Professional Documents
Culture Documents
36
ned dawson 22 56 46
Gregg Rochna, owner of Maverick Helicopter, did not become the world’s largest EC130
tour operator overnight. His attention to details such as engine reliability and customer
service is the essential key to his success. His engine of choice – the Arriel. www.turbomeca.com
f r om t he e d i t o r
Well I’m going to break with managed. This is not surprising to anyone
CEO the usual and talk about something in middle management where admittance
Neville (Ned) Dawson military in a very civilian-industry that help is needed can be viewed as poor
focused magazine. Why? Well, the management.
PUBLISHER Royal Australian Navy recently The message here is that while an
by mark ogden
Cathy Horton released a 1,700-page Board of Inquiry operator needs a good reporting and assessing
(BOI) report into the loss of a Sea King on the system there is also a need to for the data
EDITOR Indonesian island of Nias in 2005. Of the 11 to be processed to form the ‘big picture’ and
Mark Ogden on board, nine died in the crash and ensuing then action can be taken. Constant error can
fire while two survived with serious injuries. indicate that the system is too complicated
deputy editor I can hear you say; why talk about this report or that compliance at best difficult and other
Rob Neil here? Well, that report raises a series of issues measures need to be taken to either eliminate
that apply equally to the civilian industry and the error or at least minimise the impact of
US EDITORs it is well worth a read. error. Constant violation can also be the result
Aaron Fitzgerald The BOI considered 44 Terms of Reference of a complex system but, but as shown in this
and it deliberated for almost 20 months, accident, if not stopped quickly, it can become
Greg Davis
considered evidence from more than 160 ingrained in the organization’s culture.
witnesses, reviewed 560 exhibits, conducted The BOI also examined appropriate
legal EDITOR
hearings over 111 days and produced levels of crash survivability and injury
Robert Van de Vuurst
approximately 10,000 pages of transcript. minimization. The board noted that the
The full report includes 759 Findings and intent of a prior recommendation was to
european EDITOR make the Sea King safer for passengers in
256 Recommendations for improving aviation
Sarah Bowen safety and is available for download at the event of an accident but over a period of
http://www.defence.gov.au/sea_king_boi/ 10 years, this became misconstrued through
technology editor
board_of_inquiry.htm evolution as the task became more difficult
Nick Lappos
As background, the crew were conducting and complicated. The report also noted
humanitarian aid operations. During final that there had been a recommendation
safety editor approach to a village, the helicopter adopted not to change the seating because the
Phil Croucher a 55° nose-down attitude before impacting current seating “complied” with an existing
the ground. A severe fire ensued. The airworthiness standard but there had not
ITALIAN CORRESPONDENT accident was survivable but many of the been a proper risk assessment conducted.
Damiano Gualdoni deaths were attributed to safety deficiencies The report commented on a “compliance
in seating, restraints, cabin structure and mentality” noting, that it was concerned
scandinavian CORRESPONDENT materials representing heightened impact, about a minimalist approach to meeting
Rickard Gilberg flail, and toxic smoke hazards and escape safety compliance requirements, sometimes
impediments. at the expense of achieving positive safety
proofreader There was a failure of the flight control outcomes. Sound familiar?
Barbara McIntosh system caused by the separation of the After the helicopter crashed, a fire began
fore/aft bellcrank from the pitch control when residual fuel from an engine or oil
DESIGN linkages in the helicopter’s mixing unit. This from a fracture reservoir came in contact
Graphic Design Services Ltd was the result of a series of maintenance with hot engine components. After about 5
errors and non-compliances some 57 days minutes, the fire rapidly spread through the
PRINTING before the accident. Basically, somebody aircraft probably as a result of, in the Board’s
Print World didn’t put a split pin in and the nut holding opinion, the ignition of the contents of 12
the linkages undid. 250 gm butane cylinders that were onboard
EDITORIAL ADDRESS The unscheduled maintenance that led the helicopter. These cylinders had been
Oceania Group Intl to the accident was characterised by a series consigned without the aircrews’ knowledge.
PO Box 37 978, Parnell of errors, oversights, inadequate supervision, This serves to highlight an often-forgotten
Auckland, New Zealand repeated non-compliance with maintenance aspect regarding the carriage of dangerous
PHONE: + 64 21 757 747
regulations, as well as poor communication goods. While the possibility of something
FAX: + 64 9 528 3172 and coordination between shifts. going wrong with the goods under normal
When examining the actions of flight conditions is a concern of which most
EMAIL individuals, the inquiry found that the people are aware, in an accident, some
info@heliopsmag.com maintenance error and non-compliant commercial products such as these butane
practices were recurrent within the parent canisters can effectively turn into bombs.
WEBSITE Squadron. So while individuals had erred Reading of this report by those in senior
www.heliopsmag.com or been non-compliant on the ship, their and junior management, operations and
actions had almost been indoctrinated at maintenance is, I believe, essential. You may
is published by Oceania Group Intl. an organizational level where violation had not agree with all the findings but it will at
Contents are copyright and may not be reproduced become the norm and almost expected. least make you think.
Although the Commanding Officer (unit I would appreciate any comment or
without the written consent of the publisher. Most
manager) had identified the problems feedback on people’s thoughts about this
articles are commisioned but quality contributions
within the Squadron, he came to the report. I have some reservations about certain
will be considered. Whilst every care is taken
conclusion that the embedded culture of aspects but the issue I found particularly
Oceania Group Intl accept no responsibility for
shortcuts and work-rounds had become interesting was the discussion about safety
submitted material. All views expressed in HeliOps entrenched, identifying this to higher versus compliance and how being compliant
are not necessarily those of Oceania Group Intl. command (senior management) but then does not necessarily serve safety well.
reassuring them that the problem was being Anyway, safe flying! n
3
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legal counsel
You may recall that, a few columns the State Board and getting nowhere, the
ago, I advised that you should never take a operator filed suit in the federal court,
cruise through the FARs and assume your seeking to have the state regulations
job is done when trying to figure out your voided on preemption grounds. Their
by robert van de vuurst legal compliance on any issue. State laws argument was basically this: “Issues of
HeliOps’ legal counsel columnist and regulations sometimes have an effect aircraft safety are the sole and exclusive
as well. But let’s say you’ve now done that, territory of the FAA. The State of
and you find that there’s a state or local Tennessee has no business, or power, to
ANSWERING TO statute or regulation that’s completely
inconsistent with what the FARs are
do or say anything about what is or is not
on my helicopter, so these regulations
TWO MASTERS* telling you to do, or if not inconsistent,
perhaps adds a layer of complexity on top
are void.” “Not so fast,” said the State
of Tennessee. “Nowhere in the Federal
of the FARs that you just don’t want to Aviation Act does it specifically state
deal with? Exactly how much do you have that the Act preempts this kind of state
State laws and legislations vs to answer to these two masters? law, so we’re perfectly able to promulgate
FAA regulations. Depending on the state directives, this type of regulation.” The court
maybe not much, due to a legal doctrine wasn’t impressed with that argument,
known as “preemption.” “Preemption” citing a proposition of law called
basically means that, in certain “field preemption.” In other words, even
circumstances, a federal schematic or set if the United States Congress didn’t
of laws can be deemed expressly say in the Federal Aviation Act
to be so comprehensive, that it was preempting state law –
and the public policy federal regulation in the field of air
If you run into any in having one uniform safety is so widespread and pervasive (and
set of rules to govern isn’t that the truth, right?) that there can
state law or regulation
is so important, that be no doubt that it is the be-all and end-
that you think is any state or local all when it comes to aviation safety.
regulations are deemed “Wait a minute”, said the State. “Our
probably preempted, to be superseded or regulations don’t really conflict with
voided, sometimes federal law, they merely supplement it,
don’t just ignore it. even where the federal so they should be allowed.” “Nice try,
statute doesn’t even but it doesn’t matter,” said the Court. “If
At the end of the day
specifically state that you’re preempted then you’re preempted
the only person that it preempts any state for everything in the field of preemption,
laws. There’s a recent in this case aircraft safety, not just
can say something is case from right here something that blatantly conflicts with
in my home state of the FARs.” Summary judgment was
preempted is a Judge. Tennessee that’s very granted for the operator, and the state
13
Honeywell Powered
15
safety column
A common practice in the hotel are very rarely validated. This dubious
industry is to substitute the expected practice seems to be often used during the
liquids inside the bottles in the bar for firefighting season.
cheaper products. It also happens in The Kamov KA 32 is a case in point.
by PHIL CROUCHER aviation. Again, referring to a previous This machine is certified under JAA rules
column, passengers have a right to as a single pilot aircraft, but not for cargo
Customers get what they paid name when the contract clearly specifies cannot carry fare-paying passengers, it still
one with over 1,000? Is the company essentially needs two qualified pilots at
for right? Sometimes this right to “do what you gotta do” when all times except when positioning! Many
there are no other pilots available, or it flights do not have the qualified second
isn’t the case and despite
is not willing to pay the money to hire pilot and are against the requirements of
contract requirements, it somebody more qualified, and thereby the flight manual and are therefore illegal,
make more profit? meaning that there is no guarantee of
seems some operators are
I don’t think so! If the customer insurance, because there would only be a
taking to putting pilots in requires a certain level of experience, payout if it was in insurance companies’
it’s not fair to just put anybody in the interests to do so.
seats who aren’t qualified or
front seat and not tell The end result is a
don’t have sufficient hours. them. A more positive large helicopter which
approach would be to is heavier than the
get the safety advisor S-61, being flown by
representing those The authorities pilots with as little as
companies and have 300 to 400 hours, aided
them fly with the
concerned by highly qualified
pilots concerned, and but unlicensed people
should ensure
get one-off certification occupying crew seats
for each of them. This that everybody with fully functioning
would have the added dual controls. Those
benefit of helping flying aircraft controls would not
customers to realize normally be there if
that low-time pilots are
registered in their the people occupying
not necessarily a bad that seat were true
domain have
thing, provided they advisors. (I suspect that
have the knowledge proper licences, an advisory position
and common sense aboard a heavy aircraft
upstairs. or at least have on fire operations,
However, not without dual controls
having proper pilots at their ICAO ones and manned by a 400
the controls appears hour Captain would
validated.
to be happening have few takers!)
in Europe with This surely is not
apparent government right, and it makes you
sanction. There are wonder whether JAA
cases in which very low-time local pilots is working properly, and will EASA be any
are being given type ratings on heavy better. EASA is severely under-funded and
helicopters, who are then the “paper probably not capable of overseeing things
pilot in command”, while the co-pilots, properly.
who are actually operators or technical The authorities concerned should
advisors have not gone through the JAA ensure that everybody flying aircraft
licensing process, yet still do much of the registered in their domain have proper
operational flying. licences, or at least have their ICAO ones
In fact, their own foreign licences validated. n
17
flight dynamics
transmission mounts and engine deck The horizontal and vertical fins are
are very much stronger than needed for the tail feathers of our bird, and must help
air maneuvers, because they must also stabilize the machine to allow us to control
withstand the crash forces that would it. Like the feathers on an arrow, these
cause the transmission and engine to fins act to keep the fuselage pointing into
by nick lappos tear loose and tumble into the passenger the wind, and prevent it from tumbling or
compartment. Called “primary mass slipping during maneuvers or when gust
retention”, the newest regulations require disturbances are encountered. Their sizing
19
We Fly
We Maintain
www.colheli.com
503-678-1222
Anne Chantal personal profile
Pauwels
Commercial Pilot
Mont Blanc, France
21
story by rob neil
PHOTOS by ned dawson & rob neil
c o v e r f e at u r e
24
the desert to the poppy plantations that control programs in some “impossible” Afghan farmers standing amidst
it is a truly impossible demand to expect terrain in Colombia (against some their flattened poppies assess the
that ground eradication will make any violent and determined terrorist damage to their crops – hoping to
impact at all on such a massive problem. opposition), and has made a substantial salvage whatever they can behind
It would require literally thousands of impact upon the cocaine trade in that the departing AEF.
people and millions of dollars worth of country. Unfortunately, the US and the
equipment to even begin to make any international community must tread
significant dent in these plantations. very carefully to avoid “upsetting” the
No one involved in the current extremely delicate political situation
eradication process is under any illusions within Afghanistan, and at present the
as to its overall “effectiveness”; the use of spray – however environmentally
decision to utilize the almost completely harmless the spray that would be used
ineffectual manual eradication methods might be – is not politically acceptable
is entirely political. Although ground within that strife-torn country.
eradication can be effective in smaller For the meantime, then, until
growing areas, when one sees the scale common sense prevails and the necessity
of the problem in the Helmand Valley of introducing spray control becomes We are entering hostile
first-hand, and sees the million-and- accepted, the men and women of the DOS
one problems associated with ground Air Wing must daily risk their lives to
territory and these
eradication, it is rather difficult (for an protect those on the ground, who likewise
independent observer) to understand the risk their lives each day in the seemingly
motives behind such a decision. futile pursuit of “poppy eradication”.
highly experienced
However, there is no doubt that the Everyone involved in the poppy-
US (and international) policy-makers eradication program seems to professionals are ready
are serious about wanting to eradicate understand, or at least accept, the need
the opium trade. There is equally to continue with the present ground for whatever the day will
little doubt that the means to do this eradication for the time being, because
effectively are readily available in the however ineffectual it might be, ground throw at them.
form of widespread spraying. The DOS eradication is better than no control at
Air Wing operates highly effective spray all. It is indisputable that the drug-trade
25
A typical walled compound
surrounds an Afghan farmer’s
home. The healthy-looking
poppy crop within the walls
is at least five times more
“valuable” to the farmer than
the crops outside.
26
I had imagined some
by farmers in disguised
so widespread and
“accepted”.
and terrorism are inextricably linked eradicate their poppies. Not surprisingly, watches over a pickup truck loaded
throughout the world. The fight against then, the AEF is not welcomed with open with RPGs. These deadly weapons are
drugs is one in which there can be no arms in the Helmand. much in evidence everywhere.
“giving up” if the civilized world is to have Our pilots point out to us a cloud of
any chance at all of defeating terrorism. dust in the distance – it is the dust kicked
The residents of the Helmand Valley up by the convoy of vehicles belonging to
are among Afghanistan’s most prosperous the AEF, which our helicopters are here
– thanks to the income they derive to protect. The AEF has almost finished
from their poison poppies. However, its work in the fields for the day, and we
their “prosperity” is a relative term; no are here to cover their withdrawal to their
Westerner would consider him or herself base camp. As we cross field after field
“prosperous” were they to live in the mud of lush, green, healthy poppies, I shake
huts of the Helmand farmers. As meager my head at the seeming impossibility
as it is in comparison to “wealth” by of the scale involved. I had imagined
western standards, the relative wealth of some covert, furtive process by farmers
these farmers is at risk from any effort to in disguised plantations hidden away
27
The AEF convoy assembles
for the return to camp as
aggrieved locals look on.
Our helicopter had already
been fired upon and soon
after this photo was taken,
three rounds of small arms fire
were directed at the convoy,
although no one was injured.
in valleys, but this is so widespread and crew tells us that they have never seen never follow the same path twice.
overt and obviously “accepted” – that I such crowds before … this may be an Ned (on the left side of the helicopter)
find it hard to believe what I am seeing. interesting afternoon! and I (on the right) both have our cameras
As we approach the dust cloud, I see It is a (slightly) comforting thought out and we are photographing everything
the scores of vehicles – tractors, four- that the Air Wing’s helicopters have not in sight through the open doors. As we
wheeler motorcycles and trucks – of the been fired upon (that its crews are aware roll out of a left turn and begin a turn
AEF. They stretch for kilometers along the of) since they first arrived in Afghanistan to the right, my eyes are drawn by a
narrow dirt roads that border the poppy at the beginning of 2006. The first poppy bright orange flash and a puff of smoke
fields and irrigation canals. Lining the season was without significant incident below. It is unmistakably a deliberate
sides of the roads are hundreds of locals – at least as far as the Air Wing was “detonation” of some kind (an RPG launch,
watching the convoy of vehicles. Having concerned. The AEF fought off attacks in it transpires) and as I look towards it – a
been a police officer for many years, I am 2006 and has endured more than a few mere 300 or so feet away – I can see two
well aware of the possibility for such a this season, but these have not been while men standing upright a few feet to the
crowd to become unruly – even without they carried out their work in the poppy side of the source of the flash. The men
the confrontational aspect implicit in the fields – the attacks had been upon their are pointing rifles at us. As I point out the
AEF’s presence here to “destroy” these camps at night, when there were no well- flash to Pete (the medic) beside me, we
people’s livelihoods armed DOS helicopters circling overhead. all hear the unmistakable sound of semi-
(as they see At an altitude of 300 ft, we maintain automatic rifle fire. We are so close to
it). Our a standing patrol as the AEF finishes the gunmen that the sound of the rounds
its work and begins an orderly is clearly audible over the noise of the
withdrawal. As the ground helicopter.
vehicles line up and assemble Even as Pete alerts him that we are
along one of the bigger dirt taking fire, the pilot is already responding
roads to our west, our patrol and turning sharply away to the left.
path takes us a mile or so We have just had an RPG round and
east of the convoy. The pilots between 15 and 20 rounds of rifle fire
– all ex-military and mostly directed at us, but there is no panic in the
ex-special forces pilots – helicopter – just an immediate and highly
understand the necessity to professional response to a situation that
remain unpredictable and we these men have all been through many
28
I can imagine the
must feel.
It is not an easy
keep smiling.
times before in different places. There We know exactly where the bad guys top left: Ned Dawson (standing, second
is no need to fuss; everything directed are, and while our crew carries weapons from left) with a group of local police officers
at us missed. However, the measured and the mini-gun-armed helicopter is as they take chai (tea) in the Helmand
response of the crew paints a perfect within 20 seconds of our position, there Valley. These police are not the same as
picture for me of the kind of people we are is no question of retaliating. We are safe,
the AEF staff. Our guide and interpreter
accompanying. none of the good guys on the ground
(faces disguised) at the front right. Note the
Both pilots immediately demand are in danger, and we cannot afford to
“standard” RPG belonging to one of the
responses, first from each other, and risk hurting innocent bystanders. We
police officers behind our guide (centre).
then the rest of us in turn – as to whether have been told before that this is the
anyone is hurt. No one is. Neither policy – the Air Wing is here to protect above left: The poison within this
pilot felt any hits on the helicopter, the AEF and not as a combat unit – but innocent looking pod – about to be
which appears and feels to them to it is further indication of the degree of flattened by the AEF cutters – will not
be undamaged. They elect not to land professionalism amongst the crew that no
reach the veins of a drug user.
to check it out, because amongst the personal desire to “get” the guys shooting
hundreds of Afghans on the ground below at them enters the equation. From my above centre: Our guard scores a poppy
us we know there are at least a few who own experience, I can imagine the bud to show the opium sap within that dries
do not take kindly to our presence, so it frustration the guys must feel. It is not an and forms the brown sticky gum, which is
would not be sensible to land amongst easy thing (personally) to have the means harvested and collected.
them (I was guessing the pilots had seen to retaliate, yet sit there and take it and
above right: The eradication work is no
the movie Blackhawk Down). The decision keep smiling – but it is the professional
is made – although closely monitoring thing to do, as these guys’ actions clearly more elaborate than this – one of dozens
the helicopter – to maintain our existing demonstrate! of ATVs and tractors drags heavy metal
patrol and check it out further when we Within minutes, we receive a report bars through the poppy fields, flattening the
refuel. that the rear elements of the AEF convoy ripening crop.
29
The Air Wing’s crews and
their Huey IIs are about
to depart their Kandahar
ramp on a mission to
support the AEF in the
Helmand Valley.
have also taken fire. They report just and accompany the men on the ground. am startled at the sight of a robed Afghan
three rounds but have no idea where We do. man holding an RPG on his shoulder. He
from. No one is hurt; we continue The next day dawns as fine and is apparently a local policeman – why on
patrolling as if nothing untoward had sunny as the last. The mission is running earth the police require RPGs is anyone’s
happened until it is time to refuel. according to schedule and we are away guess, but then this is Afghanistan! As we
After refueling, when a check of the nice and early. Following a roughly similar drive further, we come across a battered
helicopter reveals no damage, we return route across the empty Red Desert to the old Toyota pickup at the roadside, another
to escort the AEF back safely to their base Helmand Valley, the test-firing of our non-descript Afghani sitting in the
camp before we depart for Kandahar. crew’s weapons takes on a little more vehicle’s rear tray which is bristling with
It has indeed been an interesting significance today. half a dozen RPG launchers – another local
afternoon. The AEF convoy is still en-route to policeman, apparently.
As we make the one-hour return the cut site as we arrive overhead. After One wonders how many such weapons
flight to Kandahar, the pilots respond to contacting “John” on the ground, we land litter this violent country – how many
a request from the base for details of the through the cloud of red dust alongside such weapons were left behind by the
afternoon’s incident – the first since the the racing column of four-wheelers and Russians that now reside in the hands of
Air Wing began operating in Afghanistan. trucks. The gunship circles overhead as goodness-knows-who.
The information will be passed to the Ned and I disembark and make our way to As the convoy reaches the cut site,
embassy. While it has been no big deal to separate trucks. Ned and I join up again and we are
the crew, it is potentially an important The “road”, such as it is, is a assigned an armed guard to escort us
escalation in political terms if the bad diabolically rutted and bumpy track criss- into the fields. The police of the AEF, who
guys are now apparently prepared to crossed at regular intervals by muddy are specially trained and equipped, are
“take on” the armed helicopters. channels. There is still plenty of water a more professional group than the local
The demonstration of professionalism around after recent rain and it has not yet police – and we are soon to learn a few
continues when we reach Kandahar. begun to get really hot. uncomfortable truths about the
There is no fuss or drama, simply a We drive for almost an hour along local police.
thorough and emotion-free de-briefing, rough narrow tracks and roads, passing
during which the crew is asked, among endless high mud-brick walls that
other things, to explain its decision to surround every home. Our escorts wear
continue patrolling and not land to check body armor and carry automatic weapons,
the helicopter. After an explanation, as do those in every truck in the convoy,
their decision is accepted. There is an and they are constantly alert for trouble
atmosphere of mutual respect amongst with their weapons at the ready. The
the Air Wing’s personnel. surroundings offer limitless hiding
The Wing’s safety officer, who is places and ideal opportunities for
once again our gracious and helpful potential attackers to launch attacks.
host throughout our stay, takes his job Nearly everyone we see carries
seriously and asks us if we still want to some sort of weapon. It is difficult to
accompany the next day’s mission back tell the difference between residents and
to the Helmand, when we plan to land local police, and the first time I see it I
31
“I not go to school anymore; Taliban come to school – tell
32
Today the locals had
decided they didn’t
want the AEF to cut
down their poppies …
so they didn’t!
The local people watch proceedings Through our interpreter, the farmer above: INL’s Office of Aviation Director,
from the shelter of their mud-brick introduces himself as the land’s owner. Sharon Nell and President Bush’s drug
homes. Their expressionless faces give He understands that we are journalists “Czar”, John P. Walters during a visit by
nothing away, but the throngs of children and wants to tell us what is happening. Walters to Kandahar.
willing to approach our convoy seem Apparently, although he has paid the
friendly and welcoming. local police the equivalent of US$100 for left: Only a couple of weeks after
As we prepare to join the cutters, a “protection” from having his crop cut, it is HeliOps’ visit to Kandahar, one of the
young boy approaches us and addresses being cut anyway. Understandably, he is Air Wing’s Hueys was damaged by
us in English. “Hello,” he says. “I your not happy. small-arms fire and was lucky not to be
friend.” It surprises us to find a youngster We have only been talking to him for shot down. Even more fortunately there
out here in the Helmand Valley who a few minutes, when we notice three men were no injuries to Air Wing personnel…
speaks English and we ask him where approaching us across the field. Two of
the bad guys did not fare as well.
he learned it. “I learn in my school,” he the men are armed with AK47s and, while
replies. We ask where he goes to school. they do not appear threatening, our escort
“I not go to school anymore; Taliban is wary. The larger (unarmed) man is one powerful local people avoid having their
come to school – tell us anyone who go of the local leaders. He tells us the same crops damaged and only a few unlucky
to school have their head cut off.” He is story as the farmer in whose field we are “token” properties (those of the poorer,
neither exaggerating nor joking. It is a standing. Several other farmers whose “less important” farmers) are targeted for
grim reminder of the realities of life for properties have been cut today have the sake of appearances. According to our
these people. The local farmers might been forced to pay protection money to informant, while local police may prevent
make more money from opium than from local police but their crops are being cut some cuts, they rarely appear to make
wheat, but an inseparable association anyway. We establish from this man that much effort to dissuade the cutters.
with terrorist overseers is one of the it is common practice. To refuse to pay We get the chance to speak to the
consequences they must pay for their part protection money invites a beating – AEF’s senior US advisor on the ground – a
in the Helmand’s narcotic economy. or worse. man with a distinguished special-force
It is not the only price they must pay In reality, the local police seldom background. He tells us that many of the
these days. At the second property we know which properties are destined Helmand Valley’s “farmers” are not local
visit, its owner watches quietly as the to be cut – certainly not until the last but are transient growers, here to make
AEF knocks down his crop. I wonder what minute. The properties to be cut are a “quick buck” growing poppies – or to
the man is thinking as I snap his picture. negotiated by “committees” of local find wives. One gets the feeling that the
He sees me with my camera pointed at leaders (like the man we were speaking Helmand Valley might be the eastern
him and walks calmly towards us. He is to), and representatives of the AEF and equivalent of the Wild West goldfields in
unarmed, but I wonder what he will say. local government. One suspects that the late 1800s. He confirms what
33
the farmers have told us about the
corruption. It is a real problem for the Flattened poppy fields.
AEF, and one that the ground eradication Unfortunately, this is only a
process unavoidably invites in such a drop in the bucket. Thousands
lawless land. of acres will remain untouched
He tells us that a much hoped-for spray – their opium poison destined to
program was in place at the start of the cause misery around the globe.
season and was all ready to go, but was
halted at the last moment. It must have
been a frustrating blow for him, but like
all the other involved in this game, he
simply gets on with doing the best that he
can in the circumstances.
He tells us how the AEF visited farmers
in the Badakhshan Province before the
poppy season and ploughed farmers’
fields there. The AEF was welcomed and
its goodwill paid off in reduced poppy
cultivation. Although bemoaning the
ineffectiveness of ground eradication
in general, he admitted that it did have
effects beyond the simple destruction very much depend on it for support. members of any large team, something
of individual crops. In smaller poppy- My third mission with the Air Wing that stood out immediately was the
growing areas, the eradication of crops the following day illustrates the dire need universal respect with which those at the
has more of an impact throughout a for a different approach. After the usual top were viewed – something I found both
community. Farmers who have lost a crop Red Desert transit, we meet up with the unusual and heartening.
to eradication are less likely to devote AEF at their base camp. Their late start Unlike many managers, the DOS
time, effort and money to growing another is not the result of inefficiency, but is a leaders are not afraid to get their
poppy crop if they fear it may also be political (and potentially violent) standoff hands dirty. When Ned and I arrived
destroyed. with local residents angry at another day’s in Afghanistan, Sharon Nell was there
The policy decision to use ground planned eradication. After spending two accompanying the crews on missions to
eradication is made at the national level hours on the ground (long enough for us experience conditions for herself. This
in Afghanistan and is independent of to have to fly away and refuel) the day’s was no ivory-towered politician hiding
external policy. Any possible future cutting is called off. Ground crew and behind a desk and delivering unworkable
decision to spray will likewise be made the kilometers-long convoy of vehicles all edicts. Paul O’Sullivan and Rob Carlson
by the Afghan government. From an turn round and head back to base camp. are both ex-military and highly respected,
outsider’s perspective, having seen the It is the ultimate demonstration of the and the whole Air Wing team realizes that
situation on the ground, and having reality of the current ground eradication neither man has accidentally stumbled
spoken to locals who are enduring the program. Today the locals had decided into his position in the State Department.
real-life consequences of the political they didn’t want the AEF to cut down Only weeks after Ned and I left
to-and-fro, it seems inevitable that if their poppies … so they didn’t! Afghanistan, an Australian television
the Afghan government is serious about Between our September 2006 visit news crew was accompanying the AEF’s
controlling the opium trade, it will have to and our return to Afghanistan in March, ground eradication teams in the Oruzgan
introduce a comprehensive spray program. Ned and I had the opportunity to visit the Province when they came under attack
Delaying the inevitable is not good news Air Wing’s management team at Patrick from a significant group of insurgents.
for international community who are Air Force base in Florida. After meeting Our friends in the Air Wing were
on the ground in Afghanistan trying to the Air Wing’s Director, Sharon Nell, the on hand to support the ground forces
restore peace and unite a broken nation. It Operations Division Chief Paul O’Sullivan and a fierce ground and air-ground gun
is particularly bad news for those on the and Deputy Director Rob Carlson, it was battle ensued, during which several AEF
front line of the war on drugs – like the obvious why the Air Wing’s operations are members were wounded and several
DOS Air Wing and the AEF – for they are so effective and professional. The attitude insurgents killed. The very helicopters in
at the very front of the global fight against that pervades the DOS team exists which Ned and I had flown only weeks
terror. It can only be hoped that effective because those at the top understand earlier took numerous hits and were
controls (spray) can be put in place as soon exactly what those at the coalface are almost shot down. Thankfully, none of
as possible. doing, and they have their complete our good friends in the Air Wing were
If it is, it will undoubtedly be the DOS support. injured, but having seen the photos of
Air Wing that carries it out. An efficient Having met the management team, damage to their helicopters, it was a close
and corruption-free spray program to it was interesting to later hear those on thing indeed. The “honeymoon” period for
target the major poppy producers would the ground in Afghanistan talking about the Air Wing appears to be well and truly
soon halt the flow of opium – and thus the them. While there are (and will always over. HeliOps’ thoughts and best wishes
funding to terrorist organizations that still be) some points of difference between will be constantly with them. n
34
o p e r at o r p r o f i l e
The backbone of the Dragons’ fleet number), has already started to arrive at
for much of the past 50 years has been the the Groupement Hélicoptères’ 22 bases
Alouette III. Nicknamed the San Bernard that are scattered around French territory.
du Ciel (Saint Bernard of the Sky), the With the last of the Dragons’ Dauphins
Alouette III is a legendary helicopter, now retired and its Ecureuils at midlife
revered by its crews for its simplicity (having being introduced in 1986), this
and reliability, and forever remembered year is as much a year of transition as it
by those it has rescued. But this old and is a 50th anniversary. This renewal of the
glorious helicopter is all but being phased fleet has brought with it a new yellow and
out of service. Its last stronghold is in the red livery – a new skin for the Dragons.
high-altitude mountainous operations, an But before we discover today’s
environment where the Alouette can still organization, we have to take a step back
outfly some of its more modern rivals. in history.
The Alouette’s replacement, the EC-145
(which, despite the French habit of doing History in Brief
so, has not been given a name just a While its history goes back further,
38
the Groupement Hélicoptères was The Echelon Central co-ordinate the With the arrival of the new
officially formed on 19 June 1957. Its first activities of the bases and develop and EC145, a new red and yellow
base at Grenoble, in the south-east, was test equipment for use by the group. The livery has replaced the
established to support mountain rescues maintenance center keeps the entire fleet traditional red and white.
in the region, and a second at Lorient running smoothly, with each helicopter
on the north-west coast, was set up as a transferred there for its 600-hour
maritime rescue base. overhaul.
The first helicopter was modest: an The Dragons’ main missions are
Agusta-Bell AB-47.G2 with a ceiling of search and rescue, coordination of
about 10,000 ft. Turbines arrived in the rescuers, and the transportation of
form of an Alouette II in May 1958, and people and equipment in times of civil
new bases were opened at Clermont- emergency. Its secondary missions
Ferrand and Perpignan. The Alouette III include urgent hospital-to-hospital
started a new era in 1962, defining the transfers (normally done by helicopters
next 35 years of Groupement Hélicoptères’. of the Medical Service, the SAMU), police The numbers are
In 1997 a headquarters, Echelon support, and fire-fighting support.
Central Groupement Hélicoptères, was important; 18,000 hours
established at Garons Airport in Nimes, Dragons’ Lair
along with a maintenance center. To find out just how the Dragons
work HeliOps visited the Grenoble base
flown a year and more
Groupement Hélicoptères Today at Le Versoud Airport. Grenoble, named
Today, the Groupement Hélicoptères “Dragon 38” (on being départment 38
than 10,000 people
comprises 40 helicopters and 300 men d’Isère), was chosen because it is both
and women spread across 22 bases – 21 the oldest and the busiest base. The base, rescued. Year-by-year
in France and 1 in Guadaloupe (there built in 1968 with hangar space for just
are also 7 seasonal detachments). The two helicopters, is open continuously – these numbers are
numbers are important; 18,000 hours 24 hours a day, 365 days a year. As such,
flown a year and more than 10,000 people at least one pilot and one mechanic are growing.
rescued. Year-by-year these numbers are on duty from dawn to well after sunset.
growing. The crews, who live close to the base,
39
right: Optimal visibility from
inside the EC145 thanks to large
windows and small frames.
unable to.”
40
are also on call overnight. There are no but he isn’t considered an expert until “We try always to fly a mission and
administrative personnel at Grenoble, so he has flown for at least an entire year, it is rare that we are unable to,” explains
all paperwork is split between the pilots experiencing both winter and summer Saffioti. “When it does happen it is
and done during dead-times – not that conditions. This may appear excessive, possible for the rescue crews to go in by
there are many of those. but when you consider that most foot, but of course it may take hours or
The crew on duty the day we visited mountain rescues occur in bad weather – even days to reach those in danger. In any
was mechanic Didier Esperon and pilot in snow or rain – or at night, this cautious case, it is very difficult for a helicopter
Vincent Saffioti, a highly experienced approach is a wise one. crew to say no to a rescue mission!”
team (see “Dragon Profiles”). Saffioti, the
Base Commander, welcomed me on to
the base with typical French savoir-faire.
ns ook
#3
Rescue flights made by Dragon 38’s two
p
helicopters continued unabated during the
Ti
t
ar
day. The crews flew around 1,200 hours
Sm
tio
and 1,400 missions in 2006, rescuing 1,150
people, and this year doesn’t appear to be ra
pe
O
any different.
Dragon 38’s EC-145 (Dragon 38-1) is
permanently stationed at Grenoble, while
its Alouette III (Dragon 38-2) spends
about half of its time at Grenoble and the
remainder (two months in the summer Get it
When You Need It
and four in the winter) on seasonal
detachment to Alpes d’Huez a famous ski
station well known by cyclist fans as a
stage on the Tour de France.
The area covered by Dragon 38-1
(Grenoble) has a radius of 100 kms, the
outer limits of which can be reached in
25 minutes. Normally the EC-145 flies Odds are
with only 400 kg of fuel (70%), but many
that when you
refueling points are dispersed throughout
the operational area so consecutive need new cargo hook
missions can be flown without having to
return to the base. equipment or replacement
Six teams of two – a pilot and a
mechanic – fly the two helicopters on a
parts, you need it right now.
roster system. Typically the pilots and That’s why Onboard Systems
mechanics are an experienced team,
but when either a new pilot or a new manufactures and maintains a large
technician is posted to the base he is
teamed up with an expert as his opposite
inventory of spare parts and complete
number. systems on-site, allowing for immediate
A pilot arriving at the mountain base
already has 4,000 hours under his belt, shipment for most items. So while other
cargo hook vendors may take months to get
you the products you need for load work, we
Working as a team is
can ship out most equipment the same day you
very important, and this
place your order. Visit our website to find out
is why the helicopters more and get a free catalog.
units like Grenoble have
the pilot on the right and
360.546.3072
the winch on the left.
hooks@onboardsystems.com
www.onboardsystems.com/explore Lift with Confidence
An Alouette III parked in
front the hangar at the Alpe
d’Huez mountain detachment.
The heliports control tower
can be seen on the left.
Intimate knowledge of their territory is downwash is less severe for those on the Doctors and paramedics are from
a distinct trait of successful rescue teams, ground.) the National Health Service, while all
and the Sécurité Civile crews typically For their colleagues based on the rescuers are experts in mountain rescue
stay at the same base for many years. The coast flying maritime operations, the and are seconded to the Dragons from
accumulated wisdom is irreplaceable. opposite is true; with no other obstacles the Gendarmerie (military police), Sapeur
At Grenoble, 75% of the crews have been and the only landmark a ship’s mast, it is Pompier (fire brigade), or Police.
there for 20 years or more. preferable to have the winch on the same
Working as a team is very important, side as the pilot. In any case, the winch Chain of Alert
and curiously this is the reason why the can be moved to either side in less than Dialing 112 in France puts you in
helicopters of mountain rescue units like an hour to accommodate the preferred contact with the Fire Brigade Rescue
Grenoble have the pilot on the right and configuration. Room. The operator, trained to
the winch on the left. The EC-145’s winch is more capable understand the gravity of the situation,
Saffioti explains that with mountain than the Alouette’s in all respects – faster, will alert the appropriate rescuers who
flying – particularly when flying near a longer (90 m versus 40 m), and able to lift will then assess the situation and decide
face or descending into a canyon – it is more (270 kg versus 136 kg). In fact, the on a course of action; whether to use a
best to have the winch operator on the EC-145 is wholly a more capable helicopter helicopter or to go in by road and on foot;
opposite side to the pilot to maintain (see “EC-145 vs SA 316B”); its twin engines’ what equipment will be needed, and the
visual clearance all around the machine. greater carrying capacity and faster size and structure of the team. Another
Saffioti qualifies this by adding that most cruise speed meaning that the EC-145 will important figure in this evaluation is the
rescues are better made with the winch complete any given mission faster and doctor, who is a volunteer specialized in
cable fully extended, safer. the mountain environment.
thereby keeping The composition of the team on This entire “evaluation time” takes
the helicopter board depends on the type of mission. just a few minutes, and if a helicopter is
clear of any For a mountain rescue a doctor and two scrambled it is airborne in no more than
obstacles. rescuers might be carried, or perhaps a five minutes (that said, the first flight of
(Another doctor, a rescuer and a canine unit (dog the day does take about a minute longer
advantage and handler); for a road accident a doctor as the pilot must run through a series of
of using a and a nurse; for an evacuation mission autopilot and engine checks).
long cable is just the pilot and winch operator might be With an operation as varied as the
that the rotor on board. Dragons’ – from the sea level to 4,000-
42
meter high mountains, and from sheer ice
faces to roads, woods, lakes and rivers –
the fixed equipment on board is minimal.
Instead, rescuers and doctors load the
necessary equipment for each particular
mission.
A “Routine” Mission
The emergency alarm sounds; a boy
has been run over on a road in a nearby
valley. The doctors are already at the site
and are treating the patient, but the boy’s
serious condition means he needs an
immediate transfer to the hospital.
Being a road accident, rescuers are not
required and so the helicopter takes off in
a few minutes. It flies past the green Isère
Everything
Valley, with the spectacular Massif de la
Chartreuse on the left (which, according
to Saffioti, is a “factory of alerts” because
of its popularity with parachutists and
ultra light flyers), and a few minutes
we do
flies.
Light helicopters. Covert
later the helicopter is flying up a lateral
valley. The valley’s only road cuts through surveillance aircraft. Unmanned
the dense wood and the accident scene, aerial vehicles. Rapid prototyping.
blocked off by the Gendarmerie, is
Subcontract components and
obvious.
The EC-145 lands in the middle of the assemblies. At Schweizer Aircraft,
road, some 10 meters from where doctors everything we do flies. It’s been that
are working on the patient. The boy has a
way since our company was founded
head trauma and must be stabilized and
placed on a stretcher before he can be in 1939, and our new association
flown to the hospital. Finally the patient with Sikorsky Aircraft means our
is loaded on board and the mechanic
legacy of flight and engineering
closes the rear doors and the helicopter
lifts off for the hospital.
excellence will expand and grow
During the flight the doctor and nurse for many years to come. Today, as
monitor the boy’s vital signs, continually we prepare to deliver our 6,000th
evaluating his condition, and liaise with
the staff at the hospital.
aircraft, the future has never been
An ambulance is waiting at the brighter. In fact, you might say
hospital’s pad and the crew help the things are really looking up.
doctor offload the patient before
returning to base to refuel, ready for Schweizer. Everything we do flies.
another mission. The total flight time
was 51 minutes, with 200 kg of fuel used.
Hopefully a young life has been saved.
U.S. Navy imagery used in illustration without endorsement expressed or implied.
Sea Dragon
To see the third helicopter type in
the Dragons’ fleet, the Ecureuil AS 350B1,
HeliOps also visited the Groupement
Hélicoptères base at Cannes, in the south
of France. As its commander, Bernard
Denis, explains, “Cannes is similar to the
other Sécurité Civile bases. But here we
fly rescue missions both over land and
sea, so [there are] some differences in our
equipment, our crews and our training.
For example, while we have a rescue
team and a doctor, we might also
www.sacusa.com
Both ground and aerial
ambulances work side by
side and it’s a common
sight on French roads.
D r ago n P r o f i l e s
EC-145 vs SA 316B HeliOps: Just a few minutes after finishing a rescue mission, the helicopter’s panels are
EC-145 Alouette III opened and work quickly begins on checking fluid levels and critical components. Why
such immediate maintenance?
Engine(s) 2 1
Passengers 9 5 Didier Esperon: I was trained as a mechanic on board an aircraft carrier, where
Useful load 1,290 kg 900 kg we had to always be ready for the next mission. Mistakes or oversights were not
Cabin volume 5.85 m3 1.5 m3 allowed. The rescue service is no different and I cannot relax until I am sure
Cruise speed 243 km/h 175 km/h everything is okay.
44
Ditching into a dark,
executing a successful
helicopter without
drowning or freezing to
48
It was noticed that
fuselage.
Systems in Canada, who developed currently got seven or eight enquiries top left: Boiler suits and
the Modular Egress Training Simulator for HUET trainers around the world, dry suits are worn to keep in
(METS) to suit a large number of aircraft and we’re pretty hopeful we can get a essential body heat.
configurations. Today, however, EDM, a few more off the ground. We’re very
UK-based company active in the field of competitive and our heritage in design, top centre: The trainer has
training and simulation for around 35 engineering and manufacture gives us a max gross weight of 3,400
years, has added some competition to confidence that we have all the necessary kg (7,495 lb).
the global HUET market. EDM recently skills to offer a first class product.”
top right: Seating can be
supplied its first state-of-the-art trainer A good HUET course is undoubtedly a
re-configured to represent
to the Fleetwood Offshore Survival Center plus for aviation safety – if those on board
near Blackpool. The unit was produced can anticipate what they might face in various aircraft types.
and certified entirely in-house in the north the water, the number of lives claimed by left: Students learn the
west of England by the EDM project team. such accidents may well decline. Although
importance of keeping one
Paul Kain, Business Development fidelity is unquestionably important, the
hand on the exit at all times.
Manager at EDM, noted that although real key benefit of HUET is in learning to
supplying trainers is quite a niche remain calm and executing procedures in
market, it is also a very global one. “We’ve the correct order.
49
A group of students
carry out their first fully-
submerged egress with
divers on standby in case
they get into difficulty.
50
You don’t really know
51
During the same year a Bell 206L on a
It is important to be well clear sightseeing flight in New York sustained
of the inverted HUET trainer damage as it impacted a river. Passengers
before inflating the life jacket. had viewed a safety video prior to the
flight covering seatbelts, exits, and use
of personal flotation devices. Although
it did not cover ditching procedures in
detail, passengers were able to utilize the
information and survive the accident.
Preparing to Ditch
Prior to using the HUET trainer,
students are given a chance to adjust to
the apparel and use of the re-breather (a
device that recycles your last breath of air
giving a couple of extra critical minutes
during an escape). Needless to say the
any wet patches inside the suit by the end passengers, nor were they aware there re-breather is only of any use if operated
of the training, they certainly won’t have was a life raft aboard the helicopter. correctly, and some may argue it could
come from the water!” one of the divers Fortunately some had completed HUET encourage complacency. Although they
jokingly remarks. On top of the dry suit, and survival training the year before do not have an impact on decreasing
waterproof footwear, a lifejacket, helmet and managed to escape the wreckage; escape time, there is evidence from some
and re-breather device is worn. Naturally sadly two others suffered fatal injuries. academics (Michael Tipton, Professor
the students are eager to get into the In 2005 a Sikorsky S-76A bound for an of Human Physiology, University of
water, but they are not permitted to do so oil rig ditched into the ocean in the Gulf Portsmouth, for example) that they have a
until a full briefing has been conducted. of Mexico. Passengers reported that a real benefit on survival rate.
Safety briefings are undoubtedly an briefing had been conducted, resulting The suit fills up like a hot-air balloon
essential part of any over-water flight. in both pilots and all ten passengers as you climb into the water, and until
Following an accident in 2003 involving being able to egress before the helicopter the trapped air is allowed to escape
WECO HeliOps
a Bell 407,ad Apr05.fh8 3/3/05
it emerged 1:46 PM Page 1
from survivor submerged. Despite floating in the water movement can be restricted. In a real
C M Y CM MY CY CMY K
statements that the pilot did not brief the for several hours, all occupants survived. situation, whilst extra buoyancy in
W
hen your helicopter works for a living, waiting for parts is not an option. Precision Heliparts is the only MRO
provider to integrate inventory support with service operations. We call it ISMRO (Inventory Supported
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top left: A range of life rafts are
used to simulate real-life situations
in anything from calm to stormy
conditions, with the help of a
wave machine.
is not something you do without total instructors, and has a maximum gross session. As learning is based on repetition
confidence in the equipment. Parts must weight of 3,400 kg (7,495 lb). It consists and refresher courses play a vital role in
be non-corrosive and undergo rigorous of a mechanical rotation system with a success rates, it is arguable as to whether
quality assurance testing, particularly the pneumatic brake system and is 2.2 meters one course every four years is enough
seat harnesses, as it’s crucial they don’t (7.2 ft) in diameter. Though modeled to retain competency of such important
fail or jam. EDM also make sure parts loosely on the cabin of a Super Puma, the skills. Those returning more frequently
have no sharp or jagged edges and that beauty of the HUET is that it can replicate clearly keep more current than those who
the HUET has a UPS protecting occupants a range of different helicopter types with don’t.
from becoming trapped in the event of a its interchangeable bulkheads and seats. FOSC also deliver training to military
power failure. “We’ve been exceptionally pleased with pilots involving the use of Short Term Air
The rotation ring is the most our HUET trainer,” Bottomley remarks. “I Supply System (STASS), a small cylinder
expensive part of the HUET, made from believe it ranks as one of the best, if not containing compressed air used by pilots
high-grade stainless steel and operated to the best in the world.” when the aircraft ditches into the sea.
the highest level of safety. Kain explains Similarly the police, ambulance and fire
how each unit can fit individual criteria. Further Training services put their staff through HUET
“In the military world there’s a strict OPITO has compiled a set of standards training and use a version of the STASS
specification drawn directly from training for the training of oil and gas workers known as PSTASS. This consists of a
needs analysis. In other industries who travel to rigs on-board helicopters. cylinder of compressed air fitted with
standards may be set by commercial The course covers the worker from a demand valve and nose clip, and is
personnel or trainers, thus a wider variety arriving at the heliport, selection of worn around the waist during the flight.
of equipment can be used to fulfill their transit suit, emergency exits and drills, Training includes the use of doors and
requirements, for example variations on and the various escape scenarios such windows and delegates must clear their
window, door and seat configurations. as on dry land, upright on water and egress route prior to escaping.
We consider it essential to work with the capsized underwater. Initial training In the UK, underwater egress training
customer to fulfill their training needs.” does not involve the use of doors and is not mandatory for private pilots, so
The HUET equipment at FOSC can windows, only clear openings. Training is unfortunately few really bother with it. A
accommodate ten personnel including “refreshed” every four years by a one-day PPL can fly over water provided they wear
54
a life jacket and carry a raft, but nowhere is there a requirement
to complete a potentially life-saving HUET course. There is also a
degree of apprehension amongst pilots who have heard “rumors”
that it can be risky. “HUET is not dangerous despite what some
people think. We train between 50 and 120 people every week,
even non-swimmers, and we have several qualified divers in
the pool. Non-swimmers are particularly good [as] they listen
to exactly what the diver says and they do as they’re told!”,
Bottomley remarks. As a day’s survival course costs less than an
hour’s flying, it is invaluable for any pilot who flies over water
and should be a priority.
darthelicopterservices.com
Punchestown Racecourse and Exhibition Center, County Kildare, became THE helicopter
hotspot from the 6th to 8th June as the inaugural Irish Heli Expo drew in the crowds
from Dublin and beyond. Has this “first of its kind,” invitation-only event proven that the
58
above: Of all the 109s at the show,
this Mach Aviation Agusta had
the most fascinating paint scheme,
changing colour with the light.
themselves were not exhibiting, the unable to attend. Schweizer had a prior at the Irish Heli Expo, especially being
dealerships and distributorships commitment to AeroExpo in the UK the very first of its kind in Ireland,”
representing them were making their which unfortunately clashed with this Tolley remarked. “To meet so many
presence felt. Bell/Textron products were show’s dates. Rumor has it that Lynch & enthusiastic people was really great, and
showcased by Hennessy, and McAlpine Co. is set to obtain the Enstrom dealership on the first day I arrived in Dublin I was
was representing the Eurocopter range. in Ireland within the next couple of met by the legend himself, David Ward
Sloane Helicopters, who has recently months. of the very successful Events Direct. I
branched out into Ireland due to increased have worked with this company for many
demand, were there on behalf of Agusta- Ground Support years and knew that [the Heli Expo]
Westland and Robinson. As yet there is With so many helicopter movements, would be successful with Events Direct’s
no official Sikorsky distributor in Ireland, ground support really was kept on its experience running heliports. Once we
but both Air Harrods and Lynton Aviation, toes. Simon Tolley of ST Aviation, based in got to Punchestown we were greeted by
were there, with Lynton providing Cornwall, UK, was on site throughout the some gents who informed us that we were
demo flights in Lord Haughey’s S-76C. show, marshalling and working with ATC actually at the wrong racecourse! When
According to the organizers, Eastern to ensure the arrivals and departures ran we eventually got our bearings, Michael
Atlantic was due to exhibit both MDH and smoothly. Nolan, the helicopter site manager,
Enstrom helicopters – however they were “It was fantastic to be invited to work gave a briefing and we all set to work,
59
There was a vibe
top right: This A109 arrived whitewashing the FATO (Final Approach Helilift. Each helicopter had a slot time
for the static line-up, but also and Takeoff Area) and the H.” and, as one landed on the pad, the Helilift
performed a few shuttle runs There were actually two landing sites moved in and made light work of shifting
– a tarmac area for helicopters making the skid-mounted helicopters across to
between the show and Weston
up part of the static display, and a grass the static display line. This meant the
Executive Airport.
area for visiting aircraft (designated helipad could be kept clear for the next
above left: The TLC Helilift sprung “Charlie” parking area), which was a little arrival, or the sweeper could move in and
into action as soon as each further away. Many of the arrivals for give it the once-over to eliminate any FOD
helicopter touched down on the static parking initially landed at “Charlie” (Foreign Object Damage). The Helilift’s
tarmac “H”. and then re-positioned to the tarmac revolutionary and patented design gives
once ground support were ready and the it the capability and versatility to handle
above centre: Outside were surface had been swept. The organizers almost any make or model of helicopter
several “chalet” exhibitions to had put on VIP transportation, collecting without the need for reconfiguration.
support the helicopters on display. visitors from their aircraft and dropping Tony Hancock of TLC Handling was
them off right outside the reception impressed with the organization behind
above right: Coptercovers
area. ST Aviation works very closely with the Heli Expo.
produced and displayed a special “I think the show was handled in a very
Helimates in its ground support and fuel
edition “Irish Flag” R44 cover. capacity, and during the show handled professional way. In my opinion it will grow
an average of 60 movements per day. This to be of great value to both the helicopter
figure topped 86 on the second day, with industry and Southern Ireland, and I will
21 helicopters simultaneously parked at continue to offer my support.”
“Charlie” – an excellent turnout and a
great success for a first event. The Buzz
One of the products that made the Whilst the Irish Heli Expo wasn’t your
ground handling so efficient was the TLC typical trade event delivering seminars
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and product unveilings, it did have a
unique buzz about it and a prominent
focus on private ownership and corporate
helicopter services. It was also a chance
to catch up with familiar faces that you
only ever see at exhibitions. There was a
vibe amongst many of the exhibitors that
simply talking to people and making a
presence was the best business they had
done all year. Nobody was really trying
to sell anything, they just got talking and Lynton Aviation operated
the business took care of itself – another Lord Haughey’s S-76C
advantage of the invitation-only approach. to perform several
Amongst the visitors were quite a few demonstration flights.
newcomers to the industry, including
various high-profile business executives
who wanted to find a better way to travel Inside the event center there was which is an increase from around 50 in
around, and possibly even buy their also a strong presence from the IAA 2000, and that’s not counting the many
own machine. There were also quite a (Irish Aviation Authority), who were “N-registered” helicopters and those
few pilots in attendance, both private emphasizing safety issues and new registered in other nations but residing in
and commercial, and even some pilot procedures concerning the airspace Ireland. It was good to see so many people
wannabes who were looking at purchasing around Dublin. With the recent increase stopping by the IAA stand, talking with
a light helicopter with a view to obtaining in the volume of helicopter traffic in some of the controllers about the new
their PPL(H). Although the main focus Ireland, aviation officials have been procedures, as well as flight plans and
of the event was of course helicopters, a developing new air routes over Dublin other regulations relating to flying in the
“luxury zone” was set up inside the hall, to allow better handling of the rotary vicinity of Dublin.
complete with a few high profile sports movements by ATC (Air Traffic Control).
cars, a boat and to top it off some glamour As of May 2007, the IAA reports over 150 Feedback
models! helicopters on the Irish Aviation Register, Amongst the positive feedback from
BREEZE-EASTERN
62
TM
100% Helicopters
www.helitech.co.uk
sue@helitech.co.uk
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