2013 I ISSUE 87

( THINK BUSINESS )
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Thinking without limits

CONTENTS
28 STYLE DE PARIS
HELIFRANCE GOES BESPOKE IN
THE VIP MARKET
Working with some of the finest French
hotels and luxury destinations, HeliFrance
has established several partnerships
intended to propel the company to the
forefront of VIP helicopter services.

6O KEEPING YOUR HEAD

The flight helmet has long been accepted as
an integral part of the military helicopter crew’s
safety-equipment. With the wealth of evidence
available proving the helmet’s effectiveness
in increasing crash survivability, perhaps the
civilian helicopter industry should follow the
military’s lead.

88 SLING EQUIPMENT – ALL TIED UP

Company sling training naturally
includes flying but there is often
very little provided about the actual
equipment. HeliOps looks at the
rather mundane but vitally important
aspects of how to use it properly.

100 TURNING PASSION TO PROFIT:

POINTERS FOR SUCCESS IN AN AVIATION
START-UP
Many people involved in the helicopter industry
dream of running their own company, but what
are the pitfalls that lie in wait for those who wish
to combine their passion with the quest for profit
and independence? Phil Croucher gives some
handy tips and pointers based on first hand
experience gathered over his many years in this
demanding industry.

ISSUE 87 I 2 013
 - Illustration : Marie Morency
WE KEEP YOU FLYING

Safety • Reliability • Innovation • Proximity

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We keep you flying. turbomeca.com

4
 Kia Kaha Media Group
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ISSN 1179-710X Barbara McIntosh
5
 Everything Old
is New Again

I
have just been looking at an operator who is using the BK117 with the
Honeywell 850 engine. If ever there was a modification that gave new life
to an airframe, this engine upgrade has to be it. The modification was
developed and certified in New Zealand by Airwork and by all accounts,
it achieves what it set out to do and that is to give the BK stunning
single engine performance. It has got me thinking though about the
aftermarket and the role it plays in the helicopter industry.

Over the years, we have seen many modifications that have provided existing
helicopters with new capabilities. Strakes, engine and cockpit upgrades, new
design blades and crash-worthy seating have all contributed to old design
helicopters maintaining their value in monetary and capability terms.

Certainly the manufacturers and indeed the industry need to support the
manufacturers to keep developing and manufacturing new design helicopters.
There is no doubt that new design helicopters represent significant improvements
in safety, efficiency and maintenance (usually). Yet is apparent that many of the
concepts in the new design aircraft actually come from the ‘aftermarket’ sector;
again strakes, glass cockpit, and seating are some examples that find their
way into the new helicopter designs. So in many ways, the manufacturers and
aftermarket sectors are closely related.

The success of the aftermarket sector is in many ways a testimonial to the

manufacturers. There aren’t many machines, especially aircraft, in this world that
have their designs and manufacture being twenty, thirty or even sixty years old and
yet still commercially operating.

Cost of certification, the cyclical nature of the world’s economies and

technology reliability are challenges helicopter manufacturers face in bringing a
new design to production. It is for those very same reasons plus the incredible
pace of technology advancement and time it takes to achieve a new helicopter’s
certification, that we see manufacturers introducing new models of older designs.
It’s their own form of aftermarket.

6
 FROM THE EDITOR

So where’s this leading? Well, it strikes me that the helicopter in its present
form has pretty well gone as far as it can. Sure, technology will make new designs
lighter and more efficient, hopefully make maintenance less intensive, use less fuel
and probably make the helicopter quieter and fuselage shapes will change to meet
specific needs, but the conventional helicopter probably won’t fly much faster or
lift significantly more in the near future. Until the market sees radical new concepts
and designs, it is unlikely old design helicopters will disappear soon and as a
result, the aftermarket sector will likely continue developing ways of modernising
these old designs. There is still plenty of scope for companies like Airwork to keep
innovating and making the old, new again.

7
 INDUSTRY NEWS

BELL HELICOPTER ANNOUNCES

NEW LOUISIANA FACILITY
Bell Helicopter has announced that the company
will build its new SLS helicopter line at Lafayette
Regional Airport, leading to the first modern-era
aircraft assembly facility in Louisiana history. The
project will create 115 new direct jobs averaging
more than $55,000 per year, while Bell will invest
$11.4 million in equipment and tooling.

MI-38 MAKES FIRST FLIGHT WITH TV7-117V

ENGINES
Russian Helicopters has successfully started testing of the
third prototype Mi-38 helicopter fitted with Russian-built TV7-
117V engines. The new engines have been specially developed
for the new transport and passenger helicopter by Klimov. The
third prototype of the Mi-38 made a circuit of the flight-testing
centre of Mil Moscow Helicopter Plant at the National Helicopter
Development Centre in the Moscow region town of Tomilino.
Certification of the Mi-38 is expected to be completed in 2015
followed by serial production at the Kazan Helicopter Plant,
where the fourth prototype of the helicopter – the final one before
the launch of serial production – is currently being assembled.

PERU RECEIVES FIRST EC145

HELICOPTERS
The Peruvian Interior Ministry has received
the first of four twin-engine Eurocopter EC145
helicopters that are set to modernize the fleet of
the National Police of Peru. These new aircraft
and the first units of this model to reach Peru will
be stationed at the Police Aviation Unit’s main
base, from where they will perform public security
missions as well as disaster relief throughout the
country. The remaining three helicopters will be
delivered before the end of the year.

SECOND EC155 B1 TO THE DALIAN

MUNICIPALITY
The Chinese Dalian Municipality has taken delivery of a second
EC155 B1 for missions ranging from surveillance, rescue and
anti-terrorism, to fire-fighting, troop airlift and the transportation
of personnel. Fitted with a FLIR camera, searchlight, loud
speakers, rappelling ropes and hoist, it also has the capability to
carry a water bucket delivery system in support of fire-fighting
missions. Eurocopter and Dalian Police have cooperated during
two years in order to build together this airborne capability. While
a first EC155 B1 was flying in Dalian, the second one was used in
France for the training of Dalian pilots.

8
 INDUSTRY NEWS

BELL 429S TO TURKISH NATIONAL POLICE

Bell Helicopter has delivered the first seven of 15 Bell 429s to the Turkish National
Police ahead of schedule. The aircraft will be used for a wide array of law enforcement
missions, including surveillance, personnel transport and air support of ground operations.
The National Police began operating the aircraft as soon as they were delivered, flying
surveillance and transport missions nearly every day and night. Each aircraft is equipped with
multi-sensor cameras, the latest microwave downlink technology and a state-of-the-art video
management system that allows the flow of information between air and ground operations.

Introducing the KAZAKHSTAN

RECEIVES MI-171E
Russian Helicopters has
delivered a Mi-171E built at the
Ulan-Ude Aviation Plant to the
Kazakhstan Ministry of Internal
Affairs. The Ministry uses
Mi-8/17s for routine patrolling
and search-and-rescue
missions, and for transporting
personnel and cargo. The
Mi-171E has a number of
features that give it an edge
in Kazakhstan’s extremes of
climate where temperatures
can range from plus 50 to
minus 58 degrees Celsius
C and the geography is marked
M by extensive high mountain
Y
ranges.
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9
 INDUSTRY NEWS

FIFTH AW139 HELICOPTER

FOR ITALIAN POLICE
The Italian Police has taken delivery
of a fifth AW139 from AgustaWestland
and will be based in Reggio Calabria.
The contract, which was signed in
July 2012, includes a total of eight
AW139 helicopters. Designated
UH-139C, the Italian Police’s
helicopters operate from bases in
Southern Italy (Bari, Palermo and
Reggio Calabria) as well as from
Pratica di Mare close to Rome. The
Italian Police AW139 configuration
includes a high definition FLIR,
satellite communication system,
searchlight, rescue hoist and a
FIRST BELL 412EPI IN AUSTRALIA cabin mission console. The latest
Bell Helicopter, has signed a purchase agreement with the New South aircraft also includes an advanced
Wales Police Force for the first Bell 412EPI helicopter to be operated in HD video down link which will also
Australia. Based in Sydney, Australia, the New South Wales Police will be retrofitted to the Italian Police’s
take delivery of the new aircraft in late 2014 where it will be used for both UH-139 helicopters already in service
tactical and response missions.

FAS SIGNS FIRM ORDERS FOR TWO AW169

HELICOPTERS
Falcon Aviation Services of Abu Dhabi, United Arab Emirates, has
signed a firm order for two AW169 light intermediate helicopters. The
announcement was in presence of HH Sheik Zayed bin Sultan bin
Khalifa bin Zayed al Nahyan, CEO and Vice Chairman of Falcon Aviation
Services, and Mahmood Ismael, COO of Falcon Aviation Services.
These orders follow the preliminary sales contract signed in 2011 and
the contract will expand FAS’ fleet of AgustaWestland helicopters, which
already includes a mix of four light twin helicopters including the Grand
and GrandNew models.

SKYTRAC SYSTEMS
INTRODUCES CRASH
HARDENED MEMORY
SkyTrac Systems has announced
the introduction of their new Crash
Hardened Memory module (CHM).
This solid state memory accessory
ensures the survivability of critical
flight data in the event an incident
occurs and is used with their
Flight Data Monitoring solution,
the ISAT-200A. It can also be
interfaced with third party systems
to safeguard flight data.

10
 INDUSTRY NEWS

GRANT HALVED FOR WESTPAC RESCUE HELICOPTER TRUST

New Zealand’s largest rescue helicopter service has had its funding cut for the second time in two years. The
Auckland Regional Amenities Funding Board will give the trust $450,000 to operate next year down from $900,000
this year and well short of the $1.5 million the trust requested. The Auckland Regional Amenities Funding Board is an
independent agency set up by the Government to fund community organisations. It gets the money from levies imposed
on all of the territorial local authorities in the Auckland region. The helicopter trust has already launched a High Court
challenge, seeking a judicial review.

AIR METHODS ACQUIRES BLUE

HAWAIIAN HELICOPTERS
Air Methods Corporation has completed its
acquisition of Blue Hawaiian Helicopters and
its affiliates (“Blue Hawaiian”), a helicopter tour
operator based in Hawaii. Founded in 1985, Blue
Hawaiian is one of the world’s largest aerial tour
operators in the State of Hawaii, offering a diverse
portfolio of twelve scheduled tours on five of
Hawaii’s six tourist islands. Blue Hawaiian operates
a fleet of 24 helicopters consisting of Eurocopter
AS350s and EC130s. Blue Hawaiian generated
consolidated revenue of approximately $47 million
for the fiscal year 2012.

11
INDUSTRY NEWS

PHI FLIES FIRST RIG APPROACH S-92 FLIGHTS

Sikorsky Aircraft Corporation and PHI Inc. have flown the first operational flights of the new “Rig Approach”
system, a first of its kind functionality on the S-92 helicopter that provides helicopter operators with an automated
approach to offshore rigs and platforms. This follows two FAA Demonstration test flights flown simultaneously by
Sikorsky and PHI, Inc. pilots who utilized Rig Approach to fly to oil rigs off the coast of Louisiana earlier in 2013.
Sikorsky developed the Rig Approach system in close collaboration with PHI, Inc. who operates S-92 and S-76
helicopters in the Gulf of Mexico.
 Also le
b
a v a i l aI M S
f ro m
 INDUSTRY NEWS

UK AIR AMBULANCE ADDS THIRD AIRCRAFT TO FLEET

The North West Air Ambulance Charity has added a third helicopter to its fleet, based at Barton airfield, the new
aircraft will undertake a trial of the enhanced service and will initially be coloured red until the scheme is complete,
should the trial be successful, the helicopter will join its yellow fleet. Since it launched in 1999, the charity has flown
more than 11,000 missions across the region.

License conversions and aTP

Los Angeles Helicopters is known for its specialty courses as well as ATP and foreign
license conversions. With having assisted countless foreign pilots obtain their FAA license
conversion and ATP we fully understand what it takes and will walk you through the
process from the moment you contact us. We will:
• Assist you in contacting the FAA to submit your foreign flight information
• Schedule a practical exam
• Provide study material
• Assist you with transportation arrangements and accommodations
• Expedite your training to save you time and money

sPeciaLTy courses
The LAH Vertical Reference/Long Line course is world renown and has trained Pilots
from companies such as Columbia, Erickson and Carson Helicopters as well as
Government agencies and individual Pilots alike!
Other specialty courses provided by LAH are: • Introduction to Police flying
• Advanced Emergency Procedures
• High Altitude/Mountain Flying

For more information on our license conversions, ATP, and specialty courses,
please visit www.lahelicopters.com today.

(800)-976-HeLi

14
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3501 Lakewood Blvd, Long Beach, CA 90808, USA
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Quality Inspector

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©2013 Bell Helicopter Textron Inc. All rights reserved.
 INDUSTRY NEWS

FIRST FLIGHT OF
THE WORLD’S FIRST QUEST AVIATION
GREEN HELICOPTER SOLUTIONS WIDENS
E-volo’s Volocopter has
ROLE WITH MD
completed its first maiden HELICOPTERS
flight. The Volocopter is an Quest Aviation Solutions is
environmentally friendly and broadening its relationship
emission-free helicopter, with MD Helicopters by taking
instead of one combustion on sales of its Multi Mission
engine, eighteen electrically family of helicopters in both
driven rotors propel it. A India and China. Quest will
number of multiple flights support India and China from
lasting several minutes and its sales offices in Bangalore
reaching the nearly 22 m and Beijing. Quest Aviation
high and a number of smooth takeoffs and landings, the Volocopter concept Commercial Director Mike
exceeded all expectations by the design team. Creed said “We are delighted
to have been appointed
by MD Helicopters as their
agent in China and India to
complement our exclusive
sales status role in the UAE
for the MD product range.

UK AIR AMBULANCE
FIRST 24-HOUR
SERVICE
Kent, Surrey & Sussex Air
Ambulance have become the
first air ambulance in the UK
to launch a 24-hour Helicopter
Emergency Medical Service.
Unlike the rest of Europe, the
service could only operate
between 7am – 7pm with two
specialized medical teams
deploying in two helicopters.
Following a change in Civil
Aviation Authority regulations
in 2012, the charity replaced
one of its older MD902
helicopters with a night-
capable MD902.

16
17
INDUSTRY NEWS

SCOTT’S BELL 47, INC. EXCEEDED SALES FOR THE 4GT-6 HELICOPTER
The company has taken deposits for 38 47GT-6 helicopters. The Rolls Royce RR300 turbine powered model 47
is forecast for first delivery in July 2016. Of the 38 sales, 11 are into the United States, 2 are into Africa, but the
majority are into Asia and Australasia with 25 sales to-date. SB47 says that although 10 are direct sales to operators,
the balance of 28 are with new dealers signed up with SB47 on the 47GT-6 program.
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Law Enforcement, and News Gathering. With two campuses in the USA, one in the UK and a training
fleet of more than 70 helicopters, Bristow Academy can help you pursue your dreams.
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 INDUSTRY NEWS

BRISTOW SECURES LONG TERM CONTRACT WITH BP

Following a competitive tender process Bristow Helicopters Ltd has been successful in securing a significant new
contract to provide helicopter services to BP Exploration Operating Company Ltd. The contract is for a five year term,
with an option to extend. Bristow will provide helicopter support for BP’s offshore installations to the West of Shetland
and in the East Shetland Basin commencing in July 2015 with two sole-use Sikorsky S-92 aircraft based at Sumburgh
Airport in Shetland.

21
 INDUSTRY NEWS

AUSTRALIA’S FIRST BELL

407GX SALE
Hawker Pacific has sold Australia’s
first Bell 407GX helicopter to a private
Australian customer. The aircraft, slated
for delivery in early 2014, will be based
in Sydney, used for corporate and VIP
operations and will be customised and
maintained by Hawker Pacific.

NORWEGIANS ORDER 16 AW101 FOR SAR

AgustaWestland has been awarded a contract for 16 AW101 helicopters plus support and training, valued at
approximately USD1.5 billion, to meet the Norwegian All Weather SAR Helicopter requirement. The contract
also includes an option for six further aircraft. Aircraft deliveries to the Royal Norwegian Air Force, who will fly
and operate the helicopters, will start in 2017 and continue through to 2020. The aircraft will be assembled at
AgustaWestland’s Yeovil facility in the UK.

GAZELLE HELICOPTER TO COMBAT

RHINO POACHING
The Paramount Group has donated a Gazelle
helicopter to SANParks to fight rhino poachers in
the Kruger national park, South Africa’s largest
game reserve. The helicopter was donated by
the Ichikowitz Family Foundation in association
with Paramount, South Africa’s largest private
aerospace and defence group, and is part of
a wider effort by the Foundation to stop South
Africa’s poaching scourge. The Gazelle will be
based in Phalaborwa and will be used over the
northern Kruger National Park.

22
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AIRCRAFT SALES
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We can manage or support any part of a sale,
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We carry out post or pre-sale specialised
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23
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24
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INAER WINS SAMU CONTRACT
INAER France, part of the Avincis Group, has won
a tender for the operation of SAMU helicopters in
the Provence-Alpes-Côte d’Azur region. The regional
contract is the first of its kind for the French Ministry
of Health. INAER will introduce five EC-135 helicopters
from the start of 2014 for hospitals in the region:
Marseille, Avignon, Toulon, Nice and Gap. The Marseille
helicopter will be a 24 hour service, and the others
will be 12 hours services. The bases at Marseille and
Avignon will be subleased to Mont-Blanc Helicopters.

Approved by FAA | EASA | TCCA | ANAC

AUSTRALIAN HELICOPTERS WINS

FIRST FIREFIGHTING CONTRACT
Australian Helicopters has won its first
dedicated firefighting contract after being
awarded a three-year contract with the National
Now 50% Longer Lasting
STC’dForTT Straps
Aerial Firefighting Centre to be delivered through
the South Australian Country Fire Service. The
agreement includes two one-year extension
options and will see Australian Helicopters
provide services over the fire season for air
All Bell 206 models
attack supervision using two AS350BA aircraft
based at Woodside in the Adelaide Hills.
Certified for 36 months or 1200 hours,
the all-new Tension-Torsion Straps from Airwolf now
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MEDICAL BELL 407GX
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On the shelf and ready to ship.
Division has completed and delivered the Only from Airwolf.
first of four medically-equipped Bell 407GX Value leader, price leader in aviation.
helicopters to CareFlite who provide medical
transport across North Texas. The remaining
three Bell 407GXs are anticipated to be
completed and delivered to CareFlite by the
end of the year. Each 407GX is equipped with
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25
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27
 HELIFRANCE GOES BESPOKE
IN THE VIP MARKET

WORKING WITH SOME OF THE FINEST

FRENCH HOTELS AND LUXURY
DESTINATIONS, HELIFRANCE HAS
ESTABLISHED SEVERAL PARTNERSHIPS
INTENDED TO PROPEL THE COMPANY TO THE
FOREFRONT OF VIP HELICOPTER SERVICES.

STORY BY LEIGH NEIL / PHOTOS BY NED DAWSON

29
 F
irst established in
the early 1980s,
HeliFrance is the VIP
charter division of
Heliconia Group and has experienced
several changes of shareholding
before the current shareholding
management was established at
the end of 2011. At that time a
hard look was taken at what type
of helicopter services the market
wanted, and what gaps existed in
the market. As a result, the decision
was made to develop Parisian-based
services with a focus on the VIP
and business markets. “We felt that
we could offer the type and quality
of service that VIPs and business
clients wanted and were waiting
for, but that no other provider was
then willing or able to offer,” stated
HeliFrance managing director
Guillaume Martin. He elaborated
that rather than just providing the
helicopter flight, HeliFrance wanted
to offer quality risk-assessment
information detailing such things
as weather risks, re-scheduling and
alternative solutions in the event of
a no-fly scenario. High-end facilities,
meeting venues, resort locations and
“WE FELT THAT WE COULD OFFER THE TYPE
AND QUALITY OF SERVICE THAT VIPS AND BUSINESS
CLIENTS WANTED AND WERE WAITING FOR,
BUT THAT NO OTHER PROVIDER WAS THEN
WILLING OR ABLE TO OFFER.” GUILLAUME MARTIN
30
services are all part of the package
HeliFrance has put together through
a combination of local knowledge
and strategically established
partnerships.
HeliFrance’s VIP customer
base is not focused solely on local
Parisian or French business. Paris is
not only one of the worlds leading
tourist destinations, it is also a major
business center so, understandably,
the company already boasts
established customers from
countries as diverse as Russia, China,
Japan, the Middle East, USA and
India. Such destinations as Brittany,
castles in the Loire valley and
D’urville on the Normandy coast,
with it’s combination of business/
meeting facilities and world-class
golf course, are typical of what
HeliFrance offers its VIP and
business customers. As an indication
of the company’s intended direction,
HeliFrance recently commenced
operations in conjunction with a
top-line hotel and - after receiving
excellent satisfaction ratings from
both clients and hotel management -
began working with them to develop
additional services tuned to what
top clients desire, rather then a fixed
range of flight offerings. Services
such as the co-ordination of VIP
limousines and ground transfers
are just one example of the way
31
32
HeliFrance intends to provide a
completely integrated solution for
their clients. That same development
process is also being conducted
with others of HeliFrance’s
leading destination partners, as
often it is they who have the best
knowledge of a particular customer’s
requirements. HeliFrance’s aim is to
offer the same trusted quality and
level of exclusive, preferred service
as that offered by Paris’ top 5-star
hotels. Mr. Martin considers that the
provision of a complete, one-stop,
five-star service from pick up to
drop-off combines with HeliFrance’s
choice of available aircraft types to
HELIFRANCE’S VIP CUSTOMER BASE IS NOT
FOCUSED SOLELY ON LOCAL PARISIAN OR FRENCH
BUSINESS. PARIS IS NOT ONLY ONE OF THE WORLDS
LEADING TOURIST DESTINATIONS, IT IS ALSO A
MAJOR BUSINESS CENTER SO, UNDERSTANDABLY,
THE COMPANY ALREADY BOASTS ESTABLISHED
CUSTOMERS FROM COUNTRIES AS DIVERSE AS RUSSIA,
CHINA, JAPAN, THE MIDDLE EAST, USA AND INDIA.
33
34
35
36
set their VIP offering apart from all
competitors, positioning HeliFrance
as the premier option for VIP
helicopter service in France.
In order to tailor each flight to
the individual client, before takeoff
customers are questioned as to their
preferences regarding such things as
the need for guide accompaniment
and provision of commentary etc.
This not only helps build a solid
relationship with the client, but also
ensures they receive the service
they are expecting. VIP flights are
regularly carried out with multiple
ships; up to five machines for a single
hire is not an uncommon occurrence
and a recent hire for a Japanese
customer involved eight aircraft.
Future plans for the company’s
Paris base include expansion and
upgrading to encompass full-
service welcoming into an exclusive
environment, a dedicated welcoming
team and additional facilities such
as meeting rooms. Final approvals
and authorizations for the upgrade
project are expected by the end
of this year, with the building and
upgrading completed in 2014.
Fitting with their service profile like
a proverbial glove, HeliFrance took
over responsibility for organizing and
managing the helicopter transport
service station at Le Bourget for
the latest Paris airshow, under
the approval of the DGAC and
reportedly received excellent overall
approval from both DGAC and the
airshow organizers.
Most, but not all, of HeliFrance’s
Paris-based pilots come from a
military background. The VIP fleet
utilizes predominantly EC130,
AS350B3 and AS355N types, with a
Dauphin N1 due to go on line shortly.
All twin-engine aircraft and their
crews are equipped and qualified
for night-flight, giving a full 24-hour
operational availability but Mr. Martin
advised that very few VIP flights
are conducted at night. Future
37
 plans include consideration of fleet
modernization to incorporate types
in the Bell 429/Agusta 109 class,
providing large, comfortable cabins
with face-to-face seating for the
clients. Pilots alternate between VIP
flying and other utility work - such
as fire fighting and mountain-flying
through the Heliconia Group’s other
divisions – so they maintain a high
level of currency and competency
in all aspects of their work. Both
the company and its pilots have
extensive experience and have
gained the confidence of France’s
state services when it comes to
locating and assessing appropriate
and safe operating areas for their
38
many and varied business-flight
requirements. French airspace
restrictions, noise abatement and the
demands of VIP flying mean that all
the HeliFrance pilots are extremely
adaptable and highly competent,
so it is understandable that despite
the company’s 1,000hr minimum
requirement for employment flying
passenger transport flights, all their
current pilots are at least double
that minimum. For safety and
security, apart from the normally
required flight reporting procedures
HeliFrance utilizes the French Heli-
Safe live GPS tracking system in their
machines.
Just 20 minutes flying time from
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39
 Paris and hidden in an area of forest,
sits the Chateau Vaux Le Vicomte,
a superb example of the luxury and
prestige destinations HeliFrance
offer their VIPs. It was constructed
by Nicolas Fouquet, minister of
finance to Louis XIV, as a testament
to his power and wealth. He utilized
the three greatest French artists of
the period; architect Louis Le Vau,
landscape designer André Le Nôtre
and painter Charles Le Brun, giving
them what every artist dreams of;
a huge tract of virgin land, a lot of
money and the freedom to create.
Encouraged to be audacious and
innovative, they created a truly
inspired, architecturally influential
masterpiece and upon its completion
in 1661 a lavish inauguration party
40
was held to which the king – at that
time a good friend of Fouquet’s -
was invited. So impressed was the
king with Chateau Vaux Le Vicomte
that he commissioned the same
three artists to complete the palace
of Versailles, thus establishing the
chateau as the foundation of a
century and a half of architectural
and artistic influence. After Fouquet
fell out of favor and was imprisoned
for the remainder of his life – a story
of political plotting and intrigue in
itself – the estate was sold. Together
with his brother Jean-Charles,
ex-mountain guide Alexandre de
Vogüé is co-owner of the chateau
and the fifth generation of his
family to manage the estate. He
told HeliOps how his great, great
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41
42
43
 grandfather Alfred Sommier arrived
in 1875, fell in love with the estate
and purchased it. “He was a very,
very rich man,” said de Vogüé. “He
made his money from the sugar
industry and used it to resurrect the
44
property, which was in a very bad
state at that time after almost two
centuries of ownership by just two
successive families, then 30 years of
abandonment and neglect.” Through
necessity, de Vogüé’s father opened
45
 the family home to the public in
1968 and 100,000 visitors each year
help defray the chateau’s staggering
Euro8M annual budget, which
includes maintenance and running
costs. Unlike most historic estates,
Chateau Vaux Le Vicomte allows
visitors almost complete access from
46
the basement to the roof; no rooms
or areas of beauty and interest are
kept out-of-bounds so the average
Euro16 admission price is very
reasonable. Business practicality
has also led the chateau’s owners
to embrace the use of helicopters
as an ideal means of bringing in
VIP guests. De Vogüé reported that
they had been gratified to receive
the highest praise from some of
the world’s most experienced
travellers. “There are people who
have travelled the entire planet, seen
everything, done everything, been
everywhere. They arrive here for the
first time and say “How could I have
lived my life without visiting this
place? How could I have missed it?”
We realized it’s like French tourism’s
best-kept secret and it’s now our
generation’s duty and objective to
rectify that lack of knowledge.” He
commented that the VIP visitors
47
 in particular seemed to love the
privacy of the place and the fact that
there is a family still living there. It
is not uncommon for very wealthy
clients to hire the entire venue for
a private evening function, paying
anything up to Euro50,000 for the
privilege, depending on the options
and services required. Along with
general public tourism and VIP visits,
weddings and business seminars
or meetings are also catered for.
De Vogüé, however, said that the
long-term strategy was to focus on
JUST 20 MINUTES FLYING TIME FROM PARIS
AND HIDDEN IN AN AREA OF FOREST,
SITS THE CHATEAU VAUX LE VICOMTE, A SUPERB
EXAMPLE OF THE LUXURY AND PRESTIGE DESTINATIONS
HELIFRANCE OFFER THEIR VIPS.
48
increasing the high-yield sectors
so the chateau could reduce the
exposure and damage caused by
the lower yield business. As he
explained, “There is always more
damage with weddings. People
want to dance in high-heels, large
numbers of people are involved
in decoration and catering etc.
Whereas a private dinner party for
20 or 30 guests yields higher income
for a much lower input and risk.”
While each individual VIP tour
can be tailored to the client, most
arrivals land at the front of the
chateau where they are picked up by
electric golf-cart and taken on a tour
49
50
51
 of the spectacular gardens, before
entering the chateau. The formal
French garden is drawn over a 3km
perspective and 100acres; the first
great creation of Le Nôtre and the
instigation and inspiration of the 17th
century French formal garden style.
52
The many statues and busts that
are an integral part of the garden
are a direct reflection of the fashion
of the era, whereby the wealthy
would compare themselves to the
greatest and most powerful figures
of history and legend; hence the
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 likenesses of such as Hercules and
many Roman emperors. Standing
1km from the chateau, at the far end
of a garden is a large, fine statue of
Hercules resting, looking back over
Fouquet’s creation. His placement
and contemplation is intended
to signify the accomplishment of
Fouquet and the statue is therefore
a metaphorical representation of
Fouquet himself.
In the short time HeliFrance has
been working with the Chateau –
the partnership was established
only this year - around ten VIP
flights have already been carried
out. Most of the VIP appointments
are arranged through the partner
relationship with a top Paris hotel.
According to de Vogüé, HeliFrance
54
not only delivers and picks up
clients, the helicopter can be left at
the venue at the clients disposal, as
some VIPs do not like working to
a tight schedule or itinerary. Pilots
have even been asked to attend VIP
dinners as the client was interested
and wished to discuss aviation
related matters. The partnership
between HeliFrance and the chateau
works both ways, with Vaux Le
Vicomte recommending HeliFrance
to those of their exclusive clients
who wish to take a premium tour
that is far beyond the ordinary. If
luxury and history remain areas
of intense fascination, it is almost
certain that HeliFrance and the
chateau will reap the rewards of a
far-sighted strategy. HO
55
 56

PHOTOS BY FREDERIC VERGNERES

The Marenco
Swisshelicopter
has rolled out
the first SKYe
SH09 prototype
helicopter.

57
 O
ur teams have made outstanding
progress in completing the first
prototype and in processing the
certification of the SKYe SH09” said
Martin Stucki, Chief Executive Officer
and designer of the helicopter.
The modular construction of the cabin makes the
most of the flat floor and the unique high ceiling,
offering multiple seating arrangements for one
pilot and up to seven passengers, all with individual
crashworthy seats. A reference window built into
the cabin floor offers the crew a direct view of the
ground when coming into land enhancing safety.
The rear access to the cabin is facilitated by large
clamshell doors ideal for emergency evacuation roles
of the helicopter and the high clearance tail-boom
will let ground crew stand underneath and load the
stretcher and medical equipment.
The SKYe SH09 is positioned in the 2.5 metric ton
class of helicopter and powered by the Honeywell
HTS900-2 engine. The aircraft is expected to have a
cruise speed of 260km/h (140 knots) and a range in
excess of 800km (430 nautical miles) with standard
fuel tanks.
The HTS900-2 engine incorporates next
generation technology developed by Honeywell
including a modern FADEC system, a dual Centrifugal
Compressor, increased power output and reduced
fuel consumption.
With a Maximum Take Off Weight of 2,650kg
(5,842lbs) the SKYe SH09 helicopter should offer
good hot and high performance and a low noise
signature due to the newly developed dynamic
assemblies and shrouded tail rotor.
The prototype aircraft was shown in a matt grey
paint livery but with the carbon composite airframe
still revealed in key areas such as the tail boom and
the shrouded tail rotor.
Mathias Senes, Commercial Director, points out
that it is rather unique to reach such detailed quality
in a first prototype and adds “our prospects and
clients will see our commitment to quality and will
certainly value what we mean by High Visibility
Cockpit”. Originally unveiled to the market during
the 2012 Heli Expo in Dallas, the High Visibility
Cockpit concept has now been fully developed and
integrated into the prototype.
Marenco Swisshelicopter Ltd. was founded in
2007 for the direct purpose of developing, building
and commercializing new concepts of light turbine
helicopters.

58
59
THE FLIGHT HELMET HAS
LONG BEEN ACCEPTED AS AN
INTEGRAL PART OF THE MILITARY
HELICOPTER CREW’S SAFETY-
EQUIPMENT. WITH THE WEALTH
OF EVIDENCE AVAILABLE
PROVING THE HELMET’S
EFFECTIVENESS IN INCREASING
CRASH SURVIVABILITY, PERHAPS
THE CIVILIAN HELICOPTER
INDUSTRY SHOULD FOLLOW THE
MILITARY’S LEAD.

STORY BY MARK OGDEN / PHOTOS BY NED DAWSON

61
 M
ilitary aviators need
no convincing of a
helmet’s value – yet
in a world where
many countries
mandate helmet wearing for
activities such as riding motorcycles
and even bicycles* and despite
research proving the manifold
benefits of wearing helmets in
helicopters, aviation regulators have
been reluctant to force the issue in
the civilian helicopter industry.
Since World War One, few
military pilots have taken to the
skies without the protection of some
kind of helmet. The simple leather
helmet of WWI that kept a pilot’s
head warm has developed into a
modern hard-shelled technological
masterpiece that fulfils a variety
of functions; noise attenuation,
communication, weapon-system
operation, mounting for flight
instrumentation and night-vision
equipment – and not the least,
protection against blast and impact.
According to Barry Vincent
of Integrated Helmet System
(manufacturers of the ALPHA
EFFECTIVE CRM DEMANDS OPEN AND EFFECTIVE
COMMUNICATION THAT LESS THAN 5% OF COMMERCIAL
PILOTS WEAR HELMETS AND FAR FEWER IN
THE LEISURE SECTOR OF THE MARKET. OF THE
PERCENTAGE WEARING HELMETS, MOST ARE SEARCH
AND RESCUE OR POLICE AIR SUPPORT.
62
Helmet), the acceptance of head
protection in the civilian helicopter
market has been extremely low.
Less than 5% of commercial pilots
wear helmets and far fewer in the
leisure sector of the market. “Of the
percentage wearing helmets, most
are search and rescue, police air
support, and other similar ‘quasi-
military’ crews,” he says. Another
study found that only 13% of civilian
EMS operators used helmets.
Reasons given for not wearing them
included ‘bad public relations’, high
costs and concerns about their
effectiveness.
RESEARCH
A 1967 paper on a study by the
United States Board for Aviation
Research, covering four decades
of crashes, determined that 97% of
US Army aircraft accidents were
theoretically survivable (defined as
survivable if crash forces were within
human tolerance: 50-150g transverse
to the spine). There is no reason to
expect a greatly differing percentage
in the civilian industry. Regardless of
why a helicopter hits the ground, the
laws of physics apply equally to civil
and military aircraft.
Helicopter helmet development
began seriously during the early
63
 1960s when researchers began
examining ‘survivable’ accidents
in military aircraft, particularly
helicopters. The US Army
Aeromedical Research laboratory
has issued many technical papers on
the subject and in the UK research is
conducted at Farnborough.
Two studies examining US
Army accidents and flight helmet
effectiveness were conducted
30 years apart; the first in 1961,
examining the APH-5 helmet and the
second in 1991 looking at the SPH-4.
In the 1961 study, fatal head injuries
were found to be 2.4 times more
common among those not wearing
helmets. The author of that report
credited the APH-5 helmet with
saving 265 lives over the period the
study examined.
The 1991 study examined severe
but survivable accidents between 1972
and 1988 and found the risk of fatal
head injury to be a massive 6.3 times
greater for those not wearing helmets.
In the late ’50s, when the US
Army adopted the US Navy’s APH5
64
helmet, users described it as being
too hot, heavy and tight. Later, when
the Army determined that the APH5
did not sufficiently attenuate noise,
especially in the low frequency area
of 75-2000Hz, it adopted the Navy’s
SPH-3 which was re-designated the
SPH-4.
The SPH-4 limited head
deceleration to 300g, which was
below the 300-400g threshold
for concussive injury. Although the
SPH-4 was popular, wearers risked
concussion or basilar skull fracture
due to the lack of energy attenuation
in the earcup region, so the SPH-4B
(which was lighter than the SPH-
4) was developed using a reduced
density and thicker polystyrene liner.
Energy produced by a lateral blow
to the helmet was dissipated by
having the helmet earcup fracture
during the blow. The SPH-5 is the
civil version of the SPH-4 but with
a different outer shell material.
The SPH-5 provides between 13dB
attenuation at 125Hz, and 43dB at
4000Hz.
WHAT DID YOU SAY?
Sound waves travel through
the air, creating minute changes
in atmospheric pressure. Sound
pressure is perceived as volume and
‘pitch’ is the frequency of its cycle,
the faster the cycle (or frequency)
the higher the pitch. The loudness
or volume, of sound is measured in
decibels (dB) and the dynamic range
of human hearing is from 0 to 120dB.
Sound becomes noise when it is
unwanted, bothersome, or painful.
The human eardrum is connected
by three small jointed bones in
the air-filled middle ear to the oval
window of the inner ear or cochlea.
The cochlea is a fluid-filled spiral coil
with over 10,000 hair cells rooted on
its basilar membrane. The movement
of these hairs in response to sound
forms, nerve impulses which are
65
66
67
 IN THE 1961 STUDY, FATAL HEAD INJURIES WERE
FOUND TO BE 2.4 TIMES MORE COMMON AMONG
THOSE NOT WEARING HELMETS. THE AUTHOR OF THAT
REPORT CREDITED THE APH-5 HELMET WITH SAVING
265 LIVES OVER THE PERIOD THE STUDY EXAMINED.

68
transmitted by the auditory nerve to
the hearing center of the brain.
The delicate hair sensors on the
membrane vary in stiffness along
the cochlea’s length, and so respond
to different frequencies transmitted
down the coil. The hair sensors are
one of the few cell types in the body
that do not regenerate and because
they can be irreparably damaged
by loud noise, damage to hearing
from loud noise is cumulative and is
irreversible. Exposure to high noise
levels is also one of the main causes
of tinnitus.
The decibel scale is logarithmic,
not linear, so 90dB is ten times
louder than 80dB and 100 times
louder than 70dB. The first standard
for sound level meters was published
in 1936. It had two frequency
weighting curves, ‘A’ and ‘B’ which
were modeled on the ear’s response
to low and high levels of sound.
Today, when there are multiple
sound sources and frequencies, as
is the case of in helicopter cockpits
or cabins with combinations of
engine, transmission and wind noise,
decibels are ‘weighted’ according to
various criteria, to approximate the
auditory sensitivity of the human
ear. This measurement, called the
A-weighted sound level (dBA), is
very similar to the 1936 defined ‘A’
Curve.
Sound pressures exceeding 120dB
will cause pain in humans. When
general sound pressure reaches
levels over 65 to 70dB, ordinary
speech communication becomes
difficult. Hearing protection should
be used in exposure to levels above
85dB, especially prolonged exposure
– and unprotected exposure to levels
above 100dB should be avoided
wherever possible.
Typical sound levels range from
human breathing (around 0-10dB),
through the average office ambient
(50dB), busy restaurant (80dB) or
lawn mower (100dB) to a rock band
(110 to 120dB). Some helicopters
in current use have maximum
sound levels exceeding 93dBA and
averaging over 90dBA. What the
69
 available figures may not show are
the frequencies and the associated
noise levels.
The less noise a person is
subjected to, the lower the potential
for fatigue or permanent hearing
damage – issues that impact on
both short and long term health and
safety. European authorities (and
US Air Force) accept that humans
can be subjected to 85dBA for up to
eight hours a day without detriment
to health. At 91dBA, the ‘safe’
exposure time is just two hours.
Basically, exposure times are halved
for each 3dBA increase. United
States occupational health and
70
safety limits are about 5dBA higher
for equivalent times.
Because ambient noise levels
experienced in helicopters vary
significantly among different types
and according to varying cabin
sound attenuation material fit, many
helicopter crews who just wear
headsets while flying are probably
being exposed to noise levels
that exceed occupational health
guidelines or limits.
The frequency of sound is
measured in cycles per second
or ‘Hertz’ (Hz). The normal range
of human hearing is from 125 to
4000Hz. There is a perception
HAI HELI-EXPO is the annual
event where we can meet with
our industry friends and suppliers
in a single location.
— Paul Spring
President, Phoenix Heli-Flight

EngagE in thE FuturE oF VErtical Flight

February 24–27 • Anaheim, CA
Exhibits open February 25–27

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rotor.org/heliexpo 71
72
73
 that it is the high frequency noise
that needs to be attenuated in
helicopters, but in reality, the levels
that most need attenuating are
the lower ranges (125 to about
2,000Hz), which are also the hardest
to reduce. Low frequency noise
causes permanent hearing loss more
quickly – although its effect is loss of
the ability to hear high frequencies.
In helicopters, it is also important to
negate the sonorous (sleep inducing)
effect of low frequency noise.
Although headsets provide
some hearing protection, their
effectiveness can vary and they
provide no head protection. Usually,
the thicker the earcup the better,
and in general, headsets provide
between five and 28dBA attenuation
depending on the frequency.
Correctly fitted soft earplugs
provide less attenuation than a
correctly fitted passive headset and
should be kneaded between the
74
thumb and forefinger sufficiently to
warm and soften them; often this is
not done and their effectiveness is
reduced.
Combining earplugs with passive
or active hearing headsets improves
attenuation of ambient noise
but their cumulative effect also
attenuates speech communication.
Increasing radio or intercom volume
to overcome attenuated speech
simply introduces a different source
of noise, entirely negating the
‘benefit’ of the plugs.
OTHER NOISE REDUCERS
ANR (Active Noise Reduction)
is offered as an option by most
helmet manufacturers. ANR utilizes
a microphone to detect sound levels
in the dome cavity and electronics
to process that signal and relay it to
an anti-noise speaker (also known
as the ANR driver), which then
adds sound into the dome cavity to
Deliveries available
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If you are interested in purchasing a new or pre-owned aircraft, or have

an aircraft to sell, please email us at sales@sloanehelicopters.com or
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Additional information can be found on our website at

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SLOANE HELICOPTERS LTD

The Business Aviation Centre
Sywell Aerodrome, Northampton NN6 0BN
tel: +44 (0)1604 790595 fax: +44 (0)1604 790988
e-mail: info@sloanehelicopters.com www.sloanehelicopters.com
75
 combine with the existing ambient
noise to reduce the overall noise
level. It’s the combination of those
signals that provides the active
cancellation.
One disadvantage with ANR is
that when some noises are cancelled,
so also are some communication
sounds. Another is that there are
only so many noises that can be
cancelled with one ANR, which may
sometimes just ‘shut down’.
ANR is not as effective controlling
high frequency noise as it is with
low frequency. It may reduce low
76
frequency noise by about 15dBA,
while its effect may be negligible at
higher frequencies. However, this
is preferable to the reverse, as it is
the low frequency noise that mostly
affects long-term hearing.
Another available noise reducer
is the CEP, or the communications
earplug. Developed by the US Army,
the CEP uses the significant hearing
protection of an expanding foam
earplug while passing speech signals
to the ear through a miniature
transducer. Results show reductions
of more than 30dBA in the low
frequency noises prevalent in
helicopters.
IMPACT
Deceleration is expressed in ‘g’,
where 1g is equivalent to the force
of gravity on the surface of the
earth. The g-force of an impact is
determined by the initial velocity
and available stopping distance.
Bone-break strength of the head
from a focussed impact varies
from 30g at the nose to 100-200g
for one square inch of frontal bone,
while the head should tolerate
300 to 400g in a more diffuse
impact. Early helmet designs
aimed to protect the head from
a penetrating impact and reduce
overall head forces to around
300g. The inner foam layer
and earcup design of a helmet
generally dictates the global
force attenuating capability of a
helmet.
Over the years, helicopter
manufacturers have reduced
the number of controls that
protrude into the cockpit, and
have improved seats and seat
77
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78
www.phoenixheliparts.com I +1 480-985-7994
restraints in an effort to lessen the
chances of head impact and improve
survivability during an accident.
Helmets are designed to protect
the wearer’s head from deceleration
and impact. The Gentex HGU-56/P,
for example, is built to a standard
that requires it to withstand single
impacts of 4.8 meters/sec at the
crown and 6.0 meters/sec at the
headband. Headform deceleration
is limited to 175g at the crown and
150g at the earcup. It meets an
impact protection standard of a 5kg
(11lb) weight dropped from 1.52m
(nearly 60 inches).
According to Barry Vincent,
ALPHA aircrew helmets offer
impact protection of below 300g
deceleration for a 122-Joule (90ft/
lb) impact energy, and will stop
penetration of a 1.8kg (4lb) Chisel
Point Striker dropped from 1m (39
inches).
BUYING A HELMET
Anyone looking to buy a helmet
should examine the specifications
and the standards that different
helmets meet. The US Army has
established probably the highest
standard and specifications (Product
79
80
81
 Specification FNS PD 96-18),
which some helmets do not meet
in either sound attenuation or impact
resistance. However, there is no
one standard that dictates whether
a helmet is safe for a particular
purpose.
The ideal helmet weight should
be less than 4.4lb (2kg) (Crowley.
Licina, and Bruckart). A heavy or
unbalanced helmet can cause fatigue
or pain and the helmet should be
free of extraneous or unnecessary
projections to avoid entanglement in
cockpit controls.
The ALPHA Helmet was
“THERE IS A HECK OF A LONG WAY TO GO ON THAT
ONE, AND THEREAFTER WE’LL SEE INCREASED USE OF
TECHNOLOGIES SUCH AS ANR AND NVG, AND EVEN FURTHER INTO
THE FUTURE, INTEGRATED HEADS-UP DISPLAYS.” BARRY VINCENT
82
developed by Helmets Ltd (now
Helmet Integrated Systems). The
company’s current offering is the
ALPHA Eagle. This light helmet
can be equipped with visors and
options include ANR and CEP.
Noise attenuation is subjective and
dependant upon individual helmet fit
and noise source direction. However,
the mean attenuation for the ALPHA
ranges from 12.4dBA at 125Hz,
through 23.4dBA at 500Hz and
50.8dBA at 4,000Hz.
MSA Gallet also produces flight
helmets, which are renowned for
their light weight – however Gallet
does not publish noise attenuation
figures for its helmets.
Gentex’s HGU-56/P is very light,
meets the US Army’s latest standard
83
 and boasts good noise attenuation
at the low frequencies; a 17dB
reduction at 125Hz, through 20dB at
500Hz and 37dB at 4,000Hz. This
helmet can also be equipped with
visors, ANR and CEP.
Gentex’s Jerry Johnson flew
helicopters for many years and has
seen many people receive head
injuries that a good helmet would
have prevented. He was actively
involved in over 200 accident
investigations in the Army and spent
seven years at USAARL before
joining Gentex in 1982 as an Aviation
Life Support Equipment Specialist.
He has been actively involved in the
development and fielding of the
HGU-56/P helmet since 1978.
Johnson says that each aircraft
has different requirements when it
comes to selecting a helmet. “Some
aircraft are very loud, so I would l
ook for a helmet to reduce the
noise levels as much as possible;
some are more subject to multiple
impacts. It is important to select the
best, safest, and most comfortable
AS-350/355 FAA/EASA Certified Mount
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84
helmet available that can accomplish
the mission.”
Fixed wing crews generally need
helmets to protect them during
escape. Helicopter crews, however,
inevitably ‘ride out’ an entire crash
sequence, so their heads need
significant and prolonged protection.
According to Johnson, helicopters
often hit while moving forwards and
if they hit hard, tend to roll over. “In
such cases,” he says, “helmets must
provide multiple impact protection
and not come off during the
accident sequence.”
When it comes to noise, Johnson
says that many slower moving
aircraft produce more noise and a
different noise from faster aircraft.
A helmet must provide a pilot with
the ability to hear the radios – and
to understand what is said – while
providing the best noise protection
possible. “It depends on the mission
and the aircraft – so crewmembers
might even need several helmets.”
He says that the selection should
come down to which helmet
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85
 provides the most protection in all
areas. “I guess it just comes down to
what you want the helmet to do. A
lot of people just wear one because
the requirement is there; others want
the helmet to protect the head and
ears. That is why there are so many
different helmets being made.”
FITTING
According to Johnson, the
fitting of helmets can be an art.
The first thing to decide – sometimes
the hardest part of the fitting – is the
correct size. The HGU-56/P comes
in six sizes. “Some helmets only
come in a few sizes and you have
to use what you can get on your
head. Others come in lots of sizes
and you need to know which one is
shaped like your head and will
fit properly.”
86
Vincent notes that the ALPHA
comes in up to five shell sizes to take
account of not only head size but
also different anthropometric forms.
“Caucasians’ heads are typically
longer and narrower than those of
Asians and Afro-Caribbeans who
tend to be more round,” he says. So,
in addition to small, medium and
large, the Alphas come in medium-
long and medium-broad.
The helmet needs to sit on
the head in the right position. If a
crewmember requires a helmet-
mounted display, night vision
goggles, or any other device
attached, then it must fit so that
the helmet sits on the head with
the device in the correct working
position. Ear cups must fit over the
ears and be compressed to block
external noise as much as possible
and yet be comfortable enough
that the helmet can be worn
continuously. The helmet must
not be able to rotate forwards or
sideways, and must be secured
tightly enough that it cannot
come off without loosening the
chin strap. Most complaints about
a helmets comfort result from
poor fitting.
FUTURE
Barry Vincent believes that
future developments in the civilian
sector will depend on greater
acceptance of helmets. “There
is a heck of a long way to go on
that one, and thereafter we’ll see
increased use of technologies
such as ANR and NVG, and even
further into the future, integrated
Heads-Up Displays.”
Jerry Johnson says future
technology will make helmets
even better, with lighter,
stronger, more durable and
more comfortable materials
being discovered daily. Better
electronics, better visors, different
comfort-foams and hybrid fabrics
will make them safer and more
functional.
He also sees future regulation
for the wearing of helmets. “Both
the NTSB and FAA would like to
see it become law that everyone
wear an appropriate helmet, but
I just do not see how they could
control it. To make people wear
one, make
sure that it is the right one and
that it is maintained and worn
properly will be a 24-hour-a-day
job for a lot of people” HO
87
DAN SWEET
COMPANY SLING TRAINING NATURALLY
INCLUDES FLYING BUT THERE IS OFTEN
VERY LITTLE PROVIDED ABOUT THE ACTUAL
EQUIPMENT. HELIOPS LOOKS AT THE
RATHER MUNDANE BUT VITALLY IMPORTANT
ASPECTS OF HOW TO USE IT PROPERLY.

89
 R
opes, lines and hooks
are considered to be
parts of the utility
helicopter and should
be treated as such
– as without them it cannot earn
money.
SELECTION
In order to get maximum use
from ropes, it is important to select
them properly in the first place, to
use them in the right way and to
retire them in time. A thicker rope
will always outlast a thinner one
because the distribution of surface
wear is better. A stronger rope will
also last longer because the load it
supports will take up proportionally
less of its working strength. For
example, a 200 lb load is using up
only two percent of the strength of
a rope with a breaking strength of
10,000 lb, but it will take up four
percent of one at 5,000 lb, so the
latter is working harder and will
have to be retired sooner. Braided
ropes are stronger than twisted
ropes, which is why climbers use
them; they have higher strength and
stretch less. Their round, smooth
construction also distributes any
wear over a greater area.
MANUAL CHECKS
When inspecting a rope, look for
excessive abrasion, glazing (from
heat, possibly friction caused by
SLING EQUIPMENT SHOULD ONLY BE
USED ON HELICOPTER OPERATIONS IF IT
IS IN GOOD CONDITION, AND WORN OR
FRAYED ITEMS SHOULD BE DISCARDED.
90
ropes rubbing together), inconsistent
diameters (flattening, bulges, etc.) or
texture, or discoloration. Ultra-violet
light may degrade kevlar lines, so
they should be kept out of the sun
(although spectra lines fade in color,
their strength seems to remain). A
line cover not only helps with this
but also keeps the electric cable
under control.
High Modulus Polyethylene
(HMPE, or Spectra) ropes, from
which Amsteel Blue and others are
made, begin to suffer progressive
strength loss at 65°C, so don’t land
where the exhaust can affect them.
If they get dirty or wet, they will
conduct electricity, and dirt will
degrade the fibers (look for a white
powder-like substance).
All hooks must be enclosed; that
is, they should not allow the load to
come out when flying. They must be
checked for consistent operation, as
must all standby release methods.
Check the manual and electrical
releases, and don’t accept the fact
that the solenoid clicks as evidence
of its working. If there’s no one else
around, put a rope in and pull on it
when you operate the mechanism.
After you operate the manual
release, check that the Bowden
cable between the hook and the
body of the helicopter doesn’t bind
and stop the hook from re-arming.
All witness marks should be aligned
on the knurled knob or lever and
the hook body. Make sure the hook
moves over its full range of travel
and that the bungee cord keeps
 DAN SWEET

91
 it tight against the bottom of the 20 percent of the maximum capacity
fuselage, so you don’t land on a of the hook. You should use common
vertically extended hook, which sense on sizes; a 2,000 lb generator
may get snagged (garbage on the can quite safely be lifted with one
landing site has been known to exert inch steel cable under an S61.
sufficient pull on the manual release A choker is technically a lanyard
to allow the load to work itself free). that holds a load with a slipping
Don’t beat the hook on the noose which tightens under tension
ground or against obstacles (stumps – the greater the tension, the tighter
or rocks, etc.), or drop the long-line the grip (Pic 1).
from the air. Land and detach it by
hand on the ground. If it is dragged
through the trees and the aircraft
lands on it, the electrical wires will
be damaged – as may the line itself.
Hooks are quite difficult to repair
without tools, which won’t always be
immediately available.

KEEPING WITHIN
THE LIMITS
Any equipment used should
be able to withstand six times its
anticipated load (a ratio of 6:1)
because flight conditions may
increase its weight artificially, and
to allow for deterioration (abrasion,
cuts by the load, etc), errors in load
weights, and the effect of the sling
angle (below). The correct term is
Design Breaking Strength. PIC 1
You can work out a rule-of-thumb
for the safe working load (SWL) of
wire ropes in tons like this:

SWL = rope diameter2 x 8

The rope diameter is in inches.

This figure may change if you do
strange things to the line, like bend
it, or use a choker hitch, which
reduces the SWL by 25 percent (the
sharper the bend, the greater the
reduction). For example, the rating of
a one-inch line will drop from 17,950
lb to 13,450 lb because of a bend in PIC 2
the rope at the clevis. Once you’ve
bent a line sharply, don’t use it for
slinging again. In any case, the SWL Use a choker at the end of (i.e.
of any piece of equipment should be attached to) another line, rather

92

than by itself, so that, if it breaks,
it is kept away from the blades by
the other line (this also helps
prevent collective bounce). If a sharp
bend is necessary, you can use a
short strap around the load instead,
and attach it to a straight lifting line
with a clevis (Pic 2).
If a cable has been doubled back
on itself and clamped to make a
dual line or to shorten one, do not
remove the clamp and use the line
for another job. The bend is 180°. If
straightened out, the inside strands
will break and weaken the cable.
Knots themselves will not weaken a
rope, but the bends involved will.
Because of the direct connection
to the aircraft and the potential
for damage, sling equipment
should only be used on helicopter
operations if it is in good condition
PIC 3
and worn or frayed items should be
discarded. While you’re generally
allowed up to ten randomly
distributed frayed wires on a steel
sling, or five in one strand, it is best
to have none at all (fuzzy broken
strands on a rope actually protect
the ones underneath, but 25 percent
is the maximum for braided ropes
– 10 percent for twisted ones).
Nylon deteriorates when exposed
to petroleum, and wire rope rusts
and doesn’t like being mistreated,
so protect them from moisture and
heat, and inspect them regularly.
Cables without internal grease
will snap readily. The maximum
length for nylon or poly rope should
be 6 ft.
WHEN INSPECTING A ROPE, LOOK FOR EXCESSIVE
ABRASION, GLAZING (FROM HEAT, POSSIBLY FRICTION CAUSED
BY ROPES RUBBING TOGETHER), INCONSISTENT DIAMETERS
(FLATTENING, BULGES, ETC.) OR TEXTURE, OR DISCOLORATION.
ULTRA-VIOLET LIGHT MAY DEGRADE KEVLAR LINES,
SO THEY SHOULD BE KEPT OUT OF THE SUN (ALTHOUGH SPECTRA
LINES FADE IN COLOR, THEIR STRENGTH SEEMS TO REMAIN).
93
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 PIC 4
There should be an eye in each
end of a sling, ideally reinforced with
a steel thimble, to protect the rope
(Pic 4 & Pic 4a).
The shackle that goes inside the
eye must be the right size for the
hook, otherwise it may come out
by itself, or not come out when it’s
supposed to (the shackle pin should
be the same thickness as the rope.
DON’T use a bolt – it will bend!)
(Pic 5).
The use of a swivel will stop a
load from spinning and unravelling
a line, and will reduce the torsional
load on whatever is shoved into
the hook. The swivel is first placed
into the hook and the load is then
attached to the swivel (which, by the
way, has a thrust bearing in it). With
multiple loads, multiple swivels are
required, as one load may spin faster
than another (lighteror more fragile
ones should go above heavier ones).
Don’t put a swivel above a longline!
It should go on the remote hook.
When using a clevis with any
PIC 4A
kind of rope, don’t have the shackle
facing downward, because the rope
will slide from side to side and strain
one side or the other (Pic 6).
If it rolls fore and aft, it could also
undo the pin (Pic 6a).
Instead, place the screw-pin in the
hook – padding the empty space on
either side with washers or similar,
and use it upside down (Pic 7).
Here is what to check in a clevis
(Pic 8). A long-line has an electrically
operated hook at the end:
This makes it an extended hook,
so there is an electrical cable for the
release mechanism, which should be
carefully looked after. The line and
cable must be detached properly
by ground crew, otherwise you will
strip the plugs, which won’t impress
the engineers, and, if the insulation
comes off, you may also get a short
circuit. Spectra or kevlar lines are
strong but light, and will trail further
behind than a steel line, so observe
the maximum external load speed.
These lines also stretch when new, so
95
 PIC 5
Poor Practice:
Never allow a
shackle to be
pulled at an
angle – the legs
PIC 6 will open up.
if you can’t pre-stretch them, allow a
good length of extra cable.
Use barrel hooks on a sling for
lifting fuel drums, although you
might find varying designs to suit
different helicopters. For example, a
206 might have one for two drums,
while a 205 might have one for five.
Whatever you use, use the bungee
cord to keep them together when
there is no tension. Again, don’t
connect the hooks directly to the
aircraft, but to a sling.
EFFECT OF SLING ANGLE
The strain on each leg of a sling
increases as the angle between it
and the load decreases (Pic 9).
96
PIC 6A
PIC 7
In the diagram above, the sling
legs on the left (that is, with a 90°
angle) have the least load to carry,
whilst the one on the right (a 30°
angle) has a strain on each leg equal
to the load itself.
Note: Manufacturers’ working
loads are normally expressed as a
percentage of new rope strength –
not normally exceeding 20 percent.
Note also that you cannot tell when
a rope has been shock loaded unless
it breaks (shock loads are sudden
changes in tension that exceed
the working load by more than
10 percent). Synthetic fibers can
“remember” the effects of shock
loading.
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 PIC 8
PIC 9
Loads that depend on the
integrity of nailed parts, weak
metal or wooden components
should be avoided, or include a
secondary method of support.
Heavy dense loads attached to
a wooden pallet may well become
detached from the pallet in
flight, even when carried in a net,
although an exception is with pallets
of bagged material, the weight of
which is spread over the whole
surface of the pallet and wrapped to
LOADS THAT DEPEND ON THE INTEGRITY
OF NAILED PARTS, WEAK METAL OR
WOODEN COMPONENTS SHOULD BE
AVOIDED, OR INCLUDE A SECONDARY
METHOD OF SUPPORT.
98
it. Delicate parts must be protected
against damage and impact when
lifting/lowering.
Slings should be positively
secured to the load, and not rely
solely on weight or friction to
maintain their position or security.
Slings should also not be subjected
to sharp edges or excessive
angles which may cause their SWL
to be reduced (see Effect Of Sling
Angle above).
Unless flights are very short and
over low risk terrain, shackles should
be secured with locking nuts or
wire to stop them loosening under
vibration. HO
99
MANY PEOPLE INVOLVED IN THE HELICOPTER
INDUSTRY DREAM OF RUNNING THEIR OWN
COMPANY, BUT WHAT ARE THE PITFALLS THAT
LIE IN WAIT FOR THOSE WHO WISH TO COMBINE
THEIR PASSION WITH THE QUEST FOR PROFIT
AND INDEPENDENCE? PHIL CROUCHER GIVES
SOME HANDY TIPS AND POINTERS BASED ON
FIRST HAND EXPERIENCE GATHERED OVER HIS
MANY YEARS IN THIS DEMANDING INDUSTRY.
101
 T
he majority of
helicopter pilots
are quite happy
working their way
up the career ladder,
graduating to larger and larger
types as their experience grows,
and without concerning themselves
with operating their own aircraft. For
others, however, there comes a time
when they feel that life should hold
a little more challenge and reward,
or they come across an aircraft
owner who would like to offset
the operating costs against some
income. In other words, there comes
an opportunity to obtain their own
Air Operator’s Certificate (AOC) and
set up their own company.
This article is not a Business 101
course (there are plenty of business
schools out there for that), but is
intended to address some of the
“gotchas” that are peculiar to the
helicopter industry, and which are
often not anticipated or planned for
until far too late in the development
of a fledgling aviation company. I
hope that, if you are one of those
for whom the thought of running
your own company is an exciting
prospect, this article will help
TO RUN A HEALTHY COMPANY YOU’LL NEED AS MUCH
AVAILABLE AND UNCOMMITTED CAPITAL AS YOU CAN
GET, TO COVER CASH-FLOW REQUIREMENTS. CUSTOMERS
AND OTHER DEBTORS SELDOM PAY PROMPTLY, BUT YOUR
CREDITORS WON’T WAIT FOR THEIR DUE POUND OF FLESH.
102
smooth your path to success and
eliminate or reduce some of the
more painful mistakes.
FINANCE
There is a well known aphorism
that says: “It is surprisingly easy to
make a small fortune in Aviation,
just start with a large one!” Trust me
when I say that you will need much,
much more capital than you initially
anticipate.
To run a healthy company
you’ll need as much available and
uncommitted capital as you can get,
to cover cash-flow requirements.
Customers and other debtors seldom
pay promptly, but your creditors
won’t wait for their due pound of
flesh. When running an airline, for
example, you will find that the major
travel agencies can take up to 6
months or more to pay their bills
(if they pay at all), which can cause
major cash-flow problems. Once the
fuel companies don’t give you any
more credit, your company doesn’t
have long to go! Emergencies and
unexpected non-budgeted expenses
are a given. If you are borrowing
capital and only ask for enough
money to meet budget, it will be
patently obvious you don’t know
what you’re doing and any intelligent
lender will not hesitate to show you
the door.
103
104
 Usually, things work out cheaper
if you can afford to fork out money
from the start. Buying your own
fuel bowser, for instance, instead of
positioning your helicopter to the
local airfield for fuel, will probably
cover all the non-revenue flying and
unnecessary landing fees inside
three months; but you need to have
the capital available in the first place
and paying as you go should be
avoided wherever possible.
You will need an accountant
on board for the business plan,
but never, ever let them run your
business unless they’ve either
been there themselves, or have
gone to business school and
actually understand business. Most
accountants thoroughly understand
money but are not great business
people, as their training makes them
very narrowly focused. Don’t forget
though, pilots have limitations too,
since they’re programmed to fly and
don’t always realize that sometimes
more money can be made by not
flying. By this I mean that contract
work wears out your machine
quicker than it would under normal
circumstances for less money. If you
IF YOU ARE BORROWING CAPITAL AND
ONLY ASK FOR ENOUGH MONEY TO MEET BUDGET,
IT WILL BE PATENTLY OBVIOUS YOU DON’T KNOW
WHAT YOU’RE DOING AND ANY INTELLIGENT LENDER
WILL NOT HESITATE TO SHOW YOU THE DOOR.
105
106
107
 charge higher prices, you fly less and
abuse your machines less.
A business-plan is needed to raise
capital. It is a brief overview of your
proposal, detailing how you mean to
repay the money, together with how
things will be run including details
of the management team. Like a
resume’, it should be short and to the
point; somewhere between a quarter
and a half inch thick and provided it
is well thought-out, need not be too
polished, though it should still look
neat, tidy and professional.
Note that, although a business
plan is important, you will find that
your personality, or those of others
in the proposed organization, will
account for at least half of the
decision from a Venture Capitalist.
Sourcing Aircraft: Obviously,
you will have to get your hands
on at least one machine. You
don’t actually need to own the
aircraft, but some countries, such
as Canada, expect you to at least
108
have ‘custody and control’. Outside
aviation it is common practice to
place all valuable assets into a
holding company that trades only
with associated ones, thus insulating
them from unplanned contingencies.
Where aviation is concerned, it also
legally separates the registered
owner from the user.
Once you let it be known that
you’re after an aircraft of any
description, you will get every man
and his dog ringing you up with
whatever they have to offer. On the
one hand, this can save you a lot
of work, but it can also be a pain
in the neck, so here’s a tip; get the
registration number of what they’re
trying to sell; it could be the same
machine several times over!
Take the time to talk to pilots and
engineers who actually work with the
type of machine you are considering.
Only those who have extensive
experience with a particular type
will know the sometimes-obscure
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helicopter world!

109
110
111
 pros and cons of operating that
specific machine. You may find, for
example, that your preferred model
has a reputation for turbocharger
failure, which then takes at least
three days to repair because it’s
hidden behind the engine, which in
turn has to be completely removed.
A different model of that type,
however, could have similar work
done in less than half a day and
doesn’t go wrong in the first place
because the turbocharger is a more
reliable version, and not in such a
stupid place. Similarly, a particular
helicopter could be cheaper to
run on paper, but its shorter range
on full tanks means that you’ll be
paying out more landing fees and
non-revenue flying, thereby bringing
the operating cost nearly equal to
something more comfortable, with
greater endurance.
In many cases, a simpler, cheaper
aircraft will suit. For example, if
you want a helicopter for corporate
transport, by all means use a
206B-III, but for training or pleasure
flying, where the weight-carrying
112
capabilities might not be so critical,
a 206A would not only be cheaper,
but more cost-effective, as its
C18 engine is not cycle-limited.
Never lose sight of the fact that the
aircraft are a business asset, not a
status symbol.
You must also consider the data
for rotor or engine TBO (Times
between Overhaul), the Mean Times
between Failure (MTBF) on avionics
equipment, and all other component
duty limitations. The build-date of
the aircraft you want can be largely
irrelevant; what counts is the time
remaining on its components, since
they must all be inspected and
replaced at specified times. Equally
important is the documentation
supporting it. It can take longer to
verify the paperwork than physically
survey the aircraft. In this respect,
be especially careful with the many
apparently ‘cheap’ aircraft available,
mostly confiscated from smugglers
or drug dealers with no acceptable
documentation. Their only value
is scrap. If possible, buy from a
company that can provide support,
113
114
115
 particularly an engineering-based
one, and have an independent
survey done by a competent
engineer.
REMEMBER
There is no such thing as a cheap
aircraft; and more particularly,
there is no such thing as a cheap
helicopter.
OTHER EQUIPMENT
You won’t just need to budget for
an aircraft. Customers may expect
you to have all sorts of goodies from
slings to FLIR equipment. The total
bill for ancillary equipment could be
as much as that for the helicopter!
THE AOC
If, after the foregoing, you
still think you’ll be some sort of
success, you will need to obtain
your Air Operator’s Certificate. This
is required by all operators taking
money for carrying passengers. It’s
applied for on a form, accompanied
by a large chunk of the money
mentioned above, and must cover
all aircraft types you wish to initially
include. However, subsequent
additions may cost the same again,
so if you know you’ll be adding a
new machine later, it could make
YOU WON’T JUST NEED TO BUDGET FOR AN AIRCRAFT.
CUSTOMERS MAY EXPECT YOU TO HAVE ALL SORTS
OF GOODIES FROM SLINGS TO FLIR EQUIPMENT. THE
TOTAL BILL FOR ANCILLARY EQUIPMENT COULD BE
AS MUCH AS THAT FOR THE HELICOPTER!
116
sense to try and include it from the
start. Unfortunately, this will cause its
own trouble in the form of additions
to the Ops Manual and further
training costs, as pilots must be
qualified on the new type as well and
beware of having too many types
in different performance groups,
because the paperwork strain may
become enormous.
Under some rules, you can only
hold one AOC in one State, and
your office and aircraft must also be
registered there, so if you want to go
multinational, you need to be careful
here! Carefully research the specific
limitations and requirements in your
chosen area of operation.
Although you don’t have to
send the Operations-Manual with
the application form, things will
happen considerably quicker if you
do. If it’s ready when you apply,
some parts of the application form
need not be filled in; you can just
refer them to the Ops-Manual.
As it is the primary indication to
an Authority of your operating
standards, it makes sense to produce
the paperwork in the best possible
way. This is psychological. Usually, if
an Authority sees a well-presented
manual on the shelves, they are
more likely to be convinced that the
rest of the Company is likewise (well,
wouldn’t you?). You are therefore
doing yourself no favors if you skimp
on the Ops-Manual, no matter how
tedious it may be to produce it!
117
 In my experience Ops-manuals
are usually badly written, often being
a copy of somebody else’s (including
their bad English). Be aware that
‘acquiring’ Ops-Manuals is a favorite
form of industrial espionage. You’ll
probably also find items in the most
illogical places, after being added
willy-nilly over the years with little or
no thought to context or usability.
They also often seem to have been
typed by someone wearing boxing
gloves. It wouldn’t be so bad if you
were given time to read it, but you’re
usually expected to do so overnight,
at the same time as learning the
rest of the Company procedures
and studying for the exams you will
no doubt be expected to sit the
following day.
TIP
When it comes to software, try
to avoid using word processing
programs – they are simply not
capable of handling documents of
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this complexity, especially if you
want to use lots of graphics, which
often move every time you open
a document! You will spend more
time trying to fix the problems than
learning to use proper desktop
publishing software in the first place.
It also pays to make your default
printer a PDF writer and print to PDF
files. You won’t then have the page
layout changing when other people
edit it on different computers (you
can print to a normal printer from a
PDF file).
RUNNING THINGS:
You need as high a utilization
of your equipment as possible.
An aircraft on the ground earns
no money. The magic figure to
survive in the small charter world
is 500 hours per aircraft per year;
that’s revenue hours, ten a week,
which doesn’t include training,
etc. Remember, the object of the
company is not to fly, but to make a
profit! Far too many people forget
this, set themselves up with no
research, don’t market their product,
and then expect the world to beat
a path to their door simply because
they have an aircraft. Even if work
does come, more often than not by
accident, the same people attempt
to undercut their opposition; thinking
to put them out of business before
putting their prices up again. That
approach never works. They’re the
ones to go out of business first
because they have no cash flow and
are left with debts, wondering what
went wrong. While corporate flight
departments do not make a profit
as such, the comments here apply
equally to them, as efficiency still
helps the company’s bottom line.
If you are operating an aircraft by
yourself and have no commercial
air transport experience to fall
back on, you ought to realize that
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a good office environment back at
base is very important to the overall
operation.
PRICING TIP
When customers come to you
and require a discount, claiming that
they are going to put lots of flying
hours your way, do not give it to
them straight away. The best way
is to give every 12th hour free, or
similar, otherwise they will take the
cheap flying and try the same trick
somewhere else.
THE OPERATIONS
DEPARTMENT
Operations is in immediate
control of all day-to-day business,
the focal point of its activities being
the Ops-room where, depending
on the extent of your activities,
will be found the Operations Staff
(secretaries and the rest if they can
EC-145
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 all fit in). The role of Operations is
to ensure that the right aircraft is in
the right place at the right time with
the right people and that everyone
concerned is aware of what is
happening and is pre-warned of any
problems which may be expected.
One of the ways Operations keep
track of events is with Movements
Boards. These should be kept well
away from the prying eyes of those
who may pinch your business if
they see destinations and customer
DESPITE WHAT MANY PEOPLE THINK, MONEY IS NOT A
GREAT MOTIVATOR. IF PEOPLE ARE UNHAPPY, THEY WILL
BE JUST AS UNHAPPY SOON AFTER A PAY RISE. EVERY
MAJOR STUDY IN JOB SATISFACTION HAS FOUND THAT
RECOGNITION IS A FAR GREATER MOTIVATOR.
122
names, so don’t put them near
windows. Movements Boards should
be constantly updated as they’re a
major reference point. What goes
on them is up to you—just use
whatever information you think will
be needed (the Authority will also
like to see a board, or at least a pop-
up reference, with pilot qualifications
and times due).
My preferred system is to have
a quotes file, which should be
loose leaf, each page being filled
in whenever a customer asks for a
quote. If a trip looks like it’s going
to happen, then that page should
be put into a pending file until it’s
confirmed, when it’s put into a Diary
file. The Diary file is simply 32 file
holders, representing each day of
the month plus one (for stuff coming
up in the next month), and all
prepared documentation for a flight
is placed in the file for the relevant
day. The benefit of this system is
that information that’s only valid for
a day can be put in there as well,
which makes it easy to bring it to
the attention of the staff concerned.
Don’t forget upcoming pilot and
aircraft checks (a week or so before
they’re due).
STAFFING
Imagine you have 4 observers, 4
pilots and 4 machines. At first sight,
you could assume that they are well-
matched. Well, you would be wrong!
What is actually needed is another
observer and pilot, or one machine
will be more or less permanently on
the ground. There will always be one
in for servicing anyway, but normal
servicing outside of majors could
be done outside working hours to
minimize this.
Staff, unfortunately, have benefits,
which include leave and public
holidays, on top of their legally
required rest days. You could have
over 200 days a year where you
will not have a full crew onboard,
and that doesn’t include sickness! It
should be remembered that ground-
staff, too, will need replacement or
relief from time to time, so no-one
should be in a position of being the
sole holder of knowledge regarding
any aspect of your operation.
THE CHIEF-PILOT
The Chief-pilot should not be
on the Duty Roster. Their position
entails so much management that
they become ineffective on both
sides if they try to do too much;
there’s simply not enough time. Any
flying they do should be strictly
to keep current, supervise where
necessary and step in when there’s a
shortage.
They will be the main point of
reference for officialdom, because
they dictate the flying policy of the
company.
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 BEING A BOSS
You will find that, left to
themselves, most people do their
job well enough without overt
supervision, and want to do it well.
It’s your job as manager to create
the environment in which this
can happen, and then get out of
everyone’s face. If you continually
micro-manage, your staff will end
up telling you what you want to hear
just to make you go away, and you
will be acting on false information.
You will get the best out of your
staff when you give them the ability
to make decisions, or assume
responsibilities, so that their goals
align as closely as possible with
those of the company. 99% of all
organizational problems are down
to bad leadership. Remember that
you’re not as concerned with what
people get up to when you’re there,
but with what they do when you’re
not there!
Despite what many people think,
money is not a great motivator. If
people are unhappy, they will be just
as unhappy soon after a pay rise.
Every major study in job satisfaction
has found that recognition is a far
greater motivator. If your staff feel
genuinely valued and appreciated
126
they will perform to an incredibly
high standard. In short, if you want
your staff to look after you, you have
to look after them.
WHY WOULD YOU BOTHER?
So, is the whole process worth
it? It depends. Running your own
company is certainly a lot of work,
as any self-employed person will
tell you, but it can be immensely
satisfying. It’s not for everyone,
but for those who are prepared to
pay the price of long hours of hard
work, massive responsibility and
the constant need to be adaptable,
flexible and in three places at once;
the rewards are a sense of self-
fulfillment and achievement simply
not possible for those who work
for someone else. I once asked
a company owner why he went
through it all, especially when the
profit margin was so small, after
all it would only take one pilot to
burn out an engine and the whole
company would have worked the
whole year for nothing. His reply
was that he was keen on helicopters
(fair enough), and that he ended up
with an asset or two (the helicopters)
that somebody else had paid for. I
certainly can’t argue with that! HO
 YO U R F O R C E M U LT I P L I E R .

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