2 0 0 5

N O V / D E C

DELIVERING GLOBAL COVERAGE OF THE HELICOPTER INDUSTRY I N T E R N A T I O N A L

I S S U E 3 5

The
Burj-Al-Arab
Experience

14
cover shot by ned dawson
r e g u l a r f e a tu r es
From the Editor 3
New Deliveries and Orders 7
New Products and Services 13
Subscription Page 47
Personal Profile - Danica Musgrave 64
ISSUE 35
C O N T E N T S
28 38 48
Burj–eoning Business
Launched earlier this year, the first-ever VIP
helicopter shuttle between the luxurious
Burj Al Arab Hotel and Dubai International
Airport, is Heli Dubai, a company riding the
crest of the tourism boom that is
taking off in the Emirates. 14
The ultimate ski lift
Mt Hotham and its sister field, Falls Creek
in Victoria, Australia, are located a two-hour
road trip by car, however The Helicopter
Service is now providing a vital link
reducing the trip down to just 7-minutes. 28
The Return of an Aging Movie Star
‘The Screaming Mimi’, a helicopter movie star
from yesteryear, now wows a different
audience, as Heli Ops discovers on a visit
to Summit Helicopters. 38
The Little Helicopters That Can
35,000 failure-free hours...and counting! No, not
an air-transport turbofan, but the combined
operational history of one New Zealand
company’s Robinson helicopter fleet. 48
France’s Formidable Fire-Fighters
The French Riveria has always been one
of Europe’s hot spots, but recently has become
even hotter with the worsening of their fire
season every summer. Tasked with protecting
the playground of the rich and famous,
is AVDEF, a relative newcomer to
the world of aerial fire-fighting in France. 56
1
 THE ONLY THING IT LACKS IS AN EQUAL.

THE NEW BENCHMARK.

The AB139 is more than a new aircraft; it is the new benchmark for executive helicopters. Designed from the ground up to meet the rigorous standards of those who demand the best,
the AB139 surpasses all other medium twin-engine helicopters in speed, performance, safety, ride quality, and passenger cabin space. From its sleek design to its state-of-the-art
Honeywell avionics to its luxurious accommodations and low noise signature, the AB139 is setting new standards.

2301 Horizon Drive, Ft. Worth, TX 76177-5300, tel 817.278.9600, www.bellagusta.com

 f r o m t h e e d ito r
with so much work being done in
PUBLISHER
Europe to reduce the environmental
Neville (Ned) Dawson
impact of helicopter noise. In any case,
EDITOR its development looks to be on track,
Mark Ogden
and with 160 orders booked already and
deputy editor Bell’s CEO, Mike Redenbaugh, taking a
Rob Neil personal interest in each development
US EDITOR phase, this is obviously a very important
Dustin Black project for the American company.
Mark Ogden
UK EDITOR AgustaWestland is also experiencing
Sarah Bowen significant sales with its 139 and 109
Industry Riding High products. The company also recently
ITALIAN CORRESPONDENT
Welcome to another issue of bought out Bell’s share in the 139
Damiano Gualdoni
HeliOps, and for once we don’t have any program. The company is experiencing
scandinavian CORRESPONDENT
new disasters to report from somewhere particularly good sales in the Middle
Rickard Gilberg
in the world. In fact the aviation East – probably because the Agusta
PROJECT MANAGER industry is riding on a high at present products tend to have plenty of power
Cathy Horton – none more so than the helicopter reserves – something needed in +48oC
proofreader sector. All the major manufacturers heat!
Barbara McIntosh are experiencing tremendous growth, Eurocopter’s sales seem to advance
DESIGN with around 18 months of orders in unabated, cornering much of the world’s
Graphic Design Services Ltd hand, and indeed some manufacturers EMS and law enforcement markets.
are reporting difficulty in having parts It has true competition now at the
PRE-PRESS
Crosspoint Media Ltd fabricated for new-design helicopters. heavy end in Sikorsky’s S-92, and to a
At a recent forum, a Bell certain extent, Agusta’s 139. Although
PRINTING
representative said that the company the market these days is busy meeting
Print World
has had to pay vendors a premium to law enforcement and EMS needs,
EDITORIAL ADDRESS ensure that components for the 429 the healthy oil exploration industry
Oceania Group Intl
were produced on time to meet the new means that the offshore fleets will be
PO Box 37 978, Parnell
helicopter’s development schedule. significantly renewed over the next few
Auckland, New Zealand
PH ONE: + 64 21 757 747
The 429, I believe, will provide years.
FAX: + 64 9 528 3172 the market with a unique capability MD appears to be continuing its
– straddling the light and medium comeback with its vendors being paid
EMAIL
info@oceania-group.com twin capabilities, much as the AB139 – a recent agreement being reached
spans the medium and heavy twin with major component supplier,
WEBSITE
sectors. Much of the technology has Kaman, and aircraft being delivered.
www.heliopsmag.com
been, or is, being flown in a pair of 427 There are also plans to reinstate
is published by Oceania Group Intl.
Contents are copyright and may not be reproduced
developmental test-beds. It seems Bell research and development to further
without the written consent of the publisher. Most really has listened to its customers on the NOTAR concept. Now that MD has
articles are commisioned but quality contributions many issues, although a new financial life, with some more
will be considered. Whilst every care is taken
Oceania Group Intl accept no responsibility for I was surprised that the customer development and utilization of modern
submitted material. All views expressed in HeliOps ‘desires’ had environmental noise fairly technology, its product has real potential
are not necessarily those of Oceania Group Intl.
far down the priority list – especially to make a mark and provide real
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more you save. Which is just one more reason barrier filters are so ideally suited for the
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Our patented, FAA-approved systems are available for a wide array of helicopters now, with
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competition to both Eurocopter and Bell.
The Russians and East Europeans
are also active. Russian helicopters
are fine machines that suffered from
‘system’ problems. When I say ‘system’,
I mean more the system they were built
under. Now companies are combining
Western technological sophistication
with Eastern Europe practicality and
robustness. It will be interesting to see
how these machines will fare – I think
that eventually they will be a real force
to be reckoned with.
The piston engine market is
powering along with Robinson being an
awesome force, outselling all the turbine
manufacturers – talk about finding a
niche market! There are rumours of an
R66, but Robinson is under no pressure
to produce anything quickly. Schweizer,
now under Sikorsky’s banner is also
doing well.
As well as full production books,
the market has taken an interesting
development in that there has been a
seeming reversal of development lines.
In the past, the military often funded
new helicopter development with the
from the editor
civilian market taking on commercial
variants of these aircraft. Over the
past few years, however, that order has
changed with the commercial sector
undertaking the development, and
military variants being offered from the
commercial stable.
What has driven this? Ever more
demanding certification regulations and
commercial imperatives for strength,
power and efficiency have seen some
significant helicopter developments
including the S-92, AB139 and EC145.
New technologies, especially in
composite construction and electronics
have allowed commercial machines to
become ever more reliable and efficient
to run. The Military have been relatively
resistant to commercial derivatives
in the past but this is changing. New
civilian market helicopters have
inherent capabilities and design
features that were once the realm of
milspec. As a result, we are seeing the
military actively seeking derivatives
of these commercial machines. Bell’s
407 is being used as the basis for the
US Army’s ARH and now the Army is
CARGO HOOK EQUIPMENT
actively seeking commercial derivatives
to form the basis of its Light Utility
Helicopter program. Eurocopter has
proposed its EC145, MD the 902 and Bell
the 210 and 412. AgustaWestland has
even posted details
of the A149, a military development of
the AB139.
So what does all this mean? Well,
I believe there are some interesting
paradigm shifts occurring, and
successful companies will need to keep
ahead of the game. When the current
good times cease, and they will, it will
be the manufacturers that make and
support a good product and know
how to market that product, that will
survive. The money will be in support.
Operators are becoming less tolerant
of poor support. In good times, they
cannot afford to have machines on
the ground AOG for days, never mind
months at a time. In a slow down,
operators will be picky and remember
those manufacturers that provided a
high-quality service during the good
times.
May the good times roll! n
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5
ne w d e l i v e r ies a n d o r d e r s
429 reaches 136
Bell has officially confirmed
its order book for its new
light twin 429 model stands
at 136, although it is believed
that the number will be
closer to 160 in a short
time. Bell has also reported
that the development
for the helicopter is on
track and meeting all
Ned Dawson
performance, weight, and
schedule commitments.
Program development is
proceeding on schedule with
TCA and FAA certification
expected to be in the third
quarter of 2007. Modified
427 Prototypes are flying
various 429 components
with the first flight of the
429 airframe scheduled for
the third quarter of 2006. Bell
has successfully completed
concept demonstration tests,
wind tunnel tests and inlet
and exhaust testing. Detail
design is near completion and
parts and tooling are being
built to construct the first
prototype.
helicopter type
criticised
Bristow Helicopters is
reportedly challenging the
Maritime and Coastguard
Agency’s decision to drop
them as the preferred
bidder for the new rescue
contract. The MCA has
chosen Aberdeen-based CHC
Helicopters as the preferred
bidder. Bristow is reported to
have said that the Sikorsky
92 that is proposed for use
on the service was totally
unproven for the task. The
company has provided a
Sikorsky 61, but from 2007
CHC’s Sikorsky 92 is set to
come into service. Bristow
Helicopters said the new
aircraft had no track record
anywhere in the world
carrying out lifesaving
missions.
ab139s on the move
Gulf of Mexico offshore operator ERA Helicopters is the latest bell orders
operator to take delivery of an AB139. This is the first of 20 at nbaa
they have on order and as well as being used in the GOM
they are likely to be used in other regions of the world as ERA
convention
expanded their operations around the globe. At the National Business
Aviation Association Annual
Convention in Orlando,
Florida, Bell had a record-
breaking show for helicopter
orders. More than 35 orders
were taken during the
three-day convention, more
than tripling its NBAA order
number from last year. “To
put this in perspective, at
NBAA 2004, we had our best
show in decades and took
orders for 10 helicopters,”
explained Bell chief executive
power to saudi aramco officer Mike Redenbaugh.
“This year we shattered
Deliveries of AgustaWestland A109 Powers to Saudi Aramco that number. That in itself
are underway with five of the seven aircraft ordered already is fantastic, but the fact
accepted. The remaining two aircraft are expected to be that we took orders for
accepted by the end of 2005. The first aircraft was delivered to so many helicopters at a
Saudi Arabia last week following earlier acceptance and pilot predominately fixed-wing
training in the United States. show is really remarkable. It
The Saudi Aramco offshore utility-configured aircraft is part shows that people are really
of a large fleet that supports oil field drilling, exploration, beginning to see the value
security and production, and will also provide VIP and medical of having a vertical
evacuation transport activities in the Eastern provinces of lift capability.” Bell took
Saudi Arabia and throughout the Arabian Gulf. The aircraft orders for two 206Bs, 18 407s,
were customized and completed at the AgustaWestland 13 429s, a 412EP, as well
Philadelphia facility in the United States. The Powers are as a used 206L3 during the
configured with a six-seat utility convertible interior that show.
allows for emergency medical transport of two litters. They
are also equipped with emergency floats with integrated life
rafts that were specially developed for the customer. The
helicopters have HEELS (Helicopter Emergency Egress Lighting
n3s to kuwait
System) to help the crew and passengers find their way out Kuwait’s Interior Ministry has
of the helicopter in the event of a ditching, and the MaxViz acquired two new AS365N3s.
EVS1000 Enhanced Vision System to increase safety during The ministry operates an
low visibility operations. This system provides an enhanced air department that assists
outside view for the pilot using infrared technology. Agusta in border security and the
says that this installation is the only one in the world on a monitoring of suspected
helicopter that is approved for use during taxi. Islamic insurgents.
7
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ne w d e l i v e r ies a n d o r d e r s
estonian 139
The Ministry of the Interior
of Estonia Secretary General,
Märt Kraft, and Border
Guard representative, Riho
Breivel, signed a contract for
an AB139 with the option
for an additional aircraft.
Procurement of the helicopter
is one of the biggest
projects to be realized using
Schengen Facility program
funds. The Ministry of the
Interior launched the state
tender competition for the
acquisition of a helicopter
for the Border Guard in June
this year. This helicopter will
be based in Tallinn, and will
carry out patrols over Estonia.
ukranian
aviation
stepping out
Ukrainian Helicopters
Nigeria Limited has offered
to create a special helicopter
standby base across the
nation’s airports for search
and rescue operations. The
Director General of the
company, Colonel Vaycheslav
Bondarchuk said the company
had already met with
Nigeria’s Aviation Minister
and relevant authorities to
work out arrangements for
the supply of the Mi-8MTV-
l and Mi-26T helicopters
in case of any disasters or
emergencies.
We keep your needs in mind. (And in stock.)
san diego
police update
The San Diego City Council
has finally agreed to purchase
new helicopters for its police
department. The San Diego
fleet is said to be the oldest in
the country. The department
has been lobbying the city
council to buy four American
Eurocopter A-Star helicopters
under a lease-purchase
agreement over seven years
funded by bank loans. The
ab139 delivered new A-Stars will be delivered
between June and December
Marketed by Royal Jet, Abu Dhabi Aviation has received the 2006. In an average year, the
Middle East’s first offshore/VIP configured AB139. The aircraft choppers take part in nearly
is configured with a five passenger VIP interior cabin which 150 pursuits and 1,000 arrests,
can be easily reconfigured to a 15 passenger configuration for not to mention helping with
offshore transport operations. rescues, crowd control and
missing person searches.
texas
jet ranger
Texas Aviation Services
(TAS) delivered a second
Bell 206B to the Tucson
Police Department. Both this
and a previously delivered
helicopter received the latest
law enforcement mission
equipment to include an SX-
16 Searchlight, Flir U8000LP,
kamovs times two Flexcomm II System (PAR
A contract was signed at the International Conference of 25 compliant), Motorola
Kamov helicopter operators between Kamov-Holding and Integrated Data 911 Dispatch
Helisureste for two more Ka-32s in 2006. During 2006 Kamov- System and a Custom TAS
Holding will supply four Ka-32 helicopters to Helisureste for Law Enforcement Panel with
firefighting use throughout Spain. articulating monitor.
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1-800-433-2210 1-817-246-4694 fax 1-817-246-7402 www.tech-tool.com
ne w d e l i v e r ies a n d o r d e r s

first 429
downunder

Ian Woodcock
At an industry briefing in
Brisbane, Queensland local
Bell representative Hawker
Pacific announced that it had
sold its first 429 into Australia.
s-76C+ for
Gold Coast company HeliAir
has ordered the helicopter for
air harrods
general charter and tourism United Kingdom based Air
work and it will work out of Harrods has just added a
Ned Dawson

brand new S-76C+ to its

their Coolangatta base.
corporate fleet. Based at
Stansted Intl Airport, the
C+ is being used to carry
VIP’s throughout the United
md delivers B2 for fox new york Kingdom and Europe, as
Marking a resurgence, MD Helinet Aviation Services recently delivered a brand new ENG well as being on call for
has delivered two MD 600Ns equipped AS350B2 to New York City based Fox Television. the owners personal needs.
to the Turkish National Police The B2 is equipped with state-of-the-art High Definition Air Harrods are also the
(TNP). The two aircraft are the equipment and is the first in the very competitive NY ENG UK distributor for Sikorsky
marketplace. products.
third and fourth of 10 ordered
by the TNP. The new aircraft
initially will be based near
Ankara, Turkey. The existing
TNP 600Ns are at Ankara
and Istanbul, where they
are utilized for general law
enforcement missions in the
country’s different regions.
The remaining aircraft are
scheduled for delivery over
2006. Meanwhile, MD has
reported that it has reached
a multi-year agreement
with Kaman for the latter to
provide critical components
for its expanding helicopter
Rob Neil

production. The agreements

involve the production of
rotor blades, pitch cases and
flex beams, all of which are
222 to the reef
key components for the MD Heli Reef, based on Hamilton Island, in Australia’s Great GET INTO DODGE
Explorer and other aircraft. Barrier Reef marine park, have expanded their fleet with an A new EMS helicopter is
immaculate Bell 222, joining their Bell 430. Refurbished by
soon to arrive in Dodge City,
VIH in Canada, the 222 is being used for transporting visitors
following an agreement
way out east to the Great Barrier Reef as well as marine pilot transfers and
between Western Plains
SAR work in the Whitsunday Island areas.
Central Mongolia Airways Medical Complex and

have added an Mi-8 to Wichita-based Midwest

their fleet. Providing the LifeTeam.

only helicopter services in It will be the only medical
Mongolia, CAM primarily helicopter in southwest
use the Mi-8 for transporting Kansas and LifeTeam will
people between remote spend US$1.9 million to
villages in the country. buy a Bell 407. The hospital
Keith Gilchrist

Its seen here dropping off initiated the helicopter base

passengers at an outlying idea to complement its new
village. cardiac care program.

11
ne w p r o d ucts a n d se r v ices
412 training in
the emirates
Emirates-CAE Flight Training
(ECFT) will soon be offering
simulator training on the
Bell 412 and 212 to Middle
East-based operators early
in 2006, with Doha-based
Gulf Helicopters as its first
customer. The first Bell
412 full-flight simulator to
be installed in the Middle
East is being installed at
ECFT’s facility in Dubai. The
simulator and related training
programs are expected to
be approved by regulatory
authorities over the coming
months, and training for Gulf
Helicopters’ pilots will begin
as soon as the simulator
enters into service. Last year,
Gulf Helicopters based in
Doha, Qatar, signed a five-
year exclusive agreement
to train its Bell 412 and 212
pilots at ECFT. In the same
year, ECFT was selected by
Bell Helicopter to become
a Bell Associated Training
Facility for Middle East-based
operators of the Bell 412
helicopter.
agusta westland get connected
buys bell out of AB139 International
Communications Group
Bell Helicopter and AgustaWestland have announced a
(ICG) has announced the
‘realignment’ of their joint venture Bell Agusta Aerospace
introduction of a new-
Company. Effective upon regulatory and other necessary
generation Iridium satellite
approvals, Bell is selling its 25 percent interest in the AB139
communications system for
medium twin helicopter program to AgustaWestland.
the aviation market.
AgustaWestland will assume 100 percent ownership of all
The new CIS-100 is a single-
aspects of the AB139 program going forward. In return for
channel Iridium transceiver
its 25 percent interest, Bell will receive payments to reflect
with an internal GPS
its value in the program. Specific terms of this transaction
receiver and built-in cabin
are undisclosed. In addition, the realignment allows Agusta
telecommunications unit
Westland to confirm the ability to increase its economic
(CTU) features. The compact
interests in the BA609 civil tilt-rotor aircraft, which will
rugged unit is just 9 x 5 x
remain within BAAC, from the original 25 percent to a
3 in. (22.9 x 12.7 x 7.6 cm)
maximum of 40 percent by increasing its investments during
and weighs less than 3.5
the development phase. lb. (1.6 kg). The CIS-100 can
be connected to existing
conventional telephony
iridium grows devices or legacy PABX
systems via a standard two-
Iridium Satellite has reported that it continues to experience
wire ‘tip-and-ring’ circuit or
rapid growth in the aeronautical satellite communications
a four-wire audio circuit. The
sector. Aviation business for Iridium more than doubled
built-in GPS receiver provides
in 2005. The number of aircraft equipped with Iridium
automatic flight-following
equipment has grown by more than 100 percent, and the
service permitting periodic
number of aircraft fitted with Iridium-based data systems time and location updates to
has grown 200 percent over the year. Iridium aviation be sent to a data link services
subscribers’ market recently exceeded 5,000. Although voice provider or directly to a flight
calls continue to account for a large percentage of Iridium’s department or dispatching
traffic, data is increasing at twice the rate of voice calls. center.
C O V E R F E AT U R E
Burj-eoning
Business
The second largest emirate in the UAE federation, Dubai, has been

experiencing spectacular development and growth in the past few

years. Into this country with unconditional expectations of the

highest quality in everything, Heli Dubai was born to address a

growing corporate transport demand, and has gone on to establish

new markets, and a promising future for itself.

story and PHOTOS by ned dawson

 “Every approach is Dubai Development
Since gaining independence from
different. The wind can be Great Britain in 1971, The United Arab
Emirates (UAE) has become an important
180 degrees different from and wealthy nation. Dubai, one of seven
emirates comprizing the UAE, has a
the ground, and when you population of just over a million, the vast
majority of whom (99 percent) live within
approach the pad, you Dubai City.
Dubai is strategically located at
can encounter significant the southern approach to the Strait of
Hormuz in the Persian Gulf between
updraughts and turbulence Sharjah to the northeast and Abu Dhabi
to the southwest, and sits at a vital
generated by the transit point for world crude oil. Unlike
other members of the UAE however,
surrounding structures.” oil revenues represent only 10 percent
of Dubai’s gross domestic product, the
majority of whose revenue is derived
from the Jebel Ali Free Zone (JAFZ) and
increasingly, from tourism.
Created in 1985, the JAFZ was the
first such economic zone in Dubai, into
which the government has since invested
16
billions of dollars in infrastructure and
programs to encourage foreign investors.
Although not entirely free from tax, there
are no import or export taxes imposed on
companies operating within the JAFZ.
Niche Identified
Based at the Dubai International
Airport, Heli Dubai is an entity under the
stewardship of chief executive officer,
Ebrahim Redha Ali Al Hashemy. His
Highness General Sheikh Mohammed
Bin Rashid Al Maktoum, Crown Prince
of Dubai and Commander of the UAE
Armed Forces, established Heli Dubai
in 2004 to provide VIP and corporate
helicopter services throughout Dubai and
the UAE – a previously ignored market
sector in the region. The company was
officially launched during the Arabian
Travel Market at Dubai’s World Trade
Center Exhibition Arena in May 2005,
and its fleet now includes two Agusta
109E Powers and two Agusta Bell 412s.
However, the two 412HPs are now up for
sale, as are the three previously operated
Bell 206Bs. These are being replaced
in the spring of 2006 with two brand
new AS350B3s, and two well-equipped
AB412EPs.
Two 109 Grands are also due for
delivery in 2006; whether these two new
helicopters replace or supplement the
existing Powers very much depends on
the traffic loads during 2006, according to
Hank Harrington, a pilot for the Dubai Air
Wing as well as Heli Dubai.
Although the company retains its
own Air Operator Certificate (AOC), it
was established under the umbrella of
the Dubai Air Wing which provides the
support infrastructure, including flight
following through its operations center.
While a number of its pilots fly for both
the air wing and the company, others
are employed strictly as Heli Dubai
pilots. Ranging in experience from 5,000
to 13,000 hours, most are ex-military;
many already have experience in the above: This luxurious hotel,
Middle East and some also have offshore designed to resemble a billowing
experience in Europe. sail stands 321m (1053ft) tall.
The Right Equipment OPPOSITE PAGE: The Burj Al Arab’s
The helicopters upon which the 24m (79ft) wide helipad sits 28
company relies for its VIP services
floors 21m (690ft) above the
are its Agusta 109E Powers. The twin-
ground – hence the catch fence
engined 109s are configured to carry five
surrounding the helipad.
passengers in air-conditioned comfort
in full leather interiors and, according to
Harrington, they are the best helicopters
for the task. “We used to use Jetrangers,”
he says, “but they weren’t really suitable
– the 109, with its power, comfort and
passenger appeal is far more appropriate
to the high-end charter/corporate
customers we service.”
The Jetrangers were used primarily
for aerial film work, which comprises
a substantial amount of the company’s
flying. They were set up for all types of
film work including still and video, with
Wescam and Tyler mounts available.
17
 Even on extremely hot
days, when density
altitude can be over
5,000 ft at the Burj
helipad, the pilots say
they never get near
the limits in the 109.
TOP RIGHT: Pilots Graham Waddington
and Tony Williams pose with two
visitors to the Burj Al Arab after
delivering them by helicopter.
ABOVE: More and more clients are
arriving into Dubai via business jet,
and are then transferred by helicopter
to beat the rush hour traffic.
ABOVE RIGHT: Captain Tony Williams
at home in the cockpit of the A109
Power – a helicopter ideally suited to
its VIP role in the Emirates.
18
There are 19 high-rise buildings still
under construction in Dubai (which,
when finished, will bring the total to 38)
and the helicopters are used to record
their progress.
There are a lot of television programs
and films being made in Dubai now that
Hollywood has ‘discovered’ it. “There
is a large market at the moment for all
types of aerial photography,” comments
Harrington, but he notes that Dubai’s heat
highlighted the Jetranger’s limitations.
“In this heat, you really have to work
– and work hard in the Jetranger. There is
not a lot of power in hand and at times,
we simply can’t do some of the things the
film crews want,” he explains.
Luxury Transfer
Heli Dubai is the official aviation
service partner for the Jumeirah
International group, with which the
company has an excellent working
relationship, and Heli Dubai is the only
civil operator permitted to fly public
transport operations to the iconic luxury
Burj Al Arab hotel. Designed to resemble
a billowing sail, the imposing hotel is as
luxurious as can be had anywhere in the
world. Standing 321 m (1,053 ft) tall, it has
202 luxury duplex suites ranging in size
from 170 to 780 sqm and the service is
outstanding (as can be attested to by the
author, having spent two nights at the
Burj Al Arab on a previous visit.)
An airport transfer service to the ‘Burj’
was first introduced in December 2004
and became fully operational a month
later with the introduction of the second
helicopter. The helicopters are available 24
hours a day, flown single-pilot during the
day and two-pilot at night.
Guests arriving in Dubai by
commercial or private jet are greeted
by a hotel airport representative, and
then escorted through immigration to

the VIP lounge. Their journey to the
hotel in the air-conditioned comfort
of their helicopter takes a mere eight
minutes – compared to a journey by
road (albeit in a Rolls Royce) of up to two
hours. The lavish service is reinforced
when on arrival at the hotel’s helipad,
the helicopter is shut down and guests
are greeted by their private butler with
flowers for the ladies. Understandably,
frequent requests by guests for
photographs are a further reason to shut
down the helicopter.
The Burj Al Arab’s 24 m (79 ft) wide
helipad sits 28 floors and a spectacular
210 m (690 ft) above the ground.
While offering unsurpassed views to
passengers, the pad provides plenty
of challenges to the pilots, as Graham
Waddington, another of Heli Dubai’s
pilots notes; “Every approach is different.
The wind can be 180 degrees different
from the ground, and when you approach
the pad, you can encounter significant
updraughts and turbulence generated by
the surrounding structures.”
above: With a price tag of US$20
million, even the display home on
the ‘World’ is breathtaking. This
offshore development is going to
involve extensive use of helicopters
because of its location.
left: Upon arrival at the Burj Al
Arab, female visitors are presented
with a bouquet of flowers from the
hotel’s executive butler.
“The people who
can afford to buy the
islands are people
who are used to flying
by helicopter.”
21
 RIGHT: Options for single engine On arrival at the pad, pilots conduct
flyaway should the need arise, one orbit of the hotel to assess the
are numerous, as can be seen conditions. This has the added benefits
here looking towards Abu Dhabi. of giving the welcoming deck team time
to organize themselves, while giving
passengers the best possible views
of this incredible hotel. At night the
wind and thermal effects are less, and
consequently approaches to the helipad
are easier.
Heli Dubai’s staff get on extremely
well with all the concierge and security
staff at the hotel and enjoy the full
cooperation and support of the Burj Al
Arab Hotel’s manager, Luc, and Jumeirah
International’s CEO, Gerald Lawless.
“This is very much a win/win situation
for both sides, as they have an excellent
hotel and we provide their guests with
a very memorable flight. It’s truly an
inspiring sight for the passengers
as we come in to land on the Burj
Al Arab helipad – especially at night,”
explains Harrington.
Harrington reinforces how important
it is that Heli Dubai emulates the
standard of service offered by the hotel.
Although some hotel guests are regulars,
many are first- timers, so for some, this
is also their first helicopter flight. “We

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 expected that most of our passengers
would be high-level corporate types used
to flying this way, but the reality is that
many are tourists who may never have
flown in a helicopter before.”
Most corporate passengers tend to
be Middle Eastern, American or Russian,
while most tourists hail from Europe.
In addition to the transfer service, Heli
Dubai offers guests the option of scenic
flights of about 40 minutes – the route
very much dependent on what the
passengers would like to see.
Despite Dubai’s airport being
extremely busy – particularly in the
morning – the controllers have a good high-flying executives that it brings, ABOVE: The Agusta A109 Power
understanding of helicopter operations the potential for intra-UAE helicopter is a perfect fit for the skies of the
and Heli Dubai’s arrivals and departures transport is significant. With a flight time Emirates, with its sleek design and
are facilitated with minimum delay. Day to Abu Dhabi of just 20 to 25 minutes, excellent performance. The two
or night, the flights are conducted at and Bahrain of just 1 hour 40 minutes,
Powers are due to be joined by two
around 1,000 ft, most flown in a straight intra-UAE flights could save businessmen
Grands early 2006.
line between airport and hotel, although significant amounts of time by freeing
guests can request a tour as part of the them from the ever-increasing traffic
transfer. “At 1,000 ft we are below the snarl on the roads. But as Harrington
fixed-wing traffic but high enough for our explains, “The key to expanding
passengers to appreciate the ever-changing the potential is the development of
Dubai skyline,” Harrington explains. an extensive helipad infrastructure
Harrington believes that with the throughout the UAE. Although there
increasing development in the area are several pads being built within
– particularly the growing numbers of Dubai City, this needs to be duplicated

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 RIGHT: The Emirates Towers,
another notable landmark in
Dubai, is home to both a luxury
hotel as well as some very
exclusive office space.
“At 1,000 ft we are
below the fixed-wing
traffic but high enough
for our passengers
to appreciate the
ever-changing
Dubai skyline,”
24
throughout the UAE and in areas such as
Doha and Oman.”
Climate Considerations
Dubai’s climate is arid sub-tropical
with infrequent and irregular rainfall
totalling only about 13 cm (5 in) a year.
Temperatures range from a low of about
10°C to a high of 48°C with a mean daily
maximum of 24°C in January rising to
41°C in July when humidity can be as high
as 90 percent.
Even on extremely hot days, when
density altitude can be over 5,000 ft at
the Burj helipad, the pilots say they never
get near the limits in the 109, adding that
Agusta’s charts are conservative. “Even
though we have nearly 700 ft of airspace
to gain single engine performance, the
charts are based on offshore elevated
helipad parameters and this limits us in
the hot season,” Waddington explains.
In order to retain Cat A performance,
the maximum number of passengers is
reduced from that carried in the ‘not-so-
hot’ season (four of five) to a ‘hot season’
limit of either two or three, and fuel loads
are adjusted appropriately. Harrington
likes the Agusta machine. “It is probably
the most powerful helicopter in its class,”
he says. “It is well-equipped and the
support from Agusta has been good.”
The pilots have come to like the
109’s electronic displays in the short
time they have had the aircraft
(purchased new). Because of the heat
and humidity in Dubai all the helicopters
are hangared when not being flown; this
way they are not left to cook on the ramp.
It is not only the heat that is harsh on the
helicopters, but also the sand which
is ever-present in the air – erosion of
rotor blades and engine compressor
blades is a constant challenge. The
Powers have not been equipped with sand
filters as they were primarily intended
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helipad, however the Grands will have
them installed.
Growth and the Future
Heli Dubai sees significant future
potential in major offshore land
developments like the ‘Palm’ and
the ‘World’. The Palm has a 4.5 km
breakwater protecting a series of man-
made islands (designed to resemble the
shape of a date palm tree when viewed
from above) developed to include private
residences, hotels, recreation facilities
and apartments.
While there is some potential to
provide tourist and possibly corporate
helicopter services at the Palm, it is the
World that has the greatest possibilities.
Formed into the shapes of the world’s
countries, the islands of the World are
designed to be private and exclusive.
Inaccessible by land, and with sea trips
being potentially uncomfortable in windy
weather, the World development will
likely provide Heli Dubai with significant
work, where it would use the new 412s
with their large baggage capacity. “The
people who can afford to buy the islands
are people who are used to flying by
helicopter,” comments Harrington.
The helicopter service has
experienced a steep increase in patronage
since its introduction. Harrington said
that while some days are quiet, most
flights are sold from two to four days in
advance and the company has reached its
planned two-year target after just seven
months of operation.
Having established its niche in Dubai,
Heli Dubai is now looking at ways to
enhance and improve the service it
already provides to the top end of the
market, while also examining ways of
expanding further into general tourism.
Harrington does not believe there is
much likelihood of growth in the offshore
oil helicopter market in the region in the
near future, but says the company is not
ruling out the possibility of competing
for existing business in future. He
thinks there may be a small market
for training, particularly for the large
number of ex-pats who now call Dubai
home, but he believes the sector with
the greatest growth potential is that of
corporate transport and that there is also
significant potential in ‘mass tourism’.
Smith pointed out that although
Heli Dubai is owned by the Dubai
Government, it was formed as an
essential service to support the
development of the emirate. “It is a very
proactive environment here and our boss
is very much a go-getter who is willing to
listen to ideas.”
New helicopters and new markets
are constantly being explored, but the
fact that in the short time it has been
operating, it has already established
several profitable niches for itself, Heli
Dubai has proved its viability as an
independent and effective operation. n

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 The
ultimate ski lift
The world sees Australia as flat, wide, hot and dry – yet Mount Hotham
in Victoria’s high country sports some great winter snow skiing. The
Helicopter Service Australia operates a transport service between two ski
fields as an extension to the ski lift system - and replaces a two-hour road
trip with a seven-minute helicopter flight.
story and Photos by mark ogden

Skiers arrive quickly and close

to the action at the Falls Creek
helipad. Located almost in the
centre of the field, the helipad
forms an important transport
link to these Victorian ski fields.
 On a good day the drive
takes two hours and it is
sometimes impossible
during winter. This makes
a seven-minute flight by
helicopter very attractive.
top right: There wasn’t a lot of snow
this year on the main fields but the
helicopters were busy transporting
skiers between Hotham and Falls
Creek where there was snow.
above: The Mount Hotham helipad
is located in town, making it easy for
the skiers to get to.
above right: The helipad is a steel
grate material that lets the snow melt
through and provides a firm footing
for helicopter and skiers alike.
30
Mount Hotham and its sister field
Falls Creek, located 17 km (11 nm) to the
north-east, are unlike each other and
provide skiers with quite different skiing
conditions. Both fields are about 1,860 m
(about 6,100 ft) above sea level. The steep
terrain makes road access difficult – on
a good day the drive takes two hours
and it is sometimes impossible during
winter. This makes a seven-minute
flight by helicopter very attractive, but
it has taken some time for John Eacott
and his company, The Helicopter Service
Australia (THSA), in cooperation with the
resort operators, to build the business
to where it is today. THSA started in
1984 and now operates three helicopters
based in Melbourne and three fixed-wing
aircraft in other capital cities.
Eacott and his operations manager
Mitch Vernon, run the helicopters under
the auspices of the resort operators as a
service to their customers. While Vernon
and Eacott have worked together since
the late 1980s, Vernon also worked in
Western Australia and Papua New Guinea
before rejoining Eacott as the company’s
operations manager about three years
ago. A recent addition to the Hotham
team is Sue McBride. Originally in IT,
McBride gained her commercial licence
in England. Although she joined THSA
with only about 200 hours, her experience
is set to increase quickly as she is the
primary pilot of a traffic-reporting R44
Newscopter, in addition to her work in
the snow.
THSA’s BK117, with its twin-engine
reliability and power margins is the main
helicopter used for ski field work because
of its nine-passenger seating capacity
and its ability to carry skiers’ gear. In
winter, the helicopter is based at Eacott’s
suburban office at Dinner Plains, 11 km
(6.8 nm) south-east of Mount Hotham.
A Bell 206B-3 was introduced this year
to develop the sightseeing market
and Eacott has welcomed the greater
flexibility offered by having two different-
sized aircraft to match passenger loads.
From High Slopes to High Fliers
Since 1997 when the BK was new, it
has flown 2,400 hours in a variety of roles
including the heli-skiing work; filming,
construction (including lifting cement
into the mountain areas around Mount
Hotham), fire-fighting (it was the first BK
to be used for fire-fighting in Australia)
and organ transfer (from airport to
hospital).
Despite Melbourne being a major
capital city, Eacott’s BK is its only twin-
engine helicopter available for charter
in the region. General Motors Holden
is headquartered in Melbourne and
THSA is the only operator audited and
approved by GM to carry its executives
visiting from the USA. In looking after the
helicopter transport needs of BlueScope
Steel, Eacott’s company is regularly
audited by BHP, one of the world’s largest
steel-making and mining companies.
Skiers’ Taxi
Mount Hotham’s ski season runs from
mid-June to late September when the
temperatures range from about -8°C at
night to +6°C during the day. In summer,
the daytime temperature can reach 28°C.
When at Mount Hotham, skiers have
the option of buying a ‘common lift
ticket’ (a helicopter flight plus five hours
on the mountain), which adds the A$99
top: Located further down the
mountain, the helicopters and crew
stay at ‘the office’ at Dinner Plains
village.
above: Used for the first time in
this role at Mount Hotham, the Bell
206 has proved to be reliable and
economical skier transport.
above left: Positive control of the
passengers is maintained when
they board and disembark the
helicopter to ensure no accidents
or incidents.
31
 right: From a well-paying
job in IT, to helicopter
pilot, Sue McBride gains
some valuable experience
working in the snow.
Essentially the helicopter
serves as an extended
ski lift, transporting
skiers between the two
ski fields.

(US$76) cost of the return flight to the

cost of the mountain pass. Essentially the
helicopter serves as an extended ski lift,
transporting skiers between the two
ski fields.
“At its previous ticket price of A$49
(US$40), the helicopter service was
very busy, but since we increased the
price, passenger numbers have fallen. It
seems that the skiers can be very price-
sensitive,” says Eacott. “However,” he
explains, “the JetRanger has introduced
some flexibility and economy to the work
because many of the passenger loads are
JetRanger size.”
Ten minutes before their flights,
passengers arrive at the Mount Hotham
center where attendants pack their gear
into specially designed carry bags that
are then strapped to the BK’s ski basket
or the JetRanger’s skids. In the BK, some
gear is also placed in an area behind the
seats and accessed through the clamshell
doors at the rear of the helicopter. While
they wait for the helicopter passengers
are given a video safety briefing.
Mounted on the roof of a ski field
maintenance center, the Mount Hotham
pad has an open metal surface that
provides helicopters with a firm
non-slip landing surface and which also
allows the snow to melt through to the
roof decking below. The helicopters
refuel at this pad as there are no fuel
facilities at Falls Creek, which is a
simpler pad with a small hut to facilitate
passenger manifests, and to keep the pad
attendant dry.
On clear days, THSA’s passengers
can see the top of Australia and its
alpine country, including views of
Mount Kosciusko in New South Wales,
Australia’s highest mountain. Eacott has
been developing the business at Hotham
for eight years with the BK and in the
past seven years the helicopter has
carried over 30,000 passengers.

32

above: Skis can go on the skids or
in the ‘boot’ while passengers are
escorted to their seats at Mount
Hotham.
We’ve had gales,
blizzards, torrential
rain, gales, blizzards,
more gales
– and not much snow.”
Operations
When he began ski field operations,
Eacott, an ex-Royal Navy Sea King
pilot with extensive experience in the
offshore industry, initially used a Cat
A–style departure, but after examining
the environment decided the technique
was not really necessary – the technique
caused massive downwash which
annoyed people skiing nearby. The
present technique involves the helicopter
lifting from the pad towards the valley to
ensure good fly-away potential. Arrivals
are flown at such an angle, that with the
proper speed wash-off, if an engine is lost
the helicopter can still land safely on the
34
remaining engine. Eacott says it is always
a challenge to get the less-experienced
pilots to maintain airspeed on late finals,
and to have them arrive over the pad just
as the speed is washed off.
Perhaps unbelievably, icing can be
more hazardous in Australia than in
Europe or North America, perversely
because the environment is not so cold.
In the northern hemisphere, the deeper
cold means that airframes and moisture
in the air are likely to be ‘supercooled’ so
that when water droplets strike aircraft
they tend to snap freeze and form rime
ice, which is easily broken and dispersed.
In Australia it is seldom so cold that
the water droplets snap freeze; instead
they will ‘smear’ against the airframe,
squeezing out any pockets of air and
become clear ice, which adheres very
strongly to the airframe.
Taking into account the dangers
associated with clear icing, the chances
of CFIT in low visibility (especially in
the mountainous terrain around Mount
Hotham), and the lack of navigation
aids in the area, means that THSA only
conducts flights in day visual conditions.
Eacott keeps a weather eye to minimise
the chances of a helicopter and its
passengers being snowed-in or trapped
by cloud during a flight. He makes use
of specialist websites to obtain a better
indication of weather trends, rather
than using the forecasts provided by the
Australian Bureau of Meteorology.
Eacott believes that the weather,
(which he says this year was the worst
in over 40 years), as well as the ticket
increase has been partly responsible for
this year’s slower than usual season. “We
had a total of 600 mm of rain over winter
in three major falls, whereas in a ‘normal’
season we would be unlucky to have one
heavy rainfall of more than 100 mm,” he
says. “We also had the strongest winds
ever recorded in Victoria, (107 kts/198
kph). I was up a ladder at 3 am checking
the tie-downs! We’ve had gales, blizzards,
torrential rain, gales, blizzards, more
gales – and not much snow,” complains
Eacott.
Go or No Go
Eacott describes a typical three-day
window after bad weather passes. “The
first day everyone wants to ski – usually
wherever they happen to be at the time.
The second day is usually when we are
busiest because everyone wants to try
a new slope. On the third day, however,
if the weather looks like it’s moving in
again during the afternoon, it means we
can’t move people during the morning.
The decision to fly people in the morning
is a big call. We have to be sure that the
80 people we take to the other mountain
in the morning can be brought back in
the afternoon,” Eacott explains. “And that
decision often comes down to experience
because the official forecasts are not
really useful. They are not sufficiently
location-specific. Our closest forecast
gives us the information for an airport
3,000 ft lower than where we fly and
which sits in a weather shadow anyway. I
want to know what’s happening at the top
of the mountains – not what’s happening
at an airport we don’t go near. The
internet is wonderful now – even if I’m in
Melbourne, the cameras on the www.ski.
com.au website show the conditions so I
can assess if the weather is going to come
in,” he says.
Coping in Cold Climates
The helicopters are usually parked
in the open overnight, so following a
snowfall Eacott is often faced with having
to de-ice them using warm water and
a chamois – the chamois removes the
water to prevent it icing up on the cold
airframe. The only problem encountered
in the years he has been doing this was
a case of frostbite on his thumb. “It came
from holding a blade which was very,
very cold!”
The helicopters are well tied down
when not flying and the BK’s blade-fold
system has been used when extremely
strong winds are forecast. When there
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is a chance of gales, Eacott usually
moves the helicopters to Hotham airport
because it is less affected by weather. “It
can be blowing 35 knts here but it will
be a steady 20 at the airport.” He also
has special covers including a complete
‘body bag’ for the BK. The BK seems
well suited to the conditions, requiring
less preparation than the JetRanger. For
example, the BK rotor sheds the ice and
snow well on start-up so a little less
work needs to go into the preparation
for flight. The JetRanger is a bit more
sensitive to the conditions. “It is slightly
more of a problem. Being a two rotor-
blade system, most of the material needs
to be shifted before starting, otherwise
there are some huge imbalances when
the rotor starts to turn. Its engine is
also a little more sluggish to start at the
higher altitudes and the pilots have to be
aware of its reduced tail rotor authority
in the higher density altitudes, especially
during summer,” Eacott says. Overall,
however, he is happy with the JetRanger’s
performance.
Eacott has not struck many
serviceability problems, even with
aircraft left out in blizzard conditions,
although once the starter generator on
the 206 froze and even a heating session
from an electric heat-gun failed to budge
it. It was only after he had ordered a
replacement part from Melbourne that
the general warming from the sun freed
the frozen component and the helicopter
was able to be started without further
difficulty. “The BK has no problems
working up here,” he says. “We don’t
really see any change in the engine
starting in winter or the helicopter’s
performance in summer – especially since
we installed a ‘C’ model tail rotor with
the bigger chord and different aerofoil.
The difference is like chalk and cheese.”
He says the BK’s engines have been good,
although he did have a problem six years
ago with a failed bearing in one of the
engine gearboxes that affected the FCU
causing massive power fluctuations and
necessitating a single-engine landing at
the Falls Creek pad – luckily without any
further problems.
Eacott and his team also do
construction and lifting work, both in
the city and in the Alps. A summer job
in the Alps saw the BK lifting loads of
cement up to 1,300 kg (nearly 3,000 lb)
for a building job, with a density altitude
of more than 9,000 ft. “The BK has very
good performance at height,” comments
Eacott. “You notice a slight degradation
in the JetRanger, but the BK just seems to
soldier on.”
Eacott has no plans to replace the BK
or the JetRanger in the near term. He is
considering a LongRanger or a Squirrel
in the future instead of operating two
machines, although he believes having
the JetRanger complementing the BK at
Hotham has certainly been worthwhile.
Flexibility and adaptability it seems
are THSA’s keys to succeeding on the
white slopes of the red continent. Oh...
and a huge dump of snow next season
would help! n
 Sydney Convention and Exhibition Centre
Darling Harbour, Sydney, NSW, Australia

Monday 30 January Civilian Conferences

Tuesday 31 January Military Conferences

The Helicopter Association of Australasia is inviting non-for-profit

associations from around the world to join us and share technical
innovations, operational experience, some good fun and peer group
networking at this exhibition and conference.
Following the 2005 It is anticipated this will be the biggest helicopter event ever held in the
HAA Industry Southern Hemisphere. In fact, we are confident we will have twice as
many delegates than the number who recently attended the helicopter
Conferences
conferences at the Hyatt Resort and Surfair Hotel on the Sunshine
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Helicopter the delegate and exhibition numbers if early feedback is any indication.
It looks like being sold out in a few months!
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.
 The
return of an
aging movie star
Old movie stars seldom improve with age; not so in the case of one

well-remembered, but not easily-recognized movie star, working again

in Los Angeles. ‘The Screaming Mimi’, as this helicopter movie star

was known in her heyday, now wows a different audience, as Heli Ops

discovers on a visit to Summit Helicopters.

story by and Photos by aaron fitzgerald
 The idea was that an
unreliable helicopter,
prone to inopportune
failures and mechanical
difficulties, would provide
much added drama and
occasional humor.
above: Karim Slate placing
an air conditioning unit with
the venerable Sikorsky
S-58T, a mission for which it
is uniquely suited.
above right: The Summit
team at work in Glendale,
California. Under normal
conditions, the crew can
place 30 rooftop
air conditioning units in a
single hour.
40
It is early morning in Glendale
California as the students and teachers of
a primary school settle into their seats to
start a day of classes. A low rumble and
loud clatter disturbs their quiet morning
and the children rush to the window to
see a huge, brightly painted helicopter
hovering low over the church across the
street. Knowing that their students won’t
return to their seats with such a show
going on, teachers gather them together
and take them outside to watch the big,
graceful machine go to work.
Inside the helicopter, pilot Karim
Slate is aware of his young audience,
but concentrates on manoeuvering his
Sikorsky S58T into a very small parking
lot to pick up the first of two large air
conditioning units that he will place
onto the roof of the church. This lift is
routine for Slate, a highly qualified pilot
with 35 years of flying and thousands of
external load operations under his belt.
On the roof, to guide the arriving load
with his hands and assist Slate with radio
instructions, is Nelson McKay, a veteran
rigger with over 20 years experience who
has worked with Slate for the past 11 years.
The men face an added challenge
today – the large units must be placed
into an opening in the roof with only
inches to spare on each side. Once in
place, Slate will hold the units in perfect
position from the pilot’s seat of the
S58T so that they can be secured and
connected to the church’s central system.
While the units are large and bulky they
are relatively light, and at 2,500 lb, are
well under the S58T’s maximum hook
weight of 5,000 lb.
Early days
This particular helicopter has a
unique and sometimes glamorous history
dating back to 1970 when Briles Wing and
Helicopter of Los Angeles purchased it
from Sikorsky as an S58T kit, which was
an S58 airframe mated with a Pratt and

Whitney PT6 twinpack. The S58T upgrade
kits really improved on the basic S58
airframe, conferring it with twin-turbine
reliability and a significant horsepower
increase.
Once completed, the helicopter was
painted in Briles livery and given the
registration number N698 to join three
other S58Ts (another kit-built machine
and two completed aircraft), along
with several JetRangers and Hueys, all
purchased by Briles to support a massive
oil exploration contract in Bolivia.
After spending two years working
hard, seven days a week in the Bolivian
jungle moving people and equipment,
N698, along with her sister S58Ts, were
shipped and flown back to Briles’ Van
Nuys headquarters where all four were,
for all intents and purposes, considered
‘used up’ – having successfully completed
the demanding and profitable mission in
Bolivia.
A New Career
N698 would not spend long as a
retired ‘ramp queen’. Shortly after Briles
purchased Catalina Airlines and its
fleet of Grumman Gooses in 1973, the
FAA grounded the Grummans because
of serious salt water corrosion. Briles’
solution was simple – Catalina Airlines
would become a helicopter airline using
the S58Ts that had returned from Bolivia
and three Sikorsky S61s.
N698 was painted in Catalina Airlines’
colours and went back to work, this
time carrying tourists and vacationers
between Los Angeles to Catalina Island
several times a day. Records from 1977
show that it took 18 minutes each way
and cost $18.00 per person to make the
crossing. The airline folded for good in
1981 and N698 returned to the ramp at
Van Nuys, once again considered spent
after a successful mission. Although she
was kept in airworthy condition and
was used occasionally as a utility ship at
Briles, by all accounts she was not very
pretty to look at by this stage and there is
even some confusion as to what color the
helicopter was – at some point she was
primed and not re-painted.
A Star is Born
This is the condition in which aerial
coordinator John Gamble found her when
he came to Van Nuys airport in late 1983
left: Strong and stable, the
S-58T places a 2,500 lb
unit through a hole in the
roof of a church.
looking for the perfect helicopter for
the new NBC series ‘Riptide’. The show
featured a trio of private detectives
who lived on a yacht in King Harbor
in Redondo Beach. Two of the show’s
fictitious detectives were Vietnam war
veterans who served together in the US
Army – one of whom, the character Nick
Ryder (played by actor Joe Penny) was a
helicopter pilot, and the plot included the
use of an S58T that the detectives would
use in their adventures.
The producers were looking for a
helicopter that was in perfect flying
condition but which looked terrible. The
idea was that an unreliable helicopter,
prone to inopportune failures and
mechanical difficulties, would provide
much added drama and occasional humor
if there was no certainty it would get
off the ground or complete a mission;
so N698 got its big break and became
‘The Screaming Mimi’. To complete the
transformation she was painted an
intentionally ugly pale pink with a giant
gaping mouth and two large eyes. The
final touch was her name ‘The Screaming
Mimi’ painted (badly) on the fuselage.
Hardly ready for a glamorous close-up,
41
 above: Jim Woodaman,
left, pilot and owner of
Summit Helicopters briefs
the mission with rigger
and fellow pilot, Charlie
Cornelius.
above right: Woodaman
fires up ‘The Screaming
Mimi’ for a day at work.
Reference to her television
heritage is proudly painted
on the fuselage.
It is hard to imagine
that the arrival of Mimi
inspired confidence on
a job site considering
her hideous paint
scheme and feigned
unreliability, but
she continued to
deliver incident-free
flying as always.
42
but exactly what the script called for
– she went to work – again!
The first episode of ‘Riptide’ aired on
January 3 1984 and it quickly became a
success for NBC, running for 58 episodes.
True to the script, ‘Mimi’ suffered many
‘engine failures’ and other mock troubles
that plagued the on-screen detectives
and provided much entertainment for
viewers around the world. The idea that
the detectives would routinely jump into
an un-airworthy helicopter and use it for
a variety of hair-raising stunts apparently
didn’t seem at all implausible to the non-
flying public, and ‘Screaming Mimi’ soon
became one of the stars of the show.
During the years that the show was
filmed, Mimi continued to work as a
charter and utility helicopter at Briles
for a variety of clients including FedEx.
It is hard to imagine that the arrival of
Mimi inspired confidence on a job site
considering her hideous paint scheme and
feigned unreliability, but she continued to
deliver incident-free flying as always.
Mimi Returns
After Riptide ended in April 1986,
Mimi spent one more brief period as a
working machine, logging in Washington
State, before again taking her spot on the
ramp at Van Nuys, this time to begin a
slow decline to un-flyable condition and
eventual storage in a Briles hangar.
On June 7 2002, Brad Ladue, owner
of 5State Helicopters in Dallas, Texas
bought Mimi as a restoration project with
the intention of adding it to his existing
fleet of four S58Ts. “It was pretty rough,”
says Ladue, describing Mimi’s condition
at the time; “it had been sitting outside
for many years.” Knowing what a great
platform the S58T is for lift work, Ladue
is adamant that there is nothing that
can be operated more profitably in the
external load market. Karim Slate agrees,
“For the money, nothing has been built
since that can compete with it in the
medium category,” Slate asserts. “And
if you look at the math, there is really
nothing that will ever compete with it
in the construction world. Nothing in
production with a hook capacity in the
5,000 lb range can be purchased and
operated for such low costs.”
Because he also owns California
Helicopters, the company which
originally converted and which still
manufactures parts for S58Ts, Ladue’s
restoration of Mimi for 5State was
a natural undertaking. It was a two-
year project to restore Mimi to her
present, like-new condition. Some of the
improvements included removing and
replacing the instruments, refurbishing
the rotor blades, and stripping and re-
conditioning the interior. The engines
were removed and sent to Consolidated
Heliflight (now Northstar Aerospace)
to be rebuilt.
5State has its own paint booth so
painting was handled in-house. The
color selected was a Honda motorcycle
color called ‘burnt orange metallic’
– a proprietary Honda color from 2003
which was not commercially available.
Ladue’s solution? Purchase a motorcycle
in the desired color and then match
 right: Karim Slate bringing
the S-58T home in the
California sunshine after an
early morning lift job near
Century City.

below left: Pilot’s eye

view of the largest sector
of Summit’s lift work, an
air conditioning unit in
Westlake, California.

below right: Woodaman

flies to the job site as day
breaks over Los Angeles.
Most lift work is done in the
early morning when winds
are calm.

“Quite a few helicopters
in Los Angeles have
appeared in television
shows and movies.”
Perhaps so Jim – but
very few had names
like ‘The Screaming
Mimi,’ or featured as
‘stars’ of the show!
the paint from one of its panels using
a spectrograph. The effort was worth
it, and the result was (and remains)
stunning – finished off by a silver
signwritten ‘Mimi’ on the fuselage in
honour of the helicopter’s television
history.
Summit Reached
Once the restoration was complete,
Ladue put Mimi to work immediately. She
had flown 100 hours lifting for the 5State
fleet when Ladue was approached by Jim
Woodaman, owner of Summit Helicopters
in Los Angeles, who wanted to purchase a
medium-lift helicopter.
Woodaman was looking for a
medium lift to add to his fleet for use
in construction support, as there was a
great deal of this work close to home in
Southern California. Mimi was the right
aircraft at the right time for Summit
Helicopters, and so the deal was done
– Woodaman himself flying her home to
Los Angeles.
Prior to the addition of the S58T,
Summit’s fleet had consisted of a Bell
206 and an MD500E. The B206, based in
Las Vegas, was contracted to television
station KTNV as its primary aerial
news-gathering ship, while the MD500
spent much of its time out in the field
supporting powerline construction and
maintenance operations all over western
US. (With more powerline support work
than its single MD500 can handle alone,
Summit has been forced to frequently
lease an additional machine, so will likely
soon purchase an additional MD500).
A large portion of Summit’s external
load work in Los Angeles (Woodman
estimates about 90 percent), is the
placement of air conditioning units
onto the roofs of commercial structures
– a job at which S58T excels. The S58T
can lift enough to meet almost every
construction need, for a much lower
hourly cost than some of its newer
counterparts like the Kaman K-max.
Woodaman says a new helicopter with

44
a similar capacity to the S58T, like
the K-Max or Bell 210 would not be
economically viable for the amount of
work that Summit does. The availability
of older, well restored aircraft like Mimi
allows Summit to fill a niche in the
construction industry that could only
otherwise be filled by non-aviation
hardware such as cranes.
Helicopters have several advantages
to contractors in construction lifting
work. The work can be done much faster
by helicopter; a helicopter can place 30
units or more in a single hour and it has a
much smaller impact on the site in terms
of space needed for operation. Typically, a
small portion of an existing parking lot is
sufficient for a helicopter to operate from.
Many modern buildings, like industrial
and factory buildings are so large and
wide, that while they might only be 30 ft
tall, lateral distances across their roofs of
300 ft or more would necessitate the use
of massive, expensive (and slow) ground
cranes to do the same job. The greater the
lateral distance, the more economical a
helicopter becomes, in many cases, being
cheaper than a ground-based crane.
Although Woodaman and Karim Slate
fly most of the lifting work, Summit
Helicopters also employs several other
pilots, and Woodaman considers that
one of his biggest challenges is finding
sufficiently qualified experienced
pilots; as any pilot who has flown
longline operations or power line repair
will confirm, such missions require a
tremendous amount of skill to do safely.
Woodaman believes there are not
enough low-time pilots being trained in
secondary, follow-on skills like external
load flying, and that older high time
utility pilots are retiring at a rate that
seems to be unsustainable. He would
love to be able to train a young pilot to
the level of proficiency required, but like
all operators, he knows that such a large
investment requires a great leap of faith
on his part – no operator wants to spend
thousands of dollars training a pilot to
fly for a competitor. This is just one of
a number of industry-wide problems
confronted by Summit every day – along
with familiar issues like increasing
insurance costs and proliferating TFRs.
A Future with the Past
Woodaman is very optimistic about
the future of his company, which he says
is definitely in expansion mode today
thanks to a smart slow-growth plan
that utilizes the profitable operation
of well-restored and maintained older
aircraft like ‘The Screaming Mimi’.
The helicopter’s movie star past was
irrelevant to Woodaman’s purchase
decision, although he had seen the show
and was aware of the ship’s history. It
was strictly a sensible business choice
for him and as Woodaman pointed out,
“Quite a few helicopters in Los Angeles
have appeared in television shows and
movies.” Perhaps so Jim – but very few
had names like ‘The Screaming Mimi,’ or
featured as ‘stars’ of the show!
The teachers who are old enough
to have seen ‘Riptide’ cannot see ‘The
Screaming Mimi’ painted on her side, and
will be unaware that they may have seen
her before. Whether she is recognized for
her past performances or not, Screaming
Mimi’ s latest supporting role typifies what
an S58T does best, getting the job done –
it’s just a bonus for those watching that she
puts on such a good show in the process.
The kids in Glendale have absolutely
no knowledge of this beautiful
helicopter’s history or fame as they
watch, transfixed, enjoying a show that
they will never forget. Among them there
is surely at least one future helicopter
pilot who will later count this day as one
of the reasons he, or she, became a pilot.n
2 0 0 5
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t h e m a g a z i n e t h at d e l i v e r s g l o b a l c o v e r a ge o f t h e h e l i c o p t e r i n d u s t r y
 The little
helicopters
that
CAN
It is not without reason that

Robinson Helicopters has

become the Number One

helicopter manufacturer in

the world. Frank Robinson

has revolutionized rotary

aviation – globally reversing

the previously increasing

prevalence of light turbine

machines with his remarkable

little piston-engined

helicopters. Heli Ops talks to

two New Zealand operators

and gets their views on the

helicopter that everyone is

‘Raven’ about.

story and Photos by rob neil

 “You can’t help but
develop a soft spot
for a machine that
you’ve sat in for
10,500 hours when
it’s looked after you
without a problem.”
above: Simon Spencer-Bower
(standing) supervises loading
of the baggage pod before
lifting a survey crew and their
equipment into the mountains.
above right: Wanaka
Helicopters’ R-44 perched
high on a mountain
overlooking Lake Hawea,
while the crew unload their
equipment.
50
35,000 failure-free hours...and
counting! No, not an air-transport
turbofan, but the combined operational
history of one New Zealand company’s
Robinson helicopter fleet.
With its reputation for its pilots
stretching the flight performance
envelope of helicopters since their earliest
introduction to the country, it is little
wonder that ‘New Zealand’ is usually a
dirty word in the Robinson factory, whose
excellent machines were never designed
for the kind of ‘repetitive heavy lifting’
or ‘aerobatics’ engaged in by some Kiwi
pilots that have given rise to a ‘dangerous
helicopters’ myth (gleefully perpetuated
by the media), unfairly attributed to
Robinson helicopters.
The travesty of ignorance displayed
by popular media in criticizing ‘little
Robinson helicopters’ defies all logic in
light of the experience of professional
operators like Simon Spencer-Bower
(the world’s highest R22-timed pilot)
whose Wanaka Helicopters’ fleet of
R22s and R44s has amassed over 35,000
hours without a significant incident or
mechanical failure.
Wanaka Helicopters and Queenstown-
based Over The Top Helicopters are
two New Zealand operators that Heli
Ops visited recently to look at the way
Robinson’s machines – particularly
the highly effective R44 Raven II – are
impacting on the world’s light helicopter
market.
Both Wanaka Helicopters and Over
The Top use their Robinsons in the
way Frank Robinson intended – within
the helicopters’ performance limits.
As a result they have been rewarded
with the economy of operation and
unmatched reliability envisaged by
Frank Robinson when he designed the
machines. Both companies epitomize
the value of the professional approach
and strict adherence to standard
operating procedures which allow them
to comfortably operate their ‘little
helicopters’ in what many might consider
‘extreme’ high-alpine environments,
but which are well within the safe
performance envelope of properly flown
‘Robbies’.
Wanaka Helicopters’ operations are
perhaps more ‘conventional’ (if that is the
right word); comprising a full range of
helicopter aerial work and air transport
operations using four R22s, two R44s and
a single AS350 Squirrel. Originally begun
by Spencer-Bower in North Canterbury
(as Canterbury Helicopters) to address
an acute shortage of adequate helicopter
training in New Zealand, Wanaka
Helicopters’ move to the scenic south has
seen its other work increase significantly,
so that its still extensive training now
only comprises around 50 percent of its
business. The remainder increasingly
consists of high quality tourism scenic
work and numerous conventional
carriage and lifting jobs throughout the
remote mountainous region, where for
many tasks only helicopters will do.
Students and fare-paying passengers
alike cannot help but be impressed by

Wanaka Helicopters’ high standards and
commitment to professionalism that are
immediately obvious after first stepping
foot inside its immaculately presented
warm and inviting modern terminal
building.
The term ‘conventional’ only applies
to the work carried out by Wanaka
Helicopters, and certainly not to its
principal, Spencer-Bower, who began
flying fixed-wing aircraft in 1967. Highly
respected in the aviation industry, he
is one of a select few, privileged (but
sufficiently competent to have flown the
warbirds of the Alpine Fighter Collection
at Wanaka.) His introduction to the skills
necessary to display Spitfires, Yaks and
Mustangs derives from his early flying.
He purchased a Tiger Moth in 1974 in
which he proceeded to win no less than
15 New Zealand aerobatic titles. After
spending time in the Chatham Islands
flying a Cessna 180 on commercial
operations, in 1980 he made the move
to helicopters, learning to fly in an early
Enstrom F28A (which, as he puts it, was
only capable of taking off by virtue of the
fact that the world is round).
He soloed the Enstrom after eight
hours, receiving only another two
hours instruction before being forced
to teach himself everything else – such
was the shortage of qualified helicopter
instructors. It was this that prompted his
decision to start his own helicopter flight
instructing school – engaging the services
of the renowned Neil Scott, until Spencer-
Bower himself was sufficiently ‘up to
speed’ to train others.
His new school’s first equipment
was...an Enstrom – joined soon afterwards
by a Hughes 300, the two machines
briefly sharing the load before making
way for one of the first Robinson R22s
in the country. Since his introduction to
Robinson machines, Spencer-Bower has
been a complete convert and his training
fleet has been solely Robinson ever since.
“Many machines are easier to fly than
the Robinsons,” claims Spencer-Bower
– “the Hughes 300, for example, is more
stable and easier to fly.” However, this
is precisely why he considers the R22 to
be a perfect trainer – its particular flight
characteristics oblige its pilots to learn
to fly correctly. “If you can fly an R22
properly, you can fly anything,” Spencer-
Bower insists.
He has nothing but praise for the
machines. As he put it, “You can’t help
but develop a soft spot for a machine that
you’ve sat in for 10,500 hours when it’s
looked after you without a problem.”
Arguably the world’s most
experienced Robinson pilot, Spencer-
Bower flight tests all R44s imported to
left: Comfortable at 7,000 ft on
top of Queenstown’s Remarkable
Ranges, Louisa Patterson’s race-
winning R-44, one of three operated
by Over The Top, waits quietly as its
passengers perch on a nearby peak
enjoying the scenery.
the South Island of New Zealand, (and
Frank Robinson acknowledges his R22
time probably to be the world’s highest).
Spencer-Bower gets particularly annoyed
with unjustified bad press given to the
machines. “Do Robbies feature in the light
helicopter crashes? Of course they do,”
he says. “But when they’re basically the
only helicopter being used anywhere for
training and private hire, there’s a fair
chance that if someone crashes it will
be in a Robbie. It is actually a reflection
of how good they are that they have
managed to become virtually the only
machine being flown.”
There have been piston-powered
helicopters before, and others remain
available – but the Robinson phenomenon
virtually relegates them to a completely
different category – the kind of category
that gave rise to the growth of light
turbines in the first place! Prime among
Robinsons’ virtues is their ‘de-rated
philosophy’ which allows them to
regularly reach their designed overhaul
lives – unlike older machines, whose
engines operated at 100 percent (plus)
and lived accordingly short lives. Spencer-
Bower comments repeatedly on the
reliability of all the Robbies; “It’s good to
be able to send a student out and know
it won’t be the machine that lets him
down,” he says.
51
 Wanaka Helicopters could fairly be
described as a ‘world-leading’ helicopter
training organization – the quality of its
training is reflected by its global roll of
students for whom travel to one of New
Zealand’s most scenic tourist resorts is an
added bonus.
In light of his experience with the
R22, it is no surprise that Spencer-Bower
was the first in New Zealand to purchase
an R44. The early R44 Astros and Raven
Is – while perfectly adequate helicopters
– were power-limited and early trim
systems were not popular; “It felt like
someone was sitting down the back
fiddling with the controls deliberately
trying to p*** you off,” says Spencer-Bower.
The eventual introduction of the
Raven II has transformed the R44 into
the helicopter it always promised to be.
The general consensus upon speaking to
various operators and pilots is that at a
stroke, the Raven II has re-defined the
light helicopter market; their opinions
confirmed by the virtual ‘explosion’ in
the world’s Raven II population. As a
result, Robinson’s production figures
and company growth are more akin
to what might be expected from a car
manufacturer.
Ten minutes by air and a mountain
range away from Spencer-Bower’s
Wanaka base lies New Zealand’s busiest
tourist destination, Queenstown – home
to Over The Top Helicopters and its
immaculate three-R44, two-Squirrel fleet.
Among the many professional aviation
companies in Queenstown vying for
business in this thriving tourist mecca,
Over The Top Helicopters manages to above: New Zealand’s
stand out as unique. Company principal remote, majestic wilderness
Louisa Patterson, herself an accomplished – visitors drink in the beauty at
pilot (she won the 2004 Around New a peaceful mountain lake – the
Zealand Air Race in an R44 despite
R-44 that bought them there,
never having flown one before, and has
sits silently and unobtrusively
extensive previous experience in fixed-
in the background.
wing aircraft as large as Fokker F27s),
accurately markets Over The Top as an
above right: Over The
‘entertainment company’ – that just
Top offers ‘U-Fly’ visitor
happens to use helicopters as a means of
providing clients with the ultimate high experiences where a proper
quality, scenic travel experience. flying lesson precedes the
“If people come to our desk just scenic tour and visitors get
wanting a helicopter ride,” Patterson the opportunity to take the
explains, “we send them to one of the controls. British tourist Mark
other professional operators on the Howard, on honeymoon in
field. Our customers are the kind of New Zealand, is briefed by
people who are looking for an Over Steve Beck before he and his
The Top ‘experience’ – not a helicopter
fiance enjoy their scenic flight.
ride.” Everything about Over The
Top – its imposing building, stylish
reception, highly professional, friendly
staff, immaculate hangar and spotless
helicopters – justifies Patterson’s
comments.
A one-time devout turbine-devotee,
Patterson has been captivated by the R44
ever since she first flew it in her air race-
winning performance. The fact that she
sees Robinson helicopters fitting perfectly
with her company’s philosophy of top
quality at the upper end of the market is
indicative of their true worth – and just
like Simon Spencer-Bower’s experience,
and similar usage, makes a mockery of
any ill-informed criticism of them.
The typical Over The Top experience
involves flights to remote and spectacular
53
 To suggest that Robinson’s
designs make them
‘dangerous’ or ‘easy to
crash’ is as stupid as
suggesting the human eye
is faulty because it can be
blinded by sticking pins in it.
locations in the Southern Alps and
Fiordland where clients are treated to
gourmet picnics by their pilot guides who
Patterson expects to act as ambassadors
for both New Zealand and Over The Top.
It is at remote landing sites that the
piston-powered Robinsons have a unique
advantage over their bigger turbine
brothers, as the Robbies can be shut
down without hesitation during even the
briefest remote landing, enabling clients
to experience the unspoilt grandeur of
New Zealand’s wilderness areas to the
maximum – something that screaming
turbines and thrashing rotors could fairly
WE-2368HeliOps9_05_OL.fh11
be described as being a 9/12/05
definite10:09 AM Page 1 to hear non-aviators’ comments about
detraction.
Just as Spencer-Bower had been,
Patterson was effusive in her praise of the
Robinsons’ reliability. She praised their
overall simplicity and highlighted the
difference in maintenance bills between
an R44 and a typical light turbine – a
500-hour check on a Robinson typically
costing between NZ$1,200 to $1,400,
(US$850 - US$990)compared to anything
between $15,000 and $40,000 (US$10,600
to US$28,275) for a similar check on the
turbine machine. “There really is no
comparison,” claims Patterson.
When an R44 Raven II can be
purchased new for little more than
the price of an engine overhaul for an
ageing light turbine single, it is little
wonder that many such machines are
disappearing – their places being taken
by shiny new Raven IIs. Neither Spencer-
Bower nor Patterson would suggest that
R44s are one-ship replacements for
all light turbine singles – indeed, they
both each still operate AS350s – but the
expense of operating turbine machinery
unnecessarily is self-evident, and the
vast experience world-wide of Robinson
reliability has firmly put to rest the myth
of ‘turbine is better than piston.’
It has always interested this writer
Robinson helicopters; comments
C M Y like,
CM MY CY
“They’re not very solid, are they?” No,
they’re not – thank goodness! If you want
solid, buy an army-surplus Abrahms
tank. If you want to fly, then Robinson
helicopters are exactly as solid as they
need to be. Robinsons will not break if
they are operated as intended.
To suggest that Robinson’s designs
make them ‘dangerous’ or ‘easy to crash’
is as stupid as suggesting the human
eye is faulty because it can be blinded by
sticking pins in it. There is nothing wrong
with the human eye – just don’t stick
pins in it! As for Robinson helicopters, if
you don’t want to cut off your tail boom
– don’t do any negative-G pushovers or
attempt to aerobat them, and if you don’t
want to crash into mountains – no night
IMC through the Alps at 200 kg over max
all-up-weight. It isn’t rocket science.
Deep down there is a closet OH-6 pilot
in all of us, and light turbine helicopters
are admittedly ‘cool’ – but from a
business point of view, think carefully – if
you don’t really need the kerosene burner,
and if what you want is profit, safety
and reliability – look closely at the R44
Raven II – and listen to people like Louisa
Patterson and Simon Spencer-Bower who
know just what they are capable of when
CMYthey
K are operated as they should be. n
When the
HEAT
is ON
The French Riveria has always been one of

Europe’s hot spots, but recently has become

even hotter with the worsening of their fire

season every summer. Tasked with protecting

the playground of the rich and famous, is

AVDEF, a relative newcomer to the world of

aerial fire-fighting in France.

story by mark ogden

Photos by mark ogden & ned dawson

right: A unique view of the Bell 205 as its takes on a load of

water near Le Luc in southern France.
 In France, many of
the intentional forest
fires are started by
land speculators keen
to obtain construction
permits, which –
perversely – are easier
to obtain once an area
has lost its forest to fire.
top left: Tasked with taking AvDef’s
fire-fighting capabilities further afield,
is business development manager,
Regus Delassus.
top right: Working side-by-side, the
AS350B3 and Bell 205 both operate
Simplex’s latest Fire Attack tanks.
above: The two Hueys and AS350B3
arrive back at Le Luc Army Aviation
base after a training flight along the
French Riviera.
above right: The majority of AvDef’s
pilots are all ex French Armed Forces.
Here they pose for the camera along with
the Air Attack Supervisors.
opposite page: This crater-looking
pit provides an impressive dip site
for the Huey.
58
summer fires around the
northern rim of the Mediterranean
in southern France, can be fierce and
devastating; AVDEF, a company normally
associated with the provision of fixed
wing aircraft services to France’s defence
forces is developing a formidable fire
fighting service to tackle the problem.
Temperatures during the fire season
often reach 35°C, but it is the wind – the
Mistral, which causes the problem.
Blowing at over 40 knts from southern
France into the Gulf of Lions, the Mistral
sucks the moisture from the air, as well
as drying out vegetation – making it a
recipe for disaster.
The fire season in the Le Var region
of southern France runs from mid-June
to the end of September. Europe may
not often be associated with wildfires
but they are common, and they are
disastrous. In 2003 they claimed the lives
of several people near Toulon, France, as
2,000 fire-fighters and 300 soldiers battled
multiple blazes.
Averaged over a ten-year period, in
Europe fires ravage around 17,500 ha
annually, although this varies greatly;
2004 saw 10,500 ha affected by 1,017 fires,
while in the previous year, 2,080 fires
swept across 61,500 ha.
Fiery Times
There are several causes for the
recurrence and seriousness of the fires in
Europe. Climatic factors associated with
global warming, such as extraordinarily
high temperatures and a chronic lack
of rainfall play a role, but carelessness
by campers and tourists, and even acts
of arson associated with real estate
speculation also contribute, as does the
poorly planned planting of monocultures
of conifers in misguided attempts at
reforestation – such conifers being
particularly susceptible to igniting and
burning in drought conditions.
During 2005, about half the forest
fires in Spain were intentionally lit, and
in France the Ministry of the Interior
reported the arrest of around 100
arsonists in just two months. In France,
many of the intentional forest fires are
started by land speculators keen to obtain
construction permits, which – perversely
– are easier to obtain once an area has
lost its forest to fire.
France’s Le Var region, which
incorporates some 300km of
Mediterranean shoreline, has extensive
forest and plantation areas alongside
varied and plentiful agricultural
production, including more than 90,000
acres of vineyards. The area is dotted
with towns and villages – both modern
and traditional – including such well-
known places as St Tropez, St Raphael,
Bandol and Le Lavandou. Developer-
initiated arson in the hot, dusty and
windy summer conditions is a formula for
fierce wildfires in Le Var.
Rapid Response
The tendency in France today is to use
the helicopters sooner rather than later
when fighting fires, with an emphasis
on a quick response. Preventing a fire
from becoming a Type 2 or Type 1 (large
fire) can save millions of dollars, so it
is important to control fires before they
become too large. Local authorities are
generally responsible for initial response
with helicopters being their preferred
tool of choice in containing fires long
enough for ground fire-fighters and large
fixed-wing aircraft, such as the Tracker
and CL415 water bombers (which are
national assets, owned and operated by
the national government), to make full
attacks on fires.
Regional authorities in France do not
own their helicopter assets, but contract
all helicopter fire-fighting operations
– in the case of the Le Var authority, the
current contracted agency is AVDEF. Until
relatively recently, AVDEF was mainly
associated with the provision of fixed-
wing aircraft services to French defense
forces but it has expanded into operating
fire-fighting helicopters.
The AVDEF Approach
AVDEF’s business development
manager, Regis de Lassus, explains
that in diversifying beyond its previous
operations in supplying electronic
warfare training and target towing for
the French Ministry of Defense, AVDEF
aims to provide a more efficient service
at lower cost to Le Var than previous
operators.
The helicopters provided by
previous contractors during the fire
season frequently remained hangared
throughout the off-season, which
increased their operating costs to the
customer in order for the contractor to
make its necessary profit during the
four-month fire-season. AVDEF has
approached the contract differently,
intending to utilize the helicopters fully
during the off-season. For example,
outside the fire season, AVDEF’s
helicopter partner, Helicopters de France
(HDF), utilizes the B3s to cover the
Paris-to-Dakar Rally and AVDEF is even
thinking globally – aiming to place some
of its helicopters with an Australian
operator during that country’s summer.
“We want our machines to be working
all year round, and that way our costs
are lower and this can be passed on to
our customers,” comments Lassus. In
the two short years that AVDEF has had
the contract it has already managed
to save Le Var authorities 20 percent
on its previous contract price while
simultaneously increasing the number of
machines provided from five to six.
The AVDEF fleet includes four
Eurocopter AS350B3s and two Bell
205s. “The B3s are good fire-fighters
59

above: Two of AvDef’s B3s are equipped
with Bambi Buckets as per their contracts. This
particular B3 protects a small island just off the
coast of the French Riviera.
opposite page: In a specially set up photo shoot,
two of AvDef’s Bell 205s do a formation drop to
show off their impressive load capabilities.
and less expensive to operate than the
205,” said Lassus. “They get to fires fast
and are very manoeuvrable.” He notes
that while slower, the 205s are able to
transport six fire-fighters and cargo. The
205s are equipped with boundary layer
research strakes that offer an additional
five percent of power in the hover. The
reliability of both aircraft types has
reportedly been good; the only significant
problems encountered thus far have been
radio and generator problems with the
205s and an engine management issue
with one of the B3s. “In 660 helicopter/
days of operation, we have only had three
days where serviceability has been a
problem.” The helicopters flew 600 hours
fire support in 2004 and 700 hours in the
2005 season. Lassus expects this could
reach 900 hours in a busy season.
During the fire season, the 205s and
two B3s are stationed on the civilian side
of Le Luc Army base. Around ten each
morning, while one B3 remains at Le Luc,
the 205s and the other B3 are dispersed to
small bases about 50 km apart in order to
be able to respond quickly to any fires.
Hyères Naval base is home to
the remaining two B3s, one of which
is dedicated to protecting Ile de
Porquerolles, a small island just off the
Le Var coast. The island’s small size
and close proximity to sea water means
the helicopter can be equipped with a
Bambi Bucket rather than a tank, which
keeps costs down. Further, there are no
corrosion-related maintenance overheads
with the Bambi Bucket as there inevitably
are with tanks carrying sea water.
All the other machines are equipped
with Simplex tanks, the 205s carrying 900
to 1,300 liters and the B3s, carrying 900 to
1,100 liters, depending on density altitude
and fuel load. In customer-specified
‘standard conditions’ (30°C at 1,000 ft,
1 hr 50 mins of fuel, two crew (a pilot
and fireman officer) and all fire-fighting
equipment on board – kit, loud speaker
etc.), the Bell 205 can carry 1,030 liters
and the B3 1,000 liters.
“We examined many tanks and
benchmarked them,” explains Lassus.
“Among existing kits, Simplex appeared
to have the greatest reliability and
capacity. Simplex also responded quickly
to our needs; the French authorities often
give only short notice of a successful
contract bid and Simplex delivered with
only a month’s notice.”
While not much has gone wrong with
the tanks since their introduction, Lassus
says the tank company’s support has
been good. At AVDEF’s request, Simplex is
modifying the pump housings which are
unsuitable for the narrow openings of the
400 30,000 liter water tanks established
around the region; this modification will
eliminate a snagging problem currently
experienced when the helicopters draw
water from the tanks.
The presence of these tanks,
combined with the numerous swimming
pools and lakes in the region, means that
the helicopters are never more than three
minutes away from water, and fire trucks
can keep the tanks topped up if required.
Once a fire is reported, a helicopter
is dispatched with its pilot and fire-
fighter crewman who acts as the attack
supervisor. The fire-fighter is trained
in navigation and how to direct water
drops and it is his job to liaise with the
fire-fighting headquarters. The aim is to
have the helicopter on the scene quickly
to attack the fire and to ‘hold the fort’
until the much larger fixed-wing aircraft
arrive.
The helicopter may subsequently
remain on-station to assist, dealing
with small spot fires while the fixed-
wing aircraft attacks the main fire, or it
may just as likely be the case that the
helicopter may need to depart to respond
to another fire!
Following the loss of a CL415 during
the 2005 season, the grounding of the

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 “You can only really use
pre-owned helicopters
because of the cost
of new machines,”
he continues, “unless you
succeed in ‘mutualizing’
with winter activity”.
rest of them for 12 days meant that much
of the fire-fighting fell to the helicopters
in that period. According to Lassus, the
helicopters performed very well, making
the authorities sit up and take notice of
their capabilities.
AVDEF has 30 pilots, nine of whom
are engaged in fire-fighting. The pilots
work a ‘four-on, two-off’ roster. They are
mainly ex-French Army, although where
they come from is not important, believes
Lassus. “They must be professional,
careful and experienced, and they
need to have a relaxed nature.” Typical
experience level for the pilots ranges
from 3,000 to 10,000 flying hours.
Helicopters de France provides the
62
engineering support. There are normally
three engineers looking after the
helicopters although the company has
access to a pool of 20 other engineers
should the need for them arise.
A Fire-stop Future.
In examining future aircraft and
operational techniques, Lassus says
helicopters such as the EC225 have high
potential but are expensive, “You rarely
buy new aircraft for this role – insurance
is just too expensive. You can only really
use pre-owned helicopters because of
the cost of new machines,” he continues,
“unless you succeed in ‘mutualizing’ with
winter activity. The EC225 is the only
large helicopter certified in the public
transport category that is also capable
of fire-fighting. We are examining the
possibility of using the EC225 for fire-
fighting if we can also find other ways to
maximize its use – what we French call
‘mutualizing,’ or optimizing the asset’s
use by sharing capacity.”
Lassus also expressed enthusiasm
about the Kamov 32 as a heavy lift water
bomber. He explained that the Kamov
will fly at 120 knts, offers good endurance
and its cost per ton of water dropped
is the lowest in the world. Simplex has
designed a belly tank that extends into
the Kamov’s fuselage which, as well as
increasing capacity, provides a good head
of pressure to improve water coverage.
In future, Lassus would like to see an
integrated ‘Fire-stop Squadron’ made up
of three types – all operated by private
contractor and not by government.
Although the helicopters and fixed-
wing aircraft work well together at
the moment, he believes that a tightly
integrated Fire-stop Squadron would be
more efficient. The squadron he envisages
would have a light, low-cost aircraft for
reconnaissance, and for initial attack,
four medium fixed-wing aircraft capable
of dropping three tonnes of water within
five minutes, backed up by two medium
helicopters (or four small helicopters) to
follow up within ten minutes. The aircraft
would keep the fire under control until
the arrival of ground firemen. Lassus says
that a similar concept, developed in
the US was successfully tested this
northern summer.
Having only entered the helicopter
business recently, AVDEF appears to have
rapidly gained ground in France, and
with a focus on developing innovative
support solutions, now has its eyes
on international operations. It will be
interesting to see how the company
develops in the near future. n
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p e r s o n al p r o f i l e
How did you start flying?
After I left college, it was either sit around
in an office all day, or be in a job I enjoy
where I would learn something new each
day. I grew up at an airport where there
was constant aviation, but I didn’t realize
until later that you could become a pilot
without going into the military. Aeroplanes
always kind of bored me, but helicopters
are a lot more dynamic.
HOW MANY HOURS DO YOU HAVE?
I have 1300 hours. In my four years of
flying I have had command on the B206,
AS350, and A119 Koala, as well as Second in
Command on the EC155.
HOW DID YOUR CAREER PROGRESS?
It was a weird progression. I went from
gaining my commercial ticket in a
Schweizer, to flying co-pilot in a Skycrane
with Siller Brothers for six months. Then
I was unemployed – there wasn’t a lot of
work around when I left school in 2000.
Yet I’ve always been very lucky with
flying. Everyone was fighting each other
for instructing jobs, but a job came up
in Richmond, Virginia, to fly on a news
contract. So I did that for a while, but both
the company and I agreed that I needed
more experience. By this time I was getting
a little panicky – I didn’t want to be a job-
hopper. Anyway, I took some time off and
went back to school. I then met a friend
who told me about this company in the Gulf
called Texair. I called them up and I’ve been
here ever since – close to three years now.
HOW HAVE YOU FOUND BEING IN A VERY
MALE-DOMINATED INDUSTRY?
Before I started flying, I was a snowboard
bum and lived in a house with six other
guys. When I first started snowboarding
I was the only girl doing that. My dad
worked in the oilfields so it never occurred
to me that it would be any different to
what I had done already. I get a hard time
sometimes – I have to put up with the same
insufferable jokes and have to keep the
bathroom clean, but I haven’t encountered
any open opposition. But if there was any,
I would prefer it to be in the open so I can
take it head-on. Being in the south is a little
64
Danica Musgrave
Lake Charles -
Louisiana
30-year old, Wyoming-
born, Danica Musgrave
started flying six years
ago, and is now one of
different though. Most of the pilots are
ex-Vietnam and come out with things like,
the few female helicopter
“I don’t know if we have the bathrooms for
that,” but after a few days, it’s all fine. pilots flying the Gulf of
WHAT HAS BEEN YOUR CAREER HIGHLIGHT? Mexico – home of the
Finding a company I like working for.
American offshore oil
WHAT WAS IT THAT YOU FOUND SO GOOD
WORKING FOR TEXAIR, AND NOW ERA
HELICOPTERS?
industry. For Danica, this
The people. It’s a really great group of
people here. They’re not just experienced was a natural vocation
but they’re very ‘giving’ and don’t keep the
experience to themselves. I see the negative after growing up with a
stuff on the ‘Just Helicopters’ website forum
and ask myself, “Who is this guy? Because father who worked in the
he couldn’t have worked here!”
WHAT HAS BEEN THE WORST PART
oil industry for Parker
OF YOUR CAREER?
Being stuck offshore and having to share Drilling.
what accommodation there is with a bunch
of guys. The accommodation on the rigs
is often just a freight car that they hook
power up to. I was stuck on a platform for
four days once and we sat there just staring
at each other. There were no secrets by the
end of that! That’s the hard part of the job,
not quite knowing when you’re going to see
your home again.
WHAT IS YOUR DREAM?
My ultimate dream is to be home every
night in a place I want to live. I’m not
married and probably never will be
while I’m flying helicopters. Personal
relationships are difficult at best. My
boyfriend and I meet up probably three
times a month as we pass through, and it
would be unfair to ask any future husband
to give up what he does to follow me
around. And likewise, it would be unfair to
ask me to give this up which is something
I love.
IF YOU HAD ANY ADVICE FOR
WOMEN COMING INTO THE INDUSTRY,
WHAT WOULD YOU SUGGEST?
Be very flexible. Be prepared, and expect
the unexpected. Be ready to roll with it. If
you get too rigid about anything you won’t
last long! n