HELICOPTER
FEATURE
49 www.saflyer.com | April 2020
WORDS: GUY LEITCH
AFRICAN HELICOPTER OVERVIEW A 2020 SNAPSHOT OF AFRICA’S HELICOPTER INDUSTRY PROVIDES A PICTURE OF AN INDUSTRY FACED WITH ENORMOUS CHALLENGES. THE COVID-19 VIRUS HAS AGGRAVATED THE STRUGGLE OF AN INDUSTRY ALREADY SUFFERING FROM WEAK DEMAND FROM SOUTH AFRICA’S LONG PERIOD OF ECONOMIC STAGNATION. THERE IS CONCERN THAT LONG-TERM DAMAGE MAY BE DONE TO THE INDUSTRY.
A
VIATION is a
its worth and has become part of the
bush fires that threaten private dwellings,
highly technical
mainstream firefighting operations,
agriculture and the environment.
industry and rotary
albeit contracted to Provincial Disaster
wing operations, in
Management. Leading Edge Aviation’s Mark
particular, require
Jackson’s bold investment in the UH-60’s
specialist skills
unique South African fire-fighting capability
35 aircraft and have been subject to their
and knowledge
THE SOUTH AFRICAN POLICE The South African Police operate around
has shown that it can be three times more
own budget constraints that led to the once
on which to build a sustainable and safe
effective than the Huey for twice the cost.
unimagined acquisition of piston-engined
environment. Helicopters are also capital
It has proven its effectiveness both in the
helicopters six years ago. The Police Air
and personnel intensive and their operation
Cape and in Nelspruit fire operations and
Wing are, despite critics, successfully
has to meet extremely high maintenance
the Black Hawk now has several secondary
operating Robinson R44s, although they
standards due to the often-harsh conditions
private sector contracts.
retain a larger fleet of Airbus AS350 B3s.
under which they operate. Yet the SACAA
The Working on Fire Fleet of Hueys
The force has no plans to acquire additional
has managed to create a chicken and
provides airborne resources for South
egg situation with technician qualifications
Africa’s two seasons: the Lowveld winter
that are seemingly unique in the world.
and Cape summer, which run from June
The SACAA is not prepared to accept a
to November and December to April
factory maintenance course as sufficient
respectively. These active periods allow for
pressure. This activity embraces both
qualification and requires a further 400 hours
an intensive maintenance regime during
government VIP use as well as corporate.
supervised experience before a technician
May before both helicopters and fixed wing
Although the ad hoc charter industry
may sign out a helicopter. This may be
aircraft are returned to service.
services its clients with a mixture of mostly
expected to take an absurd 400 years. Whilst growth in the helicopter charter
The Forest Fire Association (FFA-
helicopters in the near future. CHARTER The charter industry is under particular
light single-engined helicopters, a small
Assets) provides aerial firefighting capability
number of companies have invested in twin
and training industry is elusive, the industry
to the government’s Working on Fire.
engined types like the Agusta A109 and Bell
remains heavily reliant on quasi-government,
Working on Fire has been a successful
222 and 230-series.
oil and gas, military and security needs.
attempt at addressing the nation’s
These range from Air Force operations
employment challenges by recruiting
for investment, companies are adopting
to offshore services, forest fire control,
personnel to provide ground and air support
innovative approaches to equipment
medevac and ground force security support
services to counter highly damaging
acquisition. One such is Rand-based Henley
such as for car tracking and anti-poaching
fires. Working on Fire Aviation flies an
Air, which has built up a fleet of eight
operations.
approximate 4,000 hours and responds to an
operational Bell 222UTs. These are used for
average of 300 fires annually.
medevac and charter. The Bell 222UT is the
FIRE FIGHTING A substantial rotary wing use in South
The organisation has been particularly
Given the lack of appetite and capital
subject of our flight test this month.
successful in removing balance sheet
Africa is for forest fire protection. The most
losses and encouraging investment in
significant operator is the Nelspruit-based
preventative measures. This not only
FFFA Assets, which typically operates 10
embraces direct firefighting skills but also
organisations have adopted the civilian
Bell UH1H helicopters and contracts in
by widening the use of aircraft in reacting
contractor route, which has been of great
additional helicopters as needed.
to fire outbreaks. Working on Fire operates
benefit to private contractors. Starlite and
beyond the forestry industry and provides a
others have been kept busy training pilots
quick reaction force to counter widespread
from all over Africa.
South Africa’s single Sikorsky UH-60 Black Hawk helicopter has now proven
50 April 2020 | www.saflyer.com
PILOT TRAINING Many air forces and paramilitary
j
Bell 222
t s e i x e s e h T ? r e v e r e t p o c i hel
52 Bells 222 has gone from beauitiful but unloved to finding a valuable niche in South Africa. April 2020 | www.saflyer.com
FLIGHT TEST - GUY LEITCH
IF FERRARI DESIGNED HELICOPTERS, THEY MIGHT HAVE PRODUCED THE BEAUTIFUL BELL 222 WITH ITS HEAD TURNING RAMP SEX APPEAL. BUT CRITICS ARGUE THAT THE BEAUTY IS ONLY SKIN DEEP, AND IT TURNED OUT TO BE ONE OF BELL’S MOST DISASTROUS MODELS. YET THESE DAYS THE 222 AND ITS DERIVATIVES ARE FINDING A NEW LEASE OF LIFE IN SOUTH AFRICA.53 www.saflyer.com | April 2020
The 222 was one of the first light twin helicopters to be certified for single pilot IFR.
T
HE sleek lines of the Bell 222 inspired the Airwolf TV series and etched the idea of sexy helicopters deep into the minds of a
whole
generation
of
impressionable kids in the 1980s. It didn’t take much for viewers of Airwolf to suspend everything they knew about flight and believe that a 222 could be given jet engines and fly at twice the speed of sound. When Bell first displayed the mock-up of its clean-sheet light twin in 1974, it wowed the rotorcraft community with its sharklike silhouette and retractable wheels. The 222 just looked like it was built for speed. It was the coolest corporate helicopter of all time—with room for two pilots plus up to four passengers in the back in executive configuration or six on two bench seats Based on Bell’s heritage and well proven mechanicals, the 222 should have been a winner. The two-bladed main rotor was derived from Bell’s Vietnam Cobra gunship and
featured
mated
to
the
lubrication-free
bearings
‘Noda-Matic’
vibration-
reduction system that Bell had developed for its stretched Huey, the 214ST.
The
222A featured dual hydraulic and electrical systems, single-pilot IFR capabilities – and sexiest of all – those big side mounted sponsons with wheels that retracted. Deliveries of the 222A began in 1980,
54 April 2020 | www.saflyer.com
but for many buyers it soon became a disappointment.
The
222
Other problems were that the vibration
designation
dampers on the main rotor system required
became the industry joke for: “2 many
frequent repair and didn’t quite deliver the
repairs, 2 much downtime, and 2 expensive.”
smooth ride promised; and the complex
After the TV series the 222 became derided
avionics were an avionics techie’s full-time
as the ‘Airwoof’.
job. The operating costs skyrocketed almost
The heart of the problems was the
as high as Airwolf’s claimed 85,000 ft ceiling.
Lycoming LTS101 engines which gave
Worse – the real-world performance
trouble from both reliability and maintenance
didn’t match its looks. The 222A’s fuel/
standpoints. Pilots needed to exercise
passenger/range trade-off made the old jibe
inordinate care during the start sequence,
that it can carry passengers and fuel, but not
and few made it to their recommended
both, painfully true.
overhaul interval—which was only 1,800 hours on the early 222As. Rotor is Bell's well proven two blade with Elastomeric bearings for stiffnes and a smoother ride.
The 222 also became notorious for its high accident rate: an amazing 26 percent
40 ft diameter blades have tabs on the trailing edge to reduce vibration.
of the fleet has had accidents or incidents, of which 23 percent were fatal, killing a total of 27, according to the National Transportation Safety Board. Remarkably it was Bell’s much vaunted proven mechanicals that were causing much of the problems. These were related to a variety of engine and rotor-system failures, many involving design issues. In 1982, just two years after its launch, the NTSB found that the first 79 aircraft constructed were produced with defective drive-link assemblies that could fracture in flight, causing loss of control. Seven years later, the NTSB reported that engine turbine blades had failed 87 times on 222s. In both cases, corrective measures were taken, but by then it was too late to try polish the 222’s reputation. All of this notwithstanding, the 222 was such a good instrument platform that it was the first helicopter to be certified for singlepilot IFR operations without an autopilot. Consequently, many pilots, provided they weren’t also the people paying for the maintenance—have loved the 222. And now they are available at knock down prices for smart operators – like Rand Airport based Henley Air. FIXING THE 222 Bell
began
addressing
the
222’s
problems almost immediately, but still they never seemed to get it quite right. Like Ferrari’s failed attempts to build a successful four-seater car – Bell seemed incapable of building a decent light-twin helicopter – until arguably the Bell 429 was certified in 2009. Fewer than 200 Bell 222s were built in total. They say you should never buy the first couple of units of a new type, and the 222 exemplifies this. Just 82 of the original 222As were delivered with Lycoming’s troublesome
market. This variant featured a two-foot-
heavy executive interior and the autopilot
longer main rotor and more powerful—
were stripped out for a more utilitarian finish
and thirstier—680 shaft horsepower -750
and some of the electric al systems simplified.
engines, which Honeywell has done a good
These changes provided a total reduction in
job of debugging with modifications that
empty weight of around 400 lbs – which is
also make them more efficient. But there
all very welcome useful load. Andre Coetzee
is always a trade-off and the extra power
reports that one of the biggest benefits from
meant that fuel consumption increased to
the switch to skids is that the fuel capacity in
88 gallons per hour. Still, the B model had a
the sponsons increased to 330 lbs. This has
much appreciated performance gain over its
proved particularly popular with offshore oil
underwhelming predecessor: speed rose to
and gas and medevac operators.
135 knots; rate of climb improved from 1,580
Yet the older Lycomings continued to
to 1,730 feet per minute; range jumped from
give problems. Frustrated owners began to
324 to 378 nautical miles; and 402 pounds
make their own solutions. An STC for Allison
were added to max takeoff weight.
(Rolls-Royce) engines was approved in 1988
By now the damage was done and only 84 sales of the 222B were made. Just a year
and a 222 with these engines is known as the 222SP.
later Bell rolled out the 222UT, a version that
Twelve years after the launch of the 222,
replaced the retractable wheeled landing
and still with less than 300 sold, Bell gave
gear with skids. A total of 74 were built. The
up on Lycoming and introduced the Model The 222UT model removed retract gear and uses the 400 lb weight saving to carry more fuel in the sponsons.
618 shp LTS 101 650C-3 engines driving a 40-foot-diameter main rotor disc. Fuel capacity for the 222A was 188 gallons in the main fuselage tank with an additional 48 gallons in the sponsons (the stub wings that take the wheels), which gave the 222A about a two-and-a-half-hour endurance to empty tanks. Burning 75 gallons per hour at 125 knots made it thirsty and gave it a useful range of no more than 250nm with just four on board. But that was with a barebones utility interior. With a typical executive interior, it became even more range limited. So, in 1982, Bell debuted the 222B, which it aimed more specifically at the corporate
55 www.saflyer.com | April 2020
Fuel is not under the floor but is mostly carried in the sponsons outside the fuselage for safety.
tips for high-speed flight. Particularly evident are the three trim tabs on each blade and the large weights above and below the blade roots to damp vibration. Two-bladed helicopters are notorious for their inherent high vibration levels and are thus usually poor to fly under instrumentflying conditions. To deal with vibration the main gearbox is mounted on Bell’s NodaMatic suspension system which has two nodal beams attached to the fuselage through rubber-like bearings. The main-rotor hub has heavy pendulum weights top and bottom of the blade roots, which not only help to dampen vibration, but also give a degree of stability. Moving to the tail, the 222 has a
230, which replaced the LTS 101 engines for
the low acquisition cost: you can find one
JetRanger-like vertical fin to assist directional
the RR Allisons that had proven themselves
in good condition for around $400,000 and
stability and provide lateral force to off-load
on the JetRanger. The 230 also introduced
depending on the all-important component
the tail rotor at speed. However, unlike the
a redesigned main rotor vibration damper
times - sometimes as little as $200,000.
JetRanger, the faster 222 uses vanes on the
and it received improved fuel and electrical
That’s a lot of helicopter for a little money.
trailing edges to provide yaw damping. A large
systems.
Just bear in mind that the industry standard
inverted aerofoil shaped horizontal stabiliser
But the damage to Bell’s reputation
reference Conklin and De Decker notes
keeps the tail down in fast flight, which is
had been done; light-twin buyers turned
that the 222 typically requires 1.5 hours of
one of the reasons it photographs well. The
to manufacturers from France, Italy, and
maintenance for every flight hour – and it has
horizontal stabiliser provides longitudinal
Germany – and that’s largely where they
two thirsty engines.
stability without the use of the additional electronic stability-augmentation equipment
remain today. Despite its chequered past the 222 has
which most comparable helicopters require
PRE-FLIGHT INSPECTION
to be certificated by civil-aviation authorities
found a new lease of life in South Africa –
There are convenient steps to climb up
particularly with Henley Air which has formed
to check the main-rotor head and blades.
a core competency around the operation
The only lubrication required is to the pitch-
At 3.6m above the ground, the main rotor
of these helicopters. The great attraction is
change rod bearings. The blades have swept
is well out of harm’s way, particularly for
for single-pilot IFR operations.
Poweful tail rotor not vulnerable to LTE and horizontal stabiliser keeps tail down in high speed flight.
56 April 2020 | www.saflyer.com
Low drag sleek lines need firm flare to arrest autorotation.
medical stretchers, and is unlikely to droop lower than 2.8m. Compared to other 2-blade Bell helicopters, the main rotor of the 222 is noticeably stiffer due to the elastomeric bearings on the main rotor head which stiffen the otherwise freely flapping blades. These bearings are said to also allow more responsive handling and better stability. A further advantage is that the aircraft can be started up safely in winds up to 60kt, which would not be normally considered possible in a two-bladed helicopter. The passenger doors are 750 mm wide and open through 170 degrees, which is useful for loading stretchers when the
wheels, ground handling is more restricted
For engine shut down a two-minute
helicopter is being used for medevac. Sliding
than with wheels and hover taxis are
ground idle is required, followed by 10
right- and left-hand passenger doors were
required. Andre reports that for takeoff the
seconds of motoring on the starter. This
available but were not a popular option due
controls are well balanced, the aircraft is
is a helicopter that appreciates the use of
to the added weight and complexity.
stable and visibility is good. Sideways and
a battery cart for ground operations and
Getting in and out of the pilots’ seats is
backwards flight up to the limit of 30kt are
particularly to preserve the voltage for starts.
easy, with the low floor and the shape of the
benign, with no handling difficulties. Attitude
Andre reports that Henley Air always uses a
cyclic, which allows you to slide in behind it,
control, visibility and vibration levels are
battery cart to avoid hot starts.
rather than the usual leg-over. The low floor
good throughout.
is a particularly attractive feature of the 222
The transition into forward flight and
as it gives easy access to the passenger
climb are straightforward and maximum
The Bell 222 has become a mature
cabin. Helicopters of this class usually have
continuous power gives a healthy 105 KIAS
design and its idiosyncrasies are well known
floors high enough to make room for fuel cells
and a TAS of 125 knots. Vne is 150 knots.
by users with the skills and knowledge
CONCLUSION
on the centre of gravity, which is underneath
Autorotation gives a 2,000ft fpm descent.
to operate them efficiently. It is a superb
the cabin. The fuel in the 222 is stored in the
Because of the low drag of the fuselage, the
medevac machine as its load and range
sponsons outside the fuselage and under
flare must be started sooner than expected
limitations are seldom a factor in despatch.
the rear seat. Having fuel stored outside the
and given plenty of pull to get the speed off
For the pilot the 222 has great stability,
fuselage is particularly attractive in terms of
for a low-speed engines-off landing. With one
crisp and well-balanced handling and decent
crashworthiness.
engine inoperable flight the speed settles to
speed. Passengers appreciate the quiet,
a healthy 90kt and there is a loss of 6 percent
spacious comfort and high-speed, low
of rotor RPM, but that is well within limits.
vibration ride. The aircraft’s IFR capability
FLYING THE 222 The pilots’ seats are adjustable fore and
With both engines restored but with
makes it very capable and allows it to operate
aft as well as up and down and the pedals are
the number one hydraulic system which
into airspace where others cannot go with
also adjustable, so all size pilots should be
powers the tail-rotor pitch control switched
only one pilot and without the expense,
able to get comfortable. For the left seater,
off, the pedals are noticeably stiffer. Control
extra weight and extra maintenance of a
the two twist-grip throttles are side by side
forces are however easily manageable and
stabilisation system. This further improves
on the collective, which is more intuitive than
provided there is no lever movement, there is
its utility as a medevac helicopter.
one above the other.
no footwork required. Bryan Vincent
There is a comprehensive bank of the usual warning and advisory lights, along the top of the instrument panel. This contains overtorque and overspeed warnings, and there is an audio as well as a visual warning for low-rotor RPM. According to Andre Coetzee of Henley Air
at
Rand
Airport,
whose
company
now owns 18 222 airframes, the once troublesome Lycoming engines have now been sorted. Engine management in the start is straightforward. Although there is no FADEC, the start fuel flow can be modulated with the throttle, enabling temps to be kept cool. With the 222UT having skids instead of
A 222B kitted out as a copy of the Airwolf TV star by a South African operator.
57 www.saflyer.com | April 2020
Bell 222UT Specifications and Limitations Seats: Front: pilot+1. Main: 4-6 Maximum 10 (pilot and 9 passengers) Height: 12ft 2in (3.31m) Fuselage Length: 42ft 11in (12.78m) Rotor Diameter: 42ft (12.80m) Engine (2x): Lycoming LTS-101-750C-1 Maximum gross weight for takeoff, landing and in-ground-effect manoeuvres: 8250lbs (3742kg) Empty Weight: 5250lbs Payload: 3000lbs Fuel capacity: 1679lbs (additional 329lbs if aux tank is installed) Fuel Consumption: 550lbs/hr Range: Approx. 300-340nm (with aux tank 380-400nm) Vne @ 3000ft and below: 150KIAS Vne for operations above max continuous main rotor torque (94,6%): 120KIAS (or as placarded) Vne single engine: 100KIAS Vy 2 engines: 75KIAS Vy 1 engine: 60KIAS Sideward flight or crosswind hover limit: 30kts Rearward flight or tailwind hover limit: 30kts Maximum density altitude for takeoff, landing and in-ground-effect manoeuvres: 14 000ft Maximum pressure altitude VFR: 20 000ft Maximum pressure altitude IFR: 15 000ft Maximum ambient air temperature @ sea level: 51.7 c Minimum ambient air temperature @ all altitudes: -45 c
THE 222 IN SOUTH AFRICA
T
222
HE
particularly
A 222 will induce ramp envy wherever you go, and the ones on the market today are relatively low time for their age and inexpensively priced.
is well
suited to medevac operations due to its low floor and to
an innovative swivel that allows a stretcher to be swivelled out and then back into the fuselage, thus reducing the back strains on the paramedics. Henley operates the 222UT with a single pilot for day VFR, with two paramedics and the patient. The stretcher kit weighs
Emperor Aviation handles all Henley’s 222
less than eight flying 222s plus two projects
around 50 kg. For most operations they
maintenance.
undergoing full rebuilds. The company owns
takeoff with 1000 lbs of fuel, but thanks to
Andre Coetzee reckons that the 222UT
16 airframes of which one is used as a
the 222UTs increased useful load and fuel
is the world’s best kept secret for medevac
simulator and one, which was discovered to
capacity they can still takeoff with a full
operations. Providing good peace of mind
be badly rusted when it was delivered, has
1650 lb fuel load, giving almost eight hours
and an ability to escape inadvertent IMC –
been donated to a nursery school where it is
endurance if needed.
especially if encountered at night, the 222UT
used in the play park.
Key to the popularity of the 222 series
is certified for single pilot IFR operations,
Only about 80 222s are still in operation
South
world-leading
although Henley Air does not fly IFR and
around the world and increasingly they are
maintenance capability of Emperor Aviation,
uses two pilots for night ops. A further two
being scrapped for parts – or sold to newly
who has made a huge investment in the
222s are operated in the medevac role by
enriched tribal kings who benefitted from the
skills, equipment and spares to maintain
Halo Aviation and there are two 222B models
Venda Building Society looting.
the ever-increasing South African fleet.
flown as executive aircraft. Henley Air has no
in
Africa
is
the
58 April 2020 | www.saflyer.com
j
in We specialise
gene
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terior refurbis
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, modification
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maintenan ral helicopter
S IN E S S.
• SA341 series • AS350/ 355 5 series 13 0/ • EC120/13 ries se 5 10 • BO ouglas D d al • McDon 22/R44 • Robinson R ble service availa • Hangarage g engines. n and Lycomin so lli A , ca ec Turbom d Lesotho Zimbabwe an aintenance on a, m bi e lin am Z nd of co 0, Republic First and se s : SACAA # 83 CAA approval
SA Flyer 2020|04
HEL
0 YEARS E
H AV E 4 E W – E U IQ I AFR
IN T H E B U X P E R IE N C E
Hangar 56, 10 Viking Way, Rand Airport Tel: 011 827 8632 Tino: 083 458 2172 Office: 083 446 0066 Email: technical@heli-afrique.co.za and info@heli-afrique.co.za
COMPANY PROFILES
AFTERMARKET MODS: BLR’S TAILBOOM STRAKES &FASTFIN
Do ne by Ca pital Air
As a helicopter type is proven in service and the design matures, it often becomes evident that relatively small and simple refinements can greatly improve the performance and utility of the type.
produce. The story goes that during the
A
chance, BLR Aerospace discovered a paper FTERMARKET modifier company BLR
BLR TAILBOOM STRAKES In retrospect it now seems obvious, but
Vietnam war the UH1H Huey was suffering an inordinately high loss rate due lack of tail rotor effectiveness, (the infamous LTE). NASA came up with a solution to the problem just as the war was ending and so the study was shelved until, quite by on the NASA solution. Realising the potential for privately
has specialised in
until BLR successfully brought to market
operated helicopters, BLR negotiated a
developing and testing
their twin tailboom strakes, the airflow
license agreement from NASA and wasted
significant improvements
over the tailboom from a helicopter’s rotor
no time in bringing the two complementary
downwash was largely being ignored.
technologies of dual tailboom strakes and
to well established helicopters and these have been shown to have a significant improvement in performance and efficiency for a relatively small cost.
In the 1990s BLR Aerospace entered into a license agreement to develop and
the FastFin system to market. To understand the simple elegance
bring to market an innovative helicopter
of the BLR Aerospace solution, one must
technology NASA had devised but didn’t
appreciate the complexity of helicopter aerodynamics, particularly that of the
The BLR Tailboom strake on a Squirrel.
Huey and its derivatives. The key anti-yaw control is the tail rotor which counteracts the Newton’s third law of motion to spin the helicopter in the opposite direction to the main rotor. One of the problems of helicopter design is that due to the blunt aerofoil shape of the tailboom, downwash from the main rotor creates low pressure on the left side of the tail boom. This is the Coanda effect and it requires progressively greater tail rotor torque, which saps engine power and reduces hover and load efficiency. Adding to this, as the main rotor downwash departs the underside of the tailboom, a phenomenon called Karman Street Vortex Shedding occurs. This is a principle in fluid dynamics that can be seen in how water flows around river rocks. In helicopters this creates an oscillating pattern of vortices created by the movement of a fluid around the tailboom and causes helicopters tails to waggle. Tail rotor effectiveness is further reduced because the tail rotor uses a
60 April 2020 | www.saflyer.com
How the tailboom strake works.
pusher prop and therefore much of the air
206L include up to 150 lbs of additional out
flow to the tail rotor must first find its way
of ground effect hover performance.
past the vertical fin. Writing for Professional
BLR has now developed and certified
Pilot, Doug Wilson notes that “the result of
its FastFin® Tail Rotor Enhancement and
these three forces is a helicopter with limited
Stability System for Airbus H125 helicopters.
hover capabilities in terms of payload and
The system is available for all models
wind azimuth, and higher pilot workload.”
of AS350, and certified performance is
BLR Aerospace’s application of NASA’s undeveloped solution is wonderfully simple;
available for the B1, B2, B3 and H125/B3e. Thus far, BLR has sold almost 1000
it incorporates two fixed strakes along the
FastFins. Demand and production for the
left side of the tail boom—an upper and a
412 is up year over year, largely due to the
lower strake—and a reshaped trailing edge
improved high altitude hover capability of
of the vertical fin. The upper strake acts
the aircraft created by BLR Aerospace’s
a stall strip, destroying Coanda effect on
systems.
the left side of the boom, while the lower
bring all the performance and safety benefits that come from our systems to South Africa.” Capital Air is an experienced helicopter and turbine engine support company with over 200 employees. Based at Rand Airport, Capital Air Ltd, Capital Control Centre Ltd, and Capital Air Security Operations Ltd, functions as one to provide a complete professional and effective inhouse aviation solution. For more information visit BLR’s website at www.BLRaerospace.com and Capital Air’s website at www.capitalairsa.
j
com.
BLR’s Dual Tailboom strakes have
strake reshapes departing airflow to largely
been conclusively shown to provide more
eliminate Karman Street Vortex Shedding.
performance, with less pilot fatigue. They
To improve airflow to the tail rotor the
technicians at Capital Air and are thrilled to
have been shown to be the most cost-
FastFin allows not only more airflow around
effective, multi-functional, value-added
the vertical fin, but smoother airflow too,
modification ever developed for single-rotor
resulting in up to 12% greater tail rotor
helicopters with enclosed tail booms.
authority. Doug Wilson reports that “The combined effect of the strake system and FastFin is stunning on helicopter
CAPITAL AIR Rand Airport based helicopter specialist,
performance, giving them up to 91% greater
Capital Air, has been selected as aftermarket
hover capability and adds up to 1250 lbs of
modifications specialist BLR and have been
useful load.”
appointed as the newest certified service
The complete FastFin system, including dual tailboom strakes, are STCd for the Bell UH-1H and its derivatives, including the Bell
centre for BLR’s FastFin® Systems and Dual Tailboom Strakes. With performance-enhancing products
205, 212 and 412. Further, strakes have
on more than 5,000 helicopters and fixed
been STCd for the Bell 206 JetRanger and
wing aircraft world-wide, BLR has built a
OH-58 models. By 2010, BLR Aerospace
reputation for excellent field support and
had signed a long term contract with Bell
back-up by providing worldwide training
Helicopter Textron for factory installation
on their systems. To this end they carefully
of both systems which began on current
select product support and installation
production line variants such as the 412.
partners.
Most recently BLR Aerospace received
Mike Carpenter, President of BLR
EASA certification on the 412 FastFin
Aerospace says, “We expect great things
system. Performance Highlights for the Bell
from our partnership with the experienced
61 www.saflyer.com | April 2020
COMPANY PROFILES
optional office space for helicopters and /or
F. GOMES UPHOLSTERS F. Gomes Upholsters is a family based
aeroplanes on a contract basis. Heli-Afrique is the alternate AMO to
upholstery company. Established in 1979,
LEADING EDGE AVIATION Leading Edge Aviation is an SACAA approved Aircraft Maintenance Organisation
the company specialises in aircraft, as
Airbus Helicopters and TURBOMECA
(AMO 261) based at Nelspruit Airfield in
well as motor vehicle, boat and furniture
engines in Southern Africa, and specialises
Mpumalanga.
upholstery.
in maintenance of the full Airbus Helicopter
Leading Edge Aviation (LEA) caters
range. Heli-Afrique CEO Tino Conceicao
to numerous fields including firefighting,
your aircraft interior to look like new,
says that they are particularly proud of
external lift operations, wildlife conservation
giving it the class it deserves. They use
the full support capability they have built
and refurbishing and restoring of aircraft
only the best quality materials, and their
up for the Bo-105 helicopter range. Heli
interiors and exteriors, including fitment of
craftsmanship is outstanding. Mr Gomes,
Afrique has full Airbus approval for the entire
SACAA approved windows.
the founder of F. Gomes Upholsters, has
maintenance of these workhorse helicopters
been in the upholstery business for close
for full refurbishment and all components,
helicopters, LEA are perfectly positioned to
on 40 years and as such brings many years
excluding the main gearbox. The Bo-105 is
meet your utility helicopter requirements.
of experience and professionalism to the
finding increasing acceptance for medevac
Whether you need supplies moved,
company.
operations and in government support roles.
wildlife relocated, natural disaster support,
F. Gomes Upholsters will refurbish
Heli-Afrique is also a Robinson
F. Gomes Upholsters provides an expert
Utilizing their UH-1H and UH-60
construction equipment lifted or fire
re-upholstery and upholstery service that
helicopter certified service centre for the R22
suppression carried out, LEA are available
caters to any upholstery need. No job is ever
and R44. They are authorized to perform
to assist. With lifting capabilities up to
too small or too large.
maintenance on the McDonnell Douglas
3000kg’s, we use the latest equipment and
MD 600 and a full service agreement, via
vast experience to meet our clients’ needs.
F. Gomes Upholsters is based in Johannesburg. For exceptional
an overseas supplier is available to support
craftsmanship at the best prices, contact F.
SA 341 Gazelle, Alouette and ZU register
approved painting booth in the Lowveld
Gomes Upholsters on:
In addition, LEA has the only SACAA
engines. A large spares inventory is held
and carries out all painting using Boeing
Tel: (011) 614 2471
for airframe, components and engines.
and Airbus approved products across the
Fax: (011) 614 9806
Airframe, gearboxes and engine modules
Cessna, Piper, Embraer and Beechcraft
Email: gomesuph@netactive.co.za
are available through supplier contracts.
range. Our interior refurbishment division
Heli-Afrique also facilitates the sale of HELI-AFRIQUE Heli-Afrique has more than 40 years collective experience in the maintenance
work. All painting and leather work includes
and shipping, for civilian and experimental
CRMAs for the applicable aircraft. Peter,
categories.
Zeph, Sipho, Alfred and Lucas, along with
CAA approvals held by Heli-Afrique are:
and overhaul of helicopter components and
SACAA # 830, as well as for the Republic of
airframes. Based at Hanger 56, 10 Viking Way,
Zambia, Zimbabwe and Lesotho.
Airport Park Ext 4, Rand Airport, Heli-
Contact Tino Conceicao at:
Afrique’s primary hangar provides helicopter
Mobile: +27 (83) 458-2172 or 27 (83)
general maintenance, upgrades, repairs,
carries out the finest leather and upholstery
used helicopters, export/import, customs
446-0066
modifications, major inspections, interior/
Tel: +27 (11) 827-8632/3
exterior refurbishing, and respray. Hangar
Email: tino.conceicao@heli-afrique.co.za
Two provides a hangarage service and
Website: www.heli-afrique.co.za
the team, will ensure all your refurbishment expectations are met and exceeded. Feel free to contact Leading Edge Aviation with any queries: Tel: +27 13 7413654 Email: office@leaviation.co.za Website: www.leadingedgeaviation.co.za
flight reality turn your
dream into
• Flight Training & Charters • PPL – CPL – ATPL Frozen
Westline Aviation offers comprehensive abinitio and advanced helicopter flight training courses consisting of: Game Ratings • Sling Ratings • Mountain Flying NVG Training • Low Level Tactical Flying
Email: info@westline.co.za | Tel: +27 51 451 1717
62 April 2020 | www.saflyer.com
63 www.saflyer.com | April 2020
COMPANIES
TITAN HELICOPTER GROUP THE TITAN HELICOPTER GROUP (THG) OPERATES AND PROVIDES HELICOPTERS AND FIXED-WING AIRCRAFT THROUGHOUT AFRICA AND OTHER PARTS OF THE WORLD THROUGH ITS SUBSIDIARIES IN VARIOUS COUNTRIES.
OUR GROUP CONSISTS OF THE FOLLOWING COMPANIES: •
Titanhelicopters (Pty) Limited, the Onshore Division of the Titan Helicopter Group (THG) is a South African based helicopter operator established in 1993, with a clear and strong focus on landward helicopter operations and solutions. It has operating bases in Cape Town, Antarctica, Afghanistan and Malaysia.
•
Titanoffshore (Pty) Limited is the Offshore Division and Fixed Wing division of THG. It was previously known as Court Helicopters which was established in South Africa in 1969 and was acquired by THG in 2008. It has its divisional head headquarters in Cape Town, South Africa with operating bases in Cape Town, George and Oranjemund - Namibia.
•
Court Helicopters (Namibia) (Pty) Limited is the Namibian division licensed and approved in Namibia to provide both Helicopter and Fixed Wing Services.
•
Indwe Aviation (Pty) Limited takes its place in the industry as South Africa’s first autonomous BBBEE Offshore Helicopter Operator. It has its own Air Service Licences (“ASL”) and Air Operating Certificate (“AOC”) for Part 127, which is a requirement for offshore and onshore flying for oil and gas operation.
Operating bases have been established in South Africa, Namibia, Nigeria, Equatorial Guinea, Brazil and Borneo Malaysia. With its focus on Oil & Gas and EMS markets, THG transports thousands of crew and passengers between shores and seaward platforms every year as well as patients and medical staff.
THG is approved for operations by all major oil companies and mining groups worldwide, with particular emphasis on safety and efficiency on each and every flight. All aircraft are multi-engine and equipped with emergency equipment for increased safety, fully OGP compliant with types as follows: 4 x AW139’s, 2 x S61N’s, 7 x S76’s, 1 x Bell 212 and 5 x BO105’s (EMS). We are constantly aligning ourselves to answer to the needs of the industry with man and machine and strive for excellence in operations, not perfection. For more information, contact THG on: Telephone: +27 44 878 0453 / +27 21 936 4400 Email: info@thghelicopters. com Website: www.titanhelicopters.com
64 April 2020 | www.saflyer.com
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TITAN HELICOPTER GROUP ZS-HKM
Contact Us: info@thghelicopters.com or www.titanhelicopters.com 65 FROM UP HERE YOU’LL SEE THE WORLD DIFFERENTLY www.saflyer.com | April 2020
LEFT: Airbus announced 38 new orders at the 2020 HAI expo in California. BELOW: The cabri G2 Gimbal now offers a glass cockpit.
HAI HELIEXPO 2020 Although down from pervious highs and with a pall from the Kobe Bryant crash, this year’s 2020 HAI Heli-Expo reported strong attendance numbers with many contracts closed for the manufacturers. H145. Notably, NASA ordered three H135s, the first deal between the iconic American US space agency and Airbus. Relatively unnoticed was Pratt & Whitney Canada celebrating 50 years in service of its twin pack PT6-T, specially developed for helicopters with more than 7000 twin packs in service it will continue for many years as the powerplant of choice for Bell’s new 412 EPX. Sikorsky is accepting production 2025 line positions for their upgraded S-92A+ and S-92B helicopters. The modifications include a new gearbox and larger windows for a $28mn base price. Their S-70i Firehawk was featured prominently – reflecting the need for firefighting capabilities after the Australian fires. Sikorsky said it expects
W
to deliver more than ten over the next two years. ITH 700 exhibitors
of writing uncertain as Absolute Aviation
The enduring bootylicious CEO of MD
and
18,000
have recently been appointed Leonardo
Helicopters Lynn Tilton was there to promote
at
distributors. Leonardo displayed it’s now
their new MD 530G Block II light scout
year's
Heli-
anachronistically named AW (for Augusta
Attack heli.
the
show
Westland) helicopter range, showcasing the
attendees this Expo,
attendance was down by about 1,000 from
AW139, AW169 and AW189. with
decrease of around 33%, to 196 units.
The big news was Leonardo’s takeover
struggling Aston Martin cars, which has
However, Robinson says it has seen a strong
of the Swiss Kopter group AG. How
just announced yet another bailout. At HAI,
improvement in the past three months. They
this affects the Southern African dealer
Airbus Helicopters announced 38 firm orders
are still producing one R22 per week, two
Safomar’s Kopter agreement is at time
as well as 20 retrofits for the new five bladed
R66s per week, and three R44s per week
past bests.
66 April 2020 | www.saflyer.com
Airbus
announced
a
In general aviation Robinson had a low-key expo on the back of a production
tie
up
and are sold out the first six months for both the R44 and the R66
CEO Kurt Robinson
reported. Guimbal displayed their Cabri G2 and their new all-digital cockpit, the “Cristal Panel”. In a partial draw-back in its relationship with Uber, Bell said it plans to vertically integrate its production, flight operations and ‘nearly everything in between’, in order to grab a large piece of the nascent electricvertical-take-off-and-landing
(eVTOL)
air
taxi industry. Bell anticipates thousands of eVTOLs operating within some major cities. The company says choreographing such operations, with each aircraft flying around 2,000h per year, can’t be done with human personnel. Still with air taxis, and anticipating pilotless helicopters, Collins Aerospace’s Pegasus, will have the ability to be controlled digitally – even wirelessly. However, the company anticipates the Pegasus will enter production in 2021 and doesn’t foresee it being used on an autonomous helicopter anytime soon. Sikorsky showed its S-70 Black Hawk Optionally Piloted Vehicle, so Collins wants to be ready.
j
ABOVE LEFT: MD Helicopters Lynn Tilton. ABOVE RIGHT: Air taxis were big - this is the Airbus Vahana. MIDDLE RIGHT: Sikorsky's S70-arrives at the expo. RIGHT: Airbus announced a partnership with struggling Aston Martin.
67 www.saflyer.com | April 2020
M and N ACOUSTICS SERVICES SANAS ACCREDITED LABORATORY FOR ACOUSTIC, VIBRATION, HUMAN VIBRATION AND DC/LF The Following instruments can be calibrated Aces, Vibrex, Honeywell, Rion, Casella, 3M & Svantek
CONTACT Amanda Naude 012 689 2007 | e-mail: admin@mnacoustics.co.za
SA Flyer 2017|04
FOR ALL YOUR HELICOPTER NEEDS - HELICOPTER SALES – SPARE PARTS SALES - ENGINE OVERHAULS - COMPONENT REPAIR & OVERHAULS – PRE BUYS-SHIPPING-EXPORTS-ROLLS ROYCE 250 & BELL SPECIALIST
Southern Rotorcraft USA, founded in 2001 by Regenald Denysschen of Southern Rotorcraft cc SA, is an FAA Repair Station specializing in Rolls Royce M250 Series engines and Bell components. Southern Rotorcraft occupies a 25000 sq ft. facility and has a state-of-the-art NDT Department, Paint Booth as well as added equipment to it’s Machining Department. These additions have allowed an increase in capabilities as well as decreased turn around times thereby enabling advanced engineering and state of the art repair techniques. Southern Rotorcraft is a stockist of Avid Air Carbon Fibre lined Compressor Cases for the Rolls Royce 250-C20B Compressors. Southern Rotorcraft USA Inc. E-mail: info@rotorsrus.com 1410 Industrial Drive, Royse City, Texas 75189 Phone: (972)635-7922 Toll Free: (866)4ROTORS Cell: (469)585-2781 Fax: (972)635-7944
68 April 2020 | www.saflyer.com
Southern Rotorcraft cc - SA Email: sasales@rotors-r-us.com / regdee@intekom.co.za Tel: 021-935-0980 Fax: 021-935-0981 Cell: 0827770805 www.rotors-r-us.com FAA Approved Repair Station Certificate #D57R025X
JOHANNESBURG Hangar M7, Gate 5, Lanseria Airport Tel: 011 701 3200 Danie van Wyk: 083 269 8696 Fax: 011 701 3232 CAPE TOWN Signature Hanger, Beachcraft Road Cape Town International Tel: 021 934 5373 Erwin Erasmus: 082 494 3722 Website: www.aeroelectrical.co.za Email: office@aeroelectrical.co.za
AMO 1011
g Edge Aviatio Leadin n
SA Flyer 2020|04
WE SPECIALIZE IN: - Avionics - ACK Agents (ELTs') - Repairing and fault finding in rotor and fixed wing aircraft - Overhaul and repairing of DC/ AC Electrical, Magneto and ignition equipment - Full Battery workshop facilitating NiCad and Lead Acid batteries - Aircraft electrical modifications and installations - We travel to any destinations for MPI’s and repairs
ZT-RGA
“Sharing the passion”
SHARING THE
PASSION • FIRE FIGHTING • EXTERNAL LIFT • WILDLIFE CONSERVATION & PATROL • AIRCRAFT PAINTING & INTERIORS Leading Edge Aviation CC Hangar A1, Nelspruit Airfield, Kaapsehoop Road, Nelspruit, 1200 Tel: +27 13 741 3654 / 013 741 4835 Cell: 082 450 2097 www.leadingedgeaviation.co.za
69 www.saflyer.com | April 2020
COMPANY PROFILES
Clamp Meters
specialising in Rolls Royce 250 Series
•
Panel Meters
engine repair and overhaul, as well as Bell
M and N Acoustic Services (Pty) Ltd
•
High Pots - Insulation Testers
component repair and overhaul.
performs SANAS accredited calibrations on
•
Power Supplies
acoustic, human vibration, vibration and DC/
•
Graphical multimeters
engine and component exchange pool
LF measuring equipment.
•
Calibrates a wide variety of
services, pre-purchase inspections, USA
electrical test equipment
export.
M AND N ACOUSTIC SERVICES (PTY) LTD
The laboratory operates according to the ISO/IEC 17025:2005 Specification for the
•
Resistance calibrator (decade box),
competence of calibration laboratories and also according to the requirements of the
Southern Rotorcraft USA also offers
Certificate of Airworthiness, helicopter
capacitance meters. Loop Testers,
rebuilds and refurbishment, and
Earth resistance Testers
disassembly, packing and shipping.
South African National Accreditation System
Contact M and N Acoustic Services on:
(SANAS).
Tel: 012-689-2007/8
25,000 sq. ft facility, which has a state-
Email: admin@mnacoustics.co.za
of-the-art NDT department – additional
They do accredited calibration on
Southern Rotorcraft USA occupies a
equipment to its machining department,
acoustic and vibration measuring equipment and/or transducers, and certificates with
POWERED FLIGHT
bleed valve and fuel nozzle overhaul,
usable results for the end user (user
We have been operating at Wonderboom
helicopter spray paint booth and engine test
specified points).
Airport since February 2006. Our focus was
cell.
Our electrical calibration capabilities include but are not limited to: •
Handheld and bench meters (analogue and digital) up to 6 ½
• •
exclusively ab-initio training but over time
Our inventory for the Rolls Royce 250
we evolved to offer additional specialised
Series engines and the Bell 206B and L
training services.
helicopters are available to the industry via
In 2010, we built a hangar together
our website:
digits
with Loutzavia which gave us the stability
Thermocouple and RTD
we wanted. A few years later, our Domestic
Thermometers (simulation)
and International Charter Licences were
Town International Airport, sources and
Process Calibrators (mA and Volt
approved.
supplies spare parts for Rolls Royce 250
source and measure)
We offer game capture, aerial survey,
•
Data Loggers
security operations, movie/photo shoots as
•
Strip and Chart Recorders
well as wedding, engagement and birthday
•
Watt Meters
flights.
•
Current Clamps and
www.rotors-r-us.com. Southern Rotorcraft CC, based at Cape
engines and Bell 206 helicopters, and we are also stockists of Avid Air carbon fibre lined compressor cases for the Rolls Royce 250-C20B compressors.
Our clients are our absolute focus.
Contact Southern Rotorcraft cc on:
Their safety and satisfaction are of
Tel no: +27 (0) 219350980
paramount importance to us.
Email: sasales@rotors-r-us.com
We offer PPL (H) and CPL (H)
Website: www.rotors-r-us.com
ground school to our clients should selfstudy prove to be inefficient. Our pool of 6 full-time instructors allows us to offer pilot training 7 days a week. The ATC, emergency services,
WESTLINE AVIATION Do you have a flight dream? Special occasion? Westline Aviation is ideally situated at
lowest elevation in the Gauteng
New Tempe Airport in Bloemfontein and
area, a general flying area bordering
provides world class Helicopter Training and
Wonderboom airspace, sufficient open
Charters. Our highly qualified and dedicated
area on the airport for more than 6
team is on call to support your full spectrum
helicopters to conduct hover training
of needs. We pledge to give you the best
and excellent weather conditions,
training and experience, not only flying
make this an ideal location for safe
knowledge and skills, but also a healthy
and efficient helicopter pilot training.
attitude towards flight safety. No matter
Contact us and come in for a visit, it will change everything. Contact Tel: +27 (0) 12 007 0244 E-mail: martin@poweredflight.co.za Website: www.poweredflight.co.za
what the occasion, your destination is our command and we strive to make each flight effortless and rewarding! Selecting the correct training establishment is as important as your decision to become a pilot. Westline
SOUTHERN ROTORCRAFT USA
Aviation maintains all the essential elements
Engine Repair and Overhaul
to turn any flight dream into a reality.
FAA Repair Station # D57R025X Rotorcraft, Turbine, Engine & Component Services. Southern Rotorcraft USA, is an FAA certified repair station
Visit our website and find out first-hand why Westline Aviation is held in such high regard in the aviation industry and why we are proud of our flight training institution. www.westline.co.za
COMPANIES
HENLEY’S AIR CREW MANAGER rostering software and more recently, a
SCHEDULING CREW AND HELICOPTER TYPES CAN BE A COMPLICATED PROCESS WHEN ALL FACTORS SUCH AS CURRENCY, RATINGS,
Checks, Currency and FTL web application HeliCrewManager.com Helicrewmanager is able to provide company-wide checks and currency by user-defined groups, all on one easy-to-
INSURANCE, EXPERIENCE AND FLIGHT AND DUTY
read display. Henley Air’s Lonell Coetzee
TIME ARE FACTORED IN.
latex glove”. It enables user-defined items
T
O date many organisations have done this manually on spreadsheets but now, thanks
Helicrewmanager revolutionises complex crew rostering and planning.
describes it as “more customisable then a to “track currency for IFR, NVIS, HHO Cycles, and even unstable decks proficiency. Whatever your requirements are, you can create a rule to suit.” Key components of the
to experienced helicopter pilot
helicrewmanager.com system are: 1)
Craig Webster a web based
Intelligent rostering system: 2) Instant crew
software program has been developed which
status: 3) Notifications: 4) Safety & Mission
makes all these complex considerations
Reporting: 5) Flight time limitations. And it is
easy.
not just for pilots but all crew.
Craig Webster has experience in a
A free trial is available to see the app in
variety of different helicopter types in
action. After that there is a very reasonable
offshore and HEMS work. He has developed
annual fee per pilot, with no limit to the
a web-based solution for the helicopter
number of pilots. For more information
industry covering reporting, logbook and
contact Lonell on 082 562 7837
72 April 2020 | www.saflyer.com
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73 www.saflyer.com | April 2020
SA Flyer 2020|04
AERIAL SUPPORT We operate a modern fleet of Airbus AS 350 B3 helicopters from our bases at George and Wonderboom Airport.
• Film & Photography • Geological Drill Rig relocation & support • Geophysical survey • Game work • Precision external lifting including:
Concrete placement; Power line construction & maintenance. • Fire fighting
CHARTERS Our aircraft are among the best presented in South Africa.
Whether it be a transfer to a business meeting or another occasion,
let Savannah Helicopters look after all your needs. Your time is valuable, let us get
you there in a fraction of the time it would take by most other methods of transport. LET US GIVE YOU A COMPETITIVE QUOTE.
Weddings • Luxury Holidays • Corporate Charter
HELICOPTER TOURS GARDEN ROUTE We offer a wide range of helicopter flights to make sure you find the experience
you re looking for. Our selection includes scenic flights, an exciting tour of the Garden route or day tours for anyone who wants to get away from their everyday routine.
Please call to discuss your requirements. 74 April 2020 | www.saflyer.com
Em a i l : Ly n n e @ s a v h e l i . c o . z a W e bs i t e : w w w . S a v a n n a h h e l i c o p t e r s . c o . z a Te l : + 2 7 44 8 7 60 0 69 o r C e l l : + 2 7 8 2 444 1 1 3 8