Ho 105

V E R AG E O F
100
CO TH
L
BA
E
O
HE
L
LIVERING G
LIC
OPTER IND
ISS
UE
S
DE
ANNIVERSA
RY Y
US
EAR
T
RY
20
16
2016 I ISSUE 105
Thai Aviation Services

A New Recipe
The Cockpit
Bulgarian Border Police Man vs Machine
TAP TAP TAP TAP
FOR MORE FOR MORE FOR MORE FOR MORE
INFO INFO INFO INFO
THINK BUSINESS
When it comes to gaining a competitive edge in commerce, you simply

need the best. With our helicopters, you will fly faster and more safely,
while enjoying greater comfort and reliability.
Invest in an H130.
Important to you. Essential to us.

V E R AG E O F
100
CO TH
L
BA
E
O
HE
L
LIVERING G
LIC
OPTER IND
ISS
UE
S
DE
ANNIVERSA
RY Y
US
EAR
T
RY
20
16
CONTENTS
2016 I ISSUE 105
F E AT U R E S
42
A NEW THAI RECIPE
The evolution of Thai Aviation Services
Servicing rigs for the offshore gas industry in the Gulf of Thailand,
Thai Aviation Services is in the final stages of its re-invention. A total
fleet replacement with seven new Sikorskys, in two types, comes on
top of an organizational evolution that replaces a partnership with
independence and total local ownership.
70 BORDER POLICE BULGARIAN STYLE

The Bulgarian Border Police is among the latest frontier services in
Europe to establish its own aviation element, specializing in patrolling
42 and surveillance from the air. Krasimir Grozev and Alex Mladenov
report on its fleet and operations.
70
88
MAN AND MACHINE.
THE MODERN COCKPIT
Human-machine interaction is an important consideration in the
development of cockpit technologies. A.R. Prince examines the issue.
102 HELI-SKIING IN THE HIMALAYAS

My Kashmir adventure started the way most of stories start. I was
out with friends, one of whom is a flight attendant and she asked “Do
you know anyone who is a mountain experienced H125 (actually she
88 said AS 350 B3) pilot and wants to fly for 3 months in a heli-skiing
operation in Kashmir?” Not understanding at all what that meant in
detail, I answered “Off course. He is sitting right in front of you”...
REGULARS
COLUMNS
FROM THE PUBLISHER 6
INDUSTRY NEWS 9
FLIGHT TRAINING 28
A GREATER VIEW 32
MY INSIGHTS 38
EMERGENCY PROCEDURES 40
102
We Fly TAP TAP TAP
FOR MORE FOR MORE FOR MORE
INFO INFO INFO
We Maintain
The Powerful Difference

Columbia Helicopters is the only commercial operator of the Model
234 Chinook and Vertol 107-II, the civilian models of the CH-47
Chinook and H-46 Sea Knight. The company’s aircraft operate globally
in extreme weather conditions, and are supported by one of the most
exceptional maintenance facilities anywhere in the industry.
Columbia’s fully functional maintenance facility is a one-stop shop,
able to meet all depot level maintenance requirements for internal and
external customers.
www.colheli.com
4 100
BA
L
CO
V E R AG E O F
TH
503-678-1222
E
LO
HE
LIVERING G
LIC
OPTER IND
ISS
UE
S
DE
ANNIVERSA
RY Y
US
EAR
T
RY
20
16
THE TEAM
PUBLISHER
Neville ‘Ned’ Dawson
EDITOR
Mark Ogden
DEPUTY EDITOR
Alan Norris
SUB EDITOR
Leigh Neil
EUROPEAN EDITOR
Alexander Mladenov
EAST COAST USA

Buzz Covington
CONTRIBUTING EDITORS
Glen White
Sarah Bowen
Nick Mayhew
Nick Henderson
Thomas Humann
Juan Cumplido Valverde
Brad Crescenzo
Chris Smallhorn
PROOFREADER
Barbara McIntosh
KIA KAHA MEDIA GROUP
PO Box 37 978, Parnell,

Auckland 1001, New Zealand
T +64 21 757 747
EMAIL
info@heliopsmag.com
NEWS DESK
news@heliopsmag.com
www.heliopsforum.com
www.heliopsmag.com
ISSN 1179-710X
FROM THE EDITOR
The Cost of Safety
T
here’s an old saying, “if you think safety is expensive, try an
accident”. Dr. Trevor Kletz (acknowledged father of process safety)
said, “Accidents cost a lot of money. And, not only in damage to
plant and in claims for injury, but also in loss of the company’s reputation.”
As an accident investigator, when you see the broken lives of families
impacted by fatal aviation accidents, it’s pretty hard not to become at least
a little evangelical about flight safety.
In the years I’ve been in the aviation safety sphere, as an investigator,

proponent and advisor, it never ceases to amaze me how people in roles
of responsibility can think so shallow. I am not talking about the Operator,
but rather about the Client. Sure, most non-aviation don’t understand or
appreciate the impact an accident whether fatal or not, can have on people
and organizations but sometimes, a little common sense is needed.
Recently when developing a risk assessment for single pilot low-level

operations, the recommendation was for flights to be no longer than two
hours with compulsory rest for the pilot between flights (in other words, the
pilot was not to refuel or reload the aircraft during the rest). As an accident
investigator, pilots were too often seen having accidents during low-level
operations, often towards the end of the day. Interestingly, the two-hour
concept comes from several Highway Codes and recommendations to
reduce the risk of driver fatigue i.e. stop every two hours for a 15-minute
leg stretch and relax. Everyone seems to accept that so what is the issue
for helicopter operations? The concentration needed when operating
a helicopter low level is more than driving a car yet, in response to the
recommendation; client personnel commented that it would impact on costs
of programs particularly in summer when there is so much daylight. It was
also pointed out that two and a half to three hours flying time per day were
lost due to such a restriction and when paying for overnight accommodation
and day rate for the crew, it was a significant cost to a program. There was
no consideration about fatigue or safety but purely ‘how much it cost’.
Nearly everyone acknowledges that long hauling truck drivers need to

rest to minimize fatigue yet when something similar is proposed for low level
helicopter operations, the client cannot see the requirement and is more
6
V E R AG E O F
100
CO TH
L
BA
E
LO
HE
LIVERING G
LIC
OPTER IND
ISS
UE
S
DE
ANNIVERSA
RY Y
US
EAR
T
RY
20
16
FROM THE EDITOR
worried about cost. The scary thing is that some operators would ignore such a
recommendation, just to get the work.
Most operators and clients who place cost over practical safety have never
investigated a fatal accident, sat in a courtroom or faced grieving relatives. I am not
a fan of safety through regulation but sometimes, when mindsets such as these are
faced; you think it may be the only way!
On a more positive note (well to the oil and gas helicopter industry anyway), the
price of oil is heading up. While I don’t think there will be an explosion of activity
anytime soon, it will be interesting to see where the price does settle and what
activity comes as a result.
T R A I N I N G
Professional Pilot
Development
Ratings:
• Instrument
Type
• Type Rating Instructor
• Instrument Rating Instructor
•
“expert tuition,
very knowledgable.
I would recommend
Starspeed to anyone
looking for pilot training”
+44 (0) 1285 611000 • TRAINING@STARSPEED.CO.UK • WWW.STARSPEED.CO.UK

INDUSTRY NEWS
407 DELIVERED TO SURVIVAL FLIGHT

North Texas based AeroBrigham, has delivered an EMS configured 407 to Survival Flight based
in Mesa, Arizona.
100TH ECUREUIL FAMILY FOR

CHINA
Shanghai Skyway General Aviation FIRST PW305A ENGINE TEST
Company has received a new H125, the VECTOR UK FACILITY
eighth in its fleet and it is the 100th Vector Aerospace has completed its first
Ecureuil family helicopter to operate in Pratt & Whitney Canada PW305A engine
China. The H125 will be used for power test at its Fleetlands facility in Gosport,
line surveillance and geographic surveys. Hants, UK.
9
V E R AG E O F
100
CO TH
L
BA
E
O
HE
L
LIVERING G
LIC
OPTER IND
ISS
UE
S
DE
ANNIVERSA
RY Y
US
EAR
T
RY
20
16
INDUSTRY NEWS
AIRLIFT WINS NEW ARTIC CONTRACT

The Norwegian Polar institute has awarded Airlift a three year contract for helicopter
support service in the Arctic starting in 2017.
COLOMBIAN CAA CERTIFIES

S-76C AND S-92A
AAG EXPANDS OFFERINGS IN THE Colombia’s civil aviation authority has
NORTHEAST approved the Offshore and Utility
Associated Aircraft Group has added Type Certificate for the S-76C, S-76D
three S-76s bringing its fleet to eleven. and S-92A. The certificate enables
The aircraft will service customers from Colombia’s commercial aviation operators
Trenton–Mercer Airport, Teterboro to add the type for offshore oil and
Airport in New Jersey and Dutchess gas rigs, passenger services and VIP
County Airport in New York. transportation.
10
V E R AG E O F
100
CO TH
L
BA
E
LO
HE
LIVERING G
LIC
OPTER IND
ISS
UE
S
DE
ANNIVERSA
RY Y
US
EAR
T
RY
20
16
INDUSTRY NEWS
FIRST 407GXP DELIVERED IN INDIA

Delhi based Premair, an air charter management company, has taken delivery of the first Bell
407GXP in India. The aircraft was ordered earlier this year and has been outfitted for corporate and
VIP transport throughout the region.
NHV OPENS NEW FACILITIES

NHV has opened a new hangar,
apron and passenger handling
facilities at Aberdeen International
Airport. The double story passenger
handling terminal incorporates all
the facilities required to process
offshore passengers including check
in, x-ray, security and safety briefing
rooms.
CANADIAN COAST GUARD

RECEIVES 412EPIS
The Canadian Coast Guard had taken
delivery of the first two Bell 412EPIs into its
fleet as part of an order of seven to replace
five Bell 212s currently in service under a
fleet renewal plan.
12
V E R AG E O F
100
CO TH
L
BA
E
LO
HE
LIVERING G
LIC
OPTER IND
ISS
UE
S
DE
ANNIVERSA
RY Y
US
EAR
T
RY
20
16
INDUSTRY NEWS
MAGNIFICENT
INTERIOR FOR
JET RANGER X
Mecaer Aviation
Group, a designer and
manufacturer of high-end
cabin comfort systems,
has de-signed a VIP
MAGnificent interior
for the Jet Ranger X.
Customers can choose
from a variety of
materials and seating
configurations.
13
V E R AG E O F
100
CO TH
L
BA
E
O
HE
L
LIVERING G
LIC
OPTER IND
ISS
UE
S
DE
ANNIVERSA
RY Y
US
EAR
T
RY
20
16
TRIED
& TRUE.
When every mission is critical, why take chances? As the downlink industry leader since
2003, Helinet Technologies offers digital imagery and data transmission solutions for
ground, airborne and marine-based platforms. From downlink components to complete
turnkey solutions for federal, state and local law enforcement, our unparalleled expertise
spans everything from system design to fully outsourced surveillance solutions.
To learn more, contact us at 818.902.0229 or info@helinet.com.
HELINETTECHNOLOGIES.COM
INDUSTRY NEWS
NEW SOUTH WALES POLICE SIGNS FOR SECOND 412EPI

The New South Wales Police Force has placed an order for a second Bell 412EPI for
delivery in 2017. It will be used for SAR, transport and tactical missions.
AW169 ENGINEERING APPROVAL

UK based Sloane Helicopters has added the AW169 to its Part 145 maintenance approval
for both line and base maintenance.
15
V E R AG E O F
100
CO TH
L
BA
E
O
HE
L
LIVERING G
LIC
OPTER IND
ISS
UE
S
DE
ANNIVERSA
RY Y
US
EAR
T
RY
20
16
INDUSTRY NEWS
BLADE FOLD KIT FOR 429

Paravion Technology has received a validation
for its 429 blade fold kit from the Civil Aviation THREE H145S TO AIR
Administration of China for the FAA STC which METHODS
allows operators to store their aircraft in space Air Methods Corp. has
limited areas. received three H145s to
replace older aircraft now in
service. St. Louis Children’s
Hospital will receive two of
the new aircraft and Virginia
Commonwealth University
Health System a single
aircraft.
FIRST H145 FOR

WIKING
WIKING Helikopter Service
GmbH has taken delivery
of the first of two H145 and
SAFRAN STARTS FULLY-AUTOMATED BLADE is the first to operate the
PRODUCTION H145 configured for offshore
As part of its “Factory of the future” strategy, use. The two helicopters will
Safran Helicopter Engines has started its first auto- be used to drop off harbor
mated production line dedicated to turbine blade pilots and support offshore
manufacturing. wind farms.
16
V E R AG E O F
100
CO TH
L
BA
E
LO
HE
LIVERING G
LIC
OPTER IND
ISS
UE
S
DE
ANNIVERSA
RY Y
US
EAR
T
RY
20
16
Custom Completions
heliSUPPORT
NEW ZEALAND LIMITED
AIRCRAFT SALES
ENGINE SALES
MAINTENANCE PART SUPPORT
CUSTOM INTERIOR DESIGN
& COMPLETION
Helisupport New Zealand offers International sales

for all helicopter types, specialising in Eurocopter
products.
We can manage or support any part of a sale,
purchase or logistical movement of complete
helicopters or helicopter parts.
We carry out post or pre-sale specialised
configurations of helicopters. Paint, Interior,
Avionics, STC fitment, Weight reductions, Packing Our Recent Successes
and Shipping can be done either in NZ or at other
international locations.
We also perform major airframe inspections with
capability for full refurbishment.
TAP TAP TAP

FOR MORE FOR MORE FOR MORE
INFO INFO INFO
Take a look at our website picture gallery

to see some of the work scope we carry
out or call any time to inquire more.
17
V E R AG E O F
100
CO TH
L
BA
E
O
HE
L
LIVERING G
LIC
OPTER IND
ISS
UE
S
DE
ANNIVERSA
RY Y
US
EAR
T
RY
20
www.helisupportnz.com ph: 64 3 443 2903

16
INDUSTRY NEWS
BUNDESPOLIZEI TO RECEIVE THREE H215S

The German federal police have signed a contract for the purchase of three H215s which
are scheduled for delivery in early 2019 and will add to the current 19 helicopters from the
Super Puma family in their fleet.
LIFE FLIGHT ORDERS AW119KX

Life Flight Network has ordered two AW119Kxs and the company will operate 21 of the type
by the end of the 2016 and has flown 20,000 hours on their AW119Kx EMS fleet.
18
V E R AG E O F
100
CO TH
L
BA
E
LO
HE
LIVERING G
LIC
OPTER IND
ISS
UE
S
DE
ANNIVERSA
RY Y
US
EAR
T
RY
20
16
19
V E R AG E O F
100
CO TH
L
BA
E
O
HE
L
LIVERING G
LIC
OPTER IND
ISS
UE
S
DE
ANNIVERSA
RY Y
US
EAR
T
RY
20
16
20
V E R AG E O F
100
CO TH
L
BA
E
LO
HE
LIVERING G
LIC
OPTER IND
ISS
UE
S
DE
ANNIVERSA
RY Y
US
EAR
T
RY
20
16
INDUSTRY NEWS
EASA CERTIFIES AW169 WEIGHT INCREASE

The AW169 has obtained certification by EASA for an increased maximum gross weight
kit to 10,582 lb (4,800 kg) with operators benefiting from up to 441 lb (200 kg) of extra
payload.
HELICENTRE ADD CABRI G2

Helicentre has taken delivery of its sixth Cabri G2 helicopter it will be operated from the UK
Midlands base and will be used predominantly for training Commercial Pilots.
21
V E R AG E O F
100
CO TH
L
BA
E
O
HE
L
LIVERING G
LIC
OPTER IND
ISS
UE
S
DE
ANNIVERSA
RY Y
US
EAR
T
RY
20
16
INDUSTRY NEWS
HELISERVICIO SIGNS SUPPORT SOLUTION

Heliservicio has become the launch customer in Latin America for Bells Customer
Advantage Plan, signing its fleet of 20 Bell 412EPs for the innovative support solution. The
company has accumu-lated nearly a million flight hour and transports more than 1.1 million
passengers each year.
RUSSIAN HELICOPTERS FOR CHINA

Russian Helicopters has signed a contract with Wuhan Rand Aviation to supply 18 new
helicopters including Mi-171s and Ka-32s plus the first medevac Ansat to China.
22
V E R AG E O F
100
CO TH
L
BA
E
LO
HE
LIVERING G
LIC
OPTER IND
ISS
UE
S
DE
ANNIVERSA
RY Y
US
EAR
T
RY
20
16
AGE OF T
100
ER H
V E
O
H
EL
L
GLOBA
ICOPTER
ISSUE
S
G
IN
IN
R
E D
U
IV ST
RY• DEL
The HeliOps 100th Issue Anniversary Poster

is a must have collectable for anyone who is
involved in the helicopter industry – civil or
military. Its a collection of some amazing paint
schemes of some operators we have worked
with over the years. There is a limited print run
on our 100th Anniversary Issue Poster so
grab yours while you can. They make a great
addition to your office, hangar, home or as a
gift for friends and colleagues.
rise to new heights.
the efﬁciency you expect.

the speed you demand.
for more info, visit us at

www.analarcorp.com
ofﬁce
24 phone: (609) 921-7681 • after hours phone: (908) 794-7632
100
BA
L
CO
V E R AG E O F
TH
E
LO
HE
LIVERING G
LIC
OPTER IND
ISS
UE
S
DE
ANNIVERSA
RY Y
US
EAR
T
RY
20
16
analar corporation • 41 airpark road • princeton, nj 08540

INDUSTRY NEWS
H125 DELIVERED TO JAPAN

Nishi Nippon Airlines has taken delivery of an H125 the company currently operates a total of five
AS350Bs and one AS365N2 used for power line patrols and aerial photography.
NEW CONTRACT FOR CHC

CHC has signed a new contract with Wintershall Norge AS to provide helicopter services
in support of their drilling program at the Maria Field in the Norwegian Sea, operations will
begin in 2017, flying from Kristiansund using an S-92.
25
V E R AG E O F
100
CO TH
L
BA
E
O
HE
L
LIVERING G
LIC
OPTER IND
ISS
UE
S
DE
ANNIVERSA
RY Y
US
EAR
T
RY
20
16
LEADING THE INDUSTRY IN INTEGRATED AVIONICS
© 2015 BELL HELICOPTER TEXTRON INC.
INFORMATION AT-A-GLANCE AIRPORT MAPPING FOR SATELLITE WEATHER FOR

SAFE APPROACH/DEPARTURE SAFE NAVIGATION
INNOVATIVE AIRCRAFT FOR ALL YOUR MISSION NEEDS

By offering exceptional flight performance with a fully integrated avionics console across our
product classes, Bell Helicopter continues to change the way the world flies. Advanced tools like
the Garmin G1000H™ enhance situational awareness by delivering easy-to-read information
at-a-glance, improving operator safety. With ergonomically designed seating, a fully integrated
autopilot option, mission-specific kits and accessories, Bell Helicopter is committed to providing
aircraft that lead the industry in technology and safety.
BELLHELICOPTER.COM
INDUSTRY NEWS
CHINA SIGNS FOR 30 EMS HELICOPTERS

Chinese company Sino-US has signed a contract for 30 helicopters in EMS configuration including
the AW139 and AW169s. The aircraft are expected to be delivered in 2017 and will be operated by
Kingwing General Aviation, the parent company of Sino-US.
Tel-Tail Floodlights
EC-145
Tail Floodlight / Clam Shell Door Floodlights
Tail Floodlight / FFRL / Main Rotor Floodlights

AW-139 TAP TAP
FOR MORE FOR MORE
INFO INFO
www.devoreaviation.com 100
BA
L
CO
V E R AG E O F
TH
27
E
O
HE
L
LIVERING G
LIC
OPTER IND
ISS
UE
S
DE
ANNIVERSA
RY Y
US
EAR
T
RY
20
16
FLIGHT TRAINING
BY
TERRY
PA L M E R
ANALOG
OR DIGITAL
T
here is a constant debate about analog vs. glass cockpit. Analog was
the standard for most of the seasoned pilots. It is what we flew. It
is what we trained in, it is comfortable. As much as we might dislike
change, glass cockpits are here to stay and when used correctly offer so
much more information than the analog versions. That being said, how do we
get from the analog mentality to the digital high-tech and still maintain our
skill and comfort level with the equipment?
The first time I went from analog to digital, I was overwhelmed at the fact
that I didn’t really know what I was looking at. My standard scan was gone
and where in the world was the airspeed indicated? This was intimidating to
say the least. It took concentration, practice and a greater understanding of
the digital displays associated with equipment. This took time and training.
As we add equipment to an existing helicopter or upgrade to a state of
the art new machine, training in the high-tech equipment is essential. In many
cases it goes back the basics of simply learning your way around the cockpit.
Ground school with visual aids definitely helps with this. A cockpit poster
in addition to computer based visual aids is the most effective tool. Visual
aids are needed for the mind to grasp the changes and the memory to start
to accept the new look. A review of basic checklist procedures referencing
the appropriate instrument or indication can start to build the necessary
proficiency to fly the aircraft with the same smooth skills we had when flying
in the steam gauge world. Everything is very different and can be risky
when your mind is slow to interpret the indications. Therefore practice and
concentration is required to build confidence in working in the high tech
environment.
If a simulator is available, the training results are much quicker since
practice can be done in many simulated environments. If a simulator is
not available sufficient time should be given to learn the orientation of the
instruments and information that is provided. In most cases this requires at
least a computer depicting the various indications and multiple pages of the
various displays. After spending time understanding the equipment, it is best
to sit in the aircraft and review the buttons, switches and pages before using
it in the actual flight condition.
28
V E R AG E O F
100
CO TH
L
BA
E
LO
HE
LIVERING G
LIC
OPTER IND
ISS
UE
S
DE
ANNIVERSA
RY Y
US
EAR
T
RY
20
16
Year: 1985
S/N: 1873
TTAF: 12059.9
Location: PNG
Equipped with Onboard Cargo Hook
ENGINE: Arriel 1B TSN: 8640.2
AVIONICS:
VHF COM KING KY196A
VHF COM KING KY196A
HF COM CODAN 2000
TPX KING KT79
AUDIO PANEL KING KMA24H-71
ELT ARTEX C406 1HM
FM COM TAIT 2000
SATELLITE TRACKING SKY CONNECT
GPS GARMIN GPSMAP 196
INSPECTION: Next maintenance action: 50 h –
Inspection at TT A/C 12109.9
ADDITIONAL EQUIPMENT AND FEATURES:

Whelen Siren FOR MORE INFO
Dart External Cargo Basket LH
Pacific Helicopters Limited
AKV Cycle Counter
Pilot Floor Window Airport Road
Dual Seat Provision P.O Box 342, Goroka
Dart External Mirror Eastern Highlands Province
Pilot Windshield Wiper Papua New Guinea
Dart Rear Baggage Compartment Extender t: (675) 5321833
f: (675) 5321503
INTERIOR: White and Grey
PILOT(S)/ PASSENGERS: 1 / 5 or 1 / 6 e: dom@pacifichelicopters.aero
EXTERIOR: White
REMARKS / MISCELLANEOUS: The aircraft is operating, why
the condition and component times will be subject to changes
depending upon such operations.
29
V E R AG E O F
100
CO TH
L
BA
E
O
HE
L
LIVERING G
LIC
OPTER IND
ISS
UE
S
DE
ANNIVERSA
RY Y
US
EAR
T
RY
20
16
FLIGHT TRAINING
There is so much to look at and comprehend that there should be ample

time reserved for this training. If there is prior experience with glass cockpit,
then it may not take as much time, however different types of equipment
require a thorough review. Some equipment manufacturers provide web or
video based training materials. These are very helpful if reviewed several
times for a thorough understanding.
After reviewing basic functions of the equipment, it is important to review
procedures for the VFR environment and normal flight operations. After
becoming comfortable in the normal situations it is also important to consider
IFR conditions when there is an added stress and correct interpretation
is most critical. It is important to practice checklists and IFR scenarios as
well as the VFR scenarios. This practice if not done in a simulator can be
accomplished by reviewing checklists and actual IFR procedures using
computer aids. It is then critical to review indications in the abnormal and
emergency situations. It is best to become familiar with these indications
before facing the actual emergency in-flight.
Glass cockpit and multi function displays require a thorough review on
a annual basis since there are functions that may not be seen in normal
operations. During the training all pages and functions should be reviewed so
that nothing is forgotten. Any changes and updates to the equipment can also
be assessed at this time.
Just as it is difficult for pilots to switch to the digital glass cockpit, It is
also difficult for the glass cockpit trained pilot to go back to steam gauges.
In some cases it is more difficult because you may have become reliant on
the vast amount of information provided on the multi function displays. When
changing back to analog, it is necessary for the mind to process and interpret
the readings on the round gauges. In this case, practice and reformatting a
scan is just as critical.
This challenge is not unique to aviation. If you have purchased a vehicle
recently with any of the new high tech options, it takes time to understand
and program the functions to match your phone, GPS, climate control and
music choices. If you get a new cell phone, tablet or computer, it takes time
and practice to learn the many functions. The difference is that you can
operate your vehicle, phone or tablet without a total review. You can always
train on some of the items later. This is not the case in the aircraft where your
safety is linked to a thorough understanding of the equipment and the ability
to respond to most situations in a smooth efficient manner.
Whether going from analog to digital or the reverse, it makes us
uncomfortable with the change until we can develop the skill to understand
and comprehend everything we see and make it effectively work for us in any
situation. HO
30
V E R AG E O F
100
CO TH
L
BA
E
LO
HE
LIVERING G
LIC
OPTER IND
ISS
UE
S
DE
ANNIVERSA
RY Y
US
EAR
T
RY
20
16
31
V E R AG E O F
100
CO TH
L
BA
E
O
HE
L
LIVERING G
LIC
OPTER IND
ISS
UE
S
DE
ANNIVERSA
RY Y
US
EAR
T
RY
20
16
A GREATER VIEW
WOMEN IN THE
HELICOPTER B Y I VA N A G O R L I N
INDUSTRY
LAUREN PIPES
L
auren Pipes is not one for regrets; although she’d be well forgiven if she
were. She has been forced to take the long way around to get as far a
she has in aviation.
Pipes grew up in South Africa during the apartheid years when racial
segregation dominated domestic policy, economic sanctions created a debt
crisis, and gender restrictions significantly affected career choices for so many.
In the year she was to matriculate, Pipes approached the South African
Defence Force for a pilot position only to be informed, “Women were not
allowed to become pilots in the Air Force.” She was advised her only avenue
to potentially becoming airborne was via a career as either an aircraft fitter,
an air hostess, or a flight caterer. While limited mechanical exposure and
a strong aversion to other people’s airsickness made the first two options
unattractive, Pipes’ enjoyment of cooking and her experience assisting her
mother’s catering pursuits decided her on the third.
“I hoped that somehow things might change and that one day I would be
able to be a pilot in the South African Air Force
(SAAF), and that I could fly helicopters and
rescue people.”
That day did eventually come. By December
of 1997 five women had successfully completed
their SAAF flight training and were awarded
their ‘wings’. Pipes got her turn among the
second group of women, graduating in 1999.
“This was a very challenging course, not that
what we studied was difficult, but more the
vast amount we needed to absorb in a short
period of time”.
Towards the completion of training on the
PC7, pilot candidates were invited to indicate
32
V E R AG E O F
100
CO TH
L
BA
E
LO
HE
LIVERING G
LIC
OPTER IND
ISS
UE
S
DE
ANNIVERSA
RY Y
US
EAR
T
RY
20
16
33
V E R AG E O F
100
CO TH
L
BA
E
O
HE
L
LIVERING G
LIC
OPTER IND
ISS
UE
S
DE
ANNIVERSA
RY Y
US
EAR
T
RY
20
16
34
V E R AG E O F
100
CO TH
L
BA
E
LO
HE
LIVERING G
LIC
OPTER IND
ISS
UE
S
DE
ANNIVERSA
RY Y
US
EAR
T
RY
20
16
A GREATER VIEW
their preference for either helicopter, transport or fighter operations.

Pipes nominated helicopters, but, “it was up to the powers that be to
decide where you would spend the next few years of your career.”
With trepidation that, she could end up somewhere she do not like
flying in a role that wasn’t what she wanted, Pipes was relieved to
find herself on a Rotary Wing Conversion Course.
However on transitioning to helicopters Pipes found herself the
only woman and facing some challenging attitudes. “I found that
being a woman I was not as readily accepted as I had thought would
be the case; I did not foresee the issue, as men and women worked
alongside in the [military] kitchen and I did not expect anything
different in the flying game.” Pipes disappointingly found that,
“the opinion that women should be barefoot, pregnant and in the
[domestic] kitchen was still very strong.”
During her time in the SAAF, Pipes had the opportunity to operate
throughout South Africa flying the AS332 and the A109. She was
deployed on naval exercises to India and Reunion Island, joint Search
and Rescue exercises in Tanzania, and general military manoeuvres
in Botswana. Operationally, she was deployed to Mozambique for
flood rescue and to troubled Burundi for Peace Keeping. For those
experiences she is grateful.
Although she very much enjoyed her time flying, unfortunately
Pipes’ time as a pilot in the Air Force coincided with significant
political change, leading to several budget cuts, which translated to
very little flying time; there were many months where three hours
was the average. Coupled with having had to endure a, “number of
unpleasant occurrences,” over the decade she was a SAAF pilot, the
decision to pursue flying in the civil arena was not a difficult one for
Pipes to make.
“I don’t regret having been there and sticking it out [but] I do not
for one minute regret leaving the SAAF.”
Pipes’ found her transition to civilian flying challenging, but for
all the right reasons. Having been awarded a Military Merit Medal
for flying in difficult circumstances during the ‘Millennium Fires’ that
Cape Town endured in April 2000, it was not surprising that her first
job on leaving the SAAF was fighting mountain fires. She describes it
as demanding, sometimes scary, but always satisfying. “I loved aerial
fire fighting … it was so rewarding to see the effect of your work.”
As a civilian pilot Pipes has also flown Charter, Emergency Medical
Service, Offshore, Marine Pilot Transfer, and is a both a fixed wing
and rotary wing instructor. Added to her military time, that is over
35
V E R AG E O F
100
CO TH
L
BA
E
O
HE
L
LIVERING G
LIC
OPTER IND
ISS
UE
S
DE
ANNIVERSA
RY Y
US
EAR
T
RY
20
16
A GREATER VIEW
two decades of flying and a bag full of qualifications and experience,

she had trouble getting work and even now is not gainfully employed
as a pilot. “I was told that a certain company in West Africa would
not employ me as they did not want to have women on their
contract.” Asked if there have been occasions where the negatives
of gender have been balanced by some positives, Pipes adamantly
replies, “I don’t want my gender to ever be seen as an advantage, I
would rather get jobs based on merit.”
Pipes notices a high attrition rate amongst women helicopter
pilots and she considers it prudent that the industry find out why. “I
think that it is more important to retain what you have in the industry
already, invest in those who have already dedicated time and effort
and help them stay; it is important is to have suitable mentors for
women entering the industry.”
Her advice to anyone contemplating helicoptering: Have a
back up plan! “Not everything goes smoothly. You have to be
very determined and dedicated if you are going to succeed. Save
[financially] for the down times and have something you can fall
back on, like another preferably related qualification.” For Pipes
that back up plan includes possibly following up on the accident
investigator course she complete in the military, but for now she
bides her time farming.
Without regret Pipes accepts “I could be far more advanced in
my career if I were allowed to start flying when I left school”. She is
confident that her qualifications and experience stand her in good
stead and remains sanguine a job will come her way soon. HO
36
V E R AG E O F
100
CO TH
L
BA
E
LO
HE
LIVERING G
LIC
OPTER IND
ISS
UE
S
DE
ANNIVERSA
RY Y
US
EAR
T
RY
20
16
GEOLOGICAL EXPLORATION
AIRBORNE GEOPHYSICAL
HELI-RIG
OFFSHORE & AERIAL SURVEY
SAFE, RELIABLE RESOURCES

FOR ALL YOUR OIL, GAS &
MINING REQUIREMENTS
Goroka Main Base +(675) 532-1833

PO Box 342, EHP, Papua New Guinea
enquiries@pacifichelicopters.aero
TAP
FOR MORE
TAP
FOR MORE
TAP
FOR MORE www.pacifichelicopters.aero
TAP
FOR MORE
INFO INFO INFO INFO
Serving Papua New Guinea since 1975

MY INSIGHTS
TRIAL BY FIRE:
FLYING OUTSIDE BY BRA D CR ESCENZO
THE TRAINING
ENVIRONMENT
F
or most student pilots their flight instructors are recently certified 300 to 1000
hour versions of themselves, 18-months further up the pipeline; their book
knowledge is fresh, their maneuvers tight and well rehearsed, but are they
truly prepared to mentor others for a working world they have yet to experience?
Quality mentorship is in short supply in the helicopter industry, and for low-time pilots
fortunate to find a job outside the training environment the first year is a trial by fire.
Having recently completed my first year working commercially – doing everything
from aerial tours to ENG, I hope to provide some guidance to those seeking it.
Judging from the droves of inquiries on various forums across the Internet, there’s
quite a few who are.
The question on the minds of most newly minted commercial pilots is where to
find work? The answer is from people you know. After becoming a certified flight
instructor (CFI) I set out to meet pilots and operators the old fashioned way, face to
face. Three-months and 12,000 road miles later, I found an unbelievable opportunity.
Most operators are inundated with emails and phone calls inquiring about work, but
very few people walk through their doors. Low-time jobs in this industry are often
given to the individual standing in front of the person hiring, not the stranger filling
out online applications. Do not be discouraged by rejection; timing is everything. That
said, it is important to be selective. Taking the first opportunity that comes your way
is not always the best decision.
Keep in touch with people. One obvious reason is that it may lead to a future
job opportunity. The less obvious reason is that along the way there will be days
when the job doesn’t seem so awesome. Whether it’s long days in poor weather for
bad pay, uncooperative passengers, a slow month, or being away from family and
friends, eventually everyone will need a morale boost. Talking with other people in
the industry can keep you excited about the job, the future, and learning from the
experience of others. It can be hard to share what we go through to people who
don’t fly; being able to call on other aviators to share the highs and lows of pilot life
can be cathartic.
Fly everyday like it is your first and last. When someone loads their entire family
38
V E R AG E O F
100
CO TH
L
BA
E
LO
HE
LIVERING G
LIC
OPTER IND
ISS
UE
S
DE
ANNIVERSA
RY Y
US
EAR
T
RY
20
16
MY INSIGHTS
aboard a helicopter and turn to the pilot-in-command with a beseeching look of

concern and trust, and say, “Keep my family safe.” It should make the importance
of the job quite real. No matter how routine the flight, always demand a level of
professionalism and safety from yourself that is unwavering. Preflight every day
like it’s the first time you have ever laid eyes on the machine. Fly every takeoff as
meticulously and cautiously as a student taking a check ride; if you do, others will
notice. Most important, make decisions based well within your ability, decisions you
would feel comfortable defending in front of God and the FAA if something went
wrong. This is the true challenge of many low-time jobs that are highly repetitious.
As goes the old adage from The Lion and the Fox, ‘Familiarity breeds contempt.’ It
is a good idea to have a routine to prepare your mind before flying. Whether it is the
act of putting on a helmet, headset, or flight-gloves, or counting off the points of a
walk-around, anything that zeroes your focus just like the ceremonious motion of a
professional baseball player as he steps up to bat. There should be nothing on the
mind besides the task at hand.
Get to know your machine and your mechanic. Inevitably things on helicopters
wear out and break. Being able to communicate to a mechanic how a machine is
performing in an unusual manner can not only save a crew frustration, but time and
money as well. Build a high level of understanding by watching mechanics work, and
pay attention to how they describe things. When it comes to communicating concerns
to a mechanic be specific to an absurd degree. Provide any description possible;
sound, feeling, analogy, pictures from a camera phone, audio recordings, or all the
above. I have on multiple occasions recorded odd sounds coming from a helicopter
and sent them out to A&P’s along with photos and descriptions if there is something I
am unsure about. It usually helps.
Come to work prepared to fly any kind of job and be out all day. Whether due to
unexpected breakdowns, poor weather, a last minute booking, or just being more
available than the next guy, it is important to always be prepared. When things like
hunger, thirst, and comfort begin to influence aeronautical decision making, situations
become unsafe. Having a bag with a warm layer, sunscreen, plenty of water, food,
phone charger, etc. can ensure a level of preparedness that will increase personal
performance and availability. Being the most ready to go (or not go) is an important
characteristic in a pilot.
The most important piece of advice I was given by an experienced pilot was to
enjoy the journey. It is easy for new pilots to get lost in a race to the finish line. One
day you may be flying heavy lift helicopters in the jungles of Papua, or swooping in
to rescue the innocent in a twin-engine H-EMS ship, but if you lose sight of the fact
that today you are flying and getting paid to do it, you will miss a lot of little pleasures
along the way. I’ll take the view out the windscreen of a Robinson R44 over the office-
building window I used to stare out of any day. HO
39
V E R AG E O F
100
CO TH
L
BA
E
O
HE
L
LIVERING G
LIC
OPTER IND
ISS
UE
S
DE
ANNIVERSA
RY Y
US
EAR
T
RY
20
16
EMERGENCY PROCEDURES
EMERGENCY
SITUATIONS AND
PROCEDURES B Y J U A N C U M P L I D O VA LV E R D E
I
n aviation, just like in life itself, there are always different valid approaches to any
situation and that also happens in emergency situations in helicopters.
Flight Manuals of course consider this axiom and in their emergency chapters
specify in some way that “The pilot may deviate from these procedures if judged
necessary under the given circumstances (specific failure condition, outside factors,
and type of terrain overflown).
Although the procedures contained in this section are considered the best
available, the pilot’s sound judgement is of paramount importance when confronted
with an emergency.”
This important part of the flight manual (FM) is sometimes disregarded by
instructors and examiners that stick to procedures as if they were stiff, which they are
not as we have seen written on the FM’s pages.
The simulation industry is growing as simulators become cheaper to use with
advances in technologies. Training on them should be regarded as a new and safe
way to try different techniques to handle emergencies. Despite the flexibility of
simulation, some simulator instructors are still reluctant to try new approaches to
emergency training.
Of course some emergencies are so straight forward that there is no need to
deviate from the procedures described in the FM, but others offer a wide band of
circumstances and considerations that make them worth evaluating some, maybe
small changes, from the standard flight manual procedure.
Let´s consider tail rotor failures. The anomalous situation may run the gamut
of circumstances; from total loss of drive shaft to stuck pedal, from little thrust to
maximum thrust..
If we think about total loss of thrust in our tail rotor, in many helicopters the main
consideration is that we need to autorotate. That is clear to all pilots but we can
establish different types of autos. Most all instructors train their students or line pilots
on straight forward autos to an airfield with a nice long runway when dealing with tail
rotor failures. If you have enough speed you can keep flying to reach such a suitable
place and program your auto after calling out for emergency and rescue teams to
help out in case something goes wrong during touchdown.
40
V E R AG E O F
100
CO TH
L
BA
E
LO
HE
LIVERING G
LIC
OPTER IND
ISS
UE
S
DE
ANNIVERSA
RY Y
US
EAR
T
RY
20
16
EMERGENCY PROCEDURES
Sadly, there is not much real autos training once you come out of school and
start flying twins and most training is done in simulators. Simulator training is
never like the real thing when you have to deal with maneuvers that require sharp
references on height above ground.
Trying to solve a total tail rotor failure by means of a 2000 ft. AGL auto, means
that you have to control attitude, speed, RRPM according to weight, gliding
distance so that you don’t fall out of the planned runway … all that while falling
2500 ft/min during almost one minute … a lot of things that require a lot more
proficiency than if you decide a low level auto.
Low level autos are quite straight forward and don’t require much ability, and
last but not least, you don’t even have the time to get your flight parameters out of
healthy values. No chance to get out of the runway, very hard to lose or rise RRPM
to dangerous values, no time to develop a high rate of descent … If you are not
doing so during your training sessions, why not give it a chance? FM says that for
tail rotor total loss you need to autorotate, but it does not say that you have to do it
one or two thousand feet AGL.
Then we have stuck pedal in different positions, from very little thrust to a great
amount. If you are lucky enough you might end up stuck with the right value to
hover and then your problem is solved.
Of course if you fly a helicopter with some kind of manual control on engine
throttle you are lucky, since you may adjust that value to what you need to maintain
your helicopter straight during touchdown but, what do we have for helicopters
with control levers or FADEC? Most FM´s for those helicopters say that if your nose
moves to the “bad side” depending on which side your blades turn, you are again
involved in autos …which most pilots try to avoid when in the “real world”.
Again, there are chances in the “middle path”. Of course, the nearest you are
to very little or no thrust on your tail rotor, the most is the need to autorotate, but
let’s say that your nose moves to the “bad side” when you are not very fast over
a nice runway. Why not wait while “flying the mast” until we stop the longitudinal
movement of our heli and then, touch down while your nose is more or less slowly
turning given that the runway permits sliding when you have skids. Next time you
are in a sim you might like to give it a try.
As we said at the beginning, to solve an emergency you don’t need to stick to
the written procedures described in your flight manual, if you find a safer
way that fits to your proficiency and capabilities. Simulation provides the
opportunity to try different techniques and develop decision-making to address
the particular situation.
Always fly safe and don’t forget that your best tool for safety is training and
common sense. HO
41
V E R AG E O F
100
CO TH
L
BA
E
O
HE
L
LIVERING G
LIC
OPTER IND
ISS
UE
S
DE
ANNIVERSA
RY Y
US
EAR
T
RY
20
16
THE EVOLUTION
OF THAI AVIATION
SERVICES
Servicing rigs for the offshore

gas industry in the Gulf
of Thailand, Thai Aviation
Services is in the final stages
of its re-invention. A total fleet
replacement with seven new
Sikorskys, in two types, comes
on top of an organizational
evolution that replaces a
partnership with independence
and total local ownership.
S TO RY BY L E I G H N E I L
PH OTO S BY N E D D AW S O N
43
AGE OF T
100
ER H
V E
O
C
H
EL
L
GLOBA
ICOPTER
ISSUE
S
G
IN
IN
R
E D
U
IV ST
RY• DEL
M
or many years, Thai Aviation Services (TAS) has
operated in a partnership affiliation, in which partner
CHC held a minority shareholding. That partnership
has been dissolved under a mutually agreed plan that
sees TAS now wholly Thai owned and independent of
CHC. Having transitioned its heavy category operations from S61s to
S92s some four years ago, Thai Aviation Services is now also replacing
its six legacy S76s with a fleet of five new S76Ds. Craig Havas, Deputy
Managing Director – Operations, explained the reasoning behind the
decision to re-equip the fleet with the new models, “The 92s and the 76s
are really two different stories.”
“The 92s were decided on approximately five years ago when we
were working with a customer to amalgamate our two bases into
one. Obviously the S61 is a legacy aircraft and we were finding that
sourcing parts for it was becoming increasingly difficult. We needed
a replacement for that aircraft, not only with increased performance
but also with newer technology etc. with all those safety benefits. We
decided on the S92 after considering a number of potential replacement
44
AGE OF T
100
ER H
V E
O
C
H
EL
L
GLOBA
ICOPTER
ISSUE
S
G
IN
IN
R
E D
U
IV ST
RY• DEL
45
AGE OF T
100
ER H
V E
O
C
H
EL
L
GLOBA
ICOPTER
ISSUE
S
G
IN
IN
R
E D
U
IV ST
RY• DEL
types and the 92 virtually sells itself. Its range and payload far exceed what we
could possibly use here, while its technology is superior to many of the competing
types in the same weight category. It is a good fit that easily replaced the S61 and
its capabilities meant we did not even have to adjust our flight schedule that much.
To be honest, the S92 is almost ‘overkill’ here, as we’re not utilizing it to the full
extent of its capabilities. While seat utilization percentage is in the 90s, payload
utilization percentage on our operations is only in the 70s. We went ahead and got
two 92s four years ago and the type has exceeded our expectations ever since then,
performing extremely well. Don’t misunderstand me, it’s not that we’re really under-
utilizing the S92; a large proportion of the payload oversupply is simply due to the
fact that the average rig worker in Thailand is probably around half the weight of
the average carried in North Sea operations. With nineteen seats filled, that’s a
major weight reduction compared to a North Sea flight.”
SEPARATION
With the S92s doing so well, TAS started to look at what they were going to do
with the fleet of S76C++s. After a successful 30-year partnership, differences in
visions for the future direction of the partnership led to both TAS and CHC agreeing
that the shift to independence was the best direction for TAS, moving forward.
Replacing the rest of the fleet was an integral part of preparing for a successful
independent future and Havas elaborated, “The C++s were starting to age and we
started to look for a replacement for those machines. They were all around the
10,000hr mark and we have learned from operating every S76 model from the
S76A onward - starting right back in the ‘80s - that once a 76 gets to ten or eleven
46
AGE OF T
100
ER H
V E
O
C
H
EL
L
GLOBA
ICOPTER
ISSUE
S
G
IN
IN
R
E D
U
IV ST
RY• DEL
47
AGE OF T
100
ER H
V E
O
C
H
EL
L
GLOBA
ICOPTER
ISSUE
S
G
IN
IN
R
E D
U
IV ST
RY• DEL
48
AGE OF T
100
ER H
V E
O
C
H
EL
L
GLOBA
ICOPTER
ISSUE
S
G
IN
IN
R
E D
U
IV ST
RY• DEL
49
AGE OF T
100
ER H
V E
O
C
H
EL
L
GLOBA
ICOPTER
ISSUE
S
G
IN
IN
R
E D
U
IV ST
RY• DEL
thousand hours, the bugs start to come out. The C++s have served us well and done
a great job over the last eight or nine years but we didn’t want to put ourselves in
the position of having to start carrying out major maintenance and overhaul on the
whole S76 fleet. When we started looking at replacements, the leading contenders
were types like the AW139 and the Airbus H175. We were somewhat impressed
when we tested them but there was just something missing out of them. One factor
for serious consideration was that we wanted to keep to the same OEM if possible;
obviously preferring to not have a fleet consisting of products from two or more
OEMs. That, in conjunction with the fact that we’ve been a dedicated Sikorsky
operator for thirty years, turned the conversation towards the –D model.”
Havas admitted that, during the early stages of the selection process, the AW139
was the frontrunner and concerns were held about the 76D being late, the status of
its final certification and its having a few deficits in specification and equipment. He
explained though, that as time and the process continued, Sikorsky resolved those
issues and made a few changes to the –D model. The result was that it gradually
emerged as the frontrunner and the eventual selection to replace the legacy 76s.
A DIFFERENT PARTNERSHIP
In what Havas believes was an industry first, TAS worked very closely in
partnership with their major customer to put out a joint tender for a fleet
replacement. Both parties were fully involved in the management and evaluation
of the tender and Havas outlined the ways in which the tendering partnership
benefitted both operator and customer. “We were very transparent with the
customer, fully revealing and explaining everything, from the way the aircraft leases
work and their cost structure, how PBH is structured and even our cost base. In
return we got their assistance in managing a fairly large fleet tender, negotiations
with lease companies and PBH providers etc. A company the size of our customer
has a lot of pull so that assistance was very valuable. Timing was also fortuitous
50
AGE OF T
100
ER H
V E
O
C
H
EL
L
GLOBA
ICOPTER
ISSUE
S
G
IN
IN
R
E D
U
IV ST
RY• DEL
Advantages that the S76D offers over the outgoing 76C++
are numerous, but Havas sees the superior advanced
technology as the most notable, and offering the greatest
advance in safety.
as this was a couple of years ago when the industry was in a downturn, so lease
companies and manufacturers were fully prepared to participate and negotiate.
Eight leasing companies put in tenders and we went through a three-stage
evaluation process with the top four tenders. We picked the top four based on the
total package, not just pricing, so we considered factors like how much support
they could provide us and how much value-added component they could give us.”
When the process was concluded, Milestone Aviation Group was the successful
bidder and became the lessor for not only the five new 76Ds, but also the two S92s.
One S92 was already on lease from Milestone so a further S92 was included in the
new lease to replace the S92 previously supplied by CHC. Obvious benefits
accrue from having a single aircraft OEM and a single lease provider for the entire
fleet, simply due to economies of scale. These benefits include efficiency and
cost of training, number and cost of parts on site and even some limited parts
commonality between types. Transitioning personnel between both new types
52
AGE OF T
100
ER H
V E
O
C
H
EL
L
GLOBA
ICOPTER
ISSUE
S
G
IN
IN
R
E D
U
IV ST
RY• DEL
Year: 1981
S/N: 51400
TTAF: 10863.7
Location: PNG
Great looking Bell 206L-3 refurbished late 2012.
Equipped with cargo hook.
ENGINE 250-C30P TSN: 5825.7
AVIONICS:
VHF COM King KY 196A
VHF COM King KY 196A
AUDIO King KMA 24H
HF COM Icom IC F7000
FM COM Tait 2000 11
TPX KT76A
GPS Garmin 196
ELT Artex 110-406
Satellite tracking Spidertracks
INSPECTION: Next maintenance action: 50 h-
Inspection at TT A/C 10874.9
ADDITIONAL EQUIPMENT AND FEATURES:
Onboard Cargo Hook
Dart Baggage Compartment Extender
Dart Mirror Kit
Whelen Siren
Dart PAX Access Steps LH and RH
FOR MORE INFO
Dart Access Steps LH and RH
Dart Maintenance Steps LH Fwd and Rear, RH Fwd and Rear Pacific Helicopters Limited
Airport Road
INTERIOR: Beige and Grey
P.O Box 342, Goroka
PILOT(S)/ PASSENGERS: 1/6 Eastern Highlands Province
Papua New Guinea
EXTERIOR: Red with white Landing Gear
t: (675) 5321833
REMARKS / MISCELLANEOUS: The helicopter was f: (675) 5321503
refurbished internally and externally November 2012 as
e: dom@pacifichelicopters.aero
well as a new Wiring Loom fitted. The aircraft is operating,
why the condition and component times will be subject to
changes depending upon such operations.
53
and the legacy types is also simplified and less expensive due to the similarities in
designs and systems.
Advantages that the S76D offers over the outgoing 76C++ are numerous, but
Havas sees the superior advanced technology as the most notable, and offering
the greatest advance in safety. Because the 76Ds are brand new aircraft, they are
also expected to offer greater reliability than the C++s. The new type’s Pratt &
Whitney PT6 powerplants should be well supported, while Havas reports a drop
in the level of support provided by Turbomeca for the engines in the older type.
The –D model is much quieter than the –C, thanks in part to the new engines but
also largely due to the newly designed quieter tail rotor. Havas has flown the new
machine just once but has spent a lot of time in the simulator and is enthusiastic
about the 76D as he normally flies the S92. “I like the aircraft,” he stated. “The
technology on it is great, the automation systems, the avionics system has a lot
of very cool features which I think we’re going to be able to put to very good use
here in our operation. The pilots are going to love it, they like playing with new
toys. The new engines are great and noticeably more powerful. Even in the limited
operations we’ve done with it so far, the pilots have commented on the significant
amount of additional power.
S-76D TRANSITION
HeliOps also had the opportunity to talk to Ashley, technical training instructor
for TAS. He is a licensed AME in both Canada and Australia and holds all S76 type
endorsements. He is overseeing the engineering introduction of the S76D and
discussed his thoughts on the new type. “I think it’s a fine aircraft and I think the
new engines will prove to be robust.” He does admit to holding a personal opinion
54
AGE OF T
100
ER H
V E
O
C
H
EL
L
GLOBA
ICOPTER
ISSUE
S
G
IN
IN
R
E D
U
IV ST
RY• DEL
55
AGE OF T
100
ER H
V E
O
C
H
EL
L
GLOBA
ICOPTER
ISSUE
S
G
IN
IN
R
E D
U
IV ST
RY• DEL
56
AGE OF T
100
ER H
V E
O
C
H
EL
L
GLOBA
ICOPTER
ISSUE
S
G
IN
IN
R
E D
U
IV ST
RY• DEL
57
AGE OF T
100
ER H
V E
O
C
H
EL
L
GLOBA
ICOPTER
ISSUE
S
G
IN
IN
R
E D
U
IV ST
RY• DEL
58
AGE OF T
100
ER H
V E
O
C
H
EL
L
GLOBA
ICOPTER
ISSUE
S
G
IN
IN
R
E D
U
IV ST
RY• DEL
59
AGE OF T
100
ER H
V E
O
C
H
EL
L
GLOBA
ICOPTER
ISSUE
S
G
IN
IN
R
E D
U
IV ST
RY• DEL
that the –D model has been a little rushed in the final design stages in order to meet
certification, including the retention of some legacy features that had originally
been slated for change in the new type. He also points out that the retention of
those features does, however, offer the advantage of aiding in a more seamless
transition to the new type, with less new material to be learned and adapted to. The
largest learning for everybody,” he opined, “is that you’ve now got seven DC power
buses, a new type of computer, four MFD screens - which look wonderful – and a
fully integrated cockpit, which I think is great. The seats are a great improvement,
the egress windows are larger; those are all improvements.”
The –D model also uses totally new main rotor blades that incorporate a
composite spar, an integrated drooped tip and more sweep. Both main and tail rotor
blades are also capable of anti-ice protection, although it is not foreseen that such
a system will be fitted to TAS machines. Ashley believes the greatest problem that
will be faced with transitioning to the new type is in sequencing. The new systems
are critically demanding in the sequence in which items are switched on or off and
60
AGE OF T
100
ER H
V E
O
C
H
EL
L
GLOBA
ICOPTER
ISSUE
S
G
IN
IN
R
E D
U
IV ST
RY• DEL
the sequencing is often completely different to that utilized in the legacy S76s.
Incorrect or rushed sequencing could result in system failures or problems and
Ashley stated that Sikorsky has warned TAS that the issue is one to be very aware
of when converting to the new type.
There are only two heli-decks in the Gulf of Thailand that are unavailable to the
bigger S92s, due to deck size, but the 92s are able to service all the other twenty
to thirty rigs in the area. The average distance offshore for the rigs is around 120nm
so well within the range of the big machine and its massive payload capability
means that there are opportunities to work with the customer to increase efficiency
by fine-tuning the scheduling and replacing multiple S76 flights with fewer S92
flights. This fine-tuning is an on-going process as the new 76D is established into
service, while TAS and the customer both closely monitor the operations. Because
the customer has very tight contracts for the supply of gas to the Thai government,
efficiency is very closely monitored. Havas reports that TAS is held to what he
believes to be the most stringent on-time-departure regime anywhere in the world.
61
AGE OF T
100
ER H
V E
O
C
H
EL
L
GLOBA
ICOPTER
ISSUE
S
G
IN
IN
R
E D
U
IV ST
RY• DEL
The requirement is for an aircraft to be wheels-up no more than five minutes
outside the scheduled departure time and if it is later by even one minute, Havas is
required to explain why. “We track and explain our delays to the minute and there’s
no-one else in the world running a KPI regime on on-time departures and aircraft
availability like we are.”
SCHEDULE
The first flight of the day departs at 6:30am and operations continue until
last light. Passenger flights cease at the end of daylight and the only night flights
TAS carries out are medevac missions. Havas outlined the usual flight schedule,
“Wednesday, Thursday and Friday are our busy days, when we’ll have eighteen to
62
AGE OF T
100
ER H
V E
O
C
H
EL
L
GLOBA
ICOPTER
ISSUE
S
G
IN
IN
R
E D
U
IV ST
RY• DEL
63
AGE OF T
100
ER H
V E
O
C
H
EL
L
GLOBA
ICOPTER
ISSUE
HELIOPS FRONTLINE 17
S

G
IN
IN
R
E D
U
IV ST
RY• DEL
twenty flights. Saturday and Sunday that’ll drop to around twelve to fifteen flights,
as will Monday as the week gets of to a slow start.”
“Flights are scheduled fifteen minutes apart, all within that 5-minute departure
KPI, and we end up with three or four waves per day. By the time the aircraft are
getting back it’s usually around four or five o’clock at night and most flights are
approximately two hours duration, with the furthest flights to the 150km-distant
northernmost platform being a three-hour return trip. We fly at ICAO standard
altitude allocations with odds on the way out and evens on the way back. The 92
really likes the five to seven thousand altitude in the tropics, it gets you out of traffic
so air traffic control likes it too, so we’ll be from 3,000 to 7,000ft heading out and
2,000 to 6,000ft returning.”
Apart from other TAS flights, traffic is not particularly heavy in the area. “The
only other offshore helicopter traffic is mainly to the south of us but there are three
flights a week to a PTT rig that operates from our field at Songkhla,” reported
Havas. “Back here in Nakhon it’s a different story though, there’s a very busy
commercial flight schedule into here with around twelve B737 and A320 flights in
and out of here each day, plus the military traffic so it’s a very busy place. In fact,
air traffic control will tell you it has one of the highest numbers of traffic movements
per day of anywhere in Thailand, not including the main international airport.”
Flights are monitored using the Sky Connect and Skytrac systems, with future plans
including the possible standardization to just one of those systems. The S76Ds
come with Sky Connect already installed while the two S92s are fitted with Skytrac,
so the likely outcome would be the transition to fleet-wide Sky Connect, although
Havas does admit a slight preference for the Skytrac system.
64
AGE OF T
100
ER H
V E
O
C
H
EL
L
GLOBA
ICOPTER
ISSUE
S
G
IN
IN
R
E D
U
IV ST
RY• DEL
65
AGE OF T
100
ER H
V E
O
C
H
EL
L
GLOBA
ICOPTER
ISSUE
S
G
IN
IN
R
E D
U
IV ST
RY• DEL
66
AGE OF T
100
ER H
V E
O
C
H
EL
L
GLOBA
ICOPTER
ISSUE
S
G
IN
IN
R
E D
U
IV ST
RY• DEL
67
AGE OF T
100
ER H
V E
O
C
H
EL
L
GLOBA
ICOPTER
ISSUE
S
G
IN
IN
R
E D
U
IV ST
RY• DEL
There are between two and three thousand workers on the offshore rigs in the
gulf and each year TAS carries out 120,000 to 130,000 offshore personnel transfers.
TAS’s full turn-key operation includes management of the facility, provision of all
services including passenger check-in and baggage handling as well as the planning
and management of the flights. There are about seventy pilots based at Nakhon,
with a further six or seven flying from the base at U-tapao international airport.
Almost all the pilots work an equal-time rotation of either three on - three off or six
on - six off, with just a couple of pilots working twenty on and ten off. Forty-five
engineers works equal-time rosters to maintain the TAS fleet, while around fifteen
civil aviation licensed dispatchers work twenty on – ten off.
Counting all the additional administration personnel, Havas estimates a total
staff on Nakhon base of about 200 people. Facilities at Nakhon include the OTC, a
purpose built accommodation and training facility right on the beach that includes a
restaurant, gymnasium, bar, convenience store and swimming pool. Havas explained
that during the early stages of setting up the base, Nakhon was not as developed as
many other provinces so the company decided to build their own accommodation
and to include everything else to minimize the expense and maximize the usability
of the facility.
NATIONALIZING
In earlier days during the partnership with CHC, the pilot roster comprised about
98% ex-pats but TAS has been implementing a nationalization program over the
last five years and is the only operator in Thailand to include an ab-initio training
program. Candidates are selected from university and a small group is selected
68
AGE OF T
100
ER H
V E
O
C
H
EL
L
GLOBA
ICOPTER
ISSUE
S
G
IN
IN
R
E D
U
IV ST
RY• DEL
for flight training after multi-phase testing that reduces a pool of 70 – 80 suitable
résumés to a group of just four or five successful program entrants. TAS has spent
over 700 million baht training over 80 pilots from ab-initio level since the program
began and the vast majority of them were trained at Chinook Helicopters in Canada.
Havas is highly complimentary of the service provided by Chinook and explains that
the selection of that company was made after looking at a large number of flight
training facilities.
“We have a history of involvement with Canada, due to our long partnership with
CHC, and Transport Canada has always been supportive. Considering the cross-
cultural requirements of training pilots from other countries as well, Chinook was
the best-placed to do it for us. Cathy, who runs Chinook, has a lot of experience in
training people from other countries. The location is important too. The students
get to fly in the mountains, in the snow, in icing, in hot weather, in cold weather.
They get a really well rounded syllabus and a varied education in helicopter flying,
which we consider to be a significant benefit.” The nationalization program extends
throughout the company and is not limited to the flying personnel. Several highly
experienced ex-pats are numbered among the engineering staff and they are all
designated as training staff, although they work the line alongside the Thai national
engineers. This is aiding the smooth implementation of the nationalization program
while maintaining the highest engineering standards possible.
With a revised ownership structure, brand new fleet and a well-thought out and
executed nationalization program, Thai Aviation Services is a company that has
virtually re-invented itself and is undeniably positioning itself for a successful and
stable future. HO
69
AGE OF T
100
ER H
V E
O
C
H
EL
L
GLOBA
ICOPTER
ISSUE
S
G
IN
IN
R
E D
U
IV ST
RY• DEL
PH OTO S BY A L E X M L A D E N OV
Bulgarian pilots speak very
enthusiastically about the AW139, a
helicopter that demonstrates superior
performance under all conditions.
THE BULGARIAN BORDER POLICE IS AMONG THE LATEST

FRONTIER SERVICES IN EUROPE TO ESTABLISH
ITS OWN AVIATION ELEMENT, SPECIALIZING IN
PATROLLING AND SURVEILLANCE FROM
THE AIR. KRASIMIR GROZEV AND
ALEX MLADENOV REPORT ON ITS
FLEET AND OPERATIONS.
71
AGE OF T
100
ER H
V E
O
C
H
EL
L
GLOBA
ICOPTER
ISSUE
S
G
IN
IN
R
E D
U
IV ST
RY• DEL
T
he Bulgarian Ministry of Interior’s Chief Directorate Border Police has
in its structure an air unit established in April 2009 with its main base
located at Sofia Airport – North Area. The Specialized Air Surveillance
Unit (SASU) operates a four-strong fleet of Italian-built helicopters.
They sport the most modern law enforcement technologies
implemented as a result of the so-called ‘Schengen project’ and they have proved
their worth in daily operations. The main SASU task is to protect the increasingly
problematic southern external borders of the European Union; the small air unit
is tasked to support the efforts of the international ground and sea patrol forces
securing the Bulgarian borders with neighboring non-European Union (EU) states.
The so-called ‘Schengen borders’ of Bulgaria, also referred as external EU borders
include the borders with Turkey in the south, Serbia and the Former Yugoslavian
Republic of Macedonia (FYROM) in the east. Another designated patrol areas for
the SASU are the country’s Black Sea coastline in the east and the Danube river
borders to the north.
MAIN MISSION
SASU’s main mission is conducting surveillance from the air to detect and track
people, vehicles and vessels that crossed the state border illegally or are performing
other forms of illegal offences such as smuggling and contraband of drugs.
The main threat since 2011 is related to the strong migration pressure that
has been experienced on the 259km (140nm) long border between Bulgaria and
The two fully-
Turkey. It sees masses of illegal migrants coming from Africa and Middle East
equipped AW109Es
areseen here at Sofia
(from countries such as Afghanistan, Iran, Iraq, Pakistan and Syria), trying to break
Airport having just through the guarded frontiers of the European Union (EU). The pressure sharply
completed their
delivery flight to
Bulgaria in December
2010.
SASU pilots with former
Mi-24 background
found the AW109E to
be a very agile and
responsible helicopter.
AGE OF T
100
ER H
V E
O
C
H
EL
L
GLOBA
ICOPTER
ISSUE
S
G
IN
IN
R
E D
U
IV ST
RY• DEL
75
AGE OF T
100
ER H
V E
O
C
H
EL
L
GLOBA
ICOPTER
ISSUE
S
G
IN
IN
R
E D
U
IV ST
RY• DEL
The extensive
mission suite of
the AW109E in
the border patrol
configuration also
includes emergency
floatation gear to
enable operations
increased in 2013 and 2014, while the situation in 2015 and 2016 remained equally
over the Black Sea.
tense, necessitating the Bulgarian Land Forces to be engaged to assist the Border
Police in the border protection mission. Bulgaria is an attractive territory for such
category of people coming from the Middle East. Once they enter illegally and
escape being detained and registered, these migrants with unclear backgrounds
have more or less the freedom to travel to all the other EU member states because
there is no border control at the EU’s internal orders. In 2015 some countries in
Europe restored the border control in order to control to some extent the rapidly
increased migration wave.
In mid-2015, the SASU moved to a truly modern base, including a spacious
maintenance hangar and administrative building. This is today the main operating
and maintenance base at Sofia Airport – North Area. It was constructed utilizing
generous EU funding granted under the so-called External Borders Fund facility.
Today the Sofia-based SASU helicopters are also responsible for patrolling the
Serbian and FYROM borders and a host of other support missions. They also
use a forward operating base at the city of Kyustendil. In turn, Bezmer airfield is
maintained as the secondary permanent SASU base, responsible for the border
patrol operations along the Turkish border and Black Sea coastline. To facilitate the
patrolling activity in the region, a forward operating location was established in the
city of Elhovo near the border and another one is to be set up in Burgas.
The SASU commenced regular flight training operations in January 2011, with a
pair of its new helicopters that then were quickly deployed the following month to
the forward operational base at Bezmer, a military airbase situated not far from the
rather problematic border with Turkey. At Bezmer the SASU flight crews initially
started in February 2011 their in-country flight training under the supervision of
skilled instructors provided by then AgustaWestland (now Leonardo Finmeccanica).
The first operational patrol missions were reported by the SASU already during
March that year. In 2012, Bezmer was given the status of a permanent base.
76
AGE OF T
100
ER H
V E
O
C
H
EL
L
GLOBA
ICOPTER
ISSUE
S
G
IN
IN
R
E D
U
IV ST
RY• DEL
ABOVE &
BEYOND.
At home or abroad, big screen or small screen, we’ve got your aerial filming needs covered.
With a fleet that ranges from AStar helicopters to Sikorsky and Leonardo models, we have
the camera and picture ships you want. We work with the most experienced camera
operators, aerial coordinators, and pilots, and use the most advanced aerial production
equipment for both rotor and fixed wing aircraft. No matter the location, we’ve got the
solution. Contact our Production Department at +1 818.902.0229 or film@helinet.com and
see how we go above and beyond.
HELINET.COM
77
AGE OF T
100
ER H
V E
O
C
H
EL
L
GLOBA
ICOPTER
ISSUE
S
G
IN
IN
R
E D
U
IV ST
RY• DEL
BORDER PROTECTION MISSIONS
The SASU concept of operations, strongly influenced by the German Federal Police expertise and
experience, includes three principal types of operational sorties, named E-1, E-2 and E-3. The first of
them, E-1, is characterized an urgent mission, prompted by a developing emergency situation at the
border and using a helicopter held on QRA at available at a forward operating location. It is scrambled
to provide air support to the surface patrol forces engaged in pursuit of illegal migrants crossing the
border or smugglers detected in the area of responsibility who are trying to escape from the ground
patrols. The second one, E-2, is known as a routine scheduled border patrol mission while the third
one, E-3, calls for undertaking reinforced surveillance within a pre-designated border sector, looking
for signs of illegal activity such as border crossings of immigrants or smuggling of goods.
In addition to the core business of the SASU, the border patrol missions, its well-equipped for
round o’clock surveillance helicopters are considered valued assets of the Bulgarian MoI that have
already been used on several occasions to enhance its law enforcement capabilities throughout the
country. Both the AW109 and AW139 have conducted various law enforcement operational missions
on on-demand, on behalf of other MoI directorates and even other ministries and government
agencies in Bulgaria.
The most prominent of these so-called non-core missions of the SASU are the fire monitoring and
fire area mapping as well as the rapid transportation of MoI’s ‘Red Berets’ special counter-terrorist
unit. The AW139 has also been used as an airborne sniper platform. The SASU helicopters have also
saw use in some drug-hunting missions in border areas, detecting from the air fields planted with
marijuana hidden in otherwise inaccessible mountainous locations along Bulgaria’s south-western
borders. Border Police, however, does not reveal details on the diverse and largely secretive anti-crime
operations carried out by its air support unit.
A close-up view to the turret of the FLIR Systems Star SAFIRE

housing a multitude of high-tech sensors.
This is the AW139’s dedicated sensor operator console. It

sports an innovative and lightweight design, allowing the
cabin to retain seating for up to 12 passengers. Here the
console’s 20-in display showing the image derived from
the HD TV sensor of the Star SAFIRE HD FLIR system.
FLEET
The SASU has two fully-equipped AW109E Power 3-tonne light twin-engine
helicopters, wearing the military-style serials ‘514’ and ‘515’. These were delivered
in December 2010 to the Bulgarian Ministry of Interior’s (MoI) Border Police Chief
78
AGE OF T
100
ER H
V E
O
C
H
EL
L
GLOBA
ICOPTER
ISSUE
S
G
IN
IN
R
E D
U
IV ST
RY• DEL
The Need for Speed Helicopter operations do not make high-
speed, reliable connectivity easy to achieve.
The rotor blades have a habit of getting in the
way and, until now, the vibration filled in-flight
environment has limited the ability of helicopters
to connect to new, high-bandwidth networks.
There is however a scalable, lightweight, reliable
solution from Honeywell. Find out how our
Aspire 200 High-Data Rate software package is
making the possibilities of fast, reliable helicopter
connectivity a reality.
© 2016 Honeywell International. All rights reserved. aerospace.honeywell.com/helo-satcom
79
AGE OF T
100
ER H
V E
O
C
H
EL
L
GLOBA
ICOPTER
ISSUE
S
G
IN
IN
R
E D
U
IV ST
RY• DEL
For SASU pilots with
former Mi-24 and
Bell 206 background
transition to the all-
digital cockpit of the Directorate together with a AW139 6.4-tonne medium twin helicopter, wearing the
AW139 proved to be
serial ‘520’, which was accepted in November that year. These helicopters were
a great leap forward.
procured by the Bulgarian government under the EU-funded ‘Schengen Facility’ Aid
Program (run between 2007 and 2010). SASU’s two AW109Es and the sole AW139
helicopters were originally procured by the Bulgarian Ministry of Finance on behalf
of Ministry of Interior, utilizing European Union (EU) financial aid in the amount of
75% of their price while the Bulgarian government provided the rest of the funding.
According to official information released by the Bulgarian Government in January
2011, their total price is exceeding Euro 29 million.
The two types feature nearly identical mission equipment outfit for day/night
border surveillance and patrolling. The installation includes the FLIR Systems
Star SAFIRE High-Definition (HD) day/night sensor payload, search/weather
radar, NVG-compatible cockpits, moving map displays, SX-16 searchlight, external
loudspeakers, digital video downlink, video recorder, dedicated mission consoles
for a surveillance system operator and sophisticated integrated radio suite for
tactical communications and airborne command and control functions. Both
the AW109Es and the AW139 are also outfitted with floats for emergency water
landings when used for sea borders patrols. The main and most expensive mission
system onboard, the Star SAFIRE HD, is a gyro-stabilized, multi-sensor imaging
unit with a high megapixel resolution that significantly improves scene detail and
increases identification range. The high-tech sensor array housed in a large turret
includes a HD Medium-Wave Infrared (MWIR) sensor in addition to a HD TV and HD
low-light (LL) sensors. There are also three laser devices integrated into the turret
80
AGE OF T
100
ER H
V E
O
C
H
EL
L
GLOBA
ICOPTER
ISSUE
S
G
IN
IN
R
E D
U
IV ST
RY• DEL
CRITICAL VISION TECHNOLOGY
To see, to save and protect
TAP
FOR MORE
INFO
WORLD LEADING NEW GEN

SEARCHLIGHTS GYROSTABILISED
• Superior beam quality CAMERAS
& efficiency • Family of 200, 300 &
• Selectable internal 400mm systems
multi-mission filters • Single & multi LRU
• Optional dual TI/TV configurations
sensors • Leading multi-spectral
• Industry-best reliability sensors
• Fully exportable
trakkasystems.com
– rangefinder, pointer and illuminator. The turret unit is capable of pointing the
sensors in the full 3600 range of azimuth (i.e. in the horizontal plane) continuously,
and from 300 up to 1200 down in elevation. Gyroscopes built in the payload
stabilize the turret in order to dampen all helicopter-induced vibration and motion
effects, granting smooth and steady image even in the narrowest field of view
(FOV) that provides 120x scene magnification (zoom).
The airborne component of the line-of-sight digital video downlink system,
provided by UK Company, Enterprise Control Systems, produces a HD coded
orthogonal frequency-division multiplexing (COFDM) transmission. The downlinked
encrypted signal can have up to two video and audio signals embedded in it. The
video can be from a combination of standard-definition or high-definition video
sources. In addition to this, a GPS signal relative to the platform position is also
embedded, used by the directional antenna of the fixed ground station in a bid to
extend the range of received signal.
The ground component of the state-of-the-art downlink helicopter system
comprises of a fixed receiver station, also provided by Enterprise Control Systems,
used for receiving in real time high quality TV and infrared images in addition to the
audio and GPS information. The ground fixed station has a 20-inch HD display and
the border police units are also equipped vehicle-carried briefcase receivers.
Both the AW109Es and A139 are equipped with the Skyforce Observer MKII
system that provides highly detailed mapping and comes interfaced with the Star
SAFIRE HD to display the viewed footprint or point of impact on the map.
The much larger and heavier AW139 has considerably longer endurance
(up to five hours) and mission radius. It also features a more sophisticated mission
The AW109E suite including a double rescue hoist and rappelling rings, while its flight/navigation
has excellent
avionics incorporates an enhanced ground proximity warning system (EGPWS),
performance
including category
A performance up to
a maximum weight,
a priced feature
for border patrol
flights when the
aircraft takes off fully
fueled for maximum
on-station time.
Presenting Heliops Downloads
Click on the covers to have access to a whole new world
of possibilities at your fingertips.
Save it to iBooks, Kindle or any PDF reader – your magazine, your choice.
83
AGE OF T
100
ER H
V E
O
C
H
EL
L
GLOBA
ICOPTER
ISSUE
S
G
IN
IN
R
E D
U
IV ST
RY• DEL
A scan into the
AW109E’s cockpit
featuring a mixture
of analogue
and electronic
instruments traffic collision avoidance system (TCAS) and a Honeywell Primus 701 radar
in addition to
which is able to locate small targets at sea and can also provide useful overland
the Skyforce
Observer Mk II task ground mapping.
management moving The SASU has in its fleet another AW109E Power purchased with Bulgarian
map system on the
government funding; ordered in November 2008, it was delivered in March 2010.
central display.
This machine, serialled ‘511’ features the same configuration as the two ‘Schengen
Facility’ AW109s, albeit without the FLIR Systems Star SAFIRE HD payload, video-
recorder and mission console removable parts but has provisions in place for
retrofitting these at a later stage should a budget become available.
Despite their sophisticated mission suites, both the 3-tonne-class AW109E and
6.4-tonne-class AW139 proved to be relatively easy to support and demonstrated a
pretty good reliability performance in Bulgarian service.
OPERATIONS
Bulgaria has been a EU member state since 1 January 2007 and was originally
slated to join the Schengen zone (where the citizens of 26 European countries
are free to travel in and out of this zone as one single country sharing equal
international travel rights) as a full-right member in 2011. Its acceptance, however,
has been postponed for indefinite time. Notwithstanding, its borders with non-EU
states, Danube river and Black Sea borders are now considered as the outer borders
of EU, and the well-kitted SASU helicopters are being tasked to provide high-
tech support to the multi-national overall border protection effort against illegal
migration, contraband smuggling of goods and drugs and all other forms of trans-
border criminal activity Bulgaria has been facing.
All flying operations carried out by the SASU are done under military rules
84
AGE OF T
100
ER H
V E
O
C
H
EL
L
GLOBA
ICOPTER
ISSUE
S
G
IN
IN
R
E D
U
IV ST
RY• DEL
Partnered Solutions
Let our experience guide you Operating or Leasing solutions can

to a partnered solution from a be custom tailored for any mission
diverse fleet featuring some of the
most advanced helicopters in the
anywhere in the world to include:
industry. Era provides helicopters
and related services to third-party • Tip-to-tail maintenance support
helicopter operators and customers • Inventory and tooling support
in the United States, Brazil, Colombia, • Pilot and AMT training
Dominican Republic, India, Norway,
• Technical and reliability support
Spain and the United Kingdom.
• Flight crews
• Flexible financing options
www.erahelicopters.com
Safe, Efficient, Reliable

while the airworthiness of its helicopters is also supervised by the Bulgarian MoD’s
military aviation authorities. This is the reason the SASU helicopters to carry
military-style serial numbers while its pilots and technicians are also provided
with military-style licenses. All the SASU pilots and most of the technicians
are ex-military personnel, who flew or maintained during their military careers
the Mil Mi-2, Mi-8, Mi-17, Mi-14, Mi-24, Airbus Helicopters AS532 Cougar or Bell
206 helicopters.
The backbone of the SASU’s flight crews was formed back in 2010 by an initial
cadre of five ex-military aviators who retired from the BuAF and joined Border
Police’s newly-created air unit. They received their type-rating training on the
AW109E and AW139 at then AgustaWestland’s ‘A. Marchetti’ Training Academy
in Sesto Calende near Milan. In 2011 and 2012, they gained significant operational
flying experience and two of them received instructor ratings. Training of new SASU
pilots commenced in 2012, as the service hired a large group of ex-military pilots
in a bid to be capable of sustaining 24/7 quick reaction alert (QRA) operations at
several key locations alongside Bulgaria’s non-EU borders.
The SASU became capable of round the clock border patrol operating
capabilities after the unit completed Night Vision Google (NVG) training courses
for its most experienced aircrews in late 2015. The training was undertaken in
cooperation within the Frontex, which provided a skilled instructor pilot from the
German Federal Police. Frontex is the European agency, responsible for external
border security, which coordinates of the activities of the national border guard
services to ensure the security of the EU’s borders.
The SASU aircrews use the Bulgarian-made Optix Diana-A aviator NVG sets. In
fact, its most experience pilots have had some prior NVG experience accumulated
during their military carriers with the Bulgarian Air Force (BuAF) before retirement
to join the SASU in 2010. HO
TAP TAP TAP

E FOR MORE FOR MORE FOR MORE
INFO INFO INFO
HUMAN-MACHINE INTERACTION IS AN
IMPORTANT CONSIDERATION IN THE
DEVELOPMENT OF COCKPIT TECHNOLOGIES.
A.R. PRINCE EXAMINES THE ISSUE.
Touchscreens reduce
the feedback loop and
thus make control more
responsive, and are
a feature of futuristic
cockpits and concepts,
including the V-280
cockpit, and the Thales
Avionics 2020.
Source: Thales Group
89
AGE OF T
100
ER H
V E
O
C
H
EL
L
GLOBA
ICOPTER
ISSUE
S
G
IN
IN
R
E D
U
IV ST
RY• DEL
The modern helicopter cockpit
appears much simpler than that of
earlier generations with fewer discrete
instruments. This is because the cockpit
has been automated and automation in
aviation has been introduced specifically
for the purpose of simplification.
T
he highest level of displays began to proliferate and
automation attained in the the increasing volume of presented
civil sphere is in the large information became challenging.
jetliner, but unfortunately, However instrument technology
while automation has was also evolving. It began to allow
improved safety, it has also been a factor the condensing of information. The
in accidents. technology miniaturized electronics and
The underlying difficulty is the the displays became the electronic. The
interaction between the physical and the information processing capability of
non-physical. The physical is the cockpit the electronic display could and soon
and its systems, the non-physical the did go beyond just the condensing of
pilot’s cognition. The pilot is modeled information. It became multifunctional
in cockpit design through how it is with the information processing
considered he/she will perceive sensed happening without the pilot’s knowing.
information, comprehend it, and then The result was the pilot’s situational
act. The required sensed information in awareness began to decrease.
earlier years of aviation was a limited The modern systems manufacturer
amount and so it was easy for the pilot still seeks to improve the capability of
to be aware of all important aircraft electronic displays but it is a challenge
events. The pilot had what is called is to do so while ensuring the pilot
‘situational awareness’ and this enabled retains situational awareness. The most
the pilot to operate the aircraft with a capable display a manufacturer has
proficiency to ensure survival. yet developed is one which covers the
The pilot’s sense information was whole of the instrument panel. It is used
obtained from the scanning the various in the Bell V-280 military tiltrotor, which
electromechanical displays and from is due to fly in 2017. This display will be
looking out of the window. But as the discussed in more detail below. Another
aircraft evolved, sensors and their concept based on a single display is
90
AGE OF T
100
ER H
V E
O
C
H
EL
L
GLOBA
ICOPTER
ISSUE
S
G
IN
IN
R
E D
U
IV ST
RY• DEL
The Robinson R66 with the
Garmin G500H display.
Source: Robinson Helicopter
The Thales Top Deck, a modern
helicopter cockpit suite, also
used on a medium helicopter,
the 12-passenger Sikorsky S-76D.
from the French company Thales. It has over control to them but they did not
led to the four-display Avionics 2020 know the underlying system logic. In
concept, for a variety of aircraft types their lack of awareness they incorrectly
including helicopters of any size. The controlled the aircraft. Their experience
helicopter versions would be scaled- is in sympathy with that of many pilots in
down jetliner versions. similar situations, confusion about what
is happening and the expected future
AUTOMATED SYSTEM system actions and system logic.
Thales’ ability to scale displays From these experiences and greater
suggests that it has standardized understanding of human-machine
information presentation. This is interaction, industry is aware that
encouraging. The more standardized the confusion will occur when a complex
displays, the more definitive can be the logic-based system is left to operate
pilot’s own methodology for interacting on its own without first there being
with them and with the cockpit. operator understanding of the system
The industry has also realized that an and its operation feedback to the pilot.
advertised characteristic of automated Pilot workload cannot be eliminated, for
systems bears re-examination. This even if there is an automated system at
is the reduction of pilot workload. work, it will need oversight. And even for
A high workload was actually what the pilot to oversee it, the pilot must first
the early pilot faced. The checking know it and how it functions. Its function
and re-checking of multiple displays would not be a mystery and as result,
was certainly tedious but it was what the pilot would be the true master of the
enabled the pilot to gain and retain system, and be able to fully employ its
situational awareness. capabilities.
One of the most notable automation- System capabilities have increased
related accidents was that of an Air as the automated system has become
France Airbus A330 jetliner in the more advanced, but increased capability
Atlantic Ocean in 2009. All onboard in turn means that there is more about
died. Just prior to the crash the pilots it that the pilot must learn to master it.
were not aware of what the system was Notably pilot errors with such systems,
doing. It had malfunctioned and handed as occurred in the A330 incident, have
92
AGE OF T
100
ER H
V E
O
C
H
EL
L
GLOBA
ICOPTER
ISSUE
S
G
IN
IN
R
E D
U
IV ST
RY• DEL
93
AGE OF T
100
ER H
V E
O
C
H
EL
L
GLOBA
ICOPTER
ISSUE
S
G
IN
IN
R
E D
U
IV ST
RY• DEL
tended to be more cognitive, with less of what it is doing. This would be through
the motor skill aspect as seen with non- indications visually, on the display, and
or less automated systems. For example, aurally.
the A330 system has multiple modes of In FBW systems the traditional
operation and the pilot confusion seen mechanical-based control system is
in the crash was not just about what the replaced with an electronic-based one.
automatic system was doing, but which In this system pilot control inputs at
mode it was operating in; and when the collective and cyclic controls and
the mode would change and how the tail-rotor pedals are no longer just
new mode would operate. Industry has transmitted to the actuators; system
realized that the problem with multi- computers first interpret them. FBW
modes and otherwise complex systems systems are indeed more complex than
is that the more complex the system, mechanical ones. The 525’s though will
the more likely there would be unknown most certainly incorporate a lower level
errors in the system. Again, this occurred of multi-modality than the A330’s. Still,
in the A330 incident. With systems FBW-system complexity compared to
of such complexity the greater is the mechanical-based flight control systems
requirement for knowledgeable-pilot is primarily why a comparatively large
oversight. helicopter was chosen, and why it is the
only civil one having or envisaged to
FLY-BY-WIRE have FBW flight controls.
Multiple modes are found in flight Another area the designers of highly
control systems of the fly-by-wire (FBW) automated helicopters have to consider
aircraft. The A330’s is an example. The is the loss of vehicle controllability
A330 and other experiences involving due to what is called rotorcraft-pilot
loss of pilot situational awareness have couplings. The latter is an unbalanced
been instructive for aircraft designers. force couple about a helicopter axis,
They are realizing that as system caused in the simplest case by pilot
autonomy increases concomitantly control action. Balance may be restored
they have to ensure pilot situational by removal of the control action. The
awareness. The group of aircraft problem is when the helicopter is highly
designers includes those of helicopters. automated because it is then particularly
They have now developed the West’s susceptible to another type of coupling,
first FBW civil helicopter. This is the due again to pilot control action. The
16-passenger Bell 525, which first flew in control action in this case, because of
July 2015. The more recent V-280 also the automated system’s feedback loop,
has a FBW system, and as the V-280 is may lead to dynamic unbalancing, that
more complex than the 525 due to being is, helicopter oscillation about the axis.
a tiltrotor, its FBW system is probably Danger arises because pilot removal of
more advanced. HeliOps spoke to a Bell the control action may not be possible.
lead engineer on the V-280 program. Dynamic unbalancing would be more
He affirmed that it is the company view of a concern for the tiltrotor than the
that the pilot should be aware of what conventional helicopter, since it has
the system is doing. He said that in the off-axis thrust provision, and in-flight
case of the V-280, the system, “makes thrust-vectoring. So Bell would have
it absolutely clear to the flight crew,” considered rotorcraft-pilot couplings in
94
AGE OF T
100
ER H
V E
O
C
H
EL
L
GLOBA
ICOPTER
ISSUE
S
G
IN
IN
R
E D
U
IV ST
RY• DEL
DELIVERING GLOBAL COVERAGE OF THE HELICOPTER INDUSTRY
The world’s most

dynamic helo industry
mag featuring the
best helicopter photos
on Instagram...
Focus... & Click!
The Thales Avionics 2020
four-display concept, which
could be scaled to helicopter
cockpits of different sizes.
the development of the V-280. It would information. Control action and system
have benefitted from its experience with response occur in the same area. This
the in-service V-22 military tiltrotor. allows feedback to be immediate; flight
control is more responsive. Further,
TOUCHSCREEN the screen area will naturally be larger
Another manufacturer exploring than for previous displays since the
autonomous helicopter capability is buttons and keys previously on the
Sikorsky. In January 2016 a company side of or underneath can be reduced
pilot took off, flew and landed a S-76D in number or removed altogether.
helicopter without the use of flight Designers could also be tempted to
controls. Instead he used a touchscreen further enlarge the display for more
hand-held computer. Touchscreen information and improve tactile-control.
technology has been employed on With regard to the former in particular,
fighter aircraft for several years. More the V-280 mockup has demonstrated
recently it has become ubiquitous in underlaying backdrops of simulated
consumer electronics. It is now also daylight, day synthetic-vision, and low-
entering the civil helicopter sphere. light-amplification night views of the
The two-pilot Bell 525 has four Garmin world, obtained from aircraft sensors.
touchscreens and Garmin technology is The V-280 represents the level of
also available for other helicopters. The technology Bell envisages could be in
concept is also the basis of the Thales service in 10-15 years. HeliOps asked the
Avionics 2020 display, and in fact what Bell engineer what, in V-280 simulator
makes it scalable to different cockpits. studies so far, was the most popular
The touchscreen is the latest product way pilots chose to configure the
in the trend to condense cockpit display. In his reply he indicated that
96
AGE OF T
100
ER H
V E
O
C
H
EL
L
GLOBA
ICOPTER
ISSUE
S
G
IN
IN
R
E D
U
IV ST
RY• DEL
The HeliOps 2015 Global HEMS poster is a

“Must Have” for everyone involved in or who has an interest
in the worldwide Helicopter EMS industry. Looks great on
your office, the ops room, at home or as a gift for a friend.
ShandsC air
Staff for Life (USA)
(USA) Duke Life Flight
(USA)
Miami Valley
Carefligh t (USA) Baptist Health AIR LINK
MedFligh t (USA) (USA)
REGA
(Switzer land)
Air Zermatt SESCAM
(Switzer land) (Spain)
Martin 2
(Austria )
LifeFligh t Eagle
(USA) Queensl and Govt
ADAC Air
Rescue (Austral
(German y) ia) Hawaii Life Flight
(USA)
Wiltshire Air Ambulan AirGreen Torino

ce
(UK) DRF (Italy)
Govt Flying Service
(German y)
ProMedi ca Air (Hong Kong)
(USA) MedFligh t Ohio
ARHT (USA)
(New Zealand)
MAC Rescue
NSW Air Ambulan (Austral ia)
ce
(Austral ia) Dorset & Somerse
t
Air Ambulan ce (UK) Nighting ale
Regional Air (USA)
Midlands Air
Ambulan ce (UK)
Trauma One Boston Med Flight
(USA) (USA)
Airlift Northwe st Memoria l Hermann

(USA) Bayflite Life Flight (USA)
(USA) AEROCA RE
(USA)
Helimed 76
(Scotlan d)
SkyHealth Angel One
(USA) (USA) Abu Dhabi Police
(UAE)
OSAKIDE TZA Bilbao STARS

(Spain) AirBear
(Canada)
(USA) Lufttran sport
TriState CareFlig (Norway )
ht
(USA)
ORNGE
London’s Air Ambulan (Canada)
ce
(UK)
MONOC 1
(USA) LVHN MedEvac
(USA)
Essex Herts
Air Ambulan ce (UK) Saudi EMS
Okavango Air Rescue (Saudi Arabia)
(Botswa na)
999 Beijing
(China)
Life Air Rescue
(USA) Air George
(USA)
Tampa General Aeromed Alpine Air Ambulan
ce
(USA) (Switzer land)
Children’s Health
Dubai Police (USA)
CALSTAR (UAE)
(USA)
Haynes Life Flight

Careflite
(USA)
(USA) CareFlig ht Sydney
(Austral ia)
Memoria l Medfligh Air Evac Lifeteam
t
(USA) (USA)
GTA-PE
Mercy Flight (Brasil)
Western NY (USA) NorthWe st
MedStar (USA) Sky Bear
(USA)
Flight For Life
Kuban Avia
(Russia) (USA)
Mercy Flight
(USA) Ochsner Flight Care
Saudi Red Crescent
(Saudi Arabia) (USA)
Kazakhstan
SAMU Air Medical
(France) (Kazakhstan)
San Antonio Air

Life
(USA)
St Mary’s Life North Colorado
Haiti Air Ambulan Flight (USA) Med Evac (USA)
ce
(Haiti)
MedForce 2
REACT
(USA)
(USA)
Kent, Surrey & Sussex Lifefligh t
Air Ambulan ce (UK) (Qatar)
Kuwait Air Ambulan

ce Acadian Air Med
(Kuwait) UT Lifestar
(USA)
(USA)
PennSTA R
(USA)
EMERCO M
Lotnicze Pogotow
(Russia) ie
Ratunkowe (Poland)
STAT MedEvac
Scandina vian Air AIRCARE 5
(USA) Life Flight
Ambulan ce (Sweden (USA)
(USA) ) Eastern Cape EMS
(South Africa)
Ambulan ce Victoria
(Austral ia) Illustrations by
Ugo Crisponi
Aviationgraphic .com
Nationw ide Children

AirMed of Utah ’s
Monarch 1 (USA)
(USA)
www.heliopsmag.com
Measuring 96.5cm wide by 70cm deep the

poster is printed on 200 gsm satin stock
and features 92 immaculate illustrations
showcasing HEMS programs around the
world by master illustrator Ugo Crisponi.
This is a limited edition print run so order

yours today, and order some for your
friends and colleagues – the perfect gift.
97
AGE OF T
100
ER H
V E
O
C
H
EL
L
GLOBA
ICOPTER
ISSUE
S
G
IN
IN
R
E D
U
IV ST
RY• DEL
The Garmin G500H flight
display with two screens, the
primary flight display on the
right and the multifunction
display on the left.
Source: Garmin Ltd.
how a pilot, “integrates information,” will course he would not want to reduce it
determine how he wants to receive it to the extent that situational awareness
on the display. This statement indicates erodes. If the touch technology is based
increased company and industry on a technique now established in
recognition of the importance of pilot consumer electronics, the pilot might
control and situational awareness. He also note usability differences compared
further indicated that a lot of pilots in to the consumer electronics. Specifically,
day visual flight rules conditions, “turned a firmer touch may be required, to
the system down,” not wanting display prevent unintentional inputs. In the case
information to distract them from the of the 525 though, this is not important.
situation outside the cockpit. He said The screen has an infra-red grid across
Bell is learning as it develops the system. it, which the pilot’s finger disrupts.
The feeling at the company perhaps The V-280 also gathers more external
could be likened to that of being on the information through a new type of
frontier of the understanding of pilot- system and this information could
cockpit linking. be shown on the display. The system
If the pilot considers that the comprises sensors distributed on the
backdrop can contribute to confusion, vehicle-body. HeliOps asked the Bell
he could remove it altogether. Generally engineer if such sensors could migrate
a pilot using touchscreens would be able to commercial helicopters. He said they
to reduce display density as he chooses, would be useful to them. He specifically
and thus could reduce his workload. Of mentioned emergency medical services,
98
AGE OF T
100
ER H
V E
O
C
H
EL
L
GLOBA
ICOPTER
ISSUE
S
G
IN
IN
R
E D
U
IV ST
RY• DEL
The Robinson R44 light helicopter
with Garmin G500H display.
Source: Robinson Helicopter
99
AGE OF T
100
ER H
V E
O
C
H
EL
L
GLOBA
ICOPTER
ISSUE
S
G
IN
IN
R
E D
U
IV ST
RY• DEL
The cockpit of the Airbus
Helicopters AS332 C1e
15-passenger helicopter,
fitted with electronic
displays, but still with a
relatively complicated
instrument panel.
Source: Airbus Helicopters
among the most dangerous of civil FBW aircraft have aircraft control
helicopter roles. response fed back to the sidesticks,
and this could be a model for future
SIDESTICK FBW rotorcraft. Still a feature that Bell
In its S-76D experiment Sikorsky used does have on the 525 sidesticks, is a
the touchscreen in place of traditional mechanical connection between the pair,
controls. The latter are the collective allowing either of the pilot and co-pilot
and cyclic and the tailrotor pedals. Bell to be informed if a control action is
has replaced the first two in the Bell 525 taken by the other.
with sidestick controllers. These could
be more reliable, and would probably OUTLOOK
also be more comfortable to use and The trends in helicopter cockpits are
allow more space between the pilots seen to include increased automation,
and the instrument panel. FBW sidestick most particularly, increased information
controllers though will not provide concentration, on the path towards
the pilot with tactile response, which the unitary touchscreen display.
mechanical-based systems do. Such New systems are bringing increased
a response is important to inform him capabilities that in turn require more
of aircraft flight status and of control interaction from the pilot.
power still available. Some fixed-wing Automated systems though are
100
AGE OF T
100
ER H
V E
O
C
H
EL
L
GLOBA
ICOPTER
ISSUE
S
G
IN
IN
R
E D
U
IV ST
RY• DEL
The ultimate yet achieved in the
trend towards larger, unified displays,
the single display which fits across
the whole instrument panel of the
V-280 military tiltrotor.
Source: Bell Helicopter
The Sikorsky S-76D-based

test aircraft which has
flown autonomously.
Source: Lockheed Martin
evolving and will continue to evolve to much that the automated system will
increasingly consider pilot usage. Such take autonomous action. R ather the
a system will monitor multitudinous pilot, knowing how the automated
parameters, noting any unwanted system operates, and being practiced
changes as they arise, and alerting the in acquiring knowledge of the aircraft
pilot by aural or visual signals. This will in the environment and controlling it
become more central in its development whatever the system state, will be the
while increasingly being in the context one in command. That is when the
of what the human is good at. The automated system, the heart of cockpit
pilot would then have the ability, being technology, can be said to have matured.
well informed and well trained, to act The pilot will undoubtedly then be the
on provided information. It is not so master of the machine. HO
101
AGE OF T
100
ER H
V E
O
C
H
EL
L
GLOBA
ICOPTER
ISSUE
S
G
IN
IN
R
E D
U
IV ST
RY• DEL
S TO RY BY M A R C U S A U L F I N G E R
103
AGE OF T
100
ER H
V E
O
C
H
EL
L
GLOBA
ICOPTER
ISSUE
S
G
IN
IN
R
E D
U
IV ST
RY• DEL
M
y Kashmir adventure option. I have heard about Kashmir as
started the way most being one of the most amazing skiing
of stories start. I was areas due to its extreme dry powder
out with friends, one but at the same time, one of the most
of whom is a flight dangerous areas in the world.
attendant and she asked “Do you know
anyone who is a mountain experienced THE MISSION
H125 (actually she said AS 350 B3) After the division of British-India
pilot and wants to fly for 3 months in a into Pakistan and India in 1947, the
heli-skiing operation in Kashmir?” Not Maharadja of Kashmir decided Kashmir
understanding at all what that meant would become an independent country.
in detail, I answered “Off course. He This led to decades of fighting and war
is sitting right in front of you”. For the amongst the neighboring countries
past years I had heli-skiing in Kashmir with different religious interests. In
as a skier on my bucket list, but flying 1949 the United Nations established
there seemed like an even better the 500 miles long ‘line of control’, a
104
AGE OF T
100
ER H
V E
O
C
H
EL
L
GLOBA
ICOPTER
ISSUE
S
G
IN
IN
R
E D
U
IV ST
RY• DEL
military controlled area between India ministers from his idea and fighting his
and Pakistan that still exists today. The way through the Indian bureaucracy,
serious tensions between the nuclear he managed to get the necessary
powers India, Pakistan and China has permission. Together with a partner
military analysts seeing a high risk of from New Zealand they started to
a nuclear dispute between India and operate a helicopter out of the town of
Pakistan starting over this mountainous Gulmarg, in sight of the line of control.
region of little more than 7 million Gulmarg was already a summer
inhabitants. This tension led former US retreat for British civil servants in the
president Bill Clinton in 2000 to call 19th century. Indian planners realized
Kashmir ‘the world’s most dangerous the treasure of this place, at an altitude
place’. Even though the situation of 9.000ft, and developed a mountain
has settled since 2004, Kashmir still resort with several hotels and a golf
belongs to one of the most troubled course. Still, overall infrastructure
regions of the world. does not yet compare with western
Like most of his friends Billa standards. Going up the pass road
Bakshi, a young Kashmir native in his leading to Gulmarg is an adventure in
mid-thirties has been skiing all his itself. The government has built the
life. They used wooden skis to tour highest cable car in the world here,
their mountains and with the first carrying skiers to Mount Apharwat at
adventurers who came to Kashmir for 13.500ft. A chair lift was also installed in
skiing, he saw a chance to develop a 2011 with a few slopes being prepared.
guide business. While being In New Skiing is legendary as the dry air that
Zealand to become a ski guide, he comes with altitude brings extremely
developed the idea to bring heliskiing powdery snow and unprepared slopes.
to Kashmir. After years of convincing It’s usually in early January, when
106
AGE OF T
100
ER H
V E
O
C
H
EL
L
GLOBA
ICOPTER
ISSUE
S
G
IN
IN
R
E D
U
IV ST
RY• DEL
Flexible.
Independent.
Long-term.
The Waypoint Advantage
Waypoint is the world’s largest independent

helicopter leasing company, with leasing
expertise in more than 20 countries, and a fleet of
more than 100 aircraft on lease, coupled with a
large selection of multi-year forward deliveries,
representing a combined value of $3 billion.
Waypoint forges lasting relationships with leading
helicopter operators worldwide, who value the
integrity, experience and long-term commitment
of Waypoint’s leadership team and financial
sponsors. As former helicopter operators, we
understand the difficult fleet management and
market challenges operators face and structure
flexible leasing solutions to solve them.
We put operators first — always.

Copyright © 2015 Waypoint Leasing Services LLC. All rights reserved.
w a y p o i n t l e a s i n g . c om
107
AGE OF T
100
ER H
V E
O
C
H
EL
L
GLOBA
ICOPTER
ISSUE
S
G
IN
IN
R
E D
U
IV ST
RY• DEL
108
AGE OF T
100
ER H
V E
O
C
H
EL
L
GLOBA
ICOPTER
ISSUE
S
G
IN
IN
R
E D
U
IV ST
RY• DEL
109
AGE OF T
100
ER H
V E
O
C
H
EL
L
GLOBA
ICOPTER
ISSUE
S
G
IN
IN
R
E D
U
IV ST
RY• DEL
climatic conditions bring lots of moist The H125 helicopters were to
air from the ocean and snowfall starts, come from UTAir, a Russian company
bringing up to 50ft of snow within a with a subsidiary in Delhi and one
week. Endless backcountry trails and of the largest helicopter operators
wild terrain through forests, around in the world. Despite being used to
trees and through powdery snow is German bureaucracy, I was surprised
what the adventure-seeking skiers are by the even more thorough Indian
looking for. administration. To get my European
license validated, I had to go to Delhi
THE FLYING for at least 5 days to get familiarized
After my spontaneous confession with UTAir’s operation manuals, had to
of interest, I sent my CV to Billa. Two bring all kinds of confirmations from
phone calls later, I not only had the the European authorities, file tons of
job, I was now the lead pilot with the papers and finally pass an interview
mission to bring two more qualified with the Indian DGCA. The day after
pilots for the six-week peak season. I the interview, I was on my way to
picked two good friends of mine, one Srinagar, the capital of Kashmir. My first
a highly experienced Swiss pilot who impression was the heavily armored
also was my mountain flying instructor military presence on the airfield, at
in Switzerland and the other being immigration and while exiting the
a longtime friend, with who I ferried airport. After a highly adventurous drive
helicopters through the US and whose from the capital, I arrived in Gulmarg.
passion is to land his private helicopter It took another 10 days of waiting in a
and fixed wing aircraft on Swiss glaciers backpacker style hostel until the final
every winter. permissions for the operation arrived
110
AGE OF T
100
ER H
V E
O
C
H
EL
L
GLOBA
ICOPTER
ISSUE
S
G
IN
IN
R
E D
U
IV ST
RY• DEL
111
AGE OF T
100
ER H
V E
O
C
H
EL
L
GLOBA
ICOPTER
ISSUE
S
G
IN
IN
R
E D
U
IV ST
RY• DEL
112
AGE OF T
100
ER H
V E
O
C
H
EL
L
GLOBA
ICOPTER
ISSUE
S
G
IN
IN
R
E D
U
IV ST
RY• DEL
and the two H125 helicopters (one make my opening all cowlings again
B3+ and one B3e) were flown in by look as if I didn’t trust them.
Indian pilots from Delhi. The next day, The short and heavy snowfall creates
I passed my check ride with one of the one of the main hazards for skiers
few helicopter inspectors in India who – avalanches! There is a non-profit
happened to be extremely afraid of organization that provides mountain
landing in loose snow. So finally I was safety and avalanche education with
holding my three-month validation in daily snow assessments and bulletins.
my hands and was legal to fly. But as there are no snow patrols and
We didn’t have to wait long for the prepared slopes, the risk of being
first famous snowfall. One of the next caught by an avalanche is very real.
nights brought almost 10ft of powder Skiers usually use avalanche air bags
and covered our two helicopters in and transmission equipment but as
snow. One of my biggest concerns was insurance usually doesn’t cover rescue
maintenance for the planned 100 flight- costs for backcountry skiers, Billa had
hours per helicopter but we had two made a decision to only do search
awesome and extremely knowledgeable and rescue if the costs were covered.
mechanics for each helicopter. They Despite this, our chief guide from
prepared the helicopters every morning New Zealand used the first days to
and presented it ready with an open familiarize our mixed Kiwi and Kashmiri
logbook for me to get the acceptance crew with avalanche rescue procedures,
signature. Being used to do my own how to use our avalanche transceiver
preflight check every morning, I had and how to get safely in and out of a
to be very careful the first days not to toed-in helicopter.
113
AGE OF T
100
ER H
V E
O
C
H
EL
L
GLOBA
ICOPTER
ISSUE
S
G
IN
IN
R
E D
U
IV ST
RY• DEL
Typical runs were three groups of the time, dispatch communication
usually one ski guide plus four skiers and emergency response in case of
that had to be flown to a landing spot avalanches was very limited. We hardly
that was picked by the lead guide every had radio coverage due to the high
day. The views over the Himalayan mountains and the fact that the military
Mountains were breathtaking on every jams all non-aviation radio frequencies
single run. With Gulmarg lying on the due to Pakistan’s proximity. We were
Pir Panjal range west of the capital on a daily flight plan, that had to be
Srinagar, our flights were overlooking released by the military every morning
the Kashmir valley towards the eastern and make an, ‘operations normal’ call
Karakoram mountain range with the to ATC every 30 minutes. Some days
famous 28,000ft K2 or towards the a military ‘Cheetah’ (the Indian version
26,000ft Nanga Parbat. Every group of the Lama) or ‘Dhruv’ (similar in size
went down the same run and our two to a BK 117 and developed by Airbus
helicopters picked them up 3,000ft helicopters and built in India at HAL)
lower and flew them to a different that patrolled the ‘line of control’ or
spot afterwards. Most of our endless landed at the local High Mountain
landing spots were between 13,000 Warfare School crossed our flight path
and 13,500ft altitude but some were after being announced by air control.
as high as 15,000ft so weight and Although there are a few Bell 407s
fuel calculation was crucial. Although in India, the H125 is the helicopter
we were only around five flight of choice in the Himalayas due to
minutes away from our base most of its power. Funnily enough, the B or
114
AGE OF T
100
ER H
V E
O
C
H
EL
L
GLOBA
ICOPTER
ISSUE
S
G
IN
IN
R
E D
U
IV ST
RY• DEL
116
AGE OF T
100
ER H
V E
O
C
H
EL
L
GLOBA
ICOPTER
ISSUE
S
G
IN
IN
R
E D
U
IV ST
RY• DEL
117
AGE OF T
100
ER H
V E
O
C
H
EL
L
GLOBA
ICOPTER
ISSUE
S
G
IN
IN
R
E D
U
IV ST
RY• DEL
B2 models are unknown in India and faster than normal approach and
everybody just talks about the ‘B3’. always keeping the pole in sight, the
Due to the high density altitude, we skids are sinking into the top lawyer
were close to being maxed out on of 30 ft of powder simultaneously with
every flight so approaches and landings the pole touching the nose right in
require a good understanding of front of your windshield. The bear
winds and terrain to make good use of paws on the skids were pretty much
the limited power and always have a useless and every landing ended with
potential get-away strategy. the helicopter sitting on its belly.
The biggest challenge however Sometimes, when I shut the helicopter
was the extremely light and dry down to wait for my group of skiers and
powder that created heavy white out got out of the helicopter, I fell into five-
on nearly every landing and called for foot of snow. I basically had to hold on
a special approach technique. Most my skids and climb up to get back in
landings were on mountain ridges the helicopter.
so you always had one or more fly- With Gulmarg lying on a high
away alternatives before making a plateau around 3,000ft higher than the
final landing decision. Every landing 135km long and 32km wide Kashmir
spot was marked with a bamboo pole valley, weather changes were pretty
that stuck about 5 ft out of the snow. much foreseeable and gave enough
The limitation in power was not the warning to evacuate all groups of
problem as due to the heavy white out, skiers, an exercise that took a total of
hovering was not an option anyways. about 30-40 min. Several times, the
The approach needed to be perfect and Kashmiri saying, ‘all the bad comes
after the final landing decision every from Pakistan’, has proven to be right
landing had to go to the snow. With a when the weather change came over
118
AGE OF T
100
ER H
V E
O
C
H
EL
L
GLOBA
ICOPTER
ISSUE
S
G
IN
IN
R
E D
U
IV ST
RY• DEL
the line of control mostly just before helicopters like Russian Mi-17 and not
noon. The mountains were fogging in used to doing utility work. They were
within 10 minutes so the only choice never trained and had no experience in
was to get down on one of our landing external long line work or in landing at
sites quickly and hope for the afternoon unprepared landing sites. Consequently
sun to burn off the fog again. We were it’s the safer choice to bring in
lucky as we never had to stay overnight international pilots for these flights.
and our customers didn’t have to ride For me, flying the H125 for heliskiing
down the valley and wade through in the Himalayas was definitely a
water for about 3 hours to get to the challenge! About 1,000 landings on
next town where they could have been unprepared sites in high elevations
picked up by car. For us this would requires full attention and leaves
have meant using our overnight rescue little room for errors. And that is
bags that we carried in the baggage just the flying aspect. The missing
compartment for an unexpected infrastructure (hardly any running water
lay over. Although the military for showering, very limited phone and
has numerous protection shelters, internet or other entertainment, simple
considering the cold temperatures and food and poor hygiene, etc) and the
the local snow leopards going on hunt Kashmiri way of life and work ethics
at night, I preferred to not to be stuck demand a lot of personal tolerance.
outside the helicopter somewhere on Although Kashmiri are very proud of
the mountain. their country and refer to it as ‘paradise
You might wonder, as did I, why on earth’ for the beauty of nature, it
the company did not use Indian pilots? was not my idea of “paradise”.
There is a good number of former Spending three months in Gulmarg
military pilots that flew for the Indian was an amazing experience that I would
Army in the Himalayas and they should not have wanted to miss. It is one of
be able to fly those missions. I talked to these lifelong memories to talk about
the Indian pilots who flew helicopters around a bonfire or a dinner table. It’s
on daily basis in India and they are just one of those “just do it” things and I am
not trained in such a way that suits happy to be able to scratch it off my
heliskiing. Most of them flew on larger personal bucket list! HO
120
AGE OF T
100
ER H
V E
O
C
H
EL
L
GLOBA
ICOPTER
ISSUE
S
G
IN
IN
R
E D
U
IV ST
RY• DEL
WHERE
EVERYTHING
IS HAPPENING!
TAP TAP
FOR MORE FOR MORE
INFO INFO
PERFORMANCE MEETS STYLE

The Bell 407GXP merges exceptional performance and technology with remarkable comfort and style.
Class-leading speed and payload capability unite with an opulent interior and a smooth, quiet ride to
transport you in a manner you deserve.
BELLHELICOPTER.COM

Ho 105

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Ho 105

Uploaded by

Copyright:

Available Formats

V E R AG E O F

Thai Aviation Services

When it comes to gaining a competitive edge in commerce, you simply

Important to you. Essential to us.

70 BORDER POLICE BULGARIAN STYLE

102 HELI-SKIING IN THE HIMALAYAS

FROM THE PUBLISHER 6

The Powerful Difference

EAST COAST USA

KIA KAHA MEDIA GROUP

PO Box 37 978, Parnell,

The Cost of Safety

In the years I’ve been in the aviation safety sphere, as an investigator,

Recently when developing a risk assessment for single pilot low-level

Nearly everyone acknowledges that long hauling truck drivers need to

+44 (0) 1285 611000 • TRAINING@STARSPEED.CO.UK • WWW.STARSPEED.CO.UK

407 DELIVERED TO SURVIVAL FLIGHT

100TH ECUREUIL FAMILY FOR

AIRLIFT WINS NEW ARTIC CONTRACT

COLOMBIAN CAA CERTIFIES

FIRST 407GXP DELIVERED IN INDIA

NHV OPENS NEW FACILITIES

CANADIAN COAST GUARD

NEW SOUTH WALES POLICE SIGNS FOR SECOND 412EPI

AW169 ENGINEERING APPROVAL

BLADE FOLD KIT FOR 429

FIRST H145 FOR

Helisupport New Zealand offers International sales

TAP TAP TAP

Take a look at our website picture gallery

www.helisupportnz.com ph: 64 3 443 2903

BUNDESPOLIZEI TO RECEIVE THREE H215S

LIFE FLIGHT ORDERS AW119KX

EASA CERTIFIES AW169 WEIGHT INCREASE

HELICENTRE ADD CABRI G2

HELISERVICIO SIGNS SUPPORT SOLUTION

RUSSIAN HELICOPTERS FOR CHINA

The HeliOps 100th Issue Anniversary Poster

the efﬁciency you expect.

for more info, visit us at

analar corporation • 41 airpark road • princeton, nj 08540

H125 DELIVERED TO JAPAN

NEW CONTRACT FOR CHC

INFORMATION AT-A-GLANCE AIRPORT MAPPING FOR SATELLITE WEATHER FOR

INNOVATIVE AIRCRAFT FOR ALL YOUR MISSION NEEDS

CHINA SIGNS FOR 30 EMS HELICOPTERS

Tail Floodlight / Clam Shell Door Floodlights

Tail Floodlight / FFRL / Main Rotor Floodlights

ADDITIONAL EQUIPMENT AND FEATURES:

There is so much to look at and comprehend that there should be ample

their preference for either helicopter, transport or fighter operations.

two decades of flying and a bag full of qualifications and experience,

SAFE, RELIABLE RESOURCES

Goroka Main Base +(675) 532-1833

Serving Papua New Guinea since 1975

aboard a helicopter and turn to the pilot-in-command with a beseeching look of

Servicing rigs for the offshore

THE BULGARIAN BORDER POLICE IS AMONG THE LATEST

A close-up view to the turret of the FLIR Systems Star SAFIRE

This is the AW139’s dedicated sensor operator console. It

© 2016 Honeywell International. All rights reserved. aerospace.honeywell.com/helo-satcom

WORLD LEADING NEW GEN

Let our experience guide you Operating or Leasing solutions can