocharged piston engine. More than 600 delivered.

229 375 229

13200 15600 13200

8700 14000 8700

12000 13000 12000

1180 1360 1179

744 816 744

422 544 435

ENSTROM 280FX SHARK 280FX is the latest in the series of Shark piston helicopters.

The Shark’s striking and aerodynamic body-styling have won it several design awards.

8.90 9.10 8.90

3 5 3

Lycoming HIO-360-F1AD Turbo 225 RR 250-C20W 420 Lycoming HIO-360-F1AD Turbo 225

3/9.75 3/9.75 3/9.75

Good-looking and fast.

Turbine powered five-seater.

Favourite of the law.

26.60

na

2 x JFTD12A-4A

5/22.00

Specialist heavy-lifter and fire-fighter.

ERICKSON AIR CRANE 3100 Willow Springs Road, Central Point, Oregon, 97502, USA www.ericksonaircrane.com S-64E

VFR

50m

115

115

530

14000

14000

14000

18900

9000

9000

2 x 4500

MORE STATS OVER THE PAGE EUROCOPTER – SIKORSKY April 2011 BLADES fresh air for helicopters

44 KNOW-IT-ALL Sponsored by Hayward Aviation

Ma in bla rotor des /0m

COMMENT

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litr es)

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t)

PERFORMANCE

Ma xc rui se (kt ) Ma x ra ng e (n m) HIG E (f

BASICS

IFR /VF R Pri ce (ba se)

AIRCRAFT

EUROCOPTER Aeroport International de Marseille, Marignane Cedex, 13725, France. www.eurocopter.com EC120B Smallest in the Eurocopter range, the EC120B, also known as the Colibri (Hummingbird).

It’s a 1.6-ton, single-engine multi-mission aircraft.

EC 120B AS 350B2 AS 350 B3 EC 130B4 AS 355NP EC 135P2+ EC 135T2+ EC 145 AS 365N3 EC 155B1 AS 332L1 EC 225

VFR VFR VFR VFR VFR IFR IFR IFR IFR VFR IFR IFR

POA POA POA POA POA POA POA POA POA POA POA POA

150 155 155 155 150 140 140 145 155 175 150 175

120 133 140 130 120 137 137 133 145 143 141 141

383 360 359 329 395 342 334 370 427 427 454 448

AS 350 B3 The ‘Single Squirrel’ is used on a wide range of missions, including aerial work, training, observation, fire fighting and law enforcement.

9250 9850 13285 10165 8450 10000 10000 9600 8596 7050 10663 6350

7600 7550 11200 8325 7080 6600 6600 2530 3773 sea level 7546 2607

17310 15100 16630 15655 13380 10000 10000 17200 15223 15000 9500 13180

1715 2250 2250 2427 2600 2910 2910 3585 4300 4920 8600 11000

990 1224 1241 1376 1490 1455 1455 1792 2409 2618 4510 5281

EC135 The EC135 is a powerful, lightweight, twin-engine multi-mission helicopter that showcases top-notch technology including an enclosed tail rotor.

406 540 540 590 730 700 700 867 1135 1257 2020 2553

11.52 12.94 12.94 12.64 12.94 12.16 12.16 13.03 13.73 14.30 18.70 19.50

5 7 7 8 7 7 7 10 12 14 20 26

Turbomecca Arrius 2F Turbomecca Arrius 1D1 Arriel 2B Arriel 2B 2 x Turbomecca Arrius 1A 2 x PWC PW206B2 2 x Turbomecca Arrius 2B2 2 x Arriel IE2 2 x Arriel 2C 2 x Arriel 2C2 2 x Maila 1A1 2 x Makila 2A

504 732 847 847 2 x 456 2 x 621 2 x 633 2 x 738 2 x 851 2 x 935 2 x 1819 2 x 2097

3/10.00 4/10.69 4/10.69 4/10.69 3/10.69 4/10.20 4/10.20 4/11.00 4/11.90 4/12.60 4/15.60 4/16.20

Joint venture with Chinese Latest ‘Single Squirrel’ Landed on top of Mount Everest!

Improved version of the AS350 Latest ‘Twin Squirrel’ Best-selling light twin As above, with alternative power Based on Bolkow 117 Distinctive Dauphin styling FADEC engines optimised for hot & high Medium twin in the Super Puma range Immensely capable people carrier

170

6.31

2

Lycoming o360-J2A

145

3/7.20

Certified two years ago. R22 beater!

GUIMBAL 1070 Rue de Lieutenant Parayre, Aerodrome d’Aix-en-Provence. Les Milles, 13290. France. www.guimbal.com Cabri G2

VFR

370,000

130

100

500

na

na

13000

700

430

MD 4555 East McDowells Road, Mesa Arizona 85205 USA www.mdhelicopters.com MD 500E High performer, great shape, latest model has more rear pax room and is being certified with a SAGEM glass cockpit.

500E 520N 530F 600N Explorer 902

VFR VFR VFR VFR IFR

POA POA POA POA POA

152 152 152 152 140

135 123 135 148 134

239 210 232 423 2020

MD 520N NOTAR (No TAil Rotor) system offers more safety especially in difficult landing/take-off situations.

8500 9300 16000 11100 12200

6000 5600 14400 6000 10400

13000 13200 18700 13200 18600

1613 1519 1406 1860 2834

672 719 722 953 1519

242 242 242 435 606

9.40 9.80 9.80 10.90 9.80

4 4 4 7 7

MD 600N The MD 600N® is an eight-place, light, single-turbine engine helicopter that provides high performance and increased capacity.

Rolls-Royce 250-C20B Rolls-Royce 250-C20R Rolls-Royce 250-C30 Rolls-Royce 250-C47 2 x PWC PW207E

450 450 650 808 2 x 550

5/8.10 5/8.30 5/8.30 5/8.40 5/10.30

‘Ferrari of helicopters’ Multi role ops Can be converted to cargo ops 8-seat light single Police love it!

ROBINSON 2901 Airport Drive, Torrance California 90505 USA www.robinsonheli.com R22 The two-seat helicopter that started Robinson off as a major manufacturer. Used for training, personal flight and even cattle round ups!

R22 Beta II R44 Raven I R44 Raven II

VFR VFR VFR

243,000 333,000 404,000

102 120 117

96 115 117

180 365 348

R44 RAVEN 1 The first Raven version of the R44 four-seater, seen here as the ‘Clipper’, with floats.

9400 6400 8950

5200 5100 7500

14000 14000 14000

621 1089 1134

388 654 683

73 116 116

8.80 11.70 11.70

2 4 4

R44 RAVEN 11 Upgraded version of the Raven 1 with fuel-injected engine and a 100lb increased payload.

Lycoming O-360-J2A Lycoming O-540-F1B5 Lycoming IO-540-AE 1A5

131 225 245

2/7.70 2/10.10 2/10.10

Two-seat personal helicopter Good value four-seater Improved R44

RUSSIAN HELICOPTERS Building 2, 2A Sokolnichesky Val, Moscow 107113, Russia www.rus-helicopters.ru MI-34C1/C2 The light Mi-34C is meant for corporate or private operations, training, medevac and surveillance missions. C1 piston engine, C2 turbine Mi-34C2 Ansat Ka-226T Ka-62 Ka-32A11BC Mi-38 Mi-26T

VFR VFR VFR IFR IFR IFR IFR

POA POA POA POA POA POA POA

140 148 135 166 140 173 146

119 119 119 157 124 159 138

432 270 281 405 362 497 432

KA-32A11BC Multi-purpose helicopter with co-axial dual rotors. Received EASA type certification in 2009 and in use for firefighting, construction and SAR missions. na na na na na na na

na na na na na na na

na na na na na na na

1450 3600 3600 6500 11000 16200 56000

850 2600 2400 4400 7300 11200 36000

na na na na na na na

8.85 11.18 8.23 13.50 11.30 20.15 33.747

5 6 9 16 15 32 4-5

KA-226T A load-lifter and specialist role helicopter, with fire-fighting and military credentials.

Turbomeca Arrius-2F 2 x PW-207K 2 x Turbomeca Arrius-2G1 2 x Ardiden-3G 2 x TV3-117MA 2 x TB7-117B or PW127T/S 2 x D-136

504 2 x 630 2 x 550 2 x 1680 2 x 2200 2 x 2500 2 x 11400

4/10.00 4/11.50 6/13.00 4/13.80 6/15.00 6/21.10 8/32.00

French turbine engine transforms it Spacious cabin for corporate or EMS Turbomeca engines replace RR 250s New medium twin, multi-role Co-axial rotors, multi role New cargo and passenger shuttle Absolutely massive!

SIKORSKY 6900 Main Street, Stratford, Connecticut. 06615-9129 USA www.sikorsky.com SIKORSKY S-300C Used to be the Schweizer 300C, now brought into Sikorsky brand. Popular for training and a favourite of BLADES writer Dennis Kenyon.

S-300C S-300CBi S-333 S-76C++ S-92

VFR VFR VFR IFR IFR

POA POA POA POA PIOA

95 94 120 155 165

83 80 105 155 151

201 225 310 411 539

BLADES fresh air for helicopters April 2011

SIKORSKY S-333 Light turbine single used for surveillance, inspections and training.

5800 7000 12300 7050 9000

2750 4800 9200 3300 6500

12000 10000 13000 13750 14000

930 794 1157 5306 12018

499 500 567 3177 7597

147 121 137 1064 2858

1.99 1.99 1.91 3.05 5.26

3 3 4 14 21

SIKORSKY S-76C++ All-round tough operator, capable of many roles. Now in C++ version, with D on the way with many big upgrades.

Lycoming HIO-360-D1A Lycoming HIO-360-G1A Rolls-Royce 250-C20W 2 x Turbomeca Arriel 2S2 2 x GE CT7-8A

190 180 280 2 x 922 2 x 2520

3/8.18 3/8.18 3/8.39 4/13.41 4/17.17

Better trainer than R22?

Fuel-injected version Light turbine single The Guv’nor!

Rival to Eurocopter’s EC225

FR EE !

lo tria Fo go l r n t of t a o o his nefa mo nt n as th tic FR we EE bs ite ,

O ER A P. O O .L W W W

MAKE YOUR FLYING EASY! Let skybookGA™ take the pressure off planning your next flight!

NEW AND IMPROVED! Skybook GA™ now has loads of new features, including: RESTRICTED AREAS (TEMP) MAP This has now been updated so you can see multiple NOTAM that are centred on the same point.

SATELLITE IMAGES UPDATE The display for satellite images has been updated to a carousel display to aid searching which now can be opened in a separate window.

METAR FEED This loads airfield METAR details onto Google Earth. Wind speed, direction and cloud cover are displayed. You can also seelive weather along your route.

For more details about Skybook GA™ and all the latest updates visit www.skybookga.com SKYBOOK GA ARE ALWAYS LOOKING TO IMPROVE OUR PRODUCTS, IF YOU HAVE ANY SUGGESTIONS PLEASE LET US KNOW AT SUPPORT@SKYBOOKGA.COM TO TAKE ADVANTAGE OF OUR SPECIAL OFFER OF A ONE-MONTH FREE TRIAL, OR TO SUBSCRIBE TO THE SERVICE, LOG ON TO WWW.LOOP.AERO, CLICK ON THE SKYBOOK TAB AND FOLLOW THE INSTRUCTIONS. YOU’LL WONDER HOW YOU EVER COPED WITHOUT IT! March 2011 BLADES fresh air for helicopters

SUBSCRIPTIONS

BLADES is the most passionate advocate of helicopter flight in publishing. With news, show reports, flight tests of machinery as varied as Bell's 47 to Eurocopter's EC135, and field reports from operators,military excersises, and record-setting expeditions, BLADES covers every aspect of rotary.

Benefits include: ✱ Delivered straight to your door ✱ Get your issue before it’s out in the shops ✱ Save on the cover price ✱ Just £29.95 for 12 issues (within the UK) FOR AN ANNUAL SUBSCRIPTION TO BLADES, CONTACT THE SUBSCRIPTION DESK ON +44(0)1223 499799 OR EMAIL SUBSCRIPTIONS@LOOP.AERO

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28/02/2011 21:08

HELICOPTER

FLIGHTTRAINING ABERDEENSHIRE HJS Helicopters Cutler Helipad PPL(H), CPL(H), FI(H), Type Ratings, Night Rating, LPC’s 01224 739111 www.hjshelicopters.co.uk

DURHAM Northumbria Helicopters

Newcastle International Airport PPL(H), CPL(H), Type Ratings, Night Rating, LPC’s 0191 2866 999 www.northumbriahelicopters.co.uk

LEICESTERSHIRE East Midlands Helicopters

Costock Heliport PPL(H), CPL(H), Type Ratings, Night Rating, Robinson Safety Course, LPC’s 01509 856464 www.helicopter-services.co.uk

SURREY London Helicopters – A Patriot Aerospace Company Redhill Aerodrome PPL(H), CPL(H), FI(H), Type Ratings, Night Rating, LPC’s 01737 823514 www.londonhelicopters.co.uk

BEDFORDSHIRE Cranfield Helicopters Cranfield Airport PPL(H), Type Ratings, Night Ratings, LPC’s 01234 758101 www.cranfieldhelicopters.com

ESSEX Iris Aviation Southend Airport PPL(H), Night Training, LPC’s 01702 456 330 www.irisaviation.co.uk

LINCOLNSHIRE Heliyorks

Humberside Airport PPL(H), CPL(H), Type Ratings, Instrument, Night Training, LPC’s 01652 688831 or 07703 260593 www.heliyorks.co.uk

TYNE & WEAR Northumbria Helicopters

Regional PPL(H), CPL(H), Type Ratings, Night Rating, LPC’s 0191 2866 999 www.northumbriahelicopters.co.uk

BUCKINGHAMSHIRE Heli Air

Wycombe Air Park & Denham PPL(H), CPL(H), FI(H), IR(H), Type Ratings, Night Rating, LPC’s 01494 769976/01895 835899 www.heliair.com

GLOUCESTERSHIRE Heliflight UK – A Patriot Aerospace Company

Gloucestershire Airport PPL(H), CPL(H), FI(H), Night Rating, LPC’s 01452 714555 www.heliflightuk.com

NORTHAMPTONSHIRE

CAMBRIDGESHIRE MFH Helicopters

Conington Airfield PPL(H).CPL(H),FI(H),Type Ratings, Night Rating, LPC’s.

020 7499 2233 or 07779 086911 www.mfhhelicopters.co.uk

HEREFORDSHIRE Tiger Helicopters

Shobdon Airfield PPL(H), CPL(H), FI(H), IR(H), Type Ratings, Night Rating, LPC’s 01568 708028 www.tigerhelicopters.co.uk

NOTTINGHAMSHIRE

Heli Air

Central Helicopters

Silverstone PPL(H), CPL(H), FI(H), IR(H), Type Ratings, Night Rating, LPC’s 01327 857752 www.heliairsilverstone.com

Nottingham Airport PPL(H), CPL(H), Type Ratings, Night Rating, LPC’s 0115 981 4401 www.centralhelicopters.com

WARWICKSHIRE

WEST SUSSEX

Heli Air

Wellesbourne PPL(H), CPL(H), FI(H), IR(H), Type Ratings, Night Rating, LPC’s 01789 470476 www.heliair.com

Elite Helicopters

Goodwood Aerodrome PPL(H), CPL(H), Type Ratings, Night Rating, LPC’s 0800 804 8812 or 01243 530165 www.elitehelicopters.co.uk

CUMBRIA Northumbria Helicopters

Northumbria Helicopters Regional PPL(H), CPL(H), Type Ratings, Night Rating, LPC’s 0191 2866 999 www.northumbriahelicopters.co.uk

KENT Polar Helicopters

Manston Airport PPL(H), CPL(H), Type Ratings, Night Rating, LPC’s 01843 823 067 or 07789 407 389 www.polarhelicopters.com

SOUTH IRELAND Executive Helicopters Galway Airport PPL(H), CPL(H), FI(H), Type Ratings, Night Rating, LPC’s, International Students taken +353 91 783300 www.executive-helicopters.com

DORSET Bournemouth Helicopters Bournemouth International Airport PPL(H), Type Ratings, Night Rating, Mountain Course, LPC’s 01202 590800 www.bournemouthhelicopters.co.uk

LANCASHIRE Heliblackpool Blackpool Airport PPL(H), CPL(H), FI(H), Night Rating, FAA Approval, LPC’s 01253 400 423 or 07876 637 572 www.heliblackpool.co.uk

STAFFORDSHIRE Staffordshire Helicopters

Tatenhill Airfield PPL(H), Type Ratings, Night Rating, FAA Approval, LPC’s 01283 575164 www.staffordshirehelicopters.com

WEST YORKSHIRE Multiflight

Leeds Bradford International Airport PPL(H), CPL(H), Type Ratings, Night Ratings, LPC’s 0113 238 7130 www.multiflight.co.uk

Advertise in Blades 01223 497060

April 2011 BLADES fresh air for helicopters

R44Title Raven 1

May 2008, 235 Hours, C of A Due 31.05.11. Jet Black Pearl with Extra Leather Interior.

2 Bose Headsets. Mode S, Skymap3. Always Hangared.

Price £198,000 ono VAT Paid Telephone 01977 612258 Email: don.ykc@talktalk.net

1974 BELL 206 B3

9200hrs TT High Skids Sky map Hisl 2 x Radios Dual control Reg - G-JAES ¤290.000 Euro Contact info@savback.com +46 (0) 706 365 135

1996 ENSTROM 480

Aircraft S/N: 5016 Reg - SE-JDA TSN: 2000 hrs TT No damage history Price - £290k Contact info@savback.com +46 (0) 706 365 135

1990 EUROCOPTER

Aircraft S/N: 1174 Reg-F-GJAB TSN: 2430 hours TT High Skids LH Sliding Door Completely rebuilt in 1990. ¤660.000 Euro Contact info@savback.com +46 (0) 706 365 135

2002 EUROCOPTER EC135T2

1987 Eurocopter AS350 B1

Aircraft S/N: 0214 Registration: SE-JFN TSN: 4642 hours TT Aerolite fabricated EMS equipment. Integral floor.

Oxygen system. 2 ea medical seats facing aft. 1 ea passenger seat facing fwd. 24/ 12 volt el power in cabin. ¤2.550.000 Euro Contact info@savback.com +46 (0) 706 365 135

Aircraft S/N: 1983. Reg-SEJFK. TSN: 7557 hrs TT. Cargo hook. Monit’air UMS system.

LH Sliding door. The engine has 408,2 hours less than the aircraft. ¤675.000 Euro Contact info@savback.com +46 (0) 706 365 135

1988 EUROCOPTER AS365N1 Offered by PC Aviation

S/N - 6307, G-DPHN, TT Engine & Airframe - 2,350, location - UK, Single & dual pilot IFR, Available immediately or after G inspection.

Price - Make Offer Contact: Huxley Cowen +44 (0)1865 768888 huxley@pcaviation.com www.pcaviation.com

BELL 206 L4 LONGRANGER

VIP Leather Pack Dec 2007 with only 130 hrs TT Contact Ian on 07768 530043 or ih@hgrs.co.uk

1993 EUROCOPTER BK 117B2

2008 EUROCOPTER AS 350B3

2008 AGUSTA 109 POWER ELITE

Total Time 2373Hrs. 1970/ Overhauled 2008. Complete Avionics refit including Garmin 695 Exterior presented in Black Metallic with complementing Full Black Leather Interior.

Price £275K + vat Please see our website for more detail and current stock. www.kuki.co.uk Tel 01777 839 216.

Aircraft S/N: 7247 TSN: 4726 hours TSN Lycoming engines, model LTS101-750B-1. Transmission assy, Kawasaki KB03 Two independent oil cooling and lubricant systems ¤2.800.000 Euro Contact info@savback.com +46 (0) 706 365 135

Aircraft S/N: 4441 Registration: SE-HJG TSN:1375 hours TT. Large Cabin Floor Window (right side). Cargo Swing (1400 kg) complete installation. Emergency Flotation Gear, Fixed Parts RH side Electric and De-Iced External Mirror. LH Landing Light Swivelling in Elevation and Azimut ¤1.380.000 Euro Contact info@savback.com +46 (0) 706 365 135

Emergency floats provisions, 5/6 pax conversion kit Weather radar RDR 2000 Bendix/King No damage history 442 TT. Reg - TC-HKB ¤3.900.000 Euro Contact info@savback.com +46 (0) 706 365 135

2006 EUROCOPTER EC135 T2

1996 EUROCOPTER LAMA SA 315B

1982 EUROCOPTER AS 355F1

1973 SA341 GAZELLE

Aircraft S/N: 473 Registration: F-HCDF TSN: 440 hrs TT. Dual or single/dual pilot 1FR package - Avionics Solution 7 consisting of: Avionic solution 7 interconnection wiring. Flight Control Display system MEGHAS 2xSMD45 45H (PFD,ND) 2xIPC/RCU. Flight Control Display system 2nd system MEGHAS 1 x SDM68 (PFD,ND) ¤3.600.000 EUR Contact info@savback.com +46 (0) 706 365 135

Aircraft S/N: 1241/48 Registration: OE-XCM TSN: 5 732 TT Cargo Hook Bubble Window – New Onboard Weighing system ELT Kannad 406 ¤650.000 Euro Contact info@savback.com +46 (0) 706 365 135

Aircraft S/N: 5104 Registration: G-ICSG TSN: 6544 hours TT Engine Fire Detection & Extinguishing System Engine Auto Relight Kit Grey leather trim & carpets £675.000 Contact info@savback.com +46 (0) 706 365 135

1999 EUROCOPTER EC120B

1989 EUROCOPTER AS 365N2

1993 EUROCOPTER AS355N

2005 SCHWEIZER 300CBI

Aircraft S/N: 1027 Registration: G-IGPW TSN: 908 Hours TT Dual Controls. Cabin Heating/Demisting. Emergency Floating Equipment. Swivelling Landing Light ¤710.000 EUR Contact info@savback.com +46 (0) 706 365 135

Aircraft S/N: 6315 Registration: EI-DUF TSN: 2 596 TT VIP Leather Interior Air Conditioning 2001 Exterior Paint 3 Axis Autopilot Open to offers Contact info@savback.com +46 (0) 706 365 135

Aircraft S/N: 5550 Registration: EC-FTX TSN: 4800 hrs TT L+R/H Sliding Doors High Landing Gear New paint 2005 Utility interior or VIP Configuration ¤950.000 Euro Contact info@savback.com +46 (0) 706 365 135

Aircraft S/N: 0205 Registration: EI-DMC TSN: 783 hours TT Hobbs Meter-Landing Gear Contact Switch 3 Position landing lights Skymap $270.000 USD Contact info@savback.com +46 (0) 706 365 135

MD500C Title (H369HE)

2008 EUROCOPTER EC135T2+ Offered

by PC Aviation S/N – 0635, MANUFACTURED – 2007, FIRST DELIVERED – 2008, G-RWLA, TT Engine & Airframe – 350, Location – UK, Single & dual pilot IFR, Available immediately.

Price - Make Offer Contact: Huxley Cowen +44 (0)1865 768888 huxley@pcaviation.com www.pcaviation.com

2007 EUROCOPTER EC155 B1 Offered

by PC Aviation

S/N – 6764, G-EURT, TTAF – 412, LOCATION - Northern Ireland, Price - Make Offer, Available Immediately .

Price - Make Offer Contact: Huxley Cowen +44 (0)1865 768888 huxley@pcaviation.com www.pcaviation.com

ENSTROM 480 1998 FOR SALE

ROTORWAY kits or ready built – 162F

Same owner for 5 years, TT 1350 Hrs. New tail rotor gear box. Just had new C of A in August. Good Avionics fit including GPS & Slaved Compass. Offers over £180,000No VAT Contact: 01823 461 777

Runs on Mogas, UK approved, Insurance approx £1k, servicing and spares always available, Brand new, Radio fitted, other options avail. £39,000 + VAT. Southern Helicopters LTD Tel 01279870211, Jon@rotorway.co.uk www.rotorway.co.uk

To advertise here please call Chris on 01223 497060 BLADES fresh air for helicopters April 2011

Aircraft S/N: 1099 Registration: F-GEHB TSN: 6013, 79 hrs TT King KI-525 HSI Kit Garmin GNS-430 NAV / COMM / GPS King KR-87 ADF Bendix/King KT-73 Transponder. Boses Headset ¤330000 EUR Contact info@savback.com +46 (0) 706 365 135

2000 BELL 206 – B3

Airframe: 2503 TT 250-C20J Engine: 2503 TT. Two Owners Since New, NDH, All AD’s & Bulletins Current, Original and Complete Records. High Skids with FliteSteps. Particle Separator. Wedge Windows (4) Pop-Out Type $950.000 USD Contact info@savback.com +46 (0) 706 365 135

1983 EUROCOPTER AS 355 F1

One 1998 EUROCOPTER EC135 T1

S/N 5300, Reg: G-LNTY, Location UK, TT ñ 5,000.1. AP SFIM 85 ñ W/ COUPLER, FD & MONITOR. NAV/COMM KX165, ADF KR87, GARMIN GPS 155, RADALT $875,000.00 USD Contact: Bristow US LLC Tel: +1 337 335 2219 or +1 337 335 2445 helisales@bristowgroup.com

Police role equipped with FLIR camera and thermal imaging capability, Starshout, Starburst, Lojack tracker, Microwave downlink and Vinten video recording. Equipped with HEMS floor & Femo Washington stretchers. Fully maintained by Eurocopter UK For further information please contact: Mark Wooller, IBA Group Ltd Tel: + 44 (0) 1372 22 44 88 mark.wooller@ibagroup.com

Enstrom F28 G-BONG TT 2975, good component times, engine 530 hrs, Fresh annual NOV 2010. Met silver with red leather. Bargain at only $59,000 Tel 01978 780197 or 07780700418

1993 Schweizer 300c (269c) OY-HJW. S/N S1651.

TTAF: 5641 New: muffler, M/R Blades, T/R Strap pack, M/R Shaft & hub spline type.

Low time M/R Blade dampers elatomeric, oil cooler, light weight starter. Sktforce 111 GPS. USD $159.000,00 European Aircraft Sales – Denmark +45 40165401

1996 SIKORSKY S76C+ Offered by PC Aviation

S/N - 760464, G-BYOM, TTAF - 3,700, LOCATION - Blackbushe Airport-UK, Single & dual pilot IFR, Available immediately.

Price - Make Offer Contact: Huxley Cowen +44 (0)1865 768888 huxley@pcaviation.com www.pcaviation.com To advertise here please call Chris on 01223 497060

bjarne@europeanaircraftsales.com

2000 Eurocopter EC120B Colibri OY-HJN. S/N 1072. TTAF: 3000 Bendix /King KT 76C Trans, PS Engineering PAC24 Audio Panel. Skyforce 111c GPS. 5 Seats, new carpet and seats.

ASI, VSI, ALT NR/NF Indicator, AH, Standby compass Perfect condition, Fresh 3,000 Insp, FRESH 12 YEARS Inspection EURO ¤555,000 European Aircraft Sales – Denmark +45 40165401 bjarne@europeanaircraftsales.com

Gazelle SA341G

G-UZEL (civilian) 1800 hours £165,000 o.n.o.

For details please email bob.fairall@fairalls.co.uk 07973 408329

To advertise here please call Chris on 01223 497060 April 2011 BLADES fresh air for helicopters

50 WHAT'S ON Events for you and your clients

✱ The latest from the Russian helicopter industry will be on show

THE RUSSIANS ARE HOSTING HeliRussia is celebrating its fourth show and it will be bigger than ever

H

ELIRUSSIA is the only exhibition annually held in Russia where home grown and overseas companies attend. The expo covers all aspects of helicopter industry – from design, manufacture and retrofit to operation, maintenance and possible career paths.

The show is being held again at the IEC Crocus Expo, in Moscow. The centre has 11 halls and two pavilions. The centre has only recently been built, and finished to the highest standard possible making it another example of Russia proving it can compete with the more established western world.

For 2011 there will be exhibitions from companies such as AgustaWestland, Becker Avionics and plenty more.

Plus the cream of the Russian helicopter industry will be showing off its achievements. So expect to see the Mi-38, designed by the Mil Helicopter Plant, on display.

HeliRussia enables the rest of the lesser known helicopter industry the chance to display what it has accomplished in the last year.

There is also a list of conferences taking place during the show, including lectures on the current state of the helicopter market, current

research and development advances, flight security, heliport building and plenty of others. They are all free of charge, but need to be booked in advance.

For this year organisers expect over 150 exhibitors and more than 7000 visitors to walk through the doors. www.helirussia.ru

WHAT'S ON AND WHERE TO FIND IT... ✱ APRIL 2011 2 Aerobatics Contest, Sandtoft. first event of 211. www.aerobatics.org.uk 5-7 Aircraft Interiors Expo, Hamburg. www. aircraftinteriorsexpo. com 6 13th Raoul Hafner Memorial Lecture, Defence Helicopter Flying School, RAF Shawbury.

01939 250 351 7-9 The Grand National, Aintree. www.aintree.co.uk

7-11 Antibes Yacht Show, Antibes, France, Yachts and refits.

Biggest harbour in Europe. www. antibesyachtshow.com 13 Open Cockpit Day, Helicopter Museum. www.helicopter museum.co.uk 13-14 Search & Rescue 2011, Bournemouth International Centre. www.bic.co.uk 13-16 AERO 2011, Friedrichshafen, Germany. Biggest GA show in Europe. www.aero-expo.com

BLADES fresh air for helicopters April 2011

17 Virgin London Marathon, London. www.virginlondon marathon.co.uk 21-25 Badminton Horse Trials, Somerset. www.badmintonhorse.co.uk 22-25 Easter Religious holiday.

29 The Royal Wedding, Westminister Abbey, London.

Posssibly the biggest event of the year. www.officialroyal wedding2011.org

✱ MAY 2011 3-8 Feria de Abril The April Fair, Seville Spain. a huge event with bullfighting, flamenco, horse and carriage processions. www.spanish-fiestas. com 11-13 Military Helicopter 2011, Olympia Conference Centre, London, UK. www.militaryhelicopter event.com 11-22 Cannes Film Festival, France Europe’s top film

event. www.festivalcannes.com 14 The FA Cup Final, Wembley. www.thefa.com 17-19 EBACE, Geneva, Switzerland.

Europe’s top business aviation show. www. ebace.aero 19-21 Heli-Russia, See above 22-5 French Open (tennis), Paris, France. www.fft.fr/rolandgarros 24-28 AirMed 2011, Brighton, UK. This international

congress will be held in the UK, for the first time ever. www.airmed2011.com 27-30 AviationExpo Europe, Bitburg, Germany.

New Location for the GA event www.expo. aero 28 Champions League Final (football), The biggest club cup competition.

Wembley, UK. www.uefa.com 30-10 Jun TT Races, Isle of Man, UK. www.iomtt.com

The Real Deal

For all your aviation insurance needs...

H a y w a r d Av i a t i o n L i m i t e d I n s u r a n c e

B r o k e r s

Hayward Aviation Limited Harling House 47/51 Great Suffolk St London SE1 0BS Email: info@haywards.net Web: www.haywards.net Tel: +44 (0)20 7902 7800 Fax: +44 (0)20 7928 8040 Authorised and regulated by the Financial Services Authority February 2010 BLADES fresh air for helicopters