Issue 56 - Heliops
Transcription
Issue 56 - Heliops
DELIVERING GLOBAL COVERAGE OF THE HELICOPTER INDUSTRY 2008 I ISSUE 56 Helos in PNG The Vital Link Grooming the KA-26’s Successor contents 2008 I ISSUE 56 26 cover feature: PAPUA NEW GUINEA – LAND OF THE UNEXPECTED PNG is a country that simply cannot do without helicopters. Its terrain and lack of good roads make air transport by helicopter indispensable. MARK OGDEN visits Oil Search, one of the major energy companies developing the oil and gas reserves of PNG whose helicopter operations are a vital contributor to the Pacific Helicopters’ Bell 212 supporting Oil Search operations over the jungles near the southern coast of Papua New Guinea. 26 cover photo mark ogden PNG economy. 38 breaking russia’s personnel deadlock The shortage of qualified aviation professionals in Russia is approaching a critical state. In recent years, the pool 72 of available pilots has been fully exhausted as more than 400 civil pilots leave aviation each year, while only around 200 graduate from the country’s flight schools. Currently Omsk is the only rotary wing training school in Russia – this year only 24 helicopter pilots will graduate – an extremely low number to support Russia’s burgeoning helicopter industry. SERGEY VOYNOV reports. 48 Afghanistan – High, hot, heavy and HOSTILE Trading the safe beaten tracks of Canada for the hazardous wilds of Afghanistan, Canadian Pilot SHAWN regular features From the Editor 3 Industry update 6 subscription Form EVANS takes on the challenge of flying a lonely civil 48 helicopter in one of the most dangerous aviation environments in the world. 60 12 personal profile - Frank Scotto 80 Grooming the KA-26’s Successor Finding a suitable replacement for a popular and successful helicopter is always a daunting prospect. columns flight dynamics – Sling loads The Russian company Kamov, however, hopes that their promising new Ka-226 will prove a worthy 15 successor to its well-proven Ka-26 ancestor. flight training – Do We Need to 17 Practice Autorotations? safety – How Much Planning is Enough? eye on east europe – Industry Update flight instruction – Night Flight 72 19 MOUNTAIN FLYING – THE HIGHS AND LOWS While all flying requires a thorough understanding of wind and its effect on aircraft, safe mountain-flying demands an intense and advanced study of 21 these factors. From years of first-hand experience, 23 38 SHAWN EVANS offers his views on this complex subject. Keep your engine healthy with AFS. When you fly demanding EMS missions, it’s important to protect your engine with a filter that works as hard as you do. High-performance Inlet Barrier Filtration systems from AFS protect engines, enhance performance, and reduce costs, while keeping more than 99 percent of dirt and sand from reaching your engine. Systems include Bell 205, 206B, 206l‑1/3/4, and 407, mDHi mD 500 and mD 900/902, eurocopter As350 and ec‑130, and AgustaWestland A119 helicopters. Development systems include Bell 429 and 430, and AgustaWestland AW139. From the deserts of Arizona to the forests of Maine, AFS systems are protecting engines, enhancing performance, reducing costs, and helping operators do what they do best. Insist on an AFS filter. install before flight. AerospAce FiltrAtion systems, inc. A Donaldson company 636-300-5200 fax 636-300-5205 www.AFsfilters.com from the editor A By Mark Ogden CEO Neville (Ned) Dawson PUBLISHER Cathy Horton EDITOR Mark Ogden month can be a long time in the Another spate of EMS accidents in the financial world. It was only a few USA has once again drawn an unwanted weeks ago that oil was high, and focus on that sector of the industry. What at the time of writing, although it has lost is the answer? That’s the million-dollar nearly 50% from its all time high, it is still question. It appears to be a combination double that of just a couple of years ago of factors. Experience is no guarantee of when everyone was scratching their heads safety; neither being IFR or any other one trying to figure where to find pilots and issue. But whatever the combination, it engineers for the burgeoning exploration seems to be pretty well a US-phenomenon sector. Well the financial bubble has burst – with other countries in the world operating and the days of fake money-making seem similar aircraft in similar or more challenging to be numbered. Commodities are taking a environments not suffering losses. Australia dive, especially oil. It had to happen – it was had a spurt of accidents several years ago, just a matter of when. But what does this all of which were localized to one state but mean to the helicopter industry? after some serious introspection that has In the short-term, I don’t believe it will settled down. The US industry has to look impact significantly. It really depends beyond its borders for ideas and answers on where things stabilize and how well if it wants to stop the losses and improve deputy editors Rob Neil Alexander Mladenov the cartels can restrict supply to put a its public reputations. No one has all the reasonable floor under the price. And answers and the amount of flying done in when things do recover, then the demand the US in the EMS sector means that there sub editor Leigh Neil for commodities will rise again. China is will always be a risk. One thing I’d like to experiencing a slow-down with its export know is whether the vehicular ambulance orders significantly reducing – although accident rate is much different from the 90% of its production is for the local market. aircraft rate. Does someone have those There will be flow-on effects but should the figures? Contributing EDITORs Greg Davis Ted Carlson legal EDITOR Robert Van de Vuurst safety editor Phil Croucher world avoid the mooted Great Recession, Lastly, Bell Helicopter seems to have then things should stabilize quickly. I’m no fallen into another hole; this time with the expert, but watching the so-called “experts” ARH. How can the supposed low-cost espousing their opinions, the one thing I am option of taking a civilian helicopter and sure of – they do not have a clue. modifying it to military work, end up being What is important is that operators and a $US14 million per copy expense that even I TALIAN CORRESPONDENT Damiano Gualdoni companies do not curl up in a fetal position the US Army couldn’t swallow? There are and hope the world goes away. With every good reasons that are probably more to proofreader Barbara McIntosh cloud comes the so-called silver lining and it do with changing specifications, but still is those companies that can see opportunity it’s another blow that Bell could well do PRINTING GEON even in tough situations who will succeed. without. Maybe we might see some civilian Having said that, there are enough funded focus again and get the 429 into the market projects underway to keep companies and the 609 properly underway again. supporting commodities exploration and Bell really needs to join the 21st Century production to keep the relevant helicopter and start giving the Europeans some true operators busy. Forest fires will still happen, competition. Anyway, enjoy the read and fly safe! people will still have accidents. However, it is likely that we’ll see some fall-off in the n corporate flying, especially in the USA and Europe. Overall though, the helicopter industry is EDITORIAL ADDRESS Oceania Group Intl PO Box 37 978, Parnell Auckland, New Zealand PHONE: + 64 21 757 747 FAX: + 64 9 528 3172 EMAIL [email protected] WEBSITE www.heliopsmag.com sufficiently diverse that it should stay busy for some time yet. Maybe this is the break that the manufacturers need in order to catch up. 3 AG THE M LIT HE MI FOR T AZINE ELIC ARY H OPTER INDUS TRY order online: www.helitacmag.com DELIVERING GLOBAL COVERAGE OF THE HELICOPTER INDUSTRY order online: www.heliopsmag.com calendars utpat dolore tet At aut del sim nisi. enim et, equipit inci it prat nis Putpat, cons nulla facil utpat ABOVE: mcommy dolore tet pit dolenia At aut del nisi. nonsequi sim enim et, equipit inci it prat nis Putpat, cons nulla facil BElOw: mcommy pit dolenia equi nons february sun day mo nd ay 1 tue sda 2 15 Day President’s 22 3 17 16 23 thu r sda ay 4 18 24 fri day y 5 25 sat ur day 6 13 12 11 10 9 8 we dn esd y 19 20 26 ONLY Valentine’s 27 Day 7 14 21 28 m cmag.co www.helita $NZ 25 inc airmail postage Breathtaking Photography Featuring Helicopters in Action Around the World! industry update S92 milestone Sikorsky announced that PHI has reached their 30,000 fleet-hour milestone with its S-92 fleet on October 9, 2008. DART counting DART has been selected to exclusively market and sell turbine engine cycle counters and other aftermarket equipment from AKV Inc. AKV’s Ng/Np cycle counters help operators reduce operating costs and extend engine life. AKV engine counters are available for Arriel 1 and LTS 101 engines. The company also offers a new Data Stream encoder that automatically transfers and stores operational data to a computer. TracPlus Distribution DAC International and TracPlus USA has announced a worldwide distribution agreement that will see DAC International distribute TracPlus – a next generation tracking, messaging and data service. Australian Helicopters now supports ambulance services Australian Helicopters, a Queensland company that provides crash response and training support for the Defence Force, border surveillance for Coastwatch and police operations for the South Australian Government will operate the new Ambulance Victoria helicopter based in Warrnambool. Australian Helicopters has been awarded the $20 million Rotary Wing Air Services Agreement to provide the two additional state of the art emergency helicopters for Ambulance Victoria – the other will be based in Essendon. Under the agreement the company will provide pilots, engineers and crew to service the Warrnambool area from July 2009, with medical treatment provided by Ambulance Victoria intensive care paramedics. 8-07 ahl industry update GHC signed contract for training of 412 pilots by CAE CAE Flight Training has signed at the Dubai Helishow, a five-year contract with Gulf Helicopter Company to be their exclusive training provider for the company’s fleet of Bell helicopters. Under the Geneva Aviation gains approval Geneva Aviation, a member of the terms of the agreement, Gulf’s 412 pilots will undergo specialized training to meet special mission and DART Helicopter Services family of regulatory requirements of GHC. Training will take place at Emirates-CAE Flight Training in Dubai. The companies, has received Transport training program includes simulator training on the CAE 412 full-flight simulator, enhanced classroom- Canada approval for its Video System based training and crew resource management. for AS350/AS355/BO-105 and 206/ 407 helicopters. The Geneva Aviation Video System provides video routing for television, video and microwave YOU MIGHT WANT TO CALL IT THE communications for crewmembers as well as reporters, photographers, and engineers. The system is designed to support various cameras or sensors and a variety of recording and communications equipment. The system may be configured to meet specific customer requirements and Geneva technicians are available to support the system installations. A Dozen Companies Buy AW139s AgustaWestland has announced that Ornge of Ontario, Canada, has ordered ten AW139s. Chevron has also ordered two of the helicopters configured for offshore use. Guardian has STC Approval Guardian Mobility has been granted Supplemental Type Certificate STC installation approval of the Skytrax 3X GPS tracking system for the 206, 206A, 206A-1, 206B, 206B-1, 206L, 206L-1, 206L-3, 206L-4. Performance You’ve Always Wanted. Now certified and ready for immediate delivery, FastFin will bring unprecedented stability of flight and new levels of performance to your Bell 212. ™ Call BLR for the amazing details. 425-353-6591 100th Bell Helicopter in India Bell announced the delivery of the 100th commercial helicopter in India. ABIR Infrastructure Private Ltd received the keys to a 412 during the India Aviation Air Show. FLIR Orders FLIR Systems has announced orders of $US14.8 million from US Customs & Border Protection. These orders and deliveries are expected to be completed within the next 12 months. 800.257.4847 US + Canada 425.353.6591 International www.BLRaerospace.com [email protected] BLR P2 HO.indd 1 9/12/08 3:46:12 PM industry update ATE expands its helicopter services Air Technology Engines is pleased to announce the addition and expansion of its helicopter services. The new capabilities to overhaul major components for the 206A/B series and 206L series helicopters include the main transmission, main rotor hub assembly, swash plate and support assembly, tail rotor gear box assemblies and M/R mast assemblies. Asian DART DART has opened a warehouse/ distribution center for helicopter accessories in Hong Kong. The facility is being operated in conjunction with Avion Logistics Limited. Ukraine ministry sign for 2 helicopters The Ministry of Emergencies of Ukraine and Eurocopter signed a contract for the acquisition of two EC145s. Based in the Kiev region, they will be used for a wide range of missions that cover rescue, emergency medical evacuation and fire fighting. The aircraft will be delivered in 2009. China buys 4 more rescue helicopters The Rescue and Salvage Bureau of China’s Ministry of Transport signed an agreement recently to buy four more rescue helicopters. The S-76C ++s will be equipped with professional rescue and salvage equipment, including an emergency float, powerful searchlight and rescue winch. Sagem and JetDirect Get Together Sagem Avionics and JetDirect Aviation of Burlingame, California, announced that they are combining efforts to establish an industry-leading Corporate Flight Operational Quality Assurance (C-FOQA) program. 8 Metro reveals EC145 mobile demonstrator Metro Aviation will soon introduce another innovation designed to improve customer satisfaction and safety for the helicopter air medical industry. The EC145 mobile demonstrator and training device designed, engineered and assembled by Metro Aviation was unveiled during the Air Medical Transport Conference in Minneapolis, Minnesota in October. This first-of-its-kind device is designed to facilitate air medical customers with interior design, layout, and equipment selection as well as evaluation of their configuration. Cabin crew training can also be accomplished at the customer location prior to the delivery of their actual aircraft. industry update Meeker Aviation and AirFilm receive step mounts for EC135 and EC145 Meeker Aviation and AirFilm Camera Systems are pleased to announce they have received two new EASA/ STCs: the IM.R.S.01490 and 01489 for their EC-135 and 145 (UH-72) utility step mounts. The step mounts provide an unprecedented 1,2,3 or 4 simultaneous payload capacity. Other distinct features are: –max single payload weight of 125 lb –4 styles of payload arms to accommodate all the most popular sensor / cameras / searchlights –available in left/right or set as well as standard length boarding step version –designed to use the family of Dovetails / Quick Disconnects / Vibration Isolation devices –proven and tested on four continents. Your Helicopter. Our Windows. A perfect fit for 40 years. Tech-Tool Plastics does windows. That’s all we do. We’ve done it very well for 40 years. Long-life, perfect-fit, mission-specific replacement windows are in stock and ready to ship for most popular helicopter models. Tech-Tool quality, experience and craftmanship puts your helicopter back in the air. Tech-Tool Plastics, Inc. 7800 Skyline Park Drive Fort Worth, TX 76108 USA 1-800-433-2210 1-817-246-4694 Fax: 1-817-246-7402 [email protected] www.tech-tool.com BREEZE-EASTERN HS-20200 HS-29700 HS-10300 HS-29900 AGUSTA BELL 212/412 AGUSTA A109K2 AGUSTAWESTLAND EH-101 SIKORSKY UH-60Q AGUSTA BELL AB139 EUROCOPTER AS-350B3 EUROCOPTER AS365(HH65) AGUSTAWESTLAND EH101 HELICOPTER RESCUE HOISTS MDHI MD902 700 Liberty Avenue, Union NJ 07083, USA Telephone: (908)686-4000 Fax: (908)686-9292 Web Site: www.breeze-eastern.com industry update NFC is a one-of-a-kind NVG repairer Night Flight Concepts (NFC), of Port Saint Lucie, FL is the only FAA Part 145 NVG Repair Station for inspection, testing, and maintenance. The FAA Part 145 designation authorizes NFC to conduct and certify for air-worthiness the 180-day service inspection, and removal and replacement of components for most make and model night vision imaging systems available. This includes the following: • • • • • • ITT – F4949 series ITT – F4910 series Litton of Northrop Grumman – M949 series NIVISYS – NVAG-6 US Army – AN/AVS-6 series US Air Force / Navy – AN/AVS-9 series The 180-day NVG service inspection by NFC includes certifying the following for continued airworthiness: battery pack, goggle adjustment ranges, helmet mount adapter, current draw, gain, high/low resolution, image distortion, image intensifier, infinity focus, eyepiece diopter settings, binocular collimation, low battery indicator, and purge. The NVG is returned to the owner/operator within 72 hours with a complete test data sheet, an air-worthiness compliance certificate, and a NVG trend analysis sheet (minimum of three inspections required to develop trend analysis). TrueNorth’s DLU passes testing TrueNorth Avionics is pleased to announce that its new Iridium-based Simphone cockpit datalink unit (DLU) has successfully passed SITA’s VAQ process in several tested configurations and has been qualified for operation on the SITA ACARS. Million Air Joins Up Million Air of San Antonio has joined the Avfuel-branded network of FBO dealers this fall as part of a decision that moves toward continued high-quality customer service. Eurocopter signs for 10 EC155s with COHC Eurocopter and its subsidiary in China sign for 10 EC155 B1s with Citic Offshore Helicopter (COHC), the main offshore operator and 5 AS350B3s with Allyway to be employed for aerial works and utility missions. 2 0 0 7 D E C E M B E R I N T E R N A T I O N A L THE MAGAZINE FOR THE CIVIL HELICOPTER INDUSTRY I S S U E 51 DELIVERING GLOBAL COVERAGE OF THE HELICOPTER INDUSTRY Heliops I 2008 I ISSUE 55 2008 I ISSUE 55 AustriAn police Air wing AfricA’s business clAss subscriptions The first word on new products, new deliveries and 1 year 2 years New Zealand $70 NZD $130 NZD Australia & Pacific Islands $75 NZD $140 NZD United States & Canada $85 NZD $160 NZD UK, Europe & Rest of World $95 NZD $180 NZD happenings in the global civil helicopter industry. 4I wish to subscribe to HeliOps for 1 year (6 issues) 4I wish to subscribe to HeliOps for 2 years (12 issues) MR/MRS/MS: MY CHEQUE FOR $ ADDRESS: CHARGE MY CREDIT CARD IS ENCLOSED TO OCEANIA GROUP VISA MASTERCARD AMEX COUNTRY:POSTCODE: PHONE: ( ) EMAIL: NAME ON CARD: post: HeliOps Subscriptions PO Box 37 978, Parnell Auckland, New Zealand phone: +64 21 757 747 fax: +64 9 528 3172 email: [email protected] t h e m a g a z i n e f o r EXPIRY DATE: CARDHOLDER’S SIGNATURE: t h e c i v i l h e l i c o p t e r i n d u s t r y industry update New helicopter division to provide EMS Executive Air Taxi Corporation has announced the launch of a new helicopter division geared toward providing emergency medical service response capability. The Company acquired a 407 and has since retrofitted the helicopter to meet the needs of an EMS flight team at its Bismarck, ND, completion center. Executive Air launched the program which operates as Trinity Hospital’s Northstar CriticAir, a Minot-based hospital. The newest addition to the expanding Executive Air business model serves a wide range of communities throughout North Dakota allowing a rapid response to medical emergencies. Executive Air’s staff and management have a strong history and experience level with helicopter EMS operations allowing for the natural transition and growth opportunity. As part of the program launch, Executive Air employs a team of four full-time pilots to effectively manage the program which operates on an all year basis. LAH’s moving day Los Angeles Helicopters announces moving to a 12,000 sq ft, two-storey building and adjacent ramp on the Long Beach Airport in California. Located near the main entrance of the airport, the new property makes Los Angeles Helicopters one of the largest FAA accredited helicopter-only charter, flight training academy and Robinson Helicopter Company dealer and service centers in the country. STC granted for sagem ICDS to be installed in the R44 The FAA granted a Supplemental Type Certificate for installation of a two display configuration of Sagem Avionics Integrated Cockpit Display System (ICDS) in the R44. The glass panel solution has since been renamed, “The R44 Grand” by the owner of the aircraft and STC holder, ASAP Avionics of Vancouver Island, Canada. “The R44 Grand” solution includes two AMLCD eight-inch displays mounted in portrait mode. The Sagem Avionics ICDS proves to be particularly user-friendly as pilots that have flown with it have acclimated to its operation within 30 minutes of use. Train with the best: 300CBi™ Guardian Mobility launches new product Guardian Mobility has launched a new product, which was launched at Helishow Dubai. The Guardian Mobile Trax is an innovative mobile phone and PDA-based tracking application that enables aircraft owners, operational people and ground crew to know where their aircraft are, from anywhere they have cellular or Wi-Fi connectivity. Designed by Guardian Mobility to work with the Guardian Skytrax line of products, Mobile Trax takes advantage of the latest features and benefits of the Blackberry Smartphone’s, iPhone, iPod Touch and can also work effectively from virtually any Wi-Fi or 3G internet-capable Smartphone. Mobile Trax enhances the safety of aircraft tracking systems by enabling ground operations to stay in touch virtually any time and anywhere with aircraft in operations. Lowest cost of ownership. Preferred by instructors and pilots. Designed for the flight training mission. Simply stated, it’s the best training helicopter. Frasca Contracts FTDs Frasca International is selling to FlightSafety International, three Level 7 Helicopter Flight Training Devices (FTDs) including an AS350B2 FTD, a 206B/206L reconfigurable FTD and a 407 device. www.sacusa.com triple play Honeywell's commercial engines are available today to power the helicopter industry's continued growth. We have partnered with Soloy and Heli-Lynx to retrofit the LTS101-700D-2 LTS101-700D-2 Rated at 732 SHP into the AS350B2 helicopter. The D-2 engine upgrade increases power in hot-and-high conditions and reduces fuel burn. The T5317BCV engine is the commercial version of the military T53. It is a zero-timed engine at half the cost of a new engine, has a 5,000-hour T5317BCV Rated at 1,800 SHP TBO and comes standard with a four-year, 2,000-hour factory warranty. Honeywell’s newest engine, the HTS900-2, utilizes game-changing dual centrifugal compressor architecture. It offers high reliability, industry leading power-to-weight ratio, and low cost of ownership. HTS900-2 Rated at 1,000 SHP For power, performance, affordability, and mission-ready capabilities, look to Honeywell. For more information, visit www.honeywell.com/helicopters For an engine evaluation, call Doug Kult at 602-231-1238 ©2008 Honeywell International Inc. Flight dynamics S ome of the effects are aerodynamic, and cause the load to move and make trouble, and some of the effects are due to OGE performance needs. Let’s walk through a few pointers: The Dynamics of Sling Loads – Part 1 Flying with a load underneath the aircraft is far different than flying the same load within the cabin. Let’s talk about how this affects the way we fly. The load changes the aircraft’s behavior in strange ways – First and foremost, the sling load below the machine changes the way the whole Load-Aircraft system behaves. Simply put, the center of gravity of the “system” is now below the aircraft, somewhere down the cable toward the load, so that a swing by the load in one direction is actually a rotation of the whole system about that CG. Thus, the load swings one way and the aircraft swings the other, sort of like a vertical see-saw. The greater the weight of the load as compared to the aircraft, the more pronounced this effect. Of course, the pilot only perceives the aircraft’s lurches as shifts in its position, and tends to react to damp them out by applying opposite cyclic. Experienced long line pilots fly the load, and let the helicopter settle itself out, a sort of transfer that RC pilots do almost automatically. Until the pilot makes this transition to flying the load, the aircraft’s behavior can be very strange. Suppose the load swings left, and the aircraft swings right around the CG. The pilot applies a left cyclic correction to stop its rightward swing. This is fine, but if he keeps the correction in too long, the cyclic can actually create an added swinging force, causing the next swing to go even farther. In effect, the pilot could be pushing the load to ever greater motions, almost exactly as if he were sitting on a rope swing, and “pumping” it to higher and higher angles. In effect, the pilot can feel as though the aircraft has a “mind of its own” until he can understand the big picture. The pilot must sense the load’s swing frequency, and keep control corrections timed so that they do not add to the swing. In fact, a certain acceptance of the loads motions in the short term is part of the way to prevent over controlling. Rule #1 The pilot must sense the timing of the load’s swing, and keep control corrections from increasing it. Load misbehavior is a very hard thing to predict, but falls into two general types; spinning at low speed and swooping at high speed. The load is subject to aerodynamic forces which cause it to fly, swing and spin. The tests that are done at the factory to prove out the maximum mass for a helicopter type always use a concentrated, symmetrical load, usually a block of concrete or a stack of steel plates. These have the aerodynamic behavior of a bank safe, and don’t tend to react to the air at all. That is okay because loads vary so much in their makeup that it would be impossible to test all of them. In effect, an external load pilot is a bit of a test pilot when a strange load is being flown for the first time, since loads vary greatly in behavior and their specific behavior is hard to predict. A light load that is large, tends to get flying as speed is built, and so tend to swoop and fly in great arcs if over-sped. Many experienced pilots have looked out the windshield and seen their load nearly level, at the top of its swinging arc, swooping in willful but unwanted formation. The wise pilot carefully accelerates as a new type load is being flown, and has a crewmember spy the load’s behavior to be sure it is stable and steady as speed is gained. Maximum speed is that which allows a margin below the speed where stability just begins to erode. Spoilers and drogue chutes help stabilize light loads and permit higher speeds because they spill off the odd lifting forces the load gains with speed, or act as strong tail feathers to keep the load flying nicely. In the hover, the worst behavior is load spinning, mostly due to the cork screw main rotor downwash, a product of the rotor rotation. Bathed in this rotating downwash, the load begins to rotate, and with little to stop it, it can accelerate dangerously until it destroys the load. This is especially a problem if the pilot delays during final load placement while seeking a slow, gentle touchdown. Professionals know that one must place the load quickly and softly in one smooth shot. Rule #2 Watch the load carefully, adjust maximum speed to allow the load to stream without excessive swooping, and place the load quickly when done. In the next issue, power requirements for sling loading will be examined. n 15 ce 193 in D 38 S 8 70 ep u is 1 9 ERE and everywhere else your business takes you Our goal is to help you focus on your core business: flying With our continued investments to expand global service and production capabilities, our standard-setting design and engineering, and our 24-7 after-sales service, Turbomeca is committed to helping you take your business to new heights. As your trusted partner, we focus on understanding your business, allowing us to tailor our products, services and policies to ensure we meet your needs every day. In the industry since 1938, Turbomeca is the world’s leading manufacturer of helicopter engines. more at turbomeca.com flight training By Mark Ogden Do we Need to Practice Autorotations? Some say that we no longer need to practice autorotations much these days because turbine engines are so reliable – others however think that we should. So should we? I learned to fly helicopters in a UH-1B, or the Bell 204 to the non-military historians. Vietnam had finished a couple of years prior and nearly all my instructors had cut their teeth in helicopter flying in conflict. I was one of the fortunate recipients of their knowledge, experience and expertize, and to this day I fall back on what I learned then when teaching today’s students. The Huey was a marvellous machine on which to learn – it had enough vices to make any novice think and become aware of helicopter limitations – yet it was forgiving enough to take a beating at the hands of these same novices. As long as the helicopter was maintained in positive “g”, the instructor had a wide envelope in which to allow his protégé to explore the realms of helicopter flight. Then students would experience several practice (announced and unannounced) engine cuts and be expected to put the helicopter into autorotation, and where appropriate, recover the helicopter to the ground “engine off” – although it was really at flight idle. This could be in the hover, after takeoff, anywhere in the circuit or on transit to somewhere, on recovery to the airfield – anywhere! Students developed a keen sense of “Where do I go if...”, and learned to sense when the instructor was about to wind that throttle back. We practiced 360o, 180o, straight ahead, variable speed and even constant altitude autos. Yes, we broke a few helicopters through heavy or mishandled landings (especially when we practiced the “heavy weight” engine-off landings with a thousand pounds of water in the cabin). As time went on, questions began to be asked as to whether the number of autos was justified, especially when we had the French accentuating, “our engines do not fail”. While no pilot ever believed such musings, unfortunately the bean counters did. I started flying Sea Kings back in 1978, and in my ten years or so on those queens of the skies I experienced an engine failure – and many of my cohorts did also. The side-byside configuration of the engines meant that there was a real possibility that the failure of one engine could cause the remaining engine to quit (depending on the failure mode). This actually happened a couple of years ago, fortunately in the hover over the airfield. The result was sudden quietness and two perplexed pilots looking at each other after the aircraft arrived safely on the ground. I digress, but the point here was that even with two engines, there was some justification for the wear- and-tear practice autos placed on the Sea King. Also, the simulator just didn’t have the realism (heck, we didn’t have visuals until the 1980s) to practice the maneuver there. The autos were done to a power termination. I then started flying S-70B-2 Seahawks in 1988, and in Australia since its introduction the type has not suffered an engine failure, let alone lose both engines. We’ve had people shutdown an operating engine due to fire lights (sun angle), oil pressure problems and even bird ingestion. Yet we still practice autos to power termination, executing 180 and 360 ˚, and variable speed profiles. Okay, so there’s a debate in both the civilian and military worlds about practice autorotations. Why do them? How many? What type? I guess the first thing to consider is that autos and power-on or power-off terminations accelerate wear on transmissions, undercarriages and the risk of damaging or even writing off a machine is higher. So what, if anything, does the practice provide that justifies the increased expense of transmission wear and risk of damage? In my own mind, there are three phases to an auto. First is the entry. Second is the maneuvering in auto and finally there is the termination. It is essential that every helicopter pilot knows that when total engine power is lost, that the entry in autorotation is almost automatic. This is even more important with the low inertia rotor heads around these days, because when the power is lost, the rotor speed decay (especially at high power) is dramatic and can very quickly become irrecoverable. So there should be no argument here that we need to practice the entry. Can we practice that in a simulator if there is one available? Yes and no. Yes, because the practice is essential and the more it’s done in the simulator, the more likely the pilot will respond correctly when it happens for real. Also, in many helicopters, entry to auto is initiated by lowering the collective rather than the engine(s) winding down and then entering. So a simulator adds to the training. But pilots still need to feel that lowering of “g” as they enter – and hearing/seeing the rotor rpm begin to build. Once in auto, increasing and decreasing “g” through turns and altitude changes are things that need to be experienced and more importantly managed to achieve aim points. Simulators are a great assistance, but again in my opinion the fidelity just isn’t quite there yet. I think it more a mathematical modelling issue. Pilots need to learn how the helicopter behaves in auto, managing rate of descent against airspeed and rotor rpm; it’s all about energy management and understanding aircraft limits. It also develops situational awareness, teaching the pilot to use more than just his sight to sense things. Hearing and feeling the changes in the helicopter’s handling is essential training. So, I believe that the second phase must be experienced and practiced by pilots in the real helicopter as well as the simulator (where one is available). Straight-in autos without the maneuver really achieve very little. Lastly, the termination. Developing the sense of where to initiate the flare and how to develop the flare to achieve the right height/ airspeed/ rotor rpm combination are probably more the objectives for a helicopter pilot to achieve. Every helicopter is different and repeated practice in varying weather and aircraft configurations is essential for the pilot to develop the “feel” for the helicopter. Again, in my experience, simulation is not quite there, and so this exercise needs to be practiced in the real aircraft as well as in the simulator. The simulator is good for teaching the pilot to let the rotor rpm increase beyond normal limits in order to store the energy needed for landing, because the real helicopter has to always be flown within limits. Now that the flare has been developed, how does one finish the landing so that all walk away, hopefully leaving an aircraft to fly another day? I believe power termination autos are nugatory at best – and downright dangerous at worst. With power coming in, pilots develop an automatic response of feeding in power-pedal at the termination. Also, the wear-and-tear on the helicopter’s transmission and engine systems with the sudden power changes is enormous. In the single-engine helicopter, touchdown autos should be made. Instructors need to understand and appreciate their machines to ensure that the helicopters are not damaged. The value of simulators with an adequate fidelity really shows in this maneuver – especially for the big helicopter. While I support the teaching of autorotations in the real helicopters, I believe that simulation provides an added dimension of training and preparation, that company manuals should detail the conduct and teaching of the maneuver, and lastly (but certainly the most important), that the role of the instructor in keeping the helicopter safe, within limits and ensuring the right information is passed to the student, cannot be overstated. n 17 BEST INVENTIONS EVER Attack helicopter Sports car Apical helicopter floats with integrated life rafts (Keep the peace.) (Show piece.) (Peace of mind.) Innovation is what sets DART apart. We have 1,500 helicopter parts and accessories, all designed to make your operation more efficient and effective — and more are being certified all the time. Our helicopter floats with integrated life rafts are unique in the industry, and they are only available from DART. Unlike conventional equipment, our rafts are externally mounted, so they are easy to access in a water landing. They free up considerable cabin space, too. More importantly, the NTSB in 2008 recommended that the FAA require the use of externally mounted life rafts for flights over Gulf Waters. The reason? They save lives. Innovation that gives you peace of mind. Just what you’d expect from the helicopter accessory experts. DART. darthelicopterservices.com • phone 1.800.556.4166 or 1.613.632.3336 safety I By Phil Croucher How much planning is enough? Or rather, how much planning is not enough? am prompted to ask the question instruments! And assuming you did know as part of the outcome of one of the the safety height, do you know who to call safety meetings I mentioned in a when you get there, to help get you out of previous column, where several people trouble? And are you high enough even for were given the chance to fly in a simulator that? Don’t forget you can use 121.5 and and experience the effects of deteriorating 7700 if you have to get their attention! weather without hurting themselves or their In a commercial situation, this is stuff helicopters. that should normally be written down on It was the usual scenario … creeping a navigation or progress log as a matter along in bad visibility and driving rain, of course, but even that would be difficult slowing down into the hover until eventually to refer to in a hurry. Of course, it’s easy they were in cloud in an unstabilized to say, “Don’t go in the first place”, but helicopter well below the minimum IFR life often hands us lemons and we have speed. The fact that this speed exists is to quickly learn how to make lemonade. not often appreciated by people who do Proper planning goes a long way towards not fly on instruments. It is generally in the helping us cope with the unexpected. region of 40-50 kts, but can be as high as For example, the truly successful lawyer 75 kts in the AS 365 (the 109’s is 60 kts). might try to foresee any potential situation The idea is to ensure that any aerodynamic with regard to a case and write a brief to surfaces are doing their job properly, cover it. They will all be in the briefcase in the aside from the fact that most airspeed courtroom, ready to be pulled out as if by indicators are useless at magic. That lawyer may never low speed anyway due to use those briefs again for the Of course, it’s easy downwash effects. rest of his or her career, and to say, “Don’t go in the As you can imagine, there are many actions we increasing speed and perform as part of the process first place”, but life climbing out of such a of flight planning that might often hands us lemons situation is not the first also turn out to be superfluous, and we have to quickly thing that comes to mind but it’s real comforting to if you are not properly know that the information is learn how to make trained. In fact, only one of there if we need it! lemonade. the victims even thought Such a comfort zone is of it, but there are further something that should not implications. be under-estimated as a potential stress Leaving aside the fact that it was reliever. If you find it hard to visualize the probably a long time since your last terrain from a map before you go, then a “instrument appreciation” ride, how do you quick look at the route with Google Earth know what height you should climb to? Do or something similar would be a good start. you have to turn to avoid high ground or Every ten miles or so, imagine a problem can you carry straight on? You should only and run through how you would get out make turns to avoid hard objects. Did of trouble. Think of the nearest point of you look at the chart before you took off assistance and how you would call them. and check the MSA? You can’t look at It won’t only be beneficial for that flight, the map right now – you need both hands but will build up to become part of your on the controls and your eyes on the overall experience. n 19 Mfg Mission Accomplished. One stop shopping with Simplex Manufacturing. For more information visit us at www.simplexmfg.com Phone: +(503) 257-3511 Fax: +(503) 257-8556 EYE ON EAST EUROPE R By Alexander Mladenov ussia’s UTair, the biggest helicopter operator in the country, known as a member of the EC175’s development team, surprisingly for many opted in early November 2008 to proceed forward with the procurement of the EC175’s rival, the AgustaWestland AW139. A Letter of Intent has been signed with Russia’s Oboronprom (a holding company controlling all Russian helicopter development and manufacturing companies) foreseeing procurement of between 35 and 49 AW139s to be used for serving Russia’s booming gas and oil industry. The final number of helicopters to be procured by UTair will be largely dependent on the investments provided by the oil and gas companies that are currently using UTair’s air transportation services. n AW139 selected by Russia’s Utair n New markets for heavy rotorcraft found in China and Iran T he AW139 for UTair and all other customers in Russia will be produced locally at a brand-new facility to be constructed in Panki near Moscow in the area where Mil MHP facilities are located. The total amount of investment in the new AW139 production line was quoted at €40 million but both parties in the joint-venture that will do this job – AgustaWestland and Oboronprom – will only provide in cash €5-6 million each. The rest of the investment comprises the costs of the land and the production facility to be provided by Oboronprom as well as the AW139 license to be provided by AgustaWestland. A promising new market for Russia’s heavy rotorcraft has been found in China. As many as two Mi-26s were sold to commercial operators there this year and a Letter of Intent for seven more has been signed. This means that the Mi-26’s production line at Rostvertol will be kept alive for at least two to three more years thanks to the Chinese orders. The Mi-26TC is the version that has been certificated to meet the particular Chinese airworthiness requirements and the first such helicopter, initially provided at a three year-long lease, but subsequently procured by China Flying Dragon Special Aviation, has been used for firefighting with great success. The second Mi-26TC is to be delivered to Qindao Helicopters Special Aviation and will also be used for firefighting on government contracts. In October 2008, a Memorandum of Understanding was signed between Oboronprom and China’s AVICoper foreseeing cooperation in the development and serial production of a new heavy civil rotorcraft type with a maximum take-off weight of 30 tonnes (maximum payload is expected be in the region of 13-15 tonnes) that will be produced under license in China. This is considered as a follow-on step of the Chinese drive to procure relatively large numbers of the Mi-26 (maximum payload 20 tonnes). The Mi-46, a new design of Mil MHP that is still on paper is touted as a possible baseline of the joint Chinese-Russian helicopter program and the projected market in China may reach 300 units. These are intended to be used to support the rapidly growing economy hauling passengers and cargo as well as performing aerial contraction works and SAR. Another prospective market for Russian rotorcraft technology transfer business is Iran. It was formally announced in October by government sources that no less than 50 Kamov Ka-32s are intended to be manufactured under license. Russia’s Kamov design house has been selected by the Iranian government as the partner to provide technology transfer necessary for co-development and production of a derivative of the Ka-32 that can be used in a variety of utility roles. n 21 Some like it HOT.... ...we don’t! Our systems can be found in operation throughout the world. From the United States to Canada, Mexico, Korea, Taiwan, Spain, France, Portugal, Italy and Russia. Working hand in hand with the customer, we will help you to get the best built product, save you money and help take care of the environment! Make the right choice. Choose Isolair Helicopter Systems today! www.isolairinc.com - [email protected] Isolair Helicopter Systems • 1620 N.W. Perimeter Way • Troutdale, Phone: 503-492-2105 • Fax: 503-492-2756 Oregon 97060 Flight instruction I By Chris Esposito NIGHT FLIGHT Instructing at night is certainly more challenging than during the day – mostly because new students have trouble staying at their altitude and holding their approach angles. I have changed several of my teaching methods to help increase the odds of a successful night flight without any surprises. we transitioned from the beach inland f the recent rise in helicopter accidents to different destinations. Not knowing has taught us anything, it’s that pilots about obstructions at these critical times must stay especially vigilant at night. can mean life or death, especially when Obstructions are hidden, visual cues can be operating below 1,000 ft, and checking at unreliable, and inadvertent IMC becomes the time of the diversion is definitely not the more likely. I have also watched students best way to determine obstacles. It did not inadvertently smack the skids on the ground take long for me to change my instructing because they became disoriented and style and practice preflight planning to misjudged their height. cope with the possibilities of diversion and I find that the night flights are the destination changes. smoothest when the first night flight is simply When it comes to cross-country, I find pattern work. Towers are usually closed at that night flights are sometimes the best these hours, so announcing your position because navigation skills are tested and during radio calls becomes critical. Initially radio communications are a must. Not only students tend to fly higher than normal, so it is dead-reckoning important on night flights, generally takes several laps until they correct but situational awareness is of utmost this trend themselves. There is also wariness importance, and with a lack of visual cues about flying normal approaches, and the planning has to be right the first time. I typically fly very steep approaches as they make sure students know VOR frequencies are uncertain of the distance to the black and actively use them to void below them. Learning When it comes to double-check their positions, to trust your instruments and I also try to wean them and rely on VASI lights cross-countries, I find that off their GPS dependency by becomes imperative night flights are sometimes either shutting it off or taking a at night. the best because helicopter without one. Another benefit of the Night cross-country flights first night flight being navigation skills are tested are also a better opportunity local is the opportunity and radio communications to talk to ATC, as approach for students to practice frequencies that are very several pick-ups and are a must. Not only is congested during the day slow set-downs, both with the dead-reckoning important down at night, and controllers landing light on and off. I on night flights, but are usually more friendly as have found this helps to the pace of work lightens up. build their confidence as situational awareness is of This certainly creates a positive they are typically most the upmost importance, reaction from students who nervous about night and with a lack of visual are intimidated by controllers set-downs. I also make initially. sure they hover-taxi along cues the planning better Obviously every instructor’s lighted taxiways, and do be right the first time. style is different, and I am a not hover over grass or very different instructor at 900 take shortcuts as they hours than I was at 300 or 400. As night might during the day. I have been appalled flights are not very common in the world watching instructors taking off directly of instructing, it takes some time to notice from the ramp at night, as this action at an patterns in students, as well as to determine unfamiliar airport could spell disaster. Using the best opportunities and difficulties night runways and taxiways whenever possible flights provide. I try to fly on as many night will make night operations much safer for flights as I can, both because I appreciate instructors and students alike. the tranquil nature of that time, and because Initially, when I planned cross-country it presents some unique challenges, night flights, I sometimes took little particularly when navigating on crossprecaution in terms of seeking out towers country flights. on the sectionals and reading IFR charts There is one big disadvantage of night for minimum altitudes. This was largely flying, and that of course is the inability to due to the fact that we followed the beach see very well should something go wrong. most of the way to our destinations at night, That’s when you have to remember the but I began to notice the students did not adage, “If you’re ever faced with a forced pay attention to their surroundings either, landing at night, turn on the landing light to which was obviously a cause for concern. see the landing area. If you don’t like what There were times when we would have to you see, turn it off!”. n divert due to weather, and also times when 23 DELIVERING GLOBAL COVERAGE OF THE HELICOPTER INDUSTRY 24 Stunning photo gallery Positions vacant Latest News & Updates amazing threads helicopters/parts for sale free downloads 25 Land of the Unexpected Papua New Guinea is a country that simply cannot do without helicopters. Its terrain and lack of good roads make air transport by helicopter indispensable. MARK OGDEN visits Oil Search, one of the major energy companies developing the oil and gas reserves of PNG whose helicopter operations are a vital contributor to the PNG economy. Photos by mark ogden cov er feature Columbia pilots carefully lay the long line before landing. Here the crews are ready to refuel and turn the Chinook around as quickly as possible. L ying just to the north of Australia and just south of the equator, Papua New Guinea’s volcanic landscape is rugged, changeable and awesomely beautiful. The country’s 462 sq km include high mountain ranges, deep gorges, fastflowing rivers, active volcanoes and continuously changeable weather. Its climate is tropical but temperatures in the highlands can fall to as low as 4°C and rise to as much as 32°C, while the more humid lowland, coastal and island areas have an average daily temperature of 27°C. With a disparate tribal and town-based population, PNG has a 28 Westminster-style government overlaid on a traditional tribal system. Its six million (mainly Melanesian) people vary widely in their physical, ethnic and cultural characteristics. Over 83% live outside urban areas. The infrastructure is not well developed – and law and order is a problem. The country, as one PNG citizen described it, is “a mountain of gold floating on a sea of oil and gas.” Although its oil reserves are yet to be fully proved, it has large reserves of gas that are beginning to be developed. PNG’s weather and fertile volcanic soil produce some of the best coffee in the world and its mines produce plenty of gold and copper. Its tropical jungles are thick, widespread and plentiful. Its unique flora and fauna, spectacular views, clear and deep coastal waters should make it an eco-tourism Mecca. Oil Search PNG is a country that simply cannot do without helicopters; they are even vital to its electoral process – carrying politicians back and forth across the country to campaign at local villages and transporting ballot boxes and election officials. For Oil Search, PNG’s terrain and lack of good roads make air transport by helicopter indispensable. A lot of When the company sets up a rig site, it compares the cost of building roads and maintaining security with that of transporting equipment and personnel by helicopter and uses the most cost-effective method. The Vertol is used for the less heavy equipment such as fuel and pipe but uses much the same equipment as its bigger cousin. equipment is moved by road but many roads have to be made. Consequently, when the company sets up a rig site, it compares the cost of building roads and maintaining security with that of transporting equipment and personnel by helicopter and uses the most costeffective method. Helicopters are used to move rigs, components, fuel, accommodation, pipes and people. They provide transport, lifting capacity and medical evacuation from jungle pads and airfields to the company’s Kumul platform, 40 km off PNG’s southern coast. The helicopters also carry medical teams into the field to provide immunization services to villagers. Oil Search has three fields; its main airfield is at Moro in the southern highlands at the western tip of Lake Kutubu. Gobe is in the lowlands to the southeast, and Kopi is a few miles further along the 270 km pipeline to the Kumul Marine Terminal (which discharges Kutubu blend crude oil to tankers waiting a further two km from the terminal). In partnership with its majority stakeholder, ExxonMobil, Oil Search is also looking to develop significant gas reserves in a major liquid natural gas project worth some $US11 billion, the gas from which will probably be piped to Port Moresby (the nation’s capital) for final processing and shipping. In addition, Oil Search has more LNG projects in initial planning phases. The Helicopters Oil Search is PNG’s largest oil and gas producer and operates all the current PNG oil fields. The company’s operations straddle several provinces and its licenses cover some 1,800 sq km. Two companies provide helicopter aviation support for Oil Search – Goroka-based Pacific Helicopters, and Portland, Oregon-based Columbia Helicopters. Pacific’s contract is for seven light (Bell 206 and Eurocopter AS350) helicopters for general 29 30 Pacific Helicopters’ Bell 212 is an efficient people-mover and sometimes long-lining machine in a terrain that is often difficult or impossible for quick movement by ground. transport, medevac and seismic operations, an IFR Bell 212 to support the Kumul platform and a VFR Bell 212 for general transport and backup to the IFR machine. For heavy lifting, Columbia Helicopters provides a Boeing 234 and a Boeing/Kawasaki Vertol 107. Colombia’s first presence in PNG was in 1971 when it provided drilling support near Kiunga and Komo. In the early 80s, it was back in PNG, working at about 8,000 ft in the Lavani Valley near Tari. The company has maintained a presence in PNG ever since, moving rigs and associated equipment around the country. Oil Search’s helicopters fly more than 2,400 hours a year in heavy lift work and almost 5,000 hours in light and medium lift operations. The light and medium helicopters fly such tasks as transporting personnel on crew changes at the remote area production and exploration rigs, delivering important components to these sites, long lining seismic equipment into “sky holes” or medevac-ing injured personnel to local medical centers. Trees in the PNG jungle can be 200 ft tall, or even taller, so long lining is an essential skill for PNG pilots. Using long lines – typically 250 ft in length – Columbia’s 234 and 107 helicopter pilots deliver everything from kitchens and cool rooms to fuel, pipes, dozers and rig components. In addition to their long lining work, they also deliver important test equipment and personnel and provide SAR coverage for the offshore Marine Terminal. Bush Work Pads are often small bush clearings on the tops of ridges or in deep valleys, where in many cases, there is limited over- and under-shoot potential. The high true airspeed resulting from the high density-altitude can be misleading to a pilot, making ground speed seem high; the temptation is to slow too early, with the result that more power is required. However, being too fast on late finals can necessitate large altitude changes, which again require more power. The high density-altitude opposite page top left: Perched at the edge of Lake Kutubu, Moro is the main base of aviation operations for Oil Search operations in PNG. top right: Columbia crews prepare loads on “skids” for carriage by the Chinook or Vertol. center left: The bubble window is essential for the pilots lifting and delivering equipment into tight areas. center right: The Chinook lifts from its pad in front of the Columbia hangar facility. bottom left: The exploration rigs are often on top of limestone mountains with aviation support essential for the rigs, people and accommodation. bottom right: Light helicopters such as the AS350 move people and light cargo. Loadmasters control the pads to help assure safety and proper loading. 31 Pads are often hewn from the jungle using jungle materials. Class 2 single engine performance requirements for the twin engine helicopters carrying passengers reflect the terrain. Helicopter flying in PNG is challenging and can even be considered a bit evolutionary; it tends to bite those who The Chinooks are stripped down to ensure they can lift as much as possible in the high density altitudes of the PNG Highlands. means that pilots have to plan their approaches carefully because of the higher inertia of their aircraft. The pads can be earthen, wood, cement or just gravel. Wood pads are easy to build with plenty of raw material available, but wood pads can rot quickly in the tropics and they can be slippery when covered by mould which grows quickly in this environment; a couple of layers of “chicken wire” nailed firmly to the wood can cure the slipping problem. Regular inspections are needed to ensure wood rot does not affect the structure. Inspections are also needed to check on the plant growth, because 32 in the tropics plants grow quite vigorously. Pilots must really know their helicopters, as they need to judge their proximity to trees, long grass, stumps and equipment. Oil Search and its contractors have loadmasters at the pads to load/unload and refuel the helicopters, and manage the passengers and personnel. Loads and passengers are always weighed so that the pilots receive accurate manifests, which allow them to calculate their aircraft’s performance precisely. Often the mountain pads are located on the edge of drops to allow pilots to “park” the tail rotors over the edge. While this obviates the danger of fail to understand or adapt to its conditions. people walking into them, it can make life hard for pilots who need to inspect their helicopters’ tails. The Unexpected Helicopter flying in PNG is challenging and can even be considered a bit evolutionary; it tends to bite those who fail to understand or adapt to its conditions. That is why many of the pilots flying for Oil Search are “old hands”. Although it is a VFR-only operation, the company requires a high degree of experience in the pilots it employs. For example, pilots of the light helicopters require at least 1,500 hours total time with 1,000 in command, and a minimum of six months’ mountain Long lines of up to 300 ft are needed because the trees can be over 250 ft tall. Columbia has successfully developed its remote area support of technically complicated helicopters. The sheer wilderness of PNG makes it easy to understand how aircraft can go missing in PNG and not be found for days or even years. flying experience. Pilots working seismic operations also require 300 hours’ experience in this kind of work as well as 250 hours in jungle areas. Regardless of their previous experience, there is an induction period before pilots are allowed to operate unsupervised. Many pilots come from New Zealand, where mountain flying and bush operations are second nature, although there is also a fair sprinkling of Australians as well as some local pilots. The New Zealand influence is strong in PNG, where regulations closely mirror those of the Kiwis. Many of the pilots flying for Columbia in PNG are also from New Zealand, which seems to produce some of the best “long liners” in the world. PNG’s aviation infrastructure is lacking in many areas – poor communication and a lack of navigation aids, being examples, and even official aeronautical charts are hard to find. In addition, significant security measures are required in order to prevent equipment being stolen. Its high mountains preclude night visual operations over most of the country. Heavy cloud can form at night, so even night vision devices would be of limited use. For most helicopters, it’s day-VFR, or it’s on the ground. VFR requirements in PNG are a little different from most countries – probably in practical recognition of the kind of weather generally encountered. For day-VFR, aircraft are simply required to remain clear of cloud. It is generally accepted that if reduced visibility due to bad weather necessitates slowing to about 40 kts, then it is time to give it away and land somewhere to await a change of the weather. The combination of high density altitudes, fast-changing weather, steep gorges and mountains covered in lush jungle often push helicopter pilots and their machines to their limits. Throughout PNG’s aviation history, many aircraft have crashed and seemingly been gobbled up by the 33 Preparation for flying starts early and weather permitting, operations start at first light. jungle. Even today, “fresh” wrecks from WWII continue to be discovered on a regular basis. Because of the high humidity, especially in the mountains, a slight breeze can cause sufficient mixing to form clouds, literally in seconds, and they can disappear just as quickly. Thunderstorms develop in the evenings and continuous heavy rain in the wet season makes it essential for pilots to assess their escape routes and review their plans continually. During the wet season, rainfall in areas such as Gobe is measured in meters. The season, which usually coincides with the Southeast Trades that bring moisture in from the Torres Straits and Coral Sea, starts around May–June and concludes around September–October. In the later part of the year, these same winds will blow continuously at up to 40 kts at the Marine Terminal. Planning Essential As they are often working at density altitudes more than 3,000 ft above their working elevation, pilots must plan their approaches and departures carefully with a view to an “out” should a planned profile not work. A shallow approach to an in-ground hover is the aim when approaching a pad, but often the pads may be hunkered among tall trees – even those on hilltops or ridges. According to Brian Lamplough, Pacific’s base 34 manager at Moro, who has 21 years’ flying experience in PNG, “Altitude flying is no problem, as long as the standard load charts are followed and escape routes planned. Escape routes must also account for weather, which can change in seconds.” He highlights the importance of planning, especially when working above 7,000 ft. “You have to plan and keep planning from takeoff to landing.” He says that pilots should overfly their intended landing pads to note wind direction and determine the pads’ suitability. He also pointed out that because of the speed at which weather can change, passengers intending to make day trips should make contingency plans for unplanned overnight stays. This is especially true for those working in the high mountains, where temperatures can drop to near zero. “To survive up here, you need a big dose of common sense,” commented Brian. “You should operate with a ‘there’s always another day’ outlook – plan ahead, learn from previous experiences and never be afraid to ask questions.” The availability of GPS has improved safety enormously in PNG. In the past, with little aeronautical infrastructure and few man-made features to navigate by, navigation solely by reference to a map was fraught with danger in such harsh, difficult-to-read terrain, much of which was frequently covered by cloud. GPS certainly improves situational awareness and allows pilots to establish their position accurately and navigate around cloud and terrain. However, it is important that pilots do not lose their map reading skills, should they need to revert to them in the event of a GPS failure. Aircraft that are highly dependent upon electronics can suffer reliability problems in the high humidity and heavy rain. Mechanics have found that strategically placed covers (such as over the engine bays of the AS350s) can improve the reliability of the electrics. When operating at bush camps, aircraft are virtually never hangared but are left outside in the weather. To guard against moisture and contaminants entering their fuel systems, helicopters in PNG often have extra airframe filters. Helicopters working near the coast can also suffer corrosion issues due to the high humidity and salt-laden atmosphere. Dozens of different pilots fly each of the aircraft during a year, so preflight inspections are important. Maintenance sometimes has to be carried out in atrocious conditions, so the most important attributes for engineers are a sense of humor and an ability to remain professional in trying conditions. Heat and humidity are not the only conditions that pilots and mechanics have to deal with. Drug-resistant The Name To Know In Helicopters SEASPRITE The Kaman name is synonymous with creativity, innovation and leadership. It has been this way since we were founded in 1945 and it still holds true. Kaman continues to innovate and respond to the needs of a changing market with new products, new technologies and an exciting new area of focus. From innovating new concepts and vertical flight solutions to delivering design, integration and manufacturing services to meet a rotorcraft industry in need. Kaman is the name to know. KAMAN AEROSPACE | | CONNECTICUT USA 1-860-243-7085 Mark.Tattershall @ kaman.com | Pacific’s 212 and light helicopters (B206 and AS350s) are also used for long lining; a fundamental skill needed of the PNG pilot That load is a long way down! strains of tuberculosis and typhoid are a problem. Probably the biggest health threat facing helicopter personnel is malaria, which is rife in the coastal areas and appears even in the cooler highlands where the anopheles mosquitoes also breed. Despite the dangers associated with malaria, many ex-pats in PNG consider the long-term use of the anti-malarial prophylaxis medication designed to counter the disease to be worse than the illness itself. Increasing Professionalism When Chevron first developed the Moro and Gobe areas, the pace of flying was frenetic. Pacific Helicopters had a fleet of 18 machines including AS350s, Bell 206s and Hughes 369s. Each aircraft 36 flew about 40 hours a week. Columbia had Vertols and there were three Pacific/Bristow Pumas as well as a Mil 26. Today, while PNG’s resource sector is growing again, it is doing so at a more sedate and manageable pace. Thankfully, it seems that helicopter aviation in PNG might be emerging from its “Wild West” days and taking safety seriously. Brian Lamplough says that over the last 10-15 years, he has seen a far more professional approach from not only companies and pilots, but also, importantly, from the clients. “The younger pilots are better trained and more professional,” he says. “Health and safety issues on the big jobs are critical and there are no excuses for any gung-ho flying.” The approach taken by Oil Search is that if a pilot has any doubt about the safety of a flight, then it doesn’t happen. No one is allowed to secondguess or question a pilot’s decision. Sometimes, this can be frustrating for drillers as exploration rigs cost hundreds of thousands a day to operate, and they naturally view any delay with dismay. However, they have come to accept the importance of aviation safety within the company. Life in Papua New Guinea can be dangerous on many fronts, and it can never be described as dull. Many of the pilots flying in PNG consider it to be some of the most challenging, yet satisfying flying they ever do – it is never boring or mundane. All quickly come to realize that in PNG, the unexpected is always expected. n The Omsk Aviation College currently has a fleet of only five airworthy Mi-8s, while four more examples of the same type are waiting to be cycled through main overhaul – but there is no funding available for this. Breaking Russia’s Personnel Deadlock The shortage of qualified aviation professionals in Russia is approaching a critical state. In recent years, the pool of available pilots has been fully exhausted as more than 400 civil pilots leave aviation each year, while only around 200 graduate from the country’s flight schools. Currently Omsk is the only rotary wing training school in Russia – this year only 24 helicopter pilots will graduate – an extremely low number to support Russia’s burgeoning helicopter industry. SERGEY VOYNOV reports. photos by Dimitry Kazachkov T he constant reduction in the number of all experienced civil pilots has also reduced the overall flight proficiency level, which has had a negative impact on flight safety. In order to establish what is causing the problem in Russia, and whether anything can be done about it, Sergey Voynov spoke to Anatoly Jakush, the director of the Omsk Civil Aviation College, which is the only Russian institution training civil helicopter pilots. More than enthusiasm required According to Anatoly, infrastructure and equipment are not issues for Omsk College, which, he says, has been well maintained since the Soviet era. The school’s aircraft fleet currently comprises an adequate number of operable Mi-8_ helicopters. By 2012, the college will have received 15 new 40 Mi-171s from the state and all of the old aircraft will have been withdrawn by 2015. At the end of 2007, under the Federal Civil Aviation Development Program, the college received its first Mi-171(AMT) simulator with full flight visualization – the first such complex simulator in Russia. In the near future three more will be made available for training future pilots. Unfortunately, the solution to the worsening pilot shortage is not as simple as providing new helicopters and simulators. One of the biggest problems is the poor compensation available for instructors and college personnel. Not surprisingly, this has resulted in many highly qualified specialists leaving the college for airlines, where they get paid much more. This has left only the truly enthusiastic ones to keep the college operating. Unfortunately, they too might have to consider their options as the cost of living continues to increase. According to Anatoly, if nothing is done, there may well be no one left at Omsk to train new pilots within the next couple of years. Unfortunately, this problem is not new and nor does it affect only Omsk; it affects all pilottraining schools. Military training and redundant theory The Omsk Civil Aviation College train aviators and specialists in numerous specialist areas, including helicopter aviation. Applicants wanting to become helicopter pilots must be in perfect health and in addition to having perfect grades upon leaving school, they must also pass strict entrance exams. For those accepted, their training lasts for two years. The entire first year is dedicated to theory and the second one to practical flying. By the time he or she graduates, a pilot will have top left: The Omsk College uses a mixture of old and modern technology training methods. top right: A classical Mi-8 simulator dating from the 1970s is used by the students. A more modern Mi-171 simulator has been recently introduced. center left: A Mi-8T belonging to the Omsk College seen during training for external cargo transportation. center right: Despite the insignificant flying hours compared to the Western world’s helicopter industry training standards, there is stiff competition among the helicopter operators to hire the newly-graduated pilots from the Omsk College. left: Comprehensive theory training is provided to the students in order for them to become familiar with the complex design of the Mi-8 and its successor the Mi-171. opposite page: The Omsk College is experiencing significant problems in training new pilots as its main training type is the obsolete and fuel-thirsty Mil Mi-8T. At the same time, Russia’s established helicopter industry is enjoying good times, with growth of both domestic and overseas operations, and thus has a strong demand for new civil pilots. 41 42 In 2008, only 24 helicopter pilots will graduate from the college, which is seen as a relatively low number to support the growth of the Russian helicopter industry. accumulated around 60 hours of flight time in the Mi-8T. There is a great deal of individual effort and investment required of each trainee. This year, only 24 pilots will graduate from the Omsk College, and next year, only 38. This is not nearly enough to meet the growing shortage and Russia’s Ministry of Transport has set a target for the college of between 100 and 110 helicopter pilots a year One big problem with this ambitious growth target is the fact is that students reaching the age of 18 are inevitably called up for a year’s military service. The general staff of the Ministry of Defense is not interested at interrupting the training of future civil aviation pilots. This year, all 24 graduates of the Omsk College will be called up for military service, says the college director with regret. As he points out, it would be far better if they were called up before they began their flying training. Unfortunately, as things currently stand, students occasionally have to interrupt their flight training half way through the syllabus. By doing so, they quickly lose the all-important “currency” that is essential for those with such limited “experience”. Sadly, this means that it often takes a student up to three years to complete flight training. Another major problem, according to Anatoly, is the initial theoretical component of college’s curriculum, which, he says, negatively impacts the training of all aviation specialists at the college. The curriculum is set according to the strictly mandated top: Currently, Omsk is the only rotary-wing training school in Russia. above left: A moment of flying training at the college’s own airfield. above center and right: The college has a rich base for theoretical training using training aids in the form of complete systems for the Mi-8. 43 State Education Standard, which only the Russian Ministry of Education and Science is entitled to modify. The biggest problem with this document is that the whole first year of training is more like secondary school than specialized aviation training. There are 11 theoretical subjects included in the first year’s training. Amongst others, these include the Russian language and philosophy, for example. Such subjects, in the opinion of the college director, should be removed from the curriculum, in order to focus on specialized aviationrelated subjects. He finds it frustrated that the training period is so protracted by comparison with training outside Drop Off Your Aircraft. We’ll Do The Rest. From component overhauls and repairs to reconstruction and completions, now Heli‑Mart has a total, single‑source solution to fully meet the support needs of MD Helicopter operators worldwide. Russia where pilots can be trained within eight months as opposed to the two years in Russia. Breaking the deadlock Anatoly says the current situation could be fairly described as a “personnel deadlock”. He says it is primarily caused by a lack of any real governmental and departmental policy in the area of civil aviation personnel training. He uses the word “deadlock” on purpose, to point out that the situation is not completely desperate and because it suggests a situation that can be “broken”. This was backed up by the Personnel Forum that took place in Moscow from 15–17 May as part of HeliRussia-2008. The forum, which was instigated by the Helicopter Industry Association, focused on personnel problems throughout the Russian helicopter industry, and included a “Helicopter Industry Personnel Preparation System” conference. This conference hosted several representatives of government authorities, helicopter industry participants, special schools, and research and development organizations. Much of the answer appears to lie in increasing personal incentives, such as providing greater financial compensation, enhanced social security and ensuring that people have opportunities to grow in terms of career and professional skills. However, it is One big problem is 800-826-6899 www.helimart.com the fact that students reaching the age of 18 are inevitably called up for a year’s military service. Sadly this means that it often takes a student up to three years to complete flight training. HM P2 HO.indd 2 3/24/08 8:52:49 AM top left: Anatoly Jakushin, Omsk Civil Aviation College Director. top right: The Mi-8Ts seen during routing training operations. Currently the students commence training flying training directly on the heavy Mi-8 without using any lighter type for their initial and basic training phase, which means that price of training is quite high when compared to that in the Western world. left: A moment of pre-flight briefing before commencement of another flying training day at the college. 45 A view of the Omsk Aviation College airfield with a mixture of airworthy and grounded Mi-8s lined-up on the huge grass apron. 46 not nearly enough to have just a single school providing all of Russia’s civil helicopter pilots; Omsk Civil Aviation College will never be able to satisfy the demand for pilots on its own. Understanding this, the Helicopter Industry Association launched the “Pilot as the Second Higher Education” idea, which, it is hoped, will make aviation available and attractive to many more people. There is no doubt that the only way to break the personnel “deadlock” is to coordinate the efforts of all the interested parties: helicopter industry participants, dedicated schools and the government. n ready to serve around the world Offering superior customer service and MRO support for Bell, Eurocopter and Sikorsky Engines / Dynamic Components / Structures and Avionics; including the Sagem Avionics Integrated Cockpit Display (ICDS) System M A I N T E N A N C E FOR MORE INFORMATION: • R E P A I R • O V E R H A U L 1.888.729.2276 OR WWW.VECTORAEROSPACE.COM 47 Afghanistan High, hot, heavy and HOSTILE Trading the safe beaten tracks of Canada for the hazardous wilds of Afghanistan, Canadian Pilot SHAWN EVANS takes on the challenge of flying a lonely civil helicopter in one of the most dangerous aviation environments in the world. Photos by shawn evans I must have been awfully bored when I saw an advertisement from Tasman Helicopters in Vancouver, Canada, for copilots to fly a Bell 212 in a humanitarian role in Afghanistan. Tasman’s chief pilot (Jerry Cutler) told me that they would have one machine working on a highway reconstruction project, rebuilding the main highway between Kabul and Kandahar. The reconstruction work was being done by an American company called the Louis Berger Group, which rebuilds infrastructure in war torn countries around the globe; the company’s mission statement is “Solutions for a Better World”. 50 It all sounded pretty good to an adventurous type like me, so I jumped at the opportunity to do something different from the seismic work that I had been involved with for many years. I liked the thought of an adventure in a country that was so far off the beaten track and nothing like my home turf of Vancouver Island. A couple weeks of the usual exams and an endorsement which included a trip to CFB Gagetown in New Brunswick for some Bell 412 simulator time with Mr Cutler, and I was good to go! I was teamed up with a couple of good hands. One of them was Al Cram from Vancouver Island, a 30-year veteran and IFR captain, who had recently been a base manager for CHC in Thailand. Al had worked in conflict zones such as East Timor, Bosnia, Sudan and Haiti and thought that flying in Afghanistan would be an “interesting” change of pace. I met our engineer, Gord Hamilton (also from Vancouver Island) when we arrived in London for a seminar on how to recognize and avoid situations in which we might be taken hostage. Gord, a long time helicopter engineer, had also visited many parts of the world and worked in places like Africa, the high Arctic, and the Middle East, where he and his family had spent a few years The general feeling was that once we started flying to the dam, our life expectancy wouldn’t be any more than about eight to ten days! living in Abu Dhabi. This turned out to be a great asset for us, as we spent the better part of a week in Dubai while arranging our work visas with the Afghan Embassy. Gord was our guide to some of the finer establishments in Dubai… and some not-so-fine ones as well. Almost immediately after arriving in the city of Kabul, I was greeted by the sound of gunfire. It was just close enough to let me know that I was no longer in a world where I could come and go as I pleased – at least not without a certain amount of personal risk. I was quite surprised by how comfortable the outgoing crew seemed to be in this environment. They had only been there for four weeks but told us their stories as if they were hardened war vets. They told us how they had been held at gunpoint after landing at a British forward operating base in the Helmand Province until they could prove that they were supposed to be there, and about the precautionary landing they had made at 11,500 ft when they were surrounded within minutes by people who seemed to come out of nowhere. Soon, I too, became somewhat numb to the evidence of the war going on around us – complete with its active terrorism. The previous company had top right: Our american security stays close as crew and passengers walk through a remote mountain village in northern Afghanistan. above right: Traversing back and forth through the mountains in the northern part of the country, while visiting medical clinics under construction. opposite page: Our nextdoor neighbors prepare for a mission patrolling the poppy fields on behalf of the US Department of State. 51 We soon learned that the dam was right in the middle of one of the worst conflict zones in the whole country, and one of the worst current battlegrounds in the world! 52 lost one pilot and three aircraft on this contract and we were determined that we Canadians would not contribute number four. After countless briefings with both private security contractors and NATO military commanders, we were ready to charge out and do some good. Upon wading through the bureaucratic red tape, we discovered that the highway reconstruction contract that we had come for was already finished. However, new projects were already lining up. One of the first that came our way was to support the reconstruction of the Kajakai hydroelectric dam on the Helmand River in the Helmand Province southwest of Kandahar. The dam had been a casualty of the initial attacks on Taliban strongholds soon after 9/11 and was considered one of the top priorities in rebuilding the country’s infrastructure. We soon learned that the dam was right in the middle of one of the worst conflict zones in the whole country, and one of the worst current battlegrounds in the world! It was a place where many men from different countries had lost their lives in fierce battles – and in an area where NATO military aircraft had been shot down by surface-to-air missiles and rocket-propelled grenades. During a briefing with a couple of Canadian and British officers we also soon learned that bets were being made around the air force command center at camp Kandahar about our life expectancy. Apparently, the general feeling was that once we started flying to the dam, our life expectancy wouldn’t be any more than about eight to ten days! Ten days seemed to be the common bet on how long it would take for the Taliban to figure out what we were doing, where we were doing it, and how and when to shoot us down. At this point, we decided, unanimously, that any active combat zones would be “off limits” for a couple of crazy Canuck civilian helicopter pilots in an old Bell 212 that only traveled at about 90 kts without any fancy defensive electronics or countermeasures – and without an above: One of many local police, securing our helicopter while our passengers meet with local officials. opposite page top left: An american military Apache departs from a forward operating base near Kandahar on a gunship support flight. top right: Boys of all ages from a remote village come out to greet the rare arrival of a helicopter and its occupants. center left: An american shooter stands on guard of the helicopter, during an opening ceremony of an isolated mountain medical clinic. bottom left: A young afghan girl from a remote village investigates what all the fuss is about with the arrival of a helicopter full of westerners. bottom right: One of numerous northern afghan villages as viewed from the cockpit of a Bell 212. 53 Apache gunship for support – such as the American Blackhawks and the British Chinooks had. During an airplane flight between Kandahar and Kabul, I had an interesting conversation with a US Lieutenant Colonel and a project manager for the Kajaki dam project, in which I (briefly) considered their suggestion that I might be interested in the excellent fishing opportunities and maybe even some waterskiing behind one of three ski boats that had been airlifted (by Chinook) into the lake above the dam for a previous mission. For a brief moment I was actually considering the stories that I would be able to tell, or the great photo 54 opportunities I might have – water skiing with my bulletproof vest on, or heli-fly fishing with my two armed mercenary bodyguards, in an active combat zone. Were I to have survived them, they would indeed have been great stories for the buddies back home, but common sense prevailed and we said no to the Kajakai dam! Some of the other projects in the northern parts of the country appeared to be in somewhat safer locales, but had their own challenges of the “high, hot and heavy” kind. We spent a fair bit of time going over the weight and altitude charts in our flight manual – paying particular attention to those charts relating to single-engine performance. While our base in Kabul was just under 6,000 ft, some of the passes that we had to negotiate were more than 12,000 ft high and even the mighty Bell was struggling at those altitudes at its maximum gross weight. We were already heavy with a two pilot crew (complete with bulletproof vests) and two heavily armed mercenaries for security. This made for a heavy start to any flight planning – even without the 35˚ takeoff temperatures at 6,000 ft to consider! An important part of the job turned out to be the constant education of the customers about the aircraft’s weight, altitude and temperature limitations while flying over some of the world’s most hostile real estate. At the same time, we had to keep ourselves constantly updated on the ever-changing security issues in the areas that we flew, including the city we lived in. These included such things as the increasing number of suicide bombings, improvised explosive devices (IEDs) and rocket attacks. One of our biggest security concerns was the drive between Kabul airport and our villa – a 15-minute drive to the south of the airport – sometimes in heavy traffic. Numerous individuals from all walks of life, would come right up to our vehicle looking for handouts. The security issues here were that any of them could have been marking our vehicle for later identification and possible targeting, or even be attempting to drop a grenade into an open window. We had many a spirited debate with one customer-company that clearly had been hearing the word “yes” from their previous helicopter provider, and did not like hearing the word “no” from us. We understood their logistical nightmares in working on the number one reconstruction project in the country at the time (the Kajakai Dam). However, the bottom line was, we did not care how long their crews might have been on the ground eating MREs, we were not charging in there after the military had told us it was an “active combat zone” – one in which they had top right: An american Blackhawk stops for fuel while the crew has a lunch break at a forward operating base near Qalat. above right: An eastern european crew catches up on maintenance and cleaning on a Mi-8 near the city of Kabul. opposite page: Twin boys crossing a bridge for a chance to see a helicopter up close. 55 The previous company had lost one pilot and three aircraft on this contract and we were determined that we Canadians would not contribute number four. top right: Al Cram navigates his way through a high altitude mountain pass. above right: The author experiencing afghan style adventures to the fullest. 56 lost many aircraft – all of which were far more advanced and better protected than ours. It was the old story of a customer applying pressure by telling us, “the guys before you went in there lots of times.” Our simple reply to this was, “Yes, but they lost three 212s doing stuff like that!” Safety meetings in this part of the world are somewhat different than they are on, say, big seismic programs in northeastern British Columbia. With topics such as surface-to-air missile threats, whether pilots should arm themselves, and strategies to avoid becoming kidnap victims, these are certainly not the typically boring meetings in which one might catch oneself “drifting off” in Canada. One of the good things about operating in Afghanistan was the lack of clouds or precipitation during the summer months, as we sometimes undertook journeys of two to three hundred miles over the Hindu Kush mountain range and back in the same day. We would have been hard pressed to ever pull that off on the west coast of Canada. On the down side, there was always lots of dust in the air – all the way up to 20,000 ft ASL – sometimes accompanied by incredible sand storms 57 Ten days seemed to be the common bet on how long it would take for the Taliban to figure out what we were doing, where we were doing it, and how and when to shoot us down. that would require special VFR, were one able fly at all. After sorting out some of the red tape issues, and battling with a customer over what we and our aircraft were capable of, we negotiated our way north through the Salang pass and flew into some remote villages in the northern part of the country. We really enjoyed meeting the locals who, although poor by our standards, were rich in culture and were friendly, curious and eager to invite us into their communities for meals and tea. By visiting the people and communities that had medical clinics – either under construction, or recently completed – we were able to see and understand the advantages 58 and benefits of these projects that had been funded by US-AID and it was extremely rewarding to feel that we were doing good things for people in a part of the world that has been ravaged by war for decades. Some of these remote clinics – about the size of a typical McDonalds restaurant – were situated in mountainous terrain and had few or no roads for access and were the only primary medical care centers for as many as 50,000 people or more. Their existence has greatly increased the survivability rate of women during childbirth – something we Westerners take for granted. Most of the time, we flew at or above 10,000 ft ASL in order to avoid any bad guys trying their luck with pot shots at our helicopter, which, I thought, had a very military-looking paint scheme. Although we were unaware of any serious hostile fire directed at us, we did “come under fire” after taking off from a provincial reconstruction camp near the town of Qalat. The camp was situated alongside a schoolyard and as I cleared the 20-ft wall that surrounded the camp, we were greeted by a hundred or so school children who threw rocks at us. Well – all bets were off – we defied the odds and managed to avoid the Tali ban well beyond the estimated 10 days! For anyone looking for a little bit of adventure off the beaten track and a whole lot of adrenalin-pumped action, Afghanistan has a lot to offer! n A M E R I C A’ S L E A D I N G P R O D U C E R O F H I G H - P E R F O R M A N C E H E AT E R S A N D A I R C O N D I T I O N E R S F O R T U R B I N E H E L I C O P T E R S. So why are you still flying without air conditioning? More and more helicopter operators worldwide are recognizing that comfort is not a luxury — and they’re turning to Air Comm for the heating and air conditioning solutions they need. Air Comm has a range of advanced air conditioner features and benefits you won’t find in any other system, including leak-free Torq-Lok refrigerant fittings and refrigerant bypass to prevent detrimental compressor cycling. Air Comm also has the most global and comprehensive support in the industry with a power by the hour program, on-site training, 24-hour parts delivery and more. 3300 Airport Road, Boulder CO 80301 Tel: (303) 440-4075 Fax: (303) 440-6355 [email protected] www.aircommcorp.com OAO K amov / A . Zinchuk via Ale x Ml adenov In June 2006 Kamov and FSS undertook a series of supplementary high-altitude certification trials from a number of unprepared landing spots in the Caucasus mountains, in an effort to verify the theoretically calculated altitude performance up to 9,900ft (3000m) ASL. Grooming the KA-26’s Successor Finding a suitable replacement for a popular and successful helicopter is always a daunting prospect. The Russian company Kamov, however, hopes that their promising new Ka-226 will prove a worthy successor to its well-proven Ka-26 ancestor. story by alex mladenov OAO K amov / A . Zinchuk via Ale x Ml adenov H aving already entered service with commercial operators such as Gazpromavia, two local law enforcement organizations are expected to enter mass service with the parapublic Emergency Control Ministry, The Kamov Ka-226 Class-A rotorcraft is expected to sell well as an affordable yet capable workhorse in a variety of utility applications, as well as in the law enforcement and disaster relief sectors. Initially, the 3.4 tonne Ka-226 twin-engine utility helicopter was developed by Kamov in the mid/ late 1990s as a company-funded 62 venture. It was conceived as a turbinepowered successor for the popular Ka-26 – offering considerably higher performance, reduced weight, lower fuel consumption and reduced levels of noise and vibration than its pistonengined predecessor. A traditional Kamov coaxial design with two contra-rotating three-blade rotors, it is certified for single-pilot operations with provision for a co-pilot or passenger in the non-detachable cockpit, while featuring a range of detachable cabins supplied as interchangeable mission pods. It was offered in its basic variant in the early 2000s at a price of around $US1.5 million, and the mid2008 sale price is around $US4-4.8 million, dependant on the avionics and equipment fit-out required. Based on the airframe of the singleengine Ka-126, a turboshaft-powered derivative of the Ka-26, the initial concept design for the new machine was completed in 1996. In 1994 the Orenburg-based PO Strela factory began conversion of three Ka-126s into Ka-226s. Two years later the project received a huge boost, thanks to support received from Russia’s Ministry of Emergency Situations, Moscow Government and Gazporm, Kamov designers boast that their coaxial rotor scheme contributes to the Ka-226’s very compact appearance and high agility. The Ka-226 operated by Russia’s FSS is planned to be utilized for supporting special operations – a risky business which calls for inserting and extracting FSB teams during antiterrorist operations in various environments. Russia’s gas monopolist. In 1997, the Kumertau-based KumAPP factory joined the project as the second production facility. The first prototype Ka-226, converted from a Ka-126, made its maiden flight in September 1997 and its certification trials in accordance with the new Russian AP-29 airworthiness rules (said to be equal to US FAR-29) were carried out between mid-2001 and October 2003. The following test examples were redesigned with significant structural differences to the first test examples, and while the external appearance was roughly the same as that of the re-engined Ka-126s, the fuselage structure and cockpit glazing were allnew, while the same is true for the rotor system which has composite blades and a rotor hub provided with selflubricating bearings. The fuselage also features increased use of composites in a bid to save weight, while easing production and repair. The cockpit was equipped with energy-attenuating seats, the new instrumentation was certified for day and night IFR operations and an electrothermal anti-icing system was added to the rotors in a bid to enable operations in icing conditions. The first flight of a Ka-226 featuring the new fuselage design, rotor system and cockpit avionics was made on 28 March 2001. It received its Russian type certificate in 2003, while an approval for Category A operations was obtained in 2004. Certification activities continued, however, until October 2008. Production of the Ka-226 was launched simultaneously at two plants in Russia – PO Strela in Orenburg, which manufactures helicopters for Gazprom and other civil customers, while the line established at KumAPP in Kumertau (in Russia’s autonomous republic of Bashkortostan) produces 63 Ale x Ml adenov Ale x Ml adenov Ale x Ml adenov The Ka-226 was conceived as a turbinepowered successor for the popular Ka-26 – offering considerably higher performance, reduced weight, lower fuel consumption and reduced levels of noise and vibration. top left: The Ka-226’s cockpit is dominated by classical electromechanical instruments, and there is only one large display for the image provided by the weather radar or the EO observation system. top right: The FSS helicopter is equipped with an EO observation pod of an unknown type that will be also adapted to the Ka-226s to be delivered for border patrol use. above: The most usable among the interchangeable mission pods is that for passenger and general cargo transport with seating for six, while the air ambulance pod is outfitted with two stretchers and has seating for three or four casualties, and one medical attendant. 64 machines for paramilitary and government customers. The Ministry of Emergency Situations funded the development of a dedicated SAR version, the Ka-226A and Gazprom, in turn, invested money in the development and production of the utility version, intended to replace the obsolete Ka-26 in the logistic support and pipeline patrol roles. This version will operate in various and extreme climatic conditions, including those in Siberia and Russia’s far northern territories. Notable funding support for development activities was also provided by Moscow regional government, which ordered helicopters for police and air ambulance use. The Ka-226 program has suffered a delay of no less than two years in relation to the original development, testing and production schedule, which called for the first deliveries to the Ministry of Emergency Situations (MChS) as early as in the first half of 2001. In fact, Russia’s premier emergency relief and SAR organization only took delivery of its first machine in late 2004. This Ka-226A is operated by the MChS detachment stationed in Russia’s autonomous republic of Bashkortostan and was placed on alert duty for the first time in December 2004. MChS is targeting orders for up to 25 examples, intended for urban environment monitoring, surveillance and medical evacuation, but the eventual large-scale order is unconfirmed as yet so the delivery schedule is still uncertain. The Ka-226 uses a flying frame-type design that features a pod-fuselage Oboronprom via Ale x Ml adenov In 2004, the first Ka-226AG was delivered to Gazpromavia with the aim of an eventual replacement of the last Ka-26s in 2009 but it is understood that the program will be considerably stretched in comparison with the original schedule. and twin boom layout. The area aft of the non-detachable cockpit is available for either the attachment of optional interchangeable mission pods or to remain open, permitting the use of the helicopter in aerial operations with cargo transported by hook or cargo net. It is claimed that all mission pods can be changed within 20-30 minutes. The most commonly used mission pod is the one for passenger and general cargo transport, fitted with seating for six persons and with the seats able to be folded against the podsides to allow cargo accommodation. There is also a “VIP” pod with four more comfortable seats. A dedicated SAR pod is also available, purposely designed for MChS helicopters and accommodating nine rescuers. It is equipped with a 660-lb (300-kg) electric winch, an external pod for mission equipment, a searchlight and a loudspeaker. The air ambulance pod is outfitted with two stretchers and has seating for three or four casualties and one medical attendant. The ultimate target of the design team was that the Ka-226 be developed as a true successor to the Ka-26. It is advertised as the only Russian-made light-category helicopter certified to fly over urban environments that meets the stringent US and European noise requirements. To succeed in their ambition they had to create a dependable workhorse for the utility role, with affordable operating costs, high reliability and ease of flight and maintenance. The basic Ka-226 version is powered by two 450shp Allison 250C20R turbines and has a maximum take-off weight of 7,494 lb (3,400 kg), a maximum speed of 111 kts (205 km/h), cruise speed of up to 105 kts (194 km/h), a range on maximum fuel of 324 nm (600 km) and maximum endurance of four hours and 42 minutes (no reserve). The maximum payload on an open platform is 3,190 lb (1,400 kg), while the Ka-226 is capable of transporting cargo weighing up to 3,420 lb (1,500 kg) on an external sling. Kamov designers boast that their coaxial rotor scheme contributes to the helicopter’s very compact appearance and high agility. The control system is simplified considerably thanks to the lack of a tail rotor, and it is claimed to feature better reliability than the layout of conventional helicopter designs. Thanks to its design features, the Ka-226 is said to be less susceptible to turbulence and able to operate in higher ambient temperatures than its conventional counterparts. This enables the Ka-226 to be operated safely in mountainous areas, over the sea and over difficult terrain that causes strong turbulence. Airframe life is 18,000 hours and the major components are reported to have demonstrated, in early 2006, a Mean Time Between Failures (MTBF) in the region of 150 hours. Due to the lack of a suitable Russian-made engine, the Rolls-Royce Allison 250-C20B was initially selected for the prototypes, later replaced by the C20R/2 derivative for the production examples. Rolls Royce committed to provide the first six engines free of charge and this was a driving factor in the selection of the proven US turbine for the new Russian helicopter. Eight C20R/2s are reported to have been delivered in 2004 for installation on the first production 65 Ale x Ml adenov The Ka-226 uses a flying frame-type design and leaving the area aft of cockpit open permits the use of the helicopter for aerial operations with cargo transported on the hook or in a cargo net. I nventory S upported M aintenance R epair & O verhaul helicopters and a contract for 24 further engines followed in 2005. In 2005, a Ka-226 prototype (designated Ka-226T) was re-engined with the 670shp Turbomeca Arrius 2G2, although the engine was de-rated to 550shp for use on the Ka-226. The new engine should provide considerably enhanced hot and high operational capabilities, allowing operations at up to 8,200 ft (2,500 m) without degrading performance of the helicopter. The Arrius II will also allow the Ka-226T to operate from landing sites up to 19,680 ft (6,000 m) above sea level. The newly-designed main rotor system for the Ka-226T has already demonstrated higher levels of performance than expected, which should enable an increase in maximum take-off weight to 8,300 lb (3,800 kg). This version will have the new 1100shp-rated VR-226N main gearbox, capable of handling the maximum power provided by two Arrius 2G2 engines. Design work continued on the Arrius ● Exclusive Provider of ISMRO™ ● More Than 50,000 Line Items In stock For Sale Or Exchange ● 21 Sales Professionals Handling Day-To-Day Operations ● More Than 50,000 Square Feet in Two Locations — Atlanta & Vancouver ● MRO Capability On Over 8,000 Different Items ● 1,000+ Linear Feet Of Benches W/ Over 650 Pieces Of Test Equipment ● Distributor For 16 Different Manufacturers ● Aircraft Supported Include Agusta, Bell, Eurocopter, MD & Sikorsky Atlanta (404) 768-9090 Fax: (404) 768-9006 Vancouver (604) 542-8820 Fax: (604) 542-8829 66 “Others sell parts, WE SELL SUPPORT” www.heliparts.com ● www.heliparts.ca www.heliparts.com ● www.heliparts.ca OAO K amov / A . Zinchuk via Ale x Ml adenov II-powered version during 2008, with the aim of making the first flight of the Ka-226T variant in early 2009. Ka-226T’s maximum payload is 3,300 lb (1,500 kg) while flight endurance is 3.3 hours and maximum range is 283 nm (525km) with 10 min reserve. Rate of climb at sea level is 1,722 ft/min (8.7 m/s), while at 11,200 ft (3,400 m) it is still an impressive 1,524ft/min (7.7m/s). Cat-A operations are possible at locations up to 7,260 ft (2,200 m) above sea level. In 2000-2001, Kamov expended much effort in promoting the Ka-226 as the new-generation training and liaison helicopter for the Russian Air Force, but eventually lost to Kazan Helicopters’ Ansat-U. The small and agile Kamov, however, found acceptance with a crucially important customer. The Aviation Department of Russia’s Federal Security Service (FSS), the direct successor of the mighty KGB state security committee of the former Soviet Union, has selected the Ka-226 for the homeland security mission – but the full size of the order has not yet been revealed. The FSS took delivery of its first two helicopters in December 2005, and so far these are the only examples taken on strength as no further Ka-226s are known to have been ordered before the end of 2008. The Ka-226 was formally presented in its new guise in January 2006, flown personally by FSS Aviation Department’s Head, Lt General Nikolay Gavrilov. The two helicopters have been used mainly for demonstration and training, also debuting in the jumpship role to drop parachutists from the passenger module. One of these machines was lost in a landing accident during training operations – luckily without casualty. The FSS’ ultimate intention is for the Ka-226 to be utilized for special operations support, a risky business which calls for inserting and extracting FSB teams during anti-terrorist operations in various environments, as well as for border-patrol surveillance over both land and sea areas. The service is said to be satisfied with the low noise signature of its new helicopter but has expressed some concerns related to a perceived significant shortcoming of the type. The unimpressive high-altitude performance limited its usefulness, since the type airworthiness certificate Another promising government role for the Ka-226 is that for border patrol operated by the aviation units of Russia’s Border Troops, an organization that also falls under the control of FSS. issued in 2004 constrained the takeoff and landing operations from locations up to 3,328 ft (1,000 m) above sea level only. The FSS, however, was keen to operate its new acquisition in the Caucasus Mountains, around the troubled republic of Chechnya, where it is routine to see helicopters operating to and from locations well above that level. Luckily, during the type’s development, Kamov engineers had already calculated that the installed power would allow safe take-off and landing operations at up to 9,900 ft (3,000 m) ASL. This capability, however, had not been verified during the type’s certification trials due to funding shortages. Taking into consideration this unused reserve, FSS eventually committed to carry out the necessary high-altitude trials in partnership with Kamov, to establish and document the type’s high-altitude performance. For the purpose of expanding the type’s operating envelope FSS provided one of its own helicopters. The combined Kamov/FSS test team relocated, with the machine, to an FSS base in the Stavropol area in June 2006. From there, they flew a series of supplementary high-altitude certification trials using a number of unprepared landing spots in the nearby Caucasus mountain range at 3,330 ft (1,000 m), 4,950 ft (1,500 m), 6,660 ft (2,000 m), 8,250 ft (2,500 m) and 9,900 ft (3,000 m) ASL in a bid to verify the theoretically calculated altitude performance. This urgent operational requirement program was completed successfully within a mere four days instead of the two months it would otherwise have taken. The trials demonstrated that safe operations are possible at altitudes up to 3,000 m, with engine exhaust gas temperature remaining outside the red sector, at a maximum take-off weight of 7,494 lb (3,400 kg). Kamov was then able to amend the type’s Flight Manual, adding information regarding the handling techniques required for mountain takeoff and landing operations. Another potential and promising government role for the Ka-226 is that of border patrol with the aviation units of Russia’s Border Troops, an organization also under the control of FSS. The first demonstration of the new helicopter to the FSS’s Border Troops Service was held during an exercise in the Viborg region near St Petersburg in May 2005. According to Army General Vladimir Pronichev, then Commander of the Border Troops, his ultimate goal is for the Ka-226 to be provided for operations from the deck of each large border patrol vessel. In this role, the special mission-equipped Ka-226 can supplement and eventually replace the currently used Ka-27PS, while over land the type could complement the omnipresent Mi-8 in the utility, liaison, observation and re-supply roles. For use in overland and maritime patrol and enforcement roles the Ka-226 is expected to be fitted with onboard weapons, including both forward and side- firing machine guns, rocket pods 67 OAO K amov / A . Zinchuk via Ale x Ml adenov Moscow Police Service took delivery of its first two Ka-226s in December 2006 (one of these depicted here), and in November 2008 the type was also delivered to St Petersburg’s Police Service. and a new sensor suite comprising a gyro-stabilized pod with TV and thermal camera which is currently used by Moscow Police’s sole example. The final known Public Service operator for the type is the Moscow Police Service, which took delivery of its first two Ka-226s in December 2006. These are used to complement the lone Ka-32 employed in SWAT transport and air support. The Ka-226’s passenger pod is reported to have proved particularly useful in supporting the fast-rope extraction technique and a team of four SWAT members can be delivered within seconds onto building roofs or suitable ground sites. Compared to the currently used Ka-32 and Mi-8, The Ka-226 is more versatile and much cheaper to operate. Equipped with electro-optical observation payload, loudspeaker and searchlight, it is currently in use in the skies over Moscow in a variety of law enforcement roles including observation, liaison, traffic control and patrolling during large-scale public events. The Ka-226 can land directly on the road if necessary, as the lack of tail rotor eliminates the risk of tail-strikes. The co-axial design contributes to the helicopter’s improved stability when operating in an urban environment as it is affected less than its conventional counterparts by the turbulence inherent 68 within built-up areas. One of the two Moscow Police Ka-226s has been lost due to an onboard fire, reported to have started in one of the engines – but this loss was also without casualties. In 2004, the first Ka-226AG was delivered to Gazpromavia, whose aim is to eventually replace the last of its Ka-26s in 2009. This version, produced at PO Strela, is used for transporting personnel and cargo, pipeline monitoring and medical evacuation. For use in the patrol role, the Ka-226AG is outfitted with a special sensor suite for detecting gas leakages. There have been claims that as many as 22 Ka-226s were ordered and four of these were delivered in 2006. The helicopters operated by Gazpromavia have an improved avionics standard known as KBO-226AG that enables instrument landing approaches to airfields equipped with landing aids, as well as to ships and sea platforms. In 2008, on Gazprom’s request, the Ka-226AG was certified for safe landings in tail-wind conditions of up to 11 kts (6 m/s). In September 2008, it was announced by Kamov’s Executive Director, Roman Tchernishov, that a contract with Gazprom (the parent company of Gazpromavia) for an initial batch of 40 Ka-226s was in the finalization stage. The first two Ka-226s for use in the emergency medical service role were introduced in September 2008 and are operated on behalf of Orenburg District Hospital, mainly for transport of highway accident casualties. Kamov offered its new design as a contender in India’s Light Utility Helicopter program, but the type has already been rejected at an early stage. The only reported export success so far is an agreement concluded between Oboronprom (the holding company which now controls all Russian helicopter manufacturers) and Jordan’s King Abdullah II Design and Development Bureau. Signed on 14 February 2007, this agreement calls for the delivery of six Ka-226s priced at $US25 million, with the helicopters delivered partially assembled as their final assembly and testing is to be carried out in Jordan. Since the signing of that contract there have been no reports of further progress and the current status of the joint project is unknown. There is also no information about the intended operators of the machines, or of the production and delivery schedules. The Arrius II-powered version has been entered in the resumed joint Indian Air Force and Army light helicopter competition, and it remains a strong competitor thanks to its superior hot-and-high performance as required by the Indians. Up to 317 examples We Fly We Maintain The Powerful Difference Columbia Helicopters is the only commercial operator of the Model 234 Chinook and Vertol 107-II, the civilian models of the CH-47 Chinook and H-46 Sea Knight. The company’s aircraft operate globally in extreme weather conditions, and are supported by one of the most exceptional maintenance facilities anywhere in the industry. Columbia’s fully functional maintenance facility is a one-stop shop, able to meet all depot level maintenance requirements for internal and external customers. www.colheli.com 503-678-1222 69 By 2011 Kamov expects that the annual production output there will reach 70 units (20 Ka-226s and 50 Ka-226Ts), while by 2020 the total number of helicopters sold is scheduled to number around 398. are expected to be procured by both services for operations in the harsh Himalayan environment. In September 2008, it was announced that the Ka-226 program will receive a funding boost of approximately $US100 million, to be spent on the organization of the serial production at KumAPP. By 2011 it is expected that the annual production output will reach 70 units (20 Ka-226s and 50 Ka-226Ts), while by 2020 the total number of helicopters sold is expected to number 398. If those expectations are met, then Kamov will be well on the way to success in their goal of creating a replacement for the successful Ka-26. Considering that to date Kamov has been relying principally on Russia’s internal helicopter market for sales, the potential for substantial export success in the future can only encourage greater optimism about the future of this versatile and agile machine. It seems almost a pity that the helicopter it will be most likely to replace is one from its own stable. n Tel-Tail Floodlights EC-145 Tail Floodlight / Clam Shell Door Floodlights Tail Floodlight / FFRL / Main Rotor Floodlights AW-139 www.devoreaviation.com 70 Taking the High Ground Helicopters are renowned for working in some of the most remote and inaccessible locations on the planet. While all flying requires a thorough understanding of wind and its effect on aircraft, safe mountain-flying demands an intense and advanced study of these factors. From years of first-hand experience, SHAWN EVANS offers his views on this complex subject. Photos by shawn evans A Kaman KMax grapples logs in a mountain heli-logging role on Vancouver Island, Canada. A fter flying five types of helicopters in the mountains of three continents, I have become a firm adherent of the old adage, “The more I learn, the more I realize I don’t know”. I’ve been through certified mountain flying courses, but most of what I have learned was picked up the hard way – particularly in production long-line work. Accordingly, what I offer here is only a simplified account for those pilots who have yet to fly in a mountain environment and are interested in getting a feel for what it is like to spend a day in the mountains. This is not a full account of what to do or not do, as there are already volumes written on the subject. Of course, I preface this with a version of the standard warning – “Kids, do not try to do this at home”. It is absolutely crucial that a recognized course in mountain flying is taken before a pilot even considers operating in the uniquely demanding conditions discussed here. At a minimum, pilots should be taught basic wind-finding 74 techniques for their particular aircraft, otherwise they are writing a recipe for disaster. Rotary-wing pilots can engage in many different kinds of work in the mountains, such as high profile helicopter skiing, mountain rescue, geophysical survey, seismic exploration work and drilling support. They could be moving crews in and out of confined areas on a mountainside, or landing on an open ridge or peak. More advanced flying could entail moving drills via a long-line, or swinging seismic bags full of electronic equipment in and out of tall trees on a steep slope. The machinery flown can range from small, single-engine light-duty helicopters to large multi-turbine heavy-lift behemoths. The weather is one, if not the most important, of the factors for consideration when working in amongst the rocks. What is the forecast? Is the weather expected to improve or degrade? How much visibility will I have when I get there? If in a mild climate, is there a chance of icing and snow? In a warmer climate, how will the temperature affect my machine’s limits? Depending on geographical location and season, is there a possibility of thunderstorms or dust storms? What are my escape routes? What needs to be in the back of every pilot’s mind when working in the mountains is that the weather can change in just moments and, odds on, it will. What is the plan for when it does? Cloud can both form and disappear in mere seconds. Good situational awareness is essential. Alongside weather, many other factors need to be considered before setting out for a single trip or a day’s flying in the hills but, first and foremost, safe operations come down to good planning, including consideration of control and power margins. The plan should include everything that could conceivably impact on the safe and efficient conduct of the day’s operation. A multitude of details need to be considered, from current During seismic operations (Oil & Gas exploration work) an AS350 B2 waits to move crews in northern British Columbia, Canada. An instructor teaches some mountain flying techniques during an initial mountain training course in western Canada. fuel cache locations and inventory, to specialty survival kits suiting the geographical location and season. The distance to, and location of, the closest medical facilities is an often over-looked detail, but necessary in the event that one of the crew has to be medevac-ed off the mountain. Pilots need to know the radio frequencies being used in the area to ensure good communications with every party involved. If the task includes flying multiple crews out from the mountain, the pilot should have planned a backup strategy in case the weather rolls in unexpectedly, or in a worst case scenario, the machine becomes unserviceable or a medevac is urgently needed. The wise pilot will always mentally confirm honestly to him/herself that they have the necessary skills and equipment to safely complete the task. Being in the mountains in poor weather with other people dependent on one’s skill, knowledge and common sense is not the place to discover one’s limitations. Pilots should always have an alternative route in mind, as the intended route may become closed due to any one of a number of reasons. The power that the helicopter has available and what level of power is needed are “must-know” items. A common rule-of-thumb is to plan to have a minimum of 5% power in hand, based on out-of-ground-effect requirements, to ensure an adequate margin is available to land and depart. Always remember that the hover figures in flight-manuals are based on steady-state conditions and do not allow for departure or approach, so that 5% power margin may need increasing, depending on the level of turbulence or necessary departure angle. If the proper charts from the flight manual have been consulted, the weight and balance ascertained as within limits for all aspects of the flight, the power and control margins established as sufficient, the weather checked, maps consulted, and crews thoroughly briefed on what to do when above: An AS350 positioned on a mountain ridge in a location to best hear radio communications with multiple crews working below in valleys on both sides of the mountain. What needs to be in the back of every pilot’s mind when working in the mountains is that the weather can change in just moments, and odds on, it will. What is the plan for when it does? 75 Mountain flying and confined area training can be a good part of any recurrent training program as seen here with this Bell 212. bottom left: A VIH Astar B2 working on a mountain pine beetle survey near Tumbler Ridge in western Canada. bottom right Search & Rescue personnel prepare for a rescue mission after helicopter operations were halted. Leaving 40 people stranded for two nights due to an extreme snowstorm dropping 2 meters of snow in rugged mountain terrain. 76 they get out at the other end – then, and only then, should the conscientious pilot set out for flight. It takes a long time to develop the skill of establishing wind direction to the point that it becomes almost automatic. The pilot needs to have an excellent feel for the machine being flown so that he/she can feel the slightest inputs from the wind from different relative directions. It becomes easier when working in the same area for an extended period but it’s not always easy to predict. The pilot should be very aware of all ground indicators such as wind lanes on the surface of a lake, trees bending, any smoke, or just taking note of the general wind and anticipating its local path as a result of specific terrain. GPS can be handy but anything it reads should be backed up by visual confirmation wherever possible. As mentioned before, always leave a way out to account for unfavorable weather or other circumstances. The pilot should constantly be questioning him/herself. “Should I be here?” or “Is this a good time to give up, turn around and go back?”. This is a cardinal rule of aviation in general but it applies particularly to mountain flying. It may simply mean that the pilot always leaves enough room to be able to turn toward lower terrain, execute a “oneeighty”, or even make a precautionary landing at a suitable pad in the area. Ridge-crossing provides a good example of the sort of contingencythinking that is constantly required A couple of machines engaged in mountain radio repeater work. in the mountains. When planning to cross a ridge, always try to approach the crest at a 45-degree angle and at a lower speed. That leaves at least three options; to continue flight safely over the top; to angle off and follow along the crest of the ridge until there is adequate elevation or visibility to cross, the whole time looking for clues to what the wind is doing; or lastly – to roll out into a 90-degree turn and fly back to the lower terrain of the valley below. Planning should also encompass contingencies in the event of engine failure or transmission problems, whether in single or multi-engine helicopters. Just as when flying anywhere else, the pilot should be mentally running different scenarios such as, “Where am I going to go if I have an engine failure?” or “What am I going to do if I get a transmission chip light?” Depending on the weather and the terrain those kind of questions can help determine entry and exit routes. Multi-engine helicopters certainly have more options, and if operating to Class 2 performance it is important that the pilot has an understanding of what that performance classification means in regard to the particular terrain involved. For example, a 50ft per minute rate of descent may be appropriate for departing one mountainous area but a 100ft per minute climb performance may be needed when operating within another particularly rough area. The performance requirements really depend on an accurate assessment of the terrain, weather, and recovery areas. These requirements will also have a large bearing on the loadcarrying capacity of the helicopter. While it is obvious that a pilot must know the minimum weather limits and aviation rules in the country concerned, it is a golden rule that, regardless of the law, never lose visual reference with the ground at any time. Once in the vicinity of the landing area, I recommend maintaining a constant speed of 40 to 60 knots IAS, depending on the helicopter. Keeping this speed constant while reconnoitering the landing area, and comparing it to the GPS ground speed can help determine the wind. Always be aware of the helicopter’s True Air Speed (TAS), however, as its relationship to groundspeed needs to be considered. Remember that TAS is calibrated airspeed corrected for pressure altitude and temperature. So, at height or in the tropical areas of the world where the temperature and humidity can be very high, the TAS will be relatively high compared to the IAS. For example, if a helicopter is at 6,000ft at 25°C (77°F) and 1013hPa (29.92inHg) with a dew point of 20°C (68°F), then its density altitude is about 9,000ft. So 60kts IAS translates to about 70kts TAS. A helicopter flying at 60kts IAS in nil wind will therefore have a ground speed of 70kts. A simple rule of thumb is to increase the IAS by 2% for each thousand feet of density altitude, so 60kts IAS plus 18% (from the above example) translates to about 71kts TAS, which is close enough! The pilot should constantly gather information such as wind direction, wind speed, the demarcation line if on a peak or ridge, and be careful not to lose any airspeed or altitude in turns. Try to fly either a figure-eight or a circle shaped reconnaissance pattern for wind finding, although a straight flight-line past a ridge-top landing spot at eye-level, in both directions, can also be effective. When the wind direction is found, the pilot can plan the best approach that takes into account terrain, wind, turbulence, visibility and escape routing. I conduct a constant recce all the way to the pad, keeping my options open as long as possible in case I encounter a down-draft, turbulence, changing weather or unfavorable wind. Other factors need to be considered after the recce, but before committing to a landing. Is it even a good area to begin with? Is there a better area nearby? If the spot I have picked is below a peak or on an alpine plateau with snow, is there any risk of an 77 Picking up loads of logs, this Kmax descends the 3000ft vertical drop as fast as possible, delivering its load to the valley below. avalanche? There have been several machines lost after being wiped out by an avalanche, or from landing on a cornice that has collapsed taking the machine with it. Helicopters are usually working heavy, providing the client with the most possible “bang for the buck”. No matter what the aircraft type, when working heavy there comes a point at which there will be a committal to the landing. If it is in a potential white or brown-out area, the pilot needs to have as much reference as possible to an object, tree or rock – something to keep in view on the pilot’s side and close to which he or she can land. In a Heli-skiing environment, for example, stakes are often used. There are usually two stakes and the pilot lines them up, landing as close as possible without actually hitting the stakes. When everything turns white they are the only things that can be seen. Without the crucial visual reference markers it becomes all too easy to lose reference, roll over and crash! As previously mentioned, density altitude needs careful consideration. The helicopter performs in relation to density altitude, not indicated altitude. Power management is critical in mountain flying and it is best to do 78 everything to ensure that sufficient power is available to provide safe approaches and landings. If the helicopter ends up being at a slow forward speed or in a high hover over the trees or ground, at a lower than usual power setting and with gusty winds off the nose, the bottom is likely to fall out very soon! It is a good idea to keep the disk as loaded as possible, staying above the speed of translation as long as possible, constantly flying to the selected spot. From a performance aspect, a steep approach should be avoided if possible. Some pilots do, however, prefer a steep approach for better reference. It is good practice to do a power check above the landing area, checking that the actual power available at least If in a potential white or brown-out area, the pilot needs to have as much reference as possible to an object, tree or rock. matches that calculated beforehand, and that there will be sufficient power to get out of a hole before dropping into it. If the final approach must be vertical, then the pilot needs to ensure that there is sufficient power on hand not just for arrival, but just as importantly, for departure. When working in an environment where crews are clearing trees to make an opening for the machine, it is important to take a hard look at the size of the opening. It must be big enough, with extra clearance on all sides to allow room for the tail rotor and for maneuvering. The surrounding should allow for the preferred approach angle, if possible. The pilot needs to think ahead about the route in and out, with the best possible positioning to keep the tail rotor clear at all times, while being cognizant of wind and turbulence. Caution also needs to be exercised in assessing potential dangers to the crew on the ground, such as hanging limbs or dead trees that could be moved or blown over by the downwash. Heli-pads in support of drill rigs, for example, should be positioned far enough away that the down-wash won’t affect any structures. If a pad has been constructed out of fallen timber, always make sure it looks solid, big enough and level. If it has been there for some time, be aware that it may have become weakened by rot. Always use the helicopter’s mirrors for correct positioning of the skids on the pad and to check for people moving around the helicopter. If the pad is elevated then the machine has to be far enough forward on the pad for the crew to properly access the baggage compartments with large and bulky items. Before departing, the pilot must know what the machine is capable of lifting off the hill. When assessing the weight of passengers, cargo and fuel, it is best to work with actual weights if at all possible. The average weight of a rigger, for example, can be substantially greater than the average population. A quick power check before committing to a full departure should be conducted to ensure there will be enough power to clear all obstacles. If not, two trips can be made, particularly if all the factors discussed earlier have been properly considered. The wind is usually a friend when departing heavy, although gusty winds can cause havoc. Either the lift you were enjoying suddenly disappears, or the wind on the nose now becomes a tail wind, demanding more power from the tail rotor. The best advice is to not rely on the wind being of any assistance. If departing in poor visibility, diving for a valley is always a bad idea because it is much harder to go downhill than uphill when trying to maintain visual reference with the ground. A final factor that is frequently insufficiently considered is the pilot’s personal mental preparation. This is essential in ensuring that the customer can never push or pressure the pilot to operate in dangerous conditions. The combination of knowledge, skill, experience and proper planning will give the mountain pilot the confidence they need to withstand the often stressful and sometimes unreasonable demands of clients. Customers are rarely aware of the full capabilities and performance of the aircraft, especially at altitude, and rarely are they concerned about weather limits. It doesn’t matter how badly they need to get there, everyone in the aircraft is put at risk the moment that the pilot exceeds their comfort and skill level. It would take me a few lifetimes of flying to learn all there is to know about mountain-flying in helicopters. It is as much an art as a science, and it’s always a good idea to have, as a mentor, someone who has been there ahead of you and made many of the mistakes. They can pass the lessons on and show you some techniques before you venture out on your own. That, and working for a reputable company with reliable equipment, will give you both the confidence and competence to successfully fly in a mountain environment. Someone else’s lessons may just save your life and the lives of all those on board. n Shawn Evans presently works for VIH helicopters, out of British Columbia Canada, and is currently on contract in Angola. A production seismic pilot, Shawn also moves drill rigs, works on fire-fighting and is trained in class D (human external cargo mountain rescue) loads. UNITED ROTORCRAFT SOLUTIONS SPECIALIZING IN: CUSTOMIZED COMPLETIONS & MODIFICATION • AIR MEDICAL • LAW ENFORCEMENT • CORPORATE FULL REFURBISHMENTS MAINTENANCE STC’D NVG LIGHTING PAINT & INTERIOR FULL MACHINE SHOP 79 351 Airport Road - Box 10 • Decatur, Texas 76234 • 940-627-0626 • www.unitedrotorcraft.com • FAA REPAIR STATION UX9R241Y personal profile Frank “Brody” Scotto CFI/II/MEI/GIAI SEL/MEL/RW New York, USA Although semi-retired from commercial flying, Frank has been airborne for more than 35 years. Still instructing and conducting proficiency checks and flight evaluations, Frank spends his “spare” time working with the Federal Aviation Administration Safety Team (FAAST) and lecturing on safety issues. HOW DID YOU GET INTO AVIATION? I started my pilot training after a four-year stint in the US Air Force as a Telecommunications Specialist/Technician. Being around airplanes 24/7 fueled my desire. Flying was in my blood. Having served a full enlistment, the government helped with my pilot training. Without that help I would not have been able to afford it on my own. Gradually, I earned my ratings up to my instructor certification, and from there – well – more hard work and a lot of time gaining a foothold in an industry that was flooded with new pilots. It was slow going for me, struggling for every flight hour I logged. WHICH HELICOPTER TYPES HAVE YOU FLOWN? My time in helicopters is what I refer to as “soft time”. It’s a small ratio compared to thousands of hours I have in fixed wing. I started flying helicopters late in my career. I look at “flight time” not in terms of hours but experience, of which I have gained much. I have piloted the Bell 47 and 206, the Schweizer 300 (Hughes 269) and the 500, as well as flown in many others, both military and civilian. WHICH TYPES DO YOU FIND TO BE THE BEST TRAINING MACHINES? I started training in the Bell 47 – a great machine. It’s truly a heli-pilot’s copter, however, the location of the ship was not local. Costs mounted and I spent more in travel expenses than the flight time, so I switched over to the Schweizer 300 series at a base closer to home. I found it to be a forgiving machine, not as nostalgic as the 47, but great to fly. I was not one for the Robbie – although it’s a fine machine, and prolific on both sides of the “Great Pond” – they are still not meant to be a “trainer”. The 300 is what I consider a starter machine – very simplistic in design. When you move up to the turbines, you have added features such as stability augmentation, three-axis autopilot, air conditioning and a full panel of goodies. It’s like flying in a luxury automobile! 80 DO YOU HAVE A FAVOURITE TYPE TO FLY? The Bell 47 has a special place in my heart. I was introduced to flying by my Dad. He would take me to a local airport every Sunday to watch the planes negotiating the pattern at the field. I guess I got the bug then. From the first time I took the controls of a 47, the helicopter and I became one. It does take a bit more muscle power to fly it than, say the Robbie or Schweizer, but the feeling is fantastic. WHAT DO YOU FIND CHALLENGING ABOUT FLYING IN THE US? I think each country has its own peculiarities, but the one we all have in common is mountainous terrain at night. It presents not only the crucial need for situational awareness, but knowledge of meteorology as well. Flying a heli down in the low valleys and between ridges can be a nervewracking experience in the day, but at night if things go bad, none of us want to be low, slow and in trouble with no place to go. My altitude tends to be higher, my speed slower, and my head spins around like a top looking for other aircraft, obstacles, tower wires and such. HOW DO YOU THINK THE REGULATIONS IN THE US COMPARE TO OTHER COUNTRIES? Regulations are regulations no matter where you fly, and meant to be interpreted only by lawyers not pilots. The FAA, JAA and ICAO try to keep things on an even keel, and are very similar in mission. Each country has its own standards when it comes to medicals and pilot certification, but the “intent” of safe pilot operations exists across the board. HAVE YOU EVER ENDED UP IN ANY EYEOPENING SITUATIONS? Actually there was an eye-shutting situation! While back in the military I was flying in the belly of a Sikorsky S-55 out of a base in Germany; we blew the impeller on takeoff, starting down violently toward the ground below. The command pilot pitched it over on its side and took it down in auto toward a field directly below. In an instant, I was looking directly down at the ground from my side view window. Just as we were about to slam into the ground, the pilot yanked the nose up and over. The helicopter went in nose first and kind of slid in on the belly as the gear struts folded up from impact. Surprisingly, we changed the engine, made the necessary repairs in the field and flew it out three days later. WHICH SECTORS OF THE INDUSTRY HAVE YOU WORKED IN? Most of my early time was in the Flight Training arena. It was, and still is, the basic way to gain time and experience. Later on, I moved into cargo and charter service. Those were long, hard, tiresome hours, single pilot at night, often in instrument weather. For many years now, I’ve done public speaking as a lecturer on aviation safety, and occasionally write aviation safety articles for different pilot publications. I have flown medical flights (fixed wing) for Angel Flight East, USA, a non-profit transport group that helps those in need reach proper medical care at no cost to them. It is a very worthwhile and satisfying endeavor. WHAT ARE YOU DOING THESE DAYS? I still maintain a small number of clients with whom I fly on a contract basis, allowing me to pick and choose where I go and when, while offering my instructional services to clients for flight reviews, instrument proficiency checks, and courtesy flight evaluations. Whatever free time is left, I function as one of the Lead Representatives for FAAST. My mission is lecturing on safety issues, retraining pilots within the purview of the FAA’s Remedial Pilot Training Program, counseling pilots, promoting WINGS (FAA-sponsored Pilot Proficiency Program), and furthering the growth of general aviation. WHAT DO YOU THINK ABOUT THE FUTURE OF THE INDUSTRY IN THE US? It is an ever-expanding entity, invading upon the territory that fixed wing aircraft has dominated for years. With the newer, faster, more versatile helicopters today, more people are turning towards them for short to medium travel. There is presently a shortage of helicopter pilots and thus the job market is opening up, with somewhat lower minimums required from employers. I think we will see continued growth in this segment of the aviation industry. HAVE YOU ANY FUTURE PLANS FOR YOUR FLYING? If it flies, I will fly it! I will continue to fly and instruct as long as I can. Having reached a crossroad, it is now my desire to pass on the knowledge and experience that I have gained. For recreation, I still take up the 300 and fly around the countryside – being where I want to be – skyward, where I am at home. WHAT ADVICE WOULD YOU GIVE TO PILOTS TRYING TO GET INTO FLYING HELICOPTERS? Never give up your dream! Realise that the road you want to travel is not a road taken by many. It takes a special type of person to fly a helicopter. We are members of an elite group! It is estimated that less than 2% of the world’s population can fly airplanes and only a fraction of those fly helicopters. I am sure you have heard the saying, “There are only two kinds of pilot – those that are helicopter pilots and those that want to be.” May I leave you with one of mine? “True helicopter pilots not only fly them, but live for them.” Fly safe and keep those rotors turning! n