Blades October 2011

Fresh air for helicopter pilots, owners and operators

OCTOBER 2011 ISSUE 19 £2.75

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C E CK OUH DUXT OUR HE I FORD TECH PRELV P. 12 IEW 14

SIKORSKY'S NEXT BIG THING IS IN SIGHT

NEWS SPECIAL With first deliveries near, BLADES gets insight into testing of Sikorsky's advanced new S-76D

+ TILTROTOR DESIGN p20 + DENNIS' TOP HELICOPTERS p26 + FLYING THE X3 p43

Towards a safer world

VERSATILITY NO LIMITS First brand-new light-intermediate helicopter in decades Engineered to satisfy the most demanding EMS mission requirements Wide cabin to accomodate one or two stretchers longitudinally or transversally

agustawestland.com

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FLIGHT TEST SPECIAL Mr Kenyon talks about his favourite helicopters

INSIDE P6

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NEWS Sikorsky nears its new S-76D, and other world news

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HELITECH '11 Europe's biggest helicopter show is back

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FIRST FLIGHT The Chief Test Pilot talks about flying the X3

OCTOBER 2011 ISSUE 19 £2.75

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CHEC OUT K DUXFOUR HELIT ORD PREV ECH IEW P. 12-14

SIKORSKY'S NEXT BIG THING IS IN SIGHT

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FEATURE Cranfield University's Aircraft Design Course

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FEATURE A safety course for the Robinson R22 and R44

LETTERS NASA's amazing photography archive

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DENNIS The stress of sending students solo revealed

Fresh air for helicopter pilots, owners and operators

#19 October 2011

PRODUCTS Sennheiser's new headset; Jeppesen on the iPad

P50 WHAT'S ON The helicopter Olympics is back after a four-year gap

EDITORIAL ✱ 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. davidspurdens.com ✱ New Media Philip Powell e: phil@loop.aero ✱ ADVERTISEMENT SALES Key Accounts Manager Chris Wilson e: chrisw@loop.aero ✱ PUBLISHING ✱ Editor-in-Chief Dave Calderwood e: dc@loop.aero ✱ Director Sam Spurdens e: sam@loop.aero ✱ Director Dave Foster e: dave@loop.aero ✱ Head Office: +44 (0)1223 497060

NEWS SPECIAL With first deliveries near, BLADES gets insight into testing of Sikorsky's advanced new S-76D

+ TILTROTOR DESIGN p20 + DENNIS' TOP HELICOPTERS p26 + FLYING THE X3 p43

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

06

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NEWS All the best stories from the helicopter world

NEW ARRIVALS

S-76D SETS THE BAR HIGHER Sikorsky’s latest member of the S-76 family is well on its way with first deliveries expected next year

W

HEN Sikorsky’s S-76 first started to reach the civil helicopter markets in the Eighties, it set new standards for business and executive operators, as well as more traditional blue collar operations. The S-76D hopes to do the same.

With Sikorsky officially ‘sold out’ of the S-76C++ earlier this year, the wait is on for the next major new machine from the firm: the good news is, it won’t be long. Testing on the forthcoming S-76D is

forging ahead, certification is imminent, and the scheduled first deliveries are just a few months away.

Protoype No.3 of the new 15-seat medium twin made its first flight in early September, adding to a test programme that kicked off with first flights back in 2009 and now has over 500 hours of flight time and climbing quickly.

Test bird ‘D3’, as Sikorsky have denoted it, will be used to test, evaluate, and certify the S-76D’s avionics and electrical systems, with December 2011 targeted for final certification.

✱ The S-76D test ship ‘D3’ is the testbed for avionics and electrical systems

BLADES fresh air for helicopters October 2011

The first two prototypes, D1 and D2, have been piling up the hours as the S-76D nears finalisation, and recent Indirect Lightning Tests simulated the effects of lightning strikes on the S-76D’s avionics and systems; it was a success.

As you’d expect, the S-76D comes with a host of ‘faster, stronger, cleaner’ numbers that relate to direct operation costs, but much of the buzz amongst potential users and buyers has been about the engineering focus on making it a more comfortable ride

‘’

The ‘D’ offers a 14 percent increase in take off power for passengers, a better neighbour for those near its areas of operation, and safer to fly.

Much effort has gone into the ‘QuietZone’ rotor system, and Sikorsky say the allied ‘Quiet Tail Rotor’

significantly cuts cabin and external noise – something executive and city-based charter operators will love.

New FADEC Pratt & Whitney Canada PW210s have a takeoff rating of 1050shp each, 128shp (14%) more per engine than the Turbomecca Arriels in the C++, as well as significantly better hover, takeoff, and high-temp performance than the outgoing design – but with an improvement of 8% in fuel efficiency.

It has greater range, though MTOW is unchanged, 5300kg, as is the the 155kt max cruise.

07 P8

P9

Eurocopter move into new territory with a look to grow in the Asian market

One aspect sure to draw the attention of air taxi firms is the S-76D’s ‘flight into known icing’ capability. It will get the RIPS anti-ice system seen on the S-92, which will reduce ops lost to weather.

Both the main and tail rotors are given anti-ice protection.

Most noticeable to pilots will be an all-new Thales TopDeck flightdeck, with literally every addition one could hope for, and a fouraxis autopilot.

Meanwhile new composite rotors for the D are scaled down ones from the latest USAF Blackhawks, with improved resistance to damage, and better cruise and takeoff performance.

Sikorsky’s Tim Fox said of the 76D: “We continue to build on the legacy of safety and performance of the S-76 range as we mature the S-76D through test.” www.sikorsky.com

Hollywood superstar and Oscar winner Hillary Swank flies a 109

P12

Helitech, Europe’s biggest Helicopter show, is back at Duxford once again

✲ ROUND THE WORLD TOP COPS CHOP COP CHOPPER OPS UK As part of cuts announced by ACPO (Association of Chief Police Officers), South Yorkshire Police is set to lose its dedicated police helicopter unit by the end of 2012.

The county will be instead be served by helicopters based in West Yorkshire, Derbyshire and Humberside – all operated by a new National Police Air Service rather than by individual forces.

The new national service will roll out from April 2012, with South Yorkshire due to become part of the service in January 2013, retaining its own helicopter until then. ✱ Longer legs, better lift, better Ho-Hi performance, less thirsty

✱ Thales flightdeck designed to cut workload, improve safety

‘FIXTURE CONGESTION’ DELAYS SHOW CHINA Is it a testament to how fast aviation is growing in China...? A planned show for Unmanned Aerial Systems in Beijing was postponed, after a surge in aviation events left organisers unable to juggle every ball and admit it would be better to shelve the event for a year – unimaginable even two years ago.

UAS China 2011, an event for unmanned aerial system manufacturers and operators, was initially due to take place in Beijing. It transpired it would clash with a major UAV flight competition being held by Chinese aviation giant AVIC – parent company of the would-be organiser – and other international aviation events in the city as part of the Beijing Airshow. To avoid splitting the attendance – or to save face? – it was moved to 2012, with a small nationals-only event with all presentations in Mandarin taking its place.

REGISTRATION FOR 2012 NOW OPEN USA Heli-Expo, the world’s biggest helicopter show, has opened its attendee registration service for the 2012 exhibition.

The show for next year will take place on February 11-14 and is being held in Dallas, Texas, USA. Apparently hotel rooms are selling fast and organisers are already claiming that more than 600 exhibitors will be in attendance. www.rotor.com ✱ A major focus has been on reducing rotor and gearbox noise S76D TECH SPEC Engines Pratt & Whitney Canada PW210S Gross weight 11,700lb (5306kg) Vne* 155kt (287kph) Maximum cruise speed* 155kt (287kph) RANGE No reserve** 452nm (838km) 30-minute reserve 375nm (695km) Average cruise speed** 143ktas (265kmh) Average fuel flow** 620lb/ hr (335kg/hr) Endurance 4.23hr Hover out of ground effect 5000ft (1524m) Hover in ground effect 9700ft (2957m) OEI service ceiling (feet) 7550ft (2301m)

FUEL SYSTEM Normal 295gal (1116l) Auxiliary 50/102gal (189/386l) DIMENSIONS Main rotor diameter 44.0ft (13.41m) Tail rotor diameter 8.0ft (2.44 m) Overall length 52.5ft (16.00m) WEIGHTS Maximum gross weight 11,700lb (5306 kg) Empty weight utility configuration 7150lb (3243kg) Useful load 4550lb (2063kg) * Estimated performance ** At 4000ft. Long Range Cruise speed is speed for 99% best specific range

POLICE USING DRONES TO SAVE TIME CANADA The Royal Canadian Mounted Police (RCMP) is currently using the $30,000 Dragonflyer X6 unmanned drone to hover over crash sites and crime scenes. The X6 will then take photos or beam video back to officers on the ground.

The system weighs less than one kilogram and can carry either a digital still camera or a high-definition video camera.

Officers are permitted to fly it at altitudes of up to 175ft and speeds of up to 30kmh. The lower altitude means it can also get much more detailed images than helicopters.

“There are a lot of potential uses for this technology but it will not be used for any type of surveillance,” RCMP Insp. Norm Gaumont said.

NAVAL AIR SQUADRON IS BEST OF THE BEST UK The 820 Naval Air Squadron has bagged all four major naval aviation trophies. The squadron is based at Culdrose and fly Merlins in the fight against piracy, smuggling, drug trafficking and other nefarious crims. The team won the Bambara Trophy for having the best safety record, the Breitling Trophy for best result in an inspection, the Rolls-Royce Trophy for engineering efficiency, and the Australia Shield for being the most capable front-line Naval Air Squadron. www.royalnavy.mod.uk October 2011 BLADES fresh air for helicopters

08 NEWS Eurocopter, Electric flight, New BLADES

✱ Eurocopter's Aberdeen HQ opened this year, could it happen in India?

BUSINESS

EUROCOPTER AND MAHINDRA

The European giants sign an agreement with one of India’s biggest aviation groups to manufacture parts of its civil range

E

UROPEAN manufacturer Eurocopter has signed a Memorandum of Understanding with the Mahindra Group for a trade partnership with the its Indian subsidiary, Eurocopter India.

This isn't this first time Eurocopter has gone into a working relationship

within the Asian market, having partnered with AVIC (Aviation Industry Corporation of China) to build the EC175.

This new partnership will focus on the manufacture of sub-assemblies, engineering and customisation of civil helicopters, and the joint development of specific market segments.

“Eurocopter has made

✱ Eurocopter continues to make major investments in Asia

BLADES fresh air for helicopters October 2011

a commitment to support the Indian helicopter marketplace, which has potential for development as the country’s economy continues to expand,” said Eurocopter President and CEO Lutz Bertling.

“Mahindra’s excellent engineering capabilities, open up many opportunities for the partnership of our two companies.”

The co-operation with Mahindra coincides with Eurocopter’s plans to become a manufacturer in India by working with local partners, helping its knowledge of the market and adapting products to the region’s operational needs and demands.

Hemant Luthra, Chairman of Mahindra Aerospace, said: “We are delighted to

✱ Tie-up will increase its toe-hold in emerging Indian market

work with [Eurocopter] to contribute to the growth of India’s aeronautics industry and its civil aircraft market. We are already creating a niche for ourselves in the fixed-wing aircraft and aerostructures manufacturing sectors. We see our MoU as a significant step forward for both of us, as well as for the domestic aviation industry.”

Eurocopter demonstrated its commitment to the Indian market and industry with the launch of its India subsidiary Eurocopter India Private Limited, making it the first and only foreign helicopter manufacturer to have a dedicated Indian operation.

One of the subsidiary’s key priorities is to identify synergies and opportunities for partnerships with local companies to strengthen the country’s helicopter industry. www.eurcopter.com

09 NEW LOOK BLADES

TO THE FUTURE THERE have been many false dawns in publishing.

I remember warnings the internet would kill magazines; it didn’t. I remember being told paper was defunct; it isn’t.

So against this backdrop of considered cynicism is the optimism that the iPad is indeed a ‘game changer’.

The iPad is a revolution in publishing. The media tablet has changed the way we, publishers, can reach new readers, with a better publication. More importantly it’s changed the experience you the reader can have with magazines. It gives you so much ‘more’.

We started work on app versions of our magazines in October 2010. But please don’t confuse our apps with others you may have seen which are simply just PDFs of the print edition. Our apps (P1, LOOP and FLIGHTTEST on the Apple App store) are published specifically for the iPad, filled with interactivity, film, multiple pictures, and tons more detail – all wrapped up in a glorious design that will have you hooked.

Following our research with you, we think the time is right to do the same for BLADES. 37% of you have iPads; 27% expect to get

one very soon. That will put us at a critical mass of users very quickly.

Many of say you would rather receive BLADES electronically if possible, especially with so many based internationally.

We’ve listened.

Starting from the end of October, BLADES will be published bi-monthly for the iPad. As with our other apps, it will be the best of what we do in print, online and on LOOPTV, together in one place. No matter where you are in the world, you’ll be able to receive it.

Not only do we think it will be the best helicopter App you can get, but it will also be free, with the same quality design and innovation you expect. But, you won’t need to wait for the mail to get it!

The schedule for BLADES in print will recede from six times a year, to two, to ensure our focus is on the App edition you are asking for.

If you’d like to see what’s ahead, download P1 Business Aviation magazine, or LOOP, from the Apple App store. They are also free.

I hope you’ll agree they combine everything we love doing, in one place.

Sam Spurdens, BLADES Publisher

CELEBRITY FLYERS

ELECTRIC POWER

A-LIST TO CHECKLIST A BRIGHT BRAVE SPARK HOLLYWOOD A-lister Hilary Swank took a shine to fixed-wing flying when she played aviation pioneer Amelia Earhart in a recent adaptation of the famed pilot’s life. It looks like rotary flight might be her next goal.

Swank, a two-time Oscar-winner, was a recent attendee to a star-studded bash held to celebrate passionate aviation supporter Prince Azim of Brunei’s birthday at Stapleford Park.

While many stars were happy to sit in the back enjoying the ride, Ms Swank couldn’t resist the lure of the front seat.

After the charter flight was over, she was allowed behind the controls of a AgustaWestland AW109, owed by Castle Air and

under the tutelage of the captain, who said she was a natural at the controls.

Swank is training for her PPL(A) with around 20hr in a Cirrus. LOOP’s own Sam Spurdens was at the event and said: “She really enjoyed herself and flew really well.”

Does this make her a dead cert for a Jennifer Murray biopic? Hope so!

✱ Ms Swank in an AW109

PASCAL Chrétien is a history-maker: the first to fly an untethered manned electric helicopter.

Chrétien, a French aerospace engineer and helicopter pilot, and Solution F, a company specialising in hybrid engines, built the heli with electric motors and onboard batteries.

Chrétien built it in under a year with little outside help.

His flight lasted lasted 2m 10s and has earned him a place in the history books.

Chrétien knew he had to come up with a unique, lightweight design. He opted for co-axial main rotors, negating the need for a tail-rotor. And, instead of a standard cyclic, he chose a simple weight-shifting system of handlebars, which incorporates the collective.

The batteries are lithium ion polymer pouch cells,

✱ Pascal in his helicopter moments before the record attempt with an energy density of 160 Watt-hours per kg.

Though comparatively lightweight, the batteries are considered pretty unstable, and Chretien said: “The thermal instability of lithium/ cobalt chemistry does not leave room for error.”

“It is important to take it slowly. If I crash I stand

good chances to end up as a kebab. LiPo batteries are notoriously infamous for bursting to flames once distorted. This machine looks like a toy, and flies like a toy, but there is a raging tiger hidden underneath the seat, waiting to bite at the first mistake!” Blimey! www.solutionf.com

October 2011 BLADES fresh air for helicopters

WESCAM Blades Sept 2011 DPS_Layout 1 11-08-31 4:30 PM Page 1

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12 news sPeCIAL Helitech preview

q The static display on the famous Duxford Apron.

Expect even more helicopters this year

BLADES fresh air for helicopters October 2011

13 trade show

it's bigger, better, and it's baCk! Helitech is back. Europe’s biggest helicopter exhibition is making a welcome return to Duxford for the bi-annual show

A

FTER a year away in Portugal Helitech will be back for September 2729. And it looks as if 2011 will be the biggest show in its 25 year history.

Helitech is the one-stopshop to attend if you’re involved in the helicopter industry in any way, shape or form. Not only will there be displays from major manufacturers, there will also be maintenance services, accessory makers, new innovations, training solutions and even finance and leasing companies all there to show off their products and services.

As always the show is being held at the Imperial War Museum in Duxford, Cambridgeshire and there will be more than 200 exhibitors giving the show a thriving feel to the helicopter market.

Three helicopters will be making UK debuts at the show, including Eurocopter’s EC145 T2, the Cabri G2, and Aeriades will be displaying its HAD 01. The HAD was first unveiled in June this year at Le Bourget Air Show.

It has been developed by one of Aeriades member companies Heli Air Design.

This is Heli Air Design’s first

venture into the two seat light helicopter category.

It will also be offered to customers as a kit for amateur construction.

Powered by a 160hp Solar T62 converted auxiliary power unit. The company state that the HAD 01 will have a maximum take-off weight of 1543lb, including 728lb of usable load. The first flight of the prototype is due to take place soon and the company is hoping to achieve CS-27 certification by 2013.

The Cabri G2 will be on display with the Cotswold Helicopter Centre – the new UK distributor for the helicopter. It is the first two-seat helicopter to meet the EASA CS-27 and FAR-27 regulations. These regulations ensure that a rotorcraft is able to absorb high levels of energy generated in an accident without significant injury to its occupants.

The G2 represents a significant step forward in terms of crash protection levels for small helicopters.

Its design incorporates sophisticated energy absorbing seats, four-point safety harnesses and a Formula 1-derived impact resistant fuel cell. It's very much worth a look in the flesh at the show.

q Military hardware like the Apache has been known to make appearances in the past The Eurocopter EC145 T2 being shown was launched earlier this year but is yet to be seen on display at an event in the UK in its utility/rescue configuration.

This multi-role helicopter is the latest evolution of the EC145 and includes new Arriel 2E engines, advanced cockpit design, modern avionics, 4-axis autopilot and Eurocopter’s Fenestron tail rotor. First deliveries are anticipated for 2013.

Aside from the three helicopters making their UK debuts there will be more than 30

q More than 4000 working in the helicopter industry are expected to descend on Helitech

other helicopters on static display from many different manufacturers.

ConferenCe Away from the hardware and equipment on show are the conferences. This is a huge part of Helitech and covers a wide range of agendas. This year the lecturers will cover a Global Helicopter Flight Data Monitoring Workshop on the Tuesday. It is an international group of safety professionals dedicated to promoting the utilisation of HFDM. This day-long workshop will give an overview of how to implement HFDM in to an organisation, with case studies from companies already using the system.

On the Thursday the subjects are ‘blue light’ operations, which will look at current and new approaches to the organisation and delivery of police and other ‘Blue Light’ services.

Also on Thursday is the BHA (British Helicopter Association) Guest Forum – this final session in the conference will look at the future of air operations from both a UK and

European perspective and also offer an update on the EASA European Helicopter Safety Regulation.

But the big conference at the show this year will be about opportunities in the helicopter market for the offshore wind farm industry. The debate begins with a look at the future growth plans for European offshore wind farms given by The European Wind Energy Association’s Regulatory Affairs Advisor, AnneBénédicte Genachte.

Bristow Helicopters’ European Commercial Manager, Scott Butler, will then pick up the story with a look at the opportunities and challenges rotary air service providers face in supporting wind farm ops.

The session will round up with two members of the RAF’s UK SAR Force giving a glimpse into helicopter rescue techniques for offshore wind farms. Flight Lieutenant Lee Turner and Master Aircrew Chris Bodium have practical experience in researching rescue techniques in this relatively new field for search and rescue teams. www.helitechevents.com

see over for heliteCh floorplan > > > > > October 2011 BLADES fresh air for helicopters

14 news sPeCIAL Helitech preview

floorplan and main exhibitor list exhibitor a ADAC HEMS Academy GmbH Adams Aviation Supply Co Ltd Advanced Fuel Systems Aeriades Aerodata AG Aerospace Optics, Inc Aerotech UK Limited AgustaWestland Air & Cosmos Air & Marine Products Ltd Air and Ground Aviation Ltd Air Covers Ltd. Air Harrods Limited Air Service Training (Engineering) Ltd Airbox Aerospace Ltd Airclaims Ltd Airpart Supply Ltd AirWork & Heliseilerei Ametek MRO Europe AmSafe Anodyne Electronics Manufacturing Corp Avalex Technologies Aviall: A Boeing Company Avidyne Corporation Avinco Avinet & SMS Aero Axnes Aviation b Bayards Aluminium Constructies B.V. Becker Flugfunkwerk Gmbh BLR Aerospace Blue Sky Network Bond Aviation Group Bose Breeze-Eastern Bristow Academy Inc, Bristow Helicopters Ltd British Helicopter Association C CAE Caledonian Advanced Pilot Training Carl Zeiss Optronics (Pty) Ltd. Churchill Navigation CMC Electronics Cobham PLC Concorde Battery Corp Consolite Technology Ltd Cotswold Helicopter Centre d DAC International Inc Dale Techniche Ltd / Jays Flight Wear DART Diamond Aircraft UK Ltd DST Control AB e East Anglian Air Ambulance

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BLADES fresh air for helicopters October 2011

ECT Industries Elaflex Ltd EMS Aviation Enstrom Helicopter Corp Enterprise Control Systems Ltd ESG Elektroniksystem und Logistik GmbH Euravia Engineering Eurocopter Eurocopter UK European Helicopter Association FB Heliservices Ltd FDC/Aerofilte FEC Heliports Worldwide Ltd FlightSafety International FLIR Systems Ltd Fluid Transfer Ltd Frasca International Inc Frasers Aerospace Garmin (Europe) Ltd GKN Aerospace Goodrich Corporation H&S Aviation Limited H2i Helicopters Hayward Aviation Limited Headset Services Limited Heli-One217 Helicopter Association International Helipool Europe Helispares Ltd Helitune Ltd Helmet Integrated Systems Honeywell Hydrep ITP Group JR Technology Ltd6 Kamatics Corporation RWG KTS GmbH L-3 Communications Latitude Technologies Corporation Lees Avionics Ltd LFD Ltd Lightspeed LITE FLITE Lloyd Helicopters Lombard LOOP Digital Media Ltd Maintenance Support Systems Martyn Fiddler Associates Limited MD Helicopters Inc Meeker Aviation Services Milestone Aviation Group Moving Terrain Air Navigation Systems AG

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exhibitor Multiflight Ltd o Onboard Systems Inc p Parker Aerospace Patria Helicopters AB Patriot Aviation Ltd Pattonair Ltd PC Aviation Pergam-Suisse AG Phoenix Aviation Design Pioneer Aviation UK Ltd Powervamp Ltd Pratt & Whitney Canada Precision Fuel Components PremiAir Aircraft Engineering Ltd r Recovair Red Box International Reed Engineering Resource Group Ltd Revue Thommen AG RH Bodyworks Rhotheta Electronik GmbH Rolls-Royce Ross Aviation Ltd Rotor & Wing Magazine Rotor Blades Limited Rotorblatt Rotorcraft Professional Royal Aeronautical Society RUAG Aviation Rusada SA s SAAB SAGEM Satair UK Ltd. Scandinavian Avionics A/S Schroth Safety Products SEI Industries Ltd Sikorsky SkyTrac Systems Inc Sloane Helicopters Ltd Specialist Aviation Services Specialist Electronic Services Ltd Spectrolab Inc Standard Aero t Techtest Ltd Teledyne Reynolds Telvent TLC Handling Transair UK Limited Turbomeca Turner Aviation U Universal Avionics Systems Corporation v Vector Aerospace Helicopter Services Inc.

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EC145 Full Flight Simulator „takes off“ With the approval by the Federal Aviation Authority (LBA) on September 7, 2011, the second simulator of ADAC HEMS Academy at the airfield Bonn Hangelar “takes off”.

The new simulator is the only certified full-flight simulator worldwide for EC145 helicopters.

With this step the ADAC HEMS Academy completes its range of flight simulation for helicopter pilots on EC135 and EC145 and offers technology at the highest level.

The original cockpit provides a fullscreen-monitor with extremely realistic flight model representation.

The new simulator offers new possibilities, f.e. Multi-Crew Cockpit training (MCC) in the EC145 and is available from now on to all interested flight training organisations and pilots.

An interesting feature of this simulator is the 2 in 1 philosophy: Within a short time period the cockpit of the EC145 can be transformed into an EC135 EFIS cockpit.

This capability will be available for the customers of the HEMS Academy within a few months and will broaden the activities of our simulator centre.

Together with the EC135 simulator (analog cockpit – already in place) we can offer our clients the full range of simulation for EC135 and EC145 helicopters.

We will be delighted to give more details on this new possibilities.

Please visit us at the Helitech in Duxford, September 27-29, 2011, booth 1614.

Or visit our newly designed website which will be available soon with recent information on the training activities and possibilities.

For further information: www.hems-academy.de

Visit us at the Helitech Duxford September 27- 29, 2011, booth 1614 ADAC HEMS Academy GmbH Airfield Bonn-Hangelar Richthofenstraße 142 D-53757 Sankt Augustin www.hems-academy.de

PowER built on tRust

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TURB-Here_210x297_4rotors_uk.indd 1

8/02/11 17:47:55

LETTERS Your opinions and views

17

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 HOW TO BEAT HOTELS I READ John Rodiguez’s email (Hellish Hotels – BLADES #18) with interest and have a few ways to work round it.

When going to a hotel to land there is a right way to book and a wrong way. Unfortunately a lot of pilots have sown the seed for hotels to charge what they want.

The example being that the pilot will phone the hotel first, which is always correct, they then ask if there is a charge for landing.

The correct way is always phone first and ask: “Can I land?” If they say there is a charge, do not get into a conversation with that person. Always ask to speak to their immediate boss or higher and explain to them that they stand to lose a lot of business if they charge, i.e. you won't be going for that expensive Sunday lunch and you will certainly mention to other business people who might also be planning on using the hotel. If you point out how they will be losing more money by not letting you land the penny usually drops and they waive the fee. But don’t abuse the generous offer. Don’t expect to land and then disappear in a cab to a golf course and not at least have a lunch there.

Vic Nash, via email.

SNAIL MAIL IS STILL THE BEST LIKE lots of Private Pilots I received a CAA letter regarding aircrew licences on EASA aircraft from 2012.

I’ve made plain my views on EASA but here I have a beef about the CAA. They state they won’t send any more letters on this matter,

and direct us to websites, and to information subscription services.

Surely they have a duty to keep us fully informed and we don’t all have access to the Internet?

In my case, living in the sticks, I find emails are exceedingly slow in coming through. Now I fully accept that whilst in the air I am responsible for obeying all the rules and regulations but I do expect the CAA to play its part by keeping me up to date on these rules and regulations.

A sloping of the proverbial shoulders and stating that we must access websites is, I consider, a dereliction of their statutory duties.

They must by law promulgate information to us pilots and good old fashioned ‘snail mail’ is still the best way to deliver it.

Jim Cripps, via email.

CAN YOU HELP? CAN you clarify to me my legal position and rights if I am forced to make an emergency landing in a helicopter, say if I see terrible weather heading my way or have a technical issue. My current belief is, “It's an emergency and I have the right to land.”

Christopher White, via email Dennis Kenyon says: Firstly, rotary pilots will of course be aware of the changes and more stringent VFR weather limits for helicopters.

As the questioner suspects there is an absolute legal defence to making a precautionary landing virtually anywhere. That’s not to say you would not be asked to explain your actions or face a hostile reception if you set down on the

pitch at Wembley on FA Cup Final day, or a Six Nations Rugby match at Twickenham.

The ‘blanket’ defence the ANO Rules of the Air clause which states, ‘Nothing in this rule shall prohibit an aircraft from flying in such a manner as is necessary for the purpose of saving life.’

However, as said I should add that a pilot taking advantage of this rule may be required to justify his actions to the CAA later if the circumstances and location raised a few eyebrows!

A word of caution I usually add: always make an early decision to allow time to assess the proposed landing site. Don’t rush the exercise, and check the safety and suitability of the site and put into practice the exercise 26 you learned on your PPL(H) course. So the dictum is, in deteriorating weather land as soon as practicable, since as we always say it’s better to be down here wishing to be up there, than up there wishing... etc etc!

NEW SHOW IS GOOD FOR UK I WAS pleased to see that the UK will be getting an annual helicopter event, instead of just having Helitech every other year.

I think it can only help the industry, as it keeps people's interest piqued, meaning more pilots, more helicopters and ultimately, more work. Here's to the Helicopter Show in 2012.

Trevor Jones ED: We hear the 2012 Helicopter Show will be held at Silverstone instead of Farnborough

✲ STAR LETTER GREAT SITE I WAS skipping through the pages of NASA's website and happened across its 'Picture of the Day' page.

It is a fascinating insight into what the teams there do and how not everything is to do with space.

This particular picture really captured my attention. It is from

1944, and the caption reads: A Sikorsky YR-4B/HNS-1 helicopter is seen in the 30x60 Full Scale Tunnel.

A technician sets up a camera for stop-action rotor-blade photos. The Sikorsky Company built hundreds of R-4 helicopters during World War II. It was the first mass-produced helicopter. ✱ NASA's wind tunnel back in 1944

Now, I never knew NASA (or NACA, as it was back then, I discovered!) worked with manufacturers and helped them with produce better and more efficient aircraft.

If you have five minutes to spare, I highly recommend a visit to the site.

Charles Guest, via email.

ED: When the bosses aren't looking we all dive onto the NASA site: it's fascinating reading and eye-opening to see what they do.

If you want to read more about NASA check out BLADES' sister publication FLIGHTTEST on the iPad. The opening feature is what it's like to fly the Space Shuttle.

The article has even more of those amazing pictures and is told by Robert 'Hoot' Gibson, who flew five space missions, broke several world records and spent a total of 36 days in space. You can download the magazine at: http://bit.ly/mRB7YQ

CRACKING GOOD READS AS YOU'VE read on p9, BLADES is moving onto the iPad. Well, our fantastic sister magazines P1 and LOOP are already available in tablet form, each with video. P1 looks at business aviation and LOOP at GA flying, both chock full of news, reviews, and features.

P1 In the latest issue the team flight test the Falcon 2000LX, Dassault's smallest jet with added efficiency and range, and take a close look at Learjet founder Bill Lear.

Airport Focus takes an in-depth look at Le Castellet, the French airport next to the Paul Ricard circuit. Products looks at a retrofitted Garmin G1000 and in Ultra, William Spurdens tests the Bentley Continental. Plus there's aircraft listings, the 10 Commandments of Buying a Business Jet, and tons more.

In the App Store, search for 'P1 Magazine' to get the latest free issue.

LOOP The LOOP team have been busy over the last few months.

They went off to Latvia to test the Millennium Master, the fastest ultralight in the world, and the products and news teams headed off to Oshkosh in the States to get the lowdown on all the latest avionics and new and wacky products available.

On film there are interviews with the guys from Avidyne talking about their latest unit the IFD540, Dale Kalpmeier talks to Richard about what the future holds for Cirrus, and much more. Plus the regular contributions from aerobatic guru Alan Cassidy, Nick Heard, Bob Davy and the one and only Dennis Kenyon.

October 2011 BLADES fresh air for helicopters

COLUMNIST Dennis Kenyon

19

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

THINK OF THE INSTRUCTOR

I

AM standing on a sunny airfield out in the long grass, when an unexpected 20kt wind blows and a wisp of lowish cloud pops up over the horizon. Airport Met says there’s a risk of thunderstorms, but there’s not been a drop of rain all day.

Pacing nervously, I spot a nasty black cloud... and it IS heading my way. All I need now is a change of runway and a 20kt line squall to come whistling through.

I’m biting my nails, toes metaphorically curling up.

So why all the panic? It’s ‘First Solo’ time and after a period of solid training, umpteen briefs and two dozen lessons, my new pilot is winging his way around Shoreham airfield several hundred feet above, hopefully chanting the downwind checks correctly as he follows the circuit pattern practiced ‘til the cows came home... and all blissfully unaware of the anguish of his flying instructor waiting below.

Happily first solos are rarely like that, but I’ve

more than a few stories to tell to the contrary and only last year, ATC made a runway change at a critical time during a first solo. I haven’t actually checked my log book, but I’ve probably trained anything up to 200 pilots. And boy how they can vary!

On a more serious note, I cannot forget the case of an experienced fixedwing pilot who, on his first helicopter solo, was briefed to “Complete two standard helicopter circuits” but especially to “fly clear” of the tufts of low cloud that had been hanging about south of the airfield for most of the day.

As the pilot lifted off, the instructor was alarmed to see him turn out in the opposite direction to the helicopter training circuit and head for the low cloud!

Fortunately the man’s fixedwing experience prevailed and all ended well.

In the post flight brief, it emerged the pilot thought his instructor had, for some reason, wanted him to fly near the low cloud! As many will know, in R/T use,

the word ‘clear’ has been responsible for fatalities.

In the 1980s, I completed the sale of an Enstrom to a customer from Aldershot.

One of our instructors picked him up each day and flew to Shoreham for the day’s training. After the usual 15 hours or so the great day came when he was ready to solo. It was then he asked, in all seriousness, as he was now qualified to fly alone could he take his new helicopter home with him!

Meantime, I will not mention in detail the pilot who wanted to take his pet dog with him on his first solo, and another who asked if he could take his wife! CAA and ANO rules certainly prohibit the second request but I can’t find any rule disallowing the first! (After all the Russians allowed Laika to fly in Sputnik II!) The next tale to relate is the occasion where a fixed-wing student was authorised to fly the school’s Piper Cherokee on cross-country from Shoreham to Goodwood to

‘’

I will not mention in detail the pilot wanted to take his dog with him on his first solo

the west. I was later told the pilot in question had been advised by another more experienced student that all he needed to do was “follow the coast”.

The student surely did that, but set out from Shoreham on a reciprocal heading to the east. When telling the story, I have offered wagers to anyone who could cite the very furthest and most unlikely airfield that pilot could have landed while still believing ✱ Dennis with

one of his successful students, Georgie Dixon

he had found Goodwood.

It was Southend Airport.

Oddly, at the time Goodwood ATC was 119.7MHz... as was Southend ATC, so the wandering pilot’s R/T calls were acknowledged normally!

Many years ago, I was running the Skyline helicopter school at Wycombe Air Park. A few minutes following my instruction to prepare Enstrom G-WSKY for his solo flight, my student announced in a matterof-fact tone as though it happened every day, “There’s a bird’s nest in the engine.” I lifted the inspection panel where the biggest nest you could wish for sat neatly between the cylinders of the engine.

The helicopter had last flown just 36 hours earlier, so the industrious little bird had built his new home in less than a weekend. The major item here is that had the pilot just fired up and lifted-off – something I’ve witnessed all too often – an in-flight fire would have been a nasty probability.

In the late 1960s, although the rules were there, a more liberal interpretation was fairly normal.

When I first entered the civil aviation scene from the RAF, only exservice helicopter pilots were considered suitably experienced to become instructors. The CAA ‘Panel of Examiners’ was indeed a sort of cosy exservicemen’s club!

There were no PPL(H) instructors and the service pilots just did their own thing. So it was when the time came to complete the required cross-country from Shoreham Airport to qualify for my civil licence, I made an unusual request: there was an air show at Sunderland, and I asked if I could fly the 700nm round trip to see it, instead of the usual 20nm hop from Shoreham to Goodwood.

To my surprise the request was promptly granted!

October 2011 BLADES fresh air for helicopters

20 FEATURE Design innovation q The V-10 Sparrowhawk, designed by the 2010/11 MSc Aerospace Vehicle Design team at Cranfield University

BLADES fresh air for helicopters October 2011

21

the future of aircraft design Each year Cranfield University’s world-class School of Aerospace Engineering sets a vehicle design project as part of the course.

The 2010/11 task was to design a tiltrotor, and BLADES went to talk to its masterminds worDS Dave Rawlings phoTogrAphy Course students

A

rrIVINg at Cranfield University in Bedfordshire, England, you instantly recognise the signs of a fantastic and modern seat of learning: from the stunning glassfronted library to the new buildings and hangars, and countless students bustling around working on projects in summer heat, the place oozes a focus on excellence.

I’m here to meet Phillip Stocking, Senior Lecturer and Director of the ‘MSc in Aerospace Vehicle Design’ course, and some of his students to talk about the completion of their sixmonth group design project of the V-10 Sparrowhawk Advanced Tiltrotor.

All the students are doing the full-time masters course in Aerospace Vehicle Design (AVD), which this year celebrates its 65th anniversary. The very first students began their course back in 1946, and the group design projects have featured in the course since those early beginnings, set as one of the first projects on the year-long course.

“Over the years the group project has evolved,” explained Phil when talking about the decision to use a tiltrotor as the project.

“For a long time we used to alternate between a civil aircraft and a military aircraft. But we have always concentrated on fixed-wing aircraft. But more recently people have been asking, ‘Why haven’t you ever done a helicopter?’

“Firstly helicopters are much more complicated to design and designing a fixed-wing aircraft is a challenge in itself. For the students, and the staff, moving straight to designing

‘’

Getting to the end of the design phase is only part of the challenge

a helicopter was a going to be a huge step to take so we thought about attempting the design of a tiltrotor aircraft, a mix of both.”

A member of academic staff on the course decides the actual choice of aircraft before the students arrive in September, and consults with industry about potential projects.

With such a glittering track record of course students entering aerospace design, unsurprisingly “every year there is lots of interest in our projects from people within the industry,” says Phil.

“At the start of the project the students are given a concept document to begin the design. This gives them the basic shape, overall dimensions, flight ceiling, cruise speed, all up weight, and some aspirational requests such as being able to carry an underslung weight, or it should be able to carry eight people in a standard fit. You might need to consider a military application, and other alternative roles.”

For the 2010/11 course there were 76 students in total, some straight from an undergraduate university course, some sponsored by aerospace companies, and others already working in the industry.

David Ettridge was one of the students on the course and the designated project manager: “Every person on the course is

given an individual task within the project. We were split up into three streams: structures, systems and avionics. Each student was given a component to design. We all put our cases forward to select two or three components or systems we would like to work on. But in the end the course staff made the ultimate decision, then each student was given just a single component or system to design.”

At the end of the project each student had to hand in a thesis, which describes the development, modelling and analysis of the component or system they designed. teamwork As soon as the project started the team needed to make sure there was progress, so once a week at a team meeting the students would run through a risk register, an interface problems register, and an actions and decisions log.

“It was the easiest way to see how the project was coming along. As the project started to move forward you were seeing any problems that needed to be resolved,” said David. “This was the quickest way to work through those problems.”

“Getting the aircraft to the end of the design phase is only part of the challenge,” explained Phil. “What the students have to learn is that you’ve analysed it and derived solutions to the problems. The process is just as important because there’s no way you can complete the design of an aircraft in six months.”

Brian Ross worked on performance in the System Design Group. Part of his work was making sure the Centre of Gravity (CofG) was ➽ within limits.

October 2011 BLADES fresh air for helicopters

22 FEATURE Design innovation “The Sparrowhawk is relatively small so at one point it was a big problem to fit everything people wanted inside. It’s not an airliner where there’s more room.”

To help, senior industry experts came in to give advice and guidance. David says: “We explained that the structure team had been able to move forward quickly because they’ve been given an outline sketch, but the avionics guys had to develop their system requirements from a clean sheet of paper.

“The industry guy then predicted that the system designers will come back and say: ‘We now know what we want, how big it’s going to be, and how much power it needs.’ Only for everyone else to turn around and say, ‘Well it’s not going to fit in there and we haven’t got that much power.’ That is exactly what happened to the student group so it was good to see that we were experiencing the same issues as industry.”

The problems the group faced were communicating well and working as an integrated team. So when

they came to putting their information into the 3D CAD drawings there was a lot of conflict for space.

“Everybody had to work off the same model. We spent a lot of hours working together because everybody needed to compromise to get everything in the correct place,” said Javier Olivia Vilarnau, whose job it was to work on the mechanical side of the flight deck. “The landing gear was an issue.

They were asking to raise the cockpit floor, which couldn’t be done, so we were asking them to make the landing gear more compact.

“There were a lot of hours trying to balance things out – but in industry it’s exactly the same thing.” real world This isn’t just a project to design an aircraft. The team also had to work out where it would sit in the marketplace. “The project allowed us to explore the use of advanced composite materials, but we were constantly aware of where it would sit in the market,” said Stephan Fischer, responsible

BLADES fresh air for helicopters October 2011

‘’

The closest comparison is with a twin-engine turboprop

q Clockwise from main: Two possible cabin and cockpit layouts; the industry reception at the end of the course; ‘red’ variant; CAD of the complex gearbox

for Environmental Control and Ice Protection (ECS), cost, and manufacture.

“As a fixed-wing we were going to compete with the King Air and the Cessna Mustang jet. In the helicopter market we would sit in the small-to-medium light utility market, up to the size of a Super Puma.

“The difference we had is that this aircraft is unique in terms of speed, range and overall performance, and there really is nothing else on the market to compare it with. In a market analysis, the closest comparison was with a twin-engine turboprop.

“It’s not quite as fast as a business jet, but on paper we can do anything a light utility helicopter can do and fly faster and more economically. You have a lot less drag because you’re flying like an aeroplane – you’re not wasting power by using thrust to keep it in the air,” Stephan explained.

The team presented three possible variants of the V-10, denoted White, Blue, and Red (see below, right).

On the white variant a large outboard section of the

wing rotates to vertical when the engines transition from forward to vertical thrust modes, to reduce wing blockage in the downwash of the rotors during hover.

“So if the customer is someone requiring a lot of time in hover then that would be the variant they would go for because you’re reducing your thrust by about 12% for a hover,” explained David.

Unlike in previous years when the students would have plenty of similar aircraft from which to harvest data, for the tiltrotor only the BA609 and the V22 Osprey can be compared – and still there is minimal information in the public domain.

“The BA609 was really hard to research. There are lots of glitzy publicity photos but not a lot of technical information. At least there are some videos and articles of the Osprey,” said Javier.

“We learnt a lot from our research on the Osprey, because incidents are well documented. Hydraulics were a potential fire hazard, so we overcame that by not using hydraulics. All

23 our systems are electrically driven. This is just one example of what we learnt from our research.”

The team worked hard on little information; there is little published work on tiltrotor airworthiness certification, a subject the students had to consider.

“Manufacturers have been looking at tiltrotor technology since the 1940s and yet there has never been a civilian model. The BA609 is the closest industry has come, and that’s not been certified yet,” said David. innovation The team are taught “there's no point designing what's already out there” so innovation is a huge part of the project.

One of its major innovations is the throttle control assembly. Javier says: “We wanted the throttle control to be absolutely intuitive to both helicopter and fixed-wing pilots, and find a way to make it work like secondnature if it is in hover like a helicopter, or in forward flight like a fixed-wing.

In an aeroplane you push throttles forward to get more power and in a helicopter, you lift upwards.

“They are completely different systems so the solution we came up with was different from the current systems being used on the Osprey which is using a fixed-wing-style throttle, and the BA609 is using a collective like a helicopter.

“So with some research and working on some concepts, we developed a system we’ve called a Rotational Throttle Interface.

It is developed from a design proposed by Rozovski and Thaden from the University of Illinois. It enables the pilot to move it up and down like a helicopter control in hover, and then the system converts itself to a traditional fixed-wing throttle when in forward flight. Thanks to this, the pilot is able to move the throttle to correspond with the particular movement of the Sparrowhawk.

“We knew we had to do something different because our research indicated this was the possible cause of an Osprey incident. Our throttle

‘’

The concept is solid up to a preliminary concept and detailed design

is more intuitive to the aircraft motion and to both rotary and fixe-wing pilots.”

The team were also encouraged to attempt single-pilot operations for this aircraft. “The thing with single-pilot ops to work commercially is that we had to design it with a degree of autonomy so it would have the ability to fly on its own should the pilot become incapacitated,” explained Bhaskar Gorle, who worked on the avionics architecture and database network.

“We designed a sensor for the V-10 so it knows if the pilot becomes incapacitated.

It became a huge discussion about the single pilot. One pilot saves money, but if the pilot becomes unable to fly we had to work out a back up.

“So we had to decide if we had a ground controller that takes over and flies the aircraft. Or do we use the avionics that are already on the aircraft, such as the autopilot, landing systems, navigation systems, and weather and terrain avoidance systems. They are already there so why not link

them together? And have the aircraft take itself to an airport. I think single pilot ops will be the next big step in future aircraft.”

From an industry perspective the students finished a preliminary concept and even got to some very detailed design in certain components.

“For the most part the concept is solid up to a preliminary design where a company would say, “Yes, we think you have solved most of the important problems, let’s move towards detail design and prototyping,” said Brian.

“We encourage innovation in the students, to think new ideas such as developing single-pilot technical ability,” said Phillip. “Something that would be very expensive for industry to consider.

“What we have on this group project is 76 students, which over the six months are expected to put in 1000 hours each. So this is a project with 76,000 hours worth of work and if that was a project in industry, it would be huge!” www.cranfield.ac.uk

v-10 sparrowhawk(s) ThE V-10 would offer the speed and altitude capability of a conventional turboprop aircraft, with the flexibility of a helicopter.

Such a vehicle could fill a number of niches in the civil aviation market including offshore supply, SAr, executive transport, and law enforcement. In addition to this, the aircraft could be utilised for military service in roles such as medivac transport, logistic support, and as a trainer for the V22 osprey.

Consideration was given to the utilisation of the latest aerodynamics, systems, materials, and technology to improve the performance and therefore the marketability of the V-10.

In order to explore all possible benefits that could be gained from alternate configurations, three separate variants of the aircraft were worked on and designed:

q rED: wing-mounted engines produced its own set of problems

red variant The red variant is the onlyvarient that consists of tilting, wing tip nacelle mounted engines. The engines will be interconnected through a segmented drive shaft via a fuselage-mounted gearbox (see the picture opposite).

During one Engine Inoperable (oEI) conditions, power will be transmitted from one engine to the opposite prop-rotor.

Blue variant The Blue variant will consist of fuselage-mounted engines and tilting nacelles. with the engines being mounted on the upper fuselage it will avoid the need to qualify their extended use in vertical orientation. Also jet thrust could contribute to the overall forward speed of the aircraft. white variant The white variant consists of fuselage-mounted engines and tilting outboard wings and nacelles.

In order to reduce drag, the white variant was designed with a tilting outboard wing, which tilts independently of the nacelle. In helicopter mode the outer wing panel will be vertically aligned with the rotor downwash, enabling the required power for hover to be reduced by 12%.

By the time a forward speed of 40kt has been achieved, the outer panel, being clear of the rotor downwash, will be almost horizontally aligned. however, this improvement in drag performance comes at a detriment to weight and complexity.

q BLUE: Fuselage-mounted piggyback engines could help with forward thrust

q whITE: This variant is best suited for spending extended periods in hover

October 2011 BLADES fresh air for helicopters

24 Where to find all the latest and best heli gear available

✲

products q Sennheiser’s new S1 is a tech-packed and modern-looking new addition to the choice of ANR headsets

NEW hEadsEt

gEttiNg ahEad(sEt) Sennheiser are taking on the big guns in aviation headsets with the launch of the S1

S

ENNHEISER has been quiet in recent years when it comes to aviation headsets. But recently the German based company has thrown down the gauntlet with the launch of its latest digital ANR Headset, the S1.

The headset has been in development for four years and has been designed from scratch with the help of BMW DesignWorksUSA (who also design for Coca Cola, Microsoft, Puma amongst many others).

The stylistic and technological development that has gone into the S1 show that Sennheiser want to make a mark in the top line ANR headset market,

going up against the likes of the Bose A20 and new Lightspeed Zulu 2.0.

Dr Heinrich Esser, President of Professional Systems and Installed Sound at Sennheiser said at the launch of the S1 that, “It will be the best in class.”

Before development of the product started Sennheiser hosted numerous pilot focus groups to find out what we wanted from a top of the range headset. And judging by how full of features the new headset is, Sennheiser certainly listened.

The clamp pressure can be altered to suit any wearer, to fit “eggheads, blockheads and anyone in between,” said Dr. Esser.

BLADES fresh air for helicopters October 2011

“We have included a switch on the headband that can be set to either five, six or seven Newtons depending on the size of the pilot’s head,” he added.

The headband itself benefits from asymmetrical padding to alleviate any pressure hotspots, and the earcups are made from memory foam with a softer part by the temple so that spectacle wearers won’t have their glasses pushed into the side of their head.

The earcups are also shaped to help with better clamping – and especially to help passive noise reduction should the batteries run out.

When it comes to its main job – sound

processing – Sennheiser has included a trebleboost control to help with clarity of speech. “We have added this, because as people age they start to lose the ability to hear the higher frequencies, so with the three-stage trebleboost pilots will able to hear better,” said Dr. Esser.

The digital ANR cancels out feedback and feedforward sounds, checking cockpit and in-earcup noise before creating a processed signal.

Sennheiser also say that because a cockpit is a dynamic environment where sound changes, such as on takeoff versus in cruise, that it has added a novel ‘sample’ button on

the outer earcup. When pressed itl reassesses overall noise levels and changes the algorithms in the ANR to make the environment quieter again.

The audio box takes two AA batteries and Sennheiser claim of 4045 hours duration with lithium batteries. It also has separate volume controls for each ear, Bluetooth connectivity and a mono/ stereo switch.

All this doesn’t come cheap: the launch price is £998 ($995USD), likely to increase at the end of 2011.

It’s available with rotary and fixed-wing jacks.

WhERE tO fiNd it www.sennheiseraviation-s1.com

25

jEppEsEN chaRts

jEPPESEN gO DIgITAL JEPPESEN has recently announced the next step in its move to digital flight charts with the launch of Mobile FliteDeck app.

Instead of just being a standard Jeppesen chart formatted into a PDF to view on the iPad, these new charts are data-driven and interactive.

The new charts provide digital en-route navigation information and are available for Jeppesen's worldwide geo-referenced terminal charts.

Designed for use on the ground and in the cockpit, Jeppesen say it’s flying’s first dynamically rendered mobile solution, optimised for paper chart replacement in all phases of flight. FliteDeck includes own-ship position and route overlay as well as the ability to view a complete

library of terminal charts, airport diagrams and Jeppesen Airway Manual text information. This means that for the first time Jeppesen’s Airway Manual Service is available in fully electronic format.

“Jeppesen Mobile FliteDeck does not rely on a ‘stitched-together’ view of scanned en route charts, but rather presents automated, interactive information including data critical for en route operations, with details available at the touch of a finger,” said Tim Huegel, director, Jeppesen Aviation Portfolio Management.

“It provides pilots and operators with an option to integrate digital charts in the cockpit. It greatly improves a pilot’s situational and operational awareness and is backed

with the most accurate flight information available, presented in a highly interactive manner through a brand new innovative and simple app.”

q Information can be viewed with one touch

sEaRchlight

the app, customers need a JeppView or Express JeppView subscription.

WhERE tO fiNd it www.jeppesen.com/mobile

q Planned routes at your fingertips

ipad sOftWaRE

SHEDDINg LIgHT ON NEW IDEAS THoMMEN has announced that its HS-1600 and HSL800 headlights are now on the market, with their hopes it will “revolutionise the industry.”

Walter Fischbach, head of Services at Thommen, said, “our searchlight has undergone extensive testing and practical flight trials under the scrutiny of major European helicopter oEMs and also many experienced law enforcement operator and passed with flying colours.”

Currently helicopter searchlight systems are a composite of multiple components: the searchlight, power supplies, junction boxes, slaving software interfaces, and so on. The HSL-1600 system is integrated within the searchlight itself, simplifying installation.

The 1600 includes a 1600watt Xenon lamp, IR filter design that is incorporated within the light assembly allowing

Jeppesen Mobile FliteDeck is available for download at no additional charge for Jeppesen digital data subscribers through the App Store. To use

q HSL-1600, lighting the way forward deployment at mission airspeed with a range of 1000 meters (up to 1600m in ‘park mode’), a 4° to 20° beam focus capability, a profile mounting plate and streamlined frame that, according to Thommen, work together to stabilise the beam and allow the helicopter to operate at higher airspeeds during searchlight operations.

All power management, control and system integration circuitry including active slaving capability for onboard

FLIR, camera systems and/ or helmet sight systems is integrated into the unit itself, eliminating the need for any additional remote junction boxes and additional cabling.

The unit is easily operated via up to two independent hand control units, or from the cyclic or collective grips, and can be connected to any digital map or tracking system via a built-in interface.

The HSL-1600’s digital design allows faster movement in all directions with programmable stops and ‘keep out zones’ that allow the unit to transition around heat sensitive items like antennas or onboard equipment.

The light is maintenance free, Do-178B compliant, tested according to Do160F and will be delivered with EASA Form 1 or FAA Form 8130.

WhERE tO fiNd it www.thommen.aero

SyNTHETIC vISION ON THE iPAD WITH everyone Pro7 will launching connect products on wirelessly to the iPad, it an ADS-B seems a tablet receiver to PFD isn’t that provide up-tofar away. The date weather team at Hilton and will then Software have overlay on the gone one step en route VFR further and and IFR charts announced its q Synthetic vision for Temporary latest software just under £100! flight with Synthetic restrictions Vision! This is available and restricted airspace with wireless AHRS can be displayed support and could be the and if tapped on the next step in using a mobile screen they display device as a glass cockpit. important information The software is called such as the altitudes, WingX Pro7 and aside radio frequencies and from the synthetic vision controlling operator. the software also offers The software costs moving map with altitude- $99.95 to download from based terrain showing in iTunes, which includes a red land mass above your one-year subscription. current position. ADS-B Additional subscriptions in-flight weather can be are $99.95 per year. overlaid on the map. Pro7 WhERE tO fiNd it will show the planned www.hiltonsoftware.com routes CDI, ETE and ETA.

October 2011 BLADES fresh air for helicopters

26 flight test Dennis Kenyon's Favourite Flight Tests

BLADES fresh air for helicopters October 2011

27

WORDS Dennis Kenyon PHOTOGRAPHY David spurdens/various

Dennis has flown for blADes since issue One (he flew for a bit before that as well!). but, as many of you frequently ask him, what are his favourite helicopters tested? let's find out...

October 2011 BLADES fresh air for helicopters

28 flight test Dennis Kenyon's Favourite Flight Tests

10 bell 429 AugusT 2010

when the Bell factory brought the Bell 429 to the market, a helicopter that was as fresh and talented as Mylene Klass, and like TV’s glamorous presenter – a quite excellent concert pianist – has more going for it than meets the eye.

The 429 has an impressive pedigree development history, being the first helicopter to be manufactured under the

09 cabri g2 FebruAry 2008

now from a good ‘big un’ to a really good ‘little un’, when it was my pleasure to jet down to beautiful Aixen-Provence in France to fly the Guimbal Cabri G2.

Guimbal is a growing name in helicopter manufacture, and

MSG system (Maintenance Steering Group). The new type was also a departure from Bell’s long established two-blade ‘teetering’ main rotor in having four articulated blades.

By taking a peek at Bell's long history, we find the company hasn't actually built a new helicopter in 30 years. Sadly, a section of the aviation industry trumpeted Bell’s latest offering as nothing more than a JetRanger on steroids, a comment which revealed a stark lack of type knowledge, since the 429 was conceived following extensive

feedback from a ‘steering group’ of maintenance facilities, certification personnel and Bell’s own deep experience. As a result, routine maintenance checks are based on a cost-saving 200 hours, which is another first.

On the walkaround, I noted the neat, flush-fitting LeD lights and the rear clam shell doors which, in a heMS role, are clipped against the airframe for improved rear patient loading. The cabin interior is massive, having no less than 130 cubic feet for cargo or passengers. But I'll move on to performance.

‘’

Bruno Guimbal, the company owner, is vastly experienced, having reached heights in Eurocopter before striking out on his own.

The sleek G2 has modernity everywhere: ultra crash-worthy seats make a 25g vertical impact survivable, a derated 145hp Io-360 piston Lycoming with ‘Plasma’ ignition, glass cockpit, and a Eurocopter-esque fenestron T/R assembly.

If that isn’t enough, other than the engine the G2 doesn’t have a single airframe component with a finite life! now that will reduce operating costs.

As a final goody, the airframe is constructed using composite materials.

Real 21st Century design!

Flying it, I was impressed immediately with the wellharmonised controls and the delicate disc response from the three blades.

The cabin was spacious enough at a little over 4ft wide, and cyclic control is conventional. Cabin noise was very low too.

I recall a stiff breeze across the aerodrome

BLADES fresh air for helicopters October 2011

‘’

It set three world records in the sub 500kg class

Maintenance checks are a cost-saving 200 hours

On the air test I notched up an ASI reading of a very respectable 155kt, which with a retractable landing gear option will become nearer 165kt.

On the climb-out, I pull in power to 90% which sends the VSI round to 2500fpm.

The Flight Manual quotes a max ROC of 3000 at

100%. I ask Bell’s test pilot to demonstrate an autorotation but receive a quizzical look. Twin-rated pilots don’t do ‘autos’ but do routinely practice the OeI condition (One engine Inop) where the ‘go/no-go’ decision point is around 30kt and 20ft AGL. So here we have a modern, big capacity, super fast, and good looking machine that I found an absolute joy to fly.

Certainly as much as I’d like to lunch the fab Mylene! dennis' final say SLeeK AnD STyLISh, A GReAT ALL-ROunDeR

booming down on us from Cezanne’s ‘St Victoire’ mountain, but even at 700kg takeoff weight the G2 handled well with precious little main rotor disc flapping. I set max continuous manifold pressure and watched closely as the ASI moved to 100kt. The published Vne is 120kt.

I completed a standard engine-off landing from 65kt and with a 25kt wind on the nose, landed for a

29 zero-speed touch-down.

All very satisfactory. overall, I liked Bruno's creation, and at 260,000 Euros I see a bright future for the type, once the world economy moves on.

The G2 packs quite a punch too. Before it had even been certified

08 robinson r66 April 2011

AnOTheR newcomer to come my way recently was the long-anticipated first venture by Robinson into the world of turbines: the Robinson R66.

I tested one very soon after their first arrival into the uK, shortly after its late-2010 certification, and I wrote at the time that the Robinson was one of the smoothest helicopters I’ve ever flown.

I also said that – like the Cabri G2 – with Frank Robinson’s phenomenal record of sales success, volume sales have to be a foregone conclusion.

So, more about the ’66 (and all that…). It has a familiar (but larger than the R44) two-blade main rotor, and two-blade tail rotor. Power is supplied by Rolls-Royce’s new RR300 small turbine; the R66 is in fact the first application for the engine, which was designed for the Robinson.

In the R66 it is de-rated to 270shp maximum power.

(it got EASA approval in December 2007) it managed to set three world records in the sub500kg helicopter class.

First was altitude without a payload, reaching 6658m, nearly 22,000ft. next up was a 'time to climb' race to a height of

3000m (9840 ft) in 6min 42s. Lastly, it then bagged the record for time to climb to a height of 6000m in 22min 6sec.

I was fortunate enough to fly the Cabri on more than one occasion at its French HQ, and the company had made great

Like much of Frank's decisions, this makes much sense. with 100LL fuel prices now in the stratosphere, Jet-A1 has to be the way to go (until our greedy governments finds a way of taxing fuel used by we privateers!). yes, I was totally sold on the R66. I said after my first flight of the type (many thanks to heliAir for inviting me) that with judicious use of the collective lever on lift-off, it was nigh on impossible to tell when the skids actually left the ground. Praise indeed, I think!

And the R66 is no speed slouch either. In my flight, I set MCP and seconds later, I’m intrigued to see the ASI nudge 140kt.

At a more leisurely 70% cruise torque, we maintain 125kt… we’re in eC350 speed territory here!

Again, no surprise: the R66 was always intended by Frank to move Robinson into eurocopter and Bell sales territory.

So what is there not to like? If I forgive Frank Robinson’s obsession with the T-Bar cyclic control – never a favourite of mine – then I have to say

‘’

strides in productionising the G2 and finding customers between my visits; my last visit saw them with seven sales confirmed and plans for 10 a month. My understanding is that over 20 have now been sold, in France and further afield.

As they would say, bravo!

I suppose the small and curvy G2 reminds me of the diminutive Barbara windsor of Carry-On and EastEnders fame! dennis' final say A GREAT nEw, SAFE, AnD STYLISH MACHInE

It's no speed slouch either.

I saw the ASI nudge 140kt

absolutely nothing!

The R66 has the lot: turbine power, the smoothest of smooth rides, a fast docile cruise, and hover handling and autorotation qualities that rival almost anything on the market.

Oh and I almost forgot.

It also has a decent-sized luggage locker – the first separate luggage bay on a Robinson – that is big enough to house heli-Air’s Chief engineer, John Michalakis, his lady wife and his daughter! no kidding... it's his unorthodox but very effective way of demonstrating the R66's load-carrying space.

Super smooth and easy on the ear, the R66 is my Dolly Parton. dennis' final say A FAnTASTIC DeBuT FROM An OLD hAnD October 2011 BLADES fresh air for helicopters

30 flight test Dennis Kenyon's Favourite Flight Tests

07

eurocopter ec135 April 2010/Feb 2011 nExT, I move on to the Big Boys club – the EC135. As readers know I occasionally move with the social elites, and was lucky enough to fly the ‘Hermes’ version!

But luxury came at a price; Hermes will sell you a handbag for £20k, so it’s no surprise they can add a million Euros to the price of the EC135 with some ‘high fashion’ enhancements, such as new style skid gear, a sexy

06 enstrom 480 December 2009

SO nOw to pop back to a long time friend: enstrom’s lovable but often unloved turbine 480.

During the 1980s the Menominee, Michigan factory experimented with

paintscheme, calf leather seats, walnut drinks cabinets, and a smoked glass cabin division – engraved with ‘H’.

But down to the basics.

The EC135 is an absolute natural in the utility game, and in VIP mode equally suited to big corporates.

Earlier this year, I flew with the Essex Police ASU. Combined power from the twin Turbomeca engines is 1630shp, driving four composite M/R blades.

This big beastie has a ceiling of 20,000ft and will hover oGE at 10,000ft. In a police role, the avionics and photographic kit list is like a phone book, and I was intrigued to see an

‘’

a turbine version of its existing 280C ‘Shark’ – a machine I knew very well, from my years as an agent for enstrom sales in the uK – and I once had the pleasure of flying the type at the Michigan airfield.

So it was with a deal of excitement, that I took my first glimpse at the new 4/5 seat version in production on the factory's assembly line.

The 480 was spawned as a result of the uS Defense Department's tendering process for a training helicopter where a second student could be accommodated as observer alongside the instructor, all the better for observing the teaching.

The model offered was called the enstrom Th28.

The Schweizer factory was bidding too, but with

BLADES fresh air for helicopters October 2011

The EC135 is an absolute natural in the utility game

airborne numberplate spotting device which can read from 1000ft or more.

As my pilot Capt Rob Mitchell climbed aboard, I spotted the FADEC engine system now standard fit on this class, and since I wasn’t overly concerned with type performance I sat back to enjoy a training sortie.

Had I wanted, I could have

experienced a 155kt top speed and 350-mile range.

I also noted the EC135 carries almost one and a half English tons of fuel!

So when considering £20k handbags and the Hermes ‘posh’ version, I have to link the EC135 to who else but Posh Beckham herself!

By the way, I also have a soft spot for Eurocopter’s EC130 single, looking very much like its twin-engine EC135 brother. The type is used by Maverick Helicopters for their sight-seeing operation ‘over and in’ the Grand Canyon. I had the pleasure of accompanying the pilot up front to witness the incredible vastness

and deep valley of rock below – a seven mile gash cut through the earth by the trickle of the Colorado River, burrowing through 5000ft of sandstone.

As we chugged along with the passengers behind snapping away, I casually asked where he’d go if the engine quit!

He looked across at me slightly startled and after a moment’s thought said: “we practice a lot.”

I resisted the burning temptation to say: “what … you practice landing in the river!?”

its rather sad looking ‘330’ turbine entry, but as it happened, neither company secured the

contract, which instead went to Bell with their...

206 JetRanger. eh? "But up front the JetRanger is a traditional two side-by-side design...", I hear you say. well, in a novel move, the second student requirement was fulfilled by the fitment of a video camera in the rear compartment, and TV screens to watch. Such are the machinations of

‘’

The marque is rightly proud of its safety record

dennis' final say A FLExIBLE oPERAToR wITH BIG MUSCLES

31 Governments and high value contracts!

But I’ve always taken the view that with its spacious cabin, the enstrom’s 480 is much underrated, especially as an aerial observation platform.

I’ve flown them on utility power line and gas pipeline inspection missions and the 480 is an especially suitable ship in that role. I also believe that as a private helicopter, the type is a natural.

It has no hydraulics, yet it boasts nicely-harmonised controls and light control handling – quite good enough to put on one of my ‘freestyle’ displays, and in fact I may use one for next year's helicopter world Championships.

In my display demonstration flights, I’ve often completed a zero-speed skids-on landing without power from 250ft AGL and zero speed, showing that the 480 retains its smaller

05 sikorsky s-61n jAnuAry 2008

now let’s get really serious, with the mighty Sikorsky S-61n, a true giant of the skies.

Its gargantuan scale and load-carrying ability betrays its military

Shark brother’s excellent autorotation handling.

Power is the ubiquitous Rolls-Royce 250 ‘w’ series engine, albeit fitted upside down! This engine can produce up to 420shp, but in the 480B is de-rated to 277shp max continuous, allied to a three-blade main rotor.

As much as I love the type, speed is a slowly 110kt in the cruise and I’d prefer to see a better luggage compartment.

There is another very important reason I am a big fan of the enstrom; the marque is rightly proud of its safety record and in the 40 years I’ve been flying the type, there’s never been a fatality. Long may she continue that way.

My Celeb for this one?

Roomy, comfy and attractive... how about Dawn French? dennis' final say VeRy SAFe, eASy TO FLy, AnD Oh SO FAIThFuL origins sprouting from the Sea King programme from many years before the 61n's appearance in the early 60s. not so long back my good friend Glenn Stracey invited me to join him for a weekend on ‘Rescue ops’ from his Portland base. There I got the chance to fly the vast 61n in its Search and Rescue role.

The 61 is simply huge: it's 59ft from nose to tail, the five-blade rotor is 62ft across and with a rotor disk area of over 3000sq-ft, and the main rotor mast sits some 17ft up from the ground.

It weighs up to 19,000lb – a maximum passenger load of up to 30 people, or a maximum payload of nearly 6700lb – so

‘’

it requires plenty of horses. And it doesn’t disappoint: two General Electric CT58-140 turboshaft engines churn out 1500shp each, which does rather nicely.

All that power translates to a good top speed of 144kt, it's big but it's got speed to go with it. Cruise is 120kt, range around 450nm, and the ceiling 12,500ft.

all that power translates to a good top speed of 144kt

PHOTO www.airteamimages.com

Its sheer size reminds me of when I flew in the 1970s I flew on the useful LHR-LGw link where an S61 carried up to 24 passengers. That was until the then Transport Minister, nicholas Ridley scrapped the service which he said, “was now better served by the M25!” Ye Gods, did he ever try to make that trip in rush hour!

Many 61s are of course directed to SARS operations, and the reputation of the SAR men is legendary; many a holiday-maker owes their life to their skilful flying, and the big Sikorsky.

It's sad news that many are replacing their venerable S-61ns.

Big, bold, and loud, I’m naming top man, Brian Blessed, for the S-61n! dennis' final say A FInE wAY InTo PERSonAL ownERSHIP

October 2011 BLADES fresh air for helicopters

32 flight test Dennis Kenyon's Favourite Flight Tests

04 rotorway 162f june2010

FROM the biggest helicopter in my personal top 10, the smallest, the Rotorway 162F. My test flight for BLADeS was with another good friend (and graduate from my Shoreham training school), Kevin Longhurst. A dozen or so years of flying accumulated, he made the decision to purchase his own machine. The result was the nicely engineered,

03 aw119 koala mAy2011

AS the headline for my article said “Happy to be single”, since here we have a machine weighing in at over three tons, hovering oGE at 7000ft, with a top speed of 140kt and a five-hour endurance – all from one

self-build Rotorway 162F model, although Kevin sensibly opted to locate a low-time recently-built example.

I’d flown the type a few years earlier, but I’m always happy to see how a pilot handles his own helicopter. The Rotorway is not eligible for CS27 eu

‘’

At max gross weight we record a climb of 750fpm

Pratt & whitney PT6 turbine. And she can carry seven passengers.

In many countries, and certainly the UK, the ‘utility’ men won’t even consider operating what are considered ‘unsafe’ singles, and in my lighter moments, I sometimes remind them I’ve yet to fly any helicopter that possesses two tail-rotor drive shafts, or two main rotor or tail-rotor transmissions etc.

BLADES fresh air for helicopters October 2011

certification, so cannot be operated for revenue, but as a low-cost personal helicopter, the Rotorwy makes a fine ‘entry level’ allowing the owner to gather flying hours at relatively low cost.

The 162F uses a factorymade fuel injected RI 600S, 162 cubic inch, water-cooled engine and develops 147bhp which is more than enough to push her along at 100 mph. Top speed is 120. mph The Rotorway also boasts a version of the FADeC start system and an ACIS (Altitude Compensation Induction

what about the swash plate? The M/R drive shaft? Even the M/R blade bolts. All nonduplicated components where failure would prove more critical than an engine problem! on the same tack, the argument runs that having more than one engine simply doubles the chance of an engine failure! And so it goes on.

But we are not here to discuss the pros and

System) which is unique to the type. The Main Rotor hub uses elastomerics which provides us with a comfortable level of vibration even at the quoted Vne In flight and at a whisker off maximum gross weight, we recorded a 750fpm rate of climb and levelling off at 1500ft to cruising power for our photex, we reached a solid 100mph.

The PFM quotes a hOGe of 4000ft. Interestingly enough, the engine runs on pump MOGAS which, as odd as it may seem, at today’s aviation fuel prices is a real bonus.

‘’

With a 1000shp engine it'll lift 3750lb

cons of engine layouts, and ironically if I’m not paying then it’s always two engines for me too, and conveniently when I forget the ‘two engines

I have to say, the selfbuild route is not for everyone, but by buying a completed helicopter, Kevin is now a helicopter owner and enjoying the fun of flying at a dramatically reduced cost.

Oh and by the way, the 162F has been replaced by an even better specification version, the A600 Talon, but you still have to do it yourself. As a self-build helicopter, I’d put the Rotorway down as… no, you tell me. dennis' final say A FIne wAy InTO PeRSOnAL OwneRShIP

double the chances of a failure’ mantra!

There have been very successful singles. The mighty Bell ‘Huey’ of course. Several thousand ex-Vietnam pilots will rave about the wonderful old war horse that became the centrepiece of Robert Mason’s wonderful book ‘Chickenhawk’.

The other big Bell, the 205, was also a hefty ‘slogger’, lifting

33 tree trunks the size of Salisbury Cathedral.

Anyway, now that I’ve aired that particular dragon, I’ll say no more on the subject.

Flying with the owner, Jeremy Taylor, I found it difficult to accept such a big helicopter gets its impressive performance from a single engine.

First certified in late 1999 (originally simply as an Agusta, prior to the Agustawestland merger a few months later), the Koala was a derivative of the original Aw109 design, with skids instead of retracting gear. with a 1000shp engine, it will lift 3750lb (1700kg). Allowing say a 200lb minimum fuel state and a beefy pilot, an incabin cargo or passenger payload of 2700lb is normal. Another 650lb can be lifted on a hook, making the Koala a real ‘stump puller.’

As a current instructor, Jeremy allowed me to make the first lift but with the SAS selected. once again it seems I’m flying on a gusty day... but isn’t that is what flying rotary is all about?

The Koala lifts serenely to hold a four foot stable hover. when I’m lucky enough to produce a

good first lift-off on a new type, I’m all smiles.

Hell, how I enjoy rotary aviation. nudge the cyclic forward for translational lift, and before I can check for rotation speed I’m already well established in the climb as I pull collective for climbing power. now I’m late on establishing the 70kt climbing speed but boy is this fun... She’s a rocketship for sure! I’m a happy bunny.

Jeremy demos a fullstop engine-out landing, and in his expert hands the exercise is a doddle.

So here we have a true thumping performance, seven-seat capacity ‘big single’ helicopter, although I’d have to say she isn’t really for the private owner except perhaps the guys with plenty of flying time.

Inside it is very roomy, with a lot of room for medical ops and equipment. or, as said, up to seven passengers and luggage to boot.

So who shall we nominate to portray the Koala? Big and blousy: Mae west! dennis' final say PRooF THAT Two IS noT ALwAYS BETTER

02 bell 47 FebruAry 2010

SO I'M nearing the end of my wonderful trip through some of the best helicopters I have been fortunate enough to test.

I cannot close without telling you of my time flying the venerable Bell 47, which happened to be a G5 crop-spraying version, in Italy.

The 47 was of course the first helicopter certified for civilian use, so for that reason alone is a forerunner of countless other designs – and the one that many pilots will have seen first, as child or adult. Its iconic role in MASH also helps cement its historic place in the collective imagination!

It is a simple two-blade piston-engine design, and

was also made by many other firms too, including our own westland, under licence.

Anyway, back to Italy.

My host was the exItalian F1 driver Roberto Flammini, and I’m in Cascina making ‘sales talk’ with the 47's owner Maurizio Flammini.

Mr Flammini soon gets me flying in his 47.

Back in the uK, my old firm Spoonair Ag Services ran a crop spraying business using the enstrom 28C. As Chief Pilot, I did much of the calibration flying, so I wasn’t totally new to flying with the skids brushing the crop.

But handling Bell was something else and all I can say is the handling isn’t far removed from flying in an armchair.

I well recall Alan Mann’s Ken Somers demonstrating the engine-off handling at

‘’

The 47 was the first heli certified for civilian use

Fairoaks. his party piece was an autorotation landing to the grass, and then using the residual rotor energy, making a collective lift for a 180 degree hover rotation to a second landing.

And by the way, the B47 goes so far back the first ‘Parsons’ rotor blades were made in wood!

Mature, comfortable, and with more than a hint of past sexiness, I’m nominating the, leather clad ‘Goldfinger’ Bond girl, honor Blackman. dennis' final say A TRue hISTORy MAKeR, AnD A JOy TO FLy

October 2011 BLADES fresh air for helicopters

34 flight test Dennis Kenyon's Favourite Flight Tests

01 md500 june 2006

So AM I leaving the best until last. I’ll admit it... in my 14,200 flying hours on 85 types which includes 32 rotary, I’m never happier than when having 2-3000lbs of original Hughes model 369, or later derivatives like the MD500, strapped to my bum.

Like many types we know well in civilian use, its lineage stretches back to a request from the military for a particular kind of machine.

In this instance, it was in 1960 by the US Army for a light observation platform, which could turn its hand if asked to attacking roles too: ruggedness, good lifting ability, good speed, and nimble handling were paramount requirements.

So the origins stretch back over 50 years, and yet in its newest 520n guise, it is still one of the sharpest machines with rotors available.

In MD500C guise, a maximum of 420shp from the C20B Allison engine will lift the lightweight 1100lb airframe with plenty of power to spare.

In no time it will climb

BLADES fresh air for helicopters October 2011

to 5000ft and at Max Continuous Power your airspeed will true out at 180mph. This is a sportscar in the sky.

Tough too. The main rotor hub can take light gunfire and there’s not a single grease nipple to be seen. In fact some years back, when filming on Blackhawk Down, I flew the US Army’s current AH6 version.

Six blades and a C30 630shp turbine took me skywards at 4000fpm.

Any 500 is serious fun.

The 27ft rotor diameter disc, with no hydraulics to dither with so you get direct feedback from the main rotor blades as they circle, means the MD500

‘’

Passenger space is a joke, but who cares about the PAX

is an absolute joy to fly at any time.

Rear passenger space is a joke, even on the E model, but this is a Ferrari. who cares about the PAx! Still, don't think it can't be practical when asked.

The wonderful Simon oliphant-Hope used an MD500E in 2004 when he set out to break the record for circling the

globe east-bound in a helicopter. Solo!

He was chasing a record of 24 (and a half!) days set by America's Ron Bower in 1994, in a Bell JetRanger. A tall order. with only a Russian translator for company, he set off with a mighty task ahead. well, we know the result: Simon – an exceptional pilot – skewered the record by a clear week: 17 days and 14 hours. what a pilot, and what a machine.

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36 FLY BETTER Robinson Flight Safety Course

PHOTO www.airteamimages.com

BLADES fresh air for helicopters October 2011

37

safety first!

Even if you’ve flown a Robinson for years, there’s still more to learn. Helicentre, in Leicestershire, offer a training course that will make even the most experienced pilot better… wOrds Tim Skilton PHOTOgraPHy Tim Skilton & Airteam Images

T

HE first words I hear on this course at Helicentre's are: “The majority of fatal helicopter accidents could have been prevented if the pilot had made the right decision on the ground.”

Richard (Dick) Sanford’s intro to the European Robinson R22/R44 Flight Safety Course sets the pace for the rest of the threeday event, a captivating statement backed up with detailed statistics giving an in-depth look at why helicopter crashes happen and how we can avoid them.

Pilots of varying experience are in attendance. Some, like me, are freshly hatched PPL(H)s, while others have significantly more time at the controls of an aircraft. A 747 pilot, Brett Easton, has over 20,000 hr under his belt and owns a R44.

Rewind to 08:00, and precourse coffee at Helicentre Aviation’s plush Leicester HQ. It gives the group a chance to get to know each other, before Dick beckons us into a well-prepared classroom at 08:30 sharp.

Dick introduces himself by outlining some of his vast experience: 11,000 hours PIC, EASA Engineer and Technical Trainer, 20 years experience as an Air Accident Investigator, and links to Robinson for the past 32 years. This vast and wide-ranging experience with Robinson makes him a world-renowned authority on the American marque.

Without warning, Dick fires another thought-provoking statement across our bows: “Flying a helicopter is probably the most dangerous thing you’ll ever do. The only other hobbies that fall into the same risk group are motorcycles and skydiving. Anybody here do either of those?”

My hand goes up: “Both.”

Dick shakes his head, chuckles and continues.

“Our job over the next three days is to expand your knowledge, giving you a deeper understanding of why things go wrong and how you can prevent it,”

says Dick. “Above all, you’ll become safer pilots and that’s what really matters.”

Dick goes on to outline the format for the course, which will be mostly classroombased, followed by two hours in the air.

A sharp dressed man, with an authoritative demeanour, Dick pulls no punches, explaining we will be shown the aftermath of several fatal helicopter crashes during one of the many video presentations we’ll be shown over the three days.

“None of it’s pretty but it’s important you understand the consequences of making mistakes in this game.”

I catch the eye of the chap sitting next to me; he looks decidedly uneasy, and judging by the rest of the group he’s not on his own.

The course then outlines the primary causes of helicopter crashes, with wire strikes, weather, low main rotor RPM and Low G mast-bumping as some of the major contributors.

The most disturbing fact that Dick releases from his armoury is that a significant number of pilots involved in wire-strike accidents knew the wires were there in the first place but simply forgot to avoid them!

An accompanying video of a R22 involved in a wire strike drives the message home. Unbelievably, the pilot had flown in and out of the same field several times that day, but still managed to run straight into them as he departed for the last time.

Note to self: Look out for the bloody wires.

Dick gives us a few tips for avoiding wires, which are: 1 Look for upright wire poles, rather than looking for wires, as they’re far easier to spot.

2 Always fly over the tops of poles or big masts (especially with guide wires running to the ground).

3 Assume that ALL poles have wires.

4 Assume ALL rivers will have wires running across them. Avoid buzzing up and down the length of a river at low level without a serious recce first.

5 Avoid flying around at lower level.

PiLOts at MOst risK Dick then goes on to emphasise private owners are those most at risk, as they often put great demands on themselves, especially during the initial post-PPL stages: “Private owners who fly in and out of their own homes, their friends’ homes, using their machines to land at a variety of unfamiliar sites put immense pressure on themselves, which can lead to overload.

“A minor problem can soon develop into something more serious if a low-time pilot is asking too much of themselves, especially if they’ve taken on the extra responsibility of a passenger, or the weather turns bad.”

Dick’s words strike a familiar chord with the group, as many have yet to experience the responsibility

‘’

A minor problem can soon develop into something more serious

q Far left: Flying during the course is a major part of understanding how the robinson can behave

of taking passengers with them into the air.

“A pilot’s reaction under stress to a benign cockpit indication, such as a clutch warning light, often snowballs into something much bigger, when it doesn’t need to.

“Many low-hour pilots have needlessly entered autorotation for something that could have simply been cured with a bit of straightforward thinking.

This has often resulted in a wrecked machine, serious injury or even death. Do not overreact to a situation that doesn’t warrant it.”

Dick believes this is an embedded reaction from many low-hour pilots, and blames incorrect training as the major cause.

He says: “Many helicopter pilots are programmed to throw the machine at the ➽ floor [Dick’s elegant

student PrOfiLe naMe Brett Easton age 43 OccuPatiOn Cathay Pacific Boeing 747 pilot HOurs fLOwn 20,000+ rOtary exPerience 200 hours Owns astro r44 Brett’s a multi thousand-hour commercial pilot. despite his extensive experience, he admits he needs to learn more about rotary, which is why he enrolled on the course. we asked him for his opinion of the three days.

“I’ve really enjoyed the course from start to finish. dick’s product knowledge is second-to-none, so you know you’re getting the facts straight from source. “despite having substantial fixed-wing experience, I still class myself as a novice when it comes to helicopters, so the course has been invaluable. I’ve learned a great deal more about the r44 and now have a much deeper understanding.

“I’d have liked a technical walkaround of both aircraft, rather than a slide show presentation. It would have added so much more to the course; I’m not sure why dick didn’t take the opportunity, as both helicopters were stood outside the building. That said, it’s a fantastic course, I’d recommend to anyone who regularly flies a robbo.”

q Even with more than 20,000 hours in his log book, Brett still found the course helpful

October 2011 BLADES fresh air for helicopters

38 FLY BETTER Robinson Flight Safety Course phrase for autorotation] at the first hint of a problem, usually when it’s a totally unnecessary thing.”

Again, this kind of insight borne from experience and numerous investigations typifies the structure of the course, with real-life incidents used as revealing examples, backed up by an in-depth synopsis and a detailed explanation of how to avoid getting yourself in a similar situation. weatHer The course moves on to weather, and how making correct assessment of met forecasts can save a lot of trouble for the pilot, even before leaving the ground.

When you think about it, it’s simple stuff that is very easily overlooked.

We’re then shown a series of slides via Dick’s video presentation taken from inside the cockpit of a Jet Ranger. The young PPL, noninstrument rated pilot and his three friends are about to set off for a flight.

“Look at the visibility,” says Dick. “The cloud’s almost on the ground. Would you take off in that?”

The pictures show visibility to be less than a couple of hundred feet. The mood in the room turns to disbelief, surely no-one would attempt to fly into that?

Dick then explains that less than five minutes after the last photo was taken all four were killed following a high-speed impact with the ground due to disorientation.

The camera was thrown clear of the wreckage and the pictures used as part of the crash investigation.

True to form, we’re shown a shot of the aftermath. It’s not gory in the slightest, just immensely thoughtprovoking for us all.

“Pilots who are antiauthority, impulsive or simply think that they’re invincible are the ones most at risk of a serious accident.”

It’s something that makes the class sit back and take in what’s been said; message received and understood.

BLADES fresh air for helicopters October 2011

‘’

Real-life incidents are used, backed up by in-depth synopsis

q Below main: Helicentre instructor Llewis Ingamells giving advice during the flying section of the course

day twO: in-dePtH tecHnicaL anaLysis Of tHe r22/r44 Day two focuses on the Robinson brand, taking an in-depth technical look at both the R22 and R44. Dick’s unparalleled knowledge is impressive; he has a deep understanding of each model and is able to answer a barrage of questions quickly and concisely.

The major parts of the aircraft are covered in detail, from engine, governor, fuel system, electrics, main and tail rotor mechanisms, with plenty of hard information for the course to digest.

Dick even hands out a complimentary booklet he’s written about carb icing, amusingly entitled ‘No Ice, Thanks’. This prompts an in-depth debate involving all members of the group, as to why carb icing is so potentially lethal and how we can avoid it.

Much of the technical briefing is spent discussing piston engine reliability and performance. According to

Dick, the Lycoming engines used in both the R22 and R44 are immensely reliable, and he says: “I’ve not witnessed one engine failure in over 20 years dealing with air accident investigations.”

More gritty technical information is delivered covering the drive belt system, rotor blade production, and overall machine maintenance.

By the end of the day we all feel we’ve attained a much deeper and fuller understanding of how both the two- and four-seater Robinsons function. fLigHt training The course culminates with two hour-long flights with several of Helicentre’s experienced instructors.

I’m teamed up with the company’s Chief Instructor, Captain Sarah Bowen.

Having started flying less then 10 years ago, Sarah has worked hard to establish herself as a multi-thousand hour pilot with extensive teaching experience on

39 a variety of aircraft. Her teaching style is calming yet confident, which makes me feel at ease as we hover taxi out for our first session.

Sarah asks me to fly the Robinson R22 with the governor switched off.

“It’s important, just in case the governor ever malfunctions,” says Sarah.

“No one wants to be left stranded, or worse. At least an understanding of how to fly without the governor should get you home safely.”

Flying without the watchful eye of the governor, which involves manual manipulation of the throttle, is an unnerving and somewhat confusing experience, especially considering the emphasis placed during PPL(H) training on maintaining main rotor RPM. Anyone who’s flown a R22 will probably be familiar with the shrill sound of the low main rotor RPM warning horn, and also know the importance of restoring lost RPM as soon as possible.

During part of our training flight Sarah demonstrated how throttle manipulation, lowering the collective, or moving the cyclic aft, could restore RPM. By the end of the flight I’d started to react much more efficiently to the low RPM warning horn, rather than slamming the collective to the floor in a blind panic.

Naturally, the consequences of rapid deterioration of main rotor RPM was never far from my mind throughout the exercise. It was never far from Sarah’s either, as she kept a guiding hand on the collective throughout the hour-long flight.

Our second hour of flying was entirely ‘governor on’, involving numerous practice autorotations, a demonstration of vortex ring and some general finetuning of my airmanship.

Once again, Sarah’s instruction was encouraging but firm throughout the flight, making the experience fun as well as informative.

‘’

There’s a huge amount of information presented in the course

q Below, clockwise from main: Brett completing preflight checks; remember your note pad!; Taking notes during dick’s presentation

Verdict I’ve only managed to give a very brief outline of the course structure, so you’ll have to enroll for all the nitty-gritty, but I think it’s is an absolute must for anyone who flies Robinson helicopters on a regular basis. There’s a mass of information presented in the course (so make sure you take a note pad and pen) and some seriously good safety advice for low-hour and experienced pilots alike.

Dick’s unparalleled experience and enthusiasm is obvious. Moreover, what he says is straight fact from source, so you know you’re getting a definitive response to any questions.

Was there anything about the course I didn’t like? Both a R22 and a R44 were parked outside but we didn’t get a technical walkround on either at any point, which would have added substantially to the dynamics of the course, as well as giving us a classroom break. Instead, we were

shown slides of aircraft parts during the presentation, which was a real shame and, I feel, an opportunity missed.

But on the whole I’d say it was an immensely worthwhile experience, and one I would recommend to anyone who is looking to become a better, more knowledgeable pilot.

Despite Dick’s longstanding relationship with Robinson, he doesn’t shy away from speaking his mind regarding things he doesn’t like about the American company’s helicopters. It’s a wellcrafted approach, which enhances Dick’s image as an independent expert, rather than a just Robinson company mouthpiece.

The course is held throughout the year at Helicentre’s Leics HQ. Dates vary, so check the website for details. The course is £375(+VAT), plus standard hourly rates for flight training (R22, or R44). www.flyheli.co.uk

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41

training Flying with babies and small children

taking the family with you If you’ve got a young family and don’t want to exclude them from flying with you, but are unsure of how to best approach it, here are some useful tips for the best and safest way to travel with babies and children words & photography Michael Romanek

a

FEw years ago, the topic of flying with babies came up during a conversation in which a friend mentioned that well-known helicopter pilot, Quentin “Q” smith, had taken his newborn son for a helicopter flight when the boy was fresh out of hospital and only one-day old.

On hearing this, I look at my seven-month pregnant wife with raised-eyebrows and schoolboy grin as if to say “Oh, can I do that?”

The short reply came exceptionally quickly: “NO, you’re not taking our newborn baby in a helicopter at one-day old – maybe when he’s about three-months old."

A few months later, she was good to her word, and with aircraft A-check completed, we were walking out to the helicopter with infant car seat and the youngest member of the Romanek family in hand.

Now, four years later, my son has made quite a few

helicopter flights (and one in an open-cockpit biplane).

What have I learned that either worked or didn’t work? Well, as you can probably guess, a quick Google search of “helicopter flight with babies and toddlers” yields very few useful links – so you’re pretty much on your own for information gathering.

Do babies/toDDlers neeD their own seat?

The same rules as per commercial airline flights apply to GA flights. Children up to the age of two may fly on an adult's lap so long as they are wearing a child seatbelt extension (such as provided on commercial airlines) or specific toddler vest attachment (such as Baby B’Air Flight Vest).

Does the ubiquitous maxi-Cosi baby Car seat fit in a robbo r44?

Yes, it fits in the rear seats turned rearwards, however the R44 seatbelts, on full extension, are not long enough to reach completely

around the rear-of-seat attachment point.

There are two possible solutions to resolve this: First, use a seatbelt extension (available on websites for ‘heavy’ people, but I don’t know if they are CAA or FAA compliant).

The second option you can try is to attach the seatbelt around the sturdy hardpoints on the sides of the car seat (quite secure and my preferred ,ethod). q a very contented child, in car seat and with own headset what about heaDsets/ ear proteCtion?

Getting this right depends on the age of the child: • 0-12 MONThs: For the smallest babies of only a few months old, you may have a very difficult time keeping any type of headset or ear defenders on their head. And, they may also try to chew on the cable if they can reach it (not good for your expensive Bose or Dave Clarks). Put a headset or ear defenders on them, but don’t plug them in.

• 12-18 MONThs: From this age, they can hear and

understand you, but don’t yet have much substantive to add to the conversation.

Plug in their headset, but move the mic boom away from their mouths, so that they can hear Mummy and Daddy, but are not adding to the intercom noise.

• 18 MONThs +: Plug their headsets in with an active mic, but be ready with your COMM panel IsO switch (or always use IsO when you're speaking with ATC) as they can become quite talkative at the most inopportune of moments!

q Michael putting his methods into practice

your raDio Calls?

Yes, it’s possible (with passengers under two years old) to have more PAX than the POh states; which could potentially confuse the tower. In the R44, I used the RT phrase, “five POB, including one infant”. what about motion siCkness?

The author’s child is surprisingly tolerant to motion/agitation – however your individual experiences may vary. Dependent on the aircraft flown, individual child, and Daddy’s piloting style, it may be handy to bring some airsick bags and baby wipes – just in case. anything else to ConsiDer? One general not: small children (and, I’m told, animals) can prove very unpredictable on GA flights, so always think ahead and exercise caution. so with some information and preparation, you’re off to the skies with your baby or toddler. Will they like it? We’ll for the first 9-12 months you’re not going to get much feedback. I found that the vibration/motion usually puts them to sleep within minutes of take off – and they stay asleep.

After birthday one, they stay awake and are quite excited about the flight.

From age three or four... what’s more fun than flying in a helicopter with Daddy?

Aside from fire trucks, Play Doh... or dinosaurs?

October 2011 BLADES fresh air for helicopters

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BLADES fresh air for helicopters October 2011

first flights Hervé Jammayrac and Daniel Semioli

43

q The X3: expect

to see more helicopters like this in the future!

The men ThaT are flying The fuTure The X3 looks set to break all records in the rotorcraft world... but much more importantly, what’s it like to fly?

WoRDS Dave Rawlings pHoTogRApHY Eurocopter

H

ERVÉ JAMMAYRAC is the test pilot for the X3, Eurocopter's innovative new design project: "When we started developing the demonstrator it was a bit of a SkunkWork scheme within Eurocopter. It was a small team from the design and flight test departments put together, so Daniel and I were in from the start.

"When it comes to flying the X3 it’s different in the fact that there is an extra control, which is there to power the propellers. When we designed the prototype

we had to decide on how we were going to integrate this extra control, we chose to incorporate it as a trim on the collective so the pilot can fly hands on.

"The principal was to make sure that the X3 had the same flight principles as a ‘normal’ helicopter. In hover, it is no different to a normal EC135. For any helicopter pilot, taking off and transitioning into hover is quite easy, it has the same collective yaw, pitch and roll.

"The difference comes when transitioning from hover into forward flight.

Instead of tilting forward as you would normally,

q Daniel (l) and Hervé: rotary's latest pioneers

you just apply power on the new control. It’s a very natural way to accelerate.

You maintain the pitch attitude and you just speed up whilst staying on the same trajectory, it’s different, but intuitive.

"As soon as you transition into forward flight the X3 behaves like a fixed wing.

The transition is very rapid, as soon as you exit the ‘real’ hover phase. The beauty of this aircraft is in transition the X3 isn't in a critical phase. You can go back and forth between the two.

"When we finished Phase One we had reached 180kt.

It wouldn’t be difficult to go faster. We achieved our

‘’

We have achieved our current speed target easily

current speed target really easily but now we have to push the flight envelope to asses the qualities.

Daniel semioli Daniel is the Flight Test Engineer: "The best way to compare the X3’s speed is like driving a very powerful

car. It’s amazing because you can’t do this with either a helicopter or fixed-wing – except maybe a fighter jet. The first time we flew it, we were surprised by how powerful it was. We’re still learning ourselves about how the aircraft will behave and what its unique capabilities will be.

"For example we know it can go from zero airspeed to 40° attitude pitch and hit 80kt almost straight away – and the acceleration is very steady all the way to the ceiling, the vertical speed is between 4-5000fpm. It really pushes you into the back of your seat.

"On descent you can maintain 30° of pitch with the propellers in reverse and it will descend at 500fpm at 80kt without increasing the speed.

"As it is a demonstrator, it's an opportunity for us to have a testbench and understand what will happen, what the rules will be when you fly this kind of aircraft, and a great chance to see how special this new type of aircraft actually is."

q Imagine a helicopter with a 5000fpm climb rate!

October 2011 BLADES fresh air for helicopters

BLADES fresh air for helicopters October 2011

45

KNOW-IT-ALL -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

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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

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

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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

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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 October 2011 BLADES fresh air for helicopters

46 KNOW-IT-ALL Sponsored by Hayward Aviation

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

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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

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

5800 7000 12300 7050 9000

BLADES fresh air for helicopters October 2011

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

October 2011 BLADES fresh air for helicopters

50 what's on Events for you and your clients ✱ BLADES' resident legend Dennis Kenyon displaying at the last world championships

booK up early

After an Olympian four-year interval, the World Helicopter Championships are back

A

LTHOUGH not until August next year, it’s well worth a mention now, as the 14th World Helicopter Championship will be the biggest helicopter-based sporting event of the year.

The event is being held at Drakino Airfield, Russia, between August 8 and 12.

The two big hitters in 2008 were Russia and Germany, taking first and second places respectively.

Team Great Britain took a fantastic third overall and Bronze in the team events.

This is the only place you'll be able to see the world's best helicopter pilots competing head-to-head over such an event.

This year the British team is being headed up

by Team Manager David Monks, determined to match or exceed the Bronze performance in 2008.

If you can’t compete, it is a spectacular event to behold and a place to not only see the best in precision flying but also the only place to see helicopters perform

things, to music, that would normally be thought of as near impossible.

The event is being held at the airfield in Drakino and there are plenty of other activites to take part in whilst the championships are taking place – or after if you're thinking of staying on. These include; a sauna on site, quad bike and

Segway hire, tennis courts, a football pitch, an equestrian centre, an obstacle and rope course and two offroad mountain bike tracks.

There is also an outdoor stage for music in the afternoons/evenings, a restaurant and bar, and a shooting club. www.britishhelicopter team.co.uk

what's on and where to find it... ✱ september 2011 27-29 helitech Duxford, UK. Europe’s top helicopter show (see pages 12-14). www.helitechevents. com 27-29 mro europe, IFEMA, Exhibition Park, Madrid, Spain. www. aviationweek.com

october 2011 2 Goodwood heli-expo fly-in, Goodwood Aerodrome. Phoenix Helicopters is hosting a Heli Expo Fly-in to raise funds for the Sussex ✱

Air Ambulance. All that is required is a £5 donation per aircraft, which will all go to the Air Ambulance Trust. www.phoenix helicopters.co.uk 2 prix de l’arc de triomphe (horseracing), Longchamp, Paris. www.prixarcde triomphe.com 7-9 Japanese Grand prix (Suzuka), www. formula1.com 10-12 nbaa 2011, Las Vegas, The Business Aviation Show. www.nbaa.org

BLADES fresh air for helicopters October 2011

14-16 Korean Grand prix (Yeongam). www. formula1.com 19-20 heli-power Farnborough, United Kingdom. www. shephard.co.uk 27-28 world air forum, Grand Hotel Krasnapolsky, Amsterdam, Netherlands. www. waf2011.com 24-27 american helicopter society (ahs) international specialists’ meeting on propulsion, Crowne Plaza Williamsburg

at Fort Magruder, (Williamsburg, Virginia, USA). www.vtol.org 28 - 30 ct airtel Grand prix of india (New Delhi). www.formula1. com november 2011 2-4 international aerospace supply fair Exhibition Center Frankfurt, Frankfurt, Germany. www.airtec.aero 3-4 G-20 summit, Palais des Festivals, Cannes, France. www.g20.org

✱

8-9 international helicopter safety symposium, Worthington Renaissance Hoetel Fort Worth, Texas, USA. www.ihst.org 11 - 13 nov abu dhabi Grand prix (Yas Marina Circuit). www.formula1.com 13-17 dubai airshow, Airport Expo, Dubai, UAE. www. dubaiairshow.aero 21-27 barclays atp world tour finals (tennis), O2, London, UK. www.barclaysat

pworldtourfinals.com 25 - 27 3rd international heli world conference and exhibition, Nov Grande Prêmio Petrobras Do Brasil december 2011 1-2 cepa expo, Prague. www. cepaexpo.com 8-11 dubai Golf world championship, Jumeirah Golf Estates, Dubai, UAE. www.dubaiworld championship.com

✱

THE QUIET

REVOLUTION MADE IN

GERMANY

Designed in collaboration with

BMW Group DesignWorksUSA

MADE IN

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S1 Digital

HMEC 460 Series

SENNHEISER AVIATION HEADSETS. PUT ON BEFORE FLIGHT.™ Designed to give you maximum control over noise levels in the cockpit, so you can focus on the joy of flying.

S1 Digital design features: • Class-leading digital ANR headset with NoiseGard™ digital and smart adaptive technology • Customisable treble boost • Bluetooth interface • ‘Comfort zone‘ for glasses • Adjustable headband contact pressure

HMEC 460 Series design features: • Class-leading analogue ANR headset featuring NoiseGard™ • Premium audio quality • Full passive attenuation • Extremely comfortable due to low contact pressure

Experience it for yourself by visiting one of our approved dealers at Helitech, 27-29 September 2011, Imperial War Museum, Duxford.

ADAMS AVIATION • HEADSET SERVICES • TRANSAIR • AMSAFE Learn more: www.Sennheiser-Aviation.com

Blades advert 09-11.indd 1

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BLADES-EXECUTIVE-SENT-A4_Layout 1 23/09/2011 10:23 Page 1

The Executive Approach

Arrive in style with Sentinel; whether you are flying into town, or visiting the country; Sentinel’s presentation of low level charts and obstacles, coupled with traffic, weather and terrain information helps you to maximise flight safety.

Sentinel permits you to visually look forward with an EO/IR camera display interface on our new low profile OB3300 Remote Display. With Sentinel you can travel in safety and arrive in style.

Honeywell UK Limited (Skyforce) Enquiries: mission.systems@honeywell.com Website: www.skyforce.co.uk