2017 I ISSUE 106

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 CONTENTS
2017 I ISSUE 106

F E AT U R E S

50
TAKING THE BELL 429 ABOVE AND
BEYOND
When the Helicopter Emergency Medical Service (HEMS) industry,
50
fraught with an unacceptable accident rate, pushed helicopter
manufacturers to craft a solution, Bell Helicopter answered the call
78 with the creation of its Bell 429.

78 THEY FLOODED INTO OROVILLE WHILE

OTHERS FLED
Picture a massive reservoir, swelling to capacity and thrusting its
enormous weight against its 50-year old dam and levees. The
spillways become overrun and begin to crumble under the onslaught.
If the timeworn concrete gives way, a wall of water, earth, and debris
could decimate the towns below. Thousands flee the area as first
responders and helicopters rush toward the impending disaster.
120

104 RUSSIAN HEMS. BIG EXPECTATIONS

Russia’s government has launched a series of projects to establish
emergency medical services countrywide. Alexander Mladenov
examines the initiative as well as the initial steps and challenges in
implementing such a system.

120 PAPUA NEW GUINEA MEDICAL ANGELS

Using primarily his own resources, an extraordinary individual and his
team are providing an incredibly important yet unsung medical service
to a nation of people where many do not have access to the very
basic health services.

144
ELECTRIC AGE. THE ROTORCRAFT
OF THE FUTURE
156 Aircraft provide an important transport capability in the modern world
but in doing so have contributed to the disturbance of the balance of
gases in the atmosphere due to the pollutants produced. Atmospheric
pollution has now reached the stage that long-term efforts are
required to restore the balance.

156 CAPITOL BLUES. AIRBORNE LAW

ENFORCEMENT OVER WASHINGTON DC
While law enforcement flight operations bear many similarities the
world over, Police aviation in the immediate environs of the seat of
REGULARS government for a world superpower presents, unsurprisingly, a unique
COLUMNS set of operational idiosyncrasies and challenges.

FROM THE EDITOR 6

INDUSTRY NEWS

FLIGHT TRAINING
9

34
170 CHC CELEBRATES 70 YEARS OF
WORLDWIDE OPERATIONS
CHC has started a year-long celebration of the operator’s rich 70
year history since its origins as a crop dusting operation in British
MAINTENANCE 38
Columbia in 1947.
A GREATER VIEW 42

EUROPEAN HEMS 46
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 THE TEAM
PUBLISHER
Neville ‘Ned’ Dawson

EDITOR
Mark Ogden

DEPUTY EDITOR
Alan Norris

SUB EDITOR
Leigh Neil

EUROPEAN EDITOR
Alexander Mladenov

EAST COAST USA

Buzz Covington

CONTRIBUTING EDITORS
Glen White
Sarah Bowen
Nick Mayhew
Nick Henderson
Thomas Humann
Juan Cumplido Valverde
Brad Crescenzo
Chris Smallhorn

PROOFREADER
Barbara McIntosh

KIA KAHA MEDIA GROUP

PO Box 37 978, Parnell,

Auckland 1001, New Zealand
T +64 21 757 747

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ISSN 1179-710X
 FROM THE EDITOR

Firefighting Black Hawk

in Australia

T
he Australian Army has been flying the Black Hawk now since the
mid 80s’ and is presently in the throes of phasing out the model for
the new MRH-90, a project that is not going smoothly. The US Army
is also disposing of Black Hawks, first releasing their older machines to the
civilian market in 3rd Quarter 2014. While the Australian Army’s intentions
for its surplus Black Hawks are unknown, the US Army will be releasing
several hundred to the market over the next few years.

The first firefighting Black Hawk arrived in Australia in December 2016.

The refurbished UH-60A from Idaho-based Timberline Helicopters is working
under a discrete AOC owned by Pays Aviation based in Scone, New South
Wales. While Australian Army Black Hawks have been involved in bushfire
fighting, it’s not their raison d’être so this is the first Black Hawk operating
under civilian colors committed to the Australian fire season.

Now, it’s no secret that I have believed for some time that the Black
Hawk could form the backbone of the Australian bushfire fighting helicopter
fleet. It’s fast, it can haul a lot of weight (especially with all the military garb
stripped out of it) and it is reliable (and its reliability will likely improve in
civilian service when mechanics get to know and work with the machine).
Even though it was developed back in the 1970’s, the technology is
sufficiently robust to afford the helicopter a good reputation for safety and
crash survivability.

Civilian operators are still discovering what the Black Hawk can do when
it is relieved of its military hardware and mission. Timberline representatives
commented that after operating the helicopter for over 750 hours in 6
months last season in the US, they were happy with their choice and
have become more impressed with the aircraft’s capabilities as they gain
experience.

Timberline’s/Pay’s Blackhawk attended one fire, near Canberra and

lifted full buckets throughout the task and in some 2.7 hours, the helicopter
delivered sixty-five 3,420-liter loads on the fire - totaling some 222,300 liters.
The ferry speed with an empty bucket was 110 knots but with a load in the

6
 FROM THE EDITOR

bucket, the airspeed could be increased to 140. The bucket used by Timberline is
their design, combining a Bambi Max multi shot bucket with a 90 liter per second
snorkel pump.

As Ross Pay noted, “the helicopter has generated a lot of positive publicity and
when the authorities sit down and do the numbers, they will probably find it is pretty
economical in dollars per liter dropped.”

With the helicopter still in active service (and likely to be for many years yet)
and over 4,000 built, spare parts will be available for many decades, although it is
understood that GE support for the –A model engine will cease next year.

Not to be out-done though, Sikorsky itself is offering to refurbish Black Hawks

for civilian use. Modifications being offered raise the helicopter’s maximum all up
weight from 20,250lbs to 23,000lbs and hook rating to 9,000lbs. The company could
have ignored the market but this is a wise move by Sikorsky as it now has a skin in
the game; a game that could go for many years.

With several hundred UH-60A Black Hawks being released to the civilian market,
that’s a significant encouragement for companies to design firefighting and other
systems to take advantage of the airframe capability. The Black Hawk will make
a big impact on the firefighting and general utility helicopter market, even as a
restricted category machine.

HAI season again and now with some work under its belt, there’s a good chance
that the Black Hawk will receive even more attention than it did in Louisville.

Speaking of HAI, this year’s show in Dallas will be the largest ever produced and
there is an expectation that the attendance will be the biggest ever. Not bad for an
industry that is still shaking off the resource boom blues.

Photo by Wayne Riggs

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 INDUSTRY NEWS

12,000TH ROBINSON DELIVERED

Robinson Helicopter’s has delivered its 12,000th helicopter from its production line in California.
Serial number 0763 was delivered to Fly Karoo Air Services, operating in the area of Graaff-
Reinet, South Africa. Robinson produced and delivered its first R22 in 1979.

HELINET APPOINTS NEW BOARD

GHS LEASE H225
Waypoint Leasing has leased a single
H225 to Global Helicopter Service
GmbH, a German operator with a
strong presence in Africa, for utility and
humanitarian support missions.
MEMBER
Los Angeles based helicopter operator
Helinet has appointed Vice Admiral
William “Dean” Lee, former commander
of the Atlantic Area for the U.S. Coast
Guard, to its Board of Directors.

9
 INDUSTRY NEWS

FIRST BELL 407GXP DELIVERED IN NEPAL

Kathmandu, Nepal based Simrik Air has taken delivery of the first 407GXP into Nepal and
is the company’s first Bell. It is fitted for multi-mission capabilities, including travel and
tourism and SAR.

HBPD ACHIEVES 70,000

SLOVENIAN EMS 429S
Air Transport Europe of Slovakia, have
received three EMS configured Bell
429s, the first fully customized aircraft
delivered from Bells new delivery center
in Prague.
ACCIDENT-FREE HOURS
MDHI has awarded Huntington Beach
Police Department’s Air Support Bureau
a commendation for its record of over
70,000 accident-free flight hours.
The HBPD air support began flying
helicopters in 1984 with an MD500E and
currently operates three MD520Ns.

10
 INDUSTRY NEWS

NORTH SEA NHV CONTRACT

Ithaca Energy UK has awarded NHV a contract to support their upcoming drilling project in the
North Sea, the company will fly an H175 from their Aberdeen base.

NEW CONTRACT FOR CHC

CHC has signed a contract with
Siemens Wind Power GmbH to
provide AW139 support, from
their base in Den Helder, for the
construction of the Veja Mate
offshore wind farm in the German
North Sea.

STARS UPGRADE BK117 FLEET

Airwork has signed an agreement with
Shock Trauma Air Rescue Service, Canada
to upgrade three of their eight BK117-B2’s
to BK117-850D2’s The upgrade ensures the
aircraft meets CAT A, Class 1- requirements
and in turn allows STARS to meet the
Transport Canada H1 Helipad requirements.

12
 INDUSTRY NEWS

SPANISH 429 TRAINING CENTRE OPERATIONAL

Bell and TRU Simulation have now received EASA certification of their training facility and
Level D full flight simulator for Bell 429 in Valencia, Spain. The training center will offer EASA
initial type rating and recurrent courses as well as initial and refresher training.

BO105 IS 50 YEARS OLD

Its 50 years since the BO105 embarked on its maiden flight, on 16 February 1967, in Ottobrunn,
Germany. The two-tonne-class aircraft had cutting-edge technologies of the time including being
the first helicopter to feature a rigid hinge-less rotor head made of titanium and glass-fibre-
reinforced rotor blades. More than 300 customers around the world purchased 1,400 aircraft,
400 aircraft of which are still in service today.

13
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 INDUSTRY NEWS

AW169 FOR FALCON AVIATION

Falcon Aviation has started operations of the AW169 for Total ABK. It is the first operator
in UAE to use the new type and the first customer worldwide to operate the aircraft for
offshore oil and gas transportation. A second aircraft on order will be in a VVIP transport
configuration.

SAFRAN AND HÉLI-UNION PARTNERSHIP

Héli-Union and Turbomeca (Safran) have entered into a partnership for helicopter
equipment distribution within the African market dedicated to Turbomeca engines, parts
and tools covering engines up to Makila model.

15
 INDUSTRY NEWS

AW609 PREPARES FOR ICING TRIALS UK GUIMBAL CENTRE

Following ground and flight tests in Philadelphia the OF EXCELLENCE
third AW609 prototype is on schedule to begin icing The UK distributor for the
trials in Marquette, Michigan, through the winter with French-built Cabri G2 is
FAA certification on track for 2018. establishing a Centre of
Excellence at Oxford Airport
within the Airbus Helicopters
UK complex. It will include
a sales office and training
centre with Andy Moorhouse,
one of the world’s most
experienced Cabri pilots with
over 1,800 hours on type,
becoming Head of Training.

NEW UK GUIMBAL
DISTRIBUTOR
The UK distributor for
the Guimbal Cabri G2 has
NEW HAI PUBLIC RELATIONS DIRECTOR changed from Cotswold
The Helicopter Association International has Helicopter Centre to
appointed Dan Sweet as its new Director of Public European Helicopter
Re-lations and Communications. He moved from Importers Ltd. this follows
Columbia Helicopters in Oregon after 22 years as an investment by UK based
Public Relations Manager for the company. HeliGroup.

16
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& COMPLETION

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We can manage or support any part of a sale,
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We carry out post or pre-sale specialised
configurations of helicopters. Paint, Interior,
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and Shipping can be done either in NZ or at other
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to see some of the work scope we carry
out or call any time to inquire more.
17
www.helisupportnz.com ph: 64 3 443 2903
 INDUSTRY NEWS

AIRBUS HELICOPTERS ACHIEVES TARGETS IN 2016

Airbus Helicopters delivered 418 aircraft in 2016; a five percent increase compared
with 2015 and strengthened its lead on the civil and parapublic helicopter market while
maintaining its position on the military market. The company logged gross orders for 388
helicopters in 2016 compared to 383 in the previous year. By the end of 2016 the overall
backlog stood at 766 helicopters.

18
19
20
 INDUSTRY NEWS

WAYPOINT DELIVERS H145 TO ANDES AIR

Waypoint Leasing has delivered an H145 on lease to Andes Air, a leading Peruvian operator
and it will be the first of its type to operate in Latin America supporting mining operations.

UK MOD CONTRACT FOR EVERETT AVIATION

Everett Aviation has been awarded a contract to provide helicopter medevac services to
the UK Ministry of Defense for the British Army Training Unit in Kenya. The company will
operate a BK117 in medevac configuration for the three year contract.

21
 INDUSTRY NEWS

AW139 FOR COMMUNITIES OF NSW

The Toll Group has officially launched the Toll Rescue Helicopter Service in partnership
with NSW Ambulance to provide greater aeromedical services to communities of
NSW in the Southern Zone operating an AW139. This contact forms part of the NSW
Government’s new $151.2 million state-wide helicopter network.

EC135 T2+ FOR MOUNTAIN AREA MEDICAL AIRLIFT

Metro Aviation has delivered a recently completed EC135 T2+ to Mountain Area Medical
Airlift who serve areas of North Carolina, South Carolina, Tennessee and Georgia.

22
 Airbus Helicopt
ers
AS350B 2 Airbus Helicopt
ers
AS355
Airbus Helicopt
ers
BK117 Airbus Helicopt
ers
EC145
Airbus Helicopt
ers
H120 Airbus Helicopt
ers
H125
Airbus Helicopt
ers Airbus Helicopt
H145 ers
Airbus Helicopt SA315B
ers Airbus Helicopt
H175 ers
H130
Airbus Helicopt
ers Airbus Helicopt
H155 ers Airbus Helicopt
ers
H160 H215

Airbus Helicopt
ers
H225 Guimba l G2
Airbus Helicopt
ers Airbus Helicopt
SA365N ers
H135

Airbus Helicopt
ers
SA341G
Bell 430
Bell 525

Bell 206B Bell 204

Bell 205A+

Bell 412

Bell 47 Bell 206L

Bell 429
Bell 429 WLG
Bell 212
Bell 407

Bell 505
Bell 214B

Erickson S-64 Aircrane

Eagle Helicopt ers

Eagle Single Eagle Helicopt ers
Kaman K-Max Kamov KA32
407HP Leonard o AW109

Boeing CH-47D

Sikorsky UH60
Leonard o AW109
Trekker
Kazan ANSAT
Leonard o W3 Sokol

Leonard o AW169

Leonard o AW139 MD Helicopt ers

Leonard o AW119 MD Helicopt ers MD500D
Leonard o AW009 MD500C
MD Helicopt ers
MD520N

Leonard o AW189

MD Helicopt ers
MD530F MD Helicopt ers
MD600 MD Helicopt ers Enstrom F28
MD902
MD Helicopt ers
MD500E

Mil Mi38 Leonard o AW609

Columb ia Helicopt Kamov KA226

ers 107-II Sikorsky S76B
Enstrom TH180

Sikorsky S61
Sikorsky S76D

Sikorsky S92

Enstrom 280FX

Robinso n R44

Enstrom 480B

Robinso n R66

Mil Mi26

Sikorsky S58T
Mil Mi171

Robinso n R22

Robinso n R44 Cadet

Illustration s by
Ugo Crisponi
Aviationgr aphic.com

Sikorsky S300

Marenco SKYe09

erahelicopters.com

heliopsmag.com

pacifichelicopters.aer
o
chiaviation.com

The HeliOps 2017 Poster is a must have

collectable for anyone who is involved in the
helicopter industry. It’s a collection of some
amazing helicopters. There is a limited print run
so grab yours while you can.

They make a great addition to your office, hangar,

home or as a gift for friends and colleagues.
 INDUSTRY NEWS

FLIGHTCELL INTRODUCES CELLULAR TRACKING

New Zealand based Flightcell International has unveiled its new high-frequency low-cost tracking
system for aircraft using Internet Protocol over cellular broadband offering precise tracking by
increasing the number of GPS positions sent from an aircraft.

EAGLE 407HP TRIALS IN PAPUA NEW GUINEA

The first Eagle Copters 407HP operating in the hot and high environment of Papua New
Guinea has shown positive results from its 10,000 feet high altitude testing with the aircraft
lifting more than a standard Bell 212 and close to double the standard Bell 407 helicopter.

24
 INDUSTRY NEWS

JET RANGER
MI-171 ORDERED FOR PAKISTAN
X ACHIEVES
The Pakistani provincial government of Balochistan
has placed an order for a single Mi-171; this will be CERTIFICATION
the first civilian Russian helicopter operating in The Bell 505 Jet Ranger
Pakistan. X has received it type
certification from the
Transport Canada Civil
Aviation. Unveiled in 2013,
the new five-seat Jet Ranger
X went from concept to
first flight in 20 months and
has now flown more than
1,000 flight hours. Bell has
received 400 letters of intent
worldwide since the official
launch in 2014.

MD902 FOR
MAXIMUM PILOT VIEW KIT APPROVED HUNGARIAN POLICE
Swiss Rotor Solutions has gained an STC from the The Hungarian National
European Aviation Safety Agency for its Maximum Police has taken delivery
Pilot View Kit H125 and AS350 family. The kit adds of five MD902 Explorers to
a single piece bubble door to the aircraft offering their fleet at Liszt Ferenc
the pilot significantly increased lateral visibility with Airport in Budapest, they
an uninhibited field of view below and to the right of join three MD500E in
the aircraft. operation since 1986.

25
 INDUSTRY NEWS

KA-32A11BCs
DELIVERED IN CHINA
FIRST H125 FLIES IN LAOS
Jiangsu Baoli Aviation of
Lao Skyway has taken delivery of its first H125, China has taken delivery of
becoming the first of its kind to fly in the Laotian the first two Ka-32A11BCs,
skies. Lao Skyway ordered two H125s in 2016, for from an order of four signed
civil and parapublic missions, including domestic in 2015, it will be used for
charter flights and search-and-locate missions. firefighting and rescue
operations.

PUERTO RICO SELECTS 429

The Puerto Rican Department
of Health has taken delivery
of a Bell 429 configured for
HEMS and is also equipped
MILESTONE PROVIDES DEBT FACILITY TO to conduct medical rescue
missions throughout the
BRISTOW region.
Milestone Aviation has agreed a $230 million secured
loan facility to Bristow, the agreement will extend
select S-92 leases with Milestone and will defer lease
rentals on select H225 assets on lease to Bristow.
25,000 HOURS ON CHC
AW139S
CHC Australia has reached the
RENEWAL OF NOVA SCOTIA EMS 25,000 flight hour milestone
on its fleet of AW139s flying
CONTRACT EMS missions in New South
The Province of Nova Scotia has extended LifeFlight Wales and oil and gas transfer
EMS contract with HNZ, operating under Canadian services out of Karratha, in
Helicopters, who will supply two S-76C+s from mid- Western Australia’s North
2017, the contract is valued at $105 million. West region.

26
 INDUSTRY NEWS

HIRATAGAKUEN TAKES DELIVERY OF H135

Aviation Operation Division of Hiratagakuen has taken delivery of an EMS configured H135 for
operations in the Nara Prefecture, Japan and will be the first of its type to be used for EMS
opera-tions in Japan.

BEL AIR 6000 FLIGHT HOURS IN NORTH SEA

Two AW189s operated by Bel Air of Denmark have exceeded 6000 flight hours, setting a new
milestone and confirms Bel Air as world fleet leader for the AW189.

27
 LEADING THE INDUSTRY IN INTEGRATED AVIONICS
© 2015 BELL HELICOPTER TEXTRON INC.

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

SAFE APPROACH/DEPARTURE SAFE NAVIGATION
© 2014 BELL HELICOPTER TEXTRON INC.

INNOVATIVE AIRCRAFT FOR ALL YOUR MISSION NEEDS

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

BELLHELICOPTER.COM
 INDUSTRY NEWS

FUTURE R44 CANOPY SYSTEM

Obvious Engineering, the company behind the Blade Shade canopy system, has completed the
prototype for its long-awaited two-blade canopy system aimed at the R44 market.

Tel-Tail Floodlights
EC-145

Tail Floodlight / Clam Shell Door Floodlights

Tail Floodlight / FFRL / Main Rotor Floodlights

AW-139 TAP TAP
FOR MORE FOR MORE
INFO INFO

www.devoreaviation.com 29
 INDUSTRY NEWS

BRISTOW TOPS CUSTOMER SERVICE

For the second consecutive year Bristow was ranked first in helicopter services in the oilfield
services segment of EnergyPoint Research’s 2016 Oilfield Products & Services Customer
Satisfaction Survey.

R44 CADET TRAINER FOR NORTH DAKOTA

The University of North Dakota has taken delivery of a R44 Cadet to be used in its flight
training program located at the Grand Forks, ND campus that logs over 5000 hours in
helicopters annually.

30
31
 INDUSTRY NEWS

MORE H135S FOR JAPAN

The National Police Agency of Japan has placed an order for two H135, making it the first in Japan
to operate the Helionix-equipped type when delivered in 2019. The H135 will be deployed by the
Wakayama Prefectural Police and the Kumamoto Prefectural Police.

ST. LUCIE SHERIFF’S RECEIVE OH-58S

Southeast Aerospace has recently completed a major modification of two OH-58s for St.
Lucie County Sheriff’s Office. The modification included an SEA designed wide instrument
panel with a molded nomex glare-shield.

32
 INDUSTRY NEWS

TRINIDAD AND TOBAGO AIR GUARD RECEIVES AWARD

The Trinidad and Tobago Air Guard is the 2017 winner of the Leonardo Humanitarian
Service Award. The Air Guard is looked upon by the Caribbean Community nations for
humanitarian services it provides in response to natural disasters, medical emergencies and
security threats, operating past its shores for the benefit of those in other Caribbean islands
since its founding in 2005.

FIRST K-MAX AIRFRAME

FROM JACKSONVILLE
Kaman has successfully delivered
its first airframe from the
re-opened K-MAX production
line in Jacksonville, Florida to the
Company’s plant in Bloomfield,
Connecticut where it will undergo
final assembly, testing, and
certification before delivery in
mid-2017.

R66 MARINE APPROVED

EASA has given approval for
the R66 Turbine Marine pop-out
float installation following
tests conducted that
demonstrated the installation
meets Sea State 4 requirements.
EASA officially approved the
Marine to be used in emergency
situations and for commercial
operations.

33
 FLIGHT TRAINING

BY
TERRY
PA L M E R

PROFESSIONALISM

W
hat is a professional? A professional is defined as conforming to
the technical or ethical standards of a profession. A professional
follows a line of conduct as though it was a profession. In other
words doing the right thing at all times. Safety in aviation requires us to all
be professional in our flight activities. This does not distinguish between
aviation as a career or a hobby. It simply states that we should exhibit
courteous, conscientious, and ethical behavior in our decisions and actions.
Being professional does not reflect on a level of knowledge or experience but
rather the manner in which tasks are addressed and completed.
It is should always be stressed that a pilot is a “professional” aviator
and that the final responsibility and authority for safe operation of the
aircraft rests there. Professionalism in aviation is best taught from the very
beginning of pilot training. Professional behavior is more easily learned
if the instructor is a good role model. During training pilots should learn
to take the responsibility seriously. First and foremost helicopter pilots
should make safety the highest priority. They should seek excellence in
airmanship and exercise good judgment. They should use sound principles
of risk management to recognize and manage risks effectively, maintain
situational awareness, and adhere to prudent operating practices. Personal
operating minimums should be realistically identified. Pilots should act with
responsibility and courtesy, and adhere to applicable laws, regulations, and
industry guidance.
Items of pilot responsibility include, but are not limited to the safety of
aircraft, occupants and cargo. Sometimes that means postponing, changing
or canceling flights when the pilot believes existing or impending conditions
make them unsafe. This can often be inconvenient or unpopular, but it is
the right or “professional” thing to do. A professional will also comply with
regulations and procedures when in the pilot’s judgment compliance will
not violate any safe practices or endanger the aircraft, or occupants. A
professional will take the time to become familiar with the area of operation
and any special hazards. In some cases this may mean reviewing the plan of
operation with other personnel. The pilot is also responsible for the proper
loading of the aircraft. A professional will ensure all passengers are briefed
and everyone is using seat belts and shoulder harnesses.

34
 Year: 1985
S/N: 1873
TTAF: 12059.9
Location: PNG
Equipped with Onboard Cargo Hook
ENGINE: Arriel 1B TSN: 8640.2
AVIONICS:
VHF COM KING KY196A
VHF COM KING KY196A
HF COM CODAN 2000
TPX KING KT79
AUDIO PANEL KING KMA24H-71
ELT ARTEX C406 1HM
FM COM TAIT 2000
SATELLITE TRACKING SKY CONNECT
GPS GARMIN GPSMAP 196
INSPECTION: Next maintenance action: 50 h –
Inspection at TT A/C 12109.9

ADDITIONAL EQUIPMENT AND FEATURES:

Whelen Siren FOR MORE INFO
Dart External Cargo Basket LH
Pacific Helicopters Limited
AKV Cycle Counter
Pilot Floor Window Airport Road
Dual Seat Provision P.O Box 342, Goroka
Dart External Mirror Eastern Highlands Province
Pilot Windshield Wiper Papua New Guinea
Dart Rear Baggage Compartment Extender t: (675) 5321833
f: (675) 5321503
INTERIOR: White and Grey
PILOT(S)/ PASSENGERS: 1 / 5 or 1 / 6 e: dom@pacifichelicopters.aero

EXTERIOR: White
REMARKS / MISCELLANEOUS: The aircraft is operating, why
the condition and component times will be subject to changes
depending upon such operations.

35
 FLIGHT TRAINING

So why is this so important to discuss in this forum? It goes back to the

quote “There are no new causes of accidents, just new people making the
same old mistakes.” Mostly the mistakes are reflected in accident reports as
pilot error. The mistakes can be identified as not following a procedure, not
using a checklist or non standard communication. The pilot actions may have
included pushing minimums or disregarding weather forecast. All this comes
back to being professional which may not be comfortable, convenient or
popular but is the right and in turn the safest thing to do.
Recently there was an accident, where a low time pilot had an opportunity
to fly a new high tech aircraft for personal use. The pilot had some training
and less than 25 hours in type. The pilot and a passenger decided to fly the
aircraft at night despite severe forecasted weather which was evident at the
time of departure. The aircraft crashed within ten minutes of departing the
airport. Both lives were lost. This is not a new scenario. There are numerous
instances of pilots trying to outrun the weather or ignore items on preflight
or checklist in order to expedite their departure. These inappropriate actions
are often habitual. The more a person can get away with taking short cuts, the
easier it is to continue the practice until the inevitable happens. These habits
combined with a lack of experience is extremely high risk and definitely not
professional. Any accident that is reviewed where pilot decision making or
situational awareness was a contributing factor can be linked back to a lack of
professionalism somewhere in the equation.
Training pilots in the core values of professionalism at the beginning of
their flight training is ideal and it should continue throughout all the training
events in their aviation career whether it is for personal or commercial
purposes. Every training event should consider the standard procedures
without shortcuts. I often see pilots in training asking about shortcuts in
the simulator. They may want to skip the startup and just go right to the
maneuvers or not use a checklist because they want to see if they remember.
That takes the professionalism out of training. Standard procedures should
be continued in all circumstances unless they interfere with safe operations.
It is the frequent lack of professionalism that leads to unsafe situations. It
is the repetition of good practices that leads to long term professionalism.
Professionalism can be taught. It is the result of integrity in training where
accountability is the long term result. Professionalism practiced on a regular
basis is a cornerstone of safe operations. HO

36
37
 MAINTENANCE BY JER EMI AH WRIGHT

A CAREER OF
UNDERSTANDING

T
he chair creaked as the old man turned and looked at me, clean shaven but
for his silver mustache and that crown of silver skirting the edges of his
bald head. He wrinkled his right eye and cocked his left, a precursor to his
sage advice or occasional prophecy; “You know,” he said, “with the right facilities,
appropriate tools and technical data…I could work on the Space Shuttle.”
The microfiche machine hummed beside him and the cigarette smoke drifted lazily
above the scene, punctuating the thoughtful silence. The old man was right, in a way.
He’d solved countless problems in his time by educating himself on the systems and
pouring over tech data until he became a flesh and blood encyclopedia. Whatever
aviation related question you had, my mentor knew it, really knew it, and understood it.
Years of experience had seen to that. He was, I thought, the exception to the mechanic
stereotype, that grease monkey with dirt under his nails and blood on his knuckles.
When I left general aviation and my mentor behind, I started work in the helicopter
air ambulance industry as a base mechanic. I first maintained an EC135T2; Gretchen
was her name. Then as the industry moved away from higher cost twins, I took delivery
of an EC130B4; Madeline. I alternately worked on these and AS350B2s, before moving
home where I now take care of a Bell 407GX; Miss Patty. I had worked and crewed
on H-60s in the Army, but that’s night and day to the fast paced operation of an air
ambulance.
My first year in helicopter emergency medical services (HEMS, now known as
helicopter air ambulance, HAA [1-1.b.(1)]) was brutal. It was ten months before I
made it to Eurocopter’s EC135 field maintenance course. I could regale you of all the
embarrassing mistakes I made through ignorance or impatience, but I won’t. I had
successes too; fixed things others hadn’t or couldn’t. These successes and failures
were the beginning of my still growing curriculum vitae. As my years of experience
increased I started cataloguing that knowledge. This, in turn, has become a brickwork
of understanding which usually puts me on the right path to aircraft-on-ground
(AOG) resolution. The trick here is getting beyond knowing just enough to get you into
trouble. It’s taken me eight years in the HAA industry to gain the understanding
to confidently approach AOG events and resolve the issues in an efficient if not
timely manner.
And sure, I maintain aircraft with progressive inspections, lube schedules, service
life limits, and on condition replacements, but the real reason I’ve got a job is to fix

38
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 MAINTENANCE

them when they break. The more I understand about my aircraft and its systems, the
more apt I am to get the issue resolved.
The helicopters operated in the HAA industry are comprised of ever increasing
and diversified technologies driven by the march from analogue to digital. These
same aircraft are modified, sometimes heavily, to perform specific mission roles. I
cannot think of a more amended machine than the helicopter air ambulance, the
typical having dozens of supplemental certificates and 337s (major alteration forms).
Those that maintain them have to be similarly diverse and efficient in their abilities.
Just in the past months I’ve had to resolve backlighting issues, build a wire harness
for an Nr sensor, adjust the settings for a satellite tracker, static balance a tail rotor,
measure bearings for play, and troubleshoot a malfunctioned pedal restrictor.
Each one of these represents a unique understanding and ability: measuring
resistance and applying the result, electrical soldering, satcom interfacing with a
Windows based program, using tools like MARVEL’s static balancer, mounting dial
indicators for precise measuring, and identifying system weaknesses like a $3,000
solenoid mounted with two 7/32in nuts in the dumbest way possible (that one’s still
a little fresh).
These examples hardly represent the extent of the tasks and techniques with
which I engage and employ as a helicopter mechanic. A mechanic reading this might
think Big deal, man. I do this stuff all the time. That’s my point exactly. Taking a stroll
down the ATA 100 numbering system is a reminder of all the various systems with
which a mechanic must become intimately familiar. We’re as at ease pulling a rotor
mast as we are opening WinViews on our laptop and typing DOS style commands
to adjust the volume on the EGPWS. And if we’re not comfortable with it, we’ll do
it anyway. We’ll crack open the instructions for continued airworthiness (ICA), the
installation manual, the maintenance manual. We’ll read it, learn it, and do it. We may
not become the expert, but we’ll resolve the issue, clear the discrepancy and get our
bird back in the game. All the while we’ll be cataloguing experiences and furthering
our understanding and this is what makes us successful in our endeavors.
When I think back to that smoke filled room and the odd statement hanging in
the air between the two of us, I know the man had it right. But like a lot of things
he’d said to me, it hung on a technicality. The US’s Code of Federal Regulations,
Title 14, Chapter 1, Part 65, paragraph 65.81(b) hinges on the word understands.
Paraphrasing, it says a mechanic can’t do his job if he doesn’t understand it.
My mentor had made a career out of understanding. Understanding the tasks,
understanding the aircraft and its systems, understanding the blank look on my
face as he grinned and turned back to the microfiche.
“Work on these aircraft a while”, he said, “and you’ll understand what I’m
talking about.” HO

40
41
 A GREATER VIEW

WOMEN IN THE
HELICOPTER B Y I VA N A G O R L I N

INDUSTRY
JENNIFER STEVENSON

I
n contrast to previous Women in the Helicopter Industry columns,
where the women profiled had extensive experience in the industry,
this edition takes a look at a pilot at the beginning of her career. On
learning of Jennifer Stevenson’s transformation from a diffident schoolgirl
to a deft helicopter pilot, I couldn’t help but think of it as somewhat of a
metamorphosis.
Stevenson has confessed she was extremely shy as a young child and that
it continued throughout her entire school life. It was only when she began
travelling on her own that she was forced to “coach” herself to interact
with others, resulting in a self-realization that she was indeed capable of
overcoming her shyness …. but, at the same time, that she still had some way
to go. “Something like [shyness], that has been with you for such a long time
and has had such an effect on you doesn’t go away easily or quickly”.
Although flying was all Stevenson ever wanted to do, she didn’t
believe she’d be capable. So, at the end of school, she opted to pursue an
undergraduate degree in psychology instead.
Despite having completed her university
studies, Stevenson found her aspirations to
become a pilot had not at all waned, and
that made deciding her post university path
in life quite difficult. It was the completion
of a trial introductory flight that cemented
in Stevenson’s mind that flying really was
the only career she ever wanted. And so,
despite the challenges of shyness, she started
flying lessons.
A native of the UK, Stevenson chose to
complete her Private Pilot License with Heather
Sugden, owner of and instructor at Heliyorks.

42
 A GREATER VIEW

Following Sugden’s advice, Stevenson headed for the USA where

pursuing her Commercial License and Instrument Rating, and building
hours, would be more economical than at home. Returning immediately
after to the UK, Stevenson converted her FAA CPL to an EASA CPL,
before once again heading to the States to round out her qualifications
with an Instructor Rating. She managed to pick up a few months work at
her school flying general tasking and instructing to build her hours. Back
at home again, Stevenson converted her Instrument Rating to EASA and
actively looked for work. It was six months before she got her break into
the industry. The school through which she completed her IR conversion
is also a global helicopter operator and they encouraged her to apply for,
and subsequently awarded her, a UK HEMS Copilot position on their East
Anglia Air Ambulance contract.
Even though Stevenson is a few decades behind being the first female
helicopter pilot in the UK, she still has a first of her own to claim – that
of being the first female pilot at the Cambridge HEMS base. Unlike those
early pioneers though, and perhaps because of them, it’s very pleasing to
learn that Stevenson has not experienced any gender disadvantage. “The
majority of people I’ve met haven’t treated me any differently – if you
can fly, you can fly, regardless of being male or female”. She has however
noted that there is a greater gender imbalance in the UK than in the USA,

43
 A GREATER VIEW

and is regularly reminded of the unusualness of a female being a helicopter

pilot when she crosses paths with the general public during HEMS tasking.
Stevenson considers her gender an inconsequential part of the job.
What is important to her is the contribution the HEMS team makes to
the community. As a Copilot Stevenson supports the aircraft Captain to
transport their highly skilled medical team to the patient, as quickly as
safely possible. The community-funded service is made available between
seven in the morning and midnight each day of the year. Anglia Two, an
IFR/NVIS capable EC145, makes for a versatile platform for both primary
(from scene) and secondary (from hospital) tasking. Stevenson says, “One
of the things I love about this job is that there is no typical day. Each day
begins and ends in the same way with morning and evening routines,
but anything in between is anyone’s guess”. The shifts that stand out to
Stevenson are those “where everything worked out really well and [the
crew] all came together as a team for a successful outcome”. The most
frustrating part of the job for Stevenson is “when the weather closes in and
flying is restricted and we’re stuck on the ground and unable to help our
team”. A HEMS pilot can be exposed to traumatic situations that no pilot’s
course prepares them for, but Stevenson says that being part of such a
supportive team, combined with a thorough post mission debrief, helps her
deal with the “intense things we can see”.

44
 A GREATER VIEW

Of all the challenges Stevenson has to overcome in her time in aviation,

the most confronting to her has been teaching ground school. “I think
it was the whole thing of feeling very exposed and vulnerable, which no
one likes, but I found to be harder to cope with than others might. Funnily
enough I never felt it whilst in the air. Flying was always much more
natural to me than standing in front of someone delivering a lesson! I still
don’t particularly like standing in front of people and talking, I can tend to
get tongue-tied and flustered still, but I’m much better now because I just
tell myself to get on with it - and to a degree there is nothing else to do
but just get on with it. Realizing that everyone makes mistakes and being
able to laugh at yourself when you do is a big help”
Ideally for Stevenson her career in the helicopter industry immediately
entails remaining in her current HEMS role working towards a captaincy.
Down the track she’d like to expand her knowledge, skills and experience
by operating in different environments and with different people. Then
perhaps transfer all that she’s learnt to the next generation of pilots
by getting back into instruction …. having entirely overcome the acute
shyness that has troubled her. HO

45
 EUROPEAN HEMS

B Y J U A N C U M P L I D O VA LV E R D E

NEXT GLOBAL
STEP FOR THE
HEMS COMMUNITY
DURING LATE 60’S AND EARLY 70’S IN
NORTHERN EUROPE, NORTH AMERICA
AND AUSTRALIA THE FIRST CIVILIAN AIR
AMBULANCE SERVICES WERE STABLISHED
IN THE WESTERN WORLD. JUAN CUMPLIDO
VALVERDE EXPLORES SOME OF THE
TECHNOLOGIES AND CONCEPTS THAT
WOULD HELP NEW SERVICES.

S
ince its early days, HEMS (Helicopter Emergency Medical Service) has been
introduced and developed at different paces around the globe, with some of
them just now getting into the last wagon of this train. Interestingly though,
the last ones to jump on the capability wagon probably will not take long to develop
the sophistication of the established services because of the availability of learned
experiences of those older services as well as the rapid pace of aviation and medical
technology the world now enjoys.

AVAILABLE TECHNOLOGY
The rapid improvement in technology and its globalization has reached the
HEMS community, and is available to any operator willing and financially able to
incorporate the latest available into their operation. Taking care of their populations
is becoming a greater issue for governments in many countries around the world
and as result, more services that are established to serve millions of people, the
cheaper the appropriate technology becomes. As a result, services established
in recent times already incorporate state of the art helicopters with cutting edge
technological innovations on board.
Yet, it also needs to be understood that technology alone is not all that is needed
to establish a modern, safe and capable HEMS operation. Time is also needed to
develop a suitable state of mind in societies and in Civil Aviation Authorities in
order to understand, appreciate and where suitable incorporate the technological
advances that helicopters bring to emergency services.

46
 EUROPEAN HEMS

GPS AUGMENTATION SYSTEMS JUMP TO SCENE

GNSS (Global Navigation Satellite System) has made possible to reach remote
or precise locations that were not so easy to locate using traditional navigations
aids (VOR, NDB).
One of these advances is the introduction of GPS Approaches designed
specifically for helicopters to hospital helipads (PinS), which gives them the
possibility to eliminate some weather limitations and use IFR low-level routes to
connect bases and hospitals when needed.
With the available GPS WAAS (Wide Area Augmentation System), EGNOS (The
European system for precision GPS), MSAS (same concept for Asia) and some
others around the world, helicopters are now able to navigate with great precision
(1.5 meters (5ft) horizontal and 2 meters (6.6ft) vertical errors 95% of the time),
making it possible for operators to evolve their own routes and use procedures
specially designed for their flight envelopes (low speeds and high angle of descend
where needed), even in congested areas. Using a network of ground-based
reference stations, WAAS augments GPS improving its accuracy, integrity, and
availability. The System provides not only accuracy, but it also has the integrity that
the GPS signal needs, together with an improved continuity and availability.
This new world of performance in GPS navigation has made available a
great number of locations, once not suitable to terminating an IFR flight, as
destinations for many users that have the required onboard the equipment.
Provided the pilots are rated, GPS in good shape, the coverage is adequate and the
equipment installed, there is no need of any of the legacy (e.g. VOR, DME) ground
infrastructure.

NEW SET OF POSSIBILITIES FOR EMERGENCY

OPERATIONS
A LPV (Localizer Performance with Vertical Guidance Approach) is similar to
CAT 1 ILS with minimums as low as 250ft and 1/2 mile visibility. The same procedure
specially designed for helicopters are known as PinS (Point in Space) approaches.
While LPV is intended to leave the aircraft aligned to a runway threshold only
needing the lighting and marking required for IFR flights, PinS approaches are
intended to leave a helicopter at a given point in space and from there on, without
needing any infrastructure on ground, the aircraft either flies a missed approach
procedure or visually approaches the landing platform at the hospital. The flexibility
offered by the free positioning of the MAPT/IDF is the main asset of this concept.
Given the new set of performances available in modern GPS, not only instrument
approaches be flown to hospitals, but also, routes can be established based on PBN

47
 EUROPEAN HEMS

(Performance Based Navigation) connecting

bases and hospitals. Many missions can now
be flown that were once not possible, thanks
to the new technology.

PINS DESIGN FEATURES

Departure: The point-in-space departure
is based on a basic GNSS non-precision
departure procedure designed for helicopters
only. Flight maneuvering from the heliport
or landing area to the first waypoint, (IDF:
Initial Departure Fix) where the aircraft
transitions from the visual segment to the
instrument segment flight, assumes adequate
visual conditions for the pilot to see and avoid
obstacles.
Approach: The point-in-space approach
is based on a basic GNSS non-precision
approach procedure designed for helicopters
only. It is aligned with a reference point
located to permit subsequent flight
maneuvering or approach and landing,
using visual maneuvering in adequate visual
conditions to see and avoid obstacles.
Fig 1.- Example of PinS chart
Visual segment: This is the segment
of a helicopter PinS approach procedure
from the MAPt to the landing location or of a helicopter PinS departure from
the landing location to the IDF, for a PinS “proceed visually” or “proceed VFR”
procedure.
“Proceed Visually” is an instrument approach procedure developed for locations
having the same physical surface characteristics as the heliport it serves, as per
Annex 14, Volume II. The approach delivers the helicopter to a missed approach
point (MAPt/PinS). Prior to or at the MAPt/PinS, the pilot shall decide to proceed
visually to the landing location or execute a missed approach.
The visual segment is protected beyond the MAPt/PinS if a missed approach
procedure is not completed after the MAPt. The visibility minimum is based upon
the distance from the MAPt/PinS to the landing location for a Direct Visual segment
and for a Manoeuvring Visual segment.

48
 EUROPEAN HEMS

Fig 2.- Typical PinS procedure

“Proceed VFR” is an
instrument approach
procedure developed for
landing locations that may
not meet the standards for
a heliport. The approach
delivers the helicopter to
a missed approach point
(MAPt/PinS). Prior to or at
the MAPt/PinS, the pilot shall
decide to proceed VFR or
execute a missed approach.
There is no protection
beyond the MAPt/PinS if a
missed approach procedure
is not completed after the
MAPt. The pilot is responsible to see and avoid obstacles. The visibility for these
approaches is the visibility published on the chart, or VFR minima required by the
class of airspace, or State regulations, whichever is higher.
Another important value of this procedures is that you may adapt the GPA (glide
path angle) of the approach to whatever is needed given is not more than 6.3º or
11%. If more than 3.5º is needed a special approval is required.

GLOBAL DEVELOPMENT
Most new HEMS operations are born with off the shelf helicopters that bring
GPS capabilities needed to fly PinS. Also many operators already established on the
business are upgrading their fleet to satisfy the needs of their customers.
But, as we said at the beginning, time also plays an important role in the
equation. While in North America there are already more than three thousand LPV’s
published and a few hundred PinS`s serving hospital and HEMS bases, is not so in
the rest of the world.
In Europe although LPV’s are implemented in a few hundred airports, PinS’s are
counted by the dozen. Civil Aviation Authorities have to trust the more complex risk
analysis needed to validate these approaches.
In countries that are just arriving or at early stages in these services, time and
public demand will create on the Authorities, the required attitude and state of mind
needed to level with the most advanced HEMS from leading operators. Lessons
learnt will show the correct path to follow. HO

49
 When the Helicopter
Emergency Medical Service
(HEMS) industry, fraught with
an unacceptable accident
rate, pushed helicopter
manufacturers to craft a
solution, Bell Helicopter
answered the call with the
creation of its Bell 429. THOMAS
HUMANN investigates how this
modern light twin has captured
the imagination of helicopter
operators well outside its
original target market.

S TO RY BY T H O M A S H U M A N N
PH OTO S BY N E D D AW S O N

51
 I
n the mid-2000s, HEMS operators had a target on
their backs. The industry was averaging one crash
per month in the US, with an equal number of
fatalities. The FAA and NTSB made air ambulance
safety their top helicopter priority. While the causal
factors were numerous, one focal point became aircraft
fitness. Recommendations swirled about twin engines,
single-pilot IFR, night vision capability. The time for
change was now, presenting helicopter manufacturers
a golden opportunity — gold that would go to whoever
could provide the optimal solution.
Eager to capitalize, Bell Helicopter surveyed its flight
line for answers. The closest machine they had at the time
to filling the bill was the light twin Bell 427. The company
scrambled to achieve single-pilot IFR certification with
the addition of upgraded avionics, to include a glass
cockpit. But the industry demanded a larger cabin for
improved patient loading and accommodation. It
became obvious to Bell engineers that if they wanted to
achieve a true foothold in the future of the market, a more
drastic overhaul was required. In short, the 427 wasn’t
worth fixing.

52
53
 By late 2007, after two years of development with direct input from pilots in the
field, Bell transformed their mockup into the first flight demonstration of the Bell
429. It was immediately clear this machine was a break from the past. Traditional
metal blades were replaced with swept tip composites. The old two-bladed tail
now had four, offset just enough to reduce noise signature. Glass multifunction
displays dominated the extensive console. A three-axis autopilot (with an option for
four-axis) gave the 429, easy to use single-pilot IFR capability. With 204 cubic feet
of cabin space and convenient loading access, the 429 outpaced its competitors.
One of the few holdovers from the 427 was the drivetrain: twin Pratt & Whitney
PW207Ds cranked out 1,250 continuous horsepower, fully maximizing the main
transmission. Already equipped with FADEC, there was no reason to fiddle with the
state-of-the-art engines and transmission.
Despite the worldwide economic crash of 2008, eagerness about the
forthcoming 429 abounded. By the time of FAA-certification in early 2009, Bell
had received more than 300 new orders. Unsurprisingly, medevac behemoth Air
Methods led the way and accepted delivery later that year. What was an intriguing
hint at things to come was interest from other public agencies.

FILLING MODERN NEEDS IN A DANGEROUS WORLD

Bolstered by lucrative government contracts and a booming technology industry,
Virginia’s Fairfax County rode the economic wave of the 2000s, becoming the
second wealthiest in the US. Its first responders had joined the high profile ranks
of New York City during the terrorist attacks of 9/11. While their response was
inspiring, the aftermath led to questions of updating assets into the twenty-first

54
55
56
57
 century. Fairfax County Police Department (FCPD) was still flying the same Bell
407s that had replaced their Bell 206s many years earlier. As the department
began the process of replacing them with something comparable but newer,
politics interceded.
One of Fairfax County’s executives was a former Marine Corps helicopter pilot
whose UH-1 had been shot down in Vietnam. Recalling how his aircraft was unable
to continue flight after losing its only engine, he worried about what would happen
if one of FCPD’s 407s lost its single engine over his rapidly growing community. He
called upon FCPD’s chief pilot, Paul Schaaf. The former Army Guard helicopter pilot
followed orders like a diligent soldier, researching affordable multi-engine options.
The soft-spoken Schaaf said, “I was involved in the Bell 429 Customer Advisory
Committee and watched its development during visits to Mirabel, Quebec and Fort
Worth, TX. I saw that the 429 could perform our mission without significant twin-
engine penalty [the second engine adds weight]. So I put together a competitive
bid process and held an open evaluation that included fly-offs of the EC135P2+,
MD902, and Bell 429. We evaluated the aircraft on about a dozen criteria: start and
run-up times, handling qualities in a 40-knot left hand orbit, one engine inoperative
performance, cruise speed, cockpit and cabin versatility and visibility, CG limits, and
payload. The 429 dominated all areas except cockpit visibility and payload.”
Because of his personal involvement in the development committee, Schaaf
recused himself from the selection process. An independent panel of six pilots,
mechanics and crew from FCPD and two other law enforcement aviation programs
evaluated and awarded the contract to Bell. The process proved transparent and
honest enough to withstand a Eurocopter protest. In 2011, FCPD became the first

58
 Overall, the 429 is very user friendly. And I must say
that Bell’s customer service has been topnotch.
TOM MCCORMICK

agency to operate the 429 in a multi-role capacity, using it for all manner of law
enforcement and medevac missions.
It did not take long for word to spread beyond the county and the country.
Police agencies in New York, Delaware, Sweden, and Turkey came calling,
consulting FCPD and drafting their own contracts to purchase the 429. Having
logged sufficient hours in numerous 429s, Schaaf was able to provide constructive
feedback. He remarked how pleased he was with the relatively low time aircraft.
“There’s something I’ve learned about the 429 from flying a few dozen of them now.
Unlike many other models where each serial number has some idiosyncrasies, the
429 seems to be highly consistent regardless of the configuration.”
Bell was thrilled that its 429 had gained traction in the HEMS industry and
drew ever-increasing interest amongst public agencies. The company could take
satisfaction knowing that it would have a prominent role in a post-9/11, security
driven world. It would soon be pleased to garner the attention of more private
corners of the light twin market.

60
Year: 1981
S/N: 51400
TTAF: 10863.7
Location: PNG
Great looking Bell 206L-3 refurbished late 2012.
Equipped with cargo hook.
ENGINE 250-C30P TSN: 5825.7
AVIONICS:
VHF COM King KY 196A
VHF COM King KY 196A
AUDIO King KMA 24H
HF COM Icom IC F7000
FM COM Tait 2000 11
TPX KT76A
GPS Garmin 196
ELT Artex 110-406
Satellite tracking Spidertracks
INSPECTION: Next maintenance action: 50 h-
Inspection at TT A/C 10874.9
ADDITIONAL EQUIPMENT AND FEATURES:
Onboard Cargo Hook
Dart Baggage Compartment Extender
Dart Mirror Kit
Whelen Siren
Dart PAX Access Steps LH and RH
FOR MORE INFO
Dart Access Steps LH and RH
Dart Maintenance Steps LH Fwd and Rear, RH Fwd and Rear Pacific Helicopters Limited
Airport Road
INTERIOR: Beige and Grey
P.O Box 342, Goroka
PILOT(S)/ PASSENGERS: 1/6 Eastern Highlands Province
Papua New Guinea
EXTERIOR: Red with white Landing Gear
t: (675) 5321833
REMARKS / MISCELLANEOUS: The helicopter was f: (675) 5321503
refurbished internally and externally November 2012 as
e: dom@pacifichelicopters.aero
well as a new Wiring Loom fitted. The aircraft is operating,
why the condition and component times will be subject to
changes depending upon such operations.

61
 SMOOTH MOVES AND SEX APPEAL
The addition of the Bell 429 to NYPD’s helicopter fleet not only fulfilled its
mission of protecting and serving Manhattanites. It turned heads amongst the
Big Apple’s wealthiest aviation enthusiasts. When one such Part 91 owner and
operator asked his lead pilot Tom McCormick how the Bell 429 compared to other
prospects, the competition was underway. McCormick said, “My owner is sensitive
to vibration, wanted something smooth. He insisted on the safety of a twin-engine
machine. While he wasn’t against something larger and costlier like the Sikorsky
S-76 or the Eurocopter AS365, he wanted the intimacy of conversing directly with
his passengers — not to be cut off from them like they’re in a cocoon.”
Despite having seventeen years of Coast Guard experience in the Sikorsky
H-3 and Eurocopter H-65, McCormick’s search led to the 429. The owner wanted
to limit the scope of his operation to one airframe, so the selection had to fill as
many needs as possible. Confident that the 429 was the answer, he signed ink
on a purchase contract. For the past two years, the congested airspace over
metropolitan New York has featured the midnight blue and black 429 known as
N42NY. It may be a light twin, but it is no lightweight when it comes to competing
with fellow corporate helicopters. N42NY’s optional retractable gear, slender
nose, and gentle bulges give it a sleek muscularity normally reserved for upscale
medium-sized ships.
On any given day, the eye-catching N42NY can be seen on the ramp at
Teterboro Airport, awaiting its VIPs’ arrival via Gulfstream G650. Tom McCormick
and his copilot (the owner whenever he’s available) watch from the FBO as the jet
slows to a stop next to the 429. They greet arriving passengers before asking FBO
ground crew to stow baggage in the cargo compartment, concealed in the rear of

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 the cabin underneath the tailboom. With everyone briefed and buckled into
leather bucket seats, McCormick starts engines and calls for takeoff. If weather
allows, he climbs to 900 feet and proceeds eastbound across the Hudson River,
joining one of New York’s well-traveled VFR helicopter routes. With heads on a
swivel and a few concise radio calls, the pilots shoot their approach to one of three
primary heliports along the river’s edge. With the 429’s smooth acceleration, the
entire flight takes less than five minutes — almost too short, given the comfortable
ride and legendary sites.
Because New York weather is unpredictable, McCormick must be ready for a
more complicated IFR departure once the drop-off is complete. He plugs the flight
plan information into the 429’s Garmin 750 and contacts La Guardia Airport’s tower
once airborne. Following the crystal clear displays on three large console screens,

68
he lifts into the low clouds, staying clear of nearby skyscrapers. These short flights
to airports outfitted with instrument approaches provide the only real challenge to
the 429. According to McCormick, “The four-axis autopilot is not robust or accurate
enough for my liking. It tends to wander on airspeed and altitude.” Since their
operation is insurance-mandated to operate with two pilots any time they carry
passengers, this shortcoming is overcome with the backup of an able copilot.
If the experienced McCormick could change anything else about the 429, it
would be to add an auxiliary fuel tank and reduce the number of pesky aural alerts
when flying low level over the city. “Overall, the 429 is very user friendly. And I must
say that Bell’s customer service has been topnotch.”
Meanwhile, 200 miles south in Washington, DC, Paul Schaaf is preparing for
his own Part 91 VIP flight. Having retired from the FCPD in 2013, he now manages

69
 a flight operation for three local businessmen. They already owned a Eurocopter
EC130, but ordered a customized 429 after Schaaf advised them they could improve
their passenger carrying performance. They took delivery of the forest green and
tan 429 in September 2016 — it has quickly become the crowned jewel of their
four-aircraft fleet. Schaaf and his copilot board passengers into the soundproofed
cabin. The four two-tone seats are accented by wood grain and glowing LED lights;
they’re complimented with touchscreen inflight entertainment screens. This is the
first ever 429 furnished with the luxury MAGnificent VVIP interior by Italian designer
Mecaer. The installation took place at Bell Helicopter’s facility in Prague, the Czech
Republic, where Bell and Mecaer collaborate on state-of-the-art schemes inspired
by customer desires.
Ready for takeoff, Schaaf departs DC for the hour-long flight to New York City.

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 71
HELIOPS FRONTLINE 17
 With a cruise endurance of four and a half hours, he has more than enough fuel,
regardless of weather conditions. On clear days, he shoots an approach into Linden,
New Jersey, south of the city, and proceeds visually to one of Manhattan’s heliports.
If clouds preclude VFR, he continues along prescribed routing to Teterboro, where
an instrument approach allows the 429 to duck beneath the cloud deck en route to
its destination.
Like McCormick, Schaaf is satisfied with the 429’s flight capabilities. Yet every
pilot wishes he could have more, which is what drives manufacturers toward future
enhancements. “If I could add anything, it would be synthetic vision, a Garmin 1000,
and a quiet-cruise mode. If I could change any airframe features, I’d lower the skid
gear for passenger access. But the most significant thing I’d want would be for the
FAA to allow us to lift more weight — the 429 can do it.”

ON TOP OF THE WORLD

When Bell sought certification for the 429, they did so under the rules of FAA
Part 27, which limited the maximum gross weight to 7,000 pounds. Had they spent
the extra time and money to meet Part 29 rules for transport category aircraft, the
429 would be allowed to operate up to 7,500 pounds. Bell had hoped to get the
aircraft certified expeditiously, and thereafter seek an exemption once they proved
to the FAA that the 429 exceeded required performance and safety features. So far,
it’s a gamble they’ve lost — but not everywhere.
Transport Canada granted Bell approval to increase the 429’s gross weight to
7,500 pounds, provided operators equip with a cockpit voice recorder/flight data
recorder, a terrain awareness system, radar altimeter and pulse light. Other nations

72
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 throughout Europe and beyond have followed suit. This has allowed operators to
add the dynamic 429 to their fleet. One such company is Heli-Alps, based at Sion
Airport in southern Switzerland.
Entrepreneurial pilot Jean-Daniel Berthod and his business partners have
provided myriad helicopter services since 2005, teaching students, touring the
Swiss Alps, and flying utility missions from external lift to filming. Over the past
decade, they’ve filled their ramp with Robinsons (R22 and R44) and Eurocopters
(AS350, EC120, and EC130). But to lure the most discerning clientele, they yearned
for something with a bit more panache. The 429 had the styling and features
Berthod needed. But to succeed in the thin air above the 14,000-foot Matterhorn
required every pound of lift. Being afforded the use of the 429’s 3,000-pound of
useful load solved their conundrum.
In 2014, Heli-Alps purchased a stunning navy blue 429; its white waves of accent
paint evoke images of the drifting snow it now flies above. While Berthod still
instructs in Robinsons and ferries heli-skiers with capable Eurocopters, he and his
fellow pilots reserve their 429 for VIPs — whether its executive flights between
Swiss cities or dream getaways. Any sacrifice in passenger visibility is compensated
for with a silky ride, cabin comfort, and speed.
When Bell developed the 429 as an answer to the trials and tribulations of the
HEMS industry, any aspirations for a broader market were just that. In the decade
since, their commitment to performance and artistry has piqued the interest of the
broader helicopter world. If they’re able to break through the regulatory ceiling with
the FAA and achieve transport category status, the sky is the limit. HO

76
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S TO RY BY T H O M A S H U M A N N
PH OTO S CO U RT ES Y O F PJ H E L I C O P T E R S , C H P & M I C H A E L P I P E R 79
 Picture a massive reservoir, swelling to capacity and thrusting
its enormous weight against its 50-year old dam and levees.
The spillways become overrun and begin to crumble under the
onslaught. If the timeworn concrete gives way, a wall of water,
earth, and debris could decimate the towns below. Thousands
flee the area as first responders and helicopters rush toward the
impending disaster. Is this the sequel to Dwayne “The Rock”
Johnson’s San Andreas? No. It’s a very real drama playing out in
a small California town an hour’s drive north of Sacramento.

A
fter five years of record drought, precipitation has returned to
California with a vengeance. Lake Oroville is overflowing due to the
rain and snow pack above. Its 770-foot tall (235 meters) dam, the
largest in the United States, is holding strong. The same cannot be
said for its spillways though. On February 7, the concrete chute that
diverts excess water to the Feather River below, cratered halfway down its 3,000-
foot (900 meters) length. As rushing water hit the sinkhole, it exploded into the air
and spewed onto the adjacent hillside. The more water that followed, the more it
tore apart the spillway and eroded the surrounding ground. California’s Department
of Water Resources (DWR) faced an unprecedented quandary.
The Oroville Dam houses a hydroelectric plant at its base, capable of funneling a
modest amount of water and harnessing its power for electricity generation. As the
lake’s level exceeded the plant’s capacity, operators redirected water to the spillway,
83
 opening its eight gates. Unbeknownst to them at the time, the earth beneath the
spillway could no longer support the aging concrete. But they had an emergency
option. Next to the spillway, opposite the dam, is a 1700-foot (500 meters) long
retaining wall, designed to allow excess water to roll over the top and spill onto
the hillside beneath it. It had never been used before and officials hoped it never
would. But with the primary spillway partially destroyed and its gash growing by the
minute, they opted to shut the gates. The overflowing water was forced over the
emergency spillway, and even around it. Within hours, the raging water had eroded
dirt to the point that officials feared the retaining wall might not hold. If it failed, an
uncontrollable amount of water would follow. After conferring with DWR, the Butte
County Sheriff ordered the evacuation of nearly 200,000 residents on the evening
of February 12. The crisis triggered the state’s robust emergency response system.

ORGANIZING THE CHAOS

California’s Office of Emergency Services (Cal OES) sprang into action,
summoning available first responders and activating the National Guard. Swift water
rescue teams were ordered from Southern California. California Highway Patrol
(CHP) answered the call with four state-of-the-art H125s and late model AS350
B3s, along with three fixed-wing GA8 Airvans. Cal Fire, the state’s fire department,
dispatched ground resources and three of their upgraded military excess UH-1Hs.
Sacramento Metro Fire’s UH-1 and Butte County Sheriff’s OH-58 readied for action.
With the amount of aerial resources en route and the possibility of more, Cal OES
asked Cal Fire to coordinate the effort from the sky.
Accustomed to overseeing large-scale aerial firefights during California’s
parched summer months, Redding airtanker base launched a Cal Fire OV-10 Bronco
known as air attack, staffed with a pilot and fire chief. The air attack established a
temporary flight restriction over the entire area to prevent general aviation traffic
and hobby drones from threatening the mission. With an extensive web of high-

84
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see how we go above and beyond.

HELINET.COM
 tension power lines sprouting from the dam, the pilots did not need any superfluous
hazards. The initial requirement of incident commanders was information, best
acquired via an ongoing aerial picture. While the air attack could verbally describe
the scene during daylight hours, his OV-10 has neither onboard cameras nor night
vision. That need was filled by CHP’s airplanes, staffed by a pilot and a tactical flight
officer (TFO) manning a high-definition infrared camera capable of zooming to
minute detail. Each night, the TFO watched the situation unfold on two large, user-
friendly onboard monitors and recorded the video. This 24-hour video and downlink
capability allowed the command team’s planning cell to assess where the situation
was most dire and predict near term crises.
While devising solutions, commanders also prepared for the worst. With the
specter of a 30-foot wall of water devastating the towns below the dam, they
staged as many rescue-capable helicopters as possible. CHP’s H125s provided
double-duty to their law enforcement flights. Their high-visibility cockpit, powerful
searchlight, and Goodrich hoist made it an ideal search and rescue option. With
every pilot EMT-qualified and TFO an advance life support equipped paramedic,
they were ready for any medical emergency. Their capabilities were put to the test
on the incident’s first night.
Pilot Jason Hertzell was patrolling the area when a call came over the radio for a
hit-and-run injury. While an evacuee was loading his idling truck, an armed couple
carjacked and hit him with it before speeding away. Using their NVGs and FLIR,
Hertzell and his TFO located the victim, landed and loaded him into their H125. The
medic stabilized him while Hertzell flew directly to Enloe Medical Center in nearby
Chico. As they delivered the head-injured victim to safety, Enloe’s EC130 T2 air
ambulance was in the midst of its own mission, relocating numerous patients from a
hospital in the low-lying town of Gridley, which fell under the evacuation order.
Cal Fire added another layer of readiness to the rescue operation, bringing in
helicopters from throughout Northern California. Each of its UH-1Hs, upgraded to
Bell 205A+ equivalence by virtue of stronger engines and beefier rotor systems,

86
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 comes with a Goodrich hoist capable of lifting 600 pounds on its 250-foot cable,
making it ideal in heavily wooded areas. The Huey’s larger cabin enables it to rescue
up to six seated victims or four plus a Stokes litter, in rapid succession. Cal Fire’s
pilots and fire captains train annually for water emergencies each spring in the
Thermalito Afterbay, a mere eight miles downriver from the Oroville Reservoir. They
are presented with scenarios ranging from small boats in distress to hikers swept
away by rushing water to motorists trapped by unexpectedly high water on roads.
Butte County Sheriff, in unified command with Cal Fire on account of the
incident occurring in their county, offered up its military excess OH-58 to the rescue
effort. Based at nearby Oroville Airport, the pilot and crew of the helicopter known
to locals as “H-1” is adept at short haul rope rescues, which they perform over both
land and water year-round. As the situation became more ominous, Sacramento
Metro Fire sent one of its rescue-capable UH-1s north to be ready at a moment’s
notice. Metro’s hoist, rescue protocols and procedures are similar to Cal Fire’s, as
the two departments have worked in conjunction for years both operationally and
on aircraft maintenance.

MILITARY REINFORCEMENTS
As proficient as California’s public agency air programs are at search and rescue
operations, they are limited by aircraft size and the ability to operate at night (with
the exception of CHP). Cal OES leaned forward by activating California National
Guard units, including the 3-140th Security and Support Battalion, commanded
by Lieutenant Colonel Dan Anderson. A combat-tested UH-60 medevac pilot and
current helicopter fire pilot, Anderson spurred his men and women into action.

88
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Within three hours of the official call, his forces landed three CH-47s, three UH-60s,
and two UH-72s on the ramp at Chico Airport, all of them night vision goggle
capable. They were self-supported by maintenance personnel and refueling assets.
Meanwhile, seven additional Guard helicopters were manned and ready to respond
throughout Northern California. Two successful missions reinforced Anderson’s
confidence in his Guard assets during the ongoing spillway crisis. “A CH-47F
Chinook airlifted several tons of palletized sandbags from Sacramento to Nervino
Airport [60 miles northeast of Oroville] to assist in flood control efforts there. In
addition, a Guard UH-72 and HH-60L on a river surveillance mission were called to
assist in the rescue of an 81-year old man swept into a raging river near the town
of Quincy. The Medevac Blackhawk reacted immediately, locating the elderly man
clutching to debris in the midst of churning whitewater.” Realizing the man would
be unable to hold on much longer, the pilot maneuvered into a hover while the
crew lowered a rescuer via the ship’s externally mounted hoist. Staying attached
to the line so as not to become a second victim, the army crewmember snatched
the victim and aided him onto the hook. The pilot climbed slowly up and away
from the water while the rescuer calmed the shaken man, holding him tight as they
flew to safety.
With so many helicopters standing by for the possibility of a mass casualty
rescue, agency and military pilots devised a coordination plan. They scouted
potential weak spots in the levees and designated landing zones for accessing
stranded civilians. They planned to connect on one of two assigned radio
frequencies and divide and conquer areas of need. If disaster struck during
daylight, Cal Fire’s air attack would provide oversight; CHP’s fixed wing would
handle the night.
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93
 CALLING IN THE BIG IRON
By the morning of February 13, incident commanders awoke to see the
emergency spillway had survived the night. The rain had subsided, but the reprieve
was temporary, with renewed storms in the forecast for later in the week. And
overnight video from CHP showed widespread erosion that still threatened the
integrity of the retaining wall. The team now had a damaged primary spillway and
the potential for a catastrophic failure of its backup. Facing a difficult decision, they
opted for the lesser of two evils and reopened the former so they could make a
patch fix to the latter.
Nervous officials and displaced residents watched as water gushed down the
primary spillway once again. The bottom half of the spillway was annihilated, but
the river below seemed able to withstand the barrage. Attention turned to filling the
gaps around the emergency spillway. Initially unable to access the area by ground
vehicle, commanders sought helicopters to carry loads of rock to drop into the gaps
and reinforce the saturated earth. Fortuitously, two heavy lift contractors reside
within a few minutes flight of the dam.
Since they started flying agriculture missions with two aircraft forty years ago,
PJ Helicopters has become omnipresent in Northern California’s utility helicopter
industry. Their fleet of light and medium machines was revolutionized in 2015,
when they began acquiring and certifying military excess UH-60As for restricted
category use. By designing a proprietary large bubble window and high-visibility
step fairing, they integrated the Hawk into their reputable longline vertical reference
mission. Their maintenance team stripped unnecessary equipment, reducing the
basic weight to 10,700 pounds (4,850 kilos), enabling pilots to take full advantage
of its 8,000-pound (3,600 kilos) cargo hook capacity. When the call came to help

94
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 their neighbors in Oroville, PJ dispatched two Utility Hawks to the scene. The
helicopters, each manned by two pilots, landed in an expansive parking lot that
had been temporarily converted into part helispot, part rock staging area. They
briefed the loading procedures with their ground crews and members of the
incident management team, who explained that a geologist would be awaiting

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 their radio call at the drop-off point. The soil expert would instruct the pilots where
to drop their load and request the type of product to be dropped, depending on
the optimum type of riprap for the location. Hundreds of white bags in the staging
area were filled with sand, pea gravel, or small boulders.
With briefings complete, the Utility Hawks lifted and hovered above the bags,
dangling their 100-foot lines as ground crews hooked the loads. The pilots worked
into a daisy chain, moving quickly from the pickup zone, across the dam to the
emergency spillway. Each full turnaround took only three minutes, meaning a drop
every ninety seconds between the two aircraft. Working like tireless bees building a
nest, they ferried bags weighing between 3,500 and 5,500 pounds, transporting a
staggering 700 loads over two days.
Meanwhile, PJ Helicopters also had helicopters assisting with the construction of
an auxiliary power line. Fearing the hillside might give way, Pacific Gas and Electric
had shut down the high-tension lines that spanned the spillways, necessitating
an alternate power supply route. PJ deployed a Bell 214, two Bell 407s and a Bell
206, flying five to ten flights a day to ensure restored electricity. Together, the four
helicopters transported personnel, set power poles, and reinforced the ground with
additional bags of rock.
Knowing their fair weather window would soon close, incident commanders
wanted to move as much rock as quickly as possible. And few helicopters can lift
as much as the Sikorsky Skycrane, with its 20,000-pound (9,000 kilos) capability.
Luckily, there were four of them based at nearby Yuba City. Siller Helicopters
launched a standard category S-64E, one of its original logging helicopters
purchased new from Sikorsky in 1975.
Siller’s general manager Hunt Norris noted, “Most of our work revolves around
firefighting, so we’re used to saving homes and even firefighters on the line. In this
case, we’re proud to be able to serve the local community. ”
Familiar with busy firefighting operations, veteran pilot Scott Turner had no
trouble integrating into the work cycle with the PJ pilots. Because his larger
Skycrane required additional time to hook its load, the evolution required extra

100
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 radio de-confliction. But any delay per load was overcome by carrying 13,000
pounds (5,900 kilos) of rock per trip. Turner slowed to a hover above his rock
bucket, a large metal bin capable of holding four cubic yards. Withstanding dusty
rotor wash, Siller ground crews attached hooks to either end of the bucket before
Turner lifted and cruised to his drop-off location. Once there, he released one hook,
allowing the bucket to drop open and dispense his hefty load. It was a cycle he
repeated throughout the day, interrupting his four-minute turnaround times only
to refuel and inspect his aircraft.
After one day’s worth of Skycrane loads, the command team reassessed its
needs and opted to release Siller from rock-carrying duties. This freed them to
perform other missions, including levee reinforcement in threatened areas and
potentially power line construction.
Meanwhile, PJ’s Utility Hawks and Bell 214 continued to ferry bags of rock in
between dousing rainstorms.

CRISIS AVERTED…FOR NOW

Kory Honea, Butte County Sheriff, announced that work to reinforce the
emergency spillway was on pace to be completed ahead of future storms. This
progress allowed him to reduce, for the time being, the mandatory evacuation to
a warning. “The actions of many caring, dedicated, courageous people resulted
in victory, yet provided a stark reminder that the forces of Mother Nature can
create emergency situations requiring immediate action.” The swift evacuation
of thousands of residents and animals allowed emergency personnel to move in
and go to work. Their actions prevented more significant damage and ceased the
expansion of a massive hole in front of the lake’s emergency spillway.
Acting director of DWR Bill Croyle added this admonition. “A lot of other
reservoirs are being topped off, yet we still have a large snow pack. We will still see
quite a spring runoff. We’re not gonna stop, we’re gonna keep on this.” HO

102
103
RUSSIA’S GOVERNMENT HAS LAUNCHED A SERIES OF PROJECTS
TO ESTABLISH EMERGENCY MEDICAL SERVICES COUNTRYWIDE.
ALEXANDER MLADENOV EXAMINES THE INITIATIVE AS WELL AS THE
105
INITIAL STEPS AND CHALLENGES IN IMPLEMENTING SUCH A SYSTEM.
 A
n ambitious program
for a vast expansion
of national emergency
medical services (EMS)
in Russia was first
announced in 2012, and in 2013 the
first steps for establishing operations in
several remote regions were undertaken.
They took the form of pilot projects
but the first allocated increased budgets
for HEMS operations did not appear
until 2017.
The Russian government increased
the funding of its initiative, which
will eventually see the wider use of
commercial helicopter operators and
specially-equipped helicopters HEMS.
The main objective is to improve the
response times, with arrival of the
helicopters at the accident scene
between 5 and 10 minutes after take-off
in urban areas, while the transportation
of the patient to the nearest suitable
hospital should take between 35 and
50 minutes. The eventual target of the
initiative is to reduce the today’s rather
high mortality and disability rates in
Russia. The total annual losses from
106
traffic accidents amount to some roubles
170 billion (US $2.93 billion) a year.
In 2016, the helicopter EMS (HEMS)
developments were boosted by the
Russian government, with President
Putin personally emphasizing the
importance of this kind of public service
to population and promising a sizeable
increase of the funding to cover the
HEMS costs in remote regions of Russia.
The program is slated to cover some 34
regions and the funding allocated from
the Russian federal budget for 2017
will amount to 3.3 billion roubles (US
$56.1 million in early 2017). This budget
is intended to be used as a payment
for HEMS services, most of which
are provided by commercial aviation
operators. The plan is to increase the
accessibility to high-quality medical
care in the remote corners of Russia.
In fact, 60% of the Russian regions
have underdeveloped ground transport
network, limiting the options to provide
medical assistance in a timely manner
using ground ambulances. Some 23,000
villages and small towns across Russia
are not accessible at all by ground
 transport so the medical evacuation
by air is the only option for critically ill
patients or casualties
Russia’s Ministry of Health was
originally intended to be the initiative’s
sponsor. It foresaw establishing
territorial EMS systems at three levels -
international/interregional, interregional
/territorial and territorial. The helicopters
equipped for EMS serve mostly the
territorial centers, established or further
developed inside each of Russia’s
administrative territorial subjects - such
as districts, ends and republics. The
existing EMS assets in Russia, both fixed-
and rotary-wing aircraft (most of which
are operated by the parapublic sector),
are clearly insufficient to cover the entire
territory of Russia and their effectiveness
(excluding the HEMS system established
in Moscow), is considered unimpressive.
Currently, less than three dozen
dedicated HEMS helicopters operate in
Russia, five of which serve the capital
Moscow. The parapublic Ministry of
Emergency Situations (EMERCOM) is
also involved in the HEMS operation,
mainly with a fleet of seven Ka-32BC11BC
helicopters (delivered between 2011
and 2013), all of which are equipped
with sophisticated HEMS kits. These
are used in the European part of the
108
country, alongside the biggest federal
highways stretching from Moscow to
St Petersburg, Kazan and Sochi, while
more than 30 Mi-8MTVs and Ka-32As
are being used on on-demand basis for
SAR and medical evacuation operations
around the country, with expenses paid
by the EMERCOM’s budget.
In 2015, some 25,000 patients in
Russia received medical assistance by
air, using both fixed- and rotary-wing
aircraft from parapublic and commercial
operators flying 17,457 sorties. Currently,
there are some 165 hospitals and about
two dozen mobile first-aid teams in
entire Russia, whose personnel is
qualified to provide EMS by air. As of
December 2016, the Russian inventory
of HEMS and medical evacuation
helicopters and fixed-wing aircraft
numbered 154 units used to serve a total
of 43 territorial subjects.
TWO HEMS MODELS
CO-EXISTING IN RUSSIA
There are two different operating
models of HEMS currently adopted
and co-existing in Russia. The Moscow
Aviation Center (MAC) in Moscow is a
typical example of the first model. It
is a subsidiary of city’s disaster relief
authorities, using its own helicopters
109
 and the operations are fully funded by
the local authorities in Russia’s capital
as are some other HEMS operations
set up in a number of Russian cities
and regions that are funded by their
local administrative authorities. In this
case commercial helicopter operators
sell flight hours to the local health
authorities, while the medical teams
are provided by the local hospitals.
This is the case, for example, with the
successful HEMS operation set up in
2013 in the southern city of Krasnodar,
where one EC135 helicopter owned by
a state-controlled company Kubanavia,
is operated by the privately owned
commercial rotorcraft operator PANH
while the end user of its services is the
Health Ministry of Krasnodar.
UTair, the biggest commercial
helicopter operator in Russia, is also
involved in the HEMS business. In
addition to its core helicopter business
upporting the oil and gas exploration
companies in Siberia, it also hold
contracts with the local authorities in
a number of Siberian regions (such as
Khanti-Mansiisk) to provide on-demand
110
aeromedical evacuation services using
Mi-8Ts and Bo105s.
The second existing HEMS model
in Russia, adopted by the parapublic
Ministry of Emergency Situation, offers
on-demand services in some regions of
Russia (mostly in traffic accidents and
all other kinds of emergency situations
such as industrial and natural disasters),
using funding sourced from ministry’s
own budget.
FIRST STEPS IN
ESTABLISHING A NEW-
STYLE HEMS SYSTEM
In 2014, the new initiative, was
funded to the tune of some Roubles
1.1 billion (equating around US $36
million at the time), allocated from the
ministry’s own budget. Russia’s Health
Minister Veronica Skvortsova noted
that several pilot projects had been
initiated in the regions with the most
acute needs for medical evacuation by
air such as Amur District, Khabarovsk
End, Republic of Sakha-Yakutia and
Arkhangelsk District. All of these
regions are rich in natural resources
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 but otherwise sparsely populated
with marginal road infrastructures.
The budget for developing a full-scale
medical evacuation system with fixed-
and rotary-wing aircraft in these regions
in 2014 and 2015 was estimated at
Roubles 2.2 billion (US $66 million). The
experience gained during the design and
implementation of the pilot projects is to
be utilized later in setting-up operations
in the remaining regions of Russia. The
eventual objective by the end of decade
is to have a countrywide EMS system.
The total budget is expected to reach
Roubles 12 billion (US $400 million).
HEMS HELICOPTER
REQUIREMENTS
The principal requirements towards
the helicopters to be used in the newly-
established countrywide aeromedical
evacuations and HEMS system in Russia
call for Class A twin engine helicopters,
featuring navigation/flight suites for IFR
operations day and night. There are also
some general requirements requiring, for
112
instance, low noise and vibration levels
in order to provide favorable conditions
for operating the specialized medical
equipment and treating patients in flight.
Furthermore, there are some specific
requirements that were originally
expected to provide weighty advantages
to the local light and medium twins
rotorcraft manufacturers but these
requirements eventually proved too
difficult to be commercially successful.
The most important of the specific
Russian requirements is the ability to
be stored and serviced in open air for
prolonged periods, even in the winter
months, something not recommended
for most if not all of the Western models.
Another issue concerning the operations
of the Western models in Russia is the
lack of widespread in-country support
infrastructure since most of the existing
technical centers are situated around
Moscow and St Petersburg. This
limitation is expected to be resolved in
the near-to-medium term.
There is also a limited demand in
114
115
 Russia for heavy types represented by
the Mi-8T and Mi-8MTV. These types
are mostly employed as flying hospitals
for treating badly-injured or critically-
ill patients onsite in remote areas that
don’t hospitals, where long mission
ranges and all-weather operating
capability are a must. Currently, the
Ministry of Emergency Situations has
few helicopters in this configuration
and those that are, are mostly used for
disaster relief. There is also a number
of commercially-operated Mi-8s in the
northern and far eastern regions of
Russia which can be equipped with
medical evacuation kits for use in the
on-demand long-range missions in all
weathers day and night. Two Mi-8MTV-1
helicopters were ordered in mid-January
2014 by the government of Sakhalin
116
District in Russia’s Far East. Delivered
in 2015, these heavyweight machines
are utilized in a number of roles such as
cargo and passenger transport, forest
and fishery patrols and last but not
least, SAR and aeromedical evacuation
missions. They are equipped with
removable intense-care modules.
In late December 2016, Russian
commercial air carrier Yamal and Russian
Helicopters Holding signed a contract
covering the delivery of two Mi-8MTV-1
multi-role helicopters. Slated for delivery
in late 2017, these 13-tonne helicopters
will feature rapidly-convertible cabins
enabling their use for passenger and
cargo transport in addition to medical
evacuation, disaster relief, forest patrol
and firefighting missions. The mission
equipment will include an external cargo
 MOSCOW AVIATION CENTRE
THE BEST IN COUNTRY
MAC is the leading HEMS operator in Russia serving the capital Moscow. In 2016, it
transported 821 patients, which is 1.5 times more than the figure achieved in 2015. In
June 2015, MAC’s fleet saw the introduction in service of two newly delivered H145s,
and there are plans for a further fleet increases in foreseeable future.
Currently, the MAC fleet numbers five H145s, three of which are on duty in any given
moment serving the capital (to provide a full coverage of Moscow and the adjacent
territory), with three to four missions flown daily. Two of the helicopters are held on
duty at Ostafyevo airfield just outside Moscow while the third one is kept in a ready
status at a landing site next to Filatov Clinical Hospital in the city. The helicopters can
fly to any point in Moscow (inside the territory constrained by the Moscow Ring Road)
in seven to ten minutes while the territories served outside the city are reached in up
to 15 minutes. The H145s typically perform between five and seven missions each day.
MAC can use six landing sites next to big hospitals in Moscow, one on Moscow Ring
Road and 22 more in the Troitsk and Novomocow districts, situated just outside the
Moscow Ring Road.
From 1995 to 2016, MAC helicopters amassed more than 8,300 sorties, the vast
majority (some 80%) of which were to provide medical assistance to casualties in
traffic accidents, while 7% were on the account of medical evacuation of patients
required to be transported to a hospital as soon as possible. 1.75% were the patients
transported after terrorist action (bomb explosions) and 1&% were the casualties
resulting from city fires.

hook and a provision for a rescue hoist
installation. The Mi-8MTV-1s will also be
able to perform long-range missions
in sparsely populated regions in the
Yamalo-Nenetski district in western
Siberia thanks to the installation of
external tanks.
MI-2 STILL IN LIMITED
DEMAND
The commercially operated HEMS
fleet in Russia is still pretty small,
and accounts for several Ka-226 and
Mi-2 helicopters as well a few EC135s
and BK117C2 and Bell 407GXs. There
were big hopes that the Ka-226T and
Ansat will dominate in this sector as
the state-funded HEMS operations in
Russia’s regions would prefer indigenous
helicopters, but these were too slow
being brought to market and both
types did not become available for sale
until 2016.
In an effort to fill the gap in the
early 2010s, APK Vektor, a Russian
helicopter operator, also involved in
the maintenance, repair and overhaul
(MRO) and modification business,
decided to offer an interim solution in
the form of pre-owned and refurbished
Mi-2 3.7 tonne twin. The company
tried to promote the aged Mi-2 as a
serious candidate to grab a piece of
the near-future HEMS market in Russia.
It was an attractive proposal for cost-
sensitive customers thanks to its low
acquisition and operating costs. Sergey
Bashev, director general of APK Vektor,
claimed that the hourly rate of the
refurbished Mi-2 are around Roubles

117
 50,000 (US $1,600 when using the 2013
exchanged ratio) per flight hour while
the EC145 was no less than roubles
150,000 (US $5,000) in the specific
Russian operations conditions. There
were some 40 Mi-2s available in 2013
for refurbishment and conversion for
the HEMS role in Russia that could
have stayed in service until the mass
introduction of the Ka-226T and Ansat,
that was not expected to became reality
until the second half of the 2010s.
APK Vektor’s Bashev maintained
that although obsolete, the Mi-2 could
be successfully utilized in the HEMS
role in the specific Russian conditions,
operating with no restrictions in
extremely cold weather and with no
hangar storage required for parking.
For instance, in cold winter days, the
helicopter can be prepared for flight and
the engines started up within 15 minutes.
Together with Russian Helicopters
holding, the technical department of
APK Vektor has developed a specialized
medical evacuation interior for the Mi-2.
APK Vektor began operations
118
with three Mi-2s in the HEMS role in
Sverdlovsk District and had another
helicopter of the same type used in
Moscow region. Together with Zashtita
Russian National Centre for Disaster
Medicine, the company undertook
selection and certification of a network
of landing sites, situated next to the
main highways in Sverdlovsk District,
in a bid to reduce the reaction time in
case of traffic accidents. The operation
in Sverdlovsk District was launched in
May 2012 with three helicopters placed
on round-o-clock alert, and within six
months as many as 200 HEMS missions
were amassed, delivering to hospitals
more than 150 casualties, mainly the
results of traffic accidents. APK Vektor
has ambitious plans for utilizing its
experience and expertise, accumulated
in its HEMS business, for setting up
further operations with the refurbished
Mi-2 in Russia’s far eastern, far northern
and Siberian regions.
RVS’ NEW HEMS INITIATIVE
Mikhail Kazachkov, owner of Russian
Helicopter Systems - better known under
the Russian-language abbreviation
RVS – who is also a chairman of the
influential Russian Helicopter Industry
Association (RHIA) - told HeliOps in
May 2016 that he strongly believes
in the good commercial future of the
3.4-tonne Kazan Helicopters Ansat on
the domestic civil market, especially in
the HEMS role. Kazachkov has already
launched a wide-ranging effort that is
intended to promote the Ansat (certified
in a HEMS configuration in 2016) for
operation throughout Russia in the
much-needed HEMS role. This initiative,
supported by the Russian ministries of
health and the industry & trade of the
Russian Federation, calls for subsidizing
the HEMS commercial operators for the
acquisition of the Ansat by introducing a
newly-designed financial leasing scheme
in addition to subsidizing the air and
ground crew type-rating training.
The scheme proposed and pushed
by RHIA also foresees government
subsidies for the establishment of a
network of service centres for the Ansat
across Russia. These subsidies are to be
granted by the Ministry of Industry and
Trade and are intended to seriously trim
down the investment and the operating
expenses of the HEMS operators who
vote to use the Ansat. This kind of
government support in Russia is seen
as useful tool for overcoming the
competition posed by the Western
manufacturers, who currently have
almost full monopoly on Russia’s yet-to-
be-fully-developed HEMS market in the
well-developed and densely-populated
European part of the country.
Using the government support, Ansat
future operators who vote to acquire the
subsidized HEMS-configured helicopters,
together with subsidized training and
maintenance services, would be in a
good position to offer HEMS services at
an attractive hourly rate to the Ministry
of Health.
The first Ansat in HEMS configuration,
earmarked to serve the needs of the
Ministry of Health of the Republic of
Tatarstan (a well-developed territorial
subject in the European part of Russia
with a capital city of Kazan), was handed
over in October 2016, while RVS got its
HEMS-equipped machine in December
the same year.
In 2017, RVS launched its own HEMS
operation named HeliMed initially using
its sole Ansat which is slated to serve the
Moscow region and Moscow city. The
company has also established the first
service centre for the type in the country,
situated in its new flight, maintenance
and administrative complex at Helipark
Baravikha near Moscow, from where the
HEMS operation will also be run. HO
119
S TO RY & PH OTO S BY M A R K O G D E N

121
 Using primarily his own resources, an extraordinary
individual and his team are providing an incredibly
important yet unsung medical service to a nation of
people where many do not have access to the very
basic health services. HeliOps spent time looking at
the life-saving work being done by Manolos Aviation
along the northern coast of Papua New Guinea.

The BO-105 has

proven ideal for
working in the
remote areas of

J
PNG. The flight
nurse prepares urgen Ruh came to PNG
the patient before from Germany in 1983 and
loading onto the
helicopter.
established a life in this
equatorial island. He married
locally and has raised his
three kids there. He started out in
marine salvage (where he made
his money) never imagining that he
would eventually be saving the lives of
hundreds of people using helicopters
(where he is spending his money). To
understand what he is achieving it is
important to have an appreciation of
the nation he now calls home.
PAPUA NEW GUINEA (PNG)
PNG occupies the eastern half of the
island of New Guinea. Also included
are the islands of Bougainville, The
Admiralty Islands (Manus) and New
Britain. Located just to the north
of Australia on the Pacific Rim of

122
Many of the
villages are remote
with little or no
communications and
health care.
 The Lae Monolos
team. The BK117
provides more room
and is faster with
better endurance
but the downwash
can be an issue Fire, this is a land of geological and
when operating cultural extremes. It is a must see and
close to villages.
experience for those intrepid souls
who want to flavour a world that has
withstood the tests of time. With 852
known different languages, this is a land
of just 6.7 million people who primarily
live in remote customary villages
with few if any basic services such as
clean running water, sewerage or even
doctors. Forty per cent of its people
live a self-sustainable lifestyle. Its
neighbour Australia has 327 doctors for
every 100,000 people – PNG has five.
In 2010, PNG’s estimated infant
mortality rate was 374 per 100,000
live births (but this may be an
underestimation given the remoteness
of so many people) - Australia was 43.
The statistics of kids reaching the age
of five are even worse when comparing
PNG with Australia. Life expectancy in
PNG improved from 38 (in 1960) to 63
(in 2014) – Australia’s life expectancy is
presently more than 82.
It is obvious from the
124
aforementioned figures that health
should be a serious priority in PNG but
its Government spends about 4.3% of
GDP compared to Australia’s 9.4%. With
so many people living in remote areas,
it would be thought that there would be
many well-stocked and support health
centers but alas, that is not the case.
Most people in PNG live outside the
main cities and therefore miss out on
even basic health care. Making things
even harder for the villagers is PNG’s
geography. Still volcanically active, the
island has a tall sheer mountain range
as a spine and many of these mountains
extend to the coast. That geography
explains how so many languages came
to be – it was, until the advent of
aviation just too difficult for people to
move around the country.
Lastly, while the country is ostensibly
a parliamentary democracy, this is
overlaid on a tribal/clan system. The
strength of the clan system can be
witnessed through the many clan wars
and fights (particularly in the Highlands)
 in more than 27 countries, and a fleet of more
than 144 aircraft on lease, coupled with a large
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125
 Malonos also
provides a medivac
service to the many
cargo ships that
ply PNG waters,
especially near Lae
in Morobe Province.

126
127
 The Alotua-bsed
BO105 provides a
service between
the local hospital that have been waged for generations
and the many
remote islands off and often result in deaths or maiming.
Milne Bay. Equally though the village system is
why people have survived. Everything
is shared and everyone is responsible
for each other. Wantok as a system, is
an anathema to the individual focus of
western societies yet has been essential
to the survival of Papua New Guineans.
Largely Melanesian, PNG people have
little regard for time – as one pilot put
it, an appointment regardless of the
actual time is half past morning or half
past afternoon.
With little infrastructure and the
terrain making the building and
maintenance of roads difficult as well as
expensive, air transport is PNG’s single
most important form of transport. It
was as late as the early 1930’s when
Australian explorers explored what
was thought to be an empty PNG
Highlands using the airplane. What they
found was home to roughly one million
people, made up of several hundred
different ethnic groups who had
never encountered Europeans before.
Amazingly, in the course of merely one
128
generation, the highlanders experienced
contact with Europeans, colonization,
and decolonization while dealing with
the massive cultural change that this
contact entailed.
ALONG COMES JURGEN
Jurgen started out in East New
Britain in the marine salvage business
and to this day still has a coastal
freighter business supplying the islands
and coastal areas. In 2009, he decided
he needed a helicopter to support
the salvage business and so went to
Australia and trained to be a helicopter
pilot. On successful completion, he
returned and began supporting his
business. Despite operating privately,
a local helicopter operator complained
to the PNG aviation authorities at the
time and despite the regulations not
requiring, the regulators insisted that
he gain an Air Operator’s Certificate.
To justify the expense associated with
setting up a certificated operation,
he decided he needed three income-
producing helicopters and so began
Manolos Aviation. “In the end,” he
129
Often, the helicopter
is the only method of
delivering medical care
to the remote areas.
130

points out, “I became a true competitor
to the complainant and their tactic of
objection backfired.”
About eight years ago, he began
conducting medical patient transport
out of Lae. His first medical transport
mission was to transport a pregnant
mother to a health facility. “The person
who made the phone call for help had
walked for one day from his village
to find a phone. In the meantime, it
took the villagers a day to carry her
from one side of the valley to the
other where that village had an open
sports area I could land at,” Jurgen
explained. Despite her complications,
the 12-minute flight from the village to
the local Lae hospital saved her life.
It was then that Jurgen thought that
more needed to be done. He has since
set up a base at Alotau in the Milne Bay
area because the many islands in the
area has meant most have no access
to medical care or have to endure long
and sometimes treacherous small boat
rides to seek help.
Villages often
cling to the
steep mountains
providing an
HOW REMOTE? additional
challenge to the
PNG’s remote areas include not
helicopter pilots.
just the mountains and highland areas
but also the islands that lie off the
coast. What the figures don’t reveal
is the personal suffering that many
mothers in remote areas endure. Often,
there are breached births, or babies
dying in the womb or birth canal, or
placenta that remains in situ, among
a myriad of other complications that
arise. Often, transport to the nearest
health clinic, as basic as many are,
requires days of travel. In the case of
the highlands, mothers will need to
walk or be carried. Travel from the
islands involves hazardous journeys in
dugouts. Other illnesses and injuries
occur in the villages but Jurgen says
that the vast majority of his work, about
60%, is transporting mothers and their
children. Since 2015, Jurgen estimates
that the helicopters at Lae and Alotau
have directly saved at least 700 people.
These are people who would have most
definitely died had they not had access
131
Alotua Hospital is regarded as one othe better
facilities in PNG because the nursing staff deeply Unloading a patient
care about their patients. at the Lae Base.

PNG people do the best with what they

have. The helicopter provides the best
transport even for the larger centers

Around 60% of the patients carried are Finding the place to land and pickup
mothers and their newborn babies. patients can be a challenge.

132
Sheer mountain sides
and 1000ft waterfalls are
wonderful to see but also
provide the challenge
when the weather turns
against you.

133
134
Finding landing areas can be a challenge
in the rugged mountains of PNG.

135
 Maintenance is
a team exercise.
Women are now
gaining opportunities
to become aircraft to the helicopter service. Some still
mechanics.
don’t survive but according to Jurgen,
the rate has improved from losing two
mums every year to about one every
two years. Jurgen commented that the
health centers are calling in earlier now,
“and having something simple such as
us having a toll free number, helps the
survival rate.”
POLITICAL SUPPORT
There are politicians in the PNG
Government who acknowledge the
work being done by Jurgen’s team. The
local Member of Parliament for Esa’ala
Open Electorate, the Honourable
Davis Steven (who is also the country’s
Minister for Aviation) said that they
supported the establishment of the
base at Alotau because he believed that
his people needed access to the basic
care that the local hospital provided. “In
the short time the helicopter has been
operating in the islands,” he said, “the
service has saved many lives.” Because
the cost of flying comes out of the
136
district budgets, Davis Steven travels by
banana boat from home to his office in
Alotau, not by helicopter. He has set up
a mattress and rice cooker in the room
next door to save money on hotel bills.
“The money we have is needed to look
after the people,” he said, “not for me
to have comforts.”
PNG’s new Governor General, Bob
Dadae who also served as for the past
15 years as the elected member of
the Kabwum district, has flown with
Manolos and seen the work they do.
He said that the company has saved
many lives and he hopes to set up a
fund to help keep the service going. So
there are people within the Government
who see the value of this service but
unfortunately, many other MPs and
bureaucrats in PNG do not share these
representatives’ integrity or vision.
Adding to the funding restriction,
hospitals in PNG had their budgets cut
by 25% in 2016 as the fall in resources
income bit. Many health centers do not
have basic essential drugs so to ensure
MISSION PROVEN.
 The sudden
variability of the
weather is always
a challenge for the
pilots. The pilots,
his patients have a reasonable chance
mechanics, nurses
and the aircraft of survival, Jurgen has decided to gain
have to be tough to his own pharmaceutical licence in order
survive in PNG.
to be able to hold the proper quality
assured medical drugs for cost effective
distribution to remote areas where the
service operates.
Some private organisations also
support the service. For example, Milne
Bay Estates has provided land near the
local airfield in Alotau so the service
can develop a base away from the
present town location and enable future
emergency night flying. Trukai (a rice
product packaging, distribution, sales
and marketing company) also provides
sponsorship. “We have to be careful
how we seek support as we are still a
commercial company doing commercial
work – it’s how we separate the medical
retrieval work from our commercial
operations as far as sponsored funding
goes that is important,” Jurgen said.
In reality the commercial operations
and his marine business are financially
supporting the retrievals. “If this
138
company was run by an accountant,”
he mused, “we would not be doing
medical retrievals.”
There is nothing fancy about what
Manolos does or how it does it. It is
a VFR transport service. His facilities
at Alotau and Lae are basic but no
less effective. Lae services an area of
some 50,000 square miles, much of it
in Morobe Province with a population
of about 675,000. His cars, trucks and
ambulances are sourced from around
the world (wherever he can find the
cheapest) – there’s little of anything
new because he puts the limited
financial resources where they are
needed most, into patient care. To last
or be reliable, equipment in PNG has to
be robust and simple.
An example of how finances are
prioritized in Manolos is that while
the ground vehicles may be basic, the
company employs four flight nurses.
The nurses are not provided by the
health service and are funded from
within company resources. The nurses
 Villagers may walk
to days to seek help.
What may be a one
day trek is often a
12 minute flight by
helicopter. prepare the patients for movement,
provide attention in flight and follow
up once they are in the hospital. “Many
village people have never been to a
hospital before,” Jurgen explains. “So
they will sit at the hospital not knowing
how to gain attention for care so we
have had patients die at the hospital
waiting for attention. So the concept is
that our nurses will provide care from
the time the patients are picked up
and then follow up to make sure the
patients aren’t being forgotten.” He also
provides the ground ambulance from
the Lae base to the local hospital. He
has also purchased a used ambulance
from Canada. His idea? – to develop
a mobile Intensive Care Unit (ICU)
for mothers only. “The plan is that
we will take them off the helicopter
and stabilise them in the ICU before
delivering them to the hospital.”
A FLEET SUITED
TO THE JOB
The company’s fleet presently
includes three BO105s, a BK117 and an
S76. Three more IFR-capable BO105s
are on the way. Lae Base has a BO105
and a BK117. Alotau has a single 105 at
the moment although there are long
140
term plans to also eventually base an
S76 there.
The BO105 is Jurgen’s helicopter
of choice because it has twin-engines
(Jurgen believes essential given the
mountainous terrain and extensive
areas of water being overflown); it’s
fast and small enough to get into most
unprepared village areas, and as Jurgen
notes, “it is as tough as nails.” He also
points out that the difference in capital
investment is significant. “$500,000
compared to say $1.4 million for a BK is
a big difference and the lower capital
cost means we can keep the charge-
out rates down.” Fifty years ago, the
BO105 made its first flight, and it was
the first helicopter to feature a rigid,
hingeless rotor head made of titanium
and glass-fibre-reinforced rotor blades.
Of the 1,400 aircraft built, 400 remain
in service around the world.
The BK has also proven to be an
effective helicopter especially as it
has more room in the cabin, is a little
faster than the 105 and has better
range – but it’s higher downwash can
cause problems, and it costs more to
run. Again there’s nothing new in the
fleet. Like his ground vehicles, Jurgen
scouts the world for his helicopters.
Thunderstorms are a regular feature in the islands and the
mountains. They can develop and move quickly. Even the
islands themselves can prove a challenge being anything
from a flat atoll to a towering dormant/extinct volcano. So
the pilots need to be aware of what is happening around
them, read the weather and then anticipate the results.
They always need to be thinking of alternatives.

LEFT: The BO105

The helicopters are analogue to keep
them simple to maintain and suited to
withstanding the high temperatures,
humidity and heavy rainfall experienced
in PNG, especially around the coast.
If the finances allow, Jurgen wants to
eventually run an S76 out of his Alotau
base. This base is providing a service to
an area of about 80,000 square miles
and around 300,000 residents. Much
of the area covers the islands to the
east of Milne Bay. He said that recent
task took about 6 1/2 hours because
the BO105 had to refuel on the way out
can be a tight fit
but between it and
the BK117, over 700
people have their
and back. Refuelling is done using hand
lives because of
pumps from drums stored at various these helicopters.
locations throughout the island chain.
RIGHT: The flight
The job was called in about three in nurses often have
the afternoon and because of the time to prepare their
patients in difficult
needed to get there and back, and as
conditions.
the aircraft cannot operate at night,
Alotau’s 105 could not depart until
first light the next morning. Whilst
the mother survived her ordeal of an
obstructed labour, the unborn child
died the next day whilst en route to
the Hospital. “We could have done
the same job in 3.5 hours total and

141
 immediately after callout in the S76,”
he said. “We would have departed and
been back before dark and the unborn
child probably would have lived then.”
The combination of weather and
terrain serves to challenge the pilots
daily. As one pilot ‘Jay’ (called ‘Jay’
because his name is also Jurgen) noted,
“ no day is ever the same and you never
know what is coming up.” The weather
can change almost instantaneously.
Cloud in the mountains can form
instantaneously with jut a shift of the
wind. As a result, a pass may be open
when transited in the morning but an
hour later it could completely be closed.
So a half hour flight to the village may
turn into a two-hour flight home.
Thunderstorms are a regular feature
in the islands and the mountains. They
can develop and move quickly. Even
the islands themselves can prove a
challenge being anything from a flat
atoll to a towering dormant/extinct
volcano. So the pilots need to be aware
of what is happening around them, read
the weather and then anticipate the
results. They always need to be thinking
of alternatives.
One of the big challenges for the
company is getting paid or getting
142
paid on time. Manolos is often carrying
3 million kina (about US$1 million) of
owed money and around 800,000 kina
(about US$250,000) over 180 days.
Jurgen pointed out that if pressure is
put onto the health centers in respect of
payment for services provided, then the
health centers tend to just stop calling
for help and as a result people die. It’s a
dilemma that he continues to deal with.
THEY ARE AN ECLECTIC
BUNCH
Manolos has an interesting staff
profile. The pilots (5 permanent and
3 casual) are from all corners of the
world – Germany, Holland, Finland,
New Zealand, Canada and Australia.
Jurgen highlights that it’s not a job for
many because it is residential (he runs
his permanent pilots on a four to five
months ‘on’, one month ‘off’ roster. In
his ongoing effort to provide Papau
New Guineans with opportunity, and in
order to attract national pilots, Jurgen
is planning to establish a flying school
at Alotau using an aircraft such as the
Bell 206.
Shamus Howard, a New Zealander
and the company’s Check and Training
Captain said that the job was ideal for
an intermediate pilot; someone with
about 2,000 to 2,500 hours experience
and who ideally has had time working
in mountains. Extensive sling time is
not a prerequisite though as little of
the work involves lifting loads. “Pilots
who are suited to this job are those
who want a bit of adventure and who
want to develop their skills – there’s a
lot of opportunity here and it’s damn
interesting flying,” he said. “Pilots
who come here for the money are
screened out pretty quickly. We have
found that attitude just doesn’t work
here as money becomes the focus
rather than the job.” Apparently, a lot
of applications come from tuna boat
pilots although as Shamus points out,
they tend not to have a lot of mountain
flying time.
Shamus said that they do try to
advance pilots quickly to keep them
interested and to counter the lower pay
compared with the resources industry.
“Pilots are usually employed at the
Alotau base on the 105 to gain PNG
experience in lower and less hazardous
terrain, before moving to Lae onto the
105 and BK for exposure to the more
challenging the mountain and highland
areas. There is even a chance to qualify
on the S76.”
“We provide the pilots with a sole-
use house and a vehicle. The married
pilots tend to be more stable and
families become more involved with
the community. We also try to provide
employment for the spouse working in
the business,” Jurgen explained. “It is an
opportunity to learn a new culture and
quite frankly, many who come here find
that PNG gets into their blood.”
OPPORTUNITY
The primary maintenance base is in
Rabaul. Major maintenance is conducted
there while minor maintenance is
carried out at the Lae and Alotau bases.
He has six maintenance apprentices,
all female and all from remote areas.
“These girls are as sharp as tacks but it
is the males who get the chances at the
airlines and other places. So I purposely
employ the girls from the remote
villages to give them an opportunity
that they would not otherwise have.”
He has found other advantages with
employing the girls, “one of our girls,
Belinda, is only about 38kgs and she fits
down the tail booms to get to the hard
to access points. So where in the past,
the engineer had to use dental mirrors
and spend ages getting to things,
Belinda heads down the tail boom, gets
the job done in no time and comes out
still smiling!”
Where the usual apprenticeship
takes five years, he is allowing 7 years
if needed. This accounts for the girls’
lack of exposure to many things in
modern life and to properly develop
their engineering skills. He has four
girls occupying a house to provide each
other with support as they get used to
not being in a village.
Disabled people in PNG have few
opportunities but at Manolos, two
wheelchair-bound people form the
company’s flight follower team. The
flight followers track the aircraft on
computer screens and are responsible
for initiating any emergency responses.
Nancy, one of the flight followers said
that she got sick at about a year old
and then spent another year in hospital.
That sickness robbed her of the use
of her legs. “Jurgen saw me being
pushed in my wheelchair on the street
one day and offered me a job – I was
surprised, but of course I took it and
I’m so glad I did.” So rather than being
considered a burden, Nancy now
contributes to her family and lives a
fully functional life.
ONLY TRUE ANSWER
There is no doubt that the BO105s
and BK117 of Manolos are saving an
extraordinary number of lives, lives that
previously would have been needlessly
lost due to the lack of basic healthcare.
In the PNG’s challenging political and
fiscal environment, Jurgen Ruh’s vision
of a PNG helicopter emergency medical
service continues developing because
there are some in PNG who can see
its value and supports him in his
endeavours. HO
143
S TO RY BY A . R . P R I N C E

145
 A
ircraft provide an important transport capability in the modern
world but in doing so have contributed to the disturbance of the
balance of gases in the atmosphere due to the pollutants produced.
Atmospheric pollution has now reached the stage that long-term
efforts are required to restore the balance. In the aviation context,
industry is realizing that it needs to field aircraft which produce not just less
pollution but none at all and it needs to do so soon.
The pollution is due to the burning of petroleum-based fuels in aircraft engines.
Various possible remedies have been studied but it may be that the solution is
found to be an entirely new propulsion system. The one that currently appears to
have the best prospect is that based on the electric motor. Such a system would
have the added advantage of being quieter and lower vibrating than current
engines, qualities which would be well appreciated in the helicopter community.

EARLY ATTEMPTS
In the modern era, interest in electric helicopters and rotorcraft can be
dated to the beginning of the decade. In 2010 Sikorsky advertised the Fireflight
demonstrator version of its S-300C light helicopter in which the single piston engine

Leonardo AW1038
Project Zero with
rotors partially
tilted. Photo
courtesy Leonardo
Helicopters

146
 The Tier 1 electric R44 helicopter in
flight last September. The batteries are
located under the airframe.
Photo courtesy Tier 1 Engineering
 The engine bay with the piston
engine being prepared for removal.

Tier 1 electric R44.

Photos courtesy Tier 1 Engineering

The engine bay with the electric propulsion system. The batteries being prepared for installation.

and fuel system would be replaced with an electric motor, controller and battery
units. The company said Fireflight would have the same flight characteristics as
the S-300C including maximum speed, the power produced by the electric system
being about the same as that produced by the original engine. However endurance
would be just around 15 minutes compared to around two hours. This was because
of battery weight, 520kg (1,150lb), which brought Firefly empty weight close to the
maximum take-off weight of the S-300C, 930kg (2,050lb). First flight however was
progressively pushed back and eventually put off completely.
Around that time a perhaps less ambitious electric helicopter program was
underway in France and this did achieve flight, in August 2011. It has been
acknowledged by the Guinness Book of Records as being the first electric-powered

148
 Volta airborne.
Photo courtesy
Aquinea.
helicopter to fly. It was developed by Solution F / Chretien and could be said to be
less ambitious in being not only developed but indeed conceived with awareness
of the severe design constraint which electric propulsion would imply. Pointedly
lightweight was of great importance, and achieving it meant the structure was
minimal and intended for a limited life. The vehicle would have no pretensions of
commercial usability. To save weight a traditional tail rotor was dispensed with,
and instead coaxial main rotors used, the pair being of different diameters. Still the
structure was made of aluminum tubing, not slightly lighter composite material,
since the former could be quickly produced and was crashworthy enough. Battery
weight was 60kg 130lb and gross take-off weight 240kg (540lb). Thus the design
optimization had allowed battery weight to be reduced to about one-ninth of that
of the Firefly even though vehicle take-off weight was still almost a quarter.
Anyway, despite the success of the program, none of the test flights of the
several made that August surpassed six minutes, endurance being said to be
10 minutes. Just how deficient battery technology generally has been in terms
of energy storage compared to petroleum fuels can be seen when values are
quantified. The energy storage of the battery type used in the French helicopter
was 160Wh/kg and that in the Firefly150Wh/kg - but that of aviation gasoline,
Avgas, is about 12kWh/kg, some 75-80 times more. Improving battery capability is
thus a major area of current research and could be important in allowing practical
electric rotorcraft.

TILTING AND MULTI-ENGINE PROJECTS

Short flight time was a characteristic too of another contemporary program.
Reportedly this was again less than ten minutes. The aircraft is the AgustaWestland
AW1038 or Project Zero technology demonstrator, which also flew in 2011. It has a
tiltrotor configuration with twin rotors shrouded and fitted in large wings. Project
Zero was flown autonomously but was designed to accommodate a pilot who would

149
 Leonardo AW1038
Project Zero. Photo
courtesy Leonardo
Helicopters

look out from a fighter-like canopy. The aircraft is all-electric, that is, electric motors
and batteries provide not only propulsion but also power control and actuation
systems. These systems include elevons for pitch and roll control and the landing
gear. Flights continued for a few years but more recently have been with a sub-scale
model whose scaling down allowed endurance to improve.
Project Zero’s tiltrotor configuration is unlike that of the up to now two mature
tiltrotor programs, the military Bell Boeing V-22 Osprey and AgustaWestland’s
descendant Leonardo Helicopter’s own AW609 now in flight testing. In these the
tilting nacelles are at the wingtips. Importantly they are also both multi-passenger
aircraft, that is, able to amortize the weight of the tilt mechanism enough over
vehicle weight for the aircraft to be an economic proposition. Even though
Project Zero is an experimental aircraft and therefore should not be taken as
representative of production types, where the inclusion of tiltrotors on such a light
vehicle may be suggested.

TetrAero hybrid-
electric helicopter.
The SKT Skyrider
helicopter, envisaged
to be fitted with
a hybrid-electric
propulsion system.
Photo courtesy of
SKT Helicopters

150
 The NASA GL-10
Greased Lightning
tiltwing taking off
vertically.
Photo courtesy
The suggestion is at the least that the advent of electric propulsion could NASA Langley/David
C. Bowman
encourage rethinking of the aircraft-propulsion relationship. Electric motors differ
from gas turbines and piston engines in not requiring the latter two’s complex
and weighty transmission mechanisms and they can be scaled without inordinate
increase in weight or loss of efficiency and reliability. The use of multiple motors,
each coupled to a rotor, could therefore be conceived. Such an electric-powered
multicopter concept has been developed and flown by a German company, e-volo.
Called the Volocopter VC1, it has sixteen rotors and achieved 90 seconds of manned
flight in October 2011. The more definitive two-seat eighteen-rotor VC200 revealed
in 2013 flew under remote control in November that year and under pilot control in
March 2016. The company indicates 20-minutes flight time can be achieved. Control
is possible single handedly through a joystick. Flight-testing continues.
The aircraft-propulsion rethinking mentioned above is perhaps most pronounced
in the US at the National Aeronautics and Space Administration (NASA), where the
possibility of operationally sized scalable electric motors has spurred the concept
of ‘distributing’ the electric motor-propulsor units along the wing or about the
airframe. This in turn has reinvigorated the decades-old quest for vertical take-
off and landing (VTOL) aircraft capable of high speed. From the heli-industry
perspective tiltrotors of course are the most visible and successful manifestation
of the latter but NASA has already flown a higher-speed VTOL type of evolved tilt
configuration. This is the unmanned Greased Lightning GL-10, which has a tilting
wing and tail, the former of 3m (10ft) span with eight electric motor-prop units

151
 The Volta helicopter.
Photo courtesy
Aquinea.
distributed along its length and the latter with two. It hovered and then achieved
transition to forward flight in early 2015.

HYBRID CONCEPTS
Though their configurations may vary, the projects so far are all relatively simple
conceptually. Their propulsion systems are entirely electric based, with battery(ies)
energy storage. Since the problem with these configurations is the battery’s rapid
depletion, the thinking arose that if it could be supplemented, longer endurance
would be possible. Such hybrid-electric propulsion has been studied by EADS, the
predecessor of today’s Airbus Helicopters. In late 2011 the company flew an AS350
helicopter with an electric motor and battery supplementing the gas turbine engine.
The electric system would provide autorotation assistance to land the helicopter
in the event of turbine-engine failure. Thus it was a relatively modest system but
still the trials helicopter type, now known as the Airbus H125, is more capable than
any of the others mentioned above, with six seats and maximum take-off weight of
2,370kg (5,220lb) or 2,800kg (6,170lb) with external load.
The hybrid-electric concept is being further developed by another European
team, the intellectual heir to the French record-breaking helicopter. Initially known
as TetrAero and based in Switzerland, there appears to be corporate restructuring
underway. TetrAero envisages supplementing the existing propulsion system with an
electrical one based on an electromagnetic transmission system. This transmission
comprises integrated electric motors of the direct-drive type, that is, those
providing power output without gearbox reduction. The overall hybrid-electric
system would comprise one or more piston or gas turbine engines, the battery
system, and the electromagnetic transmission.
TetrAero seeks to improve helicopter safety through the removal of the gearbox.

152
 The Volocopter
VC200 in the air with
a pilot on board.
Photo courtesy
The helicopter gearbox has traditionally been safety-critical because it cannot e-volo, by Nikolay
be duplicated. Its failure has indeed led to high-profile helicopter losses in recent Kazakov.

years. TetrAero further sees the direct-drive motors due to their redundancy also
improving safety. The battery pack’s few-minutes-of-flying-time energy storage
could also provide autorotation assistance as in the case of the AS350. It may also
be the company’s view that battery energy storage could eliminate the need to
overdesign the main engine(s) for surplus power at take-off. TetrAero plans to install
and fly the hybrid system on the Skyrider light helicopter of Swiss manufacturer
SKT. Maximum take-off weight of the Skyrider is 600kg (1,300lb), thus roughly
halfway between the S-300C and the Solution F / Chretien helicopter.

RECENT CONVENTIONAL DEVELOPMENTS

Meanwhile developments have been continuing in the field of purely electric-
powered rotorcraft of conventional configuration. Another French team has
replaced the piston engine of a light, single-seat helicopter with an electric system.
The original helicopter is the one-off Microcopter MC1 whose maximum take-off
weight is 520kg (1,150lb), a little less than the Skyrider. The modified MC1, the Volta,
achieved close-to-the-ground hovering in early 2016 and gradually extended it
over the year to achieve a time of 15 minutes in October. The Volta team includes
Aquinea and the French Civil Aviation University (ENAC). Aquinea has informed
HeliOps that they are developing an enhanced two-seat version of the aircraft and
this will continue for the next two years. It is envisaged for the flight-training role
with a flight time of 40 minutes.
Late in 2016, US company Tier 1 Engineering flew the heaviest helicopter yet to
be flown with an electric propulsion system. The helicopter was a Robinson R44
whose piston engine had been replaced with an electric motor, battery pack and
control unit. Gross weight after modification was 1,100kg (2,500lb) and battery
weight 500kg (1,100lb). It was thus in the Firefly class. The flight was a circuit
around the test airfield and followed hover tests earlier in the month. It was of
length five minutes and an altitude of 120m (400ft) and a speed of 150km/h (80kt)
were achieved although only twenty percent of battery energy was used.

153
 HeliOps spoke to Glen Dromgoole, the President of Tier 1. He indicated that
flight tests are continuing, the company currently developing the electric propulsion
system and exploring range, which is expected to be 50km (30nm). To put it more
in the context of the electric rotorcraft programs above, endurance is expected to
be 20 minutes. Glen said Tier 1 was aware of battery limitations at the outset. But as
he pointed out the historical trend has been a 6% increase in battery energy density
(Wh/kg) per year and the anticipated improvement in technology was thought to
be sufficient to make an electric helicopter viable soon. The company is actually
using a battery of lower energy density than Sikorsky (Firefly) and Solution F /
Chretien had used, of value 134Wh/kg.

154
 Tier 1 however did not realize how unsuitable for aircraft applications, electric
propulsion technology was. It is heavy with poor electromagnetic compatibility.
Glen indicated further that very little of it is designed for high voltage operation,
most electric vehicle manufacturers preferring to operate at lower voltages such
as 250-400V, compared to the 700V chosen for the electric R44’s motor, because
the manufacturers feel it is safer. But as a result since power is the product of
voltage and current, with the lower-voltage equipment a higher current is required
for the same amount of power to be produced. Therefore wires must become larger
and heavier.
Non-availability of equipment also prevented the use of direct-drive motors. Glen
noted they would have preferred these because they would have removed the need
for the gearbox. However the direct drive motors available operated most efficiently
at about twice the helicopter-rotor rpm. Thus the combination of the conventional
motor and gearbox was still more efficient.

PROSPECTS
Glen indicated that the ‘off-the-shelf’ technology on the electric R44 comes
from various vendors. This has resulted for instance in both oil- and water-cooling
systems being used. He said more system integration is needed. The resulting
improvement in efficiency together with the use of higher energy density batteries
are expected to allow range to be extended to 90km (50nm) and endurance to
40 minutes. Beyond this, an entirely new and more aerodynamic airframe design,
originating at the company, is being considered.
So when will a production electric helicopter anywhere in the world be available?
According to Glen a certified entirely new design could be available seven years
from now, because it would take seven years from the start of design. A retrofit
could be developed in much less time. He indicated that roles could be training, tour
operations, short-duration flights.
Whatever time it takes the electric helicopter and perhaps eventually other types
of electric rotorcraft take to enter service, the probability seems good that it is
inevitable. But rotorcraft performance will change. Range and endurance certainly
from the above discussion seem likely to be reduced and so too will payload.
Speed, the square of which is proportional to the energy and hence to the power
required to produce it, also seems likely to be conservative, perhaps reduced too
from today’s helicopters. Certainly, these considerations are disincentives in the
development of high-speed electric types like tiltrotors, tiltwings or compound
helicopters.
On the other hand though, rotorcraft will become safer. As the supporting
electric market develops and direct-drive motors which function efficiently at rotor
speeds become available, electric helicopters will have the safety benefit of no
longer depending on the functioning of a non-redundant gearbox. Further, multiple
motors will provide redundancy and thus safety compared to the single engine
found in most current helicopter types.
In the electric age, the rotorcraft will be safer and more environmentally
acceptable. These benefits will hopefully more than offset the cost of the reduction
in performance. HO

155
WHILE LAW ENFORCEMENT FLIGHT
OPERATIONS BEAR MANY SIMILARITIES
THE WORLD OVER, POLICE AVIATION IN
THE IMMEDIATE ENVIRONS OF THE SEAT OF
GOVERNMENT FOR A WORLD SUPERPOWER
PRESENTS, UNSURPRISINGLY, A UNIQUE
SET OF OPERATIONAL IDIOSYNCRASIES
AND CHALLENGES.

S TO RY BY L E I G H N E I L
PH OTO S BY N E D D AW S O N
157
 W
ith an in-house unit designation of Falcon, the Air Support Unit
of the Washington DC Metropolitan Police had its genesis in
about 1969 when it was created to generally assist police on
calls in the DC metro area and provide an extra policing tool.
The operational area for the DC Metro police is only around
sixty-four square miles, but within that area reside over 600,000 people and during
a normal workday, over two million souls occupy Washington DC.
Sergeant Steve Smith is a long-serving member, with 3,200hrs total time and
around 2,500hrs on the A-Star range. He first joined the unit as an observer in 1996
and now serves as the unit’s XO/CFI. He described the development of Falcon over
the years, recounting that the original base was outside the city at Hyde field in
Clinton, Maryland, so it took about ten minutes just to get into the city. On some
occasions localized fog meant the unit was unable to fly to the city, despite the
weather over DC being perfectly flyable and as a result the interim measure of
locating to the helipad in the bay during the day granted better access to the city
and quicker response times, although fuel was still only available at Hyde field.
The current base at South Capitol Street Heliport now means that nowhere in
the operational coverage area is more than five minutes flying time for the unit’s
complement of AS350 B3s, from the centrally located facility.
“Personnel wise, there were a lot of military guys coming out back then,” Smith
recalled. “The Police department was able to get surplus Bell 47s, which did work
well for the time, although the only fatality in the unit’s history was in one of those
47s. They also had two surplus Hueys that were used for utility work. They then
transitioned to Hughes 500s in the ‘80s and by 1996 were operating E-model
500s.” Pilot training in those early days was less than tightly structured, with much
reliance placed on the existing skills of incoming personnel and further training was
carried out in-house at Clinton, Maryland, but in the late 80s or early 90s the Police
sent six pilots to Fort Rucker to be trained by the army; the beginning of a much
more cohesive and integrated structure.
In September ’96 the unit was shut down due to budgetary issues and the
eleven OH 58/ Hughes/500-Es were all sold to an agricultural company in Florida.
After a hiatus of more than four years, the unit resurfaced in February 2001 with
the support of then-mayor Anthony Williams, Chief Charles Ramsey and Chief
Terry Gainer. Ramsey and Gainer were respectively the Police Chief and XO at that
time and both had a background in aviation from Chicago, Illinois and from the
Illinois State Police. “I’d just been promoted to sergeant and was an aeroplane pilot
working on my helicopter license,” recounted Smith. “I saw it as a great opportunity
to come over here and work as a sergeant, coming back to the unit in August 2001
to work in operations and as a flight officer as I completed my private license. I
was fortunate enough to be selected as a pilot trainee in 2002 and was trained up
to instrument-rated commercial pilot level. All the pilots had paid for at least their
own private licenses before being trained further by the police. At the start we
had an old BA model A-Star with about 20,000hrs – although it flew great – and

158
 it was decided to order a new B3, N911DC, which arrived in December 2001. After
a two-year selection and purchase process, we received another new B3, N911AS,
in February 2006. We got all the best equipment and avionics that were available
at the time and just started really flying the machines, doing twelve to fourteen
hundred hours a year.” Smith describes the B3 as an excellent multi-dimensional
helicopter. “It’s got a lot of power, you can put a lot of stuff in it and go real fast,” he
enthused, “It’s a great aircraft. For new pilots coming out it’s so simple to transition,
its just the simplicity of flight and operation.” Because all pilots coming on to the
unit are IFR rated, a 530 Garmin, turn coordinators and marker beacons have all
been added to the aircraft equipment list to enable regular, more realistic IFR
training and practice. There is on-going talk of getting a new aircraft with additional
capabilities, and Smith reports that the police hierarchy and current chief are very
supportive of the unit, clearly recognizing the operational benefits and advantages
it offers; particularly in roles such as pursuit management.
The Air Support Unit now, of course, boasts equipment levels and professional
standards that match the worlds leading airborne law enforcement operations
and the B3s are each equipped with a FLIR 8500, an SX16 NightSun, and an Aero
Computers 5100 Utili-chart moving map display. All pilots attend re-currency
training with Airbus and come from a variety of backgrounds including police,
military and non-sworn civilian. The most recent intake of pilots resulted in four new
appointments from a total of sixty applicants; with the new pilots all being highly
experienced turbine flyers. Smith considers that the mix of backgrounds - one US
Park Police, two civilians and one military – adds a good breadth of experience
and valuable perspective to the unit’s pilot roster. “What we got is a group of
professional aviators,” said Smith. “They know the lingo, they pre-flight and post-
flight, they check their weather and just do everything properly. That’s what I really
like about it and I know they’re not going to put the aircraft in harm’s way. As far
as the policing-specific requirements of the job; they pick that up from the TFOs

160
(tactical flight officers) and repetition is a quick teacher.” A
pilot and a TFO man every operational flight, with the police
TFO telling the pilot what he wants and needs to accomplish
the task at hand.
Bobby Burgess – one of the new pilots on the unit –
recently retired from a military background of 22 years, with
ten years flying and instructing on Alpha, Lima and Mike
model UH60 Blackhawks, including time on an air assault
unit and two tours in Iraq. He outlined just what it is that
attracted him to this particular type of flying. “It’s unique;
a totally different type of flying,” he explained. “Instead of
just taking off and climbing to a couple of thousand feet
before flying straight and level on a one hour leg to your
destination, in this job you know that any time that radio
goes off, you’re going to be doing something different. It
keeps you sharp and stops you getting complacent. You get
to manoeuver the aircraft legally while doing things that most pilots never get the
opportunity to do; you get to fly at altitudes that most pilots aren’t comfortable
at. At 200 feet they’ll just be climbing through it, but we operate at 200 feet – or
even less over water – doing turns, flying below obstacles with buildings around
and above us. Sometimes you even have to make up things that aren’t in the flight
manuals just to get the job done, as long as it’s safe and you’re not stressing the
aircraft. You’re always doing something different and always thinking, ‘what might I
be asked to do next and how can I be ready to accomplish that?’

161
162
163
 The job of a DC Police pilot is attractive for other reasons as well. Smith opined,
“This is not a stepping-stone flying job. It’s a desirable career of choice but it’s also
not for everyone. On the upside, we get paid real overtime if we have to work it, the
backing from the department is there and it’s genuinely fun being a police pilot.”
Pilots fly ten-hour shifts and the unit operates about 22hrs per day, year-round, so
weather is always an important consideration. Summer temperatures seldom reach
over 100F but humidity is often extremely high and the high power of the B3 is a
boon in those conditions. Temperatures regularly dip well below freezing and snow
is not uncommon during the coldest winter months of January and February. The
B3 is not approved for flight in icing conditions so there are times when the unit
simply cannot fly, but as one pilot pointed out, “When there’s freezing rain and low
visibility, no one’s going to want to take it out anyway!” Calls for service are the
mainstay of the Air Support Unit’s mission role and can be at any time and for any
task that can improve the safety or effectiveness of the DC police ground units.
Violent crime cases, armed offenders and vehicle pursuits are the types of mission
most commonly thought of in relation to law enforcement flight operations, but
there is a rising incidence of calls for subjects that are under care; such as missing
children, geriatrics or people under mental health care.

164
 One unit goal is to increase the annual flight time to the 2,000hr mark, while a
current focus for Falcon is increasing the pro-activeness of their operation. In the
past its flights were almost entirely reactive but now the unit is attempting to fly a
minimum number of flight hours on patrol each shift, rather than just responding to
calls for service. River patrols, active patrols and traffic patrols are all now regularly
flown. About 20 percent of the unit’s flight time is consumed by what is termed
‘infrastructure checks’, which includes such tasks as checking government buildings,
bridges, major public events, railways, waterways and homeland security work. The
unit also regularly carries out insertion training with the police ERT (emergency
response team) units. Daily and minor maintenance, including 100hr and some
other inspections, is carried out in-house by the unit’s own highly qualified
engineering personnel and to a standard that meets or exceeds every manufacturer
recommendation and hours/cycles limitation. Major maintenance, however, is
farmed out to Sterling Helicopters in Northeast Philadelphia. All unit personnel take
safety and preparedness very seriously and aircraft are always pre- and post-flight
checked without fail. All pilots working on a shift will do the aircraft walk-around, as
they will all likely be flying the machine at some stage during the shift and the TFOs
usually join in.
With DC being the seat of the USA’s government, airspace restrictions are
particularly strict; particularly post 9/11. The Air Support Unit can go wherever they
need to go, but they take care to avoid impinging on any restricted areas unless
the need is genuine and pressing. There is a 15-mile ‘flight restricted’ zone around

165
 DCA and the unit carries out all its routine patrol flying within this area, notifying
the NCRCC (national capitol region coordination center) for each sortie. Additional
prohibited airspace areas are in force over critical areas such as the White house
and the Capitol, naval observatory and the mall area, but clearance can be obtained
with little drama if the need arises to operate within those zones. The Capitol Police,
Park Police and Secret Service administer restricted areas and permission usually
takes just a phone call to the relevant agency, all of which maintain a good working
relationship with each other. The urgency of the need to operate within the area
is obviously balanced against other factors present in that area at that time. If the
DC metro aircraft happens to be airborne at the time the need arises to enter a
prohibited zone, a call to the tower will trigger the necessary communications and
permissions. According to Smith, the tower is very supportive and recognizes the

166
importance of the unit’s missions. “They’ll sometimes call up if we’re operational
and ask if we’re on a scene, then route other traffic accordingly,” he recounted.
“I’ve even had them re-route the President around us when we’ve been active
on a scene.” Of course, the fact that only military, medevac and police helicopters
operate within the zones does make the coordination between flights a lot
simpler and safer.
Some of the criminals that the unit pursues are very familiar with the helicopter
operation and even the machine’s capabilities. Sergeant Smith described one
instance where he was pursuing a suspect in conditions of low visibility and low
ceiling. The suspect spent a full forty five minutes leading the helicopter through
DC, making numerous turns and maneuvers intended to make the aircraft crash. He
used proximity to as many obstacles as possible and would get under the machine –

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 aware of the normal left-hand orbit procedure – to turn right, forcing a 270-degree
turn to maintain pursuit. When captured later, he was extremely complimentary of
the pilot’s skill and admitted that he had been doing everything he could think of,
intentionally trying to crash the helicopter.
Sergeant Smith is due to leave the unit soon and can look back with some
satisfaction on his time with Falcon. He was responsible for the introduction of
annual factory training for all pilots and has endeavored to consistently raise safety
and standards throughout his time there. When explaining what he has enjoyed
about his career, Smith is clear. “I love aviation and the fact that we do a lot of stuff
with the community that’s always positive. Whenever we go to a show, the longest
line of people is always those wanting to see the helicopter and talk to us. There’s
no doubt that I’ll miss the guys here though.” Tom Crabb is one of Falcon’s TFOs,
with seven years prior experience in patrol and he is equally enthusiastic about
his job on the air support unit. “I get to fly and to use some of the most incredible
equipment to assist some of the best officers there are to do their job. That, and
working with the other guys here are both real privileges.” HO

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169
S TO RY BY A L A N N O R R I S
PH OTO S CO U RT ES Y O F
C H C H E LI CO P T E R S
171
 B
y 1946 the Bell Aircraft Corp. had started commercial production of
the Bell 47B, and it was in 1947 that Okanagan Air Services (OAS), a
fixed-wing charter company, out of Penticton, British Columbia, had
seen the potential of helicopter operations in Canada. Owned and run
by two former Royal Canadian Air Force pilots Carl Agar and Barney
Bent, along with engineer Alf Stringer, OAS purchased a single model of the type
and began using it for crop spraying. The company and their helicopter operations
quickly began to be recognized as a valuable tool and Carl Agar started to develop
the utility use of helicopters in rugged and remote mountainous terrain. By 1950
Okanagan was supporting the world’s largest construction project located in
northern Canada.
In 1952 they moved their headquarters
to Vancouver and rebranded as Okanagan
Helicopters Ltd. They had also started to expand
into supporting the newly developing oil and gas

CHC has started a year- sectors as well as undertaking operations in the

north to the Arctic Islands, east to Newfoundland

long celebration of and south into the United States. By the late
1950s, Okanagan had become one of the largest

the operator’s rich 70 and most experienced helicopter operators in the

world and had over 50 helicopters in the fleet.

year history since its Okanagan Helicopters were not just operating
helicopters from as early as 1949 they were

origins as a crop dusting evolving innovative improvements developing

the first wheeled gear for helicopters and in 1958
operation in British had designed a 225 gallon aluminum water tank
for use in fighting forest fires from their S58,
Columbia in 1947. establishing itself as an industry innovator.
As Okanagan entered the 1960s it was
operating Sikorsky S-55 and Bell 47 helicopters
but had secured a number of contracts and soon
added the Sikorsky S-58 and S-62 to its inventory.
It started expanding rapidly and flew its first international contract in Central Asia in
1963. In 1965 they had won a contract to support oil platforms in the North Sea and
purchased an S-61N flying their first twin-engine IFR offshore crew change flight.
The next decade saw Okanagan’s reputation grow and they started growing
in physical size by purchasing and merging a number of small Canadian based
helicopter companies. They also upgraded their fleet adding more efficient and
powerful turbine engine aircraft. During the 1970s, Okanagan’s expertise was in
high demand, winning a number of international oil and gas contracts in more than
two-dozen countries, including the Peoples Republic of China. At the start of the
1980s, the company was now the largest helicopter operator in Canada, with 1000
employees and a fleet of 120 helicopters.
In 1987, Newfoundland businessman Craig Dobbin headed a group of investors,
organized under the name Canadian Holding Company (CHC). Then proceeded
to purchased Okanagan Helicopters, Viking Helicopters, and Toronto Helicopters

172
 and merged them with his own company, Sealand Helicopters, to form a company
named Canadian Helicopters. In the same year CHC became a public company
listed on the Toronto Stock Exchange and later the New York Stock Exchange.
A new era of expansion now began with the new company eager to explore
global merger and acquisition opportunities. In 1994 they merged with British
International Helicopters and in 1999 they acquired Norway’s Helikopter Services
Group, which also included the original Bond Helicopters in the UK, Court
Helicopters in South Africa and Australian based Lloyd Helicopters. 2004 saw the
acquisition of Schreiner Aviation Group of the Netherlands which had operations
across Europe, Africa and Asia and this was followed a year later when CHC
partnered with Brazilian Helicopter Services to further expand its capabilities into
Latin America.
CHC restructured in 2004 and moved to its current headquarters in Richmond,
British Columbia. At the same time it split into two distinct divisions: Helicopter
Services who now operate more than 250 aircraft in 30 countries around the world
including: marine SAR services to the Irish Coast Guard, where it operates five S92s
based from Dublin, Shannon, Waterford, and Sligo, as well as providing commercial
SAR from two Maritime and Coastguard Agency bases in the UK. In Australia CHC
provides helicopter services for the Fire and Emergency Services Authority of
Western Australia, Victoria Police Air Wing and the Ambulance Service of New
South Wales, alongside a dedicated rescue support to the Royal Australian Air
Force operating a S76.
The second division, Heli-One, is an independent helicopter maintenance, repair
and overhaul provider with facilities in Delta, British Columbia; Stavanger, Norway;
Fort Collins, Colorado, and Rzeszow, Poland. They provide services for its own
fleet and for external customer base in Europe, Asia and North America offering
Power-by-the-Hour support; repair and overhaul for dynamic components, engines,
hydraulics and blade repair. Its own in house design and engineering department

174
can offer STCs on a broad range of airframes and components from all the major
helicopter and engine manufacturers.
CHC has always been one of the largest operators in the global oil and gas
market and it was not immune to the slowdown in the energy markets. Like many
operators in the industry, CHC’s operations had been significantly affected by the
dramatic decline in oil prices since their peak in 2014 and the general uncertainty
in the energy market, which led to decreased customer demand and an increase in
aircraft down time.
But despite significant efforts to reduce costs and with CHC’s debt and aircraft
lease obligations increasing the company took the decision in early 2016 to
voluntarily enter a court supervised reorganization process with the filing of Chapter
11 bankruptcy to facilitate the restructuring of its balance sheet and fleet.
The CHC Group continued normal business operations through this process and
soon announced a $450 Million commitment to recapitalize the company through
a support agreement with Milestone Aviation. The agreement provides new capital
from its existing creditors, as well as terms for the restructure of its aircraft leases.
Milestone will be lead lessor of the CHC fleet providing modified lease terms on
their existing leases and provide additional helicopters at market lease rates. The

175
 provision of a $150 million asset backed debt facility for the purchase or refinancing
of aircraft was also included in the financial package.
“We are proud of CHC’s rich history and are proud of our culture which
recognizes and appreciates the various opportunities that have allowed us to
become the global operators we are today.” said Karl Fessenden, President and
Chief Executive Officer. “We are proud to look back on our heritage, especially as
we prepare to move into a new era for CHC.”
By the end of 2016, CHC had entered the final phase of its financial restructuring
with the filing of its completed proposed chapter 11 plan which is still subject to final
confirmation by the court.
As CHC enters a new era the reorganization is seen as a positive step towards
strengthening their financial position by reducing long-term debt and the financial
flexibility will allow the company to continue to manage and operate its fleet.
Despite the recent difficulties today both CHC divisions continue to serve customers
global wide, across six continents, moving over one million passengers a year. HO

176
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