2 0 1 8 I I S S U E 11 4

TAP TAP TAP TAP

FOR MORE FOR MORE FOR MORE FOR MORE
INFO INFO INFO INFO

RELY ON.

FLY
WE MAKE IT
The new generation H160 boasts a range
of unparalleled safety features. Maximized
pilot visibility, intuitive information display,
unrivalled pilot assistance with Helionix®,
and unmatched flight envelope protection.
What’s more, it carries up to 12 passengers
with a radius of action of 120 NM, while
burning 15% less fuel. With so many
impressive features, the H160 is a huge
step forward not just for its category, but
for the environment, too.

Safety. We make it fly.

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
Scott McKenzie
Paul Kennard
Chris Smallhorn

PROOFREADER
Barbara McIntosh

KIA KAHA MEDIA GROUP

PO Box 37 978, Parnell,
Auckland 1001, New Zealand
T +64 21 757 747

EMAIL
[email protected]

NEWS DESK
[email protected]

www.heliopsmag.com

ISSN 1179-710X
contents ISSUE 114
2018

38
STARTING FRESH Babcock Australasia won a ConocoPhillips
NEW CONTRACT, NEW TYPE offshore support contract in 2017 and has
AND NEW BASE FOR BABCOCK since introduced the first Airbus H175s into the
AUSTRALASIA southern hemisphere to service the operation.
HeliOps visited Babcock’s Operations in Darwin,
Australia before the new machines moved to
their regular base in Timor-Leste.

56 SLINGING AND HOISTING

RUSSIAN-STYLE

The Russian manufacturers offer a limited

set of mission equipment for aerial work,
namely two main hoist types, two external
buckets for firefighting and an exotic ice-
breaking explosive system. Alex Mladenov
provides a rundown on the capabilities of
the Russian gear.
 76
ON YER BIKE!
BLACKCOMB HELICOPTERS IS IN
THE PROCESS OF EXPANDING THE
HELI-BIKING CLIENT EXPERIENCE

Blackcomb Helicopters offers heli-biking

services from their Pemberton and Whistler
bases in British Columbia. Although it does not
comprise a major proportion of Blackcomb’s
overall business, the company is striving to
not only grow the market’s volume but to also
dramatically increase the scope of the heli-
biking experience.

94
NASA MARS HELICOPTER:
THE FIRST EXTRA-
TERRESTRIAL AIRCRAFT?

A helicopter project with a difference? With

the plan to go to Mars more serious than
ever before, NASA is developing a helicopter
to explore the planet. A.R. Prince looks at the
technology and plans for this futuristic use
of the helicopter.

110
“THERE’S AN APP
FOR THAT…”
THE TABLET ON THE FLIGHTDECK

Paul Kennard examines the use of the tablet

computer in the cockpit and work with which
these technical marvels can assist
regulars

FROM THE EDITOR 7 FLIGHT SIMULATION 30

NEWS 8 A GREATER VIEW 32

FLIGHT TRAINING 24 UAV TALK 36

MAINTENANCE 26
6 HELIOPS / ISSUE 114 / 2018

For missions
accomplished
Whatever the missions,
whatever the times, wherever the places,
we’ll get you where you’re going.
Say hello to Kopter.

koptergroup.com
FROM THE EDITOR 7

Sensible Safety

I recently watched a couple of videos by Mike Rowe (Dirty Jobs) on his

philosophy of “Safety Third.” Now, I admire him, his thoughts and his
work so I tend to listen to what he says. I do recommend that when you
have a chance, watch some of his material. “Safety third?” I hear you
say? How can that be? We’ve been inculcated with the idea of “safety
first” haven’t we?
Well Mike made the point that really, despite what the posters say and
all the inductions and whatever other systems the safety experts bring
into the workplace, the organization is never about safety first…it can’t be.
If it were safety ‘first’, then most of us would not go to work. Companies are
there to make money. Public services are (supposedly) there to help the
BY
MARK OGDEN

public. As he says, the people out there getting the job done aren’t talking
‘safety first’. Other things come first, such as actually doing the job. Mike
goes on to make the point that really, the only person who can make safety
the priority is the individual where safety should be first, second, third and
fourth…but it’s the individual’s responsibility. He says that the current
approach really generates a sense of complacency because someone
else is looking out for your safety and you’re not. How many people in
airlines these days actually sit back and listen to the safety briefing before
takeoff? Do you really know where the life jacket is and how to use it?
When to use it? Very few do and when the proverbial hits the fan, things go
wrong. I admire the flight attendants who call out passengers who can’t
be bothered to listen and take heed, but it goes to show how less and less
we are assuming responsibility for our own safety.
His other point, just because you’re in compliance, doesn’t mean you’re
safe or out of danger. Oh, how true!
He makes a good point about adopting a responsibility for your own
safety and not always expecting others to look after you. Unfortunately,
the Nanny State is becoming more intrusive as we give up our self-
responsibilities. I saw a video recently of a Bell 412 being used to ‘thrill’
passengers where the passengers were strapped to the floor and then
with their legs, arms and heads dangling outside, the pilot proceeds to low
fly at high speed. Any responsible person from the industry would cringe
at the sight of these thrill seekers having a great time because it was so
obvious that if one little thing were to go wrong, it would be the end of a few
lives. Families would then be questioning the regulator why such things
were allowed to happen, rather than accepting the individuals had some
responsibility for their own safety. Having said that, it could be argued the
individuals had insufficient knowledge to form a proper opinion as the
actual safety of the operation. There is no doubt that a fine balance exists
between individual responsibility for safety and the ‘system’ assuring
safe operations. I’ve never been a fan of safety by regulation but the video
raises questions in my head about the efficacy of the regulatory authority
and the culture of the operator involved.
In this issue, we look at a helicopter going where no fixed wing has
been, Mars. The Marscopter is under development and our correspondent
looks closer at the concept and challenges faced. It is truly an interesting
concept from the people at NASA. We continue our look at air to air or
aviation photography, this time looking at the equipment. There are many
more articles so sit back and enjoy the read!

Mark
8 HELIOPS / ISSUE 114 / 2018
industry
news

Final H135 for Norsk

Luftambulanse
The Norwegian Air Ambulance
Foundation has taken delivery of
its final Helionix-equipped H135
bringing their renewed fleet to a
total of 15 aircraft consisting of
seven H135s and eight H145s.

Cal Fire Orders

FIREHAWK
The California Department of
Forestry has placed an order
for a S-70i to be modified into
FIREHAWK firefighting configuration.
First ACH130 Delivered
This follows approval by the The first ACH130 has been delivered since the launch
California Assembly and Senate of Airbus Corporate Helicopters (ACH). The aircraft was
subcommittees for up to 12 of the delivered in the racing-inspired, in-house Stylence by
aircraft to replace their UH-1H fleet ACH configuration to an unnamed customer and will be
over the next five years. operated by Monacair.

Three-year
Contract
Extension for
Bristow
Bristow has received
a three-year contract
extension from Perenco
UK Ltd and will support
operations seven days a
week from its Norwich base
with five AW139s.
T R A I N I N G

Professional Pilot
Development
Ratings:

• Instrument
Type
• Type Rating Instructor
• Instrument Rating Instructor
•

“expert tuition,
very knowledgable.
I would recommend
Starspeed to anyone
looking for pilot training”

+44 (0) 1285 611000 • [email protected] • WWW.STARSPEED.CO.UK

10 HELIOPS / ISSUE 114 / 2018
industry
news

AAG and
London Biggin
Hill begin Heli
Shuttle
London Biggin Hill and
Associated Aircraft Group
have launched the Heli
Shuttle. They offer a S-76
Heli Shuttle transfer from
Biggin Hill to London and
from their sister airport,
Teterboro, directly to
Manhattan’s East 34th
Street Heliport.

AW169 Enters
Swiss VIP Market
Mountain Flyers of
Switzerland has ordered an
AW169 marking the entry of
the type into the Swiss VIP
market operating a helitaxi
service from Bern Airport.

Ansat to
be tested
in Russian
highlands
Russian Helicopters will
start testing their Ansat
aircraft in the Bermamyt
Plateau in South West
Russia. Testing is aimed
at increasing the possible
operating at heights up to
8,200 ft (2,500 M).
 Custom Completions
heliSUPPORT
NEW ZEALAND LIMITED

AIRCRAFT SALES
ENGINE SALES
MAINTENANCE PART SUPPORT
CUSTOM INTERIOR DESIGN
& COMPLETION

Helisupport New Zealand offers International

sales for all helicopter types, specialising in
Eurocopter products.
We can manage or support any part of a sale,
purchase or logistical movement of complete
helicopters or helicopter parts.
We carry out post or pre-sale specialised
configurations of helicopters. Paint, Interior,
Avionics, STC fitment, Weight reductions, Our Recent Successes
Packing and Shipping can be done either in NZ
or at other international locations.
We also perform major airframe inspections
with capability for full refurbishment.

TAP TAP TAP

FOR MORE FOR MORE FOR MORE
INFO INFO INFO

Take a look at our website picture gallery to see

some of the work scope we carry out or call any
time to inquire more.

www.helisupportnz.com ph: 64 3 443 2903

 HELIOPS / ISSUE 114 / 2018 13
industry
news

SKYTRAC for
Brazilian S-76 Fleet
Costa do Sol Táxi Aéreo, a Rio de
Janeiro based helicopter operator
serving Brazil’s offshore and
onshore oil and gas industry,
has selected SKYTRAC flight data
monitoring for their S-76 fleet.

50 Year Anniversary for

Air Zermatt
Air Zermatt has commemorated its 50 years of
operations in the Swiss Alps with the delivery of a
new Bell 429 to its fleet.

B505
Certified in
China
The Civil Aviation
Administration of
China has issued
certification for the
Bell 505 Jet Ranger X
a head of deliveries
of over 110 aircraft
to the country.
14 HELIOPS / ISSUE 114 / 2018
industry
news

H145e to Hartford
Hospital LIFE
STAR
Metro Aviation has delivered
a completed EC145e to
Hartford Hospital LIFE STAR,
based in Hartford, Connecticut
that transports about 1,000
patients each year.

TBO boost to
H125 and H130
H125 and H130 operators
will get a boost in their
operations due to a
significant reduction in
direct maintenance costs
for the Safran Arriel 2D
engine, following a 25%
extension of the TBO to
5,000 hours by Safran.

VHA to Sell Main

Blades Direct to
Customers
Van Horn Aviation will offer direct Papillon and Safran sign SBH
sales on its 206L LongRanger contracts
composite main rotor blades
following FAA certification, Safran has signed Support-By-Hour contracts with Papillon
Aeronautical Accessories will Grand Canyon Helicopters and Rainier Heli International,
continue to serve as the exclusive covering engines powering the operators’ H125 and H130
distributor for Bell 206 tail blades fleets. Each contract formalizes a seven year MRO agreement
and main blades for the 206B. supporting a total of 18 Arriel 2D engines.
 get flying, faster.
COMPONENTS | AVIONICS | STRUCTURES | S TC D E V E LO P M E N T | M A N U FA C T U R I N G

Your global MMRO specialists

Decades of experience has provided VIH Aerospace’s Engineering
& Product Development teams with the knowledge & skills to
provide customized MRO & manufacturing solutions that enable
your helicopter to return to flying safely with minimum downtime.

Aircraft Supported:
Bell Helicopter 205 | 206 | 212 | 222 | 230 | UH-1 | 407 | 412 | 429
Airbus H125 | H130 | H135
Sikorsky Helicopter S-61 | S-76 | S-92

[email protected] | 250 655 6821 | vihaerospace.com

FLIGHT TRAINING
IN AUSTRALIA
Why Australia?
• Large number of good ying weather days
• Warm year round climate
• Safe, clean and modern location
• Mulitple accomodation options
• ICAO airspace procedures Download Your Training
Experien the Australian culture
• Experience Guide Today or Watch Videos
Of Our Training Area Online
Why Aeropower?
• Industry experienced instructors
• Powerline, charter and reeghting operations
• Company engineers onsite
• In-house theory training facility
• Real time tracking of all ights
In
• Internationally recognised training
• Australian Government regulated
• B212S, MD500, H125, B206, R44, R22, H269

ISO 9001 & 18001 CERTIFIED | CRICOS No. 03250B | ESTABLISHED 1991

Brisbane, Australia
aeropowerrightschool.com.au
+61 7 3385 9500
/aeropower
/aeropowerhelicopter
 HELIOPS / ISSUE 114 / 2018 17
industry
news

Bell 429s for UAE

UAE based EDIC Horizon
International Flight Academy has
purchased two Bell 429 aircraft to
be located at Al Ain International
Airport for flight training.

Inlet Barrier Filters for AW169

Donaldson has signed an agreement with
Leonardo to develop two new Inlet Barrier Filters
for the AW169. Once EASA certified they will be
available as a factory option or an STC retrofit.

CNC Aviation Launches with

AS350 B2
A new division of CNC Technologies has been
formed, CNC Aviation, that will provide sales and
leasing of new and used aircraft and they have
acquired a AS350 B2 formerly owned by the
Ontario PD.

Four H125s to Nova

DART deliver B505 Flotation Scotia
System The Nova Scotia Department
of Natural Resources has taken
The Japanese Coast Guard has equipped its
delivery of four H125s as part of the
fleet of four B505s with the DART Aerospace
province’s air fleet renewal following
Emergency Flotation System with the installation
a competitive bid in 2016.
taking place at the 10th Regional Coast Guard HQ
in Kagoshima, Kyushu.
 HELIOPS / ISSUE 114 / 2018 19
industry
news

CHC Norway Wins

Contract Extension
CHC has signed a two-year contract
extension with Aker BP to support
their infield shuttle at the greater
Valhall field in the Norwegian North
Sea operating two AS332L aircraft.

H145 for San Diego Gas &

Electric
The San Diego Gas & Electric Southern Californian
public utility company has taken delivery of a H145 and
is the first of its type in utility service in North America.

MUM-T tested by Airbus Helicopters and Schiebel

Airbus Helicopters and Schiebel have tested Manned Unmanned Teaming capabilities between
an H145 platform and a S-100 Unmanned Air System and is the first European helicopter
manufacturers demonstrating a LOI°5 level of interoperability.
20 HELIOPS / ISSUE 114 / 2018
industry
news

Japan Coast Guard adds more H225

The Japan Coast Guard has placed an order for one H225, with this order their Super
Puma fleet will grow to 13 units by March 2021, becoming the largest Super Puma
operator in Japan.

Lee County upgrades

mosquito fleet
As part of a major upgrade
of its aircraft fleet Lee County Mosquito
Control District in Florida has received six
H125s to be used to support aerial spraying.
 HELIOPS / ISSUE 114 / 2018 21
industry
news

H175s
delivered to
Hong Kong
Hong Kong based
Government Flying
Service has received
three H175s in
public services
configuration,
becoming the
world’s first operator
of this new variant.

Aircare Replacing
Fleet with H135s
North Carolina based AirCare,
Wake Forest Baptist Medical
Center’s critical-care transport
service, has started to take
delivery of three H135s from
Metro Aviation replacing an older
EC135, EC130 B4 and EC130 T2.

VRT500
unveiled
Russian Helicopters
have premiered their
new single-engine
coaxial light utility
VRT500 with a of
3500lb (1600 kg)
take-off weight and
with the largest cargo
cabin in its class
which can carry up to
five passengers.
22 HELIOPS / ISSUE 114 / 2018
industry
news

First 505
Delivered in
New Zealand
Rangitikei Helicopters in
New Zealand have taken
delivery of the first Bell
505 Jet Ranger X in the
country. The aircraft will
be used for agricultural
services including vertical
reference operations
as well as general utility
flights and air transport.

G3000H for
SH09
Kopter has announced that
the Garmin G3000H will be
integrated as the standard
baseline into the SH09
from first deliveries.

First H125
FastFin
System
Validation
in China
BLR Aerospace
has received
Chinese Civil
Aviation
Administration
validation of the
STC for their
H125 FastFin
System, clearing
the way for
installations in
China.
 FLIGHT TRAINING

WHEN IS
RECURRENT TRAINING
BY
TERRY PALMER

APPROPRIATE?
T he skills learned as student pilots should last through an
entire career, however, many skills are perishable. They must
be refreshed on a regular basis. The need for refreshing
some skills such as instrument proficiency has been widely
recognized in all of aviation for many years. Most other skills
have not been acknowledged as being perishable so it is
important to note that any skill not practiced on a regular basis may be
perishable over time. Some additional examples of perishable skills
may include autorotations, use of advanced avionics, or flight into
confined areas.

Recurrent or refresher training to be effective should include all the

perishable skills that may be needed for the operation. Each training
session should allow for the pilot to request practice and/or train in
skills or maneuvers that might lose proficiency over time. There are
many skills that fall into a “perishable skill” list especially when regular
flight time does not meet certain conditions. The most obvious of
these is flight in low visibility conditions. IFR and inadvertent flight into
IMC are frequently addressed as an area of additional training. Other
perishable skills are often overlooked. Maneuvers and equipment not
employed on a regular basis such as autorotations or night vision
goggles should always be addressed in recurrent training. Most training
sessions in aircraft avoid emergency procedures that are difficult to
replicate in an aircraft without significant risk. This is an area where
scenario-based training in flight simulators is extremely effective. Most
risk factors including visibility restriction and emergency procedures
can be practiced to proficiency in simulators.

This leads me to a discussion on what is a lack of proficiency,

experience or knowledge rather than a skill that has been dormant and
needs to be refreshed. Perishable skills can be refreshed fairly easily and
renew a muscle memory event. A lack of knowledge and proficiency is
a different matter. It can come from a lack of experience, an unprepared
student or initial training that did not meet the needs of the student.

Very recently, I saw some pilots doing recurrent training simulator

for a light twin-engine helicopter. They work for a small operator and
had never trained in a simulator prior to this event. Since both pilots

24 HELIOPS / ISSUE 113 / 2018

 FLIGHT TRAINING

had several hundred hours in the aircraft after completing their

initial training at their facility, in their aircraft, it seemed reasonable
that recurrent training would be the next step. The challenges arose
during many of the emergency procedures (EP) practice. There was a
hesitation and a lack of comprehension on many of the procedures.
This goes back to the fact that most of the EPs were discussed in a
classroom during the initial but they were not actually practiced in
the aircraft. Quite often the discussion in the classroom was simply
reading the checklist without much discussion on the how or why of
the procedure.

So in this situation, we can say that the initial should have been
more thorough, which is the most obvious observation. However, we
must also realize that the recurrent was not an appropriate option
for these pilots. A repeat of a more in-depth initial course is often the
best choice in this case. Another option would be a course that falls
in between initial and recurrent. That course may not spend quite
as much time reviewing systems but spends more hands-on time
reviewing procedures and checklist usage. This same option might
apply to a pilot that has been away from the specific model of aircraft
for a significant amount of time.

One of the most indefinable areas of training is the recurrent

segment, despite the fact that this may be the most effective area
for mitigating risk and maintaining proficiency. During recurrent
training and flight reviews, we are tasked with training to proficiency.
Proficiency can be interpreted at many levels, but most often it is
kept to the minimum standards stated by regulation. The FAA defines
proficiency as “the outcome of the maneuver is never in doubt, be
it a standards maneuver or emergency procedure.” Some training
standards will specify maneuvers and tasks that demonstrate meeting
these requirements. It is what is beyond these stated standards
that should be considered most relevant to our safety. Proficiency
should be taken to a personal as well as a professional level. If we can
determine by an honest self-appraisal, the knowledge and performance
that require additional training, our competency will improve. Practice
in specific areas that we recognize as needing improvement will
enhance our ability to make more confident decisions in all situations
including emergencies.

Therefore we must rely on our ability to recognize what level the

training should be from a pilot, instructor and operator level. An honest
appraisal will provide the most effective training outcome leading to a
more prepared and proficient pilot. n

HELIOPS / ISSUE 113 / 2018 25

 MAINTENANCE

STOP. RECALIBRATE
AND LISTEN
BY
JEREMIAH WRIGHT

I t’s nothing new for mechanics to have their tools calibrated. In the
Part 135 world of helicopter maintenance it’s mandatory. Any tool
of measured force, any tool used to calculate a measurement such
as depth or thickness and utilized in the course of determining
serviceability or returning an aircraft to service must be calibrated
to the standard. However, not all tools are of a tangible nature and
when it comes to assessing risks in the helicopter industry the most
valuable tool might be…THE MIND!

Perhaps it sounds like a 1950’s horror film, but the mind is

an individual’s most important tool when it comes to identifying
hazards, assessing those risks, and formulating a mitigation strategy.
Awareness is crucial to assessing risks and awareness is impossible
without a mind to host it. A person’s own perception of their place in
the immediate environment; their situational awareness starts within
the mind and the mind is something that will need to be calibrated
and recalibrated over time. My calibrated tools are scheduled to be
recalibrated every 365 days to National Institute of Standards and
Technology (NIST) standards. The standard against which we gauge our
tools is exceedingly important and the frequency of recalibration is key
in assuring their reliability. After many uses a calibrated tool’s accuracy
can become eroded. The mind, too, may become worn down during
operations to the point where the go/no go criteria becomes more
obtuse. Generally, the industry refers to this as complacency.

Where an individual is found at fault in the course of an accident

investigation, there too will likely be found some level of complacency.
Complacency is probably the number one common denominator of
preventable aircraft accidents, but it isn’t always willful. In the same way
a tool does not willfully and immediately fall away from the standard,
neither do most of our mindsets. Complacency typically builds over
time as a result of exposure to risks, potential risks, or repetitive tasks.
Each day that passes without an incident or accident reinforces the
subliminal notion that the next day will be the same – no issues. This
was fine yesterday; it’s fine today; it will be fine tomorrow. Plausibly, this
occurs to the point at which a pilot, mechanic, or other crewmember
ceases to actively or adequately assess their surroundings and
equipment. And sometimes tragedy strikes.

I have witnessed how tragedy becomes a point of calibration

within an organization. Tragedy isn’t scheduled either, but (sticking

26 HELIOPS / ISSUE 113 / 2018

 IAR
TECHNICAL SERVICES

IAR
TECHNICAL SERVICES

IAR Technical Services – Maintenance, Repair & Overhaul

C-130 & MD500 Specialists

Avionics C-130
Sheetmetal MD500 Series
Modifications Bell 206
Restoration UH-1
STC’s/Engineering AS350/H125
Field Support AS355
Component Overhaul H120
Spares & Rotables H130/EC130B4
H135
H145/EC145
IAR TECHNICAL SERVICES 9IRR566C
480-840-9860 Ext: 115 I Mobile: 480-228-4097
[email protected] I iartechservices.com
 YOUR MISSION
SAVES LIVES

UltraForce
Star SAFIRE
350-HD
380-HD
CLEAR IMAGING IS CRUCIAL
FLIR continues to redefine what’s possible
with a complete, mission proven line of high
definition EO/IR sensor options. Unmatched,
multi-spectral HD imaging solutions, with
ITAR free options, and world-class service Ultra Force
275-HD
and support.
Star SAFIRE
380-HDc

WWW.FLIR.COM/SURVEILLANCE HELIOPS / ISSUE 113 / 2018

 MAINTENANCE

with the analogy) is a lot like dropping a torque wrench from a 10’
foot ladder. The wrench may have only just been calibrated, but
dropping it is an event that requires recalibration. In the event of a
loss of life or equipment, operators and employees have a duty to
reassess operations, habits, and culture; to reevaluate the standard
and realign safety goals. This is usually manifested in the form of a
Safety Stand-down when operations cease, and focus is centered on
the relevant safety concern. However, this is a very reactive way to
address a degradation of vigilance. A proactive operation will make
time on a set schedule to reevaluate their standards and tools used in
the safety assurance process. This could include scrutinizing a pilot’s
risk assessment procedure, reevaluating operational controls for ops
and maintenance, and assessing the existing reporting tools and data
collection methods on an annual basis.

Complacency is like any other risk we face; if it is known, then it can

be mitigated. Since complacency is a risk within the mind, changing
the mindset is the obvious mitigation tactic. Probably the most
effective strategy I’ve found to combat complacency is the quest for
continuous improvement. I found a real gem of thoughts on this matter
in Association of the United States Army’s Army Magazine May 2008
issue. Here, I found company commanders’ thoughts and experience
with combating complacency on the battlefield. The commanders
pointed out aspects of continuous improvement including setting
goals, training for the unexpected, and learning from mistakes. These
strategies are applicable off the battlefield as well and represent a
proactive stance towards mitigating complacency. Creating a culture
that promotes these ideas and methods within the operation will leave
very little room for complacency to settle and several operators already
use this line of thinking as part of their Safety Creed.

The hook? Recalibrate the mindset. Phrases like, get your mind
right, get your head in the game, and get your head on straight exist
for a reason. We must be engaged at all times in every aspect of our
operation. Taking on the creed of continuous improvement seems the
best approach to combating complacency-mimicking (to complete the
analogy) a gram scale that is calibrated with standard weights before
each use. Its reliability isn’t meant to be taken for granted and neither
should be the safety of any helicopter operation. n

HELIOPS / ISSUE 113 / 2018 29

 FLIGHT SIMULATION

HOW
IMPORTANT
BY
MARK OGDEN

IS MOTION?
Geoff is currently away and so I thought I would fill in for
him with my own views on simulation.

I remember when I first encountered a helicopter simulator, it was

three axis motion with no visuals. Now that was back in the early
1970s. The motion control room was huge, and the computers used
to run the simulator filled a room…it looked like mission control
at NASA. Eventually, the simulator was upgraded to include an
evening/night visual system and that’s when we became aware of
transport delay; that time period between a control input and actually
seeing the effect visually. It can be disorientating and as we found back
in those days, pilots learned to ‘fly the simulator’ rather than ‘fly the
aircraft’; needing to use different techniques between the two. It wasn’t
ideal, but no one wanted to revert to a ‘no visuals’ system.

Over the years, helicopter simulators became more refined and

capable. Full daylight and realistic visuals are fairly standard, and the
systems needed to drive those visuals have become smaller. That first
visual system on the simulator I mentioned needed a computer almost
as large as the computer driving the whole system. Within a few years
it was replaced by a PC. In the 1990s, visual ‘systems’ were a card or
two within the operating system computer. Early helicopter full-motion
simulators were expensive to own and operate relative to the aircraft
they represented, that’s why most were only found in the military.
These simulators could be almost as expensive as the helicopter they
represented, and the motion system required a lot of maintenance.

While the systems needed to drive the visuals have become ever
smaller as technology marches on, full motion systems remain quite
complex. Usually hydraulic (but can be electric), they have moved from
the three axis (heave, pitch and roll) to 6 axis or 6 degrees freedom of
motion. (add yaw, surge, sway) as well as vibration and control feedback.
These systems also require large buildings to accommodate the amount

30 HELIOPS / ISSUE 113 / 2018

 FLIGHT SIMULATION

of movement the simulator undergoes. Full motion simulators need three

story commercial ceilings for full movement, and the building must have
a (3ft) meter thick steel reinforced concrete floor, with full footings, to
withstand the rapid movement of a 15-ton device.

Certainly, there are manufacturers providing less intricate motion

systems, such as motion cueing systems, that provide some movement
and vibration feedback and they certainly provide an economical
alternative.

Pilots rely on more than their eyes to comprehend what an aircraft

is doing. The vestibular and proprioceptors in the human body system
provide significant cues about orientation, acceleration and even
perception of what the aircraft is doing. Those same inbuilt body sensors
can provide incorrect information which the pilot needs to recognise and
counter.

The question is though, just how important is a motion system? Do

we really need them?

In a paper, “Do Army Helicopter Training Simulators Need Motion

Bases”, the author pointed out that there was virtually no scientific
evidence to support the effectiveness of motion platforms for training
but concluded that motion does improve performance, particularly for
experienced pilots. Motion, noise and vibration contribute to the realism,
and therefore the pilot acceptance, of a simulator.

From just my experience, good motion and visual systems are

essential if you want to conduct deep training, especially of you are
looking to replace flight with simulator time. My thoughts are that for
basic procedural training, the fixed base (no motion) systems are just
fine. However, if you’re aiming at scenario-based and/or emergency
response training, especially with experienced pilots, you need high-
fidelity, full-motion flight simulators.

“Tell me and I forget, teach me and I may remember,

involve me and I learn.”
BENJAMIN FRANKLIN

HELIOPS / ISSUE 113 / 2018 31

 A GREATER VIEW

WOMEN IN
THE HELICOPTER
BY
IVANA GORLIN

INDUSTRY
Laila Jonassen

L aila Jonassen’s entirely pragmatic choice of career was based

on just two things: “I wanted a well-paid job and a job that
could take me out in the big world.” It was only once she’d
started that she found her passion for helicopters.
Jonassen’s decision in high school to shift her studies from
history, society and English to basic mechanics set her on a
path that eventually led her to become Norway’s first female technician
on helicopters. Jonassen confesses “I started basic mechanic school
without even knowing what a thread was”. She had only ever considered
an airplane from the point of view of being a passenger and had never
been near a helicopter. That triggered some concern from her father, yet
her parents were supportive and excited by her being accepted onto an
aircraft mechanic course. “Those were the days when it was really hard
to get in. My mum actually jumped up and down the day I got accepted”.
Jonassen’s two-year aircraft mechanical training included three
industry placements of two weeks each. For both her first and second
placement she opted for helicopter companies but was required to
select an airline for her third. “This is where I decided to go for the
helicopter industry. More variation and how fascinating these machines
were!”. Jonassen scored herself a weekend job with a helicopter
company during the last six months of her two-year course, spending
almost every other weekend working at as many of the tasks available
to unskilled workers.
At the completion of her schooling Jonassen was successful in
gaining an apprenticeship. She spent time learning her trade working on
various helicopters. The apprenticeship included rotations throughout
the various elements of the maintenance base. In 1998, after 14 days
of practical testing at the end of her two-year apprenticeship, Jonassen
qualified as a skilled worker. The following year she got her first

32 HELIOPS / ISSUE 113 / 2018

 A GREATER VIEW

opportunity to work the line at the company’s base in Bergen, Norway.

Jonassen fulfilled her dream to qualify as a helicopter technician in
2001. By then she was working back at Sola airport and although fully
qualified felt that the exposure and experience she craved was not being
satisfied on an onshore base whose aircraft was a backup for offshore
operations. “How could I have this licence and not feel secure on the
rights I had? I could not. Offshore was not an option as you needed
20 plus years of seniority. I started searching and finally found an
opportunity”.
Jonassen worked an equal time six-week roster touring to bases
in Nigeria. At one time she was solely responsible for maintenance
scheduling, supervision, and stores, along with line maintenance. She
describes time there as an adventure - both good and bad, and came
to realise “I loved my job!”. In 2006 Jonassen gave up her work in there
to prepare for the arrival of her first child into her life. At the time her
employer had not dealt with a pregnant technician before and there
was no provision for paid maternity leave. Jonassen’s questioned the
company and eventually a basic salary during maternity leave was
approved. “I am so grateful that they understood my situation, though
the situation forced me to work part time when [my son] was only four
months old and premature also. That was challenging since I only
did night shifts and weekends the first six months.” It’s one of the
more difficult challenges Jonassen faced as a female in the helicopter
industry. She also admits that being a young, blonde female apprentice
had its challenges. “Everybody wanted to help me all the time. I guess
back in those days we girls had to prove ourselves to be far better than

HELIOPS / ISSUE 113 / 2018 33

 A GREATER VIEW

BY
IVANA GORLIN

we had to”. But she also emphasises that generally her colleagues have
provided fantastic support professionally and personally. “Some of my
best friends are my colleagues”.
In 2007 Jonassen gained employment back in her native and within
a year became licenced on the S92 and eventually became a senior
technician on type. “That was challenging and gave me opportunity
to work with the engineering department, management, Sikorsky and
others. Mainly I was giving 90 plus technicians and mechanics their
continuation training and trying to make life for us better”.
Now a mother of two, the experience of having her second child
while employed in Norway was straightforward because it was fully
supported by the Norwegian laws governing maternity leave. “Being
pregnant in Norway with all our social benefits is a dream. With [my
daughter] I had six months full maternity leave and started part-time
after that, so I never worked more than three full days a week until my
leave was over. I worked all my pregnancy since I could do office work
as senior technician”.
Very pleased with her career choice and the places it has taken her,
Jonassen says, “the thing I am most proud of is, even with a different
maintenance culture in Nigeria, I always trusted my decisions. Safety

34 HELIOPS / ISSUE 113 / 2018

 A GREATER VIEW

first is not always easy when you

are a blonde Norwegian girl in a
different country. I got respect for
my work”.
Although she has no aspirations
to return to work in Africa, her
time there left a significant impact
on Jonassen. So much so that
she returned in 2011 to climb Mt
Kilimanjaro and again in 2014
to volunteer at an orphanage in
Ghana. “We still try to go to Ghana
when we can with donations from
friends and family”.
Currently Jonassen enjoys being
back on shift fulltime with the hope
that there may be a future opportunity
to work offshore in support of a SAR
helicopter and potentially even as a SAR hoist operator. She also wants to
continue in her role as a regional sensor, supervising qualifying examinations
of apprentices. But right now, she’s happy that at the end of her working day
she gets to go home to spend time with her family.
That pragmatic choice all those years ago seems to be less important
these days than the passion she has for her work and her family. n

TAP TAP TAP

FOR MORE FOR MORE FOR MORE
INFO INFO INFO
 UAV TALK

UNMANNED
AERIAL VEHICLES
BY
MARK OGDEN

B efore starting this month’s column, I just wanted to remind readers

that the “World of Drones” conference is on from 8 to 11 August, in
Brisbane, Queensland in Australia. Again, I recommend those in the
helicopter industry attend because the UAV is either going to be an
asset within a helicopter company, or significant competition.
Speaking of competition, as the helicopter displaced many fixed
wing operations in agriculture, so the drone threatens to do so. As technology
improves, swarms of small drones could be doing the work of helicopters
and more. The helicopter ag industry needs to take notice and leverage their
knowledge into integrating the drone and the helicopter otherwise, many
operators will face a dim future.
Using advanced flight control technology, sensors and digital imaging
capabilities, farmers are able to use agricultural drones can help them gather
information on the fields, apply chemicals and even monitor land movement.
Many farmers are embracing the use of the technology already because it
is cheaper more effective and flexible. The support required compared to a
manned aviation operation, can be significantly less. The flip side is that drones
introduce new concerns about privacy and security. They can fly over other
people’s properties, monitoring and recording their activity. Some have already
taken to shooting down drones appearing over their property but as drones
become smaller and quieter, this approach may not prove to be overly effective
in the future.
Providing a bird’s eye view anytime the farmer wants mean that crops and
land use can be monitored. For example, infrared sensors mounted on drones
help farmers see plant stress days before it become visible to the human eye,
allowing the farmer to determine the source of the stress before it becomes
irrecoverable. Using photogrammetry, land slippage can be detected before
they actually become major earth moves. The current major use for drones is in
gathering date including:

• geo-tagging images - visible and multi-spectral aerial images taken of

fields, crops and surrounding areas;

• equipment performance: real time feedback & logging of sensor-equipped

manned and unmanned equipment such as seeders, spreaders, tractors and
even pumps;

• management data: crop yield and other data provided by farm operators

36 HELIOPS / ISSUE 113 / 2018

 UAV TALK

As well as gathering data, drones can fly low and accurately in

laying chemical, minimizing any drift and getting the chemical under the
plants. They can also work autonomously.
Drones are also being to used to monitor livestock using visual and
thermal imaging.
Although these drones aren’t cheap, compared to using manned
aircraft, they represent extraordinary value. Ranging from US$2,500 to
over $50,000, the drone represents no more an investment than a piece
of farm machinery but the savings could be significant if the farmer
understands what it is that needs to be achieved. There is also a choice;
the farmers operating the drones themselves or using professional
services, or a combination of both.
Does this mean the eventual end of manned aircraft in supporting
agricultural operations? Probably not, well not just yet but operators
should be thinking about how they can offer a service that integrates
the best of both worlds and stays abreast of developments so that the
best solutions can be offered to farmers. Using a commercial helicopter
operator to provide an integrated service may also offer the safest
solution is trying to ensure manned aircraft and drones do not collide. n

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 HELIOPS / ISSUE 113 / 2018 37

38 HELIOPS / ISSUE 114 / 2018

New contract, new type and

new base for Babcock Australasia

STORY BY LEIGH NEIL

PHOTOS BY NED DAWSON
HELIOPS / ISSUE 114 / 2018 39
40 HELIOPS / ISSUE 114 / 2018

Babcock Australasia won a ConocoPhillips offshore

support contract in 2017 and has since introduced
the first Airbus H175s into the southern hemisphere to
service the operation. HeliOps visited Babcock’s Operations
in Darwin, Australia before the new machines moved to
their regular base in Timor-Leste.
 HELIOPS / ISSUE 114 / 2018 41

L
ess than a year to get
a new contract up and
running with first-of-
type aircraft is a major Unusually for an offshore support
accomplishment operation, Babcock’s Dili-based
but acceptance was begun in
France on 20 November 2017
flights do not depart from a base on
and the two brand new H175s the nearest coast, but commence a
for Babcock Australasia were seventy-minute 167-mile outbound
offloaded at Darwin barely a sector with a climb over mountainous
week later. They were introduced
into service there for further
terrain of up to 10,000ft peaks, with a
training and type-establishment minimum safe altitude on the optimum
but from the end of 2017 they route of just over 7,000ft.
are staging out of Dili in East
Timor, servicing the recently
won five-year offshore contract,
commencing in the New Year within the oil field. In bidding for on the optimum route of just
in support of ConocoPhillips’ the contract, Babcock also gave over 7,000ft. This unusual
Bayu-Undan production the client options for other types circumstance is the result of
operations in the Joint Petroleum – such as the S92 – but the the lack of towns with suitable
Development Area of the Timor client selected the H175 over infrastructure and facilities to
Sea. Another operator had the other offerings. support the contract at the time
serviced the previous contract Unusually for an offshore of its initial commencement in
since 2002, using EC225 and support operation, Babcock’s 2002. Although infrastructure
AS332 Super Pumas and Dili-based flights do not depart is being developed to move the
Babcock’s new aircraft were from a base on the nearest base to the Town of Suai on the
purchased specifically for the coast, but commence a seventy- southern side of the island, there
ConocoPhillips work, which minute 167-mile outbound sector is still more work to be completed
involves operations to three with a climb over mountainous before such a move becomes a
primary fixed heli-decks and a terrain of up to 10,000ft peaks, reality. The performance demands
variety of transient heli-decks with a minimum safe altitude of the current routing make
42 HELIOPS / ISSUE 114 / 2018
 HELIOPS / ISSUE 114 / 2018 43

the H175 a highly attractive H175 pilots engaged on the

proposition as it exceeds the ConocoPhillips contract and with
capabilities of competitive just one exception, all have prior
types by a notable margin while experience on the glass cockpit
retaining a good passenger, range H225. A complement of Timorese
and payload capacity, satisfying personnel is spread throughout
the customer’s requirement for the organization, including four
a slightly smaller machine with Australian licensed engineers,
lower operating costs and higher two apprentice engineers and
performance than those types two pilots in training. Company
previously used. Two pilot rosters pilot and H175 Fleet Manager Ian
– of eight pilots each – rotate in Henning has flown for Babcock
turn to the base in Dili, where they and other operators, gaining
are supported by full engineering experience in a range of types
staff and facilities, ground that includes the Puma range,
handling and service personnel to Sikorsky’s S92 and the H175
fly the 24-hour, 365-day contract. so he is well qualified to draw
Including reserve pilots, there comparisons between the types.
are a total of twenty Babcock “Although the sixteen-seat H175
44 HELIOPS / ISSUE 114 / 2018
HELIOPS / ISSUE 114 / 2018 45
 46 HELIOPS / ISSUE 114 / 2018

is a smaller aircraft than the East Timor’s tropical

nineteen-seat Super Pumas, it environment means that
offers a substantial performance the challenges of very high
advantage, being able to sustain temperatures and high humidity
a climb rate in the event of an add to the ever-present issue
engine failure at 7,000ft, whereas of the marine environment’s
the larger aircraft need to dump salt-laden atmosphere, but only
fuel to maintain altitude in the time will tell whether the new
same circumstances,” he stated. helicopters cope well with the
Most crew transfer flights do not demanding conditions and so far
require the extra seating capacity there have been no major issues
of the larger types and so there is noted in that regard. An issue that
no downside to the size reduction has raised its head, however, is
that the H175 brings to the table. the center of gravity challenges
The H175 operates at about two of the H175. The aircraft has
thirds of the cost of an S92 or a naturally rearward CoG and
EC225 and Henning considers the requisite high fuel loads
that those performance and cost demanded by the mission profile
advantages of the type are what mean that loading of passengers
made it a winning proposition for and freight is with the payload
this contract. “The certificated weight as far forward as possible,
performance on and off the by necessity. To maintain the
helideck is exceptional and so machine in CoG limits with lighter
safety is massively enhanced pax loads or a medevac/rescue
with that extra power margin,” he mission cabin layout, there are
remarked. approved ballast plans in place to

The old and the new -

H145 and Hueys.
 HELIOPS / ISSUE 114 / 2018 47

provide the necessary flexibility.

This preparation is vital as both
aircraft are re-configurable for
the LIMSAR (limited search and
rescue) role, with a fit-out that The performance demands of the current
can include a 249kg Goodrich routing make the H175 a highly attractive
hoist, rack-mounted oxygen proposition as it exceeds the capabilities
bottles and stretchers. With of competitive types by a notable margin
Babcock bases in Dili, Darwin and
while retaining a good passenger, range
Truscott, clients in the Timor Sea
area are well served with access and payload capacity, satisfying the
to LIMSAR assets even if both customer’s requirement for a slightly
H175s are already engaged on smaller machine with lower operating costs
regular transfer missions. and higher performance than those types
Babcock do not send rescue
previously used.
crew down on the wire during
hoist recoveries, but all oil
company crew and riggers are
trained in putting themselves into
the harness, so a single utility lot of thought has been put into by the offshore model’s fixed
hoist operator is the only crew the medevac and SAR fit-out. seating points on the floor, which
requirement for LIMSAR missions. Each aircraft can be configured differ from multi-purpose floor
The H175s are available on call to carry two stretchers and variants that Airbus configures
for hoist-operation LIMSAR duties two oxygen racks, each with at the factory, such as the
during the day but medevac two D-size oxygen bottles. The Hong Kong Government Flying
service is on call 24-hours, and a actual layout was largely dictated Service version. Rod Johnson,
48 HELIOPS / ISSUE 114 / 2018
HELIOPS / ISSUE 114 / 2018 49
50 HELIOPS / ISSUE 114 / 2018

head of engineering, advised During discussion about

that Babcock approached GVH, LIMSAR and ditching, it was
a Western Australian company, pointed out that, unlike in North
which developed attachment Sea operations, immersion suits
systems that secure the medical are neither carried nor necessary.
equipment and stretchers and “The water temperature is around
pick up on the floor’s existing twenty-seven degrees in the
hard-points. He explained that summer and not much cooler
designing the extra equipment in winter, so it’s not the cold
was made somewhat more that’ll kill you if you end up in the
troublesome due to the new water around here,” remarked
aircraft’s very high 16g structural Henning, “It’s the sharks, the
certification, which meant that marine stingers or heat exposure.”
all the added equipment also Because of that, the Babcock
had to be structurally certified crew jackets are equipped with
to 16g longitudinal deceleration. sea-marker dyes that include
Fortunately, GVH is a Part-21 shark repellant and the rescue
organization with delegation crew is equipped with a shark-
to certify the equipment as an shield (an electronic device that
agent of CASA (the Australian emits ‘pings’ to disrupt sharks’
civil aviation safety authority). senses). Salt-water crocodiles
Johnson also advised that CASA are an additional hazard in
had been particularly helpful the coastal waters around the
and co-operative throughout southern coast of Timor and the
the aircraft certification and in-water hazard is so genuine
modification processes. that it is not even safe to train
HELIOPS / ISSUE 114 / 2018 51
52 HELIOPS / ISSUE 114 / 2018

in the waters around the base landing site/approach data,

at Truscott with live “survivors”. with obstruction information
While medevac call-outs are linked to the HTAWS database
not uncommon, with around 30 and featuring proximity-based
a year on average, it is rare for colour-coded warning symbology.
the Babcock crews to carry out The equipped digital map system
rescue missions that require the also includes overlay capability,
use of the hoist. Nevertheless, offering airspace, topographical,
pilots and engineer/utility winch HTAWS and ACAS information as
operators all maintain currency selectable overlays. Kurt Natalier,
on hoist operations with regular Head of Flying Operations and
competency training under the another H175 pilot, pointed out
watchful management of chief that the cockpit ergonomics
rescue crewman, Terry Wilkinson. generally were a huge step up
Notable features of the from traditional layouts and
new aircraft type include a explained that the overhead
synthetic vision system (SVS) panels have been eliminated,
that allows a synthetic view of with all systems on the main
the outside world to be projected panel or down on the center
on screen, with flight data and console. He and Henning agreed
other information overlaid that the layout facilitated a much
on it. Information available smoother flow to the pilot’s
as overlay data includes such workload. Henning explained,
things as obstructions, road/ “This aircraft has the luxury of not
rail information, navigation and requiring all that panel real-estate
HELIOPS / ISSUE 114 / 2018 53
54 HELIOPS / ISSUE 114 / 2018

because a lot of the information cockpit and the passenger cabin

required for control is built into was exceptional, combining
the four multi-function displays.” cleverly positioned and angled
During initial service, the seating to produce a cabin
advanced avionics features are environment that feels a lot
not being utilized, as the avionics more open and spacious than its
have been configured to duplicate compact dimensions and higher
the displays in the H225. This seating density would lead one
enables familiarity with that setup to expect. All cabin windows
to aid pilots’ transition to the new are large enough that they are
aircraft. As time and experience rated as emergency exits so
progress, the advanced features every seating station has direct
will be made available to crews access to emergency egress and
upon their completion of set passengers are treated to the
training protocols. The ergonomic luxury of an air-conditioned cabin;
advances of the design include a important in the hot, steamy
design eye-point for the pilot, at environment but a feature not
which the view over the nose and fitted to the Pumas previously
down the coaming is optimized, servicing the client. A pair of
and from which the thickness Pratt and Whitney Canada’s
of the window frame uprights latest 1,775shp PT6C 67E FADEC
is at the minimum. In fact, both engines powers the H175 and
Kurt and Henning commented the avionics suite with Helionix
that the view from both the boasts an extremely advanced
 HELIOPS / ISSUE 114 / 2018 55

four-axis autopilot, which has

impressed the pilots with its
user-friendliness and capability.
When asked for their overall
opinions on the H175, Ian
Henning and Kurt Natalier were
enthusiastic. “I really like it,” Although the sixteen-seat H175 is a
commented Henning. “It’s the smaller aircraft than the nineteen-seat
technology on board. It has new, Super Pumas, it offers a substantial
world-class systems that we
haven’t seen elsewhere that will
performance advantage, being able
optimize safety, and the autopilot to sustain a climb rate in the event of
is probably world leading, an an engine failure at 7,000ft, whereas
improvement on the 225 which the larger aircraft need to dump fuel
was already exceptional. Other
than the CoG issue that we have
to maintain altitude in the same
to be aware of, I haven’t found circumstances.
any downside to the aircraft.” Kurt
agreed with Henning’s remarks
and added that the Helionix
system’s commonality made for
extremely simple, streamlined it’s very open, with everything production and Babcock’s two
transitions to other Helionix- easy to access. I think it’s a real Australian examples bear the
equipped types within the Airbus step up as a machine to work production serial numbers
stable. “I find it very easy to fly on.” Johnson has not observed #27 and #28 and join three
in IFR,” he stated. “It’s fast, it’s any problems with the aircraft earlier production examples
smooth and it’s got a much better other than what he describes as based at Aberdeen, bringing
power to weight ratio than the ‘the normal teething issues you the total number of H175s in
225. It is the best helicopter I’ve have with every new aircraft.’ Babcock’s international fleet
ever flown I think; it’s certainly Basing the operation in Dili will to five. The manner in which
the most enjoyable.” create a logistical challenge Babcock Offshore Services
Johnson’s view as an engineer when it comes to spares, so a Australasia Pty Ltd coped with
is just as positive as the pilots. stock of consignment spares will a relatively short timeframe,
“It’s a magnificent aircraft,” he be held on site at the Dili base commencing as a new operator
opined. “You can’t beat it in terms and discussions have already to the contract with a brand
of comfort, visibility and cost taken place with Airbus and new aircraft type and building
effectiveness. Being brand new, freight forwarders to arrange the a new base in a foreign country
we’ve had limited experience of most effective shipping routes resulted in the company being
it to work on so far, but from my and methods in the event of recognized by ConocoPhillips and
training and what I’ve already unforeseen parts requirements. receiving a ‘focus on execution
seen, it benefits hugely from Although the Airbus H175 award’ via their global supplier
being designed from scratch as an super-medium first entered recognition program for Babcock’s
offshore platform. Internal access service at the end of 2014, it performance during the complex
to the upper deck is simple and has not been in high-volume transition. n
56 HELIOPS / ISSUE 114 / 2018
HELIOPS / ISSUE 114 / 2018 57
58 HELIOPS / ISSUE 114 / 2018

The Russian manufacturers offer a limited

set of mission equipment for aerial work,
namely two main hoist types, two external
buckets for firefighting and an exotic ice-
breaking explosive system. Alex Mladenov
provides a rundown on the capabilities of
the Russian gear.

T
he Russian-made civil helicopter types used for aerial
works are mainly represented by heavy-class machines
such as the 11t (11-metric ton) Mi-8T, 12.7t Ka-32 and 13t
Mi-8MTV/17/171 in addition to the 56t giant Mi-26T. The
main method of performing a wide variety of the heavy-
duty work is by employing cargo hook systems, allowing transportation
of different external sling loads and undertaking aerial construction
activities with high precision. In addition, for rescue hoist missions,
the Russian manufacturers offer two systems for the Mi-8/17/171
family while the Ka-32 comes equipped as standard with one type of a
Russian-made external hoist.

Ka-32 external load capabilities

and kits

The Ka-32T/A derivatives are well-known around the world with

their heavy-lift capability for fire-fighting, aerial construction works
and heli-logging duties. The co-axial rotorcraft is equipped with a single-
point cargo hook suspension system installed into cabin and using an
opening in the floor. It can lift loads weighting up to 11,032lb (5,000kg) on
its external sling, and its external load systems also features a
load-stabilization system and an onboard weighting system with
automatic release for loads exceeding 11,032 (5,000kg) in order to
prevent overloading and subsequent airframe structural damage. The
 HELIOPS / ISSUE 114 / 2018 59

The VSU-15A giant firefighting bucket

carried on external sling by the Mi-26T
can accommodate up to 15t of water in
its maximum size. (Alex Mladenov)

external load limits the Ka-32T/A’s maximum take-off weight to

27,991lb (12,700kg).
The Ka-32A/T’s external system uses a DG-64M electrical lock for
mounting and automatic or manual release of the transported external
load. The lock comes equipped with a remote control which releases
the cargo automatically, after it is on the ground and tension of slings is
less than 55lb (25kg), the hook opens and slings released; the hook can
be also manually opened by the pilot or a load operator on the ground.
There is also an option for emergency load release, activated by the pilot,
which uses an explosive cartridge built into the unit. The typical length of
the Ka-32’s external load line is 66ft (20m), with extensions available for
bringing it to 98ft (30m) or 131ft (40m).
The helicopter can be also equipped with an externally-mounted
SLG-300 electrical rescue hoist rated at 660lb (300kg) installed next
to the port-side door. This is in addition to searchlights, loudspeakers
and emergency kit when used in the SAR role in addition to the SU-R
rappelling kit.
The Grapl hydraulically-driven grip for transporting various cargoes,
used by the Ka-32As of the Moscow Aviation Center, is rated at 11,032lb
(5,000kg) and it uses a 98ft (30m) long cable while the width of the
grapple (gripping device) is 7.2ft (2.20m). The grip of the transported
cargo before lift-off is completed in eight seconds.

Mi-8/17/171 family’s external

sling offerings

The new-generation Mi-8 derivatives are being offered with a cargo

hook capacity of 8,816lb (4,000kg) and they come equipped with two
hoist types – the externally-mounted LPG-150M or the internally-
mounted SLG-300. The new Mi-171A2, featuring more power and
strengthened airframe, boasts a cargo hook system with an 11,023lb
 60 HELIOPS / ISSUE 114 / 2018

The first-generation Simplex Fire

Attack System modified with
horizontal and vertical water
cannons seen installed on a
Ka-32A operated by the Moscow
Aviation Center, an aerial SAR
outfit of the City of Moscow
Government. (Alex Mladenov)

(5,000kg) capacity while its external cargo system includes an automatic

weight meter for the load and TV cameras for observation of the sling
load behavior in flight. When used for SAR, the civil helicopters of the Mi-
8MTV/17/171 family can be equipped with loudspeakers, rappelling and
fast-roping kits and searchlights.
The cargo hook kit available for the Mi-8MTV/17/171 utility
transport and passenger versions provided with an opening in the floor
includes four power steel ropes (load-bearing), each 13ft (4m) long, a
DG-64M electrical lock, power rope mountings, enclosure of the floor
opening, extenders and control cable for the power ropes. The external
hook system is suspended on the power ropes which are attached to
mountings on the fuselage load-bearing ribs #7 and #10, while their
lower ends are attached to the hinge mount of the DG-64 electrical
lock. The line for the cargo carriage passes through an opening in the
floor and the system also has an integral weight meter (gauge) to make
sure the load does not exceed the limitations. The external cargo cable
is 33ft (10m) long, with two 16ft (5m) add-ons for optional extension
to 99ft (30m); there is one more 3ft (1m) add-on extension supplied
in the standard kit. The maximum speed with external sling load
exceeding 6,612lb (3,000kg) is limited to 108kt (200km/h) while the bank
angle should not exceed 15 degrees. The external load limits the Mi-
8MTV/17/171’s maximum take-off weight to 28,652lb (13,000kg), while
the new Mi-171A2 is limited to 29,754lb (13,500kg).
 HELIOPS / ISSUE 114 / 2018 61

A Ka-32A11BC belonging
to EMERCOM seen in action
deploying its SLG-300 rescue
hoist. (EMERCOM)
62 HELIOPS / ISSUE 114 / 2018

A LPG-150M external hoist seen here in stowed

position. It is a common piece of kit for all Russian
utility and even some of the passenger transport
helicopters but has ample limitations when used
for real-world SAR work, since it is ill-suited for
lifting in two people. (Alex Mladenov)

The older Mi-8T/P versions, still widely used in Russia, feature a

different external cargo transport system, directly attached to underbelly
mounts and rated at 5,510lb (2,500kg), limiting the helicopter’s maximum
take-off weight to 24,244lb (11,000kg).
The Ka-226 and Ka-226T 3.4t co-axial rotor helicopters can be
equipped with an external cargo transport system installed when the
helicopter is the in flying chassis configuration. It is rated at 3,306lb
(1,500kg) and can
use a 16 to 230ft (5 to 70m) long line. It comes fitted with an
upper electrical lock and can use either lower electrical or hand-opened
shackle. The upper electrical lock is intended for emergency cargo release
in cases when it would be difficult or impossible to unhook the cargo. The
cargo weight is indicated on a digital display or on a needle indicator in
the cockpit.
There is also an option for the use of the external cargo system with
the Ka-226’s passenger or cargo cabin installed on the flying chassis.
Small-size packages are transported by using a cargo net with a load
capacity of 1.4t on a cable, provided with mechanical lock or shackle.
 HELIOPS / ISSUE 114 / 2018 63

ICON
LEGEND
KHAKI X-WIND
AUTOMATIC SWISS MADE THISISCOURAGE
 64 HELIOPS / ISSUE 114 / 2018

A Mi-26T seen transporting

on external sling another of
the type with engines, main
gearbox, main and tail rotors
removed to get its weight
bellow 20t. (Rostvertol)

Giant’s external cargo outfit

When used in the heavy-duty flying crane role, the Mi-26T can be
also outfitted with a purposely-designed pipe grip to transport large-
diameter gas-pipes, while logging work is performed with another
purpose-designed hydraulically-driven cargo grip system. The maximum
external sling load of the Mi-26T’s single-point system is 44,080lb
(20,000kg), while the helicopter’s maximum take-off weight is limited
to 123,424lb (56,000kg). A precise hovering system is also available in
addition to the BTU-1B set of three closed-circuit color TV cameras used
for cargo observation when hauling cargoes on an external hook. The Mi-
26T’s VUAP-1 four-axis autopilot also features a new mode for external
load oscillation suppression in a bid to prevent potentially dangerous
situations caused by large-amplitude load swinging.
The external cargo system comes equipped with an integrated
weight-meter and DG-65 or VTDG-20 electrical locks with remote
 CRITICAL VISION TECHNOLOGY
To see, toHELIOPS
save/ ISSUE
and114protect
/ 2018 65

TAP
FOR MORE
INFO

WORLD LEADING NEW GEN

SEARCHLIGHTS GYROSTABILISED
• Superior beam quality CAMERAS
& efficiency • Family of 200, 300 &
• Selectable internal 400mm systems
multi-mission filters • Single & multi LRU
• Optional dual TI/TV configurations
sensors • Leading multi-spectral
• Industry-best reliability sensors
• Fully exportable

trakkasystems.com
66 HELIOPS / ISSUE 114 / 2018

The SLG-300 seen here

in deployed position
installed internally
on a Mi-8AMTSh-
VA helicopter. (Alex
Mladenov)

control. There is device named universal stabilizing platform used for

transportation of large-size loads such as containers, pipes or logs. The
enhanced stabilization offered by it allows the helicopter to undertake
high-speed transportation of heavy and outsize external loads, flying at
up to 110kts (200km/h). This method of transportation leads to a 30-50%
lower fuel consumption compared to the low-speed transportation using
the old-generation external sling equipment lacking the in-flight load
stabilization features.
A standard Mi-26T helicopter is operated as an air crane by PANH of
Krasnodar, specialized in aerial construction works where high precision
is required. It is outfitted with a purpose-built azimuthal orientation
gear for the under-slung load, incorporating a bilateral suspender with
two hooking points for the load. In-flight stabilization of the load is
achieved by the means of an SLG-300 hoist, which also allows the load
to be steered either left or right in order to be placed in the needed
position on its mount on the ground or on an elevated structure.
Safe, Efficient, Reliable

Partnered Solutions

erahelicopters.com
+1 713.369.4700

Aeróleo
an Era Group company
Sicher
an Era Group company
 68 HELIOPS / ISSUE 114 / 2018

A rescue bracket for SAR

operations over water is seen here
attached to the SLG-300 cable
of this Indian Air Force Mi-17V-5
utility transport helicopter.

Russian-made firefighting equipment

The primary fire attack hardware cleared for use by the Russian civil
and military-operated Mi-26 fleet consists of the VSU-15A flexible bucket
system which can discharge up to 15 tons of water and provides coverage
of a swathe 410 to 984ft (125m to 300m) long and 50ft (15m) wide.
There are six adjustable sizes for the giant bucket for accommodating
7, 8, 9, 10, 12.5 and 13.5 metric tons, while in its maximum size for
discharging 15t of water the VSU-15A can be filled in ten seconds and
the discharge rate is one ton per second. VSU-15A’s own weight is 562lb
(255kg) and the helicopter speed during discharge is set at between 0
and 65kt (120km/h). Design life is 1,000 water-drop cycles or two years,
whichever reached the first.
Both the Ka-32 and Mi-8MTV/171 can use the smaller VSU-5
bucket system, which is capable of discharging up to 5t of water and has
adjustable sizes for 3, 4 or 4.5 metric tons. The system is able to collect
water from open sources with a minimum depth of 3.30ft (1m) and five
tons can be filled within 25 seconds. Discharge rates are between 400
and 750 liters per second. Discharge speed is between 16 and 43kt (30
and 80km/h), while height is between 197 and 330ft (60 and 100m),
with the single drop covering a swathe 230 to 560ft (70 to 170m) long
and 26 to 46ft (8 to 14m) wide. The VSU-5’s design life is 1,000 water-
drop cycles or two years. The Ka-32 derivatives are capable of using
either the VSU-5 or Bambi Bucket systems on external sling and can be
also equipped with two models of US-made Simplex Fire Attack system.
Initially it was Model 10900-050 cleared for the Ka-32, comprising one
 70 HELIOPS / ISSUE 114 / 2018

A LPG-150M seen here in

deployed position installed
on a Mi-17, with the operator
busy guiding the cable to
let out the load to the sea
surface. (Alex Mladenov)

conformal 3,140-litre plastic water tank and two snorkel devices that are
capable of filling the tank in 90 seconds. As many as 48 such systems
were delivered to Ka-32 operators by 2009.
In 2013, the much-improved Simplex Aerospace Model 328 Fire
Attack received a Russian STC. It holds more than 3,000 liters of water
(800 US gallons) and also supports the use of 40 US gallons of fire-
fighting foam. The new system was redesigned to use lighter weight,
more robust electrical components, reducing overall weight and
enhancing reliability. The Model 328 also uses only one hover pump. By
eliminating the second hover pump, the new system further reduces
weight and system complexity. Refill rate is 1,000 US gallons (3,785
liters) per minute and system installation and removal can be done in
30 minutes. In 2018, a Russian-made fire attack system for the Ka-32,
holding 4,000 liters, was tested by the KumAPE enterprise in Kumertau,
intended to be certified and offered as an alternative to Model 328 for
newly-built Ka-32AABCs sold out worldwide. It is promoted by Kamov
as being two times cheaper and allowing 25% higher speed during
firefighting operations than the US-made fire attack system.
The Ka-32s of EMERCON (Russian Ministry of Emergency Situations),
equipped with Simplex systems, also feature the provision for installing
a powerful water cannon with a horizontal range of 148ft (45m) at a
 HELIOPS / ISSUE 114 / 2018 71

Presenting Heliops Downloads

Click on the covers to have access to a whole new world
of possibilities at your fingertips.
Save it to iBooks, Kindle or any PDF reader – your magazine, your choice.
 72 HELIOPS / ISSUE 114 / 2018

GEOLOGICAL EXPLORATION
AIRBORNE GEOPHYSICAL
HELI-RIG
OFFSHORE & AERIAL SURVEY

SAFE, RELIABLE RESOURCES

FOR ALL YOUR OIL, GAS &
MINING REQUIREMENTS

Goroka Main Base +(675) 532-1833

PO Box 342, EHP, Papua New Guinea
[email protected]
TAP
FOR MORE
TAP
FOR MORE
TAP
FOR MORE www.pacifichelicopters.aero
TAP
FOR MORE
INFO INFO INFO INFO

Serving Papua New Guinea since 1975

 HELIOPS / ISSUE 114 / 2018 73

discharge rate of 40 liters per second. The cannon proved highly effective
at suppressing fires in tall buildings while the aircraft was hovering,
It was used by the Ka-32 with a great success in 2010 in Moscow for
attacking fires in tall buildings. It is also effective to tackling ground fires
without the necessity to overfly them.

Ice barrier destruction systems

The EMERCOM Mi-8s can employ the DVS-ULZ-FP3 system

purposely designed for destruction of thick ice barriers formed in all big
Russian rivers in the north of the country during the spring months that
can cause large flooding, which is a serious issue for the local population
and authorities. The main components of the system are installed in the
helicopter’s cargo hold and are used to place onto the ice surface of a
set of ten bags filled with explosive material – a total of 705lb (320kg)
ammonite or TNT - and equipped with time-delayed fuses. One explosive
set is laid in two minutes by a helicopter flying at between 3 and 10ft
(1 and 3m) above the ice surface, moving at 2.7 to 5.4kt (5 to 10km/h)
forward speed. Upon detonation, the explosive can provide clearing of an
ice barrier up to 1,312ft (400m) long and 02.3ft (0.7m) thick. The system
is serviced by a four-man crew in the helicopter cabin.
The EMERCOM Mi-8s and Ka-32s can also deploy foldable rescue cages
on external sling used for the rapid evacuation of people sitting on the roofs
of tall buildings set blaze, free floating icebergs or small islands in flooded
areas where the helicopters cannon land and other rescue applications.

Limited hoist offerings

The LPG-150M, produced by Kirov-based Avitek company, is the most

commonly used hoist, being installed on almost all Mi-8Ts/MTs and Mi-
171s configured for utility transport. Weighting about 50.7lb (23kg), it is
externally installed above the port cabin door and in stowed position the
short boom is folded to the left; unfolding into operating position is done
manually. The hoist is electrically driven, using a 27V voltage supplied
from the aircraft’s own electrical system. There are two DC winch drive
electrical motors driving the cable drum and the hoist can run on one or
two motors, selectable by the operator depending on the situation, load
location and weight. The LPG-150M is rated at 331lb (150kg), and its
motors can sustain loads up to 441lb (200kg) in overloaded situation with
certain limitations and extended cooling time. In addition to rescue work,
it can be also used for loading cargoes, lifted from the ground to the cabin
floor level. With 131ft (40m) cable, the lifting speed (going up) is 1.08fps
(0.55m/s), while letting out speed (going down) is 3.28fps (1m/s). The
system is considered somewhat handicapped for a real-world routine
 74 HELIOPS / ISSUE 114 / 2018

The SLG-300 internally-mounted

hoist seen here in stowed
positions inside the Mi-17V-5
cabin. (Alex Mladenov)

rescue work as it has limitations for lifting two people and is therefore
often used for operations where only one person can be hoisted. In
addition, after each lifting in cycle it has a cooling time of 10 seconds,
while after five cycles it is required to cool down for no less than one hour.
The SLG-300, also produced by Avitek, is a much more powerful
electrically-driven hoist, with power supplied by the helicopter’s electrical
system. It comes rated at 660lb (300kg), with a retractable boom and
uses a 197ft (60m) cable. There is also an emergency load jettison
mechanism using an explosive cartridge for cable cutting, activated by
the pilot. The SLG-300 is internally installed system and in folded position
its boom is stowed for minimum dimensions (in Mi-8MT/17/171); boom
unfolding is hydraulically-driven while system unfolding into operating
position is electrically driven, with manual back-up. The system is also
offered for external installation on the Ka-32 and the Ka-226 (named
LPG-300). The hoist weights 153lb (69.5kg), has two dual-speed DC
electrical winch drive motors and is cleared for lifting in or letting out of
two people, using a lightweight rescue basket or harness. It offers four
cable drum speeds, varying between 1 to 4.6fps (0.3 to 1.4m/s) when
retracted and 1.6 to 6.6fps (0.5 and 2m/s) when let out. It is limited
for continuous lifting in work due to electric motor engine overheating
considerations, with a one-minute pause for cooling required between
each letting out cycle, while the cooling time between each lifting in cycle
is four minutes. After ten subsequent cycles the SLG-300 is required cool
for one hour. n
76 HELIOPS / ISSUE 114 / 2018

Blackcomb Helicopters is in
the process of expanding the
Heli-Biking client experience

STORY BY LEIGH NEIL

PHOTOS BY NED DAWSON
HELIOPS / ISSUE 114 / 2018 77
78 HELIOPS / ISSUE 114 / 2018

Blackcomb Helicopters offers

heli-biking services from their Pemberton
and Whistler bases in British Columbia.
Although it does not comprise a major
proportion of Blackcomb’s overall
business, the company is striving to not
only grow the market’s volume but to also
dramatically increase the scope of the
heli-biking experience.

D
espite the sport’s name, it is designing their own, they fortuitously found out that
relatively uncommon for mountain Aero Design was thinking along the same lines. The
biking to be conducted in truly two companies then worked co-operatively to develop
alpine areas. The vast majority of and finalize the design, resulting in the racks that
riders spend their saddle-time in Blackcomb now utilize. Aero Design already supplied
forested country or the lower foothills; if they even Blackcomb’s cargo baskets so a major design feature
venture off the road at all, that is. British Columbia of the bike racks was the ability to attach them to
is widely regarded as the world’s epicenter of the existing Aero Design basket-mounts. This was
mountain biking, hosting the annual Crankworx a design criterion that Blackcomb insisted on right
festival and Redbull Joyride. It is one of the few from the start, as the multi-mission nature of their
areas where there is some access to true alpine operation requires frequent and rapid re-configuration
trails, but such trails are limited in number and of their machines. The feature allows for extremely
difficult to access for any but the fittest and most quick and simple re-configuration of the external
enthusiastic cyclists. Steve Gray, Whistler base load-carrying devices on the helicopters in just a few
manager for Blackcomb Helicopters, explained that minutes and reduced the overall cost of the system,
up until last year, heli-biking involved transporting as no new mounting design or hardware was required.
bikes to the destination start-points on a longline. In addition, it was important that the racks were
Because Canadian aviation regulations preclude simple to operate, with no chains or loose fittings.
the carriage of passengers on longline operations, This was to enable customers to operate the racks
the practice meant that in order to get both if required; removing their own bikes from the racks
clients and their bikes to their destination, two in drop-off locations where the pilot needed to stay
flights were required. To resolve this inefficient at the controls, for example. The end result is a rack
and expensive situation, Blackcomb Helicopters than can be left in any of its possible configurations
worked with Canadian company Aero Design Ltd, while still allowing the aircraft to fly away safely, with
investing time and money into the development of absolutely no risk of damage or flight instability. Each
an external bike-rack for helicopter use. rack weighs around 65lbs empty and can carry up to
Bike-rack development is a matter that Blackcomb three bikes on adjustable rails and held in place by
has been researching for around ten years but those rails and a secure latching system. Blackcomb
around three years ago, when they were considering currently uses the racks on their A-Star machines so,
HELIOPS / ISSUE 114 / 2018 79
80 HELIOPS / ISSUE 114 / 2018

while the theoretical maximum is six bikes with a rack

fitted on each side, the actual maximum utilization
at the moment is five bikes, due to the A-Star’s
five-passenger limit. In the future the Bell 407 or
H130-B4’s added capacity could also be used for
heli-biking but their use is precluded until Aero Design
manufactures racks for the types and those racks
gain Transport Canada certification. Not surprisingly,
the bike racks incur a noticeable drag penalty in flight
but Gray pointed out that the distances involved in
the typical heli-biking sortie mean that there is no
appreciable real-world penalty to the logistics or
Despite the sport’s name, it economics of the operation. Due to the aerodynamic
is relatively uncommon for drag factor, the racks are almost always used as a
pair, with one on each side of the aircraft. The only
mountain biking to be conducted exception to this configuration would be for a smaller
in truly alpine areas. The vast group of three or less riders when, instead of two
majority of riders spend their racks, a single rack might be fitted on one side and a
saddle-time in forested country cargo basket on the other.
Gray described how the company intended to
or the lower foothills; if they even expand both the market for heli-biking and the
venture off the road at all, that is. opportunities available to those participating. “It’s not
new here; heli-biking’s been around for quite a few
years - since about 2003-2004 - and the heli-biking
market is growing anyway, but we’re also deliberately
HELIOPS / ISSUE 114 / 2018 81
82 HELIOPS / ISSUE 114 / 2018
HELIOPS / ISSUE 114 / 2018 83
84 HELIOPS / ISSUE 114 / 2018

growing it. That’s because the growth in this area heli-biking tours, a new niche in the heli-biking market
depends primarily on access to trails, and new trails that Blackcomb is one of the very few companies
in particular. A lot of the existing trails out there seeking to develop. Traditionally, heli-biking involves
are not really suitable for heli-biking,” he explained, dropping off the clients at a location from where they
“They’re designed as up-trails as well as down-trails. ride a predominantly downhill run, to and end-point
That means the cyclists ride their bikes up the trail where they have transport waiting. What Blackcomb
and then ride down again. Because of that, the slope is aiming to achieve with guided heli-biking is a choice
angle is a lot mellower than is ideal for the type of of tours on which clients will be taken to a number of
extended downhill run that most heli-biking clients rides appropriate to their skill and experience level,
are looking for and those trails typically begin and over a period of several hours, enabling them to
end below the tree-line, where we have no suitable experience a range of trails and challenges otherwise
clear landing area.” Accordingly, while Blackcomb has unobtainable by the self-transported rider.
access to a number of existing trails, it is actively When it comes to operating heli-biking activities,
involved with Joyride Bike Parks Inc. in creating several it is not as simple as just putting people and bikes
more trails that are ideally suited to the needs of its in a machine, dropping them off in a suitable spot
heli-biking clients. Importantly, it is intended that and collecting their money. Operators are required
many of these new trails be put to use in guided to hold a commercial tenure on any wilderness area
 HELIOPS / ISSUE 114 / 2018 85

DELIVERING GLOBAL COVERAGE OF THE HELICOPTER INDUSTRY

Focus... & Click!

The world’s most dynamic helo

industry mag featuring the best
helicopter photos on Instagram...
86 HELIOPS / ISSUE 114 / 2018
HELIOPS / ISSUE 114 / 2018 87
88 HELIOPS / ISSUE 114 / 2018

in which they wish to carry out commercial activities

and the usage is strictly limited to those individual
activities specified and approved for a particular
tenure. A similar regime applies to the building of
trails. In an ecologically aware and responsible country
like Canada, there is an inevitable and unavoidable
bureaucratic oversight to any activity that affects
the environment. This regime works to protect the
environment, limiting the volume of commercial
activity and ensuring such activity is carried out in
the most ecologically sensitive way possible. Paddy
Kaye is founder and president of Joyride Bike Parks
Inc. and is the trail builder for all of Blackcomb’s
mountain bike trails. He has been at the forefront of
designing and building mountain bike trails for many
Bike-rack development is a years and is responsible for building the trail for the
matter that Blackcomb has been extreme Redbull Joyride at the Crankworx festival.
Each trail he builds for Blackcomb is branded as a
researching for around ten years Joyride trail and Kaye’s expertise and reputation make
but around three years ago, when that branding a valuable asset to the entire operation.
they were considering designing Each new trail Blackcomb and Joyride wish to build
their own, they fortuitously found entails a massive amount of work and that starts
long before the picks and shovels are put to use. The
out that Aero Design was thinking first order of business is for Kaye to go out and look
along the same lines. at the terrain, assessing its potential and visualizing
the ideal routes. Factors such as distance from base,
fuel and staging areas all have to considered and
then, once a suitable trail is planned, the process of
HELIOPS / ISSUE 114 / 2018 89
90 HELIOPS / ISSUE 114 / 2018

negotiating all the necessary red tape commences,

and the trail-plan is submitted for approval in order
to obtain all the required permissions. This oversight
by provincial authority is not unwelcome, said Gray.
“Alpine riding on undeveloped trails is harmful to the
environment,” he stressed. “The alpine environment is
a very delicate ecosystem and despite what you might
first think, building trails is much less damaging to the
environment. Because the trail is built carefully on a
strictly controlled route and under the guidance of
the provincial government, we limit the damage to
the minimum possible. Then, once the trail is
established, the guided clients are forbidden from
riding anywhere other than on the trail. This means
It was important that the racks that the area outside the trail is virtually unaffected
were simple to operate, with by mountain biking activity.” Everything involved in
the trail building takes time though, with tenure
no chains or loose fittings. This approvals and input from First Nations, local user
was to enable customers to groups and wildlife associations also required
operate the racks if required; before the first soil can be disturbed, so getting into
removing their own bikes from Canadian heli-biking is definitely never going to be a
‘bandwagon’ that anyone can leap onto in the hope of
the racks in drop-off locations making a quick dollar.
where the pilot needed to stay About three years ago Blackcomb Helicopters
at the controls, for example. purchased Coast Range Heli-skiing, expanding
the heli-skiing operation and also absorbing that
company’s commercial tenure holdings, so that
Blackcomb’s total tenure holdings now add up to
HELIOPS / ISSUE 114 / 2018 91
92 HELIOPS / ISSUE 114 / 2018

around 230,000 acres (90,000ha), almost all of which means that a VIP tour is able to be custom-tailored
is alpine country. Much of the heli-skiing tenure is sub- to an individual’s requirements. Ice caves, glaciers,
leased out to other heli-ski operators but Blackcomb waterfalls and spectacular fields of alpine flowers are
is also in the process of expanding that tenure into just examples of the types of extra stops that could
coverage for heli-biking. This works out extremely well be included in such custom tours. Gray explained the
for a company equipped for both types of operation, relatively short duration of the guided runs as being
as they operate in almost identical fashion. “Guided dictated by the terrain. “We’re trying to focus on the
mountain biking with the racks we have, looks very alpine experience,” he elaborated. “Alpine terrain is
much like a heli-ski operation,” observed Gray. This that which is above the tree line – usually no more
makes perfect sense as what works for heli-skiing in than 2,000 vertical feet - and that determines the
the winter, be it equipment or methodology, tends to limit of each run’s length. It provides better views
work equally well for heli-biking during the summer and different, more flowing riding than down in the
season – usually running through the months of July, trees, where there is a lot of quite advanced, technical
August and September - with only minor differences. riding and this will open it up to a much wider group of
The scale of Blackcomb’s tenure holding also means riders,” he concluded.
that the company can pursue a long-term plan to The guided heli-biking tour differs markedly
have a large selection of trails spread over a wide from the typical current heli-biking service where
area of their tenure. This plan is intended to limit the customer is flown to the top of a long alpine
the environmental impact of the usage and also descent trail, from where they ride to the bottom
gives the added benefit of offering repeat customers on a trip that can take anywhere from one to four
the opportunity to experience different trails on hours and drop over 6,500 feet in altitude. The client in
subsequent visits. Gray envisages the guided heli- that type of ride is an intermediate to advanced-level
biking tours involving one aircraft servicing two or rider who is self-rescuing and has all his or
three groups from an initial staging area, each group her own gear; the helicopter operator is simply
consisting of four riders and a guide and with each a transport service. The introduction of guided
group getting around four different runs of twenty to heli-biking will see the addition of trails and tours
thirty minutes duration in their tour. Also included will designed to be suitable for beginner to intermediate-
be a lunch and the helicopter transfer between each level riders, substantially expanding the potential
run and, for those people wanting something more, customer base and making the whole experience
Blackcomb’s tenure, equipment and charter business readily accessible to a far larger proportion of the
 HELIOPS / ISSUE 114 / 2018 93

riding population. “Just as we do in heli-skiing, we and Blackcomb has a sponsorship agreement with
will guide them and take them on the trails that best the highly respected manufacturer Rocky Mountain to
suit their riding ability,” explained Gray. “Its also no supply the high-quality rentals.
different from heli-skiing in that the guides have to The partnerships that Blackcomb Helicopters
be knowledgeable, safety-oriented, experienced in has developed bring together cycle manufacturing,
first aid, good riders themselves and be good with mountain-bike trail building, aircraft accessory design/
the guests. Good guides and good pilots are all good manufacture and helicopter operations, leading
at customer relations.” A further aspect of the new towards the culmination of its long-term plans for
venture that Blackcomb has already instituted is the the enhanced development of heli-biking; plans that
provision of rental bikes. Customers now have the will see riders of all abilities able to indulge in what
opportunity to experience alpine mountain biking is possibly the ultimate mountain biking experience
without the necessity of purchasing their own mount, available worldwide. n
 NASA MARS
94 HELIOPS / ISSUE 114 / 2018

HELICOPTER
THE FIRST
EXTRA-
TERRESTRIAL
AIRCRAFT?
HELIOPS / ISSUE 114 / 2018 95
96 HELIOPS / ISSUE 114 / 2018

A helicopter project with a difference?

With the plan to go to Mars more
serious than ever before, NASA is
developing a helicopter to explore
the planet. A.R. Prince looks at the
technology and plans for this futuristic
use of the helicopter.

>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>

T
he planet Mars is of great The Mars Helicopter is being developed
interest to humankind. It is close by the National Aeronautics and Space
enough to Earth that current Administration’s (NASA) Jet Propulsion
technology makes human visitation Laboratory (JPL). In researching this
conceivable. Further, conditions article, HeliOps spoke to a member of the
appear less unfavorable than those on other development team.
planets for eventual human habitation or indeed
for life to have previously existed. There have
been many missions and attempted missions Value of a Mars helicopter
to investigate Mars. Among extra-terrestrial
bodies only the moon has had more. Currently,
spacecraft from the US, Russia, Europe and Fundamentally, a Mars scout helicopter
India are gathering data from Mars orbits, and could increase the pace of rover operations.
US-origin robotic wheeled vehicles or rovers The distance a rover drives per day could
from the surface. An unmanned scout aircraft be increased. The JPL has flight tested the
will be able to extend rover capability. It could technology and procedure. A drone was flown
see ahead of and guide a supported rover. at a height of 40m with a prototype of a camera
The US has been developing such an aircraft. that could be used on the Mars Helicopter.
The configuration chosen is a type of helicopter, The images were processed and fed into
not a fixed-wing or other configuration like the software that the rovers on Mars use to
a balloon/airship. It is called the Mars generate three-dimensional terrain maps. As a
Helicopter, although a more specific name is result, ‘blind’ driving was found to be possible
yet to be chosen. to up to 400m. This may be compared with the
AMERICA’S FRONTLINE
98 HELIOPS / ISSUE 114 / 2018

>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>

distance achieved on Mars: There are currently Size and capability

two rovers operating and the more recent of
the two, Curiosity, drives 100m blind plus a The Mars Helicopter could become the first
further few tens of meters using the onboard aircraft to be flown on an extra-terrestrial
automatic navigation system. A helicopter scout world. The achievement will in no way be
does not just provide vision ahead; it adds a negated by the fact that the helicopter appears
vertical dimension. As an example this could to be of limited size and capability. Most
result in the provision of images of the other immediately, little allowance was given for its
side of an occluded path. weight aboard the rover, and limited space for
Considering operations as a whole, the it to fit within it. The helicopter in fact weighs
possible impact of a helicopter scout is less than 1.8 kg. The configuration is co-axial,
significant. For example, a prior operation tailless, which is lighter and occupies less
involved the scouting of the rim of a crater space than the standard main rotor/tail rotor
for an ingress point. The other current helicopter configuration. The Mars Helicopter
rover, Opportunity, required 340 days. NASA rotors would be of diameter 1.2m and would
estimates a helicopter would require just fold for fitting in the bay.
10 sorties. The helicopter could also enable Its capability is limited by the much less
missions impossible for the rover. It could favorable atmospheric conditions on Mars
traverse areas the rover can’t, such as down compared to Earth. Flight distances on Mars
cliff sides. are planned to be up to a few hundred meters,
HELIOPS / ISSUE 114 / 2018 99

HELIOPS FRONTLINE 17
100 HELIOPS / ISSUE 114 / 2018

with flight duration of up to 90 seconds. It is helicopter configuration and therefore,

interesting to compare the helicopter with is predicted to perform better in Martian
the most similar aircraft class on Earth, a conditions.
drone, typified by the popular DJI Phantom 4. A 1/3rd scale model was flight tested in a
The latter weighs 1.38kg. It is of quad-rotor JPL 25-foot diameter low-pressure chamber.
configuration, with rotors of span much less Atmospheric density was selected to be what
than fuselage span/length. Including the rotors, the helicopter could encounter on Mars. The
overall aircraft span/length is about half the chamber was first “pumped down”, and then
helicopter’s rotor diameter and the drone’s refilled with carbon dioxide, the predominant
maximum flight time is 28 minutes. constituent of the Martian atmosphere, with a
refill pressure commensurate with the required
atmospheric density. Model lift off was said
Development to have been achieved at the predicted scaled
rotor-rpm value.
Development of the Mars Helicopter began Following this, a full-scale rotor system was
in 2013. The biggest challenge was obtaining flown. To simulate the lower gravity on Mars,
lift as the atmospheric density at the surface the vehicle was lightened. The power source
of Mars is only about 1 % of that at the surface and avionics were removed and kept on the
of Earth. The need to extract lift from these ground. They were connected to the helicopter
conditions led to the large-diameter rotors. It through a lightweight electrical tether, carried
also led to a high rotor speed. The value could by the vehicle during its lift off.
be as high as 2,800 rpm, 10 times that of some Finally the team developed the Engineering
helicopters on Earth. Otherwise, working in Development Model, with all capability
favor of the JPL team is gravity. The value on onboard for flight on Mars. During this phase
Mars is only two-fifths that on Earth. the rotor diameter and vehicle mass were
An initial version of the helicopter weighed increased to the present values. During the
1kg and had a rotor diameter of 1m. The development of the mass and rotor diameter
co-axial tailless configuration is compact increase, modelling capability and algorithms
and requires less power than the standard were improved. Information revealed a

>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
 HeliOps 2017 Global ID Poster
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 Global ID 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.
 102 HELIOPS / ISSUE 114 / 2018

MISSION PROVEN.
 HELIOPS / ISSUE 114 / 2018 103

>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>

slightly denser Martian atmosphere. Rotor at night could descend below -100°C. The
motor efficiencies had improved. Solar cells temperature during the day when the flights
and batteries became more efficient. A would be occurring too is also expected to
trade-off had been achieved involving the be only about -50oC. So specially developed
helicopter’s mass, power, motor efficiency, insulation is required to keep batteries and
control authority, flight duration, nighttime avionics warm. The insulating material is
temperatures, solar cell efficiency, battery aerogel, which is a gel from which the liquid
efficiency, telecom link duration, etc. has been replaced with air. This makes it both
A design constraint is that the helicopter very light, and highly insulating. Even so the
would essentially need to operate insulated components are in a very small
independently of the rover. It would never volume. Most critical is the battery, which
return to the rover following its initial is at the centre of the insulated volume and
detachment. It would thus need to generate its surrounded by heaters. It has to be kept above
own power, have a solar panel. The propulsion -15°C throughout the night.
system is electric and there are batteries inside, Throughout the Mars Helicopter
recharged by the solar cells. The helicopter development period there was uncertainty
would fly about 2-3 minutes per day and about whether the helicopter would be selected
spend the rest of the daytime charging. More at all to be included on a mission to Mars.
than a day’s charging would be required if Only on 11 May 2018, it was announced that
operations are at higher latitudes and in colder it would indeed be included. The helicopter
seasons. program is in the “technology demonstration”
The helicopter would also need to survive category. Failure to achieve flight would not
temperatures much lower than aircraft impact the overall mission. The helicopter will
routinely have to on Earth. The temperature travel to Mars in the belly pan of the new Mars

>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
104 HELIOPS / ISSUE 114 / 2018

>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>

2020 rover, which it is to scout for. The Mars The initial commands to the helicopter
2020 flight is to launch from Earth in July/ will be from the rover, to charge the batteries
August 2020 and land on Mars in February and perform helicopter tests. Following this,
2021 with the goals to seek signs of life and command will come from controllers on Earth,
sample materials and prepare a cache that for the helicopter to take off. The controllers
could be returned to Earth by a future mission. will be able to receive and view images from
the rover and later from the helicopter. They
would use these to determine the best route,
Operations on Mars waypoints, trajectories for flight. They won’t
be able to actually control the helicopter from
After the rover has landed, a suitable location Earth. Rather, the helicopter would receive and
will be found for the helicopter to be deployed onto interpret commands, and then fly the mission
the ground. The rover will then be driven away a on its own.
safe distance and begin to relay commands to the Position, velocity, attitude and other
helicopter. This would be by radio, through an data needed for the flight would be provided
interface box on the rover. The radio link allows by onboard sensors. These are two inertial
the helicopter to be communicated with the measurement units (IMU), an altimeter and
rover or commanded from Earth. a navigation camera. A second camera will

>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
 HELIOPS / ISSUE 114 / 2018 105

>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>

provide high-resolution color terrain and or harder than expected, from surfaces ranging
other images to be sent to Earth. These images from hard rock to deep sand at an inclination
would be sent by radio to the interface box on of up to 10 degrees, with a helicopter roll/
the rover. pitch rate of 30 degrees. According to NASA,
Camera images taken from different angles the landing operation is not dissimilar to
due to the helicopter motion will be used to spacecraft entry, descent and landing (EDL)
determine the safety of the chosen landing rendezvous docking and proximity operations.
spot. The navigation camera would acquire The organization has plenty of experience with
images at the rate of 10 frames per second. these considerations.
If the spot is unsafe a diversion spot will be The helicopter flights will occur over a 30-
quickly calculated. The landing systems were day period. They will comprise up to five flights
made resilient, for landings that could be faster of incrementally further distances, at altitudes

>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
 HELIOPS / ISSUE 114 / 2018 107

>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>

up to 10m above the ground. The first flight will parachute will be more closely timed, according
be a vertical climb to 3m, and a hover there for to the spacecraft’s position relative to the
about 30 seconds. desired landing target. This is calculated to
reduce by 50% the oval-shaped landing area
target. It would allow landing at sites where
Arriving on Mars a larger landing area target would have been
too risky, because it would have included more
The challenges faced to fly the Mars surface hazards. The rover can be landed closer
Helicopter on Mars are significant but there is to the exact spot scientists want to study,
also the challenge of all arriving safely. NASA saving time in its reaching the spot.
is using its experience of such operations. The Second, photos would be taken by the rover
most recent of these was that which landed during its descent. These would be compared
Curiosity, in 2012. This is in fact a baseline for with an orbital map of the landing site, which
the launch and landing aspects of the Mars includes known hazards. The landmarks in the
2020 mission. The latter will use a very similar images would be compared to the orbital map.
rocket, cruise stage and EDL. The Mars 2020 If the landing spot appears to be dangerous, the
rover too is based on Curiosity. rover will divert to a safer spot.
But there will be significant improvements The rover landing site is still being
in EDL. First, the deployment of the spacecraft determined. There are three possibilities;

>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
108 HELIOPS / ISSUE 114 / 2018

>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>

The challenges faced to fly the Mars Helicopter on

Mars are significant but there is also the challenge of
all arriving safely. NASA is using its experience of such
operations. The most recent of these was that which
landed Curiosity, in 2012. This is in fact a baseline for the
launch and landing aspects of the Mars 2020 mission.
The latter will use a very similar rocket, cruise stage and
EDL. The Mars 2020 rover too is based on Curiosity.

environments that might have been habitable organization’s Langley Research Centre. It is an
in the past including an ancient lake bed, a hot unmanned tailsitter, winged with twin rotors at
spring, and an area where hot water interacted the wingtips. It tilts forward after take-off, for
with rocks in the subsurface. All are near the flight. It is also envisaged as being autonomous,
equator and at relatively low elevation. Orbital with no human interaction during flight. It could
imaging has shown them to be relatively undertake scientific investigations in lava tubes
smooth, flat and with few rocks, thus safe for and deep canyons, and scout for future human
landing. There are several regions of interest outposts. An early prototype has undergone
associated with each site. After landing, the low pressure chamber testing at Langley
rover will drive to the closest such region. Research Centre, and others have been used to
During its drive it could be directed through develop flight controls.
orbital data to areas that also appear suitable A further concept is the fixed-wing
for deploying and flying the helicopter. High- Preliminary Research Aerodynamic Design
resolution stereo imaging from a rover camera to Land on Mars (Prandtl-M) aircraft. This is
would determine if the area; has low slopes, a envisaged for autonomous observation of the
surface texture sufficient for accurate tracking Martian atmosphere. A subscale model has
by the helicopter avionics during flight, and few been flight tested.
rocks to interfere with helicopter landing. Up to now the helicopter has flown in the
shadow of the fixed-wing aircraft but it is a
helicopter-type configuration which will first
Other aircraft concepts attempt flight on Mars. Still the concept of the
helicopter has always been a contending one
Another NASA VTOL Mars aircraft concept in the history of flight. The rise of the Mars
is the Mars Electric Reusable Flyer, from the Helicopter program is a reminder of that. n

>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
The MD500 Collection Poster

This is a once only collectors edition poster

showcasing illustrations of some of the coolest looking
members of the MD500 family around the world by
renowned aviation artist Ugo Crisponi. The poster
includes illustrations of the OH6, MD500C, 500D,
500E, 530F and 520N. If you have an interest in the
MD500 family then this poster is a MUST HAVE.
 110 HELIOPS / ISSUE 114 / 2018

The Tablet on the Flightdeck

Paul Kennard examines

the use of the tablet computer in the
cockpit and work with which these
technical marvels can assist.
HELIOPS / ISSUE 114 / 2018 111
112 HELIOPS / ISSUE 114 / 2018

I
recently wrote an article music, telephone and voice alert
outlining the ever-growing capability into your headset), it’s
potential of “Google-Glass” a safe bet that the User will need
style technology in the some form of portable device
cockpit. The context was to store data and generate the
how aviation was exploiting information and imagery for the
commercial grade equipment glasses to exploit. However, the
which could provide the aviator, increasing power, connectivity
both amateur and professional, and flexibility of portable devices
with valuable Situational enable them to do so much more
Awareness, without requiring than merely present flightpath
expensive and time-consuming and navigation data.
integration into their platform. Although there are several
However, the “wearable HUD” tablet device choices on the
is only as capable as the market, by far the most popular
information that’s displayed seems to be the Apple iPad series.
on it. Since most helicopters Helped, doubtless, by excellent
are yet to feature a Bluetooth/ reliability and performance, not
wi-fi output from the avionics to mention strong battery lives,
system (although Garmin, several software developers
amongst others, will sell you a have created applications that
communications system that will can assist the General Aviation
synchronise with your phone/ and professional operator alike.
tablet to enable streaming However, several companies
 HELIOPS / ISSUE 114 / 2018 113

also support the Android Bag (EFB), with live en-route

operating system used by other navigational software / mapping,
manufacturers. A quick scan of Approach charts and Aerodrome/
the market reveals several options HLS “plates”, Operating Data
available for purchase, but, in my Manual for performance / fuel
opinion, they broadly break down burn computation through flight.
into 3 areas; Companies can also develop
bespoke Apps that enable
1. PRE-FLIGHT PLANNING / various company documents to
POST-FLIGHT REPORTING – be carried and updated; these
APPS that enable crews to access can include company “standard
weather, NOTAMs, file flight routes”, Operations Manuals and
plans, determine performance standard templates for passenger
calculations and provide an emergency briefs. It is perfectly
element of flight planning. Post legal in the US to use an iPad as
flight, crews can use Apps to an EFB, replacing paper charts/
update log books and training plates for both VFR and IFR
records. It is much easier to flight, provided that they meet
receive updates to maps, airspace the requirements espoused in
restrictions and NOTAMs via Advisory Circular 91-78. This
automatic update than rely upon FAA document categorises EFBs
crews manually updating charts as either “Class 1”, handheld/
regularly. portable, “Class 2” attached to
a mounting device or “Class 3”,
2. IN FLIGHT ASSISTANCE – APPS installed in the aircraft. Clearly,
that act as an Electronic Flight an iPad would normally fall into
114 HELIOPS / ISSUE 114 / 2018

Class 1 or 2 – there is little point and includes a clip where I can

in spending the considerable attach a small notepad for scribing
amounts of money required to ATC instructions, flight times and
permanently install a portable weather reports). Class 2 would
device into a cockpit. Class 1 would require a suitable tablet mount
sensibly be satisfied by mounting adapted from an Approach Plate
the device on a kneeboard (I have mount on a yoke, or affixed to the
one myself, it is extremely flexible cockpit coaming or windscreen.
116 HELIOPS / ISSUE 114 / 2018

Again, several relatively cheap

options are available on-line.
To really exploit the navigation
potential of these devices, it is
advisable to purchase a dedicated
GPS receiver, as the antennae in
the Tablet may well not provide
a reliable signal. A Precision
Lightweight GPS Receiver (PLGR)
is a suitable addition to a Tablet
device, and can be located
anywhere in the cockpit – not
needing to be read directly by the
pilot – and can therefore avoid
the majority of airframe blanking
issues. This external GPS can
either connect to the lightning
port on the Tablet, or link to the
tablet via BlueTooth. In a cockpit,
the latter is probably preferable
as it reduces the amount of cables
required in the cockpit. Such a
“upgrade” to a tablet, from the
likes of Bad Elf or Garmin, can be
head for under $200 – not unduly
expensive compared to the outlay
required for a tablet and software
in the first place.
HELIOPS / ISSUE 114 / 2018 117
118 HELIOPS / ISSUE 114 / 2018

Whilst the PLGR can provide With the increased utility of a

enhanced nav solution to the WAMI, tablets can truly become a
tablet, to truly unlock the power budget “glass cockpit” for legacy
of portable technology the “steam” aircraft, and a method
pilot can purchase a Wireless of exploiting technology in those
Integrated Aviation Module aircraft with limited real estate.
(WIAM). A WIAM, such as those Some applications are capable
produced by iLEVIL, provides are of taking 2D maps/projections
a far more sophisticated set of and plates and turning them into
inputs than GPS alone. As well a 3D representation of the area
as GPS, WIAMS can also include around the pilot. This image can be
a basic Attitude & Heading “heads down” on a tablet, or be a
Reference System (AHRS) which heads-up “augmented reality” tool
enables the device to drive flight using glasses/HMD. By showing
Symbology (pitch roll, yaw) as a airspace, traffic, NOTAMs and
valuable back up to the aircraft’s weather in a 3D format, pilots
Primary Flight Display, and a are less likely to infringe airspace
dual-channel ADS-B receiver. The or avoids as they can “see” the
latter provides the WAMI with relative position of such areas
the ability to receive real-time in virtual reality, rather than,
METARs and Traffic information potentially, misread a height, for
– all of which can be ported onto example, on paper documentation.
the Tablet and displayed if the A “pathway in the sky” can be
application permits. A WAMI is projected to both enable the pilot
more expensive than a PLGR, to accurately follow a VFR route
prices starting in the $1000 or complete an IFR procedure. A
range. Whilst this may seem suitably equipped tablet solution
expensive, by comparison to can, therefore, clearly provide
purchasing and fitting a separate a massive boost to a pilot’s
ADS-B display and back-up PFD. situational awareness, freeing
 HELIOPS / ISSUE 114 / 2018 119

up time and capacity to monitor or cellular “booster” will often

other aspects as of flight and be a key requirement to ensure
decluttering the cockpit, enabling connection, or the tablet can use
he/she to be more aware of the the services of a dedicated data
airspace and traffic near them and channel on a role radio or SatCom
be heads-up looking out for more if the need is Beyond Line of Sight
of the time. (BLOS).
The likely expense of such
3. INTERACTIVE APPS – This connectivity will likely place such
is where the true power of the technology, for the time being at
tablet and “the internet of things” least, in the hands of professional
cloud-driven interaction becomes operators. One such example
exponentially more powerful and of this technology is the ACANS
capable. Such apps allow aircraft product line, from UK company
to work together, or for the Airbox. Private pilots may well be
platform to work co-operatively familiar with their GA products
with ground-based users. This such as Runway HD. ACANS
takes the concept of the WIAM and takes RunwayHD and adds a
turns it to “professional grade”. significant layer of connectivity
These installations often require with off-platform assets. Aimed
yet another level of integration at the police, HEMS and para-
into the platform for power supply military market, ACANS has all the
and antennae needs. A Wi-Fi capability of RunwayHD (maps,
120 HELIOPS / ISSUE 114 / 2018

flight planning, weather, NOTAMs, in transit to the hospital – all of

traffic warning etc) and bolts on which can dramatically improve
a data sharing conduit, enabling the prognosis for patients. Assets
it to access remote data such on the ground will be also able to,
as target handover, intelligence, potentially, take photographs or
3rd party mission planning (ie draw a diagram of the proposed
a route for a convoy, or a real- HLS, giving the crew pre-warning
time mission re-plan) and data of hazards and obstructions,
messaging. Importantly, it also reducing risk and saving time.
enables the helicopter to share We’re only just starting to fully
“product” with the ground users appreciate the power and potential
– screenshots and photographs of portable computing, and, in
can be disseminated through the reality, merely scratching the
network rapidly. The ability to surface of what might be possible.
pass data, to a degree analogous As the “internet of things”
to the “chat” windows so beloved grows, and connectivity only
of NATO personnel on every improves, more and more
recent operation, permits clear, networked capability will become
unambiguous messages to be available. Real-time applications
passed quickly, without the risk will continue to make aviation
of saying (or hearing) the wrong simpler, safer and more efficient.
thing or transcribing it incorrectly Provided crews understand the
– I guess most of us have got limitations of software, in terms
two numbers in a grid reference of provenance and reliability /
transposed at some stage…For currency, and ensure they don’t
police use, the power of ACANS run out of battery life (or carry
is clear. For HEMS, it may permit back-ups) then Tablet based
the passage of life-critical data technology can bring the power of
to/from the platform en-route to integrated glass cockpits to more
the emergency, and then when modest platforms everywhere. n
@HeliOpsMagazine
Connect with like minded people in the industry
& get in-the-moment updates, in real time, from every angle.
GO ABOVE AND
BEYOND FLIGHT