Helicopter Feature Guide April 2023

HELICOPTER FEATURE GUIDE

HAI HELIEXPO 2023:

EXPLORING THE WORLD’S LARGEST HELICOPTER INDUSTRY GATHERING

South Africa may have the largest and busiest general aviation sector in Africa, but when we look worldwide, over 80% of flights occur in North America alone. A substantial number of these flights are helicopters.

Robinson Helicopters celebrated 50 years with a huge presence at HAI.

TO SUPPORT the international helicopter industry with operational and safety guidance, the Helicopter Association International (HAI), based in Alexandria, Virginia, has been providing assistance for almost 75 years.

One of their main events is Heli-Expo, the world’s largest, most popular helicopter industry gathering, held every spring in the USA. This year’s expo – with the biggest floor layout of any previous Heli-Expo – was held in the Georgia Convention Center in downtown Atlanta, where helicopter manufacturers and enthusiasts from around the world came together to showcase and marvel at the latest innovations and trends in the industry.

the FAA – a world class regulator

Being a Pretoria-raised, non-frequent international traveller, with OR Tambo, Cape Town International and Ivato Airport in Madagascar as my most recent references of international airports, I was blown away by Hartsfield-Jackson Atlanta – the world’s busiest airport. Its sheer magnitude, spanning over 631,700 square metres across multiple terminals and handling over 100 million passengers per year, prepared me in some measure for the grand scale of everything I would experience at the expo.

I had the privilege of attending Heli-Expo in March on behalf of Bidvest Protea Coin’s Airwing and Drone Support Division to meet many of our suppliers and partners in person.

From all the premier helicopter manufacturers to base components, maintenance, overhaul, and crew training, seemingly everything helicopter-related was covered at the show. The immense floor layout housed 600+ exhibits and 60+ helicopters on display – with Airbus Helicopters’ stand being the most eyecatching. Their impressive presence included the light single H125/H130, the new H160, and

The all new AW09 light single.

ABOVE: HAI by the numbers.

BELOW: The mighty S92 celebrating Sikorsky 100yrs.

the large twin H175 “oil and gas industry bus,” all of which added to their already strong order book. Additionally, Airbus’ H-Care product was a big hit with customers, providing guaranteed parts for maintenance needs.

American manufacturer Bell had a strong presence at the expo too, with their ever-popular B429 light twin flanked on the floor by the B407 light single and the entry-level B505. However, their medium twin, the B412, was notably absent, despite being a rock in their arsenal and a huge revenue winner.

Sikorsky’s display was also exceptional, with the gargantuan large-twin, medium-lift S-92 (first unveiled at Heli Expo ’92 in Las Vegas) wellpresented at its centre. They marked the 100th anniversary of the founding of the Sikorsky Aero Engineering Corporation on Day 2 of the convention, which included an audio-visual presentation and a cake-cutting ceremony by Sergei, Igor Sikorsky’s son.

Ironically, Sikorsky dominated the show, albeit

not from a factory perspective, but rather with the plethora of ex-military Black Hawk helicopters present, having been converted by after-market suppliers for work in a range of utility roles. They seem to be the natural successor to the Bell UH1 ‘Huey’ workhorse, so familiar to us in South Africa.

Italian manufacturer Leonardo had the largest hospitality suite, displaying the AW139 and AW169 alongside a full-scale mock-up of their latest acquisition project, the light single AW09. Initially developed by Kopter Group AG, the AW09 was later acquired by Leonardo in 2020 as a going concern. The purchase included three flying prototypes to ensure the integrity of the product.

The AW09 is a new, versatile, clean-sheet design, equipped with the reliable Safran Arriel 2k engine. Excitement was high as it is the first new light single to come out of Europe in decades – a fresh high-technology offering to the competitive market.

The newest offering from Airbus, the H160.

South Africa was also well-represented, with Hensoldt displaying their military-grade mission sensors, electronic warfare, and support hardware. Bennie Steyn, senior marketer of their Optronics Unit, told me that Hensoldt SA supplies IR sensors to police helicopter operations in Europe, South America and South Africa, all of which are manufactured at their Centurion HQ.

Apart from presenting the latest innovations, HAI Heli-Expo 2023 provided manufacturers with an opportunity to educate their clients and potential clients through seminars on a variety of subjects, from maintenance to flight safety.

The event’s smartphone app provided access to every delegate, attendee and exhibitor, allowing for the booking of seminars and the ability to organise them in a diary format with reminders. I took full advantage of the easyto-use app, by taking part in several safety and manufacturer topic meetings overseen by the Federal Aviation Administration. Manufacturers like Airbus, Robinson and Rolls Royce not only taught us about their products but responded to many pressing questions with honesty and integrity.

The conference portion of the show included several events focused on AAM, including a three-part AAM Showcase and a forum that featured senior leaders from the organizations working to make AAM a reality. HAI also released a Roadmap of Advanced Air Mobility Operations, a white paper describing the next steps necessary for AAM development in areas such as regulations, infrastructure and airspace use, and vehicle development.

When I first planned my trip, I wasn’t sure what I would come away with. HAI Heli-Expo 2023 offered me a first-hand glimpse at vertical aviation’s biggest players and innovators. Apart from that, though, I met and was taught by some legends of the helicopter industry as well as the FAA – a world class regulator. These interactions will bear much fruit as I chew on all I learnt and share some of these new insights with colleagues back home.

HAI estimates that roughly $2 billion in business occurred at HAI 2023. The show featured products and services ranging from the largest aircraft and engine manufacturers to the smaller businesses that are the backbone of the vertical aviation industry. Aircraft on the floor ranged

the grand scale of everything

Enstrom bounced back at HAI - Image Mark Huber.

from small but capable personal aircraft to some of the largest helicopters. Several companies displayed advanced air mobility (AAM) mockups, uncrewed aircraft system (UAS) models, and other emerging technologies.

HAI made safety the literal centrepiece of the show, with the HAI Rotor Safety Zone centrally located between Halls B and C. The Zone featured presentations and demonstrations on a variety of safety-related topics. A highlight of the booth this year was the US Coast Guard’s newest variant, an Airbus MH-65E Dolphin multimission helicopter, from Air Station Mobile, in Alabama.

Attendees could also test virtual-reality simulators and meet with representatives from safety-focused organizations to learn how to fly and work more safely. HAI also offered an extensive slate of free safety education sessions in its Rotor Safety Challenge, providing

opportunities for everyone in the industry to learn or improve skills for safer operations.

The show’s education and training sessions also drew large numbers of attendees, with 2,194 people taking 116 courses and sessions. The Professional Education courses provided in-depth professional development for pilots, maintenance technicians, and other aviation professionals. With a focus on supporting its small-business members, HAI again held its Communications U for Small Businesses, which offered free sessions in digital marketing, social media, crisis communications, and building better relationships with elected officials.

Blackhawks a plenty.

AERONAUTICAL AVIATION

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• Bright, crisp 10.6” and 7” LCD touchscreen displays offer a wide choice of affordable, space-saving glass cockpit solutions with a variety of installation configurations to fit your panel and budget.

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• Optional Garmin HSVT™ 3-D synthetic vision helps you see your way clearly in dark night time VFR conditions, degraded visibility environments (DVE) or inadvertent IMC.

• Avoid obstacles with the optional Helicopter Terrain Awareness and Warning System (HTAWS), featuring five-colour display shading and audible voice callout alerts for enhanced terrain awareness.

• Interfaces with the GFC™ 600H flight control system and offers full touchscreen system continuity with the GTN™ 650/750 series navigators.

• Offers optional night vision goggle (NVG) compatibility and multiple inputs for tail cam, FLIR or other optional camera displays on MFD

proud General aviation Industry specialist and supporter. Our services for aircraft and helicopters include new avionic suites, panel refurbishment and backlighting, repairs, installations, aircraft instrumentation overhaul, avionics servicing, electrical, autopilots, handhelds, and Pilot accessories.

We are on hand to assist you with your avionics upgrade from conception of your vision, and we will be a part of your journey, to assist with planning, custom panel layout, to the final hand over of the finished product. We are also able to assist you in finding a suitable financer should you require this facility. With our accredited SACAA DAR certification, the completion of STC’s is much quicker than before. On completion of the avionics upgrade we provide hands-on pilot training for all the new avionics equipment installed, ensuring you are informed and familiar with the product and have the tools to operate your new equipment. We also offer post installation standby support should you need any assistance.

We pride ourselves on the fact that our Company Values are built on integrity, honesty, and service excellence. We are committed to providing our customers with outstanding quality while Keeping costs reasonable without compromising on exceptional quality. Our relationships developed with our extensive list of International Distributors and Dealerships such as Garmin, Bose, Collins Aerospace, Avidyne, Spidertracks, to name a few, enables us to provide our clients with a variety of options to suit their operational needs. We are proudly Garmin’s largest Accredited Distributor in Africa.

For more information on how we can assist you with your next G500H TXi installation or upgrade for your helicopter or any avionic repairs, or maintenance contact Aeronautical Aviation.

Hangar 202, Gate 7, Lanseria International Airport

Tel: +27-11-659-1033

Aeronautical Aviation, based at Lanseria International Airport, established in 2005, is a

Email: sales@aeronautical.co.za AMO1033

www.aeronautical.co.za

AIRBUS H125

By Guy Leitch

We have said it before – the French make the best helicopters. In the light helicopter series the original AS350 Écureuil (or Squirrel) has been a huge success and it was natural that the giant Airbus would continue to develop it – only now called the H125 after the takeover of Aerospatiale, (which gave it the AS prefix).

with Jannie Matthysen and George Tonking Images – Garth Calitz and Bruce Perkins

The Airbus H125 is the latest evolution of the incredibly successful AS350 "Squirrel".

THE AS350 ECUREUIL has accumulated almost 36 million flight hours worldwide. The last of the AS350 series was launched in 2011 as the AS350 B3e, which was renamed the Airbus H125, equipped with the Arriel 2D engine featuring dual channel full authority digital engine control (FADEC), optional dual hydraulics and a 2,370 kg (5,225 lb) Maximum Take Off Weight (2,250kg with single hydraulics).

The Bell 206’s success prompted Aerospatiale to waste no time flying the prototype of their interpretation of the light civilian helicopter in 1974. The result was the Eurocopter AS350 which still today looks to the casual observer identical to their first production helicopters. It is a design that seemed just right, and as the passage of time proved, still meets with customer approval 40 years later.

Development

BY the early 1970s Bell Helicopter’s Bell 206

the AS350 series has been constantly evolving

JetRanger was the best selling light commercial helicopter. This was a situation that did not sit comfortably with Aerospatiale (then known as Sud Aviation), who until then had been relatively successful in producing the Allouette and Lama range of light helicopters, mainly for military use.

Despite its relatively unchanged appearance, the AS350 series has been constantly evolving from the first Lycoming powered craft initially aimed at the American market. The French were however not impressed by American engine and therefore produced the aircraft with a Turbomeca (now Safran helicopter engines) Arriel engine for distribution outside the US.

The more powerful Ariel 2D engine is identified by its longer exhaust.

Instrument binnacle with original VEMD engine display. Industry standard Garmin H500H EFIS now standard in later models.

The main rotor was the world's first semi-rigid Starflex elastomeric composite low maintnenace hub.

The type has since seen a number of model and engine changes culminating in the current topof-the-range AS350 B3e equipped with a Safran Arriel 2D engine with full FADEC (Full Authority Digital Engine Control). This is the helicopter that is now called the Airbus H125 and is the subject of our test flight.

openings in the cowls when the need for a subsequent walk-around arises, therefore negating the fiddly exercise of getting the inspection panels to open.

There are three separate cargo compartments offering a very useful solution to any luggagerelated challenges. A popular option is to have a fuel pump fitted into one of these compartments for off-base refuelling.

First impressions

The subject of our review, ZT-RMG standing on its standard high skid landing gear presents an imposing picture on the helipad at Lanseria’s MCC Aviation. The machine looks big and robust compared to other helicopters in the same category.

for a total of seven seats

The pre-flight inspection is a model of simplicity. All components are easily accessible and fluid levels are clearly indicated. Most major components are also visible through small

Climbing into the right hand-seat (that where the pilot sits), one is immediately struck by how roomy the cabin is. The standard seating configuration provides for four people abreast in the back with a fifth passenger in the co-pilot’s seat. There is also an option for three abreast in the cockpit for a total of seven seats, but this becomes excessively intimate. The crash-resistant crew seats are adjustable fore / aft only, and for those used to smaller American machines, the seating position takes some getting used to as you tend to stretch for

The more popular 6-place cabin configuration - much loved with all forward facing seats

Unlike its bigger siblings, the H125 uses an open tail rotor, rather than a Fenestron. There is no lack of tail rotor authority.

the cyclic control. The entire cabin floor is flat, hinting at the H125’s versatility.

The crash-resistant crew seats are easily removable so it can haul quite bulky cargo or medical rescue stretchers and can be reconfigured back to passenger configuration in a very short space of time. The visibility from all seats is excellent, and a notable feature is that the seat frames are designed to absorb a substantial amount of vertical deceleration in the event of a crash or emergency landing. The H125 now also comes standard with CRFS (Crash Resistant Fuel System.)

The H125 is equipped with removable co-pilot flight controls for training or multi-crew operations. A relatively recent development is the long awaited move of the throttle from a quadrant on the floor between the two front seats to a twist-grip on the collective. This configuration is seen to be simpler to operate with safety advantages when dealing with emergencies.

The Cockpit

Almost all H125s are equipped for day / night VFR flight with a standard fit being now the G500H TXi single, large landscape, touchscreen display on the right side of the pedestal. The avionics fit is usually limited to a GPS / VHF, audio panel, second VHF, and a transponder.

Many aircraft in African use also feature an ELT and a much appreciated radar altimeter. Remarkably, reflecting Airbus’s ongoing development of the helicopter, it is expected that in the second half of 2024, it will be one of the very few light helicopters approved for IFR flight. Developed in partnership with Genesys Aerosystems, the IFR upgrade will significantly improve the capability for missions such as law enforcement and emergency medical services. The IFR option will include a three-axis autopilot and redundant hydraulic and electrical systems. Genesys has already installed the same autopilot under a supplemental type certificate on the larger Airbus H145 and also on Sikorsky’s UH-60A Blackhawk.

On the centre panel is the typically French VEMD (“Vehicle and Engine Multifunction Display”) with two EFIS screens. This is a commendably simple system that provides just the absolute necessary information to the pilot. The upper screen contains the usual engine parameters of T4 (turbine temperature), NG (compressor RPM), and Torque. Although this is a digital display, the instruments are presented in analogue format, making them easier to read and interpret.

The pièce de résistance is the FLI (First Limit Indicator). This is the default flight mode in the display that combines the aforementioned instruments into a single readout. The pilot simply flies according to the limitations reflected on the single FLI, while the system continuously calculates which limitation is going to be reached first. This system sets a new standard in reducing pilot workload. For further info, new H125s now come with a Flight Data Recording System (FDRS) which is used to continuously acquire and record the flight parameters. The data is received from the VEMD and the GTN650Xi. The purpose of the FDRS installation is to establish a diagnostic if

there is an accident or an incident after analysis of the data recorded in the Light Data Recorder.

A new item of equipment on the AS350 B3e and H125 is the wACS unit. This combines the recording of avionic data and the connectivity capacities. The wACS is used to automatically record avionic data during the flight and automatically transfer recorded flight data to the Airbus infrastructure on the ground after the flight – the Helicopter Data Flow Manager (HDFM).

The upper VEMD display also contains a very simple fuel quantity readout and Outside Air Temperature indicator. The lower secondary VEMD contains engine oil temperature and pressure as well as electrical system information. Caution and warning messages are displayed in both screens, while some messages are replicated in a separate caution panel in front of the pilot. The system keeps an electronic log for each flight and all the major components. Record keeping is much simplified, and an added benefit (for some) is that any exceedance is logged. This has obvious safety and maintenance advantages, although it has proven not to be a firm favourite with some pilots.

High skids are now a standard feature.

This has obvious safety and maintenance advantages

Flying the H125

The H125 uses the AS350 B3e’s full FADEC engine management system. The start is a simple push button affair that gives the owner/ operator great comfort that the temperatures are being well managed. Rotor engagement is automatic, and the normal operating procedure calls for the throttle to be advanced directly to the ‘Flight’ position after start. This means that, under normal conditions, no warm-up idling is required.

For older single hydraulic system H125s, the main system check prior to lift-off is that of the hydraulic actuators and accumulators. The H125 has hydraulic actuators for its primary controls. This system can be isolated during a malfunction, in which case the pilot is temporarily aided by gas-pressured accumulators to allow sufficient time to reduce speed and maintain adequate control of the aircraft. H125s are demanding should the hydraulic system fail, and great care should be taken in confirming that the system functions properly prior to takeoff. The cockpit can become a humid, perspiration-laden environment during hydraulic-off training. There

is no need for this training if there are dual hydraulics.

All AS350s, including the AStar and H125 have the main rotor turning clockwise, which is opposite to the anti-clockwise rotation of American helicopters. So the H125 requires some extra concentration to anticipate the left yaw as it lifts. Once in the hover, pilots are always impressed by how smooth and stable the aircraft is.

Hover in low ground effect can be tricky –which some wags say is why it’s known as the Squirrel. The trick is to hover at around 2 metres, to get the best result. Most Squirrel pilots either hover above two metres to get out of the disturbed air, or take the easy way out and do a no-hover departure from lift-off. The latter has led to some serious accidents when pilots have forgotten to re-energize their tail rotor servo hydraulic power in dual-hydraulic H125 models. Airbus says that this issue will soon be corrected in every baseline H125.

Easing the cyclic forward into transition produces no additional vibration and given the

Fluid level inspections use sight-glasses on the oil and hydraulic tanks.

wonderful abundance of power from the Safran Arriel 2D, a very small amount of additional power is required to transition to a smooth cruise climb.

This is where the big aircraft feel of the H125 first becomes apparent. It uses its engine power very efficiently and at maximum gross weight easily exceeds 1200 ft/min at Gauteng altitudes.

Thanks to the hydraulics, the controls are light and sensitive, and the preferred method is to add some cyclic and collective friction to add artificial feel. The pedals are particularly sensitive, requiring light feet not to send us fishtailing across the sky.

Airbus uses a simple Robinson-like string on the windshield to indicate yaw angle. The best method is therefore to ignore the ball in the slip indicator, focus on the string, and maintain zero bank angle. After a little practice, it becomes second nature.

The H125 cruises effortlessly at 120 knots; however, this reduces by around 10 knots closer to Maximum Gross Weight. Maximum cruise speed is 136 kts for the singlehydraulics version and 133 kts for those with dual-hydraulics.

The H125 cruises effortlessly at

120 knots

Once established in the cruise, a few more Squirrel traits become apparent. It is not possible to fly in balance at a zero bank angle. The induced airflow and torque effects are such that a compromise must be made, and

There are many drag inducing options for the H125, such as emergency float equipment, cargo sling equipment, hoisting equipment, and the like. Aircraft kitted out with some of these options obviously suffer a weight penalty, and pilots report that they have flown examples that refuse to accelerate beyond 115 knots, regardless of the power setting. It seems to be a small price to pay for that kind of versatility.

Side baggage bays greatly increase utility for field refuelling equipment.

ABOVE: An H125 above a 6000 ft Density Altitude easily lifting 800 litres in a Bambi bucket for fire-fighting.

BELOW: The H125 and its predecessor AS350 is the helicopter of choice for many operators such as the SA Police service and this one for SanParks.

The ‘big aircraft’ personality returns again when turning final approach. A steep approach of 60 knots requires a positive flare producing, once again, a minimal amount of vibration. The attitude and view from the cockpit are the main factors that evoke memories and traits of a much bigger craft. Executing the flare on the H125 is astonishingly efficient, and this is also a very satisfying thought during autorotation, which often nudges the 2000 feet / minute rate of decent.

The H125 can become a handful during landing. A stable hover becomes entertaining when descending into the lower ground cushion just prior to touchdown. Few survive a Squirrel landing with ego intact. It’s very easy to spot the old hands in the AS350, as the landings are always positive. The trick is not to linger in the hover – stop the forward movement and positively fly the machine onto the ground… or so they say.

Shutdown is simple: set the throttle to idle, wait 30 seconds, close fuel to the engine. When you climb out of the H125 remember to take two steps down to avoid ending up with your nose on the tarmac.

Conclusion

The H125 is an incredibly capable workhorse. In all operations, including hot and high, the H125 performs admirably. It is no wonder that over there are now almost 4,200 AS350s/H125s in service worldwide. In 2022, Airbus logged 161 new orders for the type, including 39 in North America.

No other helicopter in its class comes close to its versatility and the extra power of the B3e version which became the H125 is always appreciated on the South African Highveld.

Militaries all over the world operate the As350 in utility and even gunship and missile-platform applications. Notably the SA Police Service took delivery of a brand new H125 in December 2022, to complement their existing fleet of AS350s.

Tom Cruise flies his own – which he brought all the way out to South Africa for his stay in Hoedspruit. Film producers love it for its stability and smoothness, and EMS operators swear by it for its utility and versatility.

SO WHY’S IT CALLED THE SQUIRREL?

The French have a penchant for naming their helicopters after animals. Perhaps the pilots’ comments about it being squirrely in the low hover led them to the unusual choice.

EC120=Colibri (Hummingbird)

AS350 / H125=Ecureuil (Squirrel)

AS332=Puma

AS365=Dauphin (Dolphin)

SA315=Lama

SA341=Gazelle

AS565=Panther

SA321=Frelon (Hornet)

SA318=Alouette (Lark)

AS532=Cougar

Specifications and Performance

AIRBUS H125 HELICOPTER Specifications

Performance

AIRBUS SOUTHERN AFRICA (PTY) LTD

AIRBUS IS A GLOBAL LEADER in aeronautics, space and related services. Airbus has been active in Africa's helicopter market for over 40 years. It has maintained a presence in South Africa since 1994. Airbus Southern Africa (Pty) Ltd is a one-roof entity (shared services), incorporating Airbus Commercial, Helicopters and Defence & Space and has its headquarters at Grand Central Airport in Midrand, South Africa.

Airbus Helicopters provides the most efficient civil and military helicopter solutions to Southern African and Indian Ocean customers who operate an in-service fleet of around 350 turbine helicopters, to serve, protect, save lives and safely transport passengers in highly demanding environments. On top of the popular H125 & H130, the continent's sector accounts for a significant number of medium-lift helicopters and is regarded as a market ideally suited to the twin-engine H145, H175 & H225 aircraft.

Airbus Southern Africa (AZA) boasts an award winning Maintenance, Repair & Overhaul (MRO) facility at Grand Central Airport hangars ranging from H120, AS350 series, H125, H130, H135 series, H145 series. From new aircraft assemblies and customisation, AZA also covers all types of maintenance, including the major inspections. As an OEM customer centre, AZA is recognised within the Airbus Group and has an excellent history with aircraft rebuilds, retrofits and Airbus approved modifications.

AZA also provides training and assistance, and has trained civil, military and parapublic pilots in the H125 FNPT simulator in Johannesburg since 2016.

Airbus Helicopters offers a new support and services structure. Operators will be matched to the best combination of services according to their profile and fleet make-up, thanks to a logistic spare parts stock at AZA, covering Parts replacement for the Region.

Simplified to just three flexible solutions, HCare is now composed of HCare Initial, HCare In-service, or a combination of the two, HCare Lifetime. For each, customers can opt for one out of three levels of material management performance. Still available for specific fleets will be the HCare First package for Airbus Corporate Helicopters (ACH) aircraft and HCare Classics for the out-of-production legacy fleet (H120, Dauphin, Puma and Gazelle).

To find out more about Airbus Southern Africa’s products and services, visit our website.

Contact:

Telephone : +27 11 266 2600

Fax: +27 11 266 2628

Web: www.airbushelicopters.co.za / www.airbus.com j

ESSENTIAL RESPONSE TO CRITICAL NEED

Seconds count when lives are on the line. It’s why every feature of the Airbus H145 has been designed for safe, effective, and fast operations. With easy patient loading, state-of-the-art avionics to reduce pilot workload and a safer working area on the ground, the H145 ensures people get the medical care they need as fast as possible. All of this has made the H145 one of the emergency medical services market leaders around the globe – helping people every single day and making sure the world remains a beautiful place.

AERO ENGINEERING AND POWERPLANT

ENGINE OVERHAUL

Based at hangar number four, at Wonderboom Airport, Aero Engineering’s services include the overhaul, maintenance, service, and repair of Lycoming and Continental aircraft piston engines and associated components.

Aero Engineering and Powerplant comprises of the following divisions:

A) ENGINE DIVISION: Overhaul of Lycoming & Continental engines, Carrying out shock-load inspections, Bench-testing of engines, Re-boring and honing of cylinders, Repair on starter clutch gears.

B) COMPONENT DIVISION:

The overhaul of all engine components, including: McCauley, Hartzell, PCU 5000 and Woodward Constant speed units(CSU), TCM & Bendix Fuel systems, TCM, Romec, Fuel pumps, Marvel Schebler carburettors, Garrett & HET turbo-controllers, Overhaul & servicing of magnetos.

C) PROPELLER DIVISION:

The supply of new & second hand Hartzell and McCauley variable pitch propellers, as fitted to piston & turbine engine aircraft, The supply of new McCauley & Sensenich fixed pitch propellers, Propeller dynamic Balancing.

D) PARTS DIVISION:

The parts division specialises in the sourcing of all piston engine, component, & propeller parts, either from local distributors or from overseas distributors & OEM.

Their client base includes local & over-border operators, and owners, of piston & turbine engined aircraft, as well as local & over-border maintenance organizations.

The business was founded in 1996 and was taken over in 2006 by partners Andre Labuschagne and Derek van der Westhuizen. They have seven qualified engineers and a loyal clientele.

Contact Andre Labuschagne on:

Tel: 012-543-0948

Email: aeroeng@iafrica.com

Website: www.aeroengineering.co.za j

FLIGHT SAFETY THROUGH MAINTENANCE

Hangar no 4, Wonderboom Airport , Pretoria PO Box 17699, Pretoria North, 0116 Tel: (012) 543 0948/51 • Fax: (012) 543 9447

email: aeroeng@iafrica.com

AMO No: 227

We at AEP offer full engine maintenance on Robinson R44 & R22 helicopters

This include but is no limited to:

• PISTON ENGINE OVERHAUL

• ENGINE BENCH TESTING

• MAGS

Call us today, let us see what we can do for you.

BY JOHN BASSI

STICK TO THE RULES PART

Try listen to your gut, follow the POH, be ready for the unexpected…and pray.

In the first part of this gripping story, John shared the anticipation and preparation for Rhino dehorning flights. In part 2 he continued the story with some unwelcome mechanical drama when his JetRanger began to make alarming grinding noises from deep within the engine.

THE BROCCOLI LOOKING canopy of trees slipped below me, looking more hostile than ever. With taught nerves and a gnawing lump in my throat I played out the varying scenarios in my mind. None of the outcomes had a happy ending. My rule is, if there is doubt, then there is no doubt.

the

The machine was behaving perfectly, everything in the green with no amber lights blinking. It was time to abort in a gracious manner, but I did not wish to create unnecessary alarm among my trusty pax. And then the ENG chip light came on.

“Guys, why don’t we go and top up on fuel while we are close, take a quick break?” I said in a nonchalant manner, hoping they would all agree.

“Sam do you copy?”

“Standing by John, I have a nice gaggle of rhino waiting for you, they all calm so you can take your pick.”

“Copied, Uhm,…. we are going to stand down for a bit, refuelling while we are close to the LZ, I have your Co-ords. I think you should return to base and stand by. Thanks for all your help.”

I climbed away, aiming directly for the safety of our LZ, zigzagging to each open area, the longest six minutes ever.

After shutting down I casually opened the cowling,

grinding sound was real

Lining up and descending to dart rhino in a really nice open patch.

which is actually a normal thing for me. I always have a random glance during normal operations whenever I refuel, and over the years it’s amazing how that habit has paid off.

Everyone had wandered off to relax in the shade leaving me to my chores. I pulled the igniter circuit breaker then depressed the starter with my head craning out to locate the source of the unwanted sound, hoping that everything was normal. Alas, no. There it was again, distinct and coming from around the starter generator area.

I walked over to my team and told them I had found a problem. That I just needed to call the engineer and check something and would get back to them.

The engineers reply went something like this. “Hmmm, not good. Get someone to depress the starter for a couple of seconds while you feel where the sound is, remove the chip detector and check how much metal there is and call me back.”

Sure enough, the slight grinding sound was real, it was intermittent and only lasted a couple of seconds then all was smooth again as the compressor wound up to speed. It seemed to be from the starter generator, but the magnetic plug had metal. So, definitely not the starter gen. Cell-phone technology these days is the best. There I was in the bush and able to send pictures

Our full team on a rhino dehorning operation. To be more efficient we had two vet teams, a mobile ground crew and our A22 Foxbat spotter.

The decision to land in a really remote place or try reach safety can blur your thinking.

immediately over 2000kms away and get an instant reply.

“That does not look good, but there are no big chunks of metal, just fuzzy splinters, so clean the plugs and put them back then hover for ten minutes. Then pull the plugs again and see if they are clean or not. If the light comes on again, then you going nowhere. If the chip

light stays off, how far is the machine from a hangar?”

Ten minutes of hovering was an eternity, and no light came on. I made an uneventful landing, pulled the plug and felt very relieved to find it was clean. But now the dilemma. We were in the middle of nowhere and to perform turbine or engine maintenance in the open elements would be hugely challenging. It would be at

Processing a rhino in nice open country is a rare luxury.

Rhino don’t particularly care about falling asleep in the open. Confined landings become the norm.

least 20minutes to fly the helicopter over remote bush, to a safe location where she would be protected inside a secure hanger where any form of maintenance could be done in a sterile manner. If the chip light was to illuminate during this ferry, there would be no question. Immediate remote landing, in the bush. With all this in mind I made alternative arrangements for the crew to return to base. This would need to be a solo flight.

I wanted this over, so did not waste any time climbing as high as practical thinking that I may just see a road somewhere within reach. Nothing, just undulating bush. Twenty minutes is very long, it leaves you with ample time to think about what your truthful reaction will be if the light were to illuminate. The GPS didn’t seem to be showing any reduction in ETA, and I realised I was treating the caution panel as if it were a black mamba, trying to not see it.

Half way to destination the warning light flickered ever so slightly, seriously catching my full attention. My heart sank, gut tightened, and eyes searched for a safe decent landing site. I grappled with the dilemma, that it was very faint, flickering; not full on. To descend and land, very far away from anything did not appeal to me, but to ignore the light was just as dumb.

The chip light taunted me

Then the light went out again.

Now the spooks really had me. Was it faulty? Had the wire come off? Had I not reconnected everything? Or maybe, hopefully, the metal fuzz on the chip detector was just so small it wasn’t making electrical contact?

Whatever, I was very relieved, but the kilometres were just not passing under me fast enough and there was still another ten long minutes to base. A lot of time to think and question what were we doing?

It is demoralizing and criminal to be at a point where we are mutilating such beautiful animals in order to try and save them from certain death.

My mind pondered, so much effort was going into this seemingly “last stand” to do whatever it took to reduce poaching by mutilating these beautiful rhino by sawing off their horns.

It is demoralizing after a highly successful operation, to have it tainted by the need to have to undertake these mutilations due to the unnecessary demand for this animals’ horn. We can only hope that this is an interim measure to safeguard populations while work continues in the education and demand reduction world.

A rhino’s horn grows back, which means that the rhino we have just dehorned will all need to be dehorned again in 18 months to 2 years’ time. As it is, there is no money, so now the last thing I needed was huge maintenance bills on the JetRanger.

The chip light taunted me by flickering faintly again. My mouth went dry and my mind cleared instantly of all thoughts except getting the aircraft safely onto the ground. The safety of a hangar, my car, and all the luxuries of life was just three long miles away. Such a pity. Wind check, T’s and P’s good, I focused on a grassy patch within reach if the turbine went. And then the light went out again.

[to be continued!]

The lower magnetic chip detector with its tell tale slithers of metal.

F. GOMES UPHOLSTERS

AIRCRAFT UPHOLSTERY

F. Gomes Upholsters is a family based upholstery company. Established in 1979, the company specialises in aircraft, as well as motor vehicle, boat and furniture upholstery.

F. Gomes Upholsters will refurbish your aircraft interior to look like new, giving it the class it deserves. They use only the best quality materials, and their craftsmanship is outstanding. Mr Gomes, the founder of F. Gomes Upholsters, has been in the upholstery business for close on 40 years and as such brings many years of experience and professionalism to the company.

F. Gomes Upholsters provides an expert re-upholstery and upholstery service that caters to any upholstery need. No job is ever too small or too large.

F. Gomes Upholsters is based in Johannesburg. For exceptional craftsmanship at the best prices, contact F. Gomes Upholsters on:

Tel: (011) 614 2471

Fax: (011) 614 9806

Email: gomesuph@netactive.co.za

Landline: 011 614 2471

Mr. Gomes: 082 412 6669

Carla: 083 602 5658

A Dynamic team to meet all your requirements. Refurbish your aircraft and / or helicopter. Best prices guaranteed

CENTURY AVIONICS

CENTURY AVIONICS specialises in Flightdeckand Avionics upgrades for general aviation fixed- and rotary-wing aircraft. Careful evaluation and planning of every project is essential –from the placing/positioning of glass displays and other avionics in the panel to enhance ergonomics and aesthetics to the final set-up and configuration of the installed equipment.

Century Avionics excel in Avionics Upgrades/ Installations, Repairs/Maintenance, Support and Certification making us a convenient, knowledge based avionic retrofit facility. Anticipating a continuous steady growth in an increasingly exciting and rapidly growing Aviation industry we strive to provide the most efficient service to our customers and the industry.

We are an in- and out of warranty service centre for Bose, David Clark and Lightspeed headsets as well as Garmin, McMurdo (Orolia/Kannad) ELT’s, and many other avionics manufacturers. We manage the Honeywell SPEX pool in country for the contracted MSP HAPP Pilatus PC12 fleet amongst others ensuring minimum Avionics Maintenance related down-time, keeping you in the air.

We are approved dealers for a host of avionics manufacturers (Garmin, Honeywell, Bendix King, Avidyne, McMurdo ELT, Genesys Aerosystems and many others) and constantly aim to offer our valued customers the widest range of products and capabilities. We are loyal to our products/brands and their suppliers/ manufacturers - not only selling product through extensive product knowledge, but standing by it through maintenance and installation support.

Our AMO and Design Organisation is approved in South Africa, Botswana, Namibia and Zimbabwe. Century NAVCOM, our Design Organisation, along with our qualified and experienced Certification Department and SACAA appointed DAR will assist with Avionics STC Application/Development and/or Modification Approvals.

Century Avionics CC Tel: +27 (0)11 701 3244

Contact:

Johan Landsberg support@centuryavionics.co.za

Carin van Zyl sales@centuryavionics.co.za

Website:

Avionics In South Africa | Century Avionics

Instagram:

Century Avionics (@century.avionics)

Facebook:

Century Avionics Century Avionics | Facebook

Linked In:

Century Avionics Century Avionics: My Company | LinkedIn

j

Guy Leitch

CAPE TOWN HELICOPTERS’

NEW EXPERIENCE FOCUS.

Cape Town Helicopters has adopted a specific focus on tourist operations – particularly in the Cape Town area which is world-renowned as ‘the Fairest Cape in all the world’.

Cape Town Helicopters is focussing on bespoke helicopter experiences.

FROM ITS BASE at the V&A Waterfront, Cape Town Helicopters (CTH) is leading the way in bespoke tourist charters. Neil Warren, a Director of CTH, has tailor-made a number of packages for tourists and visitors to appreciate the best of the Cape Peninsula.

These packages include the innovative helibike concept which uses an STC approved bike rack to transport mountain bikes on the outside of an AS350 Squirrel. Other unique tours include flying to a specially constructed landing pad for a sublime picnic above Misty Cliffs on the Atlantic coast as well as trips to the West Coast to enjoy mussels and oysters.

For the wine and food connoisseur – there is the 3 Farm Wine Tour and for the golfers, there is Heli-golf at Pearl Valley golf course. If clients want to explore further afield, CTH has a B200 King Air for flights to Plettenberg Bay for a gourmet lunch at Enrico’s seaside restaurant overlooking the beautiful Indian Ocean.

the heli-bike uses an STC approved bike rack

Other notable CTH tailor-made helicopter experiences include: a Fynbos Mountain Gourmet Picnic, or picnic in the beautiful Jonkershoek Valley. There is also a Cape photographic safari that clients can make as long as they need.

Helicopters are not all. Other experiences CTH provides includes catamaran Sailing and Swimming off Clifton Beach, shark cage diving, and trips to the acclaimed Aquila Game Reserve.

Cape Town Helicopters operates two Airbus 130s an Airbus H120, an AS350 ,H135 , Bell Longranger and 2 Robinson R44 to service their Cape Town operations. The two H130s with their capacity to accommodate six passengers all in forwardfacing seats, provides flexibility in a tourist charter market, where passenger number and routes change on a regular basis.

A Cape Town Helicopters AW350 with the STC approved bike rack.

The most popular sightseeing ride is the very affordable Hopper flight which lasts just 12 minutes but which nonetheless fits in memorable views of Table Mountain, the city bowl and then to Lions Head. Thanks to well-trained ground crew, passenger loading is smooth and efficient. Engine start-up and shutdown cycles are quick.

Head

Passenger feedback has been consistently positive about the unforgettable experiences

and the professionalism of the pilots and ground handling.

Prices range from a very affordable R 2000 per person for the Hopper sightseeing trips around the Cape Peninsula to R100,0000 for eight passengers in the King Air to Plettenberg Bay.

For more information – visit https://www.helicopterscapetown.co.za/ or WhatsApp call or chat on - +27(84)7667777

memorable views of Table Mountain, the city bowl and then to Lions

A Cape Town Helicopters AW350 on the helipad above the Jonkerskloof Valley.

HENLEY AIR

HENLEY AIR IS DEDICATED to helicopter charter and flight training excellence in the South African aviation industry.

What started out in 1995 as a dream has today grown into a major operation at Rand Airport, Johannesburg. The early years saw us using one Bell JetRanger, today we provide our clients with a variety of single and multi-engine aircraft to meet their diverse requirements.

From the time you check in, to the time you board your flight, the HENLEY AIR experience is unique and personal. So, come fly with us as we look forward to sharing in your adventure.

Henley Air specialises in charter, training, and contracts.

BUMPPPFFF:

Henley Air provides the ideal location for corporate departures and general aviation services due to its proximity to the Jhb CBD, OR Tambo International Airport.

On the training side, Henley Air is a fully licensed and equipped Air Training Organisation.

Hangar 6 Rand Airport

Tel: +27 (0) 11 827 5503 j

Good boy 747 doing a sit. This was a very expensive day.

Upstairs on a 747 in the 70s - at least decor taste has improved.

100% COMMITMENT TO EXCEPTIONAL SERVICE FOR 24 YEAR S

Aviation Group is a diverse aviation company, offering a wide range of helicopter and fixed wing services worldwide, through o ces in Ireland, Mauritius, and South Africa. Boasting an impressive portfolio, Starlite has operated in 33 countries and 5 continents in some of the harshest environments in aviation. We are the trusted long-term partners to humanitarian, corporate, commercial, and military customers, providing a complete service which incorporates operations, medical services, maintenance, training, charters, and aircraft sales.

Starlite

OPERATIONS – OFFERING SUPERIOR AIRCRAFT, CREW AND MAINTENANCE 24/7

Aviation Operations focuses on providing mission ready aircraft for multi-task configurations globally. Starlite prides itself as an expert at undertaking complex assignments in remote locations, focusing on safe, fast deployment, while providing e cient solutions to client specific requirements. Starlite’s key strengths are based on strict adherence to our world standard, global safety program, plus dedication and flexibility to the client’s requirements, which has been evident in the continuous and resilient provision of services. Starlite further o ers state of the art, intensive care aeromedical services, cost e ective solutions, hands on, in-country support from senior management, and proven Original Equipment Manufacturer (OEM) support.

Starlite

Starlite’s high standards have ensured the development of operating procedures which far exceed the SACAA and ICAO requirements, by aligning the Starlite Aviation Group with Oil and Gas, EASA, FAA and Basic Aviation Risk Standards (BARS). Starlite has achieved Gold Member status for the last seven years, successfully passing the Basic Aviation Risk Standards audits which conform to international Oil and Gas and United Nations Aviation Standards. Starlite has also been awarded European Aero Medical Institute (EURAMI) accreditation, the objective of which is to on improve quality, excellence, and safety in aeromedical transportation.

We o er our clients a turnkey solution to the provision of aviation and aeromedical evacuation support. Unlike many of our competitors, we off er a single point of contact for ALL services including Flight Operations, Medical, and Maintenance, which are integrated into the Starlite offering. We hold both rotary- and fixed wing AOCs specifying aircraft approved for all operations, meaning that we can provide the full range of services under the same banner.

Starlite Aviation Training Academy, was established in South Africa in 1999 as a flight training school. The operational and maintenance divisions grew out of the success of the school. The Academy has trained over 1700 Private Pilots, 3000 military pilots, more than 500 Commercial Pilots, 128 drone pilots, and over 100 Instructor Pilots since its inception, totalling in excess 120 000 hours of instruction. Highly experienced instructors, some ex- South African Air Force, with over 70 000 combined operational flying hours and more than 130 years combined helicopter and fixed wing flying experience, form the basis of the expertise at Starlite.

The Academy has operated out of Virginia Airport, Durban since 1999, and Mossel Bay Airport since 2011. Starlite’s wealth of experience in the training environment, and its excellent facilities, enables the Academy to o er the highest quality of training available in Africa.

24 YEARS OF PILOT TRAINING EXCELLENCE SINCE

1999

Theextensive fleet of aircraft is maintained by two in-house aircraft maintenance organisations, with a dedicated team of experienced AMEs avionic engineers and apprentices. Globally recognised for their skill, Starlite Aviation Maintenance also o ers 3rd party maintenance which is a rapidly expanding division of the business.

WHY STARLITE IS THE RIGHT CHOICE?

Stringent safety and quality standards

Outstanding 24 year track record for helicopter and aeroplane pilot training delivery

Full range of courses from ab initio to commercial

Full time or part time tailored courses

Superior facilities

Highly skilled ground school and flight instructors

Aircraft availability

Association with starlite aviation provides career opportunities

SACAA, EASA, DGCA approved

Starlite is expanding all sectors of the business to meet the demands in Africa as well as partake in joint venture contracts with SAF Aerogroup subsidiaries worldwide.

ROTARY WING PILOTS

FIXED WING PILOTS

DRONE PILOTS