2 0 0 6

D E C E M B E R

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 43
 New Support-By-the-Hour programs,
whatever your mission.

SBH® Mission is Turbomeca’s response to operator demand for truly customized engine support.
The new service is specially designed to cover the complete range of helicopter missions. Adapted to
all fleet sizes, SBH® Mission is packaged into seven mission types for multi-role operators and Civil and
Public Service missions. You also benefit from exceptional payment facilities, again adapted to your specific business profile.
So, whatever your operating environment… Sharing the same drive. That's how we turn the blades. www.turbomeca.com

24
Air Green’s newest AW139
I-GREE captured during hoist
training, high in the Italian Alps.
Photo by Dino Marcellino.
r e g u l a r f e a tu r es
From the Editor
New Products and Services
HeliOps Subscription Form
Personal Profile – Barry Chambers
CFI, Kenosha, Wisconsin, USA
Legal Counsel – Legal Tit Bits
Flight Dynamics – Can a Twin Ever
Have Too Much Emergency Engine Power?
Maintenance Update – Fill ’er up
Safety Column – Weighty Problem
The Last Word – Marginal Machines
or Marginal Pilots?
ISSUE 43
C O N T E N T S
36 44 54
Taking safety to new heights
in the italian alps
Italian mountain operator, Air Green, has put
its money where its mouth is in the pursuit of
safety excellence with its recent purchase of
two AW139s to fulfil its challenging EMS
and SAR roles high up in the Italian Alps. 24
sling equipment – all tied up
Company sling training naturally includes
flying but there is often very little provided about
the actual equipment. PHIL CROUCHER looks
at the rather mundane but vitally important
aspects of how to use it properly. 36
3
5 EMS – Czech style
As the former Eastern Bloc countries struggle to
12 come to terms with daily life in a newly “free”
society, it might be thought that aviation would
be one of the last things on people’s minds.
15 Luckily for residents in the Czech Republic, a
group of forward-thinking Czechs immediately
17 began establishing a helicopter service that
quickly evolved into a modern, effective
helicopter EMS operation. 44
19
gas patrol
21 Preservation of the UK’s gas supply is
strategically important and a fortnightly
23 inspection of the entire gas pipeline
network keeps a watchful eye on the supply
64 lines. With 20,000 km to be inspected
every two weeks, the helicopter is the
essential means of surveillance. 54
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

 f r o m t h e e d ito r
I recently attended
PUBLISHER
Helishow Dubai and although
Neville (Ned) Dawson
it was a small show and
EDITOR crowd numbers were smaller
Mark Ogden by mark ogden than at Heli Expo or Helitech,
discussions with various
deputy editor company representatives affirmed that the
Rob Neil quality of visitors was particularly high. It
also confirmed that the industry still has an
US EDITORs enormous amount of steam. MD Helicopters
Aaron Fitzgerald and its partner in the region, Action Aviation
had a significant presence at the show.
legal EDITOR Because of the effort that Action and MD put
Robert Van de Vuurst into their presence, they enjoyed significant
interest from visitors who could make quick
european EDITOR financial decisions. MD has returned and
Sarah Bowen is again looking to be a serious contender
in the helicopter market, which is good
technology editor considering that new helicopter deliveries
Nick Lappos from the other manufacturers were sliding
even further. With shortages and escalating
safety editor prices of raw materials such as titanium,
Phil Croucher and a huge demand for new product,
manufacturers are being squeezed. The
Maintenance editor market and the industry need MD to be an
Russell Goulden effective force.
On a more contentious note, the New
ITALIAN CORRESPONDENT
South Wales Government in Australia has
Damiano Gualdoni kicked up a hornet’s nest. For many years,
rescue and hospital transfer helicopter
scandinavian CORRESPONDENT
support has been provided by “community-
Rickard Gilberg
based” organizations and has been largely
funded through charity fundraising. NRMA
PROJECT MANAGER
CareFlight and Westpac Lifesaver had
Cathy Horton
provided helicopter retrieval as well as
proofreader search and rescue services – for more than
Barbara McIntosh 20 years in CareFlight’s case. The State
Government administered the helicopters’
DESIGN tasking and consequently, supplemental
Graphic Design Services Ltd funding through its Health Department. The
organizations developed their services as
PRINTING they raised funds from the community and
Print World corporate sponsorship. It was recognized
that larger helicopters were needed than
the BK117s currently used and the State
EDITORIAL ADDRESS Government issued a tender for a revamped
Oceania Group Intl service. In May, the tender evaluation
PO Box 37 978, Parnell process began. As well as the established
Auckland, New Zealand community-based organizations, commercial
PH ONE: + 64 21 757 747
entities such as CHC Australia, Jayrow and
FAX: + 64 9 528 3172 Australian Helicopter also submitted bids.
Eight months later, the Government
EMAIL released the name of the bid winner and
info@heliopsmag.com it was CHC Australia – a brave political
decision with the Government facing
WEBSITE an election within months. CareFlight
www.heliopsmag.com and Westpac Lifesaver also enjoy strong
community support. The announcement
was made on a Friday, probably in the hope
that the media would quickly lose interest in
is published by Oceania Group Intl.
the issue over the weekend. However, since
Contents are copyright and may not be reproduced
the announcement was made, it seems that
without the written consent of the publisher. Most the proverbial has hit the fan. There has
articles are commisioned but quality contributions been outrage expressed (predictably) by the
will be considered. Whilst every care is taken opposition party, but more significantly, from
Oceania Group Intl accept no responsibility for popular media commentators.
submitted material. All views expressed in HeliOps The Government says that the tender
are not necessarily those of Oceania Group Intl. process was “independent” and managed
by the Department of Commerce for the
State Contracts Control Board, with advice
from various state health departments
and an aviation expert. An independent
probity auditor also oversaw the process.
The contract value was not released, but
the Government did say that it would be
significantly boosting funding for emergency
medical helicopter and associated
retrieval services by providing an additional
$116 million for it over the next 10 years.
NRMA CareFlight has come out fighting
stating that in selecting CHC Australia, the
bureaucrats had overlooked CareFlight’s offer
of a $100 million corporate and community
sponsorship package over the next nine
years. “Not only will CareFlight’s three
helicopters be closed, the Government will
axe this charity’s 35 trauma and critical care
specialist doctors,” the organization said.
The charity says that its ground-breaking
Head Injury Retrieval Trial also will be shut
down and that the rural trauma service that
CareFlight operates from the country town
of Orange will be also closed, “even though
it was CareFlight which re-established this
service when the Health Department itself
couldn’t provide any doctors to staff this
regional helicopter.”
While the Government announcement
trumpeted the fact CHC would offer a
superior helicopter, CareFlight says that it
had placed deposits with the Agusta for five
of the new helicopters which the Health
Department wanted. Apparently, CareFlight
was offering the same helicopters (with
community and corporate sponsorship to
operate and medically crew them) for
$100 million less than CHC! Significantly,
only CareFlight can crew with its own
trauma doctors.
Morning radio show host Ray Hadley
interviewed the Deputy Chairman of
Westpac Lifesaver Helicopter Rescue
Service, John Fraser. In this interview Fraser
said that the Government only provided
one third of its funding. Fraser suggested
that the decision was made to gain power.
Interestingly, Hadley also released an email
from Dr Lewis Geller who said that the
Government had designed the tender process
so that only a commercial operator could win
because the middle management in the NSW
Health System were building empires. He said
that an independent study found that the best
medical care would be provided by the current
operators and their current medical teams.
Dr Geller said that the community-based
organization bids could save the Government
$70 million. Geller is a senior member of the
NSW Health Department.
If any of the claims made by principals
of the CareFlight, Westpac Lifesaver or
especially Dr Geller are true, then there is
serious doubt about the tender structure and
its subsequent evaluation. With an election
around the corner, I doubt that scrutiny will
occur. Watch this space!
From all the HeliOps team, a very Happy
Christmas and New Year. Catch you in 2007.n
3
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.
 ne w p r o d ucts a n d se r vices

Venezuela P&W New Parts

factory Distribution
for Russian Centre
helicopters Pratt & Whitney has opened a

Sergey Riabsey
The Venezuelan government
is reportedly considering the
construction of a factory for
assembly and manufacture
of Russian helicopters.
Venezuela had acquired a
large number of Russian
military Mi-17B-5s, Mi-
35s and Mi-26s. A delivery
contract for 53 helicopters
of the types for Venezuela’s
Armed Forces was concluded
by Rosoboronexport.
Agreements were also signed
for the creation of a training
centre for the Russian
machines in Venezuela noting
that not only Venezuelan, but
also foreign and civil pilots
will undergo training in the
center.
WECO HeliOps ad Apr05.fh8 3/3/05 1:46 PM Page 1
new Parts Distribution Centre
(PDC) in Amsterdam to provide
rapid parts deliveries for its
engine customers in Europe,
Agusta-Westland Middle East the Middle East and Africa.
boost Pratt says that the Amsterdam
PDC carries a large inventory
Agusta-Westland has reported that its Middle East sales are
of new parts, accessories and
up 15 percent this year, with around $266.1 million likely to
line-replaceable units for all of
be generated. The company has also entered in an agreement
its’ engine models in support
with Abu Dhabi Aviation that will establish a spare parts
of customers who were
center and, possibly, a completion facility.
previously supplied primarily
from Canada, ensuring in
many cases delivery in 24
SkyTrac opens new facility hours or less. The new PDC
SkyTrac has announced that it has moved into its new in Amsterdam will assume
location, in Kelowna, British Columbia. “We are thrilled to responsibility for parts orders
be in our new expanded facilities. Our business is growing previously processed by the
exponentially and we have significantly increased our Southampton, UK-based
workforce to meet the expanding pursuit for our products facility, which continues to
and services” said Kathleen Wallace, President and CEO of provide engine repairs and
SkyTrac Systems Ltd. overhauls.
C M Y CM MY CY CMY K

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We offer a convenient
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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
 SUPPORT
“Our customers make their living in an
MD Helicopter. Our team of experienced field
service engineers is dedicated to keeping
our customers flying, and flying safely. Our
Spare Parts Department is in daily contact
with all MD Helicopters Authorized Service
Centers to serve our customers no matter
what hemisphere they’re in. We’re setting
new standards in technical publications,
customer training for pilots and maintenance
personnel. What’s more, we’ve put together a
Fast Response Team to handle our customers’
emergency support needs. We can now
respond to domestic needs within 48 hours and
international response within 72 hours. With
JEFF SNYDER
General Manager,
this level of support, we have reduced AOGs
Customer Support by 80 percent. MD Helicopters have incredible
technology. Our goal now is to be number one
in customer support. We’re here for you.”

mdhelicopters.com
800-310-8539

American Pride Rising to New Heights. | Phone: 480-346-6344 | E-mail: customersupport@mdhelicopters.com

ne w p r o d ucts a n d se r vices
MD Appoints
New Dealer
MD Helicopters have
announced that Action
Aviation has been appointed
as a distributor. Action will
be responsible for several
territories in the Middle East
including the United Arab
Emirates, the Indian Sub
Continent and Scandinavia
Action Aviation, principally
working through its offices
in London, Dubai, (UAE),
Denmark and India will
help to secure sales for MD’s
family of helicopters. The
initial eight year contract
covers the territories of Dubai
(UAE), Sharjah (UAE) Ajman
(UAE), Umm al - Qaiwain
(UAE), Rasal – Khaimah (UAE)
Fujairah (UAE), Qatar, Bahrain,
Oman, India, Bangladesh,
Maldives, Bhutan, Nepal,
Sri lanka, Norway, Sweden,
Denmark and Finland.
DART basket case STC for
DART has now received the Transport Canada STC certifying Bell 407
the latest re-design of the proven Heli-Utility-Basket for
Hi-Visibility
installation on the A119 Koala. DART successfully completed
a series of test flights with the Heli-Utility-Basket installed Doors
on an Koala owned and operated by Skyline Helicopters of Bell announced that its
Kelowna, BC Canada. The test flights yielded the data that affiliate, Aeronautical
allowed Transport Canada to certify the DART Heli-Utility-
Accessories Inc. has received
Basket with no Vne restrictions. This basket is constructed of
STC SR09376RC-D, for the
stainless steel with a high-gloss scratch-resistant finish and
Hi-Visibility modification on
includes a self-locking handle to keep valuables secure in
the 407 passenger and litter
flight. The DART Koala basket is installed on the crosstubes
on either the right or left side of the aircraft and has a doors. Speaking about the new
load capacity of 220 lb (100 kg). The design of the basket STC certification, Bell Chief
was driven by customer feedback and is ideal for heli- Executive Officer Michael
skiing/snowboarding as well as any operations that require Redenbaugh said, “Once again
additional cargo carrying capability without compromising we have listened to the voice
cabin space. Value-added features that will also be available of our customer. In surveys
for the A119 Heli-Utility-Basket include a Pip Pin Quick and research we conducted,
Release Kit and we received numerous
an Additional favorable responses to the
Clamp Kit
407 Hi-Visibility doors from
that will allow
owners and operators and we
operators to
responded. Now that same
quickly switch a
enhanced visibility option
basket from LH
to RH and from can be added to all 407
one aircraft to owner/operators passenger and
another. litter doors.”
Ten years of service
Celebrating our tenth year of
Managing and Operating helicopters

The Air Harrods Management service offers 24/7, 365-day operational support including the
provision of flight crew, maintenance planning, administration and regulatory compliance. A lease-
back option is available to offset operating costs by earning revenue through the sale of charter
hours. Having Air Harrods manage your helicopter assures you of total discretion and confidentiality.
If you prefer the luxury of charter the Air Harrods fleet offers the newest, fastest and most modern,
twin-engine turbine helicopters available today. Save time and travel in maximum safety and comfort
to any event in the UK in a luxuriously appointed helicopter and you can be assured of missing the
inevitable traffic congestion; arriving in the style you would expect as a Harrods customer.

Air Harrods
Helicopter Charter
Helicopter Management
First Avenue | London Stansted Airport
Essex | CM24 1QQ
T +44 (0) 1279 660 800
F +44 (0) 1279 660 880
E heliops@harrodsaviation.com
W www.airharrods.com
Welcome to Great Britain Please quote reference AHMCH66 in any correspondence
ne w p r o d ucts a n d se r vices
New UAE
Helicopter
Operator
Under the guidance of His
Highness Dr Sheikh Sultan
Bin Khalifa bin Zayed Al
Nahyan, Chief of the Abu
Dhabi Crown Prince’s Court,
Falcon Aviation Services,
the UAE’s newest Helicopter
Charter and Aviation Service
Provider, recently officially
announced the launch of
the company. The company
aims to provide and facilitate
helicopter services in Abu
Dhabi and throughout the
Middle East.
Stardex flying high with AFS Certified
aviation for Koala
Insurance underwriting agency group Stardex Insurance Aerospace Filtration Systems,
Group has purchased the business of General & Aviation Inc. (AFS) has received a STC
Underwriting (Agency). Brisbane-based G&A is the Australian from the FAA for an Inlet Barrier
Filter (IBF) system for the Koala.
agent for AIG Aviation UK, offering aviation hull and liability
The company says that approvals
and aerospace liability insurance. G&A specializes in hull and
clear the way for Koala operators
liability cover for fixed and rotary wing aircraft, including
to maximize engine protection
corporate jets, regional airlines and associated hull war
while reaping performance
risks. The company also underwrites aerospace liability, such and maintenance benefits
as airports and airfields, including security and air traffic utilizing proven technology.
control, and air shows and displays, product and component Due to the unique design
manufacturers, ground and ramp handlers, airside configuration of the Koala IBF
contractors and construction works, refuelling and hangar and its inherent performance
keepers’ liabilities. and design characteristics, flight
operations are unrestricted
in all environments including
falling and blowing snow. No
New Service performance penalties are
rotorimage
for Surrey and Sussex imposed with the system
and use of baseline aircraft
The Air Ambulance Trust, which already inlet performance charts are
provides an Air Ambulance for Kent, has taken authorized. “Our mission
a step closer to introducing a new service in was to provide a system
Surrey and Sussex. The Trust has selected that had minimum installation
impact and provided
Medical Aviation Services to provide an MD
maximum performance
Explorer which will be based at Dunsfold from
benefits,” said Michael Scimone,
early next year. President of AFS.
 C M Y CM MY CY CMY K

Do you have the time to look for helicopters?

AS365N2, AS365N3, EC120B, S61N, S76A, S76C, BELL212, BELL222, BELL407, EC130B4, EC135P2, EC155B1.
Did you find all of these helicopters? AS350B2, AS355F2, AS355N, BELL206B3, BELL206L3, BELL206L4,

Acquiring a good, pre-owned helicopter is time consuming. Lloyd Helicopters have over
20 years experience searching the world for quality helicopters. For extensive knowledge
and meticulous attention to detail, consult the experts. www.lloydhelicopters.com
ne w p r o d ucts a n d se r vices
Expanded
Avionics
Capability
ACROHELIPRO has
expanded its airframe
refurbishment operation at
Andalusia in Alabama to
offer top-quality avionics
support throughout the
Southern USA and Central
American markets. It
will provide services and
products including new
aircraft completions,
mission specific STC
upgrades, legacy aircraft
cockpit upgrades, complete
airframe refurbishments;
including rewiring,
and field maintenance
support. The facility is also
equipped with laser wire
processing capabilities and
the latest field support test
equipment.
10681_HeliAd_HR_105x148.qxd
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US toll free 1-866 348 4503
Email: sales@avsoft.co.uk
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Helicopter-
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A new helicopter-mounted
avalanche transceiver
technology has been
unveiled for the first time in
Helicopter Service Expansion the United States. Members
of Wasatch Backcountry
US Helicopter and Continental Airlines have announced
Rescue, Air Med, Life
a partnership to provide an eight-minute shuttle service
between Manhattan and Newark Liberty International Flight and the Salt Lake
Airport beginning Dec 18. Departing Manhattan, US County Sheriff’s Office
Helicopter customers travelling on Continental Airlines will perform a helicopter
flights will be able to check in, receive boarding passes transceiver search using
for US Helicopter and Continental Airlines and complete long-range receivers near
security screening at the Downtown Manhattan Heliport Snowbird. Long-range
at Wall Street. In addition to commuting between Newark receivers provide a wider
Liberty and Manhattan, US Helicopter’s new service will
search range that permits
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searching vast areas more
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quickly than a touring party
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without putting rescuers
avoiding known traffic delays on I-95 in Connecticut and the
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1/7/05 2:59 pm Page 1
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2 0 0 6
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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 43
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The first word on new products, new deliveries and happenings

Heliops Cover 42.indd 1 11/14/06 3:56:55 PM
in the civil helicopter industry. AIRMAILED TO YOUR DOOR
ne w p r o d ucts

Eurocopter
Malaysia’s Regional
Maintenance Center
Opened
The Honourable Prime Minister of
Malaysia, YAB Datuk Abdullah Haji
Ahmad Badawi, has officially launched
Eurocopter Malaysia’s Regional
Maintenance Center in Subang,
Selangor. The event, which showcased
the full-force of Eurocopter Malaysia’s
capabilities and resources, was
witnessed by over 100 guests, made
up of Cabinet Ministers, high-level
representatives from the industry,
loyal customers and partners.

New Rotorcraft
Market Intelligence Era Helicopters LLC, one of the world’s
Forecast International (FI), has
announced the release of its newest
leading helicopter operators, is now
Market Intelligence product, Rotorcraft hiring Pilots and Aircraft Maintenance
Forecast. This new service, available
in three formats (hardcopy, DVD and Technicians.
Internet Real-Time), will allow FI to
greatly expand its helicopter coverage.
This new service increases dramatically
All pilot applicants must have instrument ticket and a
the number of rotorcraft platforms minimum of 1250 hours. Bonus paid for ATP Certification.
covered by FI, and features broadened Bonus paid for flight hours and paid per diem. Era offers
emphasis on Russian and Chinese a 14-day on / 14-day off schedule.
helicopters, as well as worldwide
developmental programs. “This
separate service will allow us to include Seeking experienced technicians with A&P License.
such firsts as a Turboshaft Analysis and Experience with Sikorsky S-61/S76, Agusta A119/A109,
a World Military Rotorcraft Inventories Eurocopter EC120/AS350 experience preferred. Field
appendix,” says Forecast International
President Douglas Nebinger.
Experience required for 14 day on/14 day off work
Forecast International senior aerospace schedule with paid per diem.
analyst Raymond Jaworowski notes,
“Within the next 10 years, military Era offers a very competitive compensation and benefit
and commercial rotorcraft production
is expected to top 20,000 units worth
package which includes an employer sponsored 401k plan.
some $130 billion. European and US
manufacturers are engaging in stiff Please send resume and cover letter to:
competition for market share. The new
Rotorcraft Forecast will be an invaluable Human Resources Department
tool in helping decision-makers Era Helicopters LLC
and market planners navigate this
P. O. Box 6550
important segment of the aerospace
industry.”
Lake Charles, LA 70606
or email to:
jfield@erahelicopters.com

Equal Opportunity Employer

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 Barry Chambers
CFI, Kenosha,
Wisconsin, USA
Fulfilling a lifetime ambition
to become a commercial
helicopter pilot, Barry
Chambers relocated to
the US to start Wisconsin
Helicopters and has recently
merged with Midwestern
Helicopters, where his
dream has become a reality.
Why did you decide to start flying?
It was a childhood dream to fly a helicopter. I
was a single parent for many years raising my
two wonderful children in the Wirral, UK. When
they “flew the coop,” I was left with a big house
I didn’t need, a job I didn’t like, and a business
that it was time to get out of.
So how did you end up in the USA?
I sold up, got my J1 Visa and headed to a 141
flight school at Fort Lauderdale, Florida, to
start training to become a CFI. I got as far as
commercial pilot, and was just getting ready
to take my CFI, and about to marry my wife
Cindy, when I had a serious health setback. The
surgery and treatments put me back almost 12
months, but eventually I gained my CFI up here
in Wisconsin, where we now live.
Which helicopter types do you fly?
I have over 2,000 hours now – mostly Robinsons,
with about 600 in the R44 and a small amount of
time in the Bell 206. I love the R44 Raven II; it’s
not the best selling helicopter in the world for
nothing! It’s a proven workhorse that will not let
you down.
What kind of flying have you done?
Mostly instruction and tour flights. I did a stint
with a national news company here in an ENG
R44, but it bored me! 5 am starts and the same
stretch of freeway to fly every morning and
evening to report the same old traffic snarl-ups.
When it got to the point that I would hope for
an accident or fire so we could cover something
exciting, I decided I was in the wrong job and
gave it up. I have since done lots of photo work,
and a great number of boat shoots in Florida
and on Lake Michigan. I also photograph lots
of golf courses for a company out of Colorado
and the usual houses and buildings. I get many
requests for Chicago photo shoots because I’m
personal profile
based close
by. I have also
done some
agricultural
work and
worked with
BBC Bristol
and The
Discovery Channel on documentaries that were
filmed here in the USA.
What do you enjoy most about your job?
I love it when a customer tells me they are
shocked at how quickly I get the job done first
time, and also when I see the look on students’
faces when they come out of the classroom and
the examiner tells them they are now rated pilots!
What was your most satisfying
moment?
Flying for the award-winning documentaries
The Last Mississippi River Rat and also a film
called the History Of The Gyroplane where I
was the chase helicopter pilot. It was also pretty
satisfying when I got a 70-year-old guy through
his private rating!
What have you learnt from becoming
an instructor?
A lot! I’m always amazed at how many rated
pilots are doing something wrong. The number
of guys I’ve had sent to me to cure a tendency
for getting into settling with power astounds me!
Is there any one particular trip
that sticks in your mind?
Taking an R22 from Wisconsin to Los Angeles!
Trust me, you don’t want to do that too often.
From a sore backside to trying to cope with the
mountains and thin air, it was an experience I’ll
never forget or repeat too often either.
Have you ended up in any “sticky”
situations?
Once, I took an R44 into a confined area on a
golf course as the photographer wanted a shot
looking up the fairway to the clubhouse. I went
in slow. It was gusty up above and a crosswind
approach was required. As I went below the tree-
line my pedals didn’t respond and I was yawing
to the right heading straight for the trees. I
pulled slight collective and set her on her side to
clear the tail rotor from the downwash, regained
my pedals and flew out. That photographer
didn’t get the shot he wanted – but I don’t think
he was too bothered – his face was a picture!
Do you have any future plans
for the company?
In the short term we are planning to introduce
some “on-demand” services here in Wisconsin.
We’d like to be able to offer a shuttle service
from Milwaukee to Chicago, and also exclusive
use of an aircraft to large condo developments.
Negotiations for both of these services are well
in the advanced stages. The shuttle will probably
require us to buy a larger aircraft. In the long
term, I’d like to move to southern Texas at some
point and open a flight school there, perhaps
also offer tours around the Sabine National Park.
Most people want to fly turbines every day, and
that’s fine for them, but until I need more than
three seats the Raven II is my toy. If Robinson
ever delivers the “R66” we keep hearing about
then maybe, just maybe! Till then, for value for
money and reliability the R44 is top of my list.
How do you keep up to date with
industry trends?
Recurrent training and currency is everything
in our industry. I recently saw the aftermath of
a bad crash that involved a military pilot flying
a civil machine. He was not very current in that
machine despite his thousands of hours. Luckily
nobody was killed, but it was a mess, and shows
just how important it is to be current. I try to
read a magazine or visit a website every day, I
also attend all the seminars I can. The FAA here
is quite good at arranging these free events, so
why wouldn’t you go? Most of all, I chat to other
pilots and A&P mechanics. It’s amazing what
you can learn from these guys, after all they’re
the ones who keep us mechanically safe and
they always know what the latest technological
developments are. I’m lucky, I work with Bill
Coolbaugh who is a CFI, A&P and IA. He is the
guru of helicopters in the mid-west USA!
What is your favorite technological
development?
God bless the Garmin series of GPS units. Thanks
to Robinson, we also now have cold air in our
latest Raven II!
What advice would you give to people
trying to get into the industry?
Do your research and know that you will have
to “pay your dues”. Choose a flight school
that can give you evidence of success and has
good equipment. Never burn your bridges.
Helicopter aviation is a tiny world – if I sneeze
today in Wisconsin, they will know about it this
afternoon in Florida! Plan your route to the final
goal and train for it with somebody who might
be able to place you in the market – for example,
the ENG, EMS or oil industry. Three things never
to forget for those training in the R22 – RPM, low
g, carb ice!
I love my job and I’ve never been happier. I earn
money living my childhood dream! Douglas
Bader, a Spitfire and Hurricane pilot from
WW2, who lost his legs in a training accident
just before the war started, was my hero and
inspiration, helping me to overcome my illness.
They told him he would never fly again, but
he ended up an ace with around 23 kills, and
is partly responsible for the freedom we all
enjoy now. As a Battle of Britain hero he was
eventually shot down over France. They had to
take his tin legs off him and sent him to Colditz
Castle. The reason? He kept escaping! Don’t ever
let anybody tell you that you can’t succeed in
aviation. Read Reach For The Sky by Paul Brickhill,
the biography of Douglas Bader – then tell me
you can’t do something! n
15

by robert van de vuurst
Legal Tit Bits
As the final issue for this
year, I’d like to wrap up
with a collection of legal
tips and tricks that might
possibly be the best
Christmas present you get.
First, you’ll recall that my first column
dealt with the Cape Town Convention
and your obligations relative to aircraft
registrations at the new international
database. It looks
like some folks are
already trying to take
advantage of the fact Take the time to pull your
that this new system
has some people state code book off the
confused. I did a deal
shelf from time-to-time
a couple of weeks
ago, and personally
made sure that it
and get familiar with it.
was Cape Town
compliant through
the title company. A
couple of weeks later my client got a letter
from an LLC in Oklahoma City, advising that
his transaction had NOT been registered with
the database. I knew better, of course, and
started checking around. This company had
an (800) number and a website that, to me,
was egregiously close to being a trademark
infringement on the REAL international
database. It would have been darned easy for
an uninformed person to think that the real
folks at the real database were contacting
them, and then spent money that they didn’t
have to. This is evidently becoming fairly
common – the title company that I work with
has run into four different companies, all of
which are giving out bogus information on
whether transactions have been properly
recorded.
So if you receive an unsolicited letter
in the mail relative to Cape Town, take a
moment and call your title company before
If you receive an
unsolicited letter in the
mail relative to Cape
Town, take a moment
and call your title
company before you
panic – they can find
out what’s really going
on for you.
LE G AL C O U N s e L
you panic – they can find out what’s really
going on for you.
Next, I had a client stub his toe the
other day on a state law issue relative to
his operation, so it’s
worth the time now
to remind everyone
that the FAA is not
the “Be All and End
All” when it comes
to aviation law. If
you check the FAA
regulations and
it’s not there, don’t
assume that you’re
home free. Federal
aviation law and
the regulations pre-empt a lot of local laws
relative to air safety, that’s true, but your
state codes may have something to say about
the issue as well, and you can get into just
as much trouble by ignoring a state law as
you can a federal one. Just in my home state
of Tennessee, we have state statutes on the
following, for example: where you can land
and take off if you’re operating a helicopter
tour operation; how and where you have to
carry your pilot’s licence, when and where
you can conduct parachute jumps, and state
licensing of air schools. So take the time to
pull your state code book off the shelf from
time-to-time and get familiar with it.
My final topic is not necessarily aviation-
related, but it is nonetheless timely given
the recent tension over immigration reform.
A lot of companies are now considering
“English-only” or “English fluency” policies
relative to hiring practices. In a nutshell,
don’t do it unless absolutely necessary. It is
perfectly permissible to have English fluency
requirements for jobs where it’s a legitimate
necessity – pilots, for example. An across-the-
board policy, however, may get you sued on a
national origin discrimination claim because,
for instance, janitors don’t necessarily
need to be fluent, and to impose a fluency
requirement on them might tend to have
what’s known as a “disparate impact” and
thus be illegal. The EEOC has even gone so far
as to enact regulations, which presume that
any employer policy that mandates “English-
only” violates Title VII, and is only valid when
there is a clear “business necessity.” In my
opinion, policies like these are more trouble
than they’re worth. n
* The discussions in this column are the opinion of the
writer only, and may not be relied upon as legal advice
without the expressed written permission of the author.
17
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F u r t h e r o n. Everywhere in the future.


by nick lappos
Can a Twin Ever
Have Too Much
Emergency
Engine Power?
It might surprise you to know
that your mother was right;
too much of a good thing
might be bad for you. Those
struggling with falling rotor
RPM and barely enough
engine power after an engine
failure will be the first to
jump up and ask for a bigger
set of engines. It seems that
pilots almost always want
a twin-engine helicopter to
have enough power to be
able to hover on one engine.
Only then is there “enough”
power to most pilots.
What helo drivers don’t appreciate
is that a twin with such single engine
performance is actually carrying around
an extra engine – like a spare tyre, but at
the penalty of enormous cost, weight and
range performance. Performance penalty?
With gobs of power, how can performance
be harmed?
A balanced helicopter design actually
suffers badly when there is too much
available engine power, for several
reasons. Besides the extra weight and cost
flight dynamics
of the additional engine power, there is
the little-known fact that turbines burn far
more fuel per horsepower when run at a
fraction of their total power. A big turbine
running at half power burns between 25–
40 percent more fuel than a small turbine
running at its maximum. This extra fuel is
significant. At ranges around 150 miles, a
moderately powered twin can carry more
people and cargo than one with OEI hover,
when both are at their maximum weight.
Anyone who has ever flown a Wessex
knows this by heart. What this means is
that the helo with lots of spare power has
to carry more fuel to do the job, and that
fuel robs payload, so that the helicopter
actually carries less payload than a
“poorer” performing helicopter. It suffers
from too much power.
Although fuel is the biggest contributor
to lost payload, it is not the only factor.
The big-engined helo is carrying much
more engine weight, more steel-lined
fire zone weight, and more transmission
weight. In effect, when you build a helo
with two big engines, you are in effect
just building a much bigger helicopter, but
only using a fraction of its capability, and
holding the rest as safety margin. Think of
it as having a 20,000 lb helicopter power
train, but restricting it to a max weight of
15,000 lb, with the concurrent reduction
in payload and productivity.
Why is a turbine less efficient at
low power? The first big reason is heat.
Because the engines are loafing at colder
temperatures inside the turbine, this
reduces the efficiency of converting fuel
to energy. A power source is much more
efficient when the power is produced at
very high temperature, so that the heat
and work want very much to flow to the
colder environment. Engineers know
that the greater the “delta temperature”
between the hot section and the outside
air, the greater the thermodynamic
efficiency. The second big reason why a
turbine engine is less efficient at reduced
power is because the gas producer
blades are designed for one best angle of
attack, where they operate at maximum
efficiency. The peak efficiency for a turbine
blade is near its peak angle of attack,
just like a wing or a rotor. When the
engine is at low power, the blades are off
peak efficiency, they take more power to
squeeze the air, and this eats extra fuel.
Back to our twin that can hover on
one engine. Since we purposely built
the helicopter with two big engines,
we planned that they must loaf at half
power for the vast majority of the life of
the helo, and we therefore planned that
the helo will always burn a lot more fuel
to get to the destination. This isn’t true
of our piston forbearers, because piston
engines are just about as efficient at low
power as at high power. They operate at
the same high temperature inside the
cylinders while loafing. The piston loafs
by operating at either lower RPM or lower
manifold pressure, but each explosion is
hot, and nearly as efficient as the others.
For that reason, the only penalty incurred
by having “too much” power with a piston
engine is the extra weight of the bigger
engine.
As far as its cost of operation, the
bigger-engined turbine bird costs more to
buy (we seem to pay by the horsepower),
costs more to insure (bigger replacement
cost, and a big slice of the DOC is
insurance), costs more to overhaul (those
bigger transmissions!) and much more
to gas up (25 to 40 percent!) All of this
while carrying less payload, so it makes
less money for each hour it operates. Net
result: a bigger-engined bird – the pilot’s
dream – carries less payload at range
than a more svelte helo where the “extra”
engine power is more moderate. Power is
the gift that keeps on taking.
Not only does the power come
at a steep price, but beyond a certain
threshold, extra OEI power does not
contribute to safety. Once a helo has
good single engine cruise performance
(traditional Cat A) it gains no more
statistical safety from more engine
power, mostly because the places where
traditional Cat A falls short (a few
seconds on takeoff and landing) are so
rare that they don’t contribute to the
safety statistics. For that reason, the
ability to hover on one engine does not
show up as a safety improvement on any
accident data available. This is why civil
authorities have allowed statistical data
on engine reliability to permit offshore rig
operations, at least for the next few years.
Considering the cost of this “extra”
engine power, I would argue that too much
extra power robs safety, because the helo
could have had expensive but worthwhile
safety gear added, for less cost and more
effect, but the maker left it out to help
the helo compete. Perhaps the next safety
dollar should go somewhere that does
some good, like prevention of controlled
flight into water or terrain (which causes
30–40 percent of our accidents), or a better
navigation system, or better radar, or a
more sophisticated autopilot, or a better
HUMS. Any of these would contribute
measurably to improving safety – and they
wouldn’t consume payload. n
19

by RUSSELL GOULDEN
Fill ’er up
Of all the resources that go
into running a helicopter, one
that probably gets the least
thought or concern apart from
the daily water checks is – you
guessed it – the fuel.
In order to keep an
aircraft flying safely and
cost effectively, pilots
and mechanics both have
their parts to play in
safeguarding every part of
the vital fuel system.
MAINTENAN C E U PDATE
Two rules apply here:
4 Rule 1:
The fuel can never be clean enough
4 Rule 2:
There is never enough of it
When refuelling an aircraft, it is
considered good practice to fill the
tanks completely (unless there are valid
operational reasons not to).
Why? Because air contains moisture
and in addition to any “open” space
left inside a partially-filled tank, fuel
tanks are vented to the atmosphere. Any
airspace is a perfect place for moisture
to accumulate and in the right climatic
conditions, condense into droplets.
And as we all know, these droplets of
water then accumulate at the bottom
of the tank.
If an aircraft will be sitting for a
while, this accumulated water could well
lead to corrosion at the bottom of metal
tanks. Such corrosion is progressive and
cumulative and will gradually consume a
tank’s structure. In some aircraft systems,
water that enters fuel pump bearings can
drastically reduce pump life.
Another cause for concern (and a
hazard that varies with
climatic conditions)
is the possibility of
microbiological organisms
living and growing in
fuel tanks. This can be
prevented by using biocides
and remedied by de-fuelling
and thoroughly cleaning the
internals of the fuel tank
system and pumps.
I have seen some
tanks that were so heavily
contaminated following
extended periods of
storage, that hours had to
be set aside to clean them
properly.
Between the tank and
the engine there is usually – though not
always – some sort of airframe fuel filter
system that may have some or all of
the devices below:
l Filter element (usually replaceable
when blocked). This is a case where
smaller (micron rating) is better
– anything from 5 microns to 15
microns is typical.
l Filter blockage warning device.
Normally a differential pressure
switch wired to a cockpit light.
l Filter bypass device. Normally a
differential pressure actuated valve
that allows the filter to be bypassed if
blocked. When all else fails, dirty fuel
is better than no fuel!
l Pressure transducer. The boost pump
pressure is normally (but not always)
measured here and transmitted to a
cockpit instrument.
For helicopters that do not have an
adequate airframe fuel filter system
(the weakness comes to light when
operating from remote bases and fuelling
from drums), there are several excellent
lightweight aftermarket solutions
available. The following manufacturers
– sorry if I have missed anyone out – have
produced systems for helicopters such
as the AS350, AS355, MD500 and 206:
Michigan Dynamics Inc., Facet Inc. and
Airwork (NZ) Ltd.
From here, the next pump station
is the engine driven high-pressure
fuel pump, which incorporates a pump
filter. Proper cleanliness (and fuel of
the correct specification) is critical
here, as any additives in the fuel
– intentional or otherwise – can have a
drastic effect on fuel pump life. Fuel
then passes to the fuel control unit and
finally the fuel distribution system
(fuel nozzle[s], fuel manifold, fuel
injection wheel).
New Zealand experienced a problem
several years ago, with a batch of fuel
with very poor lubricating properties and
for a lengthy period there was a plague of
fuel pump failures.
It is not only the fuel pump that
suffers from contaminants; any
contaminants in the fuel may also cause
premature wear to nozzles.
In some cases the fuel in the fuel
control unit also acts as a hydraulic
medium, so there cannot afford to be
any fine metallic debris or drum scale
circulating in the fuel.
In order to keep an aircraft flying
safely and cost effectively, pilots and
mechanics both have their parts to play
in safeguarding every part of the vital
fuel system.
In next month’s issue I will talk about
long-range fuel tanks; why we need
them, how we make them, and how far
they allow us to go. n
21
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 safety column
Unfortunately, their average and, secondly, there will be no margin
weight turned out to be 188 lb, and even left in hand to overcome turbulence
a conservative estimate of the fuel on or anything that might increase the
board produced a helicopter mass that aircraft’s weight artificially. Even worse,
by PHIL CROUCHER was 222 lb over gross at the time of the its autorotation capabilities will be
accident. Hardly surprising then, that degraded. The effects of overloading

Weighty Problem there wasn’t enough power to take off

and the aircraft ended up in the water.
include:

However, a more telling aspect of the l Reduced acceleration capabilities

whole affair was a subsequent statement
There was a recent accident by the pilot that he did not realize the
helicopter was overweight because it
in the USA involving a had been able to hover within its engine
limitations.
Bell 206L in which it This is a common misconception.
On a day when the conditions result in
was discovered that the
a low density altitude, it just isn’t so; a
recent R22 crash illustrates this very well.
aircraft was overweight
The helicopter crashed after around half
because the pilot had not an hour’s flying, at which time it was
estimated to have weighed around
estimated the passengers’ 1,400 lb, making it considerably
overweight for the conditions. According
weights correctly; there to the graphs in the flight manual, a
hover OGE was impossible, and it could
were three males and three just manage a 2-ft hover in ground effect.
In fact the plots were completely off the
females, and each had been
graphs!
All pilots – at some stage – come
“guesstimated” to weigh
under pressure to carry an “extra bit” of
150 lb. baggage, or to top up with that “extra bit”
of fuel that will save them making a stop
en route, but consider the implications.
Firstly, any C-of-A (and insurance cover)
will be invalidated if an aircraft is flown
outside the limits of the flight manual,
(leading to longer takeoff and landing
distances). Takeoff and safety speeds
will be affected as well.
l Decreased climb capability (watch for
those obstacles).
l Reduced range, ceiling, manoeuvrability,
braking and power margins. The cyclic
ranges will certainly be affected.
l Possible structural damage. On the
Bell 206, for example, the blade grips
and splines may be affected, especially
when operating at low speeds.
The strict observation of weight
limits is especially important with larger
helicopters. While a Bell 206 will continue
pumping out fuel when severely over-
torqued, a bigger machine like a Bell 212
will limit the fuel to the engine in order
to protect the gearbox – which will just
compound the situation. In other words,
pilots will not be able to rely on their
machines to get them out of trouble
when their technique is lacking! n

reased
a s n o w been inc
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a r r y -on bagg till not
g e r s ( w ith n o c
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b e w e ighed if
ea, be ts shou ld have to
a good id y a c tu al weigh d o n ’t p hysically L uckily, a
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some p r
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h ts o f custome
ig
body-we

23
Italian mountain operator, Air Green, has put

its money where its mouth is in the pursuit of

safety excellence with its recent purchase of

two AW139s to fulfil its challenging EMS and

SAR roles high up in the Italian Alps.

story and PHOTOS by Dino Marcellino

C O V E R F E AT U R E
26
Driving from Turin to the Lanzo
Valleys in the northwest of Italy, you soon
leave the chaos of the great industrial
city behind as you pass through famous
ancient sites such as the Savoia King’s
Venaria Castle and La Mandria Regional
Park. Here the green landscape gives
way to alpine valleys and spectacular
mountains.
Just a short drive from Turin
lies the small town of Robassomero
– headquarters and home of Air Green. If
Air Green is your destination, don’t expect
to see an obvious helipad and windsock,
because the company lives up to its name
and is fully surrounded by greenery
– trees, seedlings and a flower nursery.
The name Air Green is a combination
that derives from the owners’ surname
(Airaudi) and “Green” after the “roots”
of the family, which for generations has
been involved in horticulture.
Robassomero was the company’s first
facility and today it is the base for the
light helicopters of the fleet – the single
R-22 and the Lamas. As the company
grew and new machines demanded
more and bigger space, a new facility
was erected in Cafasse, a few kilometers
away. The Cafasse base is a state-of-the- Above: In mid October the first snow
art facility where the company bases its can appear around 2000 meters. It
three AB412s and AW139s. Spare-parts becomes dangerous for the mountain
are kept in a controlled atmosphere and climbers and more often than not
lighting in the maintenance hangar is helicopters are called in to rescue them.
cleverly arranged to avoid generating
Lake Della Rossa lies at 2718 meters.
shadows. Air Green also carries out
maintenance for other operators at this Opposite page: Maintaining a hover at
facility. altitude can be difficult, especially during
In addition to Robassomero and winching operations. Often they have to
Cafasse, Air Green also maintains two fly in extreme winds and turbulence.
other helipads – one each in Salbertrand
(Susa Valley) and Saint Denis (Aosta
Valley), from which it operates Lamas
and AS350s on aerial work (fire-fighting,
external lifting, power line inspections, Our extensive HEMS
refurbishing mountain refuges) in the
respective territories. experience left us
Fire-Fighting in no doubt that
Much of Air Green’s work today is
HEMS-SAR and fire-fighting. Italy suffers
the most important
badly from seasonal forest fires and the
government’s Protezione Civile (Civil
Protection) and Corpo Forestale dello
concept to keep in
Stato (Forestry Corps) operate both fixed-
wing aircraft (mainly Canadair CL-415s) mind was safety!
and helicopters (Erickson Skycranes)
throughout the country – mainly in high-
27
 “HEMS (SAR) missions
in the regions where we
normally operate [high
up in the mountains]
are often at the
extreme limits for most
machines – sometimes
critically so.”
top right: The large sliding door of the
AW139 is clearly visible in this photo.
Two sets of skis are used, smaller ones for
landing on the grass and then larger ones
when needed for landing on the snow.
above left: When working high in the
mountains on a SAR mission, topography
can change quickly, from working amongst
wooden chalets to rocks and snow as seen
here in the Lanzo Valley.
above right: The difference between
the Lama and the AW139 is as far as you
can get. Just looking at the cockpit will give
you an idea of the distance in generations.
Nevertheless the Lama remains a mountain
workhorse for Air Green.
28
risk regions. In addition, each region
provides a local rapid response service
utilizing contracted local helicopter
operators. In the Piedmont region, Air
Green’s Lama fleet is always available to
deal with fires.
Normally, forest fires are associated
with summer conditions, but in this
alpine region of northwest Italy, forest
fires are commonly a winter problem
– the result of droughts compounded
by strong winds. Most of the fires are
the results of arson and are not natural
phenomena. Between 30 October 2006
and 14 November, helicopters were
operating continuously, fighting fires in
four different municipalities.
Air Green’s pilots know their territory
well, which means they can normally be
on-site very quickly, while the nearest
Erickson has to come from Liguria Region.
Furthermore, they know many of the
people working on ground, particularly
the commanders. They know where they
can find water, and they are supported by
Air Green ground staff with equipment
and vehicles including a tanker for on-
site refuelling. This all means that there
is no time lost in tackling a blaze. The
helicopters carry 1,000-liter rigid buckets
and utilize a network of basins dispersed
on mountains slopes throughout the
Piedmont Region.
Often, Air Green’s helicopters will
extinguish a blaze, but in the event of
bigger, more difficult fires, the ground
commander (normally a Corpo Forestale
officer) will call for support from bigger
aircraft like the CL415s or Skycranes.
HEMS-SAR is certainly the company’s
main activity. Since 2003 Air Green has
maintained three AB412s in Piedmont in
Turin, Cuneo and Alessandria provinces,
and for more than 10 years has flown
a helicopter in the Aosta Region (the
company recently replaced this region’s
AB412 with an AW139). With a year-
round requirement for dawn-to sunset
readiness, this represents a significant
commitment in personnel and machinery.
The First AW139
This year Air Green celebrates
20 years of operation; an important
milestone that was also marked by the
introduction to service of the company’s
two new Agusta-Westland AW139s. The
first (I-ASAR) entered service in January
in HEMS configuration, just in time for
the Olympic Winter Games. The second
AW139 (I-GREE) entered service in
September.
Since June the first AW139 has
been in continuous HEMS-SAR service
in the Valle d’Aosta Region – the most
extreme operational environment in
Italy, with several peaks higher than
4,000 meters above sea level (the highest,
Mount White, reaches 4,808 meters)
and experiences very hot summers and
freezing winters. The area also has some
peculiar climatic characteristics with
strong descending winds resulting from
the mountains’ north-south orientation.
By mid-October, I-ASAR had flown
400 hours in HEMS missions, so it was
appropriate to discuss the helicopter with
Air Green’s owners as well as the pilots
and maintenance technicians.
I asked Mauro Airaudi (co-founder of
Air Green along with brother Giuseppe),
to tell me why Air Green had chosen the
AW139.
“Before we selected the AW139, our
fleet comprised 15 helicopters: one R22,
six Lamas, two AS350s (a B2 and a B3),
an EC135, and five 412s (one Bell 412 and
four AB412s) which we used extensively
for HEMS work. Our extensive HEMS
experience left us in no doubt that the
most important concept to keep in mind
was safety!”
“HEMS (SAR) missions in the regions
where we normally operate [high up
in the mountains] are often at the
extreme limits for most machines
– sometimes critically so. By investing
in the AW139, we believe we’ve invested
in safety. The AB412s have been good,
honest workhorses and we’ve been very
happy with them, but the AW139 offers
significant improvements in all areas of
performance and in particular in safety.
For example, the 139 features energy-
absorbing fuselage, seats and landing
gear. It has a crashworthy fuel system, Above: Italy experiences year round
plenty of excess power and automatic forest fires, and a proportion of Air
engine control.”
Green’s work today is fire-fighting. One
“The latter is a particularly important
of their Lamas is seen here with Mt Viso
safety feature in the high alpine rescue
in the background.
environment, where, should an engine
fail during a winch recovery with a
rescuer and patient hanging from the
hook above a crevasse, for example, the
automatic engine control would prevent
such a potentially dramatic situation
from becoming disastrous. The AW139 ➤
29
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would automatically manage the second
engine to provide sufficient power for
up to two-and-a-half minutes – enough
to recover those hanging from the
winch and to escape from a dangerous
situation.”
“Safety and quality of service are our
targets. As part of our goal of achieving
them we train medics and rescuers at our
bases to operate on board the helicopters.
We believe that everyone on board has to
think the same way and act in complete
co-ordination. Although our pilots on
HEMS duty work seven days in a row
(or 15 days, depending on the season),
the medics and rescuers who are all
volunteers, rotate daily so every morning
our crews hold briefings with the new
team members to clarify procedures.”
I asked Mauro if, in these times
of increasing restrictions on public
Thanks to its greater
power and much higher
speed (165 knots),
the total flight time for
each mission is much
less in the 139.
Above: The statue of the Virgin Mary
stands at 3,538 meters on top of Mount
spending, he thought society would Rocciamelone. At her feet is a little
accept the increased cost of operating the chapel, complete with an altar and
AW139 over the 412s. many blankets to keep visitors warm.
“Yes,” was his response. “Of course the
top left: Helicopters coming and going
new machine costs more to operate, but
at the Monza helipad during raceday
as I said, we consider this an investment
in safety and a higher standard of service. create an impression of an aerial ballet.
Our first and foremost consideration has left: Lake Della Rossa was formed
to be the safety of the lives of the people
to feed the local power station and
on board – pilots, doctors, rescuers and
provides a sought after attraction for
patients.”
local mountain walkers. Numerous hikers
“You cannot simply look at the cost
and even power station workers have
per minute difference between the AB412
and AW139 – which is obvious. You been evacuated from here.
also have to consider that thanks to its
greater power and much higher speed
(165 knots), the total flight time for each
mission is much less in the 139. Also the
fact that the 139 will be able to operate
at night needs to be taken into account,
whereas until now HEMS missions ➤
31

have only been flown during daylight
hours. In November 2006 we began
our first night test flights in the Aosta
Valley. Another benefit of the 139 is its
greater endurance (three hours), which
is important for lengthy SAR missions or
hospital transfer flights.”
Ivo Airaudi, Mauro’s son, and one of
the 139’s pilots, talks about what it is like
to fly the AW139. “It’s a great machine,”
he says. “The transition from the 412
poses no problems for the pilots and the
139 immediately gives the impression of
being a forgiving and reliable machine.
With the 139 we can hover at the top
of Mount White at a weight of 6,200 kg,
which includes a payload of 2,000 kg!
The 139 has also been well received by
medical and rescue crewmembers – all
of them have been very enthusiastic
about the machine. Doctors like the
space in the large cabin which gives
them plenty of room for stretchers and
all their equipment and they also like
the large internal and external baggage
compartments. The rescuers enjoy the
helicopter’s stability and ease of access
and egress.”
“The communication system is
another important asset,” Ivo continues.
“Each team member can speak with the
others, and each is also connected directly
with his or her main base on ground –
the doctor with the hospital and the
32
rescuer with colleagues on the ground.”
“Despite its large cabin giving it the
appearance of being a “big” machine
compared to the AB412, in fact the AW139
is slightly shorter overall, so there are
no problems associated with ground-
handling,” he says.
As far as maintaining the 139, Air
Green’s airworthiness and maintenance
managers, for whom the AW139 is the
first machine in their fleet to exceed
5,700 kg in Category A, Class 1, have been
more than happy with the new machines.
A great deal of preparatory work was
involved before the arrival of the first
The transition from the
412 poses no problems
for the pilots and the
139 immediately gives
the impression of
being a forgiving and
reliable machine.
When working in the close
confines of sheer cliff faces and
rocky outcrops, Air Green pilots
have to get used to the larger
rotor diameter to ensure blade
strikes do not occur.
helicopter, in order for it to be deployed in
time for the Winter Olympic Games.
The maintenance staff were naturally
apprehensive of “teething problems”
with the new arrivals, but to date have
experienced very few problems. After
their first ten months of operating the
first 139, the maintenance managers
expressed themselves satisfied with the
new helicopter.
The Second 139
The second 139, I-GREE, made its
first operational appearance at the
2006 Formula 1 Grand Prix at Monza
in September when, in 12-passenger
configuration, it flew VIPs between
the racetrack helipad and Milan-Linate
airport. The helicopter was the star
among the helicopters at Monza, most
of which were AS350-sized machines.
This was not the purpose for which the
helicopter was acquired, of course, and
the intention is to put it into service in the
HEMS role in Piedmont region to replace
one of the AB412s currently in service.
I had the opportunity to witness
pilots Ivo Airaudi and Ivan Barbaresco
fly I-GREE on a training mission in the
Susa Valley around the top of Mount
Rocciamelone (3,538 meters), on the
border with France. This is typical of
the extreme environment in which Air
Green’s helicopters fly every day. ➤
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saying, watch your step”

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 It was fascinating
to watch the 139
demonstrating its
agility and power
– hovering easily at the
summit and simulating
a winch rescue.

above: The downwash of the AW139
is highlighted here by the patterns
on the lake below – a temporary
fingerprint in the pristine Italian Alps.
above right: Another important
peculiarity of mountain flying is
that the weather changes very quickly.
In a few minutes a bright fine sunny
valley can change to cloudy or even
encased in fog.
Shooting photographs of the 139 from
a company Lama, it was fascinating to
watch the 139 demonstrating its agility
and power – hovering easily at the
summit and simulating a winch rescue.
As part of a type rating for its pilots,
the crew carried out a number of other
training tasks such as a simulated SAR
mission, a low-level, slow-speed search,
a high-speed transfer flight as well as a
simulated rescue in a glacial crevasse.
Before the next ski-season in the Aosta
Valley, crews will undertake more exacting
training to cover things like working
around cableways, on slopes with climbers,
on iced waterfalls and in avalanches.
From what I saw the new helicopters
certainly impressed and it is easy to
understand why Air Green sees a future
for this machine in the company. The
choice of helicopter reflects the character
of the Airaudi family and their staff
– passion, strength and sincerity – typical
of Piedmont’s citizens.
If you ever have the opportunity
to visit Air Green and get to know its
people, you will understand why they are
so greatly appreciated in Italy. You will
also appreciate the way that Air Green
has managed to grow into a prestigious
helicopter company without forgetting its
“green” origins. n

As this issue of HeliOps went to print we learnt of the tragic death of Giuseppe Airaudi
and Alessandro Cresto, in a helicopter accident near Turn. Giuseppe and his brother
Mauro formed Air Green some 20 years ago, and built the company into one of Italy’s
premier helicopter companies. Our sincere condolences are extended to the Airaudi and
Cresto families, as well as all the staff of Air Green for their loss.

34
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story and diagrams
by phil croucher

Company sling training naturally includes

flying but there is often very little

provided about the actual equipment.

PHIL CROUCHER looks at the rather

mundane but vitally important aspects of

how to use it properly.

Ropes, lines and hooks are
considered to be parts of the utility
helicopter and should be treated as such
– as without them it cannot earn money.
Selection
In order to get maximum use from
ropes, it is important to select them
properly in the first place, to use them
in the right way and to retire them in
time. A thicker rope will always outlast
a thinner one because the distribution
of surface wear is better. A stronger rope
will also last longer because the load it
supports will take up proportionally less
of its working strength. For example, a
200 lb load is using up only two percent
of the strength of a rope with a breaking
strength of 10,000 lb, but it will take up
four percent of one at 5,000 lb, so the
latter is working harder and will have
to be retired sooner. Braided ropes are
stronger than twisted ropes, which is
why climbers use them; they have higher
strength and stretch less. Their round,
smooth construction also distributes any
wear over a greater area.
Manual Checks
When inspecting a rope, look for
excessive abrasion, glazing (from heat,
possibly friction caused by ropes rubbing
together), inconsistent diameters
(flattening, bulges, etc.) or texture, or
discoloration. Ultra-violet light may
degrade kevlar lines, so they should be
kept out of the sun (although spectra
lines fade in color, their strength seems
to remain). A line cover not only helps
with this but also keeps the electric cable
under control.
High Modulus Polyethylene (HMPE,
or Spectra) ropes, from which Amsteel
Blue and others are made, begin to suffer
progressive strength loss at 65°C, so
don’t land where the exhaust can affect
them. If they get dirty or wet, they will
conduct electricity, and dirt will degrade
the fibers (look for a white powder-like
substance).
All hooks must be enclosed; that is,
they should not allow the load to come
out when flying. They must be checked
for consistent operation, as must all
standby release methods.
Check the manual and electrical
releases, and don’t accept the fact that
the solenoid clicks as evidence of its
working. If there’s no one else around, put
a rope in and pull on it when you operate
the mechanism. After you operate the
38
manual release, check that the Bowden
cable between the hook and the body of
the helicopter doesn’t bind and stop the
hook from re-arming. All witness marks
should be aligned on the knurled knob or
lever and the hook body. Make sure the
hook moves over its full range of travel
and that the bungee cord keeps it tight
against the bottom of the fuselage, so
you don’t land on a vertically extended
hook, which may get snagged (garbage on
the landing site has been known to exert
sufficient pull on the manual release to
allow the load to work itself free).
Don’t beat the hook on the ground or
against obstacles (stumps or rocks, etc.),
or drop the long-line from the air. Land
and detach it by hand on the ground. If
it is dragged through the trees and the
aircraft lands on it, the electrical wires
will be damaged – as may the line itself.
Hooks are quite difficult to repair without
tools, which won’t always be immediately
available.
Keeping Within the Limits
Any equipment used should be able to
withstand six times its anticipated load
(a ratio of 6:1) because flight conditions
may increase its weight artificially, and to
allow for deterioration (abrasion, cuts by
the load, etc), errors in load weights, and
the effect of the sling angle (below). The
correct term is Design Breaking Strength.
You can work out a rule-of-thumb for
the safe working load (SWL) of wire ropes
in tons like this:
SWL = rope diameter 2 x 8
The rope diameter is in inches. This
figure may change if you do strange
things to the line, like bend it, or use a
Sling equipment
should only be used on
helicopter operations if it
is in good condition, and
worn or frayed items
should be discarded.
choker hitch, which reduces the SWL
by 25 percent (the sharper the bend, the
greater the reduction). For example, the
rating of a one-inch line will drop from
17,950 lb to 13,450 lb because of a bend in
the rope at the clevis. Once you’ve bent
a line sharply, don’t use it for slinging
again. In any case, the SWL of any piece
of equipment should be 20 percent of
the maximum capacity of the hook. You
should use common sense on sizes; a
2,000 lb generator can quite safely be lifted
with one inch steel cable under an S61.
A choker is technically a lanyard that
holds a load with a slipping noose which
tightens under tension – the greater the
tension, the tighter the grip (Pic 1).
PIC 1
Use a choker at the end of (i.e.
attached to) another line, rather than by
itself, so that, if it breaks, it is kept away
from the blades by the other line (this
also helps prevent collective bounce). If
a sharp bend is necessary, you can use a
short strap around the load instead, and
attach it to a straight lifting line with a
clevis (Pic 2).
If a cable has been doubled back on
itself and clamped to make a dual line
or to shorten one, do not remove the
clamp and use the line for another job.
The bend is 180°. If straightened out, the
inside strands will break and weaken the
cable. Knots themselves will not weaken
a rope, but the bends involved will.
Because of the direct connection
to the aircraft and the potential for
damage, sling equipment should only
be used on helicopter operations if it is

PIC 2
in good condition and worn or frayed
items should be discarded. While
you’re generally allowed up to ten
randomly distributed frayed wires on
a steel sling, or five in one strand, it is
best to have none at all (fuzzy broken
strands on a rope actually protect
the ones underneath, but 25 percent
is the maximum for braided ropes
– 10 percent for twisted ones). Nylon
deteriorates when exposed to petroleum,
and wire rope rusts and doesn’t like
PIC 4
PIC 3
being mistreated, so protect them from
moisture and heat, and inspect them
regularly.
Cables without internal grease will
snap readily. The maximum length for
nylon or poly rope should be 6 ft.
There should be an eye in each
end of a sling, ideally reinforced with a
steel thimble, to protect the rope (Pic 4
& Pic 4a).
The shackle that goes inside the
eye must be the right size for the hook,
otherwise it may come out by itself, or
PIC 5
not come out when it’s supposed to (the
shackle pin should be the same thickness
as the rope. DON’T use a bolt – it will
bend!) (Pic 5).
The use of a swivel will stop a load The shackle pin should
from spinning and unravelling a line,
and will reduce the torsional load on be the same thickness
whatever is shoved into the hook. The
swivel is first placed into the hook and
as the rope. DON’T use
the load is then attached to the swivel
(which, by the way, has a thrust bearing
in it). With multiple loads, multiple
a bolt – it will bend!
swivels are required, as one load
may spin faster than another (lighter
PIC 4a
39
 Poor Practice: PIC 8
Never allow a
shackle to be
pulled at an
angle - the legs
will open up.
PIC 6

or more fragile ones should go above

heavier ones).
Don’t put a swivel above a longline!
It should go on the remote hook.
When using a clevis with any kind
of rope, don’t have the shackle facing
downward, because the rope will slide
from side to side and strain one side or
the other (Pic 6).
If it rolls fore and aft, it could also
undo the pin (Pic 6a).
Instead, place the screw-pin in the
hook – padding the empty space on either
side with washers or similar, and use it
upside down (Pic 7).
Here is what to check in a clevis (Pic
8). A long-line has an electrically operated
hook at the end:
PIC 6a
PIC 9
This makes it an extended hook, so
there is an electrical cable for the release
mechanism, which should be carefully
looked after. The line and cable must
be detached properly by ground crew,
otherwise you will strip the plugs, which
won’t impress the engineers, and, if the
insulation comes off, you may also get a
short circuit. Spectra or kevlar lines are
strong but light, and will trail further
behind than a steel line, so observe the
maximum external load speed. These
lines also stretch when new, so if you
can’t pre-stretch them, allow a good
length of extra cable.
Use barrel hooks on a sling for
Loads that depend on
the integrity of nailed
lifting fuel drums, although you might
find varying designs to suit different
helicopters. For example, a 206 might
have one for two drums, while a 205
might have one for five. Whatever you
use, use the bungee cord to keep them
together when there is no tension. Again,
don’t connect the hooks directly to the
aircraft, but to a sling.
Effect of Sling Angle
The strain on each leg of a sling
increases as the angle between it and the
load decreases (Pic 9).
In the diagram above, the sling legs
on the left (that is, with a 90° angle) have
the least load to carry, whilst the one on
the right (a 30° angle) has a strain on each
leg equal to the load itself.
Note: Manufacturers’ working loads
are normally expressed as a percentage
of new rope strength – not normally
exceeding 20 percent. Note also that

parts, weak metal or you cannot tell when a rope has been
shock loaded unless it breaks (shock
loads are sudden changes in tension that
wooden components exceed the working load by more than 10
percent). Synthetic fibers can “remember”
should be avoided, or the effects of shock loading.
Loads that depend on the integrity
include a secondary of nailed parts, weak metal or wooden
components should be avoided, or include
method of support. a secondary method of support. Heavy
dense loads attached to a wooden pallet
PIC 7
may well become detached from the ➤

40
 Shoulder must be in full contact with Never insert the
surface. The nut must be properly torqued point of a hook
into an eye bolt

PIC 10 PIC 11

PIC 12 PIC 13

Some helicopters allow

a higher all-up weight when
slinging. The maximum hook
load quoted in the flight
manual has nothing to do
with payload, but is merely
the structural limiting weight
of the hook on its own. If you
were to try to lift the maximum
hook load in a 206, there would PIC 14
be no room for you! In other
pallet in flight, even when carried in a or friction to maintain their position
words, it is the weight of the
net, although an exception is with pallets or security. Slings should also not be
helicopter and not the capacity of bagged material, the weight of which subjected to sharp edges or excessive
of the hook that determines is spread over the whole surface of the angles which may cause their SWL to be
the payload (and maximum pallet and wrapped to it. Delicate parts reduced (see Effect Of Sling Angle above).
must be protected against damage and Unless flights are very short and
helicopter weight comes from
impact when lifting/lowering. over low risk terrain, shackles should be
the HOGE graph).
Slings should be positively secured secured with locking nuts or wire to stop
to the load, and not rely solely on weight them loosening under vibration. n

42
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One of Alfa’s Bell 427’s
overhead Bozov Castle,
Northern Moravia, Czech Republic.
 As the former Eastern Bloc countries

struggle to come to terms with daily

life in a newly “free” society, it might

be thought that aviation would be

one of the last things on people’s

minds. Luckily for residents in the

story and PHOTOS by Michael Findlater
Czech Republic, a group of forward-

thinking Czechs immediately began

establishing a helicopter service

that quickly evolved into a modern,

effective helicopter EMS operation.

 TOP: Alfa’s Jihlava-based aircraft,
“Krystof 12” attending a road accident.
ABOVE: The many ski fields in
the mountainous regions bordering
Czech keep Alfa’s helicopters
busy during winter.
ABOVE RIGHT: Alfa’s Olomouc aircraft,
“Krystof 9” attends a serious road
accident near Janov.
46
Mention the Czech Republic and
most people think of Prague, great beer,
and beautiful women! But this Central
European country of 10 million people is
much more than that.
Sitting at the crossroads of Europe,
the Czech Republic has been fought
over and occupied for centuries, with
the Nazis occupying the country during
the Second World War, and the Soviet
Union effectively controlling it from
the background from 1948 until 1989. It
shares borders with Germany, Poland,
Austria and the Slovak Republic. Formerly
known as Czechoslovakia, the country
was divided into the Czech and Slovak
Republics in 1993. Since the end of
socialism, significant investment from
the West and a booming market economy
have helped to rapidly modernize this
once Cold War frontline.
One of the areas that has changed
dramatically is the use of helicopters for
Emergency Medical Services. One Czech
company leading the way forward is Alfa
Helicopter.
The Beginning
Today Alfa is one of two private EMS
companies operating from three bases in
the towns of Olomouc, Jihlava, and
Ceske Budejovice in the Czech Republic.
Alfa also services one contract in the
Slovak Republic based in the town of

Captain Dalibor Lesenar
pilots Alfa’s newest 427
over typical countryside
in North Eastern Czech.
Zilina – however its beginnings were
somewhat smaller.
Alfa was founded in 1991 by three
men, Jaroslav Fabes, Jaromír Krestyn,
and Jan Sebek, who dreamed of starting a
helicopter service in the Czech Republic,
and flying to local carnivals to provide
joy-rides. One year later, using Russian
Mil Mi-2 helicopters, the trio started EMS
operations in the city of Brno (Czech
Republic’s second largest city) and the
university town of Olomouc.
Initially they used Mi-2 helicopters but
they wanted to provide a more modern
service comparable to Western countries.
Jan Sebek contacted Bell Helicopter
to ask about purchasing a Bell 206
LongRanger. Bell invited Sebek to the first
demonstration in the Czech Republic, but
his employers at the time forbade him to
fly in it, and then fired him the next day
for attending the demonstration! When
Bell contacted him later that day and
offered a second chance for a test flight,
he replied that there was no need – he
had already decided he was going to buy
one. The only problem... he didn’t have
nearly enough money! However, shortly
afterwards – thanks to Bell’s assistance
with finance, the partners signed the
first purchase agreement with Bell in
Eastern Europe.
In 1993 the new aircraft arrived and Alfa
introduced the first Bell L-3 LongRanger into
Bell invited Sebek to
the first demonstration
in the Czech Republic,
but his employers at
the time forbade him
to fly in it, and then
fired him the next
day for attending the
demonstration!
the former Soviet Eastern-bloc countries.
The company continued to grow, and
in the same year started a third EMS
operation in the town of Jihlava.
Early changes to the ownership of Alfa
saw Jaoslav Fabes and Jaromír Krestyn
leave the company, and Dr Pavel Muller
(Dr of Law) became a partner in 1994.
Today Dr Muller remains a partner and
Managing Director, and Jan Sebek is
the other partner, and President of the
company.
With the changing regulatory climate
in Europe and the Czech Republic’s
affiliation with JAA, Alfa began
operations with the Bell 206 L4T “Twin
Ranger” in 1996. Night time inter-hospital
47
 206 L4T are kept at the company’s
maintenance facility in Olomouc). The
company also performs typical charter
and aerial work and recently did some
film work over Prague for the new Nicolas
Cage movie. Alfa is also a certified Part-
145-approved maintenance organization.
Between 1991 and the end of 2005,
Alfa carried out more than 22,500 medical
missions for a total of just over 18,000
hours flight time.

transfers from Brno commenced the
same year.
Alfa continued its modernization
program and in 2002 introduced the
Bell 427 light twin – the first use of this
type for EMS in the world. Later that
year, Alfa was rewarded with Customer
Appreciation, Innovation, and Global
Innovation awards from Bell Helicopter
Textron. Towards the end of 2003, Alfa
ceased operations at the Brno station,
which was taken over by the Czech
police, and began operating from Hosin
airport servicing the southern region of
the Czech Republic around the city of
Ceske Budejovice.
Alfa currently services its three Czech
EMS contracts with Bell 427s and the
Zilina operation in the Slovak Republic,
with a Bell 206 L4T (a back-up 427 and
Today
The Czech Republic has a modern
well-organized EMS system, which
includes 10 strategically located
helicopter bases covering most of the
Czech Republic. Currently the Czech
Police service three bases using a Bell
412 in Prague, and Eurocopter EC135s at
the other two. One base is operated by
the military at Plzen using a Sokol W3-A,
while the remaining six bases are covered
by the two private operators, Delta
System Air (which uses EC135s), and
Alfa Helicopter with its Bell 427s. All EMS
helicopters in the Czech Republic use the
call-sign “Krystof” (after St Christopher,
the patron saint of travelers), followed by
the number for that station.

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 Each base sits at the centre of a
circle with a radius of approximately 15-
minutes flying time. Each area is also
serviced by the usual complement of fast
road cars, ambulances, and specialized
four-wheel-drives. All regions have a
dedicated call center which receives all
incoming “155” medical emergency calls
and decides – depending on distance and
the seriousness of the case – whether a
ground vehicle or a helicopter should be
dispatched. Flights are classed as either
“primary” missions (emergency flights
to save life), or “secondary” missions
(patient transfers between hospitals).
This makes the Czech system a little
different from most other countries, with
the helicopter effectively becoming a
“high-speed” ambulance, and often being
the first medical response, rather than
simply a fast transportation service from
a scene that already has a medical team
in attendance. This fast response means
that the helicopter will often arrive at
a scene before any other emergency
services. Because of this, pilots take an
active role in helping the medical crews
with the patients. This can involve
anything from removing a patient from
a crashed vehicle, to holding IV bags and
performing heart massage! Accordingly,
all Alfa aircrew receive initial and ABOVE: The beautiful town of Olomouc
yearly refresher training on basic first – home to Alfa’s maintenance base.
aid, and are given an understanding of
opposite page: The main highway
resuscitation methods and how to assist
when at a scene. In the Czech Republic, between Czech’s two largest cities, Brno
the medical team on all EMS helicopters and Prague, is a source of much work
comprises a doctor and paramedic. for HEMS crews.
Currently Helicopter Emergency
Medical Services (HEMS) in the Czech
Republic are (day and night) VFR only,
although the Czech Police can operate IFR
with their Bell 412 from Prague.
Alfa rosters one pilot for daytime
operations, and two for night missions
in the 427, while the 206 L4T is restricted
to single-pilot operation in HEMS This makes the Czech
configuration. Pilots are rostered on for
up to 15 hours duty a day while flying at system a little different
the “day-only” stations, and work a 12-
hour shift at the Olomouc 24-hour station. from most other
Night flights are secondary missions
only, i.e. patient transfers between known
countries, with the
helipads and airports, although this could
change with the introduction of night
vision goggles in the future.
helicopter effectively
With HEMS in the public spotlight
as a result of accidents in recent years, becoming a “high-
Alfa made the decision to use two pilots
at night wherever possible, and enforce speed” ambulance.
strict night weather minimums of 8,000
meters visibility and a 1,000 ft cloud
49

base (or with a clear sky, 5,000 meters
visibility). So far this has worked well.
The pilot-in-command’s decision is
final, and has 100 percent support from
company management. The fact that
Dr Muller, the company’s Managing
Director, is also a pilot and regularly
flies shifts, probably encourages better
understanding between non-flying
management and aircrew.
Every six months, Alfa’s pilots receive
IFR training under a covered cockpit at
night, to ensure they maintain basic
instrument proficiency in the event that
We have more of these…
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FAA/EASA/DOT Certifications
Winters can be harsh with
temperatures regularly
dropping below -25.
they inadvertently enter IMC. While the
427 is not IFR-certified, it is IFR-equipped
(with the exception of an auto-pilot), and
has a radar altimeter, ADF, VOR and ILS.
The 427s are also equipped with two GPSs
– a Garmin 430 or 530, and the German-
made “Moving Terrain” moving-map GPS.
After a long and painstaking process,
nearly all cities, towns and villages have
been programmed into this system to
improve response times and supply
accurate ETAs to dispatch.
The majority of Alfa pilots are ex-
military who have flown either the Mil
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Mi-17 Hip or the Mi-24 Hind gunship.
When asked about the transition from
the Mi-17 which has a take-off weight
approaching 13 tonnes, to the Bell
427, one Alfa pilot described it as “like
transitioning to an ultra-light!”.
“You have to understand,” says Alfa’s
Check-and-training Captain, Dalibor
Lesenar, “we all learned years ago on the
Mil Mi-4, which is quite large compared
to Western training helicopters. Then we
transitioned to either the Mi-8, or the
Mi-24 – both much larger helicopters
again. When I had my first flight in an
American helicopter, the Bell 206L, I
thought – how can you fly something so
small...there’s no room?”
One problem facing Czech operators
is the growing shortage of pilots. The cost
of flying training in the Czech Republic
is out of reach for the average person and
the traditional source of pilots, the Czech
military, now has fewer pilots leaving
each year. Since the end of the Cold War
and the subsequent withdrawal of Soviet
forces, the military is now a fraction
of its former size and has much higher
retention rates for aircrew. All of Alfa’s
pilots are over 40!
To address this, the company is
 currently in the process of establishing a
training school that will take students all
the way through to a twin endorsement
on the Bell 206 L4T, or Bell 427 if
they wish.
While experience requirements
for pilots specify a minimum of 1,000
hours, with 500 PIC, and 20 hours night
experience, the company generally
prefers more than that and also prefers
pilots to have some multi-engine
experience. A good understanding of the
Czech language is also essential!
The geography and climate of the
Czech Republic, with mountainous areas
around the borders, and low rolling hills
across most of the country, create a wide
range of flying conditions throughout
the year. Summer temperatures often
climb into the mid 30°s, while winter
temperatures drop as low as -36°C when
snow can cover much of the country.
Autumn brings morning fog to large parts
of the country, which often lasts until
mid-day.
The seasons affect the type of call-
outs Alfa receives, with winter bringing
the usual flights to the many ski-fields
around the country, and towards the end
of Autumn the helicopter is regularly
dispatched to attend to home owners
who have fallen while repairing roofs in
preparation for winter. Frequent callouts
to drownings are common during
summer. Many callouts are for cardiac
problems – the Czech diet of dumplings
and meat, as good as it tastes, doesn’t
help matters...nor does the fact that a
large percentage of the population are
also smokers.
The Future
From the beginning, Alfa has been
forward-thinking, not only in the
modernization of its aircraft, but also in
Jihlava’s modern
EMS station features
automatic opening
doors and moving
helipad activated by
despatch. The heated
hanger is essential
during winter months.
the ways in which it trains and operates.
The company will be one of the first
operators of the new Bell 429 light twin
and Dr Muller is on the Bell Customer
Advisory Council for its development.
Alfa has four helicopters on order with
delivery expected in late 2008, or early
2009. The 429 will offer significantly more
capability and mission flexibility than
the 427 and the new design will address
its predecessor’s main shortcomings with
a much larger rear cabin, single pilot IFR
fit, full Category-A, and – that which all
pilots want – more power!
The 429 is similar in overall size to ➤

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Alfa Helicopter’s
new paint work. The
company’s future Bell
429s will be painted
in this scheme.
Patient transfers from regional hospitals
to the specialist centers in the main cities
account for a large amount of Alfa’s flying.
the 427 which makes it ideal for the type
of missions Alfa typically flies – missions
where they are often called upon to
Many callouts are land in confined areas to reach patients
as quickly as possible. These can even
for cardiac problems include private backyards if they are big
enough! The writer recently accompanied
a mission that involved a landing in the
– the Czech diet backyard of an elderly couple’s house,
in a small village near Jihlava. Once the
of dumplings and medical team had disembarked and the
helicopter had shut down, the elderly
meat, as good as it couple walked over and asked what had
happened. After hearing the reply, the old
tastes, doesn’t help woman asked how much the helicopter
was worth, and upon hearing the answer,
she declared that everything in her
matters... backyard belonged to her and that she
was now a very rich woman; she seemed
quite serious!
52
With the introduction of the Bell 429,
Alfa will also be introducing night
vision goggles. After a recent visit to
the Swiss air rescue organization REGA,
where they use this technology,
Dr Muller is now a firm believer that it is
the way forward for night operations and
EMS in particular. NVG will also
open up the possibility of conducting
primary missions at night – something
that Czech operators currently consider
too risky for “first-response” HEMS
operations.
Another aspect of the current
operation that Dr Muller would like
to see changed, is to have all medical
crew that fly on Alfa’s helicopters be
employed directly by the company. He
likes the idea of having a core group of
specialized medical staff that would be
fully conversant with helicopter flight
operations and methods. They could
become more specialized in aero-medical
technologies and future advances in the
HEMS field. At the moment, the doctors
and paramedics are rotated and spend
an equal amount of time on fast cars and
ground ambulances.
A much-politicized controversy in
recent years has been whether the Czech
Police and Army should be servicing any
of the HEMS bases in the country. It has
been argued that the military and police
are being taken away from their primary
roles, that EMS is a civilian function, and
that private companies are more cost-
effective and able to adapt more quickly
to changing technologies and methods.
Furthermore, many believe that EMS
aircraft should be civilian-registered and
conform to current JAA legislation.
With the growth in HEMS in the
Czech Republic and other former Eastern
Bloc countries, it seems appropriate that
the next Airmed conference, Airmed
2008, will be held in Prague in May 2008.
The largest aero-medical conference
outside the United States, Airmed is held
every four years, and sees air medical
providers from all over Europe and the
rest of the world coming together.
“Alfa has come a long way since the
Mi-2 days,” says Dr Muller, “and we are
looking forward to the introduction of
the new 429. Airmed in Prague will be
a truly worldwide event and I’m sure
that all attendees will enjoy our typical
hospitality. I hope to see you all there
enjoying not only our country, but also
one of our famous beers! ‘Na zdravi’
(Cheers!).” n
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Preservation of the UK’s gas supply is strategically important

and a fortnightly inspection of the entire gas pipeline network

keeps a watchful eye on the supply lines. With 20,000 km to

be inspected every two weeks, the helicopter is the essential

means of surveillance.

story and photos by Sarah Bowen

 The patrol helicopters are
constantly on the lookout for
unauthorized activity along the
pipeline routes. When a “sighting”
is made the helicopter may be
asked to land and wait until
somebody is sent out. With the
gas in the pipes under such high
pressure, the patrol are not only
protecting the gas supply but also
the lives of people on the ground.
56
For decades, gas has been delivered
to homes and businesses throughout
Great Britain and has become the
country’s most dependable form of
energy. National Grid Gas (formerly
Transco) has operated high-pressure
natural gas pipelines for over 35
years, and runs a rigorous program of
inspection and maintenance. In this day
and age, no major piece of infrastructure
can be built without considering the
security and anti-terrorism measures.
This is why the safety and protection of
the pipelines are number one priorities.
Even though the pipelines are naturally
protected from most interference by being
buried at least 1.2 meters underground,
unauthorized activity along supply routes
still poses a threat to the gas supply.
Because of the importance of the
gas infrastructure, the Health and
Safety Executive (HSE) stipulate that the
pipelines’ routes have to be inspected at
least every 28 days. This is an essential
requirement and with this in mind,
National Grid aims to have its inspection
completed every two weeks. Imagine
trying to cover 25,000 km on foot – not
over straightforward flat ground, but
ground that traverses farmland and
environmentally-sensitive areas, rough
terrain, forests and built-up areas.
Walking the pipelines seems virtually
impossible. It is certainly impractical,
and would necessitate large numbers of
teams to achieve the fortnightly goal.
However, bring a few helicopters into the
equation, and suddenly the impossible
becomes possible!
Helicopters first began inspecting
pipelines in the UK way back in the
late 1960s. In those days, the trusty
Whirlwind was employed to carry out
the surveys, and since then just about
every type of helicopter has been used.
Today, the Schweizer 333 has become
the helicopter of choice for Total Air
Management Services Limited (TAMS),
who, in Autumn 2004, won the contract
for aerial gas pipeline surveillance. This
followed on from an arrangement to
provide pilots for powerline inspections.
In January 2005 the pipeline contract
proper began. This required a turn-key
service of helicopters, pilots, observers
and associated maintenance and
administration.
TAMS was originally formed in
2001 as Yorkshire Aviation, but shortly
afterwards the name was changed to
reflect the diverse scope of specialist
helicopter services on offer. The
Company was inaugurated by John
Tickner and Mike Crichton Kane who,
at the time, were pilots with the South
Yorkshire Police Air Support Unit. Shortly
afterwards TAMS was awarded a contract
to provide pilot services to the unit, later
followed by an engineering contract.
In July 2006, TAMS became part of the
Longmint Aviation Group, remaining
independent in its operations, but
enjoying greater support from the larger The Schweizer 333 provides excellent
organization. vision, essential to the pipeline crews
Today, TAMS’ main facility – centrally as even at steep angles of bank it is
located at Sheffield City Airport, provides possible to get a good view of everything
an ideal base for national operations.
going on around the pipelines.
With years of experience behind it, the
company also does utility work and
provides pilot training under its FTRTO.
Its EASA Part 145 in-house facilities also
provide a high level of CAA approved
maintenance on the Bell 206, Schweizer Imagine trying to
333, Hughes 269 Series, MD 902 (Explorer)
and Eurocopter AS355 Series helicopters. cover 25,000 km
All TAMS engineers receive initial and
continuation training under TAMS’ on foot – not over
maintenance resource management
program. straightforward flat
The Patrol
Although referred to as a “pipeline
ground, but ground
inspection”, technically it’s not the actual
pipes but the ground above the pipeline
that traverses farmland
that is under surveillance. Training Captain
and Flight Safety Officer Steve O’ Brien and environmentally-
have been flying the pipeline patrol
with TAMS since their contract began. sensitive areas, rough
What they are looking for is any activity
on the ground that might compromise terrain, forests and
the pipeline, either immediately or
in the future; things like JCB diggers, built-up areas.
construction work, ground that looks
like it’s being cleared for building, and
57

Top left: Captain Andy Gill up
in one of TAMS S333s.
top right: The Schweizer 333
has a spacious cockpit making it
ideal for pipeline inspections.
above left: A TAMS pilot carries out
pre-flight checks in the S333.
above centre: The externally mounted
camera is linked to a DV video recorder.
above right: The observer can use
these controls to change the camera view
or zoom in on ground features.
58
quarry expansions. According to O’Brien,
they are also quite wary of water and
utility companies as they often don’t
liaise. “Believe it or not, we’ve even
seen people try to build houses right
over the gas pipelines!” O’Brien said.
“It’s not usually deliberate – since many
of the pipelines are buried beneath
farmland, some people genuinely fail
to realize their location. Bonfires are a
particular problem at this time of year,”
he continued. “People will start a fire in
a field, unaware there’s a gas pipe right
underneath! The main threat is not the
actual fire but the heat, which can
dry out the ground, and in turn can shift,
warp or damage the pipeline.”
The 25,000km of pipeline
encompasses eight patrol areas
– Scotland, the North East, Lincolnshire,
the North West, Wales, East Anglia,
the Southwest, and the South East.
Four S333s are employed, covering four
areas one week and four the next. The
helicopters work “all out” to get the job
done in two weeks in order to provide
sufficient “margin” to ensure that the 28-
day inspection-schedule requirement is met
regardless of weather delays.
Why the 333?
According to the people at TAMS, the
Schweizer 333 was considered to be the
most effective platform for the task, with
excellent vision for pilots and observers.
Even during the tightest turns, the
overhead windows allow a superb lookout
for the crew. The turbine-powered
helicopters are fully role-equipped and
fly between 800 and 1,000 hours annually.
The 333 has a spacious cockpit area that
is ideal for all the equipment carried on
board. The fuel tank holds 73 US gallons,
and the machine burns around 24 gallons
an hour. It’s quite a simple machine that
would make an excellent commercial
trainer because it offers reasonably
affordable turbine time. Its skids have
hardened shoes, meaning “engine-offs”
can be done to the runway.
Special Equipment
In addition to the observer’s watchful
eye, TAMS utilize a camera mounted
underneath the helicopter, and a 17-inch
monitor in the cockpit linked to a laptop
via a GPS system. “Currently we’re using
what’s called a “track pack,” which is
basically an aerial linked to the laptop
– essentially turning it into a GPS with
the pipelines and an ordinance survey
map superimposed onto it,” O’Brien
explains. “The camera system is relatively
new; previously we used a hand-held
video recorder to store evidence. The
new system has made the job a lot easier
though, as everything the camera sees
goes straight onto DV video.”
When airborne, the pipeline
navigation system displays a circle
representing the helicopter and shows
its heading. John Tickner, TAMS’
Maintenance Director, says, “As each
section of pipeline is overflown, it’s
checked off by the computer, giving us
a good idea of how much pipeline has
been covered and of the total flying time
completed each day.”
Each S333 employs a TCAS system,
radio altimeter, ELT and extra strobes.
The TAMS helicopters also have yellow
and blue high-conspicuity paint schemes
similar to those used by the police, G-TAMC operating around Sheffield –
meaning they are clearly visible in the one of the four S333s operated by TAMS
sky. The pipeline crews appear well- for gas pipeline patrol. Between the four
equipped and safety-conscious. “We helicopters 20,000 km of pipeline is
always wear helmets, flight suits, boots,
covered every fortnight.
and fireproof gloves and undergarments.
We also carry an emergency kit
comprising a personal locator beacon,
strobe, a mini first aid kit, a space
blanket, and a Best Western Hotel guide!
As we often finish a day’s patrol away
from base, this comes in very handy!” “As each section of
comments O’Brien.
pipeline is overflown,
Crew Duties
Work normally begins on a Monday, it’s checked off by the
with the pilot (Aircraft Commander) and
observer (Mission Manager) reporting
computer, giving us
for duty between 7:30 and 8:00 am.
They check NOTAMS, PINS (Pipeline
Identification Notifications System – a
a good idea of how
means of liaising with the low-flying cell),
and of course weather, before making much pipeline has been
numerous phone calls! “Before each
crew can go flying we must call trans- covered and of the total
operations and inform them of our duty
time, ETD, intended routes and ETA at flying time completed
the destination,” explains O’Brien. “That’s
just one set of phone calls. We then ring each day.”
any danger areas, prisons and nuclear
power stations we’re likely to cross. The
59
 If patrols make
emergency sightings
that represent imminent
danger, then they have
an exemption to land
within 350 meters of
the pipeline.
above: Training Captain and Flight Safety
Officer Steve O’ Brien first started flying
pipeline patrol with TAMS in 2005.
top right: One of the S333s outside the TAMS
maintenance hangar at Sheffield City Airport.
observer also telephones every pipeline
network, because many regions have
gas supplies owned by several private
companies; for some areas there could be
as many as six phone calls to make. We
must also report in within half an hour
of the original ETA, otherwise they might
start ringing around trying to locate us,
before calling in search and rescue.”
After the morning calls have been
made, the pilot and observer conduct a
briefing to discuss weather and route
options. They try to work to a three-day
plan, but this can be hit-and-miss as
more often than not, the actual weather
conditions turn out to be completely
different from those forecast. For this
60
reason the pilot and observer must be
flexible in the air, changing the plan as
necessary, and in a short space of time
re-calculating the helicopter’s position
to ensure the fuel on board is sufficient
for the diversion. If one patrol gets held
up because of weather, the other patrols
must carry on and try to complete
as much as possible, with the aim of
completing all patrols by the end of each
week. In favorable weather conditions it
is possible to finish a patrol and be home
by Wednesday, although a full six-and-
a-half hours of flying must be completed
every day.
Action
Gas travels through the pipelines
under immense pressure of up to 85 bar
(1,232 psi), so the importance of quickly
averting potential problems is obvious.
When a “sighting” is made the observer
uses the cursor on screen to pinpoint
the location and enter in a description
of what has been observed. The pilot is
responsible for the flying, monitoring
airspace and the radio, while the observer
has to navigate efficiently around the
pipeline system and continuously enter
data into the computer.
If patrols make emergency sightings
that represent imminent danger, then
they have an exemption to land within
350 meters of the pipeline, even on
private land, provided they do so in
accordance with “normal aviation
procedures” and do not endanger any
persons or property. The crews report
these sightings giving grid references
and descriptions of what they have seen.
They may be asked to wait at the location
until someone is sent. Regardless of what
the problem is, there must be a response
within one hour of the call. Less urgent
sighting data is uploaded to a network
server at the end of the day; the computer
splits the relevant information for each
pipeline network and sends individual
reports to the various companies. This
information is then processed and issued
to engineers who generally visit the
respective locations within 24 hours to
sort out the problems.
TAMS also does aerial filming to
monitor increases in population density
because the maximum permissible
pressure in the gas pipe is determined
by its proximity to populated areas. Gas
companies therefore need to know if
the population is increasing in order to
reduce the pressure or replace the pipe if
necessary.
Operational Procedures
The VFR requirement for flying
the pipeline is a 600 ft ceiling. Normal
operating altitude tends to be 500-600 ft
AGL with an exemption to descend to
300 ft provided TCAS, strobes and ELT
are operating. Such descents are the
exception rather than the rule, and crews
generally only fly low to get a closer look.
Andy Gill, Helicopter Training Manager
and TRE at TAMS explains, “You’ve got no
more than about ten seconds if you have
an engine failure at that height so you’ve
got to fly fairly defensively. You’re also
constantly looking out for wires. If the
engine fails you’ve got to make an instant
decision about where you’re going.” ➤
You go beyond what’s considered pushing the limits.
It’s your calling in life to bring hope, putting more than your
reputation on the line... sometimes for one desperate cause.

We understand.
We do the same thing for helicopters.

At Edwards & Associates, Inc., when it comes to repairing,

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 The contract requires that a route
must be flown in a different direction
each time it is patrolled, in order to get
a different view of the pipeline. Possible
sightings can easily be obscured from
view in one direction, but be clearly
visible in another. Consequently, the
patrol has more chance of seeing the
whole picture. The ideal patrol speed in
the S333 is 80-100 kts; trying to map-read
a pipeline through a built-up area can be
quite a challenge, so occasionally speed is
reduced. Apparently though, once crews
get to know the pipelines and have found
them a few times, they start to remember
where they are!
TAMS uses non-standard flight plans
in order to cope with the pipes winding
in and out of busy traffic zones. The
flight plans, which are filed and renewed
annually for each control zone, allow
pilots to simply call up ATC with 30-
minutes notice, and provide them with
the reference number of the relevant
flight plan. This helps reduce workload as
the pilot can easily explain his intended
zone-entry and exit points.
Dream Job
There is a certain amount of
freedom in flying the pipelines. With no
commercial pressures it is possible to see
and do a lot of things that many others
will not experience – like flying right
across the centerline of a busy airport if
that is the route taken by the pipeline.
O’Brien describes it as a real dream job.
“Pipeline patrol really is everything you
want to do as a helicopter pilot – it’s good
fun as we get to fly as much as we like –
up to our duty limits, pretty much where
we like. We see some beautiful scenery,
and it’s true helicopter flying; this is
what helicopters were built for. As we
cover the whole country we’re not stuck
in one particular area, which is nice. As
a helicopter pilot I’ve always accepted
the fact that sometimes I will be away
from home. I’ve got a wife and a young
daughter, so being away for three or four
nights is not ideal, but that’s a choice I
made when I started flying.”
The minimum requirement for a
pipeline pilot is 1,500 hours. Typically, a
pipeline pilot will fly anything between
800 and 900 hours a year. Although
National Grid has discretion as to how
the hours are broken down, turbine time
is essential. TAMS is currently the only
S333 operator in the country, so training
and examining is all done in-house. There
are no extraordinary skills required for
the job; the biggest thing to learn is not
the actual flying but how to handle the
workload in the cockpit. O’Brien says
that most pilots could fly down the line
with no trouble at all. “But when you add
in all the extra work that’s going on as
part of the job it gets tough; whizzing
through busy airports, trying to obtain
clearances to duck in and out of control
zones, and at the same time attempting
to stay on the pipeline route while you’ve
got the radio going – listening out for all
the other traffic, trying to judge timings.
An immense level of concentration is
required at that point. Sometimes we’ve
had to change frequencies so much
between busy zones, that we’ve ended up
using two radios to be sure we don’t miss
Left: Sheffield City Airport viewed
from above. The observer uses the
17-inch display in the cockpit to monitor
the pipeline.
ABOVE: The pipeline can run through
built-up areas as well as under farmland.
anything. The added pressure can be a lot
to cope with but it does make you a better
pilot because you’re constantly working
hard in the cockpit.”
THE FUTURE
Compared to other means of
surveillance, the helicopter comes out on
top – it’s both efficient and cost effective.
Last year alone TAMS observers reported
some 18,000 sightings across just over
half a million kilometers of pipeline.
Using helicopters not only saves the gas
companies money, but also has far less
environmental impact than trying to
achieve the same results on the ground.
So what does the future hold? Will
satellite surveillance be the way forward?
Maybe, but today’s technology has not yet
reached the necessary standard to make
this possible – and a satellite cannot land
and tell people to stop digging! It may
well be 20 to 30 years before satellites will
be up to the job, so it is a fair bet that the
helicopter will continue to protect Great
Britain’s gas for the foreseeable future. n
63

by nick lappos
Marginal
Machines or
Marginal Pilots?
There is a geek joke that says
that when Microsoft finds a
software fault, they declare it
to be a “feature” and move on.
It is a joke, I know, because
Microsoft continuously
provides software patches to
fix “features” and make their
system better. I wish we in the
helicopter industry had the
same desire to relentlessly fix
our designs.
There are several helicopter problems
that sometimes cause accidents. There is a
trend to label these problems as endemic
to all helos – to call them “features” as if we
could do nothing about them. Then, once
accepted as “features” (so the logic goes), all
we have to do is teach pilots how to avoid
the problems and we will never have to fix
them in the design. In effect we have shifted
the blame to pilots.
I don’t accept that these problem
areas are part of the landscape. I think
they can – and should be – fixed. I
believe that if particular problems appear
regularly only in helicopters made by a
specific manufacturer, they must be the
result of flawed in-house design rules
and techniques and inherent to that
manufacturer’s way of doing business. Back
in the 1950s, when we in the helicopter
industry didn’t know what we were doing
and were figuring it out as we went along,
this was probably unavoidable, but now we
know better, and can be held accountable.
If we don’t fix such problems, if this “blame
the pilot” logic continues, we might grow to
accept these design failings as normal, and
64
the last word
allow brand new designs to continue them
long into the future, instead of utilizing
available technology to eliminate them.
That is why I am disappointed that
the FAA, the most powerful agency for
maintaining safety standards in design,
seems to have taken the pressure off the
manufacturers who build flaws into their
machines. The FAA actually publishes tomes
that declare such problems to be universal.
In addressing these problem areas
the US Military has taken a different
tack. Military helicopter airworthiness
engineers (the military equivalents of FAA
design safety guardians) have held the
line and shown that proper design can
eliminate “features” that can and do cause
accidents. The military has actually rejected
helicopters that had these problems, caused
the manufacturers to fix them and then
retested them to be sure things worked right
before allowing their people to fly in the
machines. This is the way it ought to be! So
just what are these problem areas – these
“features”?
Loss of Tail Rotor Effectiveness (LTE).
This term describes a condition where
marginal tail rotors are swamped by flight
conditions within the normal envelope.
LTE can cause helicopters to lose control
and spin if not flown with great care in
some flight regimes. The cause is simple
enough; the tail rotor does not have enough
authority to overcome slight reductions
in thrust caused by wake effects in some
crosswind flight conditions, or by torque
fluctuations during manoeuvres.
However, build enough thrust margin
into the tail rotor (maybe 5 to 10%) and
LTE does not occur! I have a 1970s Russian
design guide that details the problem
for anyone who doubts this explanation.
The reason that most manufacturers’
machines do not experience LTE is that
their companies’ design guidelines require
adequate margin.
When US Army tests unveiled LTE in a
new type of helo from a manufacturer, the
Army fixed the problem by making the tail
rotor bigger and more powerful – and the
problem disappeared entirely!
When LTE accidents first began cropping
up, the initial FAA response was brilliant.
It began a successful and worthwhile
campaign (with the US Army) to teach
pilots where the problem occurred, how
to gently handle the aircraft through the
problem area, and how to fix the problem
if it occurred. That was excellent, of course
– and necessary – and through these efforts
LTE accident rates dropped by about 90%.
The next step was not so brilliant.
Because the model of helo that exhibited
the problem is in widespread use, and a
redesign of that type would be extremely
expensive and impose enormous financial
penalty upon the manufacturer, retrofit and
redesign was not a viable option. My friends
at the FAA were in a quandary. One possible
solution was to recognize the marginal
nature of that type; use training as a back-
stop until the model gradually became
obsolete, and hold the line for better control
of any new types that were on the drawing
boards. Instead, LTE was declared as a
“feature” of all helicopters, and enshrined
as an acceptable design condition. The FAA
even allowed a new FAR interpretation by
the manufacturer concerned that approved
passenger-carrying helicopters with NO
demonstrated crosswind control – LTE
waiting to happen!
Jack-stall is another problem area. A few
helicopter models from one manufacturer
can experience control “lock up” if they
are manoeuvred under high-weight,
high-altitude conditions. Accidents have
resulted from these control problems.
The explanation is simple enough. When
a rotor begins to experience retreating
blade stall, the blades press down on the
controls harshly and the hydraulic servos
must resist that force. If the servos are
not strong enough, they can be driven
backwards, and begin to lock the cyclic, or
even move the stick in the pilot’s hands.
Some call this “servo transparency” and
others, “servo stall.” The cause is simple;
the manufacturer has installed a servo
system that is too small for the rotor’s
natural forces. This often comes to light as a
helicopter model “grows” and gross weight
increases, exposing the design’s limited
margins. Should a servo system be allowed
to become swamped by the rotor? Should a
pilot ever be forced to become a passenger
during manoeuvres?
The conditions that cause progressive
blade stall can be insidious. There is no easy
guideline for pilots as to what constitutes
an excessive manoeuvre. However, when he
flips upside down...“it must have been pilot
error!” At high density altitudes some gentle
manoeuvres that are easily performed at
sea level can suddenly cause “jack stall” and
cause the helo to flip inverted in seconds.
Several recent accidents have occurred as
a result of jack stall, and once again, the
FAA has written some pilot guidelines to
help prevent accidents. Good stuff, and
worthwhile for those aircraft and crews
likely to be affected by the problem. Surely
now is the time to enforce approval tests
and techniques on all new designs to
prevent jack stall in the design phase – long
before the FAA is faced with the devilish
decision of what to do about it as a problem
in an extant fleet. However, if the other
course is taken, and jack stall is defined
as a “feature,” our industry will have sold
itself out a little bit – swapping robust
design integrity and safety for unjustified
and inappropriate excuses of “pilot error” in
future.
What qualifies me to say these things?
I was the chief R&D test pilot for a major
manufacturer for over a decade and then
became their Director of Test Engineering.
My 7,500 hours of flying has included
2,000 hours of experimental test flying. I
have written a dozen papers on helicopter
manoeuvrability and agility and was made
a Fellow of the American Helicopter Society
for those papers.
I think it is time to stop blaming pilots
for design shortfalls. n
LAPD COMPARED.
WON.
CLEARLY.

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