2 0 0 6

J A N U A R Y

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

I S S U E 3 6

Change
of guard
in
the GOM
 ISSUE 36

C O N T E N T S

20 32 42 50
cover shot by ned dawson

change of guard in the GOM

Following a merger with Tex-Air and purchase
by Seacor, Era Helicopters is embarking on a
renewal and expansion program that will
take it from Alaska and the Gulf of Mexico
to the world. 20

no barrier to success
Hamilton Island on the Great Barrier Reef
is home to Aviation Tourism Australia.
HeliOps visited AVTA and found the
business to be as unique as its stunning
surroundings. 32

patrolling the gaza strip

After just over a decade of autonomous
r e g u l a r f e a tu r es operation, Israel’s Police Helicopter Unit is
now a well established, and highly regarded
From the Editor 3 airborne law enforcement agency.
Shlomo Aloni went along with them as
New Products and Services 5 they patrolled the Gaza Strip. 42
New Deliveries and Orders 11 hookers & helicopters

19
‘Fire-Sale’ or ‘Salvage’ logging in the USA -
Flight Dynamics
whose proponents are as passionate
about the subject as are its opponents - uses
Personal Profile - Walter Ehrat 62 many methods to recover burnt trees. Ned
Dawson spent some time with a Columbia
The Last Word 64 Helicopters crew on a ‘Fire-Sale’ near
Sacramento. 50
Protecting the
engines of freedom.

Protecting the
engines of the world.

If you need effective engine protection, you need AFS.

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

AerospAce FiltrAtion systems, inc. 1-636-300-5200 fax 1-636-300-5205 www.AFsfilters.com Contact AFS for information on systems pending certification.
 by mark ogden
f r om t h e e d ito r
Welcome to our Heli Expo development can be crushed by self-interest
PUBLISHER edition, and the first for 2006. masquerading as environmentalism or such.
Neville (Ned) Dawson 2005 was a successful year for In Australia, the local town council at Lithgow,
EDITOR the helicopter industry with near Sydney in New South Wales, recently
Mark Ogden bumper orders, and all sectors knocked back the development application for
seemingly expanding. 2006 a local tourist helicopter service. The operator
deputy editor shows no signs of a slow down was going to provide sight seeing and charter
Rob Neil but maybe there are storm flights and said the proposed heliport facility
US EDITORs clouds on the horizon. Although the world’s would also have been available for emergency
Dustin Black economy already appears to have defied the operations and training flights.
Aaron Fitzgerald pundits, some economists believe the next It seems developments such as shopping
recession is around the corner. If this is true, malls that can wreak more damage on the
UK EDITOR
then the industry should be making plans on environment and generate more traffic noise
Sarah Bowen
how to keep itself invigorated through the than any helicopter, can be approved every
technology editor slow times. day. Yet despite the economic value of this
Nick Lappos For example, it is probably time for particular helicopter business development
ITALIAN CORRESPONDENT manufacturers to become involved in and its minimal environmental impact,
Damiano Gualdoni developing that age-old dream of using the recommendations of the council’s own
helicopters for inter-city transport by planning officers and approval by State and
scandinavian CORRESPONDENT promoting the development of heliports. Federal environmental authorities, the Lithgow
Rickard Gilberg Although the corporate sector of the industry town councillors unanimously rejected the
PROJECT MANAGER is growing, it needs further impetus through proposal. Australia is probably one the worst
Cathy Horton city heliport development. Time is money and countries in the world when it comes to
a company’s key personnel can do without people trying to develop heliports but there
proofreader
being caught in the perpetual traffic jams of are development problems appearing in places
Barbara McIntosh
today’s major cities. We have seen stirrings like Hong Kong and even the USA.
DESIGN of this in the Middle East as helicopters ply In New York City, there is a strong
Graphic Design Services Ltd the major cities of the UAE and a little in corporate helicopter industry because it has
Europe but the development of the necessary a well-developed heliport system. The city
PRE-PRESS
infrastructure these days appears to take has three heliports linked by helicopter flight
Vision Through Communication
ages and always seems to face hurdles such routes but even here, there are problems. In
PRINTING as the often-unreasonable opposition of 1998 an existing fourth pad was shutdown
Print World self-interest groups. Helicopter associations and there are now groups pushing to close the
EDITORIAL ADDRESS require support to successfully conquer this remaining three. How these heliports could
Oceania Group Intl opposition, get some agreeable planning be an environmental problem defies logic
PO Box 37 978, Parnell rules in place and promote the helicopter as considering the traffic and other issues in
Auckland, New Zealand a legitimate means of inter-city transport. New York.
PH ONE: + 64 21 757 747 Despite logic and reasoned discussion, the It seems that the public is gaining a
FAX: + 64 9 528 3172 emotive tactics of anti-everything groups perception, through the activities of certain
are successfully marshalling forces against groups that heliports are noisy and nothing
EMAIL
helicopters and their use in and around but a nuisance. If the industry is to continue
[email protected]
cities. If these groups succeed, an incredible growing even in times of economic downturn,
WEBSITE opportunity for the helicopter industry will be manufacturers need to help associations
www.heliopsmag.com lost forever. and operators counter that perception
is published by Oceania Group Intl. Although the importance of helicopters in and broaden the helicopter’s appeal and
Contents are copyright and may not be reproduced life-saving roles is readily acknowledged and application. Of course, manufacturers
without the written consent of the publisher. Most sought by the general public, there seems to need to continue working to reduce the
articles are commisioned but quality contributions be concerted efforts by these groups that use noise signatures of their products to make
will be considered. Whilst every care is taken
the environmentalism banner to further their them more acceptable, but they also need
Oceania Group Intl accept no responsibility for
causes to stifle helicopter usage. Incredibly, to encourage the industry and invest in
submitted material. All views expressed in HeliOps
are not necessarily those of Oceania Group Intl. it seems that even when following the rules promoting helicopters and the infrastructure
and meeting all the guidelines, heliport that relies on the helicopter. n
 COMMITMENT
“Customer-centric. It’s a term that denes all that
we do and how we do it at MD Helicopters. It is the
foundation of our strong commitment to our customer
and operator, because we understand that the
success of this company will be ultimately measured
by the depth of your appreciation. Our long-term
success will be built upon our indelible passion for
superior product, innovative thought and operational
processes that are inherently focused on the needs
of our customer. I want to hear what you have to say
about our products and our services – it is the only
way that I can transcend MD into a company that you
can trust. It’s a new day at MD Helicopters and I have
LYNN TILTON pledged my personal commitment to capitalize upon
Chairman of the
Board of Directors the innovative technology and the strength of MD’s
MD Helicopters, Inc.
products and build the spectacular. My journey and
the path we pave at MD begin with listening to you.”

mdhelicopters.com

American Pride Rising to New Heights | ph: 480.346.6344 | e-mail: [email protected]

ne w p r o d ucts a n d se r vices

New Startup
Australian Helicopters has
commenced its new seven-year
aero medical, SAR and police
support contract in Adelaide,
South Australia. Under the
contract, the company is
providing an AB412, an EC130
B4, a BK117 B2 and an AS350B3
with a 1,000 liter belly tank for
fire fighting over the summer.
It is expected the new service Aga Khan’s AW139s help out
will perform over 700 missions The Aga Khan Development Network’s (AKDN) fleet of
each year, with most being the four AW139s have been extensively used in earthquake
retrieval of critically ill patients
relief operations in Pakistan’s northern regions. The four Multi-Load Rig
from country areas and Police
helicopters have carried relief supplies including oil, lentils Rotor And Wing Maintenance
proactive patrolling and high
speed chases. and rice, as well as tents, blankets and medical supplies. from Taupo, New Zealand has
On their return journeys to Islamabad, the helicopters developed a Helicopter Multi-
carried survivors requiring urgent medical assistance. In Load Rig. The Rig is in the
Heli-Mart the first month of relief operations the aircraft logged 636 final stages of development
following the successful
acquires Phoenix sorties and 457 flying hours, transporting 1,050 injured
completion of field trials.
people, 3,300 passengers and 462 tons of cargo. They
PD Helicopters performed missions lasting eight hours, dawn-to-sunset,
This Rig is light-weight,
simple, rugged, inexpensive
Heli-Mart has purchased in support of affected populations in remote and urban and reliable, with the release
nine MD 520Ns and one 300C areas, including Muzaffarabad, Bagh Dupatta, Batgram and units integral with the frame.
that had been operated by Balakot. According to ADKN, AW139s worked in many difficult When the engineering analysis
the Phoenix, Arizona, Police is completed, the company
conditions including high altitude, extreme temperatures
Department. A large inventory of expects it to have a maximum
and load conditions, carrying a maximum of 15 passengers.
spare parts and engines worth overall capacity of 2,000 lb with
nearly $1.5 million was part of Operating at normal altitudes of over 4,200 m with ISA + 20°C
the center release unit load
the deal. Both the aircraft and conditions, the helicopters were able to fly routinely at
being a maximum of 2,000 lb
spare parts are available for 150+ kts, with fuel consumption less than 350kg per hour and a max load on any of the
C M Y CM MY CY CMY K
purchase from Heli-Mart. with 60% torque, at maximum weight. outer four release units of 750 lb.

...is Clear to See.

Complete Night Vision Systems:
• NVG Cockpit Modifications
• FAA Approved 135/141
NVG Flight Training
• ITT AN/AVS-9 Pinnacle
Night Vision Goggles
• FAA Approved ANVIS
Goggle Maintenance

Aviation Specialties Unlimited, Inc.

208.426.8117 / 4632 West Aeronca Street

Boise, ID 83705 / www.asu-nvg.com
ne w p r o d ucts a n d se r vices

206B High New EC135 Litter System Certified Enstrom

Performance Air Methods Products Division announced FAA Enstrom has received Korean
Engine Filter Supplemental Type Certification for the Model 1275, certification for its full product line
Wheeled Patient Litter System for the Eurocopter and added the 480B certification
AFS has received a STC from EC135. This new product was developed in response to its Brazilian ticket. The Enstrom
the FAA for an Inlet Barrier to customer requests for a wider EMS stretcher. product line is now certified in over
Filter (IBF) system for the Traditional aircraft patient litters are approximately 30 countries and the company plans
Bell 206B. The company says 18 inches wide. The Model 1275 Patient Litter is 24 to continue its certification efforts
that approvals clear the way inches wide and incorporates additional new features through 2006.
for commercial operators such as folding side rails. This new litter provides
of 206Bs to maximize unprecedented flexibility and functionality to EC135
engine protection while
reaping big performance
EMS aircraft, yet at 81 lb it weighs less than any CJ SYSTEMS Stepping Up
other comparable wheeled litter system currently
and maintenance benefits available. This litter will also be available for the CJ Systems Aviation Group is making
from combat-proven military significant upgrades to aircraft serving
EC145 in the near future.
technology. This IBF features four separate regional air medical
flat filter assemblies and transportation providers. Providers to
an integral bypass design.
It can be replaced via a
Philly Market Update benefit include Gunderson Lutheran
La Crosse Hospital (La Crosse, Wisc.)
quick access door. An Associated Aircraft Group (AAG) and Keystone
where its BK117 will be replaced
integral maintenance aid Helicopter Corporation, both wholly owned
with an EC145, Doctors Memorial
allows for on-condition subsidiaries of Sikorsky, have announced a
Hospitals (Perry, Fla.) where a BK
maintenance between collaborative program that will bring integrated
is being replaced by an EC135, St.
established cleaning helicopter services to the Philadelphia market. The
Alphonsus Regional Medical Centers
intervals. As well as filtering companies will provide aircraft maintenance and
(Boise, Idaho) where its Bell 222 will be
out more than 99 percent helicopter charter services between Philadelphia
replaced by another EC135 complete
of dirt and sand, AFS filter and the Northeast corridor as well as flights to
systems enhance engine the Washington DC area, and the North Carolina with night-vision goggles, and Quad
performance when compared technology triangle. The executive-configured S76 will Cities EMS (Burlington, Iowa) is getting
to inlet particle separators. be operated by AAG. an EC135 to replace its BK.

Partnering
Dart Helicopter Services has
announced an agreement with
Wysong Enterprises, Inc. to add
its innovative line of mounts and
brackets to the DHS roster of
products. Wysong integrates advanced
equipment for effective airborne
law enforcement, and has installed
over 150 systems to date. With this
experience, Wysong has developed a
series of high quality, easy to install
equipment mounts and brackets to
better serve the rotary wing industry.
Aircraft currently served are the
Bell 206, 407, OH-58 and Eurocopter
AS350/AS355.

Dalat to open tours

by helicopter
The Dalat tourist company of the
central highlands province of Lam
Dong in Vietnam is proposing to
conduct tourist helicopter tours. Dalat
will join in partnership with a partner
from the Ministry of Defence to begin
the tours this year.
ne w p r o d ucts a n d se r vices

Simplex Powers Sikorsky Certifiable

into 2006 Sikorsky has received FAA certification for its S-76C++. Since being certified, two C++s
Celebrating its 60th year, Simplex have already been delivered - the first to PHI for offshore oil support and employee
will share the manufacture and transfer missions. There are over 60 S-76C++s on order. Product improvements on
sales of products which were the S-76C++ include the new Turbomeca Arriel 2S2 engine, an inlet barrier filter, a new
developed in conjunction with VIP interior, new HUMS, and a quiet main gearbox utilizing Quiet Zone Technology intended
Mack Innovations of Queensland, to reduce interior noise levels without any weight, maintenance or TBO penalties. The new
Australia. Mack Innovations will engine provides approximately 350 lb of additional payload capacity compared to the C+
retain Australia and New Zealand at high DAs.
for sales, and Simplex will serve all
areas outside of those two countries.
Simplex says operators who fly
challenging power line maintenance
missions worldwide will welcome
the innovative products, which
include the Hydra multi-purpose
mission equipment mounting
system, the Javelin high-pressure
(2,000 psi) insulator washing system,
the Vector exterior work platform,
and Mackpull, a dual-direction side-
mounted wire-pulling cargo hook
mount for power line construction.
The range of equipment is now
available for the AS350 and AS355
and soon will be available for
MD500s and Bell 206s.
Simplex has also released its new
Model 328 Fire Attack System. The
328 Fire Attack System is a new
water tank developed by Simplex for
the Kamov Ka-32. The first systems
were delivered to LG International
of Seoul, South Korea, in December,
for the Daego Fire Department.
The Model 328 features a new-
generation, computer-controlled
door system and a single six-inch
AC electric hover pumps, with a
refill rate of 1,000 gallons (3,800
liters) per minute. The system also
delivers multiple flow rates. Simplex
is already working on a larger 1,188-
gallon (4500 liter) system.

AERO Expanding
Aero Products Component Services,
Inc, has announced the expansion
of its current operations in Tempe,
Arizona to include a new 10,500 sq ft
facility adjacent to its original
corporate headquarters. The new
building will host a multi-million
dollar inventory of Bell spares,
Aeronautical Accessories, and
exchange components. It will also
serve as the new home for its
centralized shipping and receiving
center as well as sales and
administrative offices.

7
ne w p r o d ucts a n d se r vices

New EMS The sky is the limit

Helicopter Blue Sky Network has introduced a new
SOS Helikopter Gotlands satellite-based panel-mounted control head
has introduced its new EMS for aircraft. The ACH1000 adds cockpit-
EC145. This is the second of integrated voice capabilities as well as short
the model in Scandinavia, code messaging to its D1000-Series global
following on from Norsk satellite flight tracking products. The ACH1000
Luftambulanse’s EC145 has been STC’d by the FAA. The ACH1000
that entered service at the leverages the advanced capabilities of Blue Sky Network’s
Norwegian Lørenskog base recently announced SkyRouter, an interactive Web portal
in November last year. It will with detailed global mapping for tracking transportation
mainly be used for inter- assets anywhere on earth. Working seamlessly with
hospital transports between SkyRouter, the new control head also allows users to send
the island of Gotland, in the and receive user-defined short code messages.
Baltic Sea, and speciality At the push of a button, pilots can send messages from the
hospitals on the mainland. aircraft signaling special events such as take-off, landing,
request weather update, stopping for fuel, etc. From the
ground, dispatch or
New Lease
other parties may on Life
send free form For the owners of this ‘mobile
messages via bar’, the fuselage of an SA365
SkyRouter’s Dauphin provided the ideal
management way to attract customers in
interface directly Switzerland. With a serious
to the aircraft. sound system and full service
The short codes bar inside, the Dauphin is
are completely probably making more money
configurable and than it ever did in its flying
unique to each life, without even leaving
user. the ground.

9
Superheroes really do have superpowers.
Superb performance. Better fuel efficiency. And lower operating costs. The same reliable Lycoming engines that empower
so many law enforcement agencies can do the same for you. Plus, factory overhauls with genuine Lycoming parts keep your
superpowers at their peak. lycoming.textron.com or 800.258.3279.

© 2006 Lycoming. Lycoming is a division of AVCO Corp., a Textron subsidiary.

Code H09
ne w d e l ive r ies a n d o r d e r s

Aussie
Robinson
Heliflite, Australia’s

Adam Wright
authorized Robinson
distributor, has taken delivery
of the 4,000th R22 in Torrance,
California. This milestone
comes 30 years after Frank
Robinson’s first test flight of
the R22. In 1991 Heliflite took
delivery of R22 S/N: 2000.

Arnold Koiter
Dedicated for Children
The Children’s Mercy Critical Care Transport Team in Offshore Helos
Missouri now has its own brightly-colored child-friendly On The Move
helicopter, which will be permanently housed on the helipad
Both the Gulf of Mexico and
Enstrom at Children’s Mercy Hospital. Previously, Children’s Mercy
the North Sea have seen
Continues Transport shared the use of one of Life Flight Eagle’s three
some recent new additions
aircraft. To accommodate growth in both programs, the
Enstrom continues to open to the local fleets. PHI have
fleet has been expanded to add a fourth aircraft. The new
up new markets and new taken delivery of yet another
helicopter will continue to be a joint mission with Life
territories. The Republic S-92 for their Gulf of Mexico
Flight Eagle, and will now be used exclusively by Children’s
of Georgia’s ‘Airclub of operations and CHC/Schreiner
Mercy Critical Care Transport team members to transport
Georgia’ recently received have added the first of their
sick babies and children from hospitals all over Missouri
a searchlight-equipped AW139s to the fleet serving
and Kansas. The helicopter will be the only hospital-based
Enstrom 280FX with a police its North Sea locations.
dedicated neo-natal and pediatric helicopter in Missouri
surveillance mission in mind. or Kansas.
The Police division of the
Ministry of the Interior is 50th Ka-32
considering broadening its
airborne police presence and
Third S-92 to Norway delivered to
is looking at the possibility of Norsk Helikopter’s third S-92 entered revenue service early Korea
a fleet of Enstroms to serve this year when it departed from Stavanger Airport, in Sola,
South Korea plans to bring
throughout the Republic of Norway. In February 2005, Norsk became the first North Sea
the number of -32s to 100.
Georgia. Enstrom also recently oil operator to launch the S-92 into service. Norsk’s third S-
Deliveries from a factory in
received a purchase order 92 helicopter will be used under contract with BP Norge and
for a 480B from Slovenia. Kumertau (Bashkiria) since
Talisman Energy Norge for employee transport missions to
This will be the first turbine and from oil platforms in the North Sea. Norsk Helikopter’s 1993 are part of Russia’s
powered Enstrom to work in S-92 fleet to date has accumulated 3,206 flight hours and debt repayment. Most of
Slovenia and will be used as a transported 66,100 passengers, 754 tons of baggage and the Ka-32s have included a
private business aircraft. 77 tons of freight. firefighting modification.

We keep your needs in mind. (And in stock.)

When you need a replacement window for your helicopter, you
need it now. Your aircraft is sitting on the ground — not flying
missions, not carrying passengers, not moving things around.
In short, it’s costing you money and it’s not doing its job.

Our job at Tech-Tool Plastics is not only to design and

build the best windows for your helicopter, but to keep
them in stock. That means chances are, if you need one,
we have it on our shelf right this very minute. And that
means the sooner you call, the sooner you’ll be back where
you need to be — flying.

Visit us at Heli-Expo, booth 1839.

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

Piece of cake.
Any way you slice it, Simplex is the leader in helicopter mission equipment.

More systems for more airframes. All backed by worldwide support and world-class
service.

Founded in 1946, Simplex is celebrating 60 years of providing quality and real world
solutions for operators like you.

Sweet.

See us at Heli-Expo, booth 2313. Cake will be served from 11 a.m. to 1 p.m.

6
46–200
f s e r v ic e 1 9 om
6 0 ye a r s o le x m fg .c
3 5 1 1 · w w w.s im p
7-
1-503-25
 ne w d e l ive r ies a n d o r d e r s

Another
EC120 for
Malaysia
Dean Wingrin

Malaysia’s Integrated
Training and Services (IT&S),
a helicopter training school

Super Frelon which provides pilot training

for the Military, Police,
Takes To The Air Andras Sobester
Bomba, and Coast Guard, took
Arguably the world’s only delivery of its third EC120
civil registered Super Frelon, training helicopter at LIMA
ZS-HTN took to the skies of in December last year. It
South Africa again recently. will be based at Ipoh, 200km
Abandoned for a number
New ec135 for romania
north of Kuala Lumpur.
of years at Rand Airport in The Romanian Ministry of Administration and Interior A total of five EC120s have
Johannesburg, the Frelon has recently took delivery of another brand new EC135 which been ordered by IT&S.
been painstakingly restored will be used in the EMS role. This aircraft joins another in use
to flying condition. and will serve the well-known area of Transylvania.

B2 for Helinet
Van Nuys-based ENG operator Helinet, has added a state-
of-the-art AS350B2 to its fleet. The B2 will primarily be
used for movie work, as well as aerial filming around the

Radzi Desa
Southern California region. The avionics panel in this
particular B2 is probably the most advanced anywhere.
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ic accessories and instru- the aviation community, Airlines • Military
Free T-shirt! Visit our website:
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You can count on K-MAX.
Many missions require efficient heavy lifting. One helicopter does it better than the rest.
Conceived and designed to perform repetitive external lifting, the K-MAX excels, lifting 6,000
pounds while delivering unmatched performance and reliability. What’s more, K-MAX has the highest
availability rate and the lowest maintenance man-hour per flight hour of any helicopter in its class.
A fleet of hard-working K-MAX helicopters will be ready to respond to the most difficult missions — from
delivering supplies to clearing debris or rebuilding — any where, any time. You can count on it.

Kaman Aerospace · Connecticut USA · 1-860-243-7006 · [email protected]

ne w d e l ive r ies a n d o r d e r s

More Powers Electric Emergency Release

in the Middle East ECMS Aviation Systems has developed the EDX01 external fast roping and rappelling
device. This is the only fast roping and rappelling device to offer a pilot-activated electric
Finmeccanica, AgustaWestland and
explosive device for the instant rope release by push of a button by the pilot. An electronic
the Libyan Company for Aviation
control box mounted in the cockpit displays the status of the system at all times and will
Industry have signed an agreement
report any system malfunctions via audible and visual warnings. A self-locking coupling
to form a joint venture called the mechanism is also available for manual release.
Libyan Italian Advanced Technology
Company (LIATEC). LIATEC will be

600Aircraft.
50 percent-owned by the Libyan
Company for Aviation Industry, with
Finmeccanica and AgustaWestland

1 millionHours.
holding 25 percent each. The
company will have commercial rights
to sell helicopters assembled locally,
in a number of African countries.
Furthermore, with the collaboration
of all Finmeccanica subsidiaries,
LIATEC will be able to supply
Do you have your strakes yet?
Scores of operators are reaping the benefits of NASA-patented
electronics systems and land systems
to its core markets, and provide
clients with technical assistance,
technology tailboom strakes from BLR Aerospace. With more
maintenance and spare parts. While
announcing the creation of the joint than 600 systems in use, operators are reaping benefits that
venture, AgustaWestland announced range from improved payload (lift hundreds of pounds more)
a contract to supply 10 A109 Power
helicopters for border patrol, as part
to unprecedented stability of flight. A proven technology
of a program worth EUR 80 million with more than 1 million flight hours to date, BLR strakes
(about US$97 million), including
are truly a revolution in technology and performance.
equipment and services.
Don’t change your helicopter – change your
performance. Do you have your strakes yet?

Eurocopter wins BLR Aerospace

Eurocopter has won an open Performance Innovation
competition to equip the Japanese
Coast Guard with two EC225s. The
two helicopters will be primarily used
for transporting coast guard teams
and conducting SAR missions.
Petr Popelar

Prague’s Mil-8
Czech Republic operator Aero Centrum
has added a Mil-8 to its Prague based-
fleet. The Mil-8 is primarily used for
heavy-lift utility type work as well as
occasional passenger transport.
800.257.4847 US & Canada
425.353.6591 International
w w w. b l r a e r o s p a c e . c o m
[email protected]
15
ne w d e l ive r ies
Powerline
Detection System
Airborne Telephone
Dialer/Adapter for
night work
Northern Airborne Technology (NAT) is
producing the PTA12-300 Digital Telephone Protection you can hear.
Dialer/Adapter, with NVIS Green B lighting
and display. The PTA12-300 Dialer/Adapter One of the greatest hazards in helicopter operations is powerline
is a compact Dzus mounted telephone strikes. Our system senses the electromagnetic field emitted by
interface with a full function Touchtone
powerlines, and
keypad and LED display. Utilizing the 2-
wire POTS (Plain Old Telephone Service) provides a unique,
interface from the telephone, the PTA12- auditory alert in the
300 provides complete telecom control pilot’s headset. Pilots
and standard DTMF (Dual Tone Multi literally “hear” their
Frequency) dialling capabilities. Speed dial
allows numbers to be stored and recalled
proximity to powerline
from memory. The interface allows the hazards. The result is
flight crew to access the telephone system the potential for
through the aircraft’s audio system, reducing powerline
maintaining full headset operation. A strike accidents and
handset can also be used in parallel with
the PTA12-300 to provide Satcom system
loss of life. While the Powerline Detection System provides a unique warning against this hazard, it
does not warn against all powerlines and will not alert pilots of some strike hazards that
access for the cabin. The PTA12-300 can emit electromagnetic fields.

be used with many of today’s airborne

telephone systems including Globalstar,

Exceedance
Iridium, Inmarsat, Thuraya and airborne
cellular.

Warning System
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17
Visit us at HAI – Booth #1523
f l i g h t d y n a mic S by mott stanchfield

An interesting response to my school training. Perhaps then insurance

article in HeliOps number 29 Nov/Dec 2004 rates might not be so high.
was printed in issue number 32 May/Jun Most pilots think of the need for
2005, written by P Bayard duPont. Bayard autorotation as a safety net for engine
and I met at an HAI convention and I failure but it goes further than that. There
found him to be a fine gentleman. He is the drive system from the engine to
is a member of the Enstrom Helicopter the sprauge clutch to the transmission,
Corp., is a CFI and is the director of any section of which, if compromised,
Most pilots think of the
Product Support. He also is critical of would require a pilot to be well versed in
my views of touchdown autorotations autorotations to the ground. While the need for autorotation
being conducted in regular and recurrent engine would be running nicely, it simply
flight training. Enstrom does not instruct would not be connected to the drive as a safety net for
auto touchdowns in their flight training system.
program except for hovering autos and for The loss of tail rotor (T/R) control and engine failure but it
CFI training, and then only when the wind or transmission loss on a fully articulated
is eight kts or more and temperatures are rotor or ridged rotor system requires
goes further than that.
below 85°F. During my tenure at Enstrom different auto landing techniques than
as chief pilot and chief certification pilot, that of semi-articulated systems. As a
if a customer requested an autorotation, factory test pilot I have experienced two
it was performed as part of a T/R failures (not by choice) of the types
demonstration flight. being discussed here. We cannot duplicate
When I left Enstrom, the F-28 was such failures in flight.
considered one of the better performing I rule out running landings at speeds
helicopters in autorotations, which after beyond translational lift for lack of
FAA Certification became an excellent suitable steerage and in consideration
sales tool. Due to its low descent rate and that 95 percent of the landmass of our
because of the offset flapping hinges the world is unsuitable for such, regardless of
hub/shaft moment produced was, and wind velocity and temperature. Running
is powerful, allowing for rapid response landings are also generally stressful to the
to precise cyclic pitch control inputs. If airframe and landing gear unless gently
the CFI understands the flight dynamics performed under power.
of the flare portion of an autorotation, I had a friend from West Palm Beach,
passes on this intelligence to the student Florida who bought a Hughes 300C and
and explains by various examples of the wanted me to train him. He had somewhat
magnitude (amount) and the amplitude limited flight experience, was middle aged
(time rate) for given wind velocities, and worked and studied very hard while
temps etc, the CFI will have produced an making fine progress and in good time.
advanced student. This really should be an One day while we were training, he asked
FAA requirement for all ground and flight if he could perform a 720-degree overhead
auto. I asked why and he said, “I’ve just
always wanted to”. I told him I saw no
reason why not.
We took off in 3-5 mph winds and

Running landings are climbed to 1,100 ft as I recall. He entered

the auto in descending turns. At the

also generally stressful proper time he flared and touched down

without skidding an inch. Excited he said,
to the airframe and “Mott, did I really turn 720 degrees?” I
told him “well, I saw that 727 there on
landing gear unless short final, twice on the way down so I
guess you did”. He said “and you never
gently performed had your hands on the controls”. I told
him he didn’t seem to need any help and
under power. performed like he knew what he was
doing. He did. He knew the flare was the
heart and soul of the autorotation. n

19
Change Following a merger with previous competitor

of guard
Tex-Air and purchase by SEACOR Holdings Inc.,

Era Helicopters is embarking on a renewal and

in
the GOM expansion program that will take it from Alaska

and the Gulf of Mexico to the world.

story by mark ogden PHOTOS by ned dawson

C O V E R F E AT U R E
 I think the legal fees

were higher than

the price we paid.

Six months later

SEACOR purchased

another ten percent

for US$175,000.

top: Offshore oil rig support using Era’s billion-dollar parent which operated 36 vessels. Today
aircraft such as the S-76 is the company, SEACOR, provides customers SEACOR’s Offshore Marine unit operates
staple of Era’s business. with a full suite of marine-related over 300 vessels.
services including offshore services, US With more than 125 helicopters, 18
above right: Even a modern coastwise shipping, inland river services, bases and almost 600 employees, Era
technology cockpit such as that in helicopter services and environmental is the third largest operator in the Gulf
the AW-139 requires the paper- services and harbor and offshore towing of Mexico (GOM). In 2005 Era carried
services. The company was launched in approximately 175,000 passengers
based checklist.
1989 with a purchase of Nicor Marine, while flying nearly 6 million miles and

22
 left: ‘Jackups’ like the Bob Keller
present the pilot with challenges
with increased turbulence and
more obstacles.

accumulating 53,000 hours of flight and moves to take the company outside
time. When it was owned by Rowan the USA.
Companies Inc., a major offshore Safety and service excellence are
Pay rates are regularly
drilling contractor, the staples of the Era paramount in all SEACOR business lines,
operation were oil industry support in including Era. To this end, Era’s continual reviewed to ensure
the GOM and Alaska and flight-seeing in upgrade and improvement program has
Alaska. When Rowan decided to focus its included the integration of a Sky Connect that Era is among the
energies elsewhere, it sold its helicopter Iridium/GPS-based tracking system into
arm to SEACOR, with whom Era is now its company-designed tracking Flight best-payers in the Gulf
embarking on a renewal and expansion Following and Moving Map systems. Its
program that includes plans to move S76C++ has been equipped with HEELS
beyond its traditional GOM and Alaskan (Helicopter Emergency Egress Lighting
because we want to retain
operating areas. System), a Health and Usage Monitoring
System (HUMS) and a new combined our superb people.
SEACOR’s Vision float/life-raft system, and the company is
Although he had no real background acquiring personal beacons incorporating The two pilot fraternities
in the helicopter industry prior to GPS positioning. The company has
SEACOR’s entry into the Helicopter ordered 20 AW139s, five S-76C++ and four melded remarkably well
business, the business driving-force EC135 helicopters in a major fleet renewal
behind the company’s acquisition and program that will see the retirement of
rebuilding is Era Helicopters’ CEO, Ed helicopters such as the MBB B105, AS355,
because there was no real
Washecka. With support from SEACOR’s and 206 (already out of the air).
Board, Washecka has implemented new Washecka explains that the company competition among pilots
business models and new direction had analyzed the potential for buying
including a helicopter-leasing subsidiary into the helicopter offshore market as a for positions.

23
 It’s not unusual for

a light helicopter to

‘attach’ itself to a

medium or heavy, and

accompany it through

the weather.

TOP RIGHT: Era operations personnel compatible product line to compliment making a small initial investment of
keep a track of the company’s its marine support operations for several US$50,000 for a ten percent stake in the
helicopters through a company- years. “We looked at assets and whether company with options to buy more. “I
developed system that integrates they made money,” explains Washecka. think the legal fees were higher than
“The helicopter operators were not the price we paid,” Washecka notes. Six
Sky Connect’s satellite and internet-
making a sufficient return on capital in months later SEACOR purchased another
based tracking system.
the US Companies like Offshore Logistics ten percent for US$175,000. With the
were investing in new equipment and company proving a good fit, SEACOR
ABOVE: The sleek lines of the AW139
moving it overseas where rates were purchased the balance of Tex-Air on 31
are evident here as it formates
better.” A couple of years later the December 2002. SEACOR soon turned
on the camera ship.
industry dynamics had changed and toward expanding its newly acquired Tex-
SEACOR dusted off its analysis. The Air operation with the purchase of two
ABOVE RIGHT: Era operations
main change was that the industry was “state of the art” EC155B1s and an initial
staff keep a close eye on all its more profitable. With a realization that order for three Agusta A119 Koalas. Some
helicopters and their whereabouts the market appeared to be improving, might wonder why Tex-Air didn’t launch
to ensure a quick response should SEACOR turned its attention to its crew change services with an older
there be problems or other needs. helicopters in 2001. The company found 412 or S-76A++ (Why spend eight million
a small operation, Tex-Air Helicopters when you can carry the same number
that had a young fleet of technologically of passengers for two?) But Washecka
advanced equipment, principally emphasizes that SEACOR’s focus has
Eurocopter EC120’s and Astar B2’s. always been to invest in new equipment
Negotiations resulted in SEACOR and new technology, and this applies

24
across all of its businesses. According to maintenance in Tex-Air, so we weren’t
Tim McKeand, VP of Investor Relations for going to have the forced redundancies
SEACOR, the company has commitments that may have occurred had another
to spend $564 million on new equipment competitor purchased Era. We were – and
(vessels, barges, helicopters) as of are – looking at opportunities overseas
November 2005. and in developing the leasing activities,
Asked about the Koala, Washecka so there were opportunities for nearly all
says that while he initially had doubts the people in Era,” explains Washecka.
about taking on another new helicopter
after the EC155, the Koala has proved to Merger
be a particularly popular helicopter. “I The New ‘Era’ is a combination of
am glad Ed Behne, Tex-Air’s founder and Tex-Air and Era. Although SEACOR sold
former owner, pushed us as hard as he off Era’s airline business, it held onto the
did to buy the Koala,” says Washecka. Fixed Base Operation (FBO) in Alaska and
“It has proved itself - our customers now has its old airline as a customer.
appreciate its speed and spaciousness.” Era’s operating certificate was a combined
Then, in 2004, SEACOR ‘got lucky’, as FAR 135/121 operation, and the airline ABOVE: In showing off its belly,
Washecka puts it, when Rowan decided sale required a new certificate to be
it can be seen why the AW-139
to put Era on the market. “Era had grown issued for Era’s Helicopter operations –
can carry so much allowing it to
significantly under Rowan, but the parent something the FAA in Baton Rouge helped
straddle both the medium and
company was no longer investing in new the company achieve in just two months.
heavy ends of the market.
equipment for Era,” he says. Era was Once the deal was done, it was time for
the ideal opportunity to grow SEACOR’s the practicalities of merging the two
helicopter investment, since it planned companies’ different cultures, equipment
to grow the business. As Washecka and back-room and maintenance
explains, “A major concern for Rowan was systems. Although Era was the bigger
its people. Rowan executives stressed the of the two companies, Neill Osborne,
importance of their employees having President of Era, says that Tex-Air – after
a future with the new buyers of Era. two years as part of SEACOR – was more
Fortunately, we didn’t have in-house efficient in some areas and was ahead

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 left: All heavy maintenance on
the Era fleet is conducted at its
home base of Lake Charles.

in establishing such things as a Safety Shugart, Era’s EVP and general manager. moving forward with new technology,”
Management System (SMS). Completed in Amiable as he is astute, Shugart seems to says Osborne.
January 2005, the comprehensive program know everyone at the main base at Lake The decision to purchase 20 AW139s
focuses on safety training, evaluation and Charles. He keeps an eye on things and was another move by the company
communications. appears to know in detail the state of all to invest in new technology that will
SEACOR ensured redundancies the company’s aircraft, and even how the bring new efficiencies to customers and
were minimal and that there were no company’s personnel are faring. improve operational safety. The AW139
pay cuts. Wendy Mann, Era’s Director Initially, SEACOR was not certain represents the highest state of the
of Human Resources says, “Pay rates whether it would continue Era’s Alaskan helicopter manufacturing industry. Not
are regularly reviewed to ensure that flight-seeing operation. “I talked our only is the payload attractive compared
Era is among the best-payers in the chairman into trying it out. The crews in to other aircraft in the price range, it
Gulf because we want to retain our Alaska and all of Era management did a also offers the best power to weight ratio
superb people.” Errol Bodin, Era’s chief great job this past year and our chairman and latest safety enhancements for our
pilot, remarks about assembling Era’s is now behind it,” remarks Washecka. offshore clients. “We believe the 139
new team of pilots. “The two pilot With its inception in 1948, Era introduced will be broadly received by our
fraternities melded remarkably well the first commercial helicopter in Alaska. customers,” comments Osborne. The
because there was no real competition From operating bases in Anchorage, AW139 is capable of carrying up to 15
among pilots for positions. “Tex-Air flew Valdez, Deadhorse, Juneau and Denali, passengers or 6,124 lbs useful load,
light singles whereas Era flew medium Era’s Alaska operation serves the oil and at 167 kts (approximately 192 mph).
and heavy twins in the Gulf, so the two gas industry, the tourism industry, and “This aircraft is the hallmark of Era’s
companies complemented each other. various government agencies. Era flies commitment in providing customers
Tex-Air focused most of its effort on extensive IFR and VFR operations in some with the highest standards of service
the production side of the oil industry, of the most remote locations on earth and safety excellence combined
while Era handled mainly pipeline and including Alaska’s North Slope, Prudhoe with competitive economics in the
exploration work,” he says. Bay, the Beaufort Sea, Navarin Basin, the marketplace,” adds Shugart.
Era’s success is directly attributable Gulf of Alaska and Norton Sound.
to each and every employee. Through Leasing
their collective dedication, Era was able Fleet Considerations Era is aiming to rationalize its fleet
to meet and exceed challenges presented Shugart, Washecka and Osborne all through sales and leasing. Leasing
by the merger,” comments Osborne. On agree that Era has more helicopter types is something that Washecka thinks
top of the merger, there was no shortage than they would like; however, fleet the helicopter industry has not fully
of challenges presented by last year’s selection is largely customer-driven. exploited, and he sees it as a way to
hurricane season. Era assisted not only “Customers have definite views which diversify. “The larger international
some of its own employees by providing helicopter they want; this means we have operators are inherently diversified.
them with trailers and amenities on site, to maintain a diverse fleet to meet the They can move aircraft to Africa, Asia
but also some of its customers (such demands. When we stopped operating or elsewhere when things are quiet in
as Amerada Hess employees) whose Bell 206 models, most customers accepted the Gulf.” Era already has a number of
homes had been destroyed or damaged the higher priced EC120, but some chose medium sized aircraft on long term
by Hurricane Rita. “The people at Hess to go elsewhere. Our decision was based leases. “We already have customers for
would do the same for us,” explains Jim firmly on rationalizing the fleet and our first few 139s and I’m sure we will

27
 the venerable BO105. In addition to power
and systems enhancements, the EC135
has considerably more cabin volume and
accommodates pilot/co-pilot plus six
passengers. Advantages to Era include
enhanced safety features and a single
pilot IFR configuration, an increased
useful load and reduced maintenance
costs.

Working in the Gulf

Era’s director of operations, John Davis
spent 28 years in the Army, completing
two tours in Vietnam flying attack
helicopters, and as a civilian flew Russian
helicopters including the Hind, Mi 2, 8, 17
and 14, and the Ka-32 in threat training
and assessment for the US Army. Before
joining Era as director of operations to
help introduce the AW139, he had also
worked for PHI and spent time as an air-
above: The AW-139’s cockpit find work for the others, or they may find med pilot. Even with all his experience he
and cabin features large their way into leases.” finds flying in the Gulf a challenge and
windscreens that help the pilots For optimal efficiency, the company says that flying military helicopters on
manoeuvre the helicopter on the constantly assesses its fleet against military missions does not really prepare
tightest of heli-decks. current and predicted contracts. For a pilot for civilian work. “I thought I had
example, four EC135s are on order to done everything I needed to do to be an
begin replacing Era’s BO105s, two of accomplished pilot until I started flying
which were sold earlier this year. The in the Gulf,” he says. “In winter it’s the
EC135 represents the next evolution of cold water, high seas, frontal systems and

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 lots of IFR, while in summer the heat and sensors), which can download and Thunderstorms that top
the thunderstorms are the challenges.” graphically present weather information
The rigs are continually moving on screen. The company ‘flight follows’
further into deeper water. The longest from its operations room and can help
out at up to 50 to 60,000
trip out is about 230 nautical miles with pilots thread their way through the area.
an average distance of 100 to 150 nautical Ultimately though, according to Davis, ft generating large
miles. The company generally prefers the best information comes via radio
onshore diversions rather than offshore from pilots in different aircraft talking and dangerous
alternates and uses GPS extensively for to each other. “It’s not unusual for a light
navigation among the almost 5,000 rigs in helicopter to ‘attach’ itself to a medium waterspouts, one of
the Gulf region. Summer temperatures of or heavy, and accompany it through the
about 35°C (95°F), humidity of 95 to 100% weather.” High gross weight, little wind
and water temperatures up to 27°C (80°F) and heat all present real challenges to
which recently ‘sucked’
can result in spectacular weather, with the pilots. “It surprised me how long it
thunderstorms that top out at up to 50 to took me to master conditions; fortunately an aircraft out of its
60,000 ft generating large and dangerous the company provides a lot of training
waterspouts, one of which recently before letting someone loose as a overnight tie-down straps.
‘sucked’ an aircraft out of its overnight captain,” says Davis.
tie-down straps. Single-engine helicopters approach
Davis says that while it is usually to abeam the flight deck before
calm in summer, the wind often reaches ‘stepping’ across to conduct a landing.
more than 50 kts around tropical lows. On departure, they climb high enough
“I have seen passengers choose to crawl to either land back on the deck or
across the flight deck from the helicopter clear the deck to ditch in the event of
in those conditions.” The company’s engine failure. Multi-engine helicopters
helicopters have several means of approach a point determined by the
avoiding bad weather. The medium and company’s manoeuvre guide, maintaining
large twins all carry weather radar and translational lift for as long as possible
the aircraft are being equipped with before stepping across to the deck, so that
Garmin 530 GPS (with GDL 69 remote in the event of an engine failure, there

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 The Agusta A109E and S-76 are
joined by the AW139 on the way
to the Bob Keller platform.

is plenty of area ahead for the helicopter thick,” explains Davis. “We’ve had crews Managers,” he said, “but it just does
to descend and accelerate to gain single- stranded on rigs for up to 10 days, which not work to have non-pilot managers
engine flyaway speed. Similarly, the really affects our operations, but it is just supervising pilots.”
takeoff is flown to allow either a return as big a problem for the customers who Although Era presently has about
to the deck or to fly away with single can’t get their people out.” 200 pilots, it faces an interesting
capability. Flight following is carried out by challenge ahead with a predicted need
Davis says that the general conditions Era’s Operations Center with helicopters for up to 400 within three to four years,
in summer – exacerbated by aircraft monitored using software developed and many of its senior captains are
being heat-soaked on the ramp – make air in-house by Brent Evans, SEACOR’s approaching 60 years old and will have
conditioning almost essential. Helicopters manager of Enterprise and Customer to be replaced when they choose to
without air conditioning will often fly at Applications. Era has integrated its retire. What cannot be replaced is their
around 4,500 ft to keep cool – although he system with the Sky Connect network level of experience; many have close to
says some customers don’t like flying any so that customers can monitor ‘their’ 20,000 hours and the highest time
more than 700 ft above the water! helicopters via the internet (they see captain has over 23,000 hours. “We are
In winter the water temperature only those helicopters working for them). not prepared to lower standards; we
can drop as low as 60°F (15°C) with 40- Era’s operations manager, Rusty Waldrep, will demand more of our young people,”
kt winds and high seas common. Pilots explains that the system not only tracks says Davis.
do not wear immersion suits and the the helicopters, but also provides a daily
company conducts a risk assessment in interface with customers. “We talk to the Ahead
determining suitability to fly, balancing dispatchers four or five times a day; the Under SEACOR, Era’s future looks
sea state, water temperature, wind, efficiency of this internet service allows bright with significant expansion
and ability to recover against mission us to interface with dispatchers better planned in the US and overseas. Era’s
and aircraft type. “It is unlikely that a than ever before.” past operating experience includes
helicopter will stay upright on floats,” Russia, China, Eastern Europe and South
explains Davis, “so if there are boats in Interesting Challenge America. As Osborne says, “Since Era is
the area and there’s plenty of daylight left All bases have a lead pilot and a a small part of SEACOR’s global network,
we will fly, but if it’s close to dark or there mechanic lead who each have limited we anticipate that we will be asked by
are no recovery assets close by, then we management authority. Three area customers to participate in overseas
may choose not to operate.” managers do the oversight for all base operations at some point.” More and
Although ambient temperature can operations. Davis explains that the newer aircraft, more pilots and new
drop to 0°C in the area, it is only for one area managers are employees who have contracts all bode well for an operator
or two days a year. A far bigger problem chosen to move into management. whose parent company has its eyes firmly
is fog. “It can stay for days and be very “We looked at using non-pilots as Area set on the future. n

31
NO
barrier to
success!
From conducting scenic flights over

spectacular coral reefs to performing

marine pilot transfers 120 miles offshore

at night, while landing on a fast-moving

ship are just two of the many operations

carried out by AVTA (Aviation Tourism

Australia Pty Ltd) – a company as diverse

and unique as its stunning Great Barrier

Reef surroundings.

story by Rob Neil PHOTOS by ned dawson

 There is no doubt that
the 430 is a winner
with all the pilots –
they love it,
enthusiastically adding
(unprintable) qualifying
adjectives to words
like ‘awesome’ and
‘fantastic’ to describe it.

top: The R-44 is becoming an A great many aviation financial success depends far more upon
important part of the AVTA fleet, businesses are owned and operated smart business sense than an ability to
with one seen here at Whitehaven by pilots – which is precisely how the manipulate an aircraft through the sky!
Beach, one of the region’s most aviation axiom originated, “How do One shining example of the
popular beaches. you make a small fortune in aviation? merging of passion with profit is that
Start with a large one!” The sad fact is found in Australian-based Aviation
above right: It’s quite common to that the passion inspired in men and Tourism Australia Pty Ltd, and its two
women by the magic of flight is an principals, CEOs, Allan Sweeney and
see AVTA’s Cessna Caravans and
irrelevant ingredient to the recipe for Grant Kenny (renowned Australian
helicopters working side-by-side to
financial success in aviation. That is Olympian and Ironman champion).
cater for guests requirements.
not to say that a passion for aviation The two business partners are highly
and business acumen are necessarily successful businessman (Sweeney was
mutually exclusive traits – merely that originally qualified as an accountant,

34
 left: The Bell 430 has proven to be a well
utilised resource. At night it does the marine
pilot transfers, and during the day it moves
people out to Reefworld.

diversified from simple heli-mustering

into tourism and fire-fighting work
(mainly helicopter operations). It was at
Weymouth’s request that Sweeney took
over the reigns as his Australia-wide
CEO and proceeded to implement his
expertise in controlling what had grown
into a somewhat unwieldy operation.
The mustering division was sold
and Sweeney and Kenny agreed to buy
the (then small) tourism division from
Weymouth who wanted to divest himself
of some business interests in order to
enjoy the fruits of his labor. When they
bought it, the company had few aircraft,
and all were older, high-maintenance,
low-yield machines; Bell 47s, Jet Rangers,
one Beaver and two Cessna 206s on floats,
one Islander, a Cherokee Six and one
Squirrel.

Out With the Old

With this machinery, the business
was trading at the margins; Sweeney
and Kenny’s vision was for a modern,
high-yield, low-maintenance fleet – more
bums on seats and fewer breakdowns
– to replace the existing aircraft. This
vision is now a reality with virtually all
the old machines gone, replaced by an
exciting blend of beautifully maintained
and has been a past director of several ‘down-under’ to work for TAA. Despite modern aircraft, the fleet headed by the
public companies) and together they Sweeney having been captivated by only Bell 430 in Australia, a Bell 222, two
have guided AVTA to a growing annual aviation since childhood, he has resisted Jet Rangers, a flock of new and near-
turnover that already exceeds A$15 the temptation to ‘go flying’ thus far and new Robinson R44s and three Cessna
million. although a helicopter licence features Caravans – two of them amphibians.
Home base for AVTA is the prominently in his future plans, he AVTA now encompasses six different
picturesque island resort of Hamilton first wants his business to be entirely companies operating under five separate
Island in Australia’s renowned self-sustaining without requiring his AOCs; Hamilton Island Aviation (a
Whitsunday Islands. Although remote immediate presence. It is in his nature to helicopter operation primarily handling
enough to provide visitors with a ‘far-off devote his entire energy to whatever an exclusive contract to transfer marine
tropical paradise’ experience, Hamilton he begins and he needs to know that pilots for Torres Pilots, to and from ships
Island boasts a substantial airport such devotion to flying will not impact negotiating the Hydrographers Passage
capable of handling aircraft up to 767 his business. of Great Barrier Reef); Heli Reef (AVTA’s
size, which allows Sweeney to enjoy the Kenny has already successfully primary helicopter tourist operation in
ultimate island lifestyle he loves, while combined his passion for aviation the Whitsunday Islands); Air Paradise (a
still having access to reliable daily direct with his business skills and is rated secondary helicopter tourism, operation
air services to the major business centers and qualified to fly every aircraft in purchased during the past 18 months,
of Sydney, Melbourne, Brisbane and AVTA’s fleet, from its smallest Robinson and which offers customers a more
Cairns. helicopters to its biggest, the Bell 430, as budget-orientated choice of helicopter
well as the company’s Cessna Caravans. operator); Island Air (the fixed-wing
Early Days. AVTA had its roots in a company division operating the three Cessna
Sweeney’s passion for aviation is a known as Heli Muster Pty that dates Caravans on both tourism, scenic and
legacy from his Irish aircraft-engineer back to the 1960s. Sweeney was a friend air-taxi work) and two Sydney-based
father – a ‘ten-pound-Pom’ immigrant to of one of that company’s principals, companies – Helicopter Film Services and
the red continent in 1964 who travelled John Weymouth, whose business had Sydney Heli Tours.

35
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 above: Brendan Tadgell approaches
one of the many ships serviced by the
Hamilton Island Aviation division of
AVTA in the Bell 430.

left: A not-too-often seen line-up of

the AVTA helicopter fleet on the way
back from the Great Barrier Reef.

Helicopter Film Services, as the name the world to do so, after Bell was forced aircraft (for Australia) it has its own
suggests, specializes in heli-borne film to alter and re-certify this particular difficulties from an engineering point
work, but does not own dedicated camera helicopter to meet its contracted promise of view. There are only two of us rated
or film equipment; instead, it provides of ten ‘passenger’ seats. This had always on 430s and parts are expensive and
the airborne platforms and mounts for been a specific requirement of HIA whose not readily available, which means that
customers to equip as they require. customers travel almost exclusively as relatively minor problems can become
Sydney Heli Tours – also as the name couples. Without having to change its AOG issues.” He adds that they are
suggests – provides aerial tours of Sydney luxury passenger configuration, the 430 constantly trying to increase their own
and environs - both companies operating has the endurance and range required spares inventory – particularly those
mixtures of Jet Rangers, Long Rangers for the night IFR marine-pilot transfers. parts common to both the 430 and the
and R44s. The machine can (and does) seamlessly 222 – but added that price and practicality
Hamilton Island Aviation’s Bell 430 transition between busy tourist flights by limits stores to more commonly required
is a major asset for the company and day, and specialized IFR off-shore flights items, like servos and parts for air-
its arrival heralded the departure of a by night. conditioner units (vital in this hot, humid
leased BK117 previously used both to part of the world).
transfer marine pilots and in tourism Big Bell – Everyone’s Friend There is no doubt that the 430 is a
work. Sweeney describes the previous Everyone loves the 430. Sweeney, the winner with all the pilots – they love it,
BK as a nightmare to reconfigure for the accountant businessman loves its ability enthusiastically adding (unprintable)
work they had to do. “If we were using to shift ten passengers simultaneously qualifying adjectives to words like
it for tourist flights during the day, we when operating in the scenic role ‘awesome’ and ‘fantastic’ to describe
had to whip out the seats and put in an – something that would previously have it. The helicopter is fast (140 kt cruise
auxiliary fuel tank. If a ship was delayed required three or occasionally four at 80% power), extremely smooth and
or cancelled we were then left with a machines. While the 430 was originally is very stable in bad weather. (From a
full auxiliary fuel tank in the cabin that intended merely to ‘back up’ the other passenger’s perspective, it is certainly
was too big and heavy to be removed and helicopters in tourism work, (its intended the most pleasant and smoothest-flying
we had to drain the thing. It was very main task being the off-shore marine helicopter I have experienced). Even
messy,” he says, “and the cabin always pilot transfers) passenger numbers have when pressed to offer any objective
smelt of jet fuel. The passengers hated grown in direct proportion to the capacity criticism of the big Bell, Heli Reef’s chief
it, not only because of the fuel smell, of the expanded and modernized fleet, pilot, Brendon Tadgell could find nothing
but because there were no windows for with the result that the 430 has become a about it that he didn’t like, and although
people crammed in the back. It wasn’t regular daily part of tourism flying to off- he mentioned the engineering and spares
a tourism machine,” he concludes. shore Great Barrier Reef attractions such difficulties arising from its uniqueness in
The 430 is a different beast altogether. as Reef World. Australia, he was quick to add that these
Immaculately painted in an iridescent Chief engineer Andrew Price loves the are not faults of the machine.
turquoise (as is the 222), HIA’s 430 has 430’s modern technology and reliability. Gary Cochrane, an experienced
ten passenger seats – the only one in However, as he says, “Being a unique pilot with time on a great many types,

37
is HIA’s chief pilot and is one of only
two pilots qualified as captains for the
night IFR work in the 430, is also highly
complimentary of the 430. Indeed,
the whole fleet is popular with pilots,
who, like pilots everywhere, love fancy
machinery – the newer or fancier, the
better! Highlighting the flexibility of
having a diverse fleet spread among the
different companies, Brendon Tadgell
described the diversity offered by his
job. “I can be flying around the islands
in the R44 in the morning,” he explains,
“be carrying ten passengers to the Great
Barrier Reef in the 430 that afternoon –
with an off-shore job planned for the next
day and a sling load with the Jet Ranger
the day after that.”
The Bell 222 has been a sterling
performer for AVTA; strong, capacious
and reliable, like the 430, it is a roomy
favorite with passengers. The 222 is also number of other operators, the R44s are above: The pontoon at Reefworld is large
equipped for rescue and EMS work; the proving popular all-round as well. Fast, enough to accommodate both the 430
company recently used it to carry out economical, reliable and offering great and 222. Passengers are transferred between
the longest off-shore rescue mission passenger appeal in tourism work, the the pontoon and Reefworld by boat.
in Australian history, and on average, R44s delight Sweeney’s and Kenny’s
conducts missions in the 222 on behalf of business and accounting sensibilities, All at Sea
the Australian Maritime Safety Authority and even Tadgell – a devout 430 advocate The marine pilot contract – while
(AMSA) every few weeks. Interestingly, – described the Robinsons as, “Just about providing a valuable and cost-effective
and mirroring comments from a the best machines we operate.” service for shipping services, (prior to
 by Tadgell that training for ship transfers
revolves more around procedures than
flying skills.
Procedures notwithstanding, locating
and then landing on ships 120 miles out
to sea at night requires plenty of skill and
nerve. Night approaches, pad inspections
and landings are carefully monitored by
both pilots – one with his eyes inside the
cockpit, monitoring speed, height, and
approach angle and continuously passing
bearings and radar altimeter readings
to the pilot flying – whose eyes remain
outside the machine, locked on the ship.
The problems of disorientation and lack
of depth perception at night are ever-
present dangers that must be constantly
guarded against.
An incident recalled by pilot Paul
Forcier, highlighted the need for strict
adherence to the one-out, one-in policy,
when, on departing a ship, its crew
above: The Bell 430 is mostly used platforms, there is a strict landing inexplicably turned off all lighting just
for the night marine pilot transfers, restriction of no more than 5° of roll as the helicopter became airborne.
but depending on availability of (by the ship) during the day and 3° by Professional crew coordination ensured
the Bell 206s, is occasionally used night. All the pilots have experienced the the helicopter’s safe escape from the
helicopters ‘sliding’ after landing, so all maze of masts, cranes and millions of
during the day as well.
understand the necessity of the standard square miles of black ocean, although
operating procedure of keeping the there was apparently some candid
1983, ships had to travel right down past engines at 100 percent when on the hatch. discussion with the ship’s personnel
the southern end of the Great Barrier Should the need arise, a sliding helicopter shortly afterwards. Pilots naturally
Reef) is a profitable one for Hamilton can be yanked into the sky very quickly begin training with day flights, having
Island Aviation involving about 700 hours if everything is already spinning at to complete 10 to 15 transfers under
annually. Daytime transfers are carried full speed. supervision before making transfers
out by the Jet Rangers as the company has On top of the coordination required alone. For the night work, the company
offshore pontoons moored strategically for any helicopter landing, throw in a requires a minimum of 150 hours of night
along the route to the Blossom Banks pitching, rolling deck, rain, darkness, IFR experience before pilots are approved
boarding ground. occasionally inadequate lighting and to fly command, (although with the
HeliOps accompanied two pilot the odd crane boom set at right angles number of transfers that the company
transfers - one by day, one by night, directly across the landing hatch – not does, they typically tend to have around
both in the 430. The daytime flight was forgetting the visual illusion of rushing 500 hours as co-pilots before assuming
a straightforward ferry out and back in water – and as Tadgell explains, command!).
fine weather, with only the un-nerving the marine transfers are best described Pilots gain experience quickly within
experience (from an inexperienced as, “Two hours of boredom broken by the various companies of AVTA. With
passenger’s perspective) of landing on a two minutes of terror half-way through.” a minimum of 1,000 hours, a new pilot
raised hatch helipad at right angles to the Nevertheless, it seems all the pilots would start by flying R44s, progressing
line of travel of a fast-moving ship. Seeing enjoy the challenges they offer and to Jet Rangers and Long Rangers at about
the water rush past at right angles to appreciate the break they offer from 1,500 hours, the 222 at 2,500 hours and
one’s flight path – as the helicopter slows purely tourism work. the 430 at about 3,000 hours.
to a hover from ‘forward’ flight – one’s Although the day transfer was
peripheral vision tends to cause brain remarkably simple – able to be almost Ops Normal – Thanks to Nat!
spasms, and twitches in other areas, for casual – the night operation was entirely The task of co-ordinating the
anyone not used to the experience. different. Night flights are always flown various flights and operations of the
This potential confusion of the senses with two pilots; one of whose eyes Whitsunday-based companies falls to
is covered in the training for pilots are continually ‘inside’ - the other’s operations manager Natalie Forbes,
conducting the transfers. Landing on a continually ‘outside’. Everything is whose background is in hospitality and
ship steaming at 25 kts into a checked and cross-checked in a very customer service – a huge advantage for
15 kt headwind means a right-angled professional, airline manner, leaving her at the helm in Hamilton Island, as
crosswind landing of 40 kts – onto a absolutely no doubt as to who should be the resorts serviced by the companies of
slippery smooth steel deck. Because doing what at any stage of the flight. The AVTA in the Whitsundays are some of
of the slippery nature of the landing night flight highlighted a comment made the best in the world. Forbes considers

40
her biggest challenge to be the constant companies and bases have access to the Sweeney naturally spoke highly of his
juggling of aircraft and schedules same on-line information at any time pilots, but what impressed me was the
necessary to ensure all the customers of which streamlines Forbes’ job as much as distinct lack of ‘pilots-are-gods’ attitude
the various companies – particularly the possible. amongst the pilots themselves. Everyone
guests (and management) of top quality Operating in an exclusively marine seems to realize the reliance each must
resorts – receive the levels of punctuality environment in the near tropics of the have on the other for things to work,
and service they expect. Whitsundays requires a great deal of and no individual’s contribution is ‘more
Watching her in action in the busy effort from all the staff to maintain the important’ than any others. Pilots,
operations room one would never guess fleet in top condition. To this end, all the engineers and operations staff treat
she had no aviation experience prior to aircraft are rinsed or washed daily – as each other as equals (or did in front of
starting with AVTA’s companies two-and- are compressors of the fleet’s turbine visitors!)
a-half years ago. Simultaneously manning engines. The degree of care lavished An efficient team can only result
telephones and computers, she not only upon the aircraft pays dividends in from efficient management and the
coordinates her many geographically reduced maintenance bills, so that atmosphere at AVTA is a reflection
separated operations staff, but also the corrosion – despite the marine conditions of Sweeney’s and Kenny’s experience
pilots, who clearly respect the part she – is not the major issue I had expected it and abilities. A truly efficient business
and her team play in keeping everything might be. requires that little bit more, however,
on track and on time. In addition to and AVTA’s group of companies has it.
computerized booking and scheduling High Praise Engineer Andrew Price summed things
systems, Forbes maintains a regularly The quality of its new toys aside, up for me; after his 20+year career
updated system of whiteboards around much of AVTA’s success results from in engineering, including a period as
the operations room’s walls, which detail the quality of the people manning its part owner of an engineering business,
all the flights for the various companies desks, phones, computers, flight-decks Price chooses to stay with Sweeney’s
three days in advance. The whiteboards and workbenches. Sweeney cannot speak organization. Why? “Because everything
provide easily absorbed ‘information-at-a- highly enough of the combined team; “We Alan and Grant said they were going
glance’ for busy pilots or ops staff. Flight couldn’t run the show without someone to do, they’ve done,” he says. “The
following for all the aircraft is electronic like Natalie in Ops,” he says, “and we company has grown exactly the way
and the computerized system demands wouldn’t be able to maintain the large they said it would, and with what they’re
action in the event of an ‘overdue event’ and sophisticated fleet without someone promising for the future, I want to be here
of more than two minutes. All the various like Andrew Price as our chief engineer.” to see it.” n
Patrolling
the GAZA strip
After just over a decade of autonomous operation,

Israel’s Police Helicopter Unit is now a well

established and highly regarded agency. When

the unit’s set-up team was established in 1992,

the Israeli Police were no strangers to helicopter

operations, having previously leased commercial

helicopters for up to 600 hours annually.

story and PHOTOS by Shlomo Aloni

 The establishment of a dedicated
helicopter unit offers Israeli police
definite advantages; the helicopters of a
dedicated unit can be optimized for the
police role with equipment not available
to civilian machines, and, being crewed
solely by police personnel, are able to
undertake many classified and covert
operations previously impossible with
civilian crews. Further, the frequent sight
of helicopters overhead in distinctive
police livery creates the impression of a
permanent police presence, whose value
to Israel’s citizens cannot be overstated.

Fleet
The unit’s current fleet of six
helicopters has grown from its 1993
initial strength of two Bell 206B-3 Jet
Rangers. A third Jet Ranger was added in
1995 and a fourth in 1997. The additional
two machines are ex-Israel Defense
Force Bell 206L-3 Long Rangers which
were allocated to the unit by the Israeli
Ministry of Defense in July 2005, in
expectation of increased activity during
the Israeli Disengagement from the Gaza
Strip in August-September 2005.
The unit’s base is at Mishmar Ayalon,
halfway between Tel Aviv and Jerusalem,
but since 2003 a single-helicopter
detachment has been maintained at the
Israel Defense Force/Air Force Ramat
David air base, supporting Israeli Police
activities in northern Israel.
Each of the helicopters is equipped
with five onboard communication
systems allowing simultaneous co-
ordination with civil Air Traffic Control,
military units and police forces.
Complementing the communication fit is
a public address system, while a Global
Positioning System eases navigation.
‘Night Sun’ searchlights of 32-million-
candlepower provide perfect ‘pointing’
devices during integrated night-time
operations when the helicopters guide
staff on the ground. (During covert
operations the preferred ‘pointing’
option is the Laser Designator that is
incorporated in the stabilized FLIR pod.)
The day and night optical sensors
are observation tools rather than flying
aids; both pilot and mission commander
scan visually for possible ‘hotspots’ that
are then more closely examined with the
The Security Fence between optical sensors. The daytime visual scan
Israel (on the left) and the is supplemented at night by the use of
Palestinian Authority (on the night vision goggles (NVG). The current
right) as viewed from Police optical sensors can identify persons from
Helicopter Number 6. 3,000 ft – the limit to the current sensors’

43
 top: The two Bell 206L-3 ability is largely dictated by the small out of a love of flying and a commitment
Long Rangers (4X-BMH Police size of the Jet Ranger being unable to to the cause, and because he relished the
Helicopter Number 05 named carry anything larger. Now that the Police personal challenge of creating something
Hanit (Spear) and 4X-BMI Police Helicopter Unit has begun to operate two from scratch.
Long Rangers, it is planned to equip them By the end of 2005, the Police
Helicopter Number 06 named
with more capable (heavier) equipment Helicopter Unit counted 30 pilots
Kidon (Bayonet)) were inducted
that will make it possible to identify an among its ranks - most being ex-Israel
into Israeli Police Helicopter
individual from 10,000 ft. Defense Force helicopter pilots, many
Unit’s service during July 2005
Since its inception the unit of who had already completed full IDF
in preparation to the Israeli has hitherto enjoyed the excellent flying careers before joining the unit.
Disengagement from the Gaza maintenance services of Israel Aircraft The skills required of the unit’s pilots
Strip in August-September 2005. Industries under a ‘Power-by-the- are very similar to those they required
Hour’ service scheme, but the issuing as military pilots, where flying the
by the Israel Defense Force of a Bell helicopter is secondary to overall mission
206 ‘Power-by-the-Hour’ maintenance management.
tender prompted the police to follow New recruits attend a two-month
suit. Although both tenders were won by conversion course – the aim of which is
Elbit Systems, an Israeli Court decision not to teach them how to fly since they
following an appeal by Israel Aircraft are all highly trained ex-Israel Defense
Industries means that Elbit will not begin Force/Air Force pilots, but to acquaint
maintaining the police aircraft until 2007, them with police procedures. A new
after which the tender will be re-let each pilot – who will be trained in the whole
two years. spectrum of Police missions – will be
qualified to fly single-pilot missions after
Personnel six months, and six months later will
Current commander of the unit is be eligible to seek promotion to mission
Oded Shemla – promoted to the job in commander status, although, according
2003 – who joined the set-up team in 1992 to Shemla, it will be another two to three

44
2006
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 of limiting them to six flight hours the security fence involve workers,
during the day and four at night. They most occur during the morning and late
fly a wide range of missions including afternoon hours and although the unit
pre-planned routine missions like conducts ‘routine’ patrols, a regular
security-fence patrols or traffic police co- routine must be avoided, so security
operation missions, as well as ‘scrambles’ fence patrols are conducted at random
in support of a wide spectrum of police times.
activities. A typical transit to the patrol
All missions are flown ‘two-crew’ sector will be at 110 knots and 1,200
with the flying pilot in the right seat feet AMSL. Upon arrival at the patrol
and the mission commander in the left sector the helicopter will land to uplift
seat. The mission commander, who may an observer. (There are no dedicated
be either a pilot or an observer, is in observers assigned to the helicopter unit;
charge of operating the onboard mission instead, observers from each of the other
equipment and handles communications. branches – traffic, anti-criminal, border-
patrol and counter-terrorism, for example
Mission profiles – are hand picked from their respective
The unit flies about 4,000 hours units and work in cooperation with the
annually, its three primary missions helicopter unit in addition to their
being anti-criminal operations, counter- regular duties, although the helicopter
terrorism and traffic. Today the unit’s unit trains the observers and oversees
above: Police Helicopter Unit’s
principal activity is patrolling the their development and performance.
security fence between Israel and the Observers are thus always the best
commander Rav Nitzav (Commander)
Palestinian Authority. Israel launched qualified people for any given task -
Oded Shemla.
the security fence project in 2001 to intimately familiar with local terrain and
prevent illegal entry of Palestinians into the capabilities and limitations of those
years before a pilot reaches what he Israel and it has proved highly effective. they are working with on the ground.)
describes as a “peak professional level”. However, because the fence is not yet In addition to security fence patrols,
The Police Helicopter Unit’s pilots complete, the Helicopter Unit focuses its the unit supports post-terror-attack
work in shifts in a roster incorporating activity on those uncompleted sectors. activity and aids the collection of
the Israel Defense Force/Air Force practice Because most illegal crossings of intelligence information in support of
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 are easily detected by a helicopter,
whose mission commander will
vector appropriate ground units to an
interception.
The same principle of directing
ground units applies to traffic
enforcement. There are certain traffic
violations and certain locations that are
difficult for ground units to police. In
such circumstances, a helicopter can
become a perfect partner to vehicles on
the ground and direct them to apprehend
any offenders it detects. The unit’s
helicopters will often be allocated known
crash ‘black spots’ – termed ‘red roads’ –
where they will work in partnership with
covert patrol cars, the helicopter mission-
commanders directing ground units to
intercept and apprehend offenders.
An interesting aspect to many
above: When the green van stopped the Much of the unit’s anti-criminal helicopter operations is the disparity
policemen were surprised to learn that there activity focuses on the anti-narcotics in seniority between ground staff and
were eighteen occupants in the vehicle! mission where the helicopter’s major helicopter crew, as Oded Shemla explains,
advantages over ground units are “The pilots are often the ‘senior’ officers
maximized. Drug smugglers attempting at a scene, but the commander is always
police special units’ operations. Counter- to move narcotics from Sinai to Israel a policeman on the ground; it is the
terrorism missions accounted for more lose any advantage otherwise offered helicopter’s mission to provide him with
than 1,000 hours during 2003, but less by the inhospitable desert terrain when real-time intelligence and assist in any
than 300 hours in 2005. a helicopter is on the job. Smugglers way it can.” n

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Hookers
helicopters
Salvage logging to recover

burnt trees following

forest fires attracts as

many opponents as there

are proponents in the US.

What’s not arguable is

that the use of helicopters

to recover timber is the

most expensive method

but has the least impact

on the environments.

Ned Dawson reports on

the burning debate.

PHOTOS by ned dawson

 Above: Snags and treetops are
Fire prevention management of Salvage Logging
typical hazards for any helicopter the United States’ forests has changed In an attempt to reduce fuel loads
logging operation. In fire salvage over the past few decades. Much of that remaining in burnt areas, the USFS
operations, the burned trees are change has been forced on the United conducts salvage logging through what
a greater hazard for crews on the States Forest Service (USFS) by the courts are known as post-fire sales. Although
ground. Both pilots are alert to the in response to a vocal environmental most of the trees lost to wildfire are
potential danger, and work with the lobby that has resulted in a significant extensively burned and charred, many
crews on the ground to ensure the reduction in off-season hazard-reduction retain some salvageable wood, the
burns which previously kept fuel loads residual value of which depends on
work is accomplished safely.
lower and reduced the intensity and several factors including the species of
damage of seasonal summer fires. The trees, the extent of burning (how much
above right: N192CH hovers over a
results have been more intense and more moisture remains), the trees’ accessibility
hooker working on land burned by
damaging fires in recent years; in 2000, and how difficult they are to recover;
the Fred Fire in California’s Sierra
for example, over 92,000 wildfires burned understandably, the more expensive
Nevada mountains. Only a portion
7.5 million acres of forest and grasslands its recovery, the less valuable is the
of the timber is removed, leaving – more than three times the ten-year wood. According to the Forest Service,
some dead trees for wildlife habitat average. Because of the increased severity salvage logging of burned areas helps
and, as they break down, to provide of fires (resulting from fewer controlled to re-establish healthy, fire-resilient
nutrients for the future forest. burns) the USFS’ aviation component ecosystems. Intensively burned areas
has had to increase in size to counter the stripped of topsoil and ground cover are
larger and fiercer outbreaks. more vulnerable to erosion, and charred

52
trees invite insect and disease attacks. logging a particular area. The assessment Above: N192CH takes off from the
Just because a tree may hold some reports are subject to public review and service landing after hot refueling. The
green after a fire, it does not guarantee consideration is given to input from helicopter carries enough fuel for 60-
its survival and assessing the likelihood public, environmentalist groups, and 90 minute cycles, with one thirty-minute
of its survival is part the forest manager’s lumber companies before final decisions
break at mid day. The two command
job. Forest industry commentators about logging are made. Opponents
pilots at this operation switch seats at
believe that the pressure applied by believe that post-fire salvage logging does
each refueling to reduce fatigue.
environmental groups over the past 20 more harm than good, and that the USFS
years has seen most USFS managers uses the ‘forest health’ argument merely
become overly cautious in selecting as a ruse to help the logging industry with reforestation and fuel reduction
trees for logging. Whereas, during the by providing its loggers with more treatment. Where salvage logging does
1970s, managers would cut trees whose timber; in some cases, environmentalist take place, the USFS is careful to ensure
likelihood of dying was only 30 percent, groups have successfully persuaded the that – while contractors are required to
now, they are now reluctant to select courts to either stop or delay sales – as remove excess debris – enough material
trees with less than 60 to 70 percent has happened in Six Rivers and Lassen is left to feed the soil and reduce soil
likelihood of dying. Unfortunately, the National Forests, where the plan had been erosion.
more cautious approach has resulted in to cut around 70 million board feet (MBF)
worsening beetle and fungal infestations. from 3,500 acres. Such delays can be Helicopter logging
Insects attracted to burned trees bring expensive for the USFS because as wood Industry experts generally agree that
decay fungi when they burrow into the continues to dry, it becomes increasingly salvage logging can reduce the severity
wood and damaged trees are less able to un-useable; in some cases the delays of a future fire but at the same time, it
recover from such infestations. Severely have rendered the wood so worthless that can also damage the soil because roads
burned trees generally need to be the USFS has had to virtually beg loggers are still needed in most cases to haul out
harvested within two years, but trees in to remove it in order to reduce fuel loads the burned timber. According to some
less badly burned areas may be left for up and allow regeneration to proceed. experts these roads can cause more harm
to four or five years. The view of proponents of salvage than the actual salvage operation. In
Following a major fire, the USFS logging is that the system allows forests other words, the damage is not so much
carefully examines every aspect of an to recover more quickly – and in doing so, caused by the logging itself, but rather
affected area to assess its suitability for to recover to a more fire-resistant state. by the infrastructure needed to support
salvage logging. Flora, fauna, soil and Additionally, salvage logging recovers it – and significantly, the ‘less expensive’
water conditions are all considered in some economic value from the dead methods are the most likely to cause
an assessment, which often runs to a trees and provides job opportunities and the greatest damage. Helicopter logging
500-page report, in which managers also income to local and regional communities requires the least infrastructure and
determine the most suitable method for and offsets some of the costs associated thereby causes the least damage (because

53
 Above: A contract cutter prepares to clear to
his safe zone as a burned tree begins to fall.

Right: Falling timber in a fire zone is dirty

work. Soot and ash continue to float through
the still air as the cutter begins the process
of scaling and bucking the charred log.
Though the tree died over a year ago, most of
the wood still has some market value.

Salvage from steep

slopes usually makes
helicopters the only
practical method of
logging their dead trees.

of its minimal impact, helicopter logging slopes (greater than 40 percent) usually weather), and haul distance. “You can
has also been proposed in a number of makes helicopters the only practical also include other variables such as crew
instances to remove damaged or felled method of logging their dead trees. experience, the size of the log landing,
trees from hurricane-devastated forests) Helicopter logging is utilised most and the log handling equipment on the
– but it is the most expensive. widely in the United States, where, in landing. Even maintenance practice
In the case of wildfire salvage, recent times, around 2.5 million cubic comes into play.”
those areas proposed for helicopter metres have been harvested annually. The use of helicopters to harvest
logging are usually severely burned with A Sikorsky S61 can produce on average, wood in other industrialised countries is
nearly all their trees killed. Usually, 350 cubic metres of logs in a six-flight- rather restricted and mostly limited to
their inaccessibility and/or resource hour day, while a Vertol 107-II is capable emergency or special cases although in
constraints have prevented these areas of producing up to 1,000 cubic metres New Zealand HeliHarvest successfully
from having ever been logged before with per day. As Columbia Helicopters’ Dan uses the Mi-8, a helicopter with a rated
the result that standing volumes and Sweet points out, there are a number of lifting capacity of 11,020 lbs (5,000 kg).
concentrations of large trees are generally variables affecting such figures, including Some helicopter logging operations
high. Some contain up to 22 MBF per acre the length of the day, weather, wood have been introduced in developing
standing volume in trees greater than weight (which varies greatly by species, countries including Papua New Guinea
12 inches diameter. Salvage from steep length of time since it was cut and the and a private US/Australian firm has

54
 are where helicopters deposit logs that
are subsequently loaded onto trucks and
service landing areas where helicopters
are refuelled, maintained, and parked.
Neither of these landing areas has a
significant impact on the environment
because they are so confined. Log
landings are important to the economy
of an operation. Their location and size,
with respect to the trees to be logged,
are important factors. They are usually
located as close as possible to the areas to
be logged to minimise helicopter yarding
cycle times. The relationship between
elevation and yarding distance – called
the angle of ascent or descent – is also
considered and should not exceed 30
percent although this is not a hard rule.
Yarding distances in excess of one
mile are avoided if possible to reduce
cycle times. Ideally, a landing is best
located below an area being logged,
however, a helicopter can usually yard
uphill almost as efficiently as down
– albeit with increased cycle times – so
they are generally factors such as access,
size, or construction cost that dictate
where log landings are located. More
than one helicopter can be yarded to a
log landing area. Log landings need to
be large enough to safely land, store,
and load logs and generally require
approximately one acre of relatively level
ground (less than 6 percent slope) in
size, though in some situations, smaller
areas can suffice if fewer logs are landed.
Landing areas must be clear of any loose
debris and provide obstruction-free flight
paths into and out of drop zones.
Service landings need to be accessible
to fuel trucks and be constructed to
safely store fuel and contain hazardous
material in case of accident or spillage.
They should be close to log landings but
because of their greater construction cost,
Above: A loader operator sorts timber roads, and helicopter landing locations it is common to have one site servicing
at the log landing. The special head on necessary for the logging. It includes multiple log landings.
the loader removes limbs by running the an evaluation of aerial photographs
log through chain-covered wheels, uses a and topographic maps of the area in Columbia Operations
conjunction with stand characteristics Terry Newkirk of the USFS is
computer to scale the log, and is equipped
such as tree volume, diameter, and involved with managing the Freds fire
with a cutting bar to remove scrap.
distribution information, and other salvage timber sale. Freds fire burned
pertinent data provided by Forest Service approximately 7,700 acres, almost two
successfully undertaken harvesting specialists. Parts of the plan are field- thirds of which were in the El Dorado
operations in Sarawak’s natural forests verified to confirm the accuracy of National Forest in California and over
for the past few years. assumptions and to verify critical items one third in an adjoining block owned
In the US, where heli-logging is such as landing area sizes. by logging company Sierra Pacific. To
proposed in a USFS area, its feasibility demonstrate the desired outcomes,
is analysed by first developing a ‘paper’ Landing areas Newkirk points to a repatriated area just
plan for the area. This plan is basically a Helicopter logging operations use two 7 miles (11.2 km) from the current lot that
map showing the proposed logging units, types of landing areas. Log landing sites had previously burned in the Cleveland

56
 right: Determined by saw mill
requirements, logs are sorted
onto trucks based on their final
destination. Because helicopter
logging is faster than traditional
methods, these operations
often require a large number of
trucks to keep log landings from
becoming overloaded.

fire in October 1992. The Cleveland fire of the area burned by the Cleveland Fire they used some of our old landings after
burned aggressively for three days over when the USFS began salvage logging we had moved off of them. I believe
almost 22,485 acres killing almost all operations in 1993. “Now here we are there were landings that were rotated
the trees in the area. Half of the burned again,” says Dan Sweet, “just over a through more than once. I was impressed
area was public land and majority of the decade later, working on a similar project. with how easy it was for the different
rest was private commercial timberland. The circumstances are virtually identical supervisors to coordinate this, and how
Approximately 140 MMBF of dead trees to the first fire, where the Forest Service amiable we all were with each other. It
were removed and the area replanted had such success with subsequent made the challenges of getting all the
with new conifer trees, which were reforestation.” different methods done efficiently very
planted further apart to reduce the Despite the nearby example of rewarding when it was pulled off.” Being
chances of repeat fires. successful post-fire management, close to Sacramento, Lake Tahoe and the
The USFS plans to conduct controlled environmentalists have hampered Bay district, this forest was extensively
burning when the trees are 15 to 20 ft the process. Although the area is still used as a recreational area for 4-
tall because the fuels on the ground will subject to legal challenge, various wheeling, camping and boating and needs
be light and it will be possible to control federal administrations – fed up with to be made safe and reproductive again.
flames to less than two feet high. Had delays – have instituted procedures The area has very steep slopes and a lot
it not made the conscious decision to that allow logging to continue during of brush, which made it susceptible to
salvage harvest a significant number of legal challenges and so selective logging the fire. Without the controlled burn used
dead trees, the USFS says that the large continues. many years ago, the fuel load needs to be
number of dead trees left to fall would Once a salvage logging area is reduced and the terrain necessitates the
have made it extremely difficult to use surveyed and a decision made to log, defensive logging to be done by helicopter.
controlled burning. it is put up for tender. In this case, According to Taylor, this particular
The now pristine area is a shining Columbia Helicopters won the bid for the sale has been well set up, taking place
example of successful repatriation where heli-logging component of the contract less than a year after the fire. “The trees
some areas were cable logged, some which includes not only the Vertol 107 still have good levels of moisture and so
by tractor and others by helicopter. helicopters, but also all the logging it is generally good quality timber,” he
“This area was burnt out 13 years equipment, ground and air crews. said. “The trees dry out depending on
ago,” explained Newkirk, “but now it Columbia’s project manager, Scott their diameter and the soil so some of
demonstrates what can be achieved with Taylor says, “There is a lot of co-operation the smaller trees are already breaking
management after a fire – and it involves and co-ordination. The companies are down. The bigger ones will probably
both USFS and Sierra Pacific land.” He here to make money and the Government hold up for another year.” Some of the
describes it as a classic model of the kind is here to make sure everyone does bigger logs (around 5 ft diameter and
of results possible just 13 years after what their job properly, safely, productively weighing up to 27,000 lb) are carried out
was a catastrophic fire. and profitably. All the different types by Chinook (234) in up to 32 ft lengths.
Columbia Helicopters is a heavy lift of harvesting occur right next to, and The smaller 107s carry a maximum load
helicopter company with a long history overlapping each other. We flew logs into of 10,500 lbs on the hook. Taylor said that
of logging using Vertol 117 and 234 landings that had been previously utilised both helicopters logged up to 10 hours
Chinooks. It had logged a large portion by tractor or line logging machines, and per day as light and weather permitted

58
“The Vertol rate of production would be pilots, according to Booth and Johnson. servicing and component replacement. As
similar or better than the 61 and the 234 Although like any other helicopter, the aircraft are flying, ground crews work on
continually moved volume at more than Vertol can experience settling with power, ground support equipment and prepare
three times the rate of the 107.” The the pilots say recovery is effected quickly for the turn-arounds (typically hourly
helicopters use 200 to 250 ft long lines. and easily by merely moving the helicopter and of around five minutes duration)
“The real danger,” according to Mark sideways and lowering the collective. and scheduled servicings. It takes a
Johnson, one of Columbia’s logging pilots, The left seat pilot flies the long line special kind of person to do the job;
“is to the ground crew. Burnt trees are so while the right seat pilot monitors power working in the field and conducting major
brittle that branches can snap very easily. and gauges and fills out the record sheets maintenance in often less than ideal
We want to reduce the downwash effect (weight lifted, log hooker’s name, number conditions. Aircraft are shut down in the
and because of the very tall trees on this of logs and takeoff and landing times). middle of the day to allow maintenance
site, we use a 250 ft line.” “The weight is derived from the load crews to perform ‘levels checks’ and to
Johnson considers the Vertol to be the indicator and is often an average reading give pilots and logging crews a chance to
ideal helicopter for the task as there is no as six to seven logs tend to bounce rest and eat.
power lost to a tail rotor. “A tail rotor can around,” explains Booth. The hookers do
absorb anywhere from 17 to 21 percent of not know the exact weight of the logs but Least Impact
available power in just keeping straight; use their experience to compile loads. The Regardless of any controversy
in the Vertol, 100 percent of the power is density altitude at this site is up to 8,000 ft surrounding the practice of salvage
available for lifting.” Tim Booth, another and the pilots use maximum power on logging in the USA, there is no argument
Columbia Vertol pilot commented. “The departure. Depending on the helicopter’s that logging by helicopter has the least
way the helicopter is built and the way weight and prevailing conditions, a pilot impact on the environment and provides
we maintain it, I think it is one of the may need to ‘milk’ it into forward flight. an ability to reduce fuel loads in areas
safest aircraft around.” The dual main Pilots always try to fly smoothly to avoid that are inaccessible to other ‘cheaper’
rotors of the Vertol make it much less ‘jolting’ the load which can be hard on methods of extraction.
susceptible to winds than conventional the airframe and fatiguing for the crew. With fuel loads increasing in
helicopters and allow it to hover with There are usually three maintenance forests and the promise of even more
tail winds and to accept tailwinds on crew including the crew chief to provide catastrophic fires in the future, defensive
approach or departure – features that around-the-clock maintenance support logging by helicopter in US forests
make it very popular with long-lining including refuelling, levels checks, appears to be a growing business. n
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p e r so n a l p r of i l e

Walter Ehrat
Upernavik, Greenland

Greenland, known as the

frozen continent has some
of the most spectacular
scenery anywhere on
earth. For Air Greenland
pilot Walter Ehrat each
day makes him realise
How did you start flying but hey I still have at least 20 years left in
helicopters? the career, we’ll see.
how lucky he is to be a
I have been interested in helicopters from
an early age, as a matter of fact my parents WHAT DO YOU THINK HAS BEEN THE
helicopter pilot in this
told me that as early as three years of age GREATEST CHANGE IN THE HELICOPTER
that I was fascinated by helicopters. I did INDUSTRY RECENTLY?
part of the world.
my fixed wing PPL at the age of 17 and after GPS, GPS, GPS. Best thing since sliced bread.
scraping together enough money I did my
helicopter CPL at the age of 22. Got my BEING BASED IN SUCH A REMOTE
first job as an instructor at the same LOCATION HOW DO YOU KEEP UP TO DATE
school I trained in, they even paid for my WITH INDUSTRY NEWS AND TRENDS?
instructor rating. Well I read HeliOps of course. I also
frequent internet forums such as Pprune.org
HOW MANY HOURS DO YOU HAVE AND and Helitorque.com, and online
IN WHAT HELICOPTERS? publications.
I have 5,000 hrs in R-22, H-300, Enstrom,
B206, AS-350, B-222 and B-212. ARE THERE ANY ADVANCES IN
TECHNOLOGY THAT HAS MADE YOUR
WHAT DO YOU ENJOY ABOUT FLYING IN JOB EASIER?
GREENLAND? The GPS and moving map has made my life
It’s the satisfaction of knowing that we much easier. I also like the FADEC system
make a huge difference in the lives of the in the AS-350B3, but I don’t think it’s really
people that live in this extremely harsh and something that makes a big difference. A
difficult environment. Helicopters are often 206 with a weak battery is always fun to
the only means of transport and contact to start manually. But other than that, then a
the outside world. good autopilot, as well as radar are a great
help for flying in bad weather here. A Glass
HAVE YOU EVER HAD ANY MOMENTS IN cockpit, EGPWS-equipped new helicopter
YOUR CAREER THAT MAKE YOU THINK HOW would be nice, but it’s not really needed to
LUCKY YOU ARE FLYING HELICOPTERS? do the job we do here with the Bell 212.
Well I think I have that everyday I’m out
flying. I think “Hey this is the greatest job WHAT ARE SOME OF THE CHALLENGES YOU
in the world”! FACE FLYING IN GREENLAND?
Bad weather. Flying in darkness with
WHAT IS THE CLOSEST CALL YOU very sparse weather information is an
HAVE HAD? interesting challenge.
Well I’m sorry to say that I have never had
any close calls. Everybody says “wow you’re IS THERE ANY ADVICE YOU WOULD GIVE
a helicopter pilot, you must have some TO YOUNG PILOTS STARTING OUT IN THE
stories to tell!!” In my career I have never INDUSTRY?
had any mechanical failures, other than the Yes, stay out of trouble and try to be friends
occasional burnt out light bulb or so. I have with everyone. Build contacts and keep a
also never bent metal, or done any damage, positive attitude. n

62
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like it
HOT....

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th e l a st wo r d by Nick lappos

immediate non-starter, and the cloud

height is measured to the meter, so
An excerpt from
that nothing is left to judgement and
Flight International, chance. They can’t even land somewhere
4/10/05 if a weather guy hasn’t measured the
conditions there, on site. If a runway
has some deviation, it is closed and
“Commercial helicopter operations are halted. Airlines are bus
companies, moving people from terminal
operators, manufacturers
to terminal, nothing even remotely
and industry associations different or creative is allowed.

must agree on a strategy 2) Helicopters have the unique ability

to go where nobody has been. Helicopters
to address the unacceptably my checklist:
survive in an economic niche where
high rotary-wing aircraft they provide the only way to do that job,
1. Instruments and procedures
accident rate, which is at which is often ad hoc, and not able to
to support true IFR to
be specifically planned. By its nature, a
least 10 times worse than helicopter is operated more creatively
heliports, using the low speed
of the helicopter as part of the
that achieved by the world’s and more adventurously. We must
procedure. Navigation that is
approach and land where the FAA hasn’t
airlines” map-driven and rock solid,
surveyed, where no concrete has been
and EGPWS integrated into
poured, or where the platform is tucked
the mission.
into a complex rig, and every square
meter is a tradeoff on some technical 2. Power to make decisions and
warns Dr William Forster aspect of the rig. Helicopter pilots have controls that fully support
American Helicopter Society chairman. virtually no data on the conditions where the jobs we do, so that pilot
they operate - how can they? Today it is judgements can be devoted
a highway intersection, tomorrow it’s a to external hazards - How far
farmer’s field, and next week a patch of away is that tree limb?, and
ocean. Helicopter pilots have to make life not devoted to preventing the
or death judgements that are simply basic aircraft itself from harming
Let’s decode the differences to what they do, but totally beyond what us (I hope I don’t get LTE, or
between helicopter aviation and airline airliner pilots must decide. Helicopters will I have enough torque
operations, so that we can compare are used for screwball side missions that for this mountaintop/wind
the accident rates. no airplane can do. If an airplane can do situation?)
it, the market will provide it, at one third
3. Critical mechanisms that are
the price, of course). If helicopters try to
The contrasts: force the world to change, they close that
monitored so that their safety
status is announced to the
1) Airplane operators ensure greater economic niche a little bit, force their
crew and maintainer.
safety by forcing the world to modify lifeblood to be a bit thinner, and force
itself to their needs. All runways world- themselves out of existence. Helicopters 4. Control systems that do the
wide are the same. The FAA has four must learn to ‘deal with it’ to survive task the pilot asks without
employees for each airliner, coaxing it economically. requiring the coordination
along, watching it constantly, nursing its of a trained seal, so that
When can we directly compare
safety. Every ILS is identical. A typical hovering at night is done
helicopter safety to airliner safety? The
airliner spends 2 percent of its journey on automatically, allowing the
day an airliner hangs power wires on
expensive runways and taxiways. Airlines pilot to use his intellect and
towers, or hovers at midnight to prevent
make the world conform, and derive skill, tending to the outside
frost on apples, or holds workers on
safety from the sameness. Their economic world instead of struggling
power lines to fix them, or hovers over
impact allows them the arrogance of with his machine.
a plane crash in the mountains at night,
forcing this cost and complexity.
or lands on a small platform on a rigboat
Airliner pilots have carefully
150 miles offshore at night. When airlines
prescribed procedures and routes, These above four factors would make
dare to attempt the missions helicopters
altitudes and nav systems and commercial helos as safe as airliners
must do, they will have an accident
communications are all pre-set and would be if they did real flying work.
record that is similar.
pre-planned. Their ops manual will not Helicopters do the dirty jobs, folks.
let them land anywhere but precisely All that being said, helicopter That is one of the reasons why I love
as published. A 10 kt tailwind is an operations can be made much safer. flying helicopters. n

64