7

0
0
2
M A Y

THE MAGAZINE FOR THE CIVIL HELICOPTER INDUSTRY I N T E R N A T I O N A L

I S S U E 46
 ISSUE 46

cover: The Cyprus Police

C O N T E N T S
Air Wing’s Bell 412 is
kept busy over the summer
months fighting fires.

30

alan norris 22
42 54

r e g u l a r f e a t u r es cover feature: Multi-tasking in the Med

Cyprus Police Air Wing – not just your typical police air support
From the Editor 3 unit. ALAN NORRIS discovers a unit with an enormous
operational area, and an unrivalled diversity of roles. 22
New Products and Services 5
The Ice Makers
Legal Counsel – Fact and fiction
on workplace violence 13 They’re the specialist ice testing team at the US Army Aviation
Technical Test Center, and they fly regularly into icing conditions

Maintenance Update – Lubrication
Safety Column – Write it Down
Flight Dynamics – The Rotor Blades
15 that most pilots would rightly avoid. GREG DAVIS reports on
the team’s recent testing of Agusta-Westland’s AW-139. 30
17
action Station in Alaska
19 Hostile and extreme weather conditions are just a few of
the many challenges faced by the US Coast Guard Air Station

Personal Profile – Roy Knaus,
CEO Knaus Helicopter, St. Johann, Austria
HeliOps Subscription Form
The Last Word – “Hey Kid, can you
give me a hand?”
based in Sitka, Alaska. TED CARLSON visits their operation
21 and is impressed with the variety of demanding and risky
missions that are inherent in their everyday duties. 42
36
Rhino by Airmail
MIKE REID joins the Wildlife Rhino Capture Unit in Africa to get
64 a first-hand look at the crucial part helicopters are playing in
bringing back the black rhino from the brink of extinction. 54
 f r om t h e e d i t o r
I have some operators Annex 13 (Aircraft Accident and Incident
CEO
coming up for audits soon, Investigation) states in part, “The
Neville (Ned) Dawson
and in setting the scope accident investigation authority shall
PUBLISHER of the audit an interesting have independence in the conduct of
Cathy Horton by mark ogden
question was raised about the investigation and have unrestricted
the “competency of the regulator”. authority over its conduct, consistent
EDITOR
An interesting question and one that with the provisions of this Annex.”
Mark Ogden
takes some figuring out how to answer, Some States have the regulator and the
deputy editor especially as some non-aviation managers investigator being the same, which on
Rob Neil mistakenly believe that in having the face of it does not really meet with
operators “comply with the regulations,” the independence noted in the Annex,
US EDITORs
Aaron Fitzgerald these companies are “safe”. Because and some even delegate the investigation
Greg Davis many regulators are attempting to shift the operator involved in the occurrence!
compliance monitoring onto the industry Additionally, some have accident
legal EDITOR
or even onto customers of aviation commissions that make the separation
Robert Van de Vuurst
services (through their own standards between the judiciary and the investigator
european EDITOR and auditing practices), it seems there extremely fuzzy.
Sarah Bowen is potential for a serious disagreement So what’s the issue here? Well,
between what customers of aviation customers of aviation services need to
technology editor
services expect they will get and what understand that relying on the regulations
Nick Lappos
they actually receive. as the sole safety standard can be fraught,
safety editor ICAO has an agreed set of standards especially when other higher standards
Phil Croucher that are established in a series of Annexes. exist (such as ICAO or industry-based
These Annexes should form the basis of like those developed by the OGP); and
Maintenance editor
each signatory nation’s regulations. This if using auditors, I believe they need to
Russell Goulden
of course is an attempt to establish a ensure their auditing scopes adequately
ITALIAN CORRESPONDENT common set of standards and practices address issues such as the competence
Damiano Gualdoni for both intra and inter-national aviation. of the regulator. I am also a firm believer
Call me a cynic, but having seen how that while the regulations may form
scandinavian CORRESPONDENT
Rickard Gilberg bureaucracies work, and despite the the basis of “standards”, customers of
best efforts of many fine people working aviation services need to ensure that they
proofreader in ICAO, these Annexes are really a understand what they want – not only the
Barbara McIntosh
compromise among the signatory states. level of service required, but also the level
DESIGN Even so, States have a way out. Those of safety needed.
Graphic Design Services Ltd that don’t fully implement the standards Yet while some customers do dictate
are obligated to register their differences greater standards of service and safety,
PRINTING
with ICAO and despite this “out”, it is unfortunately they do not like to pay the
Print World
quite surprising how many do not go to extra for those higher levels. This does
EDITORIAL ADDRESS the trouble of registering their differences. nothing to encourage improvements
Oceania Group Intl Additionally, some of these differences in the industry and investment in new
PO Box 37 978, Parnell can have quite significant impacts on equipment and even encourages some
Auckland, New Zealand the aviation safety. For example, ICAO operators to fudge flying hours when it
PHONE: + 64 21 757 747
comes to maintenance. With the pressure
FAX: + 64 9 528 3172
on the helicopter industry associated
EMAIL with the high demand for services,
info@heliopsmag.com ever-lengthening times for parts
and overhauls and pilot/engineer
WEBSITE
shortages starting to appear, those
www.heliopsmag.com
companies that are implementing

is published by Oceania Group Intl. on

improved standards, introducing
ntion Aviation
onve il
The C tional Civ
Contents are copyright and may not be reproduced Intern
a new equipment and paying proper
without the written consent of the publisher. Most 18 wages should be encouraged.
1 to
xes
Anne Anyway, enjoy this issue and
articles are commisioned but quality contributions
will be considered. Whilst every care is taken fly safe! n
Oceania Group Intl accept no responsibility for
submitted material. All views expressed in HeliOps
are not necessarily those of Oceania Group Intl.

n
nizatio
Orga
ation
ivil Avi
atio nal C
Intern

3
Need help fast?

Call an MD. EXPLORER

Air Medical Transport

If your mission is saving lives, then there is no better helicopter than an MD Explorer.

Because it was designed by operators for operators, the MD Explorer has everything — and
we mean everything — crews need and want in an air medical helicopter. And that means
more than speed. With the most spacious cabin in its class and a full complement of
advanced safety and performance features, the MD Explorer is user-friendly and tailor-
made for the mission.

The bottom line? The world’s best air medical operators fly the world’s best air medical
helicopter. The MD Explorer.

MD UPDATE: MD’s worldwide product support continues its upward momentum. For January 2007, www.mdhelicopters.com
backlog of major components has been reduced by 95% compared to this time last year.
new p r o d uc t s a n d se r v ices
Geneva growth
Geneva Aviation has told
HeliOps that it has received
STC/PMA approval for a new
line of Modular Equipment
Racks designed for the
206/407 and AS350/355. It
also received approval of its
Camera Control Mounting Box
for the 350/355. The Modular
Equipment Rack offers a
convenient, lightweight and
uniform equipment mounting
alternative that provides
operators with a safe and
dependable solution for
securing up to 38 lbs of ENG
equipment. Rated for up to
50 lbs, the Camera Control
Mounting Box provides
for gyro-stabilized camera
control devices for Cineflex,
FLIR and other camera
models. Consistent with
Geneva’s goal of providing
simpler and smarter
solutions, the Camera Control
Box has been designed to
easily fold down, allowing for
easy access and maintenance.
The company is also nearing
completion of its new center
for development, engineering
and prototyping of newer,
more advanced systems. The
new engineering center will
replace an existing facility
with completion and move
expected in July.
AS-350/355 FAA/EASA Certified Mount
• All aluminum tube & billet
• Bolt together construction
• No welds
• Easy to install
• Mount bolts directly to airframe
• Install or remove in minutes
• Breaks down for easy transport
• Mount weight is 44 lbs
• Unobstructed view, excellent
for surveillance, ENG or film work
• Available in left or right
side configurations
aero relocates with parent – New helicopter
reb technologies composite
Aero Instruments, an FAA approved aviation instrument structures –
repair and overhaul facility, recently relocated from Dallas R&D cooperation
Love Field to the south entrance of DFW International
Airport in Bedford, TX. Aero Instruments now shares a
commences
facility with their parent company, REB Technologies at their The Cooperative Research
new location. Co-locating both companies has resulted in Centre for Advanced
REB Technologies relocating to a 45% larger facility which Composite Structures
accommodates 13 full-time employees (combined) and (Composites CRC) and
projected global increases in production, support and sales its new partners have
for both companies. The new facility is an 8,000 sq ft building commenced the detailed
which will improve efficiency and streamline logistics for planning phase of their
both companies who share the same executive management new three-year, AUD$10.3
team, and whose primary business is the modification of million R&D program to
aircraft instrumentation and displays to accommodate the support the emerging
use of NVG for both Mil-Spec and FAA approved STC aircraft. helicopter composite
structures industry centred
in south-east Queensland.
INDia oks copter service The leader of the industrial
team is Australian Aerospace
to boost tourism which is developing major
Looking to boost tourism in the area around Ramanathapuram new facilities for helicopter
in India, the State Government has given its approval production in Brisbane.
to start helicopter services to connect important tourist Australian Aerospace has won
destinations. The State has directed the officials of the the Government’s AIR 87 and
Tourism and Finance Departments, Collectors of Madurai, AIR 9000 programs for new
Ramanathapuram, Dindigul and The Nilgiris and other military helicopters, which
stakeholders to expedite steps to create infrastructure for are substantially constructed
operating helicopter services. Pawan Hans will operate from advanced composite
helicopter services from Madurai to Rameswaram, materials. The Composites
Kodaikanal and Udhagamandalam. Nearly 25 acres at a place CRC has worked with
between Rameswaram and Dhanushkodi was identified
both the Queensland and
for establishing a helipad. Other facilities such as hangar,
Commonwealth Government
visitors’ room, ticket cabin, air traffic control room, rest
to obtain substantial support
room for crew will also be established. Construction work is
under their respective
planned to start in October. Private helicopter operators will
schemes known as the Smart
also utilize the proposed infrastructure.
State Innovation Fund and
the Cooperative Research
Centres Supplementary
Funding Program.
The program is expected to
have the following major
outcomes:
• Improved techniques to
150 lb payload capacity,
manufacture advanced
including qualified payloads:
Cineflex HDTV, aerospace composite
FLIR Starfire series, structures for helicopters
Ultramedia series, • Novel and cost-effective
LEO, Wescam MX-12 & 15, repair and maintenance
Gyrocam, Polytech, technologies for advanced
Taman & Spectrolab composite components
Sold through Meeker Aviation, designed for helicopters
& mfg by AirFilm Camera Systems
• An advanced design
and construct capability
in composite helicopter
structures and
components
PHONE: 604-644-1125
www.meekeraviation.com
5
 “Smart Aviation Solutions”

• Increases engine life 10 X

AS350/355 450 LB HOIST
• 96.7% installed efficiency
• Lightweight
• Low pressure loss
• Reduced drag

BK117 SAND FILTER • Electrically actuated power boom arm

• Ease of stretcher & person ingress
• Good skid clearance
• Facilitates difficult rescue missions

 These are 2 of our latest products, there

are simply too many to list.

 We design & manufacture Long Range

Fuel Systems, Rescue hoists, Special
seating Radomes

 We are specialists in the design of

Modifications for the AS350, AS355, BK117

 Our latest product is a Hoist System for

the SA365 Series designed for the Breeze
Eastern 600 Lb HS 20200

Airwork (NZ) Ltd,

PO Box 72-516,
Papakura,
Auckland,
New Zealand

www.airwork.co.nz Ph: +64-9-295 2100

Fax: +64-9-295 2106
new p r o d uc t s a n d se r v ices

DART News The Apical Emergency

Float System (EFS)
DART has advised HeliOps of a number of product has received FAA
Approval for
innovations it has made over the past month or so. Its
installation on the
affiliated partner, Apical Industries, has received FAA
R44 and R44 II. In
approval for their Emergency Float System (EFS) for the addition to the benefit
R44 and R44 II. EASA and Transport Canada approvals are of increased personal
pending. The Apical EFS provides a lightweight and easy to safety in the event of
install solution for R44 Raven operators who fly over water. an emergency water

The system is also suitable for installation on R44 Clipper. landing, the EFS will
allow the aircraft
The system includes two cylindrical forward and two
to be towed to safety
cylindrical aft floats, engineered to be mounted on float or
after an emergency
standard skid tubes, and a mechanically activated inflation water landing.
system. Each float is manufactured using a lightweight
urethane-coated nylon fabric equipped with inlet check
and combination manual topping/pressure relief valves.
Maintenance and overhaul requirements are minimal; certification. The company says that the crosstubes are durable
consisting of an 18-month inspection/leak and three year and robust and have been specifically engineered to withstand
inspection and inflation tests. The floats are replaced “on deterioration.
condition” and do not have to be returned to the factory for As improved safety continues to become an integrated component
recertification although an Apical recertification service is of all helicopter operations, DART and Cargo Net Innovations have
available upon request. added innovative Fire Resistant Cargo Nets to their selection. They are
Dart also received STC approval of the Heli-Utility-Basket constructed using 100% Du Pont 728 nylon netting, a high strength,
from Brazil’s ANAC (Agência Nacional de Aviação Civil), high tenacity, light and heat-stabilized material known for its low
designed for the AS 350/355 and EC 130. The company has shrinkage and retraction, fatigue resistance and adhesion properties.
told HeliOps that the basket: During the manufacturing process, the nylon is treated with
Granguard NF fire retardant to meet the requirements of the National
• Offers a practical solution for operators looking to
Fire Protection Association (USA), and has been tested in accordance
increase cargo capacity, without compromising cabin
with the UL 723 – Test for Surface Burning Characteristics.
space.
• Installation is quick and easy using either bolt on or
optional pip pin kits.
• It is designed to be LH/RH interchangeable, or operators
may choose to install one on each side of the aircraft for
added utility.
• Constructed from stainless steel with a high gloss,
scratch-resistant finish, and completed with a self
locking handle, the basket is ideal for operators servicing
contracts for heli-skiing and forestry services operations.

The baskets are available in different configurations

including:
• High Volume
– 200 lb load capacity. (L/W/H) 96”x23.5”x19.5”.
Weight 88 lbs (AS 350/355)
– 220 lb load capacity. (L/W/H) 96”x23.5”x19.5”.
Weight 120 lbs (EC 130)
• Low Volume
– 200 lb load capacity. (L/W/H) 57”x23.5x23.5”.
Weight 65 lbs (AS 350/355)

The Heli-Utility-Basket is also available for the A119,

AS350/355 (Lightweight Version), 206 series, 407, 205, 210, 212,
214, 412 and UH-1.
The company has also gained FAA and Transport Canada
Approval of Stainless Steel Wearplates & Wearpads for the
206/407 Round-I-Beam Float Skidtubes. The incorporation of
stainless steel wearplates and wearpads into the Skidtube
design will considerably minimize premature corrosion in
marine environments. Maintenance costs and downtime are
reduced by the increased landing gear inspection interval
from every 100 hours to every 300 hours.
Dart’s new 350/355 crosstubes have received FAA/EASA
Protecting the
engines of freedom.

Protecting the
engines of the world.

If you need effective engine protection, you need AFS.

AFS leads the industry with high-performance, engine inlet barrier filtration systems for
commercial and military propulsion systems. Our military systems are serving around the
globe and the results are impressive — increased capabilities and reduced operating costs.
The OH-58D Kiowa Warrior fleet has been accumulating significant operating hours in Iraq
under the harshest conditions, and their engines are reaching Time Between Overhaul limits.
A true testament to the value of AFS inlet barrier filters.
Wherever you find hard-working helicopters, you’ll find AFS systems. From the desert of
Iraq to the desert of Arizona, AFS systems are protecting engines, enhancing performance,
and delivering a range of benefits that help operators do what they do best.

AerospAce FiltrAtion systems, inc. 1-636-300-5200 fax 1-636-300-5205 www.AFsfilters.com Contact AFS for information on systems pending certification.
new p r o d uc t s a n d se r v ices
New ATP Tools
ATP has announced
new time-saving tools
available on the industry
leading ATP NavigatorV
solution. NavigatorV now
offers faster access to
products and changes
in their ATP libraries.
Online reference links to
selected manufacturer
websites provide for more
comprehensive research
and information gathering.
The new LogIT tool means
users can maintain a record
of all documents used for
a specific aircraft or work
order, save highlighted
documents in HTML format
and keep it in one place
so it’s easy to access and
track. Users can also link
to Form 337 online so they
are always current with
the FAA.
Aviation Specialties awarded New helicopter
FAA Training Contract maintenance base
Aviation Specialties Unlimited has won a multi-year Specialist Aviation Services
training contract for Night Vision Goggle pilot training of (SAS) has opened its doors to
FAA personnel. The course will provide both initial and customers at its new Newcastle
recurrent training to helicopter-rated FAA inspectors maintenance base this month.
and pilots. The Gloucestershire-based
ASU’s flight facility is located in Boise, Idaho and has group which specializes in
training areas that can vary from high desert, to rolling Part 145 maintenance for
hills, to high mountainous terrain that match the private and commercial
geographical areas of Part 135 EMS operations nationwide. helicopter operators, has
taken on the lease of a newly
approved hangar facility at
Newcastle Heliport and will
Joint venture in Zhangjiakou focus primarily on single and
Hiller will set up a plant in Zhangjiakou in North China’s twin turbines. It can provide
Hebei Province, to produce civilian helicopters. Hiller and a ad-hoc maintenance services
new Chinese aviation company have apparently agreed to for private owners, as well as
invest US$15 million in a joint venture to produce civilian manage maintenance contracts
light helicopters used for spraying pesticide, fighting forest for commercial operators.
fires, rescue operations and other projects. Helicopter types currently
Construction is expected to kick off this year and the plant covered by the company
will begin working next year to produce five helicopters approvals include AS 355 Twin
in its first batch. The plant will reportedly be capable of Squirrel, Bell 206 as well as the
producing 500 helicopters annually after three to five years. MD Helicopters range.
 Some
like it
HOT....

...we don’t!
Our systems can be found in operation throughout the world. From the United
States to Canada, Mexico, Korea, Taiwan, Spain, France, Portugal, Italy and
Russia. Working hand in hand with the customer, we will help you to get the
best built product, save you money and help take care of the environment!

Make the right choice. Choose Isolair Helicopter Systems today!

www.isolairinc.com - sales@isolairinc.com
Isolair Helicopter Systems • 1620 N.W. Perimeter Way • Troutdale, Oregon 97060
Phone: 503-492-2105 • Fax: 503-492-2756
new p r o d uc t s a n d se r v ices
Libyan Air
Ambulance
Al-Zawia Educational Hospital
has opened the country’s first
ambulance heliport with the
recent landing of the first
helicopter ambulance. The
hospital emphasized that the
heliport will help upgrade
the level of medical services,
including being able to deal
with all other hospitals within
the range of the ambulance
aircraft to provide prompt and
best free-of-charge medical
services.
Denel gets the nod
Eurocopter has formally
certified South Africa’s Denel
Aviation as a Eurocopter-
accredited maintenance,
repair and overhaul facility
for dynamic components on
Oryx aircraft.
New Jersey State Police SAR Second EC145
helicopter for saving lives
Keystone recently delivered a S-76B to the New Jersey State Eurocopter has advised that
Police. It will be used for medivac while supporting the state’s West Penn Allegheny Health
homeland security programs. Keystone has now delivered System recently received its
(and provides maintenance support) three S-76s to the NJ second EC145. West Penn
State Police. The company converted the latest helicopter Allegheny’s Life Flight air
from an executive transport to a full medical interior medical program currently
including sliding cabin doors for patient transport. The serves the community
aircraft also has command and control capabilities including within a 130 mile radius
a FLIR with full microwave surveillance down linking. An of Pittsburgh, PA, flying an
AeroComputers mapping system and Technisonics FM estimated 2,500 missions
systems round out the avionics suite. annually. West Penn Allegheny
chose the Single-Pilot-
IFR-certified EC145s for its
Enhancement to Moving usable space within the
cabin, allowing two flight
Map system nurses to provide the highest
Flight Management Systems has developed a new feature in level of care to the patients
their Moving Map System that allows air crews to easily and they are transporting. The
quickly identify a fire perimeter without having to fly through EC145s will be used for air
ambulance missions, inter-
the dangerous downwind smoke of the fire. The feature gives
the crew an immediate readout of the area of the fire, and hospital transport and as a
allows easy downloading of the fire footprint for evaluation flying intensive care unit. The
and planning on the ground. This feature will be included second EC145 delivered today
with all new Moving Map Systems. Existing customers will is scheduled to be located at
receive the feature at no extra charge with their subscription Life Flight’s base in Indiana,
service annual updates. Pennsylvania.
 legal counsel

It is with a heavy heart that I write survey found that goods-producing

by robert van de vuurst
HeliOps’ legal counsel columnist
this column. I’m from Blacksburg, Virginia,
you see – Blacksburg High School Indians,
Class of ’79 – and the utopian little
town in which I was so blessed to spend
my formative years has been indelibly
stained – now forever to be known and
immediately associated with the mass
industries had a higher percentage of
co-worker workplace violence than did
service industries, for example.
l “Employees who are injured on the job
by an act of workplace violence can sue
their employers and recover damages in

FACT AND FICTION murders at Virginia Tech. But in addition

to being a Hokie, I am also a pragmatist,
tort” – Mostly Fiction.
If someone is injured while “in the

ON WORKPLACE and out of this tragedy springs the

opportunity to share some insights on an
course and scope” of their employment,
more likely than not their sole remedy

VIOLENCE issue that any company should be aware

of – workplace violence. It’s certainly not
aviation-centric, and I apologize for that.
But it is useful nonetheless, and I’d wager
a fair sum that the events of this past
week have led a lot of you to consider the
possibility of somebody “going postal” at
your company (and isn’t it a sad state of
affairs that everyone knows what that
is going to be under the workers
compensation laws which, as most of you
know, provide limited non-tort remedies
in exchange for an almost-automatic
recovery. There are certain exceptions to
this, but recovery outside of the workers
compensation realm is relatively rare.
l “Employees who refuse to work, or

little term means without explanation).
Let’s take a look at some common
assumptions on workplace violence and
separate the Fact from the Fiction.
l “Workplace violence incidents most often
occur between co-employees, and are not
committed by third parties” – Fiction
(If one uses the term “violence” in the
traditional criminal sense). A US Bureau
of Justice Statistics long-term study on
workplace violent crime determined that
workplace violence victims were accosted
by outsiders 56 percent of the time, and
a whopping 84 percent of workplace
homicides were committed by non-
employee third parties.
curtail their work, out of fear of workplace
violence cannot be fired under any
circumstances” – Fact and Fiction.
This situation can get really tricky
for an employer, so if an employee
ever refuses to work under these
circumstances, call a good employment
attorney before you do anything. In the US,
OSHA, for instance, does not specifically
state that an employee can refuse to work,
but an accompanying regulation arguably
gives that right under certain limited
circumstances. For those of you who have
union shops in the US, the National Labor
Relations Act gives certain employees
protection under certain circumstances.

l “Domestic disputes account for the Finally, don’t forget the myriad of

vast majority of workplace homicides” – “whistleblower” statutes that prevent you

If you have an
employee that
“worries you,” then do
something about it.
* Many thanks to my friend and partner,
Jack Matchulat, who did the original work and
research on this topic.
Fiction.
According to the same study, only
three percent of workplace homicides
resulted from a dispute
between an employee and
an ex-boyfriend, spouse, or
significant other. Of those,
however, interestingly, it
was the fact that of the
28 “domestic” workplace
homicides during the
six-year period studied,
nearly all of them were
committed by men coming
to the workplace and killing their ex-wife
or girlfriend, not the other way around.
l “The incidence rate of workplace violence
differs greatly by occupation” – Fact.
A 2005 Bureau of Labor Statistics
from retaliating against an employee who
might complain about an act of workplace
violence. The details of these statutes and
issues go far beyond what I can set forth
in this column, and each case will sit on
its own facts so, again, don’t do anything
without consulting an attorney.
Finally, and if there’s anything we’ve
learned from this tragedy, it is always
be vigilant and observant. If you have
an employee that “worries you,” then do
something about it – employers are far
from being hamstrung when it comes
to workplace safety, and even the most
stringent privacy statutes will not prevent
a proactive move on your part if it’s
handled in the right way. So consult with
your counsel early in the process, and stay
safe out there. n

13
Honeywell Powered

Increased Cord Tailrotor

GenerationFX Tailboom Strake
350FX
Honeywell LTS 101-600A3-A, 350FX1
Applicable to AS 350BA
Honeywell LTS 101-700D-2, 350FX2
Applicable to AS 350BA or AS 350B2
GenerationFX Engine Controls

GenerationFX VFR Electrical System

200 AMP Electrical Generation

350FX1: 4,960 lbs IGW, 5,200 lbs EGW

350FX2: 4,960 lbs IGW, 5,700 lbs EGW

GenerationFX Digital Instrumentation

GenerationFX Electro Luminescent Lighting
Re-designed Cabin Ergonomics

Our 350FX Series STC, based on the AS 350BA/B2 AStar,

offers ease of maintenance, improved reliability and increased
performance meaning...
...lower operating costs!
Just a few reasons why our Honeywell powered 350FX Series
STC, combined with our new GenerationFX product line will be Ph: (905) 643-7334
Fx: (905) 643-7223
valuable to you! info@helilynx.com
Contact us for the complete picture www.helilynx.com

by PHIL CROUCHER
WRITE IT DOWN!
My last column concerned
the putting of too much
information into personal log
books. This one is about not
putting enough information
into other documentation,
such as technical logs.
safety column
Both situations highlight the
fact that the whole of aviation runs
on trust, which should not be abused.
Although manufacturers do their best to
help, it is the operator’s (and the pilot’s)
responsibility to maintain accurate
records, such as entering defects at the
end of a trip rather than just mentioning
them to the engineer on duty who often
forgets to do anything about it and then
the aircraft is left to carry unrecorded
snags that shouldn’t be there.
Similar to log books, the information
placed in the tech log is the only basis
on which engineers can do their work
properly. It is after all the formal method
of communication between them and
pilots. If the hours are not put in correctly,
the aircraft won’t get serviced on time.
Parts that are only stressed for a certain
number of flying hours may end up doing
much more than their allotted lifespan, as
many R22 owners have found after lending
their machines to other operators. There
are many that will borrow a helicopter,
fly the backside off it, then hand it back
having accounted for only a few hours in
the paperwork. This is not only financial
fraud, but it is morally fraudulent and
potentially life-threatening.
There are many other examples. An
AS 350D was collected in Peru which,
according to the paperwork, mysteriously
appeared in Canada having really flown
over 18 hours to get there! I once had to
position a machine from the North of
Alberta to Calgary, and it was suggested
There are many that will borrow a
helicopter, fly the backside off it, then
hand it back having accounted for
only a few hours in the paperwork
that instead of the six hours it actually
took, a little over four hours should be
used to fit in with the servicing schedules.
These are not isolated incidents, as I’m
sure you are aware. It is also common
in some parts of the helicopter industry,
such as cattle-mustering, not to charge the
customer for positioning flights, which is
fair enough (it’s done elsewhere too), but it
is also very tempting not to mention it in
the tech log as well, although the regulator
and investigator in Australia have made a
valiant effort to get a grip on this by going
through the fuel records. It is a tribute
to the designers of those machines that
they can take such punishment without
mishap.
One grey area is work that involves
several short sectors, such as pleasure
flying. It used to be (and probably still is)
generally accepted that, assuming you log
from first takeoff to last landing, you could
deduct a third and put the remainder in
the tech log as airtime. Although I used to
prefer using a stopwatch, I found that it
wasn’t all that far out. The FAA assumes
that 10.5 percent of the operating time of
the R22 will be in auto-rotation, run-up,
or shut-down, so if you use the standard
hour meter activated by the collective,
the values recorded must be multiplied
by 1.12 with regard to certain life-limited
omponents, such as the main rotor blades.
Engineers however consider that wear
and tear is taking place all the time the
engines are running, and it is a better
procedure to log all that time in the tech
log. If you do this, you will find that the
machines don’t break down so often
and, consequently will probably help the
company bottom line better than trying
to put in the minimum time, because the
components will not be working so hard. n
15
 4 ISSUE
S PER YE
A IR M A I L AR
ED T O Y
O UR D O O
R
THE MAGAZINE FOR THE MILITARY HELICOPTER INDUSTRY

V 2006
SEPT/NO
Y 2006
M AY / J U L

THE MAGAZIN
E FOR THE MI
LITARY HELICO
I S S U E3 PTER INDUSTR
Y Y
PTER INDUSTR
LITARY HELICO

7
E FOR THE MI

200
THE MAGAZIN
I S S U E 2

R
/MA
JAN
S h a p in g
THE M
AGAZ INE FO
I S S
U E R THE
4 MILITA
RY HEL
6

ICOPT
200

ER IND

th e
US TRY
R
/MA

TRY

H IG H ES T S k il ls
INDUS
HELIC OPTER
JAN

RY
MILITA
R THE
INE FO
THE MAGAZ
I S S
U E
1
Aus tri a’s Alp ine
Tra inin g

CSELESCTAIONRNE-ARXS A k r o ti r i
E xB ap a ts
ttli
the PO ng
WER
O P I U Mof Those
who
New te a c h t
I s r a e l ’s T S teache he
rs
SERPEN
SUBSCRIPTIONS 1 YEAR 2 YEARS

New Zealand $35 NZD $60 NZD

Australia & Pacific Islands $40 NZD $75 NZD
United States & Canada $50 NZD $90 NZD
UK, Europe & Rest of World $60 NZD $110 NZD

✁
¸ I wish to subscribe to ¸ I wish to subscribe to
HeliTac for 1 year (4 issues) HeliTac for 2 years (8 issues)

MR/MRS/MS: MY CHEQUE FOR $ IS ENCLOSED TO OCEANIA GROUP

ADDRESS: CHARGE MY CREDIT CARD VISA MASTERCARD AMEX

COUNTRY: POSTCODE:

PHONE: ( ) EMAIL: NAME ON CARD EXPIRY DATE

POST: HELITAC SUBSCRIPTIONS

PO BOX 37 978, PARNELL CARDHOLDER’S SIGNATURE:

AUCKLAND, NEW ZEALAND

PHONE: +64 21 757 747
FAX: +64 9 528 3172 ORDER ONLINE AT
EMAIL: info@helitacmag.com
www.helitacmag.com
WEBSITE: www.helitacmag.com

THE MAGAZINE FOR THE MILITARY HELICOPTER INDUS TRY


by RUSSELL GOULDEN
Pass That Lube Over...
Lubrication – a vital key to ensuring
your aircraft stays in the air.
Without it, everything could come
to a sudden stop very quickly!
Whenever we place two metallic
elements next to each other and move,
slide or rotate them, there will be friction.
This friction leads to wear; the wear
causes removal of small metallic particles
depending on the frequency, force and
vibration levels between the two metals.
Of course an engine or transmission
designer can almost eliminate friction by
the use of oils, greases or dry lubricants.
Additionally the oil can be used as a
coolant as it absorbs heat and then it
flows to a cooling system.
We are asking a lot of oils in modern
gas turbine turboshaft engines found in
today’s helicopters:
• First, we have to lubricate the engine
and all parts required by a pressure oil
delivery system.
• Second, the oil has to have good load-
carrying ability.
• Third, we need to provide an oil
that is stable under the operating
temperatures it will experience in its
environment. If oils are taken beyond
their designed temperature range they
will be prone to carbon formation.
This is not good as that in itself
leads to a reduction in oil flow, with
a corresponding further increase in
temperature.
Now having given you a brief intro,
the Maintainer and the OEM want to
know how the engine is performing with
respect to internal wear; the Maintainer,
so he/she can carry out the required
maintenance and know that there is
nothing amiss in the engine, and the OEM
for such things as engine life expectancy,
warranty calculation, fleet analysis and
possible life extension.
There are two simple ways that we
MAINTENANCE UP D ATE
can monitor engine wear from the low-to
high-tech. We will start with the simple
and work our way up.
CHIP DETECTOR
Either by simple magnetic plug or a
magnetic plug connected to a warning
light in the cockpit, chip detectors give
us a simple picture of what we see on the
plug itself at maintenance, but they don’t
give us a sense of history or timeline
unless the results have been recorded
into the appropriate log book.
The particles on the chip detector can
be identified visually and it is experience
and OEM advice that gives the observer
an idea of the source metal.
Bright shiny hard
particles could most likely Metal
be bearing race, roller or Al
surface material, whilst Cr
dark hard particles are Cu
likely to be gear or spline. Fe
Ag
There has been a
Mg
trend in the past to use
( T HIS TA BL E IS FOR I N FOR M AT ION ON LY. NOT TO BE USED )
aftermarket “fuzz burners”,
which the pilot can activate;
these pass a small electric current
through the chip detector, theoretically
burning any small or nuisance debris
away. This leaves the detector free to
show a light again in the event of more
debris and another chip light activation.
Some OEMs have now incorporated these
fuzz burners in new system detectors.
The above is all OK if the particles
that the engine is producing are
magnetic. If they are non-magnetic,
“There will be Chips Jim, but not as we
know them”.
These will be floating around the oil
system until caught by the filter(s). As
a rule of thumb as the particle size gets
smaller, the efficiency of this method
gets less. To bridge the “gap” (pun
intended) we need another means of
inspecting the oil.
SOAP
(Spectrometric Oil Analysis Process)
This process uses Spectrography and
very briefly involves the burning off of a
sample of the oil and measuring the light
wavelength that is given off. Because
every element gives off a different wave
length of light, the actual material can
be exactly identified, together with the
volume, measured in parts per million.
We know what and how much!!
The SOAP measurement efficiency
decreases as the particle size gets bigger.
For SOAP to be any use at all it needs
to be conducted in a scientific manner.
The reason being is that where the OEM
requires SOAP tests or offers the test
as a possible maintenance alternative
to other inspection or component
removal / disassembly, it is based on
a known sampling frequency, coupled
with acceptable levels of metallic
concentration.
A big advantage of SOAP is that it will
analyze all the metal elements found
in the oil including the NON-magnetic.
Typically the metals being sought
could be as below, together with limit
thresholds in parts per million:
Material Parts Per Million Typical Sources
Aluminium 10 ppm Gearbox, Inlet Housing
Chromium 5 ppm Power Turbine Shaft
Copper 05 ppm Bearing Cages, Oil Pump
Iron 06 ppm Gears, Bearings, Liners
Silver 05 ppm Bearing Cages
Magnesium 10 ppm
The wear we find with a SOAP test
is usually parts fretting or chafing away
producing very fine particles in the oil
Some DOs and DON’Ts with SOAP
include:
4 DON’T take a SOAP sample after changing
the oil. It’s best to take it while the engine
is “used” and still warm, so any particles in
the oil will be in suspension.
4 DON’T pull an engine or transmission
based on a first result unless obviously
correct – check all results and retest.
4 DON’T stir up the bottom of the tank when
inserting the sampling hose as you may be
disturbing a large sludge concentration.
4 DO make sure that the sampling hose
and equipment used are clean and not
contaminated from another use or source.
4 DO take the sample at the specified
frequency.
4 DO take note of exactly how many hours
use the engine oil has done till sample
time; and you should know how many
liters of oil have been added during the
sample period.
With the above tests, and using a little
“horse sense”, a Maintenance Technician
can make accurate assessments of the
engine’s internal wear. Additionally the
technician could take a further test at
any time he /she suspects something
amiss – such as an unusual oil colour, or
smell of the oil. This is where the horse
sense helps! n
17
 flight dynamics
In my previous column, we began to
examine those attributes that make
helicopters what they are, and see why
heli designers sometimes have trouble
by nick lappos
sleeping!
In this issue, we look at the rotor blade
The Rotor Blades – whose systems vary tremendously as to
the structure (metal or composite), airfoil
shape, number of blades, blade chord
(width), rotor diameter and rotor tip speed.
Rotor blades – something
The devilish trade-off is between the
often taken for granted by conflicting need for high-speed capability
and hover performance. To achieve best
pilots – but these involve high-speed maneuverability and reduce
retreating blade stall, the total blade area
some extraordinary design
(number of blades times chord) and the
and technology efforts. airspeed of the blade tip are selected to
get the maximum lift available. Often,
the designer will use increased tip speed
to squeeze more lift from a rotor that has
too few blades. That is why a two-bladed
Huey has a very high tip speed (listen
to the sound of a Huey slapping its way
across the sky as the rotor tips are briefly
supersonic!) Paradoxically, the greater the
high-speed maneuverability, the worse the
rotor is at low-speed hover performance,
since too much blade area and too much
tip speed robs power and reduces hover
lift (since very wide blades use a very low
angle of attack, but have high drag in the
hover.) Hovering favors skinnier blades
moving slowly, and high-speed wants
many wider blades spinning quickly. The
delicate balance of hover performance
against high-speed maneuverability is the
designer’s dilemma.
Often, the designer tries to select the
number of blades very pragmatically - it
is very difficult to package many rotor
bearings around a small rotor head while
keeping the hinge offset fairly moderate.
Therefore, great numbers of rotor blades
are usually seen only on large machines
like the seven-bladed CH-53E Super
Stallion or the Mi-26. Systems with
fewer blades usually weigh less, so that
the number of blades is often kept to a
minimum, and the cost per blade usually
favors fewer blades as well (since bigger
blades cost proportionately less.) More
blades tend to be smoother at cruise
speed, since the normal vibration of the
rotor head drops significantly with each
additional blade. One might think of it
as if the greater number of blades each
deliver a smaller percentage of the total
lift, so the lift is more evenly distributed
and less unevenly delivered to the
fuselage. Dynamics engineers laugh at
this explanation, but when they speak,
only Greek letters and calculus come out!
A major influence on hover
performance is rotor diameter, because
the rotor is most efficient when it moves
a vast mass of air to a slower downwash
velocity in the hover. The greater the
diameter for the gross weight (called disk
loading, in pounds per square foot) the
more air that is influenced, and very much
lower is the hover power required. This is
a big driver on rotor design, and why the
800 hp H-19 at 8,500 lbs gross weight had
a rotor the same diameter as the 21,000 lb,
4,000 hp Black Hawk!
From the above factors, one can see
that a light trainer helicopter, which needs
to be inexpensive to buy and operate,
wants fewer blades, and so might favor a
teetering or low-offset rotor. On the other
hand a large military helicopter might very
well favor wide chord, multiple blades and
high offset rotors so that it has powerful
controls and high combat maneuverability.
This discussion of the different detail
design points is never heard when one
compares a fighter jet to a Cessna trainer
because airplanes never allow themselves
to be lumped into one name. When will
helicopters earn different names for their
different configurations to help avoid
confusion?
In the coming issues - the fuselage
and landing gear, engines and
transmissions, anti-torque systems, and
flight controls! n
19
 Roy Knaus
CEO Knaus Helicopter
St Johann, Austria
In 1994 Roy became the
youngest commercial
helicopter pilot in Austria.
Tragically, three years later
he lost his father, founder
of Knaus Helicopter gmbH,
in an accident and has
since taken on the role
of running the company.
Today the company has
a fleet of 12 helicopters
operating out of three
locations in Austria,
and Roy’s vast flying
experience has taken the
company from strength to
strength.
HOW DID YOU GET INTO THE HELICOPTER
INDUSTRY?
It was through my father, who started flying
at the Austrian Air Force. After eight years he
left and started to fly for a private company
called Heli-Austria in Salzburg. He also flew in
Spitzbergen, Ethiopia and Surinam for them as
it was a sister company of Heliswiss. In 1981 my
father moved to Heli-Air and in 1983 he flew
Pope Jean Paul II in a Bell 212 through Austria,
which led to him get the nickname Pope-Pilot!
Shortly afterwards he founded his own company,
starting with a leased Hughes 530F, buying his
first 500D in 1985 and later growing to three
500Ds in 1989. Whilst attending my business
school in 1992 I obtained my private helicopter
pilot’s licence (PPL) in California. I went on to
do a turbine transition and also got the PPL, and
two years later I was the youngest commercial
helicopter pilot in Austria.
SO WHEN DID YOU GET INVOLVED
WITH THE COMPANY?
My father died in an helicopter accident in
1997, and my brother was seriously injured, so
he had to stay in hospital for a very long time.
personal profile
This meant I was left to run the company on
my own. At that time I did not yet have enough
flight experience to take on all the work, such
as external cargo by myself, so I hired in some
new pilots. After the accident we only had one
Hughes 500D and one MD 520N left, so I bought
two Lamas, a Bell 407, and later an Agusta-
Bell 212. It emerged recently that my father’s
accident had been caused by a maintenance
failure from a third party maintenance shop.
WHAT IS YOUR FLEET TODAY?
We have one Bell 204B, two AS 350 B3s, two AS
355Ns, two AS 355Fs, two SA 315B Lamas, two
MD Explorers and an MD 520 NOTAR.
HOW MANY HOURS DO YOU HAVE AND
ON WHICH TYPES?
By next year I’ll have logged 5,000 flight hours.
This year I turned 30 and by my next birthday I
should hit another record for being the youngest
in this country to have 5,000 hours. This is
probably not all that special in other countries,
but it certainly will be for us in Austria. I hold
ratings on all the types in our fleet, as well as the
AB 212 and 412, Bell 205 and 407, ALIII and R22.
WHAT KIND OF FLYING DO YOU DO?
Our operation is mainly aerial work, long-line,
construction, flying supplies in the mountains,
and EMS. Besides that, we also operate VIP flights
and TV and cinema productions. We recently
flew with Paris Hilton, and we have done work
for movies where they have used up to three or
four of our helicopters at once.
WHAT ARE YOUR ROLES IN THE COMPANY
BESIDES FLYING?
I am also CEO, but since this year I have my
fiancé Saskia to support me in the management
of the company. My brother has partly recovered
from the accident and also supports me as the
chief of the ground crew - but he cannot fly
as he wanted before the accident. With Saskia
supporting me in the management role I’ll be
able to take over flight operations.
WHAT ARE YOUR PLANS FOR THE FUTURE?
I don’t intend to grow the company bigger than
12 helicopters, but we want to increase the
hours we are flying annually.
HOW WOULD A NEW PILOT START OUT
WORKING FOR YOUR COMPANY?
When young pilots apply for a job they first
have to work for a few months as a member of
ground staff. This way they learn to understand
the jobs, get used to the places, and meet the
customers. We have had very good success with
this system and I think that it works very well
operationally and is also good cost-wise. Once
they have done well working as ground crew for
a while they get either a rating for a Lama or B3
in order to perform ferry flights for the company,
or alternatively they can go on to obtain these or
other ratings at their own expense.
DO YOU TRAIN YOUR PILOTS IN-HOUSE?
I had some bad experiences in the past with
giving pilots their ratings, and thus I would
rather have them pay for their first rating
themselves. We don’t really do training in-
house, as we prefer to send them over to the
manufacturer or to a good training facility. For
advanced long-line training we even send our
pilots abroad to gain experience.
WHAT ARE THE ADVANTAGES IN SENDING
YOUR PILOTS ABROAD?
I like to send my guys to another school in
another country so that they don’t develop too
narrow a view of training in the same place and
by the same people. We have introduced a new
system whereby we send our young pilots to
Canada for long-line training on a Bell 47 with a
piston engine. Although here in Austria we are
operating high performance turbine-powered
helicopters, when moving heavy loads you have
to fly just as smoothly as you would do with a
low-power, heavy piston. At the same time those
pilots benefit from mountain flying training
in Canada. They also learn about weather and
decision-making from other pilots, get used to
operational limits, flying up to altitudes of up to
12,000 ft and much more.
WHAT ADVICE WOULD YOU GIVE TO YOUNG
PILOTS TRYING TO GET INTO YOUR LINE OF
WORK?
Personally, I would recommend young pilots to
take some long-line training before they apply
for a job doing what we do here, so those guys
would have an advantage over all the other
applicants. On the other hand, I know how
expensive it is to obtain a license and to invest
the necessary money in getting the ratings - it is
a very hard road for young pilots and they need
some kind of luck to progress from one job or
opportunity to the next, and to build up enough
hours to be attractive to companies doing
commercial flying. n
21
c o v e r f e at u r e
 At first glance the Cyprus Police Air Wing may sound like a

typical police air support unit, but look a little closer and it soon

becomes obvious that the unit is anything but typical. With an

enormous operational area and a diversity of roles, this is no

PHOTOS by Alan Norris ordinary operation, as ALAN NORRIS discovered recently.

 top: The Air Wing has been
a department of the Cyprus
Police, headquartered in
Nicosia, since 1960.
above: The lakes and dams
of Cyprus provide water
during the fire-fighting
season.
right: SAR is a major part
of life for the Air Wing and
they always carry a rescue
swimmer and winchman as
part of the crew.
24
Military commanders have long
recognized the importance of Cyprus, and
as a result this Mediterranean island has
been fought over throughout the ages by
the great and powerful civilizations of the
world. The Persians, Egyptians, Romans,
Byzantines, and Ottomans have all spilt
blood over Cyprus. The British entered the
fray in the late 19th century, occupying
the island in order to better watch over its
sea routes to India via the Suez Canal.
In 1940 the British built the first
airfield on the island at Larnaca, and
after the Second World War established
the Cyprus Flight Information Region
(FIR), covering 17,600 sq km. Starting in
the west on the boundary with Greece,
close to Rhodes and Crete, the Cyprus FIR
stretches up to Turkey in the north, all
the way to Syria in the east, and down
the coast to Lebanon, Israel and Egypt.
It remains the largest FIR in the eastern
Mediterranean.
Cyprus gained independence in 1960
and with it inherited the FIR. The British
retained two “Sovereign Base Areas” in
the fractured but newly independent
Republic of Cyprus, and search and rescue
within the FIR was still the responsibility
of Britain. That responsibility was
borne by the RAF’s No. 84 Squadron,
stationed at Akrotiri in the west, until
1995 when Cyprus took over the SAR
duties within the FIR.
The Cyprus Police Air Wing was
established in 1990 with two aircraft – a
Bell 412SP and an Islander BN-T2. This
was followed seven years later by the
arrival of a second helicopter, a Bell 412EP.
All three aircraft are IFR-equipped and
are fitted with the same basic equipment:
a weather and search radar, marine
and police radio, loud hailer, Nite Sun
searchlight, and one of the earlier model
FLIR systems. Both helicopters have a
hoist fitted – the 412SP internally and the
412EP externally.
Based at Larnaca Airport, the Police
Air Wing is responsible for controlling
the territorial area of Cyprus, with the
unit supporting the police in the whole
remit of their operations – highway
patrol, tracking thieves, air cover for
the drug squad, and frontier patrol.
Combating activities such as terrorism,
drug trafficking, smuggling of contraband
and illegal immigration also falls within
this primary role. The Wing’s secondary
mission is SAR, and there are two Rescue
Coordination Centers (RCC) – one at
Akrotiri which controls all military flights
to the British Sovereign Bases, and a
second in Larnaca. If that was not enough
for any unit to undertake, since 2000 the
Cyprus Police Air Wing is also responsible
for fighting fires across the island.
In its SAR role the unit is on call
24 hours a day, although the current
facilities have no provision for the crews
to sleep over. Once the call from the RCC
is received, the Islander is usually the first
aircraft to be sent out, as the aircraft’s
endurance enables it to act like an air
bridge between the location and the base.
The Islander can relay information back From the very start of
after locating the casualty and assessing
the emergency before committing the SAR operations the
helicopters. From the very start of SAR
operations the unit has not tried to
unit has not tried to
re-invent the wheel, instead adopting
and adapting the methods of other SAR
organizations around the world. The unit
re-invent the wheel,
is happy to follow any good example
of SAR practice and this has resulted instead adopting and
in an eclectic mix of rescue styles and
equipment modeled upon the USCG and adapting the methods of
RAF, to name but two.
The unit is also unique in that it is one other SAR organizations
of only a few police air support units that
operate using NVGs, although they were around the world.
initially accused of changing their role
to a military one when the goggles were
25
 Summer is a busy fire season in
Cyprus. Captain Andreas Loannou
approaches the waters of Lefkara
Dam to take on another water load.

26

introduced. Used in SAR and fire-fighting,
NVG use is limited to only very serious
incidents – typically at the water pick-up
point during fire-fighting, but not when
on the scene of the fire as there is usually
enough light generated by the fire.
“It’s a big plus to safety,” explains
Superintendent Marios Pouras, the unit’s
Commander. “We do not have auto-
hovering and [the NVGs] have greatly
increased our safety margin, [making]
it less hazardous when we’re picking up
water and when en route to the fire. They
are a great help during SAR missions as
well,” Pouras adds.
The unit always operates the
Mixing fire-fighting, SAR
and police work during
the summer months is
normal practice for the
Air Wing.
top left: Normal operations require
a four-man crew with a mechanic on
hand to fit any external equipment
before flight.
left: All Cyprus Police Air Wing
aircraft are IFR-equipped and are
fitted with the same basic equipment:
a weather and search radar, marine
and police radio, loud hailer, Nite
Sun searchlight, and one of the
earlier model FLIR systems.
above: Superintendent Marios Pouras
is the first pilot to be assigned to the
post of Commander for the Cyprus
Police Air Wing.
helicopters with a crew of four – a pilot,
co-pilot, rescue swimmer, and a hoist
operator. The hoist operator is also the
crew chief and in charge of the cabin.
As one would expect, the Air Wing’s
busiest time is in the summer at the peak
of the tourist season – but an increase
in rescue missions comes not from
visitors to the island, but from cruise
ships passing by Cyprus. Evacuating
heart attack or stroke victims from these
liners is the most common task that the
crews perform, followed by assisting with
scuba diving accidents. The helicopters
have even taken fuel or batteries out to
marooned pleasure craft.
27

In the winter months the seas can
become quite rough and the unit is often
kept busy recovering injured fishermen.
Winter also brings snow to the Troodos
mountain range, which occupies most of
the south-western part of Cyprus. With
the snow comes skiing and car accidents.
The helicopters do not carry paramedics
and see themselves as just an ambulance
We have more of these…
W
hen your helicopter works for a living, waiting for parts is not an option. Precision Heliparts is the only MRO
provider to integrate inventory support with service operations. We call it ISMRO (Inventory Supported
Maintenance / Repair / Overhaul ) , which means our repair and overhaul services are backed by 37,000
different part numbers in stock.
The result? Your helicopter is back in the air sooner, you’re getting your job done, and we’ve made another happy customer.
FAA/EASA/DOT Certifications
– if a doctor is needed, the crew pick one
up from the nearest hospital.
The Wing’s roles are many and varied;
recently it was asked to monitor the large
oil slick created by the Israeli bombing
of a Lebanese oil tank during the recent
conflict, with the Islander flying out on a
daily basis to track the slick’s progress.
In April 2007 the Cyprus Police Air
…so you’ll do more of this.
“Others sell parts, WE SELL SUPPORT.”
Atlanta - Vancouver
404-768-9090 / 604-575-0236
fax 404-768-9006 / 604-575-0237
www.heliparts.com
www.heliparts.ca
Wing will move into a new phase of its
development when it moves into a new
hangar facility and takes delivery of two
new Mi-172 helicopters. Manufactured
by Kazan Helicopters, the primary role of
the Mi-172s will be fire suppression, with
SAR as a secondary role. Both helicopters
will have a minimum water-carrying
capacity of 4.5 tons, an external hoist, an
underslung hook, and a rear ramp. On the
flight deck, the Mi-172s will be fitted with
Honeywell’s Electronic Flight Instrument
System (EFIS), which includes the Primus
II Integrated Radio System, VG14/DG14
Attitude and Heading Reference System,
P700 Color Radar, and the DFZ-706 Flight
Director System.
External fuel tanks will extend the
helicopter SAR capability into the whole
of the FIR, and the Cypriot Government
is about to open another tender for two
medium range helicopters purely for SAR,
with delivery aimed for 2008.
The unit has flown over 16,000 hours
and carried out 1,266 missions since 1990
and the role of the Cyprus Police Air Wing
has developed and grown continuously
since its conception. With a new base and
new helicopters this year, the unit sees a
bright future for itself. n
We’re
revolutionizing
the helicopter
accessory
business.

More helicopter accessories.

Better helicopter accessories.
Join the revolution.
All around the world, helicopter operators are getting turned on to the DART way
of doing business. That’s because DART is revolutionizing the helicopter accessory
business with better, more innovative products, custom engineering solutions, and
a spirit of teamwork and fun that truly sets us apart.
Check out our 1,300 products — everything from landing gear and floats to steps
and baskets.
We’re different — we’re better — we’re DART.

darthelicopterservices.com
For more than 30 years the specialist ice testing

team at the US Army Aviation Technical Test

Center, the “Army Icers”, has regularly flown

into icing conditions that most pilots would

rightly avoid. With an unparalleled safety

record and a one-of-a-kind JCH-47D Chinook,

the Army Icers are now more in demand than

ever. Greg Davis reports on the team’s recent

testing of Agusta-Westland’s AW-139.

PHOTOS by greg davis

 An AW-139 moves
in to an ice cloud
created by an
JCH-47D Chinook.

An AW-139 flies in icing

conditions created by a
JCH-47D Chinook of the US
Army near Lake Superior
during a test mission.

32
The Agusta-Westland AW-139
helicopter is in the final phase of “cold
blade” icing tests as the manufacturer
progresses towards obtaining limited
icing certification from the European
Aviation Safety Agency. To obtain this
certification, the AW-139 must be flown
into both artificial and natural icing
conditions to verify flight characteristics
and to establish flight limitations and
go/no-go parameters for the type’s future
operations. Icing conditions encountered
during testing closely reflect actual
conditions in the North Sea, foreseen as
one of the primary duty locations for the
AW-139 in the off-shore oil field support
role. Agusta-Westland has contracted
with the Army Icers to complete the tests.
As the manufacturer pushes ahead
for certification, its approach can only be
described as technically and financially
sound. According to Enrico Bellussi,
the AW engineer responsible for the Ice
Protection System on the AW-139, Agusta-
Westland is working with the Army
Aviation Technical Test Center and its
specially modified JCH-47D Chinook to
save time and money. The overall system
used to make ice is called the Helicopter
Icing Spray System, or HISS. “We work
with the HISS because it’s unique. It’s An AW-139 flies near the shore of
the only ice spray system existing in Lake Superior in the United States.
the world.”
By contracting with the US Army
for the use of the Army Icers, AW has
essentially purchased the best test and
evaluation equipment and crews that
money can buy.
“It’s not just a question of money, but What makes the Army
of time,” says Bellussi. “With natural ice
we run the risk of chasing conditions over Icers’ unblemished
many years. We need to have a system
that verifies function. With HISS we cut safety record even more
drastically the development time. Natural
ice is where we demonstrate (function) for
remarkable is that they
final certification.”
The US Army has used the HISS
system for over 30 years and has
work to purposely put
unmatched expertise recognized the
world over. As this is the first time AW aircraft into dangerous
has worked with the Army Icers, Bellussi
says his team has had a lot to learn. “[But] icing conditions
it’s been a very positive experience,”
he adds, and the Army team has been – conditions that most
“extremely cooperative ... teaching us
about icing.” pilots in their right mind
The Army Icers are a specialized
group from the US Army’s Aviation
would avoid.
Technical Test Center at Fort Rucker,
Alabama. To actually make the ice that
33
gives the group its name, a JCH-47D
Chinook helicopter is employed – the ‘J’
denoting a permanent modification to the
airframe. The US Government considers
this helicopter a “national asset” because
it is the only one of its kind in the world!
What makes the Army Icers’
unblemished safety record even more
remarkable is that they work to purposely
put aircraft into dangerous icing
conditions – conditions that most pilots in
their right mind would avoid.
JCH-47D, serial number 90-0180, is
actually the third aircraft fitted with the
HISS system since the program began.
The first aircraft was the JCH-47C 68-
15814 and the second was the JCH-47D 84-
24159. The current JCH-47D was converted
for HISS operations in 2004.
HISS modifications are apparent even
to the uninformed observer because the
test equipment is painted bright orange.
The orange double-trapeze that creates
the spray below the aircraft is locked in a
safe position beneath the fuselage when
not in use and while the aircraft is on the
ground. Once the Chinook is airborne,
the trapeze is hydraulically lowered and
mechanically locked into position. The
lowered trapeze has little impact on the
overall flight characteristics, according to
one of the test pilots, Marty Anderson.
The largest component of the ice-
making aircraft could be easily missed
because it’s hidden from view. Squeezed
into the fuselage is a 1,800-gallon
water tank, which takes up almost the
entire volume of the JCH-47’s cargo
compartment. This tank supplies water
to the special trapeze that swings down
and below the aircraft in-flight. Water
droplets are released through 97 nozzles
distributed on two crossbars. The size
of the droplets and rate of flow can be
precisely adjusted from inside the aircraft
by a Flight Test Engineer (FTE) to produce
the icing conditions sought for the test.
A full tank of water takes the aircraft
to within a few hundred pounds of its
absolute operational weight limit. As
safety is a major consideration for all
involved, there are three different ways to
release the water carried in the tank. The
first is through the HISS double-trapeze
using the maximum flow rate. This takes
over five minutes and would be used
when the aircraft doesn’t have to set
down immediately. The second method
is through two manual release valves at
the aft end of the tank. This takes two to
three minutes to drain the tank. The third
and most immediate way is through an
emergency dump door that releases the
entire contents of the tank in a matter
of seconds. Should an emergency arise
that prevented the trapeze from being
hydraulically retracted before the aircraft
landed, it can be forced up during a roll-
on landing.
If it weren’t for the large intake and
exhaust pipes protruding from the left
side of the forward fuselage, another
important HISS modification might go
unnoticed. The intake and exhaust ports
are associated with two auxiliary power

units (APUs) used to keep the water
piped through the trapeze from freezing.
Because the JCH-47D must fly in sub-
freezing temperatures, the pipes that
make up the trapeze are actually filled
with hot air produced by these two APUs
to keep the water in its liquid state as it
flows through a smaller, internal piping
system. These two APUs are in addition to
the single APU that powers the aircraft’s
mission systems.
Another important modification to
the Chinook is an otherwise obscure
panel above the rear cargo-loading ramp
and door. This panel holds a pair of radio
altimeters that are tied into the signaling
above: This JCH-47D is a one of a kind
aircraft because of the extensive modification
called the Helicopter Icing Spray System (HISS).
Parts of the HISS are painted orange to denote
their ‘test’ function. Inside the aircraft is an
1,800 gallon water tank that supplies
the system.
above left: Kimberly Hanks, a Dept of the
Army Civilian Flight Test Engineer working for
the US Army Aviation Technical Test Center,
looks over paperwork at a test station in-flight.
left: The morning brief takes place around a
large planning table inside the hanger offices
at Duluth, MN with personnel from the US
Army Aviation Technical Test Center and those
from Agusta-Westland.
If it weren’t for the
system mounted beneath the JCH-47D.
Much like a modern refueling tanker, this large intake and exhaust
system of red, yellow and green lights
allows the pilots in the test aircraft to pipes protruding
fly in the optimum position behind the
Chinook. The lights resemble a three- from the left side of
lens traffic light, and may in fact be just
that, mounted horizontally against the the forward fuselage,
underside of the aircraft.
One of the Flight Test Engineers in another important HISS
the rear compartment during the mission
we are on, DAC Ken Barnes, dials in the modification might go
preferred distance (130 ft) on the radio
altimeters to put the AW-139 in the icing unnoticed.
and safety sweet spot. The optimum
distance is 130 ft behind the JCH-47D,
35
2 0 0 7
E
N
J U

THE MAGAZINE FOR THE CIVIL HELICOPTER INDUSTRY I N T E R N A T I O N A L

I S S U E 47
� � � � � � � � � � � � �

���������������������������������������������� � � � � � � � � � � � � �
� � � � � �� �

Subscriptions 1 year (8 issues) 2 year (16 issues)

Australia & Pacific Islands $75 NZD $140 NZD

New Zealand $70 NZD $130 NZD

United States & Canada $85 NZD $160 NZD

UK, Europe & Rest of World $95 NZD $180 NZD

The first word on new products, new deliveries and happenings

in the civil helicopter industry. AIRMAILED TO YOUR DOOR
or about 150 ft from the point where the
water is released from the trapeze. Too This Chinook, from the
close, and there’s an increased chance of US Army’s Aviation
running into water that has yet to freeze, Technical Test Center
plus the cloud of ice hasn’t yet fully flies with the HISS
formed. Too far back, and the ice cloud in the deployed
has diminished and more time must be position and making
spent in the air. Stylized vinyl letters on ice at altitude over
the panel read, quite appropriately, “Ice, Minnesota.
Ice, Baby!”
A typical icing mission could best be
described as one of meticulous planning.
This planning usually starts by reviewing
the weather forecast late in the day prior
to the mission. Once it’s determined
that conditions are favorable for the test
points sought, a briefing time – usually
0 Dark 30 – is set for the next morning
at the operations hangar located at the
Duluth, Minnesota, airport. The briefing
takes place with all concerned gathered
around a large table and is led by the
mission director, Lynn Hanks, and his
equal on the Agusta-Westland side, Nigel
Talbot. During our visit Hanks leads
each meeting with a strict concern for
meeting mission objectives – but, more
importantly, safety. It becomes clear
from an outside observer’s point of view
that testing unproven aircraft in icing
conditions isn’t something anyone takes
for granted.
After determining the mission
parameters, with input also coming
from Jim Correia, the US Army Test Pilot
assigned to fly in the AW-139 as an Army
representative for the tests, and Enrico
Bellussi of AW, everyone breaks off to
prepare themselves and their respective
aircraft for the mission.
In most cases, the aircraft are paint scheme. All of the reconnaissance
mission-ready, as maintenance is mission equipment has been removed
performed after each mission. Now the and replaced with sensors capable
people have to prepare themselves for the of detecting and measuring specific
If the test conditions are
mission. This is relatively easy for those environmental conditions – ice included,
operators who will be in a pressurized of course. A Flight Test Engineer monitors
to be accurate then the
cabin like that of the JRC-12G. For those the equipment and conditions at a
flying in the JCH-47D it takes a bit longer workstation in the aircraft’s cabin. Once key element is to find an
as everyone, especially the two flight test the conditions sought for the day’s tests
engineers who will work in the back with are found, then and only then will the area with temperatures
an open ramp and door, puts on thick, other two aircraft, the JCH-47D and AW-
heavy coveralls, gloves and winter-weight 139 (test article), even start their engines. that not only match
boots. Most also put chemically activated For the tests in Duluth, the best area
warmers in their gloves and boots to help for testing icing conditions seemed to those desired, but that
fight the extreme cold. be either near the western shore of Lake
The first aircraft to launch is the JRC- Superior or southwest of the city near the
12G, an airframe that in its former life ice-shelf covering the semi-frozen bay of
can be sustained over
flew reconnaissance and exploitation the lake. In most cases the pilots flying
missions for the US Army in overall C-12 take the aircraft directly to one of
an extended distance.
grey paint. Today, the aircraft wears a these two spots, put it at the prescribed
smart orange and white “Navy style” altitude and into the conditions they seek

37

so the sensitive equipment being operated
by a third crewmember, the Flight Test
Engineer, can verify them. This takes
time in some cases, but the experience
of the icing crews and familiarity with
the local weather patterns allow them to
quickly find the conditions they want.
Natural icing depends, obviously,
on being able to fly through clouds
long enough to build up ice. If the test
conditions are to be accurate then the
key element is to find an area with
temperatures that not only match those
desired, but that can be sustained over an
extended distance.
If the test is to be conducted using ice
from the HISS system, then the JRC-12G
will wait in the area for the JCH-47D to
arrive and then instruct its crew to start
making ice.
The first step in this process is to
hydraulically lower and mechanically
lock the trapeze into place below the
Chinook. Once water starts flowing, the
JRC-12G positions itself in the ice cloud
and uses its onboard sensors to verify
the conditions before allowing the test
article to move into position. While the
test article moves into position, and
throughout the icing test, the JRC-12G
acts as both a safety chase plane and
a photo platform, shooting high-speed
photo and video of the operation. (A
bright yellow dye is added to the water
to aid in the visual and photographic
identification of ice build-up.) As each test
flight looks very similar to the one before
it in photo/video documentation, a simple
way of telling the missions apart is done
by simply taping an 8.5x11-inch piece of
paper carrying the mission number to the
cabin windows.
The most remarkable thing about
the Army Icers, or ATTC in general,
is the high level of experience each
team member brings to the mission.
Approximately 90 percent of the ATTC
roster are civilian employees with a
military background. These civilians are
either Department of the Army civilians, ➤

BREEZE-EASTERN

HS-20200 HS-29700 HS-10300 HS-29900

AGUSTA BELL 212/412 AGUSTA A109K2 AGUSTAWESTLAND EH-101 SIKORSKY UH-60Q

AGUSTA BELL AB139 EUROCOPTER AS-350B3 EUROCOPTER AS365(HH65) AGUSTAWESTLAND EH101

HELICOPTER RESCUE HOISTS

700 Liberty Avenue, Union NJ 07083, USA
MDHI MD902 Telephone: (908)686-4000 Fax: (908)686-9292 Web Site: www.breeze-eastern.com
 known as DACs, or outside contractors
employed to support specific programs.
Most of these employees have extensive
military backgrounds and the associated
operational flying that comes from military
service. Some are military test pilot school
graduates and have a wealth of experience
in that capacity as well. All told, the level
of experience in ATTC well surpasses that
of the civil sector and is a step above other
military test organizations.
Worn proudly by virtually every
member of the Army Icers is a patch
designed by aviation artist Hank
Caruso celebrating the HISS program’s
30th anniversary (in 2003), which has
“ITCWWBI” stitched into the patch. There
is, of course, an interesting story behind
these letters, as those closely involved
with the HISS program reveal. It appears
there wasn’t always a high level of
enthusiasm and command support for the
HISS program. In fact, it seems there was
a point in time where the components
for the HISS system were removed from
JCH-47D, serial # 84-24159, and little
emphasis was put on modifying the next
HISS aircraft (0180) as there appeared to
be a lack of customers. The commander
WECO HeliOps
at the timeadisApr05.fh8 3/3/05 for
remembered 1:46his
PMlack
Page 1
of initiative in the turning of a popular
saying on its head: “If they come, we will
build it”. Ultimately, however, JCH-47D The author wishes to thank the
0180 was modified and has been busy following personnel for their
every season since. assistance in the preparation
Some of the aircraft tested with the of this article:
HISS JCH-47D over the last few years
include the C-17A Globemaster III, EH-101 ATTC: Col Sullivan, ATTC
and S-92.
Commanding Officer, LTC
A one-of-a-kind asset and program
with highly skilled, experienced
Douglas Miller, ATTC Executive
engineers like those associated with Officer, “Butch” Wooten, Maj
the HISS will surely be in demand for Todd Buhr, Marty Anderson,
years to come. In fact, there will likely be Lynn Hanks, Paul Reynolds,
more programs than they can support, Kimberly Hanks, Ken Barnes,
as demands from the civil and military
Jim Correia.
sector increase with the fielding of new
aircraft and systems.
Agusta-Westland Helicopters:
The HISS portion of the AW-139 test
program wrapped-up on March 17, 2007. Nigel Talbot, Enrico Bellussi,
Agusta-Westland expects to finish its Grimaldi Gianluca and the rest
natural ice tests by mid-April 2007, but of the AW-139 maintenance
it will be back soon. “We are extremely and support team.
happy with HISS,” concludes Bellussi.
“We are absolutely convinced that this
Ft Rucker: Charles “Chuck”
is a good strategy to arrive at testing
Widener, an outstanding Public
certification, shortening time and costs.”
Bellussi finishes by saying that AW Affairs Officer.
intend to use HISS to develop the full ice
configuration of the AW-139 next year. n
C M Y CM MY CY CMY K

The International Standard in Aviation Services

WECO is an interna-
tionally renowned over-
haul facility specializing
in electrical and electron-
ic accessories and instru-
ment service.
We offer a convenient
combination of overhaul
services, exchange units,
and component sales for
the aviation community,
including:
• Corporate Fixed-Wing
Aircraft • Helicopters
• OEMs • FBOs
• Regional/Commercial
Airlines • Military
Call for more information:
Headquarters: 800 531-4073
or 916 645-8961
So. California: 800 691-9326
Free T-shirt! Visit our website:
www.wecoaerospace.com/heli
 Service.

- Gregg Rochna, Owner

Maverick Helicopter

Gregg Rochna, owner of Maverick Helicopter, did not become the world’s largest EC130

tour operator overnight. His attention to details such as engine reliability and customer

service is the essential key to his success. His engine of choice – the Arriel. www.turbomeca.com
South-east Alaska boasts

some of the world’s most

stunning scenery, but

also some of the most

extreme and hostile weather

conditions. TED CARLSON

visits the US Coast Guard Air

Station in Sitka, whose role is

to provide vital coverage for

this unspoiled frontier.

PHOTOS by ted carlson

 AMT3 Nick Rhodes rides the
hoist from a Sitka-based MH-60J
Jayhawk off the coast of Alaska.
The frigid water temperatures
around Alaska show no mercy
and without a survival suit, an
individual may have only minutes
to survive before succumbing to
exposure and hypothermia.
 A Jayhawk taxies out The topography and geography
for a mission as Mount of south-east Alaska bestows upon it
Edgecumbe looks on. A more than its fair share of poor weather,
large part of their rescues and while the summers are mild, with
involve working around sunlight present until as late as 10.30 pm,
high mountainous terrain. the winter brings extreme and hostile
weather with frigid seas and extreme
One such harrowing but
cold. Darkness can stretch from 3.30 pm
successful rescue was
to 8.30 am, and heavy overcast or rain can
performed at Devil’s
extend that even more. USCGAS Sitka,
Thumb during extreme
with its three permanently assigned
weather conditions. Jayhawks, 15 pilots and 50 air-crew is
on 24 hours-a-day, seven days-a-week
readiness to fulfill the wide range of roles
tasked to the US Coast Guard. At Sitka,
more often than not, that means rescue
missions!
A few years ago, the Coast Guard
was realigned and now reports to the
Department of Homeland Security. The
entire USCG fleet of 41 HH-60Js is slated
for conversion into MH-60Js as they go
through PDM at Elizabeth City, North
Carolina. A door gun mount, police-
44
style blue light located on the belly, and
additional sensor wiring to the collective
will be added specifically for the “airborne
use of force” homeland defense mission. A
newer capability that the unit has become
involved with is vertical insertion/delivery
– being able to fast rope troops quickly.
Other mission-types include pollution
control, law enforcement, and fisheries
enforcement. The unit also supports
navigation aids, systems and components,
performs buoy work, lighthouse
maintenance, day boards, etc.
Sitka’s Jayhawks include a pair of HH-
60Js and a single MH-60J. In addition to
its internal tankage the Jayhawk carries
two 120-gallon external fuel tanks, giving
the helicopter about five hours endurance
with its maximum fuel load of 5,500 lbs.
The helicopter is powered by a pair of
T700-GE-401C engines, each rated at
1,980 shp, giving it plenty of power and an
excellent hover capability. A prominent
feature of the Jayhawk is its surface-
 LTs Walter Horne, AMT3 Chauncey
Mehn, and LT Pete Melinick head
back for debrief on the ramp We have a lot of high
at Sitka following a mission.
Sitka crews have performed winds in the 70 and
numerous heroic rescues
and affectionately
80-knot category and
call the Jayhawk
the “Big Iron” due
to its’ toughness
the winters are long
and durability.
– making for extended

night-time operations.

search/terrain-avoidance/weather radar.
The Bendix-King RDR-1300 radar is a great
tool for the USCG role in Alaska, and is
instrumental in keeping the aircraft safely
clear of rising terrain and helps in locating
ships. A typical Jayhawk crew consists
of four members: a pilot, co-pilot, flight
mech’ and a rescue swimmer. Crews use
ANVIS-9 NVGs, which are crucial items of
equipment in the dark winter hours and
poor weather.
The Coast Guard received its H-60s
between 1990 and 1996. It typically
operates an aircraft for 20–25 years, so
half of the H60s’ expected service life has
already passed. All Jayhawks are slated
to go through a service life extension
program, becoming MH-60Ts in the long-
term, and when they emerge, they will
essentially be new aircraft. The Tango
models will receive a contemporary glass
cockpit and the prototype is slated to
make its debut at Elizabeth City, North
Carolina followed by Mobile, Alabama
in 2008. This program will extend the
Jayhawk service life for another 20 years,
giving the H-60 an expected Coast Guard
service-life through to approximately the
year 2040.
Sitka is commanded by CDR Harl
Romine, who has been the CO for the past
two years. When I ask him about his unit
he says, “Working from Sitka can be a bit
more challenging compared to most other
air-stations since Alaska has significant
and rapidly rising terrain along the
coastline, and the weather is notoriously
poor. We have a lot of high winds in the
70 and 80-knot category and the winters
are long – making for extended night-time
operations.”
Cdr Romine goes on to point out
that, with the Canadian border being
relatively close, Sitka carries out joint
rescue operations with the Canadians.
This works extremely well as training and
operational procedures are standardized,
allowing crews to work effectively in
any location, with any other personnel.
Resources are shared and separate units
can readily assist one another. As a good
example of the value of this principle,
Cdr Romine explains that 25 percent of
the USCG hangar force was deployed in ➤

We see your needs clearly.

At Tech-Tool Plastics, we see what’s important in helicopter replacement
windows: seeing. Whether you’re looking for a bad guy or a good
place to land, a beautiful vista or another aircraft in a hazy sky, the
only thing you want to see between you and “it” is nothing.

Thanks to nearly 40 years of designing and building the best

windows in the industry, that’s exactly what you’ll see.
Plus, your window will fit with little or no trimming and
is probably in stock right now. Give Tech-Tool Plastics
a call, and you’ll clearly see that we
see your needs clearly.

Tech-Tool Plastics Inc., 7800 Skyline Park Drive, Fort Worth TX 76108 USA
1-800-433-2210 1-817-246-4694 fax 1-817-246-7402 www.tech-tool.com

TT ad HO2.indd 2 6/23/05 1:43:09 PM


support of hurricanes Katrina and Rita,
and crews were mixed together from
all areas and still functioned normally.
“That’s the beauty of our standardization
program – the taxpayers get a lot of ‘bang
for the buck’,” says Harl. “We also support
cruise ships, Navy submarines and
warships, usually performing medevacs.
We even participate in maritime defense
exercises.”
Rescues in Alaska can be extremely
difficult and intense due to the remote
and rugged terrain, poor weather, and
the scarcity of other supporting rescue
agencies. The most common types
of missions flown are medevacs that
occur at small villages around southeast
Alaska, but other relatively commonplace
rescues include supporting mariners or
fishing boats in trouble, searching for
lost hikers and climbers, and responding
to aircraft crashes. The unit has an alert
crew standing by 24 hours-a-day, seven-
days-a-week. The alert crew is ready to
launch and often during holiday periods
a second crew will be poised as a backup.
There are barracks on base that house
crews overnight, allowing them to be
ready in a rested state. With the frequent
bad weather and limited alternatives
available, Coast Guard H-60s can usually
get to the scene faster than anyone else.
Because they operate in such extreme
conditions, the H-60 crews wear dry-suits
and polypro liners to combat the frigid
water temperatures should they be forced
to ditch. They also carry a “dry-bag” filled
with their personal survival gear. Jayhawk
pilot Lt Pete Melnick has over 2,000 hours
in the H-60 and spent four years based at
LCDR Karl Frey and LCDR Bill
Timmons fly a MH-60J through some
of Alaska’s majestic and unspoiled
mountainous terrain. Unique to the
Sitka Air Station Jayhawk community,
they have developed “road visibility
routes”; a network of flight profiles that
are designed to help crews navigate
through straights and dangerous
areas. These predetermined roads
can be safely flown in just about any
kind of weather and the system aids in
mission efficiency.
Rescues in Alaska can
be extremely difficult
and intense due to the
remote and rugged
terrain, poor weather,
and the scarcity of
other supporting
rescue agencies.
47

top left: The unit supports lighthouse
maintenance as shown here, navigation
aids, systems and components, performs
buoy work, day boards, and more. Many
support areas are not accessible by boat,
so the Jayhawks are invaluable tools for
accomplishing much of the work.
center left: A MH-60J cruises off the
shoreline with Sitka being noteworthy
in the background. All HH-60Js and
MH-60Js will eventually be modified into
MH-60Ts that will include an all-new
contemporary glass-cockpit.
48
San Diego before being posted to Sitka.
He comments on the shock of moving
from a warm-weather unit to a posting
where mastering the anti-ice and de-
ice equipment was paramount. Pete is
well aware of the importance of being
prepared for the extreme conditions,
and tells of spending three days at Cape
Spencer lighthouse waiting for parts and
support maintenance personnel after a
hydraulic fluid loss caused an emergency
set-down. “We did have food delivered,
but it was a reminder how long assistance
can take in such a remote land!”
Consideration of some of the rescues
performed by crews flying out of Sitka
gives an idea of the incredible variety
of challenges and risks inherent in their
demanding duty.
LT Melnick tells of the time a hiker
was trying to make it across Baranoff
J ayhawk crews
routinely practice
rescues as seen here
with a Coast Guard
vessel. It helps keep
their skills honed and
fluently prepared.
Island and became disabled in an ice
field. Flying in snow and ice conditions
can be disorienting, so great care must
be taken. Unable to climb high enough
due to the weather, Melnick and fellow
pilot Lt Cdr Bill Timmons dropped off a
mountain rescue team in an ice-valley to
proceed higher on foot. The pilots had to
ensure the fog didn’t close their entrance,
potentially trapping them without an
escape route. The rescue team located the
hiker, provided shelter, and warmed him
up. Melnick and Timmons returned the
next day and everyone was successfully
extracted.
Pete Melnick says the Jayhawk is
perfect for their needs and ends up
Cummy–nullaorem
handling a lot of abuse veliquat.
the elements,
Ostio corer
saltwater, wind, waves, andsitso
augait
on. luptat
ut ad
To illustrate the point, heexer
tellsatof
nonsequat
the
occasion he and his crew were eating
lunch in the office when the SAR alarm
sounded. They scrambled immediately,
flying to the aid of a wooden fishing boat,
the Hermes II, which was full of salmon
and taking on water. “When we launched,
he was still talking to us and then when
we arrived on scene, we found a boat that
was half out of the water with a huge
debris field. We did not see him, began
searching, and finally located him. He
had donned his survival suit and jumped
helicopter couldn’t make it – there was
also some discussion of having ground
teams go up the mountain. District 17
SAR coordination headquarters tasked
us to see if we could find him, open up
communications with him and ascertain
his condition.
We took off with five additional people
on board from the local Sitka search and
rescue team, flew to Petersburg, dropped
three members of the rescue team off
there, and kept two on board. Dieter
Close, a good friend of the victim who was
at Petersburg, indicated that he would like
to go since he knew the area like the back
of his hand and had been there before. ➤

1
in a raft, but due to the wind and strong

oo

#1
H
currents, he was already five miles away

p
Ti
rt
from the scene when we located and
pe ma

ns
hoisted him up.”

tio
S
A rescue that turned out to be ra
particularly harrowing, not only for the
O

victim but for the USCG crew as well,

took place on a 9,000 ft-high peak called

Less is More
Devil’s Thumb, located southeast of Sitka.
A climber was making a first winter
ascent and fell into a snow crevice. The

(really)
rescue flight was commanded by LT
Walter Horne, who has over 2,000 hours
in the Jayhawk and, like LT Melnick, flew
from San Diego before being posted to
Sitka three years ago. The following is
LT Horne’s own account of the mission,
giving an insight into not only the intense
demands on the rescuers, but also the
incredible courage and stamina of the
climber, Zac Hoyt.
“The Devil’s Thumb rescue was
some of the most demanding flying I’ve
done. Zac did a solo summit ascent at
over 9,000 ft and was skiing back down
a glacier when the ice gave way. He fell
into a 100-ft deep crevasse, along with
his sled and gear, tore his rotator cuff and
became pretty banged up from the fall. He
landed on a ledge inside the crevice and
fortunately was able to pitch his tent. It’s not
He spent the night there and had to
just what you pay
get up every two hours to shovel snow
away from the entrance so he didn’t get for your cargo hook equipment
buried. He tried to climb out the next
initially—it’s the maintenance costs that can make
morning with an ice axe and backpack
on but he couldn’t do it. He returned or break your business. That’s why Onboard Systems
back down, dropped his backpack and
makes hooks that are competitively priced, designed
tied a rope to it. He was then able to make
it out and anchor his line with the ice to last and surprisingly inexpensive to overhaul. Visit
axe. He rappelled back down and
our website to find out more and get a free catalog.
retrieved his gear and tent, all with the
torn rotator cuff.
He made a satellite phone call to
a friend just before his batteries died,
forcing him to rappel back down again to
get more batteries. His hands were nearly
useless at this point due to frostbite. His 360.546.3072
friend had a Temsco helicopter attempt
to fly up and retrieve him, but the
hooks@onboardsystems.com
www.onboardsystems.com/explore
 above left: AMT3 Don Berry and
EM1 Joe Miner are seen on a mission
that involved carrying a large external
battery load to a remote lighthouse
that was an hour away by air. When
carrying externals, crews fly the aircraft
a bit slower and with great care.
right: The crews frequent remote areas
often where communication signals are
marginal. In the event that a helicopter
breaks down or has a problem, it could
be days before help arrives.
We flew up Bear Glacier, past Witches
Cauldron to Burkette Glacier, and then to
the ice field. We orbited for a few minutes
at about 7,000 ft, there was an icefall
there, and a ground blizzard with winds
blowing about 50 mph, so everything was
snowy white creating a severe “white
out” condition. Zac had a VHF radio, he
contacted us and we talked with him. We
quickly established that he was in bad
shape and desperately needed help. We
flew from the edge of the ice field, flew
over his tent and we were at 90-percent
power.
As I tried to turn the nose into the
wind, the aircraft began significantly
buffeting and the air temperature was
extremely cold, minus 30°C (the low end
aircraft limit is minus 40°C). With no
heat and hovering, while waiting for him
to try to get his boots on, we caught a
downdraft. Lt Cdr Timmons yelled out NR-
NR! The gauge was buried in the red and
I immediately dumped the collective and
50
did a right pedal turn that was a turn
that happened to be towards a close
mountain, but we had just enough room.
The NR returned, we did a 180 and
performed an instrument takeoff in a
clear route we found. Then we returned
back to the scene.
At one point after performing some
other functions in the cockpit, I looked
back up to see the attitude indicator
showing that we were 30-degrees nose
down and at 70 knots. LCDR Timmons
was riding the controls with me and we
yanked back hard, as a granite wall was
coming at us. We rolled the helicopter
45° right wing down and regained our
composure. The visibility improved some
and we talked with the victim again. We
told him on the radio we were only going
to have one shot at making an attempt to
get him. We had a flight mech’ on board
that day, who did a fantastic job. He put
his visor down but it instantly frosted
over, so he put it back up and the wind
and snow were pounding him in the
face. Yet he managed to get the basket
on the deck right by the tent, so that Zac
had to take only six or so steps to get
in. Once the victim was in the basket
we started to get “white out” again, and
while we were exiting the site the basket
below hit a serac, engulfing Zac and
rolling the basket. Zac, clinging on for his
life, managed to stay in the basket and
we were all relieved to see the basket
rematerialize with him still aboard.
Once we were clear of the area and
returning home, our GPS, MFDs, and CDU
all locked up, probably as a result of the
extreme cold. We had problems with our
radios, other systems were awry, and
nothing seemed to be working for us. We
were late making contact with the base
but finally we ended up connecting. We
had to navigate the return trip using the
compass, charts and visual landmarks
since our navigation systems were dead.
That was both a breathtaking and hairy ➤
We Fly

We Maintain

The Powerful Difference

We proudly use our experience and facilities to support the
Warfighters of Oregon and the nation.
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 outstanding maintenance facilities
anywhere in the industry.
Columbia’s exceptional maintenance facility is a one-stop
shop, able to meet all depot level maintenance requirements for
internal and external customers.

www.colheli.com
503-678-1222
mission, and you just have to take such Cessna, only two survived and they swam and inspiring sagas of courage, tenacity
great care in situations like that. With no to shore, from where they were picked and commitment. As vast and wild
horizon or reference points, you can’t tell up three hours after the accident by a as south-east Alaska may be, it would
where the snow and horizon meet, and Jayhawk. seem greatly more dangerous and bleak
throw in swirling, snowy winds.....!” Missions such as these are the “bread without the knowledge that stations
Walter also tells of a search for a and butter” work of USCGAS Sitka and like Sitka, with their rugged and capable
missing DeHavilland Beaver aircraft about while many have a tragic outcome, Jayhawks, existed to provide aid to those
three years ago. The blue-painted Beaver many more result in remarkable rescues in desperate need. n
took off from Sitka and flew towards
the northern part of the island in poor
weather. Lt Horne was training at the
base at the time, and watched the Beaver We added a bunch
of performance.
disappear from view. The call for launch
came two hours later when the Beaver
was reported overdue, and soon a pair
of H-60s were airborne. They searched
for four and a half hours for the missing
aircraft without success. SAR flights
By removing a bit of metal.
continued daily for another week and
over a hundred hours were logged in the
Jayhawks, looking for the Beaver and any
FastFin, an exciting performance-enhancing
survivors. To this day, the five people product already certified for the UH-1, will
and that aircraft remain missing, and soon be available to operators of Bell 212
each time he flies Lt Horne still keeps a
and 412 helicopters. A small modification
watchful eye out for a blue Beaver that
could be hanging from trees somewhere — removing 30 percent of the vertical
in the expansive wilderness. fin — delivers really big performance,
Another aircraft that crashed,
including the ability to lift hundreds
involving the Sitka crews in the rescue
effort, was a twin-engined Cessna 421
of pounds more. Operators will also
that ran out of fuel twelve miles from experience unprecedented stability while
their destination, at 2,500 ft. The Cessna fighting winds from critical azimuths.
pilot radioed a mayday call and gave a
close approximation of his location. He
dead-sticked the aircraft down and was FastFin is coming soon — call BLR now
trying to make it to a beach, but could not for details.
stretch the glide that far. He ditched in
BLR Aerospace
the ocean, and with a water temperature Performance Innovation
of only 38°C there was virtually no
chance of surviving more than an hour
before succumbing to hypothermia and
drowning. Of the six people on board the

Acknowledgements:

Cdrs Harl Romine, LCDRs Karl

Frey, Ryan Griffin, Bill Timmons,

Lts Walter Horne, Pete Melnick,

Marc Tunstall, AET1, Matt Talley,

AMT3s Don Berry, Chauncey

Mehn, Nick Rhodes, AST3 Blake

Arnold, EM1 Joe Miner, and the

many others of USCGAS Sitka.

800.257.4847 US & Canada
425.353.6591 International
w w w. B L R a e r o s p a c e . c o m
davemarone@BLRaerospace.com

52

BLR P2 ad HO.indd 5 4/10/07 7:55:53 AM

Why buy Air Comm Heaters and Air Conditioners?
It’s all we do
Air Comm Corporation has been exclusively designing and building the highest
performance, most reliable helicopter cabin heaters and air conditioners since 1987.
Why buy anything else?
Advanced Technology
• Arctic Heaters • Flow Control Heater Ejectors • Automatic Temperature Control
• Torq-LokTM Refrigerant Fittings • Speed Reducer Compressor Drive
• Electric & Mechanical-Drive Air Conditioners

Heater Systems Air Conditioners

• Bell 206, 407, 427, 430 • Bell 206, 407, 412, 427, 430
• Sikorsky S-76, UH-60, CH-54 • Eurocopter EC-120, EC-130, EC-135, EC-145
• Eurocopter EC-120, BK-117, BO-105 • Agusta A-119
• Agusta A-109

(303) 440-4075 • fax (303) 440-6355 • www.aircommcorp.com • info@aircommcorp.com

America’s Leading Producers of High Performance Heaters and Air Conditioners for Turbine Helicopters
In the wild and harsh African bush, black rhino are making

a hard-fought comeback from the threat of extinction.

MIKE REID joins the KZN Wildlife Rhino Capture Unit in

KwaZulu Natal to get a first-hand look at the crucial part played

in the black rhino’s resurgence by rotary-wing operations.

PHOTOs by mike reid & KZN Wildlife
 top: Ground crew prepare the cargo net
for extracting the black rhino, which can
be seen lying sedated in the shade to
the right. The SA330J Puma waits in the
background. Teams must set up quickly
as there is limited time allowed under the
strong immobilizing drug.
above left: The sedated black rhino lies
on the net ready to be lifted.
above right: The tension on the net is
taken up with the Flight Engineer carefully
pattering the pilots all the time. Spacer
bars keep the rhino from being crushed
by the net. This part of the lift is carefully
supervised by ground crew to ensure the
rhino is not injured or suffocated during the
short flight to the operations base.
56
We make our way to the hangar as the
first rays of the day crack through a low
layer of cloud on the eastern horizon,
promising to take away the chill of early
morning. Our legs are soaked by the
heavy dew that hangs on the grass, and
we speculate about where the first rhino
will be found by the spotter team. The
team left half an hour ago for their C182
at the reserve’s bush strip, and would
soon be in the air. We head for a Hughes
500 which had been upgraded to a “D”
model, with an “E” model nose cone
added for efficiency, from its original “C”
specification. I find out that the enclosed
area in which it is housed is intended to
protect it from elephant and rhino that
might wander around during the night!
I ask pilot Vere van Heerden if he
ever tires of this line of work. He has
been flying helicopter live animal
capture for the Natal Game, Parks and
Fish Preservation Board (NPB, now KZN
Wildlife) for more than 20 years, and
before that worked as a shooter, and then
pilot for a South African venison hunting
and processing operation. With more than
10,000 hours on helicopter game capture
operations under his belt he answers me
in the typically quiet, confident manner
of someone with nothing to prove: “I have
never got tired of this. I love my 500. It’s
just like owning a fine horse – it’s a very
personal thing!”
Wheels are attached and jacked
up, and we push the aircraft out onto
the small helipad. After so many years
experience Vere has the pre-flight

preparations down to a fine art, so I don’t
interfere. As he busies himself with the
inspection, I discuss arrangements to fly
with him to obtain air-to-air photos of
the black rhino extraction. I can hear the
Cessna gaining altitude on its way to the
wilderness area, and excuse myself. With
the spotter team on its way I need to get
up to Mpila camp quickly to chat to the
pilots about the heli’ extraction timings,
and have planned to catch up with Vere
again when the first rhino has been
darted.
Twenty long minutes later, after being
held up by a group of elephant on the
road, I turn my vehicle onto the dirt track
leading up to the Mpila camp soccer field,
which is to be the base of operations
for the next few days. The rhino will be
above: A black rhino is lifted under
the Russian Mil 8, and operated by
UT. This aircraft was taken from fire
bombing operations in the province
for this specialized operation.
left: The Puma SA330J prepares to
lower the black rhino gently to the
waiting rhino capture teams at the
operations base. From here the rhino
will be revived and loaded into a
container for transport to the capture
bomas by road.
brought here by Puma helicopter and then
loaded into trucks for transport to the
game capture centre.
The pilots and flight engineer
are already busy around the aircraft,
removing tie-downs, checking strops,
ropes, separator frames, and nets, and
talking with park rangers. The Puma is “I have never got tired
supplied by Starlite Helicopters based
in Durban and is commanded by Eddie
of this. I love my 500.
Brown, a former South African Air Force
helicopter pilot with years of operational
experience. The co-pilot, Leon, is also
It’s just like owning a
from Starlite. Mark “Bart” Bartholomew,
a SAAF flight engineer, has taken leave fine horse – it’s a very
from his SAAF duties to work as flight
engineer on this operation. personal thing!”
The Cessna arrives and flies low over
us on its way to where Quinton wants
57

them to look for the first rhino. Quinton
Rochat is a second-generation ranger with
15-years’ experience in field operations,
including rhino and live animal capture.
His father, Ken Rochat, had been one of
the pioneers of Operation White Rhino
during the 1950s, and Quinton is the
ranger responsible for managing this
rhino capture operation. Everyone is set
to go, and now we wait around the radio
for the announcement that the rhino has
been found!
This rhino uplift is a unique operation
structured around a unique area in
Imfolozi Game Reserve, in the heart of
Zululand. During the early 1950s two
significant developments took place in
the Natal Parks Board, the organization
responsible for protecting wildlife
parks in the province of Natal, South
Africa. Both were initiated by renowned
international conservationist Dr Ian
Player, then a senior ranger in the Natal
Parks Board.
At that time rhino were virtually
extinct in Africa, and the trend was
worsening. Responding to this wildlife
crisis, Player, with great visionary
foresight launched “Operation White
Rhino”. This large scale, logistically-
challenging project was aimed at bringing
white rhino back from the brink of total
above left: Horns are measured, the tips
removed to ensure safe transport, and
transponders are inserted for tracking and
identification.
above right: Two essential components of
a successful uplift of rhino from a wilderness
area – the Hughes 500D (with an “E” nose
cone) used for darting the rhino, and the
Russian Mil 8, used for lifting rhino out of
the wilderness area, causing no damage to
the pristine environment.
left: Rhino capture teams are highly
professional operators. They need to work
fast and efficiently to prevent overstressing
the animal, all the time monitoring vital
signs for indications of capture trauma. A
blanket covers the eyes to prevent injury or
damage from sunlight.
extinction by diversifying concentrations
of rhino around the world. Live capture
of rhino was pioneered, initially using
lasso’s and horses and progressing to
darting animals using advanced chemical
capture methods from vehicles, horses,
on foot, and eventually helicopters. The
operation was a resounding success and
white rhino are now off the endangered
list. The principles and methodologies
developed during those days are still
in use today, and the success story
continues.
During the same period, Player and
a group of rangers came across the
writings of wilderness pioneers in the
59
USA including Aldo Leopold, John Muir, The basic premise of designated
the Sierra Club, the Wilderness Society, wilderness is to have areas set aside
and others. Once again with visionary where Man is not in direct control,
foresight, and after a long and difficult human interference and utilization is
process trying to convince the Board, kept minimal, and natural processes are
Player had benchmark wilderness areas left to take their course. No buildings,
set aside in Imfolozi Game Reserve and roads, or infrastructure are allowed to
the St Lucia Wetland Park. remain, and no motorized transport
Everything
we do
flies.
Light helicopters. Covert
surveillance aircraft. Unmanned
aerial vehicles. Rapid prototyping.
Subcontract components and
assemblies. At Schweizer Aircraft,
everything we do flies. It’s been that
way since our company was founded
in 1939, and our new association
with Sikorsky Aircraft means our
legacy of flight and engineering
excellence will expand and grow
for many years to come. Today, as
we prepare to deliver our 6,000th
aircraft, the future has never been
brighter. In fact, you might say
things are really looking up.
Schweizer. Everything we do flies.
U.S. Navy imagery used in illustration without endorsement expressed or implied.
www.sacusa.com
is allowed to operate within the area.
The challenge came when these
two proven concepts were forced to
come together in the interests of rhino
conservation. Rhino had to be captured
and moved out of the wilderness areas.
However, motorized transport could not
go in there to extract them. The areas
are too large to drive the rhino out, and
vehicles may not go in to recover darted
animals. In keeping with the wilderness
principle of minimum human impact, the
obvious choice was to use helicopters.
A black rhino weighs just under a
metric ton (900 kg/1,980 lbs), and a white
rhino two tons (2,000 kg/4,400 lbs), and
so appropriate helicopters had to be
sourced. The obvious choice was the
Mil-8 and the Aerospatiale Puma
operating locally in fire fighting
operations. These have become the
standard helicopters for the extraction
operations. However, there is more to
rhino capture than just extraction. The
rhino has to be found and darted, and
teams of eight to ten ground-crew with
their equipment, have to be taken into
the darting site to prepare the rhino for
extraction. Wilderness capture soon
developed into a three aircraft operation:
a fixed-wing Cessna to locate the rhino, a
light turbine helicopter to dart the rhino,
and a large twin turbine helicopter to
transport crew and extract the rhino.
Back at Mpila, we all wait in the
shade in lazy expectation, until the radio
crackles into life. It’s KZN Wildlife fixed-
wing pilot, Greg Nanni. With over 8,000
hours on the Cessna 182, Greg has been
flying for NPB for nearly 15 years. There
is not much he doesn’t know about the
wildlife, the parks, and bush flying in the
area. He and his spotter team have found
two mature black bulls in the wilderness
area. They are moving towards the open
areas below Mohobosheni and should be
easy to dart and keep in the open for the
extraction. Greg will continue to circle
high and keep in visual contact until the
MD500 arrives to dart the animals.
Everyone springs to life. Groups
of ground crew lounging in the shade
jump up and move quickly to the Puma,
making final checks of their nets and
other equipment as they climb into the
aircraft. Quinton quickly gets everyone
organized while he finalizes details of
the darting and extraction with Head of
Game Capture, Jeff Cooke, over the radio.
Jeff is in the MD500 with Vere and will
do the darting. His voice carries over to

the waiting crew: “Ok, we’re airborne
and going in for the darting. We have the
rhino visual, and will dart shortly. You
can get the Puma started!”
He gives details of the location over
the radio, and these are passed to the
waiting pilots. The sudden whine of
large turbine engines spooling up breaks
the monotony of the already muggy
morning, while the large blades start to
rotate slowly. Waves of heat from the
exhausts turn the backdrop of trees to a
shimmering haze as the engines scream
and the blades spin to a dizzy blur.
“The first rhino is darted. Jeff is
moving to it. Let’s go!,” Quinton shouts
out to no one in particular, and gave two
thumbs up. Mark peers out the open door
to patter the pilots into the air. After a
short flight across the wilderness area,
Eddie sets the Puma up for the approach.
Mark patters the pilots expertly between
the trees to a landing near the downed
rhino which is lying on its side in a small
clearing. Jeff has placed a cloth over its
head to calm the animal.
Quinton is first out of the helicopter.
He holds his drug box firmly, crouched
low and races through the scrub to attend
to the preparations for loading. Ground
crew throw out ropes, nets, strops and
other extraction equipment and then
race away from the chopper, instinctively
crouching low as they drag the bulky kit.
With everyone clear, the aircraft lifts
and moves far enough away from the
rhino to avoid overly-stressing it. The
pilots kept the engines turning while the
ground preparations are being made. The
teams work quickly and efficiently, and
soon the rhino is ready for the lift.
Quinton runs to the chopper, puts on
the headsets and speaks to the pilots.
Mark does a last visual check of the cargo
equipment, jumps into the open door
and lies on the floor to begin the patter.
Responding to Mark’s patter, Eddie Brown
lifts the Puma smoothly, taking up the
slack on the strop with clouds of dust and
dirt swirling around the rotor system and
carving elaborate patterns in the air. I
run across to where Vere has landed in a
clearing, and strap myself in. We take off
and fly around the Puma as they prepare
for the lift.
Soon the helicopter is lined up over
the rhino which now lies on its side on
a cargo net. All strop connections are
The challenge presented
to rhino conservationists
was to safely and
efficiently remove rhino
weighing up to two
tonnes from a pristine
wilderness area without
using any motorized
transport on the ground.
Helicopters were the
obvious choice.
top: Preparations are intense. Every
element of the rhino capture is discussed
in detail. On this operation, 5 black rhino
were safely airlifted from Imfolozi Game
Reserve.
left: In another recent capture operation,
this Mil-8 was used in relocating 15 black
rhino from the Imfolozi and Greater St
Lucia Wetland Park wilderness areas.
right: The rhino is lowered onto the
Mpila Camp staff soccer field which is
used as operations base for the Imfolozi
rhino uplift. The usual crowds of interested
onlookers gathered quickly around the
perimeters behind a safety fence.
checked and the aircraft climbs smoothly.
With the strop-slack taken up, the net
tightens progressively around the rhino,
holding it firmly in place with spacer
bars preventing it from being crushed.
Clear of trees, the helicopter smoothly
tilts forward and heads for the Mpila
soccer field – the rhino swinging gently
outwards in the turn and then settling
under the fuselage in level flight.
Eddie flies slowly past the tourist
camp, over the main road where a line
of cars have stopped to watch, and then
slows to a high hover over the soccer
field. He lowers the rhino gently onto
61
the ground near to the awaiting rhino
transport container where a cluster of
capture crew wait. Already a crowd of
Reserve staff, press and media crews,
capture crew, and casual onlookers have
gathered at the edges of the field.
Once again Quinton is out first and
racing across to where he busies himself
monitoring vital signs and overseeing
preparations for loading. Ground crew cut
the tips off the horns to prevent injury
during transport, and later during the
period of acclimatization to captivity
in the bomas. With everything ready,
Quinton administers the antidote to the
anesthetic. Black rhino are notoriously
highly strung and aggressive, and can
be extremely dangerous when feeling
threatened. The rhino lurches up
untidily, snorting loudly in frustration
and aggression, and steadies himself.
He stands uncertainly for a few seconds,
and suddenly launches forward into the
waiting container entrance – his decision
to go assisted by the shock of an electric
cattle-prod on his rump. The door slams
behind him.
So far everything has gone smoothly
and Jeff radioes to say they are setting up
for the second rhino. The crew are already
gathering up their equipment and moving
UNITED ROTORCRAFT SOLUTIONS
SPECIALIZING IN:
CUSTOMIZED COMPLETIONS & MODIFICATION
• AIR MEDICAL
• LAW ENFORCEMENT
• CORPORATE
FULL REFURBISHMENTS
MAINTENANCE
STC’D NVG LIGHTING
PAINT & INTERIOR
FULL MACHINE SHOP
351 Airport Road - Box 10 • Decatur, Texas 76234 • 940-627-0626 • www.unitedrotorcraft.com • FAA REPAIR STATION UX9R241Y
towards the helicopter which has landed
and shut down at the edge of the field.
Fuel drums are being rolled away from
the aircraft after a quick re-fuelling, and
the equipment was loaded. Greg Nanni’s
voice breaks radio silence: “We’ve got
another rhino, very close to the last site.
It’s in the open, and Vere is on his way.
We’ll orbit high up and out your way.
Good luck guys!”
Ground crew sprang to life, Quinton
runs across to the Puma, and the turbines
start to whine...
Decades ago, while major conservation
initiatives moved white rhino all over
the world, a catastrophic poaching wave
erupted in the 1970s and ‘80s, effectively
wiping out 96 percent of Africa’s wild
black rhino population and leaving them
critically endangered within 20 years.
At the lowest point, there were just
2,500 black rhino left, although intensive
protection efforts have brought that
number to around 3,500. Trans-locating
rhino has become an essential strategy in
modern wildlife management.
After an acclimatization period in the
capture bomas, the rhino are sold to
private buyers, fetching up to $100,000
per animal, and these proceeds are
ploughed back into conservation to fund
essential wildlife management projects.
In the operation about which I write,
five black rhino (Diceros bicornis minor)
were airlifted safely from the wilderness
area of Imfolozi Game Reserve in two
days. In another recent wilderness
capture operation, the Mil-8 was used
to extract 15 black rhino from Imfolozi
and the Greater St Lucia Wetland Park
(a World Heritage site), This was part
of the Black Rhino Range Expansion
Project – a groundbreaking project aimed
at increasing black rhino numbers by
increasing private land available for their
conservation. Now wilderness extractions
take place annually and more than 50
Black Rhino have already been airlifted
in this manner, as well as a number of
white rhino.
These unique operations, with their
complex logistics and significant expense,
show a deep commitment on the part
of KZN Wildlife to both protecting the
integrity of Wilderness areas, and taking
bold steps to ensure black rhino will
always be there for future generations to
enjoy. As is so often the case in remote
and difficult operational areas, the
helicopter’s versatility and practicality
make it a vital component in this worthy
and challenging cause. n
You can count on K-MAX.
Many missions require efficient heavy lifting. One helicopter does it better than the rest.
Conceived and designed to perform repetitive external lifting, the K-MAX excels, lifting 6,000
pounds while delivering unmatched performance and reliability. What’s more, K-MAX has the highest
availability rate and the lowest maintenance man-hour per flight hour of any helicopter in its class.
A fleet of hard-working K-MAX helicopters will be ready to respond to the most difficult missions — from
delivering supplies to clearing debris or rebuilding — any where, any time. You can count on it.

Kaman Aerospace · Connecticut USA · 1-860-243-7006 · frenchm-kac@kaman.com


“Hey Kid, can you
give me a hand?”
The path our lives take
is probably not predictable,
but with aviation
it can be predestined.
Many of my friends have a
story.....
It was 1938, the end of a long economic
depression. The bored lad was leaning
against the fence outside an airplane
company. Stratford, Connecticut was
a pretty boring place for a tall, gangly
kid. Eighteen years old, he was curious,
and easily entranced with mechanical
contraptions. He was down by the airport
yet again, hanging around just listening
to those powerful engines, and watching
the flimsy aircraft slip into the air. School
wasn’t nearly as interesting as the ramp
he was on, and so he voted with his feet
two hours ago, and just walked out of high
school to where the action was. He was
watching the mechanic adjust something
on the strange aircraft.
The sounds of propellers in the
distance evoked for him that sunny day
eleven years earlier when he sat in his
wheelchair, his broken leg mending after a
trolley accident, atop a hospital in Dayton.
He spent many days on that rooftop that
summer of 1927, thumbing his scrapbook
of photos and articles about his hero,
Charles Lindbergh. The excitement of the
trans-Atlantic flight still buzzed in his
head and filled his dreams. Alerted by the
newspaper headlines, he waited on that
rooftop hoping to see the small craft as
it winged westward, greeting people at
hundreds of stops, surrounded everywhere
by the celebration of its success. He heard
an engine. His eyes strained and blinked
in the sun. There it was! It flew overhead,
the shadow of the famous Spirit of St.
64
Louis flitting across the rooftop at 2 miles
a minute, passing right in front of him,
blotting out the sun and nearly stopping
his heart as Lindbergh rocketed into
history.
Years later, he wandered by the
airport to regain that excitement. This
trip seemed better, different. He had
never seen a machine like the one the
mechanic was working on. By its angular
cloth-covered exterior, it looked like an
airplane, but it had no wings, just a large
propeller-like mechanism sprouting from
somewhere behind the pilot’s seat.
“Hey, Kid, can you give me a hand?”
the crew chief called out. Without a
second thought, the lad pushed aside the
chain link fence, instantly and irrevocably
scrapping all the plans his parents had
for him. Stepping into his future, he
took that wrench, and formally entered
the world of aviation. That, he told me,
was his interview for a job at Sikorsky.
Igor Sikorsky’s first helicopter was his
classroom from now on, and he was an
apt pupil.
Forty-two years later, that kid was
in Alan Bristow’s board room, settling
“Hey, Kid, can you give
me a hand?” the crew
chief called out. Without
a second thought,
the lad pushed aside
the chain link fence,
instantly and irrevocably
scrapping all the plans
his parents had for him.
Stepping into his future,
he took that wrench,
and formally entered the
world of aviation.
the la s t word
the purchase of a fleet of helicopters
for the oil patch. By then, he had flown
thousands of hours, had explored the
back country of a dozen unpronounceable
regions, personally helped Lindberg set
world records, and earned a spot in the
history of helicopter aviation. He was in
turn a helper, a mechanic, a crew chief,
an engineer, a manager and finally the
Regional Executive for Europe. In a fine
gray suit, with silver hair at his temples,
Stewart Hill had come a long way from
that lazy afternoon when he pushed the
fence aside! That boy who waited with
glistening eyes for Lindbergh spent his
life doing what his soul demanded, like so
many of us.
How many of us took the same
general path, following our love of aviation
even as we struggled to know what it
really was? From the age of about 8, I lived
and breathed airplanes, carving models,
building plastic kits (and sacrificing a few
with fireworks, I must admit). Control
line airplanes, model rockets, gliders,
parachutes, balloons and kites - if it flew, I
built it. Gradually I learned about the value
of strength, light weight and clean lines.
My fingers carried the smell of castor oil
engine fuel. My hands still carry scars
earned from whining, nasty propellers
fifty years ago.
How many of us moved inexorably
toward aviation careers as if driven on
rails? How many of us have aviation
twisted so firmly among our chromosomes
that there was no other choice? How
many of us get this magazine and flip
it open hungrily to drink in those shots
Ned takes, to learn a bit more about our
game, to see what it looks like in some
exotic site where helicopters are the only
trail of breadcrumbs back to civilization?
Does your television automatically jump
to Discovery Channel and “Twelve O’Clock
High”? Do you dream of pulling back on
the stick, or running your hands over
a classic aerodynamic surface? Do the
Hughes Air Racer’s smooth lines look to
you like a violin sounds?
You know what I mean. I can’t listen
to that guy at every party who says, “Yea,
I loved aviation, but instead I went to
Pharmacy School.” After I have spent 50
years living, breathing, learning and loving
flying machines, I know that guy did not
really love aviation, did he? n