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N O V E M B E R

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

I S S U E 42
 ISSUE 42

C O N T E N T S

24 38 48 57

Philip Knaus captured this

unique angle of his brother
Roy long-lining in the Austrian
mountains near St Johan.

long-lining – learning the ropes

Long-Lining – probably one of the hardest,
most frustrating and humbling challenges
faced by a helicopter pilot. Sarah Bowen
talks us through some tips of the trade. 24

r e g u l a r f e a tu r es simulation – the new reality

From the Editor 3 As the world wonders how to (affordably)

improve the standard of helicopter training

New Products and Services 5 to reduce the number of helicopter

accidents, Dubai-based Emirates-CAE Flight

HeliOps Subscription Form 5 Training is already offering high quality

simulators to benefit not just UAE pilots –

Personal Profile – Rich Nowland,

but everyone. 38
EMS Pilot, Rockford, USA 15
Belts: the driving force
Legal Counsel – Reserve, Guard, For most piston-engined helicopters, and
and Military Employees 17 indeed, some light turbines, rubber
tensioning belts are in effect, all that is
Flight Dynamics – The Universal between you and a power failure. We look
Emergency Procedure 19 at how to minimize the risk from
something going wrong. 48
Maintenance Update – Changing
Registry 21
performance in pLAIn english
Safety Column – Safety First, Ladies One subject prone to misinformation is
& Gentlemen of the Jury! 23 “performance”. And knowledge of
performance is perhaps the most safety-critical
The Last Word – When Industry Strikes 64 knowledge a pilot must posses.
Phil Croucher sets the record straight. 57
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 f r o m t h e e d ito r
The saga of Night Vision there. Fortunately, after many false starts
PUBLISHER Goggles and the civilian industry over the past few years and having hopes
Neville (Ned) Dawson seems to be an ongoing saga. raised then dashed by the authority as it
It seems that some regulators continually moved the goalposts, there may
EDITOR cannot make up their minds now be some semblance of reasonableness
Mark Ogden b y m a r k o g d e n
as to what is needed or arising. CASA in consultation with an
how things should be implemented. Mike HAA NVG Industry Working Group finally
deputy editor Atwood, probably the most recognized followed the intent of the CASA CEO’s (Bruce
Rob Neil promoter of, and trainer in, the civilian use Byron) vision of regulatory development
of NVGs has been deeply involved in the (despite prevarication by underlings). It
US EDITORs regulatory development of this aid to flying. seems that NVGs will get the go-ahead soon,
Aaron Fitzgerald He recently lashed out at the FAA regarding and guess what? The training hours will be
its recently issued Handbook Bulletin for Air five in five flights (one in low illumination).
legal EDITOR This training is also based on a competency
Transportation (HBAT) which sets guidelines
Robert Van de Vuurst policy for FAA districts and establishes standard of flying a helicopter into and
standards for FAA field inspectors. out of an unlit pad at night. Additional
european EDITOR
In a letter circulated to many in the training (hours) will be required for mission
Sarah Bowen industry, Atwood pointed out that the HBAT competencies such as rappelling and
was first going through revision, and he winching, low time night or IFR pilots. There
technology editor
voiced concerns about the industry not is an additional minimum 1.5 hours night
Nick Lappos having an opportunity to provide input. and instrument training for those pilots
He said that there were recommendations without a command instrument rating.
safety editor
forwarded for review and implementation Industry sees it as a positive development in
Phil Croucher that the CEO’s vision prevailed.
into the HBAT, but not one of them was
included. Another issue was that the FAA It seems that even the staid UK CAA
Maintenance editor
had increased the NVG Initial Pilot training may have had a change of heart and is
Russell Goulden
time from five to eight hours representing a beginning to loosen its approach on the use
sixty percent increase in the training. This of NVGs, albeit not before time considering
ITALIAN CORRESPONDENT
is interesting because, as Atwood highlights that the AAIB (UK’s accident investigator)
Damiano Gualdoni
in his letter, in the eight years that the NVG first recommended their use for the police
program has been running, there has not air units over three years ago.
scandinavian CORRESPONDENT
been one accident in the US attributable In New Zealand, two SAR/EMS operators
Rickard Gilberg
to the use of NVGs. Among other issues have been routinely operating NVG for all
he noted, “One of the major problems that night ops for over a year now. Both did
PROJECT MANAGER
the FAA refuses to admit, is that industry the NVG training course provided by Mike
Cathy Horton
has taken the lead and has developed the Attwoods’ Aviation Specialties Unlimited
expertise and experience for civil NVG (ASU). Many other EMS providers put their
proofreader
operations.” He also says that because crews on this course as well, as did the New
Barbara McIntosh
an individual flew NVGs in the military, Zealand CAA! ASU have run the annual re-
“this does not give them the knowledge currency training for the crews of these two
DESIGN
base, operational experience, and absolute operators. The main issue it seems has been
Graphic Design Services Ltd
qualifications for civil NVG operations, the limited supply of goggles out of the US
especially if they have never flown civil State Department.
PRINTING
operations.” The availability of the goggles has meant
Print World
Hallelujah! This, I believe, has been that NZ has enjoyed a slow and manageable
one of the biggest problems with the development of practices and procedures
introduction of NVGs – the military with the industry there availing itself with
EDITORIAL ADDRESS
influence. Yes, the military has the the best available civilian NVG initial and
Oceania Group Intl
experience but in a completely different recurrent training, and is now shaping up to
PO Box 37 978, Parnell conduct its own NZ CAA-approved training
environment and operating concept from
Auckland, New Zealand that envisioned and conducted by the and maintenance programs. It is refreshing
PH ONE: + 64 21 757 747 to see the positive outcome of an authority
civilian industry. This is not meant to
FAX: + 64 9 528 3172 belittle the military achievements – after that monitors the industry, allowing it to
all it was the military that developed and develop what is needed while making sure
EMAIL put into use the technology. But it has to be nothing strays too far outside the bounds
[email protected] recognized that when it comes to training, of reasonableness.
no one can afford to train like the military, Well, with HAI coming up in just a
WEBSITE
and a more pragmatic approach is essential few months and UK’s Helitech less than a
www.heliopsmag.com when it comes to the technology’s use in year away, the industry is moving along at
the civilian industry, if we are to gain the quite a pace and both these show promise
is published by Oceania Group Intl. benefits of the technology. And after eight to be exciting industry events. But with that
Contents are copyright and may not be reproduced years of accident-free NVG operations, you increase in industry activity, comes increased
without the written consent of the publisher. Most would think that the FAA should be patting flying hours and a worrisome increase in the
articles are commisioned but quality contributions
the industry number of accidents. Accident rates do not
on the back and saying, “job well done”. matter; one accident is one too many and
will be considered. Whilst every care is taken
In Australia, the industry has been hurts the industry in the eyes of the public
Oceania Group Intl accept no responsibility for
struggling to get the country’s regulator, and if not more importantly in the eyes of the
submitted material. All views expressed in HeliOps the Civil Aviation Safety Authority (CASA), industry’s customers (although their pressure is
are not necessarily those of Oceania Group Intl. to come to a realistic determination on the sometimes a factor in the accident causation).
introduction of NVGs to civilian operations Please, fly safe and keep reading! n

3
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 ne w p r o d ucts a n d se r v ices

Canam goes to Elite Simulation Castle Tour

the World The approval by the UK CAA of the first Elite Simulation PremiAir Aviation has
Canam Aerospace has chosen Solutions helicopter simulator in the country is a launched a new luxury

Dart Helicopter Services breakthrough for the Swiss company. The UK FNPT II historical tour, which allows

for worldwide commercial approval is to JAR-SD 3(H) and the first UK unit is now passengers to visit some of

distribution of their product in use at Norwich International Airport. The Evolution the UK’s finest castles, without
S623 simulator is configured to represent a single turbine having to worry about time
lines. That distribution
helicopter based on the AS350BA. The use of an S623 to train constraints or the hours
excludes Japan, Norway,
helicopter pilots in Australia and New Zealand, where it won of queuing traffic on the
the U.S. Military and OEM
approval two years ago, has helped to refine the design for motorway. The company has
sales. Canam currently
created the ultimate day out
manufactures 14 products, clearance in EU countries. The simulator has a 4-channel
visiting Kenilworth, Thornbury,
specializing in remote cargo external visual system offering 170o vision and features
and Berkeley Castles in a
hooks, electric swivels, long a fully enclosed cockpit with a dual pilot instrument and
single day, ending with dinner,
lines, carousels, grapples control layout. It has full auto-pilot capability with a flight
bed and breakfast in a top
and cargo nets. All Canam director and navigation coupling to both VOR and GPS and
suite at Thornbury Castle.
products are designed with for the latter has a TSO C-129 certified system allowing GNSS
Up to nine passengers can
a sizeable safety factor and (RNAV) capability with an auto-pilot NAV coupling.
travel together. PremiAir can
every component produced The open instructor station is at the rear of the enclosed
also design other bespoke
at the Canadian facility is flight deck, which has an unobstructed view to the visual
helicopter tours to castles
individually tested prior to scene via front windows. Hardware, such as switches and
such as Hever, Blenheim
shipping. All Canam Plasma knobs, are in the same locations, of similar appearance
Palace and Sudeley Castle.
Long Lines are certified, pre- and offer very closely the same responses as those of Passengers can be collected
stretched and pulled to 2.5 the AS350BA. Upgrade options include a King EFS40/50, from a departure point most
times the rated working load. additional GPS receivers, a fully enclosed instructor’s convenient to them and then
Plasma long lines are the station and 3D models such as oil rigs. For flight training flown by helicopter to the
highest strength synthetic organisations with limited space in which to install a historical destinations of their
rope available and are simulator the S623’s external footprint is compact, at only choice, or a suitable landing
chemical resistant 4m x 4m. spot very near by.
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 SUPPORT
“Our customers make their living in an
MD Helicopter. Our team of experienced field
service engineers is dedicated to keeping
our customers flying, and flying safely. Our
Spare Parts Department is in daily contact
with all MD Helicopters Authorized Service
Centers to serve our customers no matter
what hemisphere they’re in. We’re setting
new standards in technical publications,
customer training for pilots and maintenance
personnel. What’s more, we’ve put together a
Fast Response Team to handle our customers’
emergency support needs. We can now
respond to domestic needs within 48 hours and
international response within 72 hours. With
JEFF SNYDER
General Manager,
this level of support, we have reduced AOGs
Customer Support by 80 percent. MD Helicopters have incredible
technology. Our goal now is to be number one
in customer support. We’re here for you.”

mdhelicopters.com
800-310-8539

American Pride Rising to New Heights. | Phone: 480-346-6344 | E-mail: [email protected]

ne w p r o d ucts a n d se r v ices

Enhancing “Express Lane” maintenance 4th Generation

Vision Premier Turbines, Dallas Airmotive’s Missouri engine repair Rotor Blade
Chelton and Kollsman will and overhaul division, has opened “Express Lane” service for
The 4th Generation blade
collaborate on a new series TFE731 and RR 250 engines. The service is up and running.
development builds on the
of products to combine The company has established dedicated areas to handle non-
work done for Sikorsky’s
Chelton’s Synthetic Vision standard workscopes for TFE731 and Model 250 engines so
state-of-the-art Growth Rotor
Electronic Flight Instrument that operators needing immediate service will not have to
Blade (GRB) currently used on
System (EFIS) and Kollsman’s compete for priority with other engines undergoing standard
the UH-60M and S/H-92. The
General Aviation Vision overhaul. The Express Lane concept is focused on limited
CH-53K model wind tunnel
System (GAViS T). Both workscopes such as AOG, FOD, special inspections, and AD-
testing has shown a significant
companies currently offer driven campaigns where specific areas of the engine are
improvement in forward flight
breakthrough products targeted for disassembly, inspection and repair. Dedicated
resources including separate work areas, tooling, machinery, efficiency over the GRB. Earlier
in enhancing situational
equipment, work force and pre-positioned inventory have in the year, similar model rotor
awareness in the cockpit,
been established for each product line. hover testing indicated large
and in combination, will
gains in hover efficiency. The
offer pilots of the GA market,
performance of the advanced
light trainers and small to
medium size business aircraft
Leading Edge laser-marking blade compared to current
technology translates directly
an integration of enhanced Leading Edge Aviation has invested in a UV laser wire
into increased payload and
vision and synthetic vision marking machine which allows the permanent marking
range. For example, based
systems. For example, of wires without compromising the shielding. Each wire is
Chelton’s exclusive flight on model rotor test results,
individually marked to the customer’s exact specifications,
path marker, Highway-in-the- this includes, font and font size, and vertical or horizontal Sikorsky expect range
Sky, and advanced head-up orientation. This equipment will also support cataloguing improvements of up to 90nm
symbology overlaid over the each harness in a data base and allow customers to over the GRB blade for similar
GAViS real time images of standardize or upgrade their fleet over time without S-92A applications. Also, for
an IFR approach will make further expense of duplicate engineering or re-engineering certain hot-high conditions, the
landings in darkness and low processes. Each harness is accompanied by a detailed aircraft Max Cruise Speed will
visibility easier and safer. schematic and material certification. increase from 135 to 146 kts.
ne w p r o d ucts a n d se r v ices
Sky Connect Free Technical Manual revisions Turbomeca
update MDHI is now providing commercial Rotorcraft Flight Manual technical
The FAA has issued two STCs revisions, free of charge, to registered owners for the life of training
to Sky Connect which permit the helicopter. An electronic form is provided on the MDHI
Turbomeca and its partner
installations of Sky Connect web site to allow owners of MD helicopters to register for
LCI are unveiling a new
equipment on the 206 and the subscription revision service for these manuals and if a
training center at the Izarbel
S-76. The STCs include Sky helicopter is sold or transferred, the new owner need only
Technopole (France), in close
Connect’s newest control register on-line to continue receiving free Rotorcraft Flight
proximity to the Tarnos site.
head called the Mission Manual revisions. The company is also providing an FTP site
This center completes technical
Management Unit, which for free downloading of the commercial technical manuals
training facilities for Turbomeca
provides flight crews with and revisions, in Adobe® Acrobat® PDF format allowing for
customers in Europe, Africa
two-way text messaging local printing of these publication. Free downloads will be
and the Middle East.
and unlimited phone calling provided by registering and accessing the existing on-line
capabilities. Electronic Technical Manuals (ETM) website. The on-line
ETM website provides web access to all MDHI commercial
technical and flight manuals.
X-Tube
More Approvals Dart has received the

for SkyTrac Transport Canada

Certification for their
SkyTrac Systems announced Turbomeca maintenance in forward and aft Replacement
today that it has added all Russia Crosstubes for the AS350 /
available derivatives of the
Gazpromavia and Turbomeca signed an agreement for the AS355. The crosstubes are
type certificate for the BK117,
maintenance of Turbomeca engines in Russia based in the constructed of high-strength
AS365, and EC155 to its STC
Ostafievo airport near Moscow. Gazpromavia is the first steel and feature Dart’s
installation approval list.
Russian ‘Operator Support’ partner for Turbomeca. Turbomeca signature two-piece split
SkyTrac has also announced
is the first western helicopter engine manufacturer to create saddles. All the saddles are
that they will soon also have
identical, thereby reducing
the 206 and the AS350 B2 and a maintenance center in Russia, which will be certified to
B3 installations approved. replacement stock inventory.
European standards.
C M Y CM MY CY CMY K
ne w p r o d ucts a n d se r v ices

JetNet/AvData EXTERNAL LIFERAFTS FOR THE 412 AirCell Certified

shows off Apical Industries has Transport Canada approval of the AirCell has received FAA
Emergency Replacement Mid-Float with Rafts for the 412. The certification for the wireless
JETNET/AvData has released
Apical system includes the patented externally mounted liferaft functionality of AirCell Axxess,
its STAR Report and helicopter
system integrated in the mid-float. The system is the lightest the company’s flagship satcom
database which, according available system of its type, weighing only 112 pounds (net); a system. In addition, AirCell
to the company is an ever- 72 to 133 pound savings when compared to jettisonable liferaft has successfully completed
improving and vastly superior systems. Each mid-float incorporates a twin tube full canopy integration testing, allowing
helicopter database service, reversible ten man liferaft (with 15 man overload) and survival operators to add their choice
covering some 26,000 rotary kit. The supplied inflation system for the liferafts attaches to of Inmarsat data connections
wing airframes around the existing aircraft fittings and is activated either mechanically to AirCell Axxess. AirCell
world. Included are nearly 600 from the cockpit or by two externally mounted T-handles. Apical Axxess provides an 802.11b/g
for-sale helicopter listings. The has also received FAA certification for their Tri-Bag Emergency wireless hotspot aboard the
largest and most complete Float System with Rafts and optional automatic water activation aircraft, enabling a number of
civil business helicopter on the increased gross weight Eurocopter EC 135T2i/P2i model current and future capabilities.
database available, this service aircraft. Following the certification of the Increased Gross When a broadband connection
encompasses all relevant Weight EC 135 earlier this year, a review of the original drop test (such as Inmarsat or AirCell
piston and turbine-powered data and revised buoyancy substantiation report revealed that broadband) is installed,
helicopters. In light of the the existing design could accommodate the increased gross passengers can use AirCell
burgeoning global helicopter weight. The FAA has now certified the revisions to the reports Axxess’ in-cabin wireless
resale market the JETNET for that substantiate the suitability of the flotation system at 2,910 connection to seamlessly
Helicopters service has been kg without necessitating any changes to either the system operate laptops and other
welcomed by those who trade design or the kit part numbers. The increased gross weight will 802.11b/g Wi-Fi devices to
in this unique market segment. be included in both the Transport Canada and EASA certification surf the Internet, use e-mail,
This helicopter database is applications. The Tri-Bag system provides the industry’s most and log on to their corporate
packaged in JETNET/AvData’s stable float platform and is designed to allow the aircraft to be VPN’s. Integration testing is
highly popular Evolution retrieved after water landing by towing. In addition, the external also underway on a variety
interface affording users a liferafts are integrated into the forward floats, a design that of COTS (commercial off-the-
vast array of sort and search offers not only ease of use but also enhanced safety. The floats shelf) smartphones. More on
ability, fleet and market report may be deployed either manually by a cyclic mounted handle that system capability will
features, data export privileges or, optionally, electrically by fuselage mounted water switches. be announced as compatible
and all the benefits of a an One six-man Liferaft with survival kit is mounted on each of the devices become increasingly
on-line and relational database forward floats. Optional skid extensions are available to allow available on the consumer
architecture. use of the system with standard skid tubes. market in the coming months.
Honeywell Powered

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Applicable to AS 350BA
Honeywell LTS 101-700D-2, 350FX2
Applicable to AS 350BA or AS 350B2
GenerationFX Engine Controls

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200 AMP Electrical Generation

350FX1: 4,960 lbs IGW, 5,200 lbs EGW

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Re-designed Cabin Ergonomics

Our 350FX Series STC, based on the AS 350BA/B2 AStar,

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ne w p r o d ucts

Bell 412-EP NVG Cockpit

Aero Dynamix in coordination with Keystone
has delivered a Bell 412EP NVG STC’d cockpit
for the LA County Fire Department. The
aircraft NVG cockpit modifications included
avionics internal lighting modifications, cabin
lighting, caution panels, annunciators, overlay
panel with NVIS lighting to cover engine
and transmission instruments, eyebrow
lighting and NVG modifications to the
communications and navigation radio suite.

Power Sonix PA system

for AS350
Dallas Avionics has received an FAA STC for
its installation of the new PSAIR22A in the
AS350. Eurocopter installed the low profile
quad driver, dual horn liquid cooled speaker
array while Jet Source provided the 600w
amplifier. The company says that after testing

Era Helicopters LLC, one of the world’s

the system with comparable products, the
military/DHS found the Power Sonix, “able to
project sound with greater authority”. Sound
power level @ 1 meter is 148 dB while system leading helicopter operators, is now
weighs only 18 lbs.
hiring Pilots and Aircraft Maintenance
Technicians.
Air Cruisers Emergency
Flotation System All pilot applicants must have instrument ticket and a
Air Cruisers now has Canadian STC approval
minimum of 1250 hours. Bonus paid for ATP Certification.
for its Emergency Flotation System for the
AS350 and 355. This innovative activation Bonus paid for flight hours and paid per diem. Era offers
system represents the latest in reliability and a 14-day on / 14-day off schedule.
ease of operation by using compressed gas
to activate the inflation system rather than
cables or electricity. The many advantages to Seeking experienced technicians with A&P License.
this float system include: Experience with Sikorsky S-61/S76, Agusta A119/A109,
• Easier installation – installation time can
be as low as 6 – 8 hours because there
Eurocopter EC120/AS350 experience preferred. Field
are no cable adjustments or electrical Experience required for 14 day on/14 day off work
connections necessary schedule with paid per diem.
• Corrosion protection – the system has no
cable to be subjected to corrosion
• Quality – same OEM quality floats Era offers a very competitive compensation and benefit
• Calibrated activation – trigger will only package which includes an employer sponsored 401k plan.
work at a calibrated force.
• Carbon Composite Reservoir – greater
volume at a lighter weight Please send resume and cover letter to:
• Quick Inflation Time – less than 2.5 seconds
Human Resources Department
The system is capable of in-flight deployment
Era Helicopters LLC
at speeds up to 135 kts and altitudes of up to
6,600 ft. It is activated by a trigger mounted on P. O. Box 6550
the cyclic without removing your hands from Lake Charles, LA 70606
primary flight controls.
or email to:
jfi[email protected]

Equal Opportunity Employer

 Rich Nowland personal profile
EMS Pilot,
Army – I’m also pretty satisfied that I am instruments. Everything was in the green
Rockford, USA still alive after all that! and I didn’t feel anything wrong with the
control of the aircraft. I turned off the
Have you had any eye-opening autopilot and flew for a few minutes to be
Flying EMS in a Bell 222 moments on an EMS mission? sure. I asked the paramedic, who flies up
They are all eye-opening moments! The front, to shine the flash light out the front
is not something that many first that comes to mind was a night scene. windscreen to see if he could see anything.
My pager went off around 22:00 hrs. It was When he did, we discovered that it was
pilots will get to experience, only a seven-minute flight to the accident covered with blood, feathers and poop! We
scene, so en-route we tuned frequencies and had hit a Canada goose at 130 knts! His side
but for Rich Nowland, contacted the scene command on the radio. of the windscreen was completely covered
They told us they wanted us to land in the
since retiring from the eastbound lane of a four-lane highway, and
but luckily mine was still clear enough to
see through. We landed at the hospital and
that they would have the traffic stopped.
Army it has become his after checking out the aircraft and cleaning
Once over the scene the flight crew and I off all the remains of the goose, we found
day-to-day routine. Rich’s went to hot mike and circled the accident no damage other than a piece of paint
scene to check winds, the landing area missing from the nose. Lesson learned –
job with Lifeline presents for obstacles, debris and anything that it seems geese fly IFR at night! Who would
would endanger us on landing. We started have guessed!
new challenges and our approach with both a searchlight and
landing light on from 500 ft. Everything What is the most challenging thing
sometimes potentially looked good until at 30 ft we heard someone you have had to do?
say, “Wires!” I did a hoist rescue from a 250 ft grain
difficult situations. I stopped my decent and asked the med elevator in Wichita, Kansas, one time, with
crew if they had said that, but they replied, a single engine Bell UH-1V – a medevac
“No, we don’t see any wires.” The nurse was configured Huey. I had to hold a 100 ft
How did you get into flying EMS? looking out and she told me not to back up hover to lower the medic down to pick up
I am one of those guys who actually – there were wires just a few feet from the a badly burned patient. The winds were
never grew up dreaming of being a tail rotor. I moved the helicopter forward gusting 35 to 45 knts. When we arrived we
helicopter pilot. I joined the army as and down and landed. I shut the aircraft observed a grain elevator complex with
an 18-year-old kid where I was an down, and went to find the Fire Chief in close to 100 silos in one long complex – a
infantryman and parachutist. A friend charge. I have to admit that I wanted to half-mile long and 250-feet tall, with a lot
told me about the Army Aviation Warrant chew the Incident Commander out, but of smoke and structural damage. Suddenly
Officer Program and I thought that would after looking at what he and his volunteer a truck pulled into the center of the facility
be fun so I put in an application. After fire department were dealing with (at least and was unloading when a spark from the
passing all the required tests and the five bodies lying in various places around vehicle ignited the dust in the facility and
physical I was accepted in 1983. I retired the accident scene), I decided to talk to literally blew the ends and the center of the
from the Army in 1999 and have been him later! This was one of the most chaotic complex out. I circled and located the guy
flying civilian EMS ever since. accidents I’ve been called out to at night. It they wanted us to rescue and I came to a
just shows that even with a landing zone hover about 100 ft over the patient, who was
What is your total time on helicopters? brief from the hard working guys on the on the roof. I checked my power and it was
Over 6,000 hours. Most of that was in the ground, in the chaos of an accident they can well within limits. I then picked a couple of
Army Bell UH-1H, but I’ve also flown the miss things that can make it bad for us. reference points to the front and side of the
Bell 206, BK117, Schweizer 300, and currently aircraft to help maintain my position while
Has anything happened in flight that we lowered the medic. One of my biggest
I fly the Bell 222, which I have to say is
you weren’t prepared for? concerns was that the downwash from the
my absolute favorite. It’s set up as a SPIFR
Yes, I was en-route to a hospital to pick up helicopter might stir up more dust from the
aircraft; it has lots of power and it’s a very
a patient and we were cruising at 2,000 ft feed that was in the silos and cause another
smooth ride.
on a very dark night. I had the autopilot on explosion or cause a portion of the building
What kind of flying have you done when we heard a loud bang! I immediately to collapse. I had the medic call me on the
during your career? grabbed the controls and checked the radio once he was with the man, and the
I’ve flown in Europe, South Korea, Thailand, Crew Chief raised both the medic and the
Hawaii and the United States. I’ve done man up and into the Huey.
lots of low-level tactical stuff both during
the day and at night with NVG. I’ve flown What are your opinions of the EMS
medevac, hoist operations, fighting fires industry in the USA?
with Bambi Buckets, search and rescue, sling There has been a lot of press about the
loads and now EMS. I also did some flying safety of EMS lately; I think we are moving
for a TV show called “Tour of Duty” . in the right direction but a lot more can
be done, like mandating the use of NVG
What have you found most satisfying? and autopilots. Training on decision-making
I really enjoyed teaching tactical flying and and operating the aircraft are also
instruments to new pilots while I was in the important items. n

15
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 LE G AL C O U N s e L

If you’re a US employer, the main Now that you know you’re covered,
thing to be aware of is a statute called the then what are your obligations to your
Uniformed Services Employment and pilot employee who is going overseas?
Re-employment Rights Act, otherwise First, determine whether they’re eligible
by robert van de vuurst known as “USERRA.” for USERRA re-
Originally passed employment benefits

Reserve, Guard,
in 1994, USERRA to start with. There
provides leave and Assuming all of that are five basic criteria:

and Military
re-employment Your employee must
protection for
applies (and it usually be leaving a civilian

Employees –
employees who job (that one is
does), then what you’ll
provide military usually a no brainer),
service, including have to do is re-employ and they have to

Your Obligations members of the

National Guard and the individual not just at
give you notice
of the impending
Under USERRA Reserves. It basically
the job they left, but the
leave (which can be
seeks to ensure that written or verbal).
members of the The cumulative leave
job that they would have
military are entitled, time (which can be
What are your obligations
as a matter of law, obtained had they not been in different segments
under USERRA when an to return to their at different times)
civilian jobs upon absent for military service. can be no longer
employee is recalled to completion of their than five years (and
military duties, there are exceptions
active duty in the military?
with full seniority, that allow for longer
status, and rate of pay, as if they had never periods), and they must have been released
left to start with. Putting aside for now the back to you via an honorable or general
obviously good policy foundations of the condition discharge. Lastly, after discharge,
statute, which no one, including me, would the employee must report back to work
ever criticize, it can put some significant within certain time periods, or their rights
burdens on an employer. Here are some key are waived.
features that you need to be aware of. Assuming all of that applies (and it
usually does), then what you’ll have to do
First, remember that the coverage of is re-employ the individual not just at the
USERRA is a LOT broader than what you’re job they left, but the job that they would
Given the current situation in Iraq, my probably used to dealing with in your day- have obtained had they not been absent for
firm has been getting a lot of calls lately from to-day company affairs. USERRA applies military service. That escalation clause is the
clients who have questions about what to do to everyone, regardless of the size of their big kicker about USERRA, and can present the
when an employee is recalled to active duty business. There are no “number of employee” biggest issues. Under certain circumstances
in the US military. limitations like there you may even owe somebody a promotion
My own law firm are in the FMLA and a pay raise. They are also entitled to full
has been affected as or ADA statutes. If credit for retirement, pension, fringe benefits,
well; one of our better USERRA provides leave you’re an employer, and health insurance, again as if they had
associates, who had you’re covered - never left. Lastly, and this will come as no
just retired from the
and re-employment period. It also applies surprise to you, USERRA gives employees
Navy JAG but was to voluntary military a big stick to use against employers who
protection for employees
still in the reserves, service commitments don’t comply with the law. It authorizes
was pulled back into who provide military in addition to civil lawsuits against non-conforming or
his uniform to help involuntary call-ups, discriminatory employers, and recoverable
prosecute the terrorist service, including members which a lot of people damages include punitive damages and
detainees at Gitmo. don’t realize. In other attorneys fees. So let me repeat the advice
I thought it might
of the National Guard and words, if one of your that I give you in this column every single
be timely then, to employees decides to month; call a qualified attorney ASAP if this
Reserves.
give a little guidance enlist in the Marines issue comes up. n
on our obligations to aid in the war
as employers when against terror, he or
these situations arise, as more than a few she has certain re-employment rights under
of you have pilots, mechanics, and other USERRA. More than a few of our clients have
* The discussions in this column are the opinion of the
employees who have either been called up or been rudely surprised by that in the past
writer only, and may not be relied upon as legal advice
are subject to a call up. couple of years. without the expressed written permission of the author.

17
 flight dynamics
followed by dead silence and a guaranteed caused by checklist-itus is amazing,
trip to the nearest forced landing area, sometimes leading to that dreadful
instead of a simple flight home in a silence where your helo’s whisper voice
wounded but very flyable helicopter. In tells you that you just shut down the
short, failure to keep the rotor happy only healthy engine, and bad things are
by nick lappos
makes the first emergency only an in the immediate future. If I had my way,
appetizer for the main course – a bigger, engine controls would be in the baggage

The Universal meaner problem.

Pilots are reluctant to move the
compartment, to be manipulated once
the helo was on the ground after the

Emergency collective up in a runaway, but to do so

is almost never bad, because too much
fun. If an engine is dead, what good is
flipping its control off in the first minute

Procedure power (like being too rich or too thin) is

seldom a bad thing. OK, so you climb a bit
of the emergency? On the other hand,
while rushing to do something fast, what
– see Rule #2. are the chances of you or your sterling
co-pilot shutting down a perfectly good
Even though when we look w Keep your altitude if at all possible, engine? Based on the statistics, the odds
and maybe even climb! Second only to of throttling a healthy engine are about
at the flight manuals for rotor RPM, altitude is your friend. Why? 10 percent! Auto entries, TR failures in
Because it can be cashed in later for cruise, stabilizing in OEI flight – none of
various helicopters, there speed, or glide distance or radio range, or these need to use the engine levers/twist
obstruction clearance height. And it can grips at all.
seems to be no common always be lost, since energy is easy to
dissipate, yet hard to get, especially when w Use your crew! Because we grew
thread when it comes to the
you need it. Perhaps even more to the up in small singles, we tend to think of
basics of dealing with an point, altitude could be irreplaceable in a ourselves as the lone warrior, pitted solo
wounded helicopter that can barely limp against nature, and measured by how
emergency, there is actually home. The tips of ridges are littered with little we must depend on outside help.
aluminium from aircraft that didn’t quite Bull! Use anything and everything at
a common set of emergency make it, proving that “didn’t quite make it” your disposal to help out, including that
is the same as just plain “didn’t make it.” sterling mind in the seat beside you. Once
procedures we can follow On instruments, a few hundred feet could you stabilize the RPM, hold the altitude
mean the difference between maintaining and airspeed, ask her or him, “So what
that are universal, and almost the MOCA, or blundering along hoping do YOU think happened?” If you ask it in
that you will prove the chart-maker wrong the right tone of voice, sort of bored and
never wrong. on his estimates. If the chart-maker wins, maybe just a little petulant, they will write
the noise is deafening, they say. Only songs about you in the ready room. If your
when you are on fire in flight or a gearbox co-pilot has a bright idea, all the better,
is about to seize, is altitude a bad idea, and because she or he can simply note what
frankly that is rare enough. happened, without the mind-sapping
burden of manipulating the controls. It
w Keep your airspeed! Pilots instinctively is surprising how much clearer things
slow down during emergencies, the appear to your co-pilot.
Here are some rules that are standard back-cyclic and down-collective
“implied” if not directly stated in every quick-stop is a natural enough instinctive w Don’t smack the ground! Considering
helicopter emergency procedure. movement, but many times it is not very that the above all concerns itself with
healthy. Remember, everything works what to do when your helicopter has
w Keep the rotor RPM in the green! where you are, and if you slow down too had something break, please recall that
Simple enough, but nearly as important much, you will violate Rule #2. If you must about 30 to 40 percent of all accidents
as “Don’t forget to breathe.” Find the slow down, at least trade the speed for occur when a perfectly controllable,
RPM gauge and put one eye on it in every climb, and put that energy in the bank, healthy machine is driven into the earth
emergency. You must act decisively, subject to future withdrawal. Why not by a crew that didn’t know exactly where
positively, as if your life depended on slow down? First, you can always slow the earth was. Since Controlled Flight
it. The best immediate control to obey down later, but you might not have the Into Terrain is the single major cause
this dictate is the collective pitch, which power to speed up if you have already of mishaps, perhaps we should invert
means keep the rotor from dropping too slowed too much. You climb better, the this article and spend 80 percent of the
low or from climbing too high. Use the vertical fin helps in Tail Rotor failures, words telling us all how to avoid CFIT. Ah,
collective pitch to keep your helicopter auto entries are easier (when a little back another column!
flying. Be ready to either lower or raise the stick is part of the entry) and the aircraft
collective. How fast? The rotor is your life, turns more slowly for a degree of bank, so w Do no further harm! The Hippocratic
and being too slow to lower the collective its flight path is easier to loosely govern Oath tells doctors this, and pilots should
could mean that you lose control within while you work out the situation. take heed. Work slowly, precisely and
seconds. Failure to raise the collective deliberately. If you have a second crew, tell
during a governor runaway could mean an w Leave the engine controls alone! The them what you think, ask them what they
engine overspeed protection shutdown, number of immediate engine shutdowns think... and then decide. n

19
 MAINTENAN C E U PDATE
4 Flight logs, maintenance records, supplements, continuing airworthiness
historical records. instructions, approval documents and
Form 8130, or Form 337, Form 1 or
➤ Do you have all the logbooks equivalent?
by RUSSELL GOULDEN normally issued for that type of The absence of any of the above
aircraft? usually results in delays in the process.
The path I suggest taking, especially
Changing Registry
4 Engine, airframe and propeller
logbooks. when an aircraft is being prepared
4 Modification logbooks. and shipped, is to apply for an export
4 List of hours, cycles and calendar certificate of airworthiness from
No, I am not talking about a time for all lifed items. the aviation authority of the country
of origin.
computer’s registry file, I am ➤ Do you have the aircraft’s complete This can be very important when
history? there are modifications to the aircraft
talking about removing an
4 Has it been in an incident (e.g. over- that cannot easily be removed or are
aircraft from the register in torqued)? vital to the aircraft’s configuration (and
4 Has it been in an accident (e.g. sale value). The export certificate of
one country, and re-registering damaged)? airworthiness is a legal document issued
4 Has the aircraft got a monitoring by the export country’s airworthiness
it in another. system installed? authority.
It is not compulsory from an export
➤ Have the appropriate inspections point of view, but under some conditions
By convention, an aircraft been done and correctly recorded? it can be highly desirable from an
– whether fixed-wing or rotary – can ➤ Have any components that are importing country’s perspective and it
only be registered in one country at any subject to TBO or SLL been generally streamlines the importation
one time. This is because the country of overhauled or replaced at the process at the destination country and
registration is responsible for overseeing prescribed intervals? prevents costly delays. Broadly speaking,
the aircraft, its use, maintenance ➤ Are the logbooks properly filled out an export certificate of airworthiness
and airworthiness, and also holds with all the appropriate maintenance is a document which shows that the
responsibilities with respect to ICAO and entries recorded? exporting country’s civil aviation
accident investigation. It therefore stands ➤ For a low utilization aircraft that may authority has reviewed the aircraft,
to reason that an aircraft cannot be on have been sitting for years, have any records and history. The exporting
two different countries’ civil aircraft storage inspections been carried out, authority also liaises with the destination
registers at once. and if so, have they been recorded in country’s authority to agree on any items
Should you or your organization the logbooks? to be listed.
be considering purchasing an aircraft Always remember that if you are
– regardless of its condition or state of All of the above items need to be a pilot or an engineer licensed in one
repair – there are some important facts considered, otherwise the review of the country, you cannot carry out tasks or fly
concerning ownership and registration aircraft in its new destination country aircraft registered in a different country
that need to be considered and verified: for issue of its registration and certificate without appropriate written approval,
of airworthiness would disclose such authorization or licences.
➤ In which country is the aircraft oversights that could delay certification A change of registry is certainly
registered? or increase costs – or both. an exercise where it pays to have the
➤ If not currently registered, when was Another important point to consider legislator squarely on your side. In my
it last registered? is an aircraft’s modification state. If local opinion, this is best achieved with an
➤ Can it actually be de-registered? modifications have been made in the upfront approach and a little research. n
country of origin, are all the relevant
Without the actual deregistration documents available: modification data,
from its current registry state (country) drawings, parts lists, flight manual
the aircraft cannot be registered in
another country.
If an aircraft has been sitting around
unused for some time, there are a number
of important things to consider that
can have a big impact on how much
it will cost to return it to service.
Remember time is money!

➤ Are all the records for the aircraft

complete?

21
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e-mail: [email protected]
 safety column
Companies as well as individuals provisions are automatically illegal
are at significant risk in today’s climate because they violate the Certificate
of zealous litigation. For example, if of Airworthiness, of which the flight
something untoward were to happen manual forms a part. While an insurance
by PHIL CROUCHER to a pilot working in a single-engined company might consider it to be to its
helicopter when there was a twin long-term benefit to keep a

Safety First,
available, and were that pilot’s spouse to good customer happy and pay out, it
sue the company for failing to provide would be well within its rights to refuse a

Ladies & Gentlemen

the safest possible work environment, claim in such circumstances. Is it worth
(i.e. the twin), it would matter little taking the risk?

of the Jury!
how many expert witnesses the Watch for problems with paperwork,
company might produce to prove the landing sites, equipment used incorrectly
safety of a single-engined aircraft. There or in the wrong environment – or even
is every chance the grieving spouse being in the wrong environment!

Whenever we fly, we have would win, because it would be easy

to convince a jury that two engines are
to abide by the laws of the always better...right?
Similarly, it could be argued that the
various lands in which we H/V curve isn’t relevant to an accident Try not to take short
occurring on approach. However, the
fly as well as aviation law, mere existence of the curve could bias a cuts. The actions we
jury against a pilot. The unfortunate truth
so it pays to consider how a – something many people do not realize often take to “help the
– is that juries often disregard the law
jury – whose members will and award judgments to suit themselves, job along” could be
which can be a double-edged sword. One
not likely be aviation-minded only needs to look at the sensationalist
entirely misconstrued
portrayal of aviation by the general media
– might construe our to realize that most people assume that
(or cleverly twisted
everybody who flies has money and is
actions or decisions when by a lawyer) in a
heavily insured as a matter of course.
So what can you do to head off a
something goes wrong. courtroom.
potential legal disaster?
First of all, consider all the
implications next time somebody asks
you to do something
that you are not sure A plaintiff’s lawyer will look at every
about; put yourself angle and sue everybody involved, from
in the position of the manufacturers of an aircraft to
Put yourself in the a juror and ask the people who flew and maintained
whether what you’re it. Carefully consider the value of
position of a juror being asked to do is public liability insurance if you are an
really such a good independent contractor or “freelancer”.
and ask whether what idea! Would you give If you are an employee, a master-and-
yourself the benefit of servant relationship may be deemed
you’re being asked to the doubt? to exist, and might give you some
Try not to take protection.
do is really such a good short cuts. The Start thinking up a suitable answer to
actions we often the statement: “If the passengers weren’t
idea! Would you give
take to “help the in the helicopter, they wouldn’t have
job along” could be been killed!” Passengers will not (usually)
yourself the benefit of
entirely misconstrued have contributed to an accident, and it’s
(or cleverly twisted
the doubt? a hard one to deny, although, presumably,
by a lawyer) in a they wouldn’t have been there in the first
courtroom. place if they hadn’t booked their flight!
Comply with However, you can’t claim their request for
all the limits and a flight as a contributory cause.
specifications contained in the flight Please be careful, and not just in your
manual. Any contraventions of its flying! n

23
C O V E R F E AT U R E
If all helicopter pilots

learned to fly while

looking straight down,

flying long-line would

be a breeze! In reality

though, mastering the

skills can be tough,

and proper training

is vital for those

who want to become

successful, competent

and smooth long-line

pilots.

story by Sarah Bowen

PHOTOS by Phillip Knaus &
Ned Dawson
26
The widely accredited pioneer of long- having your personal center of gravity ABOVE: The specially developed bubble
line operations is Wes Lematta. Lematta outside the helicopter, and developing window on the Bell 205 gives Roy Knaus
developed a technique he called direct the necessary quick reactions and the a lot better view of the load below.
visual operational control (DVOC) using ability to make decisions if something
a long-line attached to a belly hook. This goes wrong. opposite page: During mountain ops
involved looking out and down at loads flying the load is only part of the job, the
attached to a remote hook at the bottom Learning the Ropes pilot must also watch out for obstructions
of his long-line. The technique allowed An external load course qualification such as wires and the cliff face.
him to move and place external loads is no guarantee of a job in the long-
precisely with plenty of clearance from line industry for a newly qualified
obstacles – and created many more work commercial pilot, but it certainly provides
opportunities. The rest, as they say, is more opportunities. The right training
history! Lematta and his small operation could well lead to a career in logging,
grew into the present-day Columbia construction, fire-fighting, or one of the
Helicopters – arguably the world leader many other sectors of the helicopter
in heavy-lift external load operations. industry that rely on external load pilots.
The DVOC technique is now in worldwide Pete Gillies, Chief Pilot and instructor
use and is commonly referred to as with Western Helicopters in California,
“vertical reference” – the ability to fly joined the company in 1972 as a line
without reference to the usual horizon for pilot. “We began teaching long-line in
orientation. 1975 as the seismic era was beginning.
For those pilots willing to accept Very few pilots knew how to handle a
the risk and inherent danger of flying long-line with smoothness and precision
slowly and hovering out of ground effect back then. It was an ability that Canadian
(HOGE), long-lining is a challenging yet pilots had mastered through rigorous
satisfying flying skill to master. It is all flight training, but it was a rarely used
about control, patience and finesse. It’s an skill here in the United States,” Gillies
acquired skill that is well worth learning explains. “As seismic picked up, the
if one is to become a true “utility” need for excellent long-line skills rapidly
helicopter pilot. It involves a number of increased, and we often found ourselves
new concepts and tricks of the trade, training two or three students a week.”
such as coping with oscillations, suddenly Western Helicopters is based at

27
 Powerline
Detection System
Protection you can hear.
One of the greatest hazards in helicopter operations is powerline
strikes. Our system senses the electromagnetic field emitted by
powerlines, and
provides a unique,
auditory alert in the
pilot’s headset.
Pilots literally
“hear” their
proximity to
powerline hazards.
The result is the
potential for
reducing powerline
strike accidents and
loss of life.

Exceedance
Warning System Rialto Airport, an uncontrolled field
50 miles east of LA (elevation 1,455 ft).
From there, its students also train in

Operating limits you can feel. the nearby mountains, which top out at
11,455 ft, and, if training with a bucket,
at a lake located about 8 nm north of the
Exceeding operating limits causes premature component failure, airport. The company conducts most of
higher operating costs and accidents. Our solution is a tactile its training in an MD500D, but it also has
feedback alert. When operating limits are approached or exceeded, a cargo hook-equipped Schweizer 300C.
a collective shaker “The 300C costs less to fly, but depending
delivers a unique on the density altitude and the weight
warning. Pilots of the student and instructor, we may
actually “feel” their not be able to use the 300C during the
warmer months. It’s not fun continuously
way around the
running at near full manifold pressure
helicopter’s operating
during this sort of training!” says Gillies.
envelope. The At the airport, Western utilizes a flat
benefits are safer area of ground north of the duty runway
operations, less for long-line training, where a number
maintenance of “targets” are located for students to
downtime, and lower practice placing their loads. The practice
operating costs. loads comprise concrete blocks weighing
between 30 and 100 lbs, which are carried
on slings from 50 to 150 ft long. Students
begin with a 50 ft sling and work their
way up.
Western helicopters uses synthetic
rope rather than steel cable for slings to
carry various types of loads including
power poles, pallets, tanks, pipe, nets and
water buckets.
(914) 946-9500 www.safeflight.com

Pioneering Safety and Performance Since 1946

Challenges recalls, “she had the techniques mastered ABOVE: It takes a special skill to position
There are three major challenges in less than an hour!” a load at the end of a 150 ft long-line.
in learning to carry out accurate, For those pilots who already have
smooth and “happy” long-line flying. opposite page: This Boeing Vertol 234
some “500-time,” the average amount of
The first is learning to fly the helicopter special training required to bring them up is one of two that Columbia Helicopters
smoothly and precisely while to the level of skill and knowledge needed operates in the PNG highlands in
looking straight down, as opposed to to pass the USFS/OAS “VR” flight test is support of oil exploration.
looking ahead through the windscreen around five hours. The test requires pilots
or at the instruments. The second to be able to hold a load within a 10 ft
is understanding and controlling circle at the end of a 150 ft sling for up to
oscillations in the slung load; one must three minutes at a time. While training,
learn how to stop them occurring in flights are limited to no more than one
the first place, but if they do occur, hour as the flying is very fatiguing.
One aspect of long-line
how to almost instantly quell them. There are many factors that have
The final challenge is the fine art of to be taken into account when flying a
feeling one’s way to moving a load the long-line: rigging the load, sling length,
flying that many pilots
last 30 ft to the target, without losing sling material, flight characteristics
control of it and having to start all (which depend on the type of load), safety seem to enjoy is the
over. Hovering the helicopter has to aspects including those that affect the
become second nature – as does ground crew, hand signals, radio protocol, immediate feedback;
“flying the line.” density-altitude, load weight, flight path,
One aspect of long-line flying over-water operations, bucket work, tower a load will “tell” a
that many pilots seem to enjoy is the assembly, operations in tall trees, around
immediate feedback; a load will “tell” a buildings, next to slopes, and so on – it is pilot whether he or
pilot whether he or she is flying smoothly a long list! After learning the theory and
and accurately. However, as with any gaining a rating, a pilot really only has
she is flying smoothly
skill, some learn faster than others. a license to learn – there’s nothing like
Gillies says that the best pilot ever to getting first-hand experience on a real job.
graduate from their school was a Swiss
and accurately.
mountain guide who took to long-line Long-Line To a Career
“like a duck takes to water” – and, he There are few formal ways to gain

29
 BV107 as a need arises, at which point
you become a 107 command-pilot and can
If a line is too short, start logging. Eventually you could step
up to fire-fighting and construction jobs
a load can be affected in the 107, and as your career progresses
you are then eligible to be moved up into
by the downwash and the Chinook.”
The length of the line used varies
start to spin, which depending on the particular job, the
surroundings (much of the work is around

is not good on a tall trees and large power lines), and the
size of the helicopter. If a line is too short,
a load can be affected by the downwash
construction job. and start to spin, which is not good on a
construction job. Columbia Helicopters
generally uses a 200 ft long-line. This
is mainly to ensure that the downwash
does not create an unsafe work area for
personnel under the helicopter. However,
according to Hutchings, Columbia uses
a 150 ft line for many of its construction
jobs – even with the Chinook – as crews
still need to be able to see the load as
well as watch for hand signals from the
ground crews. The 150 ft line is still
long enough to prevent the incredible
downwash created by the Chinook from
causing mayhem on the ground.
Hutchings also has a company called
Los Angeles Helicopters in Long Beach,
California which is currently putting
together a “Professional Long-line
Training Course” that will only be taught
by professional long-line pilots.

Getting down to business

Anyone thinking about starting their
own long-line business needs to comply
with certain regulatory requirements.
These vary from country to country.
David Ekeholm is one of the external-
load instructors at Helicopter Adventures
Inc., which operates out of Space Coast
Regional Airport in Titusville near
Orlando, Florida. “One way to get into
accreditation. Some companies require include overseas, Alaska, or pretty much the long-line industry would be to open
an external load training course, anywhere in the lower 48. Columbia was your own business. In order to do this
while others prefer to do the training not concerned if you had any long-line in the USA you would need to obtain
themselves, starting with shorter lines time at all – most of us did not.” a Rotorcraft External Load Operator
and easier loads then working their way Hutchings co-piloted for a couple of Certificate,” he explains. “You must have
up. This is the route typically taken years in both the BV-107 and -234, before ‘exclusive use’ of at least one helicopter
by Columbia, which operates a fleet of moving onto flying the “light” ships. that meets the requirements of FAR
some of the world’s largest fully certified Columbia uses 500s, and back then, also 133.19; have the sole possession as an
helicopters. Command pilot Andre used LongRangers. The “light” ships owner, or have a written agreement
Hutchings describes how he started with are support helicopters and tend to be that gives you possession or control of
the company. “I joined Columbia in 1996 used for transporting crews as well as the helicopter for at least six consecutive
as a co-pilot. The criterion then – as it is supporting the larger helicopters. “This is months. The person who applies for this
now – was a minimum of 1,000 hours. where you are first introduced to flying certificate needs to hold a commercial
Back then you would be hired as a co- a line,” Hutchings says. “Once you have pilot’s license or an airline transport
pilot and get sent to wherever Columbia flown the 500s in support roles for a license, and needs to designate a chief pilot
had a need for your services; this could while, they might move you up into the for the operations. Before the certificate ➤

30
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is issued, you or your chief pilot must involved. “The Part 61 course consists of experience. I flew with students and
demonstrate enough skill and knowledge to ten hours’ minimum flying in a cargo- performed other types of flight missions
the Administrator i.e. the FAA.” hook-equipped R22, using different loads such as ENG, power line and pipeline
A typical knowledge and skill test and cable lengths, from 12.5 ft to 175 ft. patrol, and sightseeing. In 2002 I went back
includes a survey of the flight area, In the initial phases we introduce the home to Finland and converted my FAA
demonstrating correct methods of loading, student to OGE-hovering, settling with license to a JAA Commercial; I now fly an
rigging and attaching a load, performing power and vertical reference flying. The AS350B2 for a Finnish company.”
performance calculations including weight subsequent lessons include load control,
and balance, giving proper instruction to swing and circle arrest, load pickup and Tips from the top
ground crew, demonstrating satisfactory set down, s-layouts and circle-layouts with There is no substitute for experience,
knowledge of the Rotorcraft Load different cable lengths and at different so for aspiring pilots who haven’t yet
Combination Flight Manual, as well as airspeeds. We try to include as many amassed experience of their own, it pays
more fundamental skills such as takeoffs real-world scenarios as possible, like tree- to listen to those who have been there;
and landings, directional control during harvest, gully-walking, simulated search here are some top pieces of advice from
hovering with a load, flight at different and rescue, fire-fighting and quick-stops. some established, professional long-line
airspeeds, moving a load into the release After 10 to 15 hours most students have pilots.
position, and if a helicopter is equipped developed an understanding of how the Brian Pilmer, command pilot at
with a hoist or a winch, demonstrating the helicopter should be manoeuvred with Columbia says, “Be patient and stay focused.
ability to operate that equipment safely a load swinging freely underneath the Initially the hook will be all over the place, and
and efficiently. aircraft. It requires a lot more practice a pilot’s natural tendency is to chase it. Don’t
Whether someone wants to start up on before they are really proficient, but by try to over-control the aircraft. Just try to be
their own, or train for a position with an this time they have a general idea of the as smooth as possible.”
employer, they will need to demonstrate basic concepts.” Pat Farrand from Whistler in Canada,
the necessary competence and knowledge One of Helicopter Adventures’ success pilots a Bell 205 and 212. He mostly flies
and, depending on which part of the world stories is Jarmo Hillberg, who graduated utility and fire-fighting missions. “Here in
they will be doing their flying, obtain the from their external load course in spring Canada there is a lot of long-line work, so a lot
required ratings. Helicopter Adventures’ 2000. “After graduating I worked as a of us just sort of end up doing it – it’s
external load training is conducted under flight instructor and commercial pilot more the norm than the exception. When
FAR Part 61. Ekeholm explains what is in Virginia, where I gained a lot of good practicing, start with a fairly short line ➤

33
 you can also lean on your elbow. We have an
A Superior Helicopter – elbow pad to put your weight on and a bubble
K-Max being used on the Don’t hurry. If you hurry, window, so it’s really much more comfortable.”
Australian bushfires. Matt Cole, Maintenance Crew Chief at
your hook shot can go to Columbia, initially started out as a logger.
Cole says, “Take your time. Don’t hurry. If
you hurry, your hook shot can go to hell and
hell and you start beating up you start beating up the guys on the ground or
getting hung up in a tree.”
the guys on the ground or Hutchings also gives some excellent
words of advice. “Trying to fly a long-line is
getting hung up in a tree.” probably one of the hardest, most frustrating
and humbling challenges I’ve faced as a
helicopter pilot. I don’t think it’s possible to
ever truly ‘master’ flying a line, although I’ve
in a big field so you can’t hit anything; in fact seen some of the guys I work with come pretty
it can be better to start with no line on at all close. It’s more a case of good and bad days,
– just stick your head out and look straight and good and bad ‘hook shots’. There are so
down! It’s a completely different hovering many variables, but really no hidden secrets
experience looking down than it is forward. to flying a line. There are, however some basic
Practice holding steady, pick a spot on the fundamentals that need to be followed in order
ground and work on going straight up and to at least gain some consistency.
down from say 10 ft to 100 ft. “Take your time, and use slow and smooth
“We tend to fly from the left seat to long- movements. Make a good approach – into the
line, because in the machines we fly, it would wind if possible – and set yourself up way
be too much of a stretch from the right seat out from the target if you have that luxury.
to reach the collective and look out at the Fly the aircraft; the line will still be
same time. On the left side, the collective is underneath you, straight underneath you
quite close to the outside of the machine, and if you’re travelling slowly enough on the ➤

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 approach. This is the key to a nice ‘hook shot’
or ‘load placement’.
“Don’t stare at the hook! Look towards “There are hundreds
your target with occasional glances at the
load to check your altitude. It’s extremely easy of excellent long-line
to become fixated on the hook only to find out
that you’ve already arrived at your target and
pilots in the world today,
now have to bring the line to a halt, at which
point it starts to fly out in front of you. If this
but there are probably
happens you’ve just created a bunch of hard
work for yourself!”
Gillies adds, “Long-line is so simple – so
thousands more who
easy, yet so misunderstood!” He finds it
difficult to watch an “otherwise super” pilot
think they are good
attempting to teach himself long-lining
if that pilot hasn’t attended ground – but aren’t!”
school or flown with a proper training
Peter Gillies, chief pilot and
organization. “There are hundreds of excellent
instructor, western helicopters
long-line pilots in the world today,” says
Gillies, “but there are probably thousands more
who think they are good – but aren’t! Anyone
can learn to long-line – there’s no magic! Just oscillations, and who is outside the cockpit
memorize these words - Don’t learn to fly the both mentally and physically. You can
load – learn to fly the helicopter!” hardly see the tip-path move as he or she
There is so much to learn and only makes ever-so-slight control movements,
time and experience will improve a with utmost concentration and precision.
pilot’s skills. So how does one identify a It is someone who is in control, patient to
competent, relaxed and smooth long-line a fault, and has bugs on his or her teeth.
pilot? Easy – it is the pilot who brings a Bugs? Yes, from having a permanent
load right to your hand with virtually no smile, like a happy motorcyclist! n

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 story & PHOTOS by Rob Neil

Once the province of only major airlines, high quality

simulators now dominate every sector of aviation

– including the helicopter industry. As the world wonders

how to (affordably) improve the standard of helicopter

training to reduce the number of helicopter accidents,

Dubai-based Emirates-CAE Flight Training is already

providing a solution to benefit everyone – not just those

helicopter pilots flying in the UAE.

 Every day, airlines and aircraft With rising fuel and maintenance
operators continue to face bigger and costs sucking the profit-life out of their
bigger financial challenges as the margin balance sheets, anything that has the
between profit and loss continues to potential to reduce expensive time spent
shrink. There are only a finite number in the air on non-revenue-generating
of options for operators wanting to training must be worth serious
reduce costs and maintain some sort of consideration for helicopter operators.
profitability. The bigger and more complex the
top left: Entry to the Emirates-CAE The smaller the operator, the helicopter, the more significant is the
facility is through the adjoining fewer the available options to reduce training budget for its operator.
imposing façade of the Emirates expenditure. Helicopter operators are With this in mind, Emirates-CAE
Flight Training Centre. particularly vulnerable to market forces Flight Training (ECFT), a joint-venture
and in particular the cost of fuel, which company based in Dubai, has taken
top right: Staggered, multi-level
is a major expense for every aviation the lead in providing a JAA and FAA-
design ensures a flood of natural enterprise. Helicopter operators also approved level-D helicopter simulator
light into the training centre. face hefty maintenance bills to keep (the first to be approved by the UK CAA
Here, the luxurious pilots’ lounge their complicated machines airworthy. to level-D standards) to cater for the most
overlooks a row of busy simulators Another unavoidable, necessary evil is prolific type likely to benefit from the
on the level below. the training budget. Once again, this is cost-savings offered by a simulator – the
a cost that affects helicopter operators Bell 412. ECFT’s Dubai-based Bell-412
above: Senior Bell 412 simulator more than their (equivalent) fixed-wing simulator has the potential to save B412
instructor, Robert Klepper in the counterparts, because helicopters are operators thousands of dollars (perhaps
412’s “driving” seat behind the so much more expensive to operate per millions, depending on fleet size).
simulator flight-deck. flight hour than fixed-wing machines. CAE is the world’s leading simulator

40
manufacturer. With annual revenues highest quality training available. Both One of two rows of multi-
of over $1 billion, it operates in 19 CAE and the partner company benefit million-dollar simulators
countries and currently provides over from the ability to attract customers that equip the Emirates-CAE
80 percent of the world’s simulators. from the respective regions in which the facility.
CAE has sold nearly 700 simulators and training centers are based.
training devices to airlines, aircraft Heli Ops asked ECFT’s Senior
manufacturers, training centers and Sales Executive, Muhammad Usman
defence forces globally. Nevertheless, Mastan, why ECFT would be interested simulators, and establish a regional
despite being the market leader in in establishing a helicopter simulator. helicopter training facility in its Dubai
hardware, CAE long ago realized that not Mastan explained that the decision training center – already ideally located at
every operator wanted (or could afford) to was purely a business one. The (joint) the business hub of the Middle East.
purchase its own simulator. The company company realized the growing need ECFT realized how much money local
saw an obvious need to diversify beyond for an appropriate simulator for the operators would otherwise have to spend
merely producing simulators – however rapidly growing helicopter market in the to send pilots elsewhere for training.
successfully – and began establishing Middle East. It was obvious that a “local” simulator
training centers around the world to cater So what was the reason for selecting would be a popular addition to its Dubai
for such operators. CAE made a number the 412? Mastan explained that the facility; nevertheless, the decision was
of acquisitions and began establishing company maintains a “census” of not made lightly. The simulator that
training organizations in joint-ventures world aircraft fleets and constantly the company has built and installed is
with companies like Iberia (in Madrid), watches the order books of the world’s around US$20M, and is among the most
Alitalia (Rome), Singapore Airlines aircraft manufacturers (fixed-wing expensive single simulator in the facility.
(Singapore), China Southern Airlines and helicopter) so that it can anticipate This is a little ironic as the aircraft type
(Zhuhai, China), Aeroflot (Moscow) and demand for simulators. There have been it replicates – the Bell 412 – is by far the
Air Asia (Kuala Lumpur). These are just well over 400 Bell 412s produced, and least expensive type of aircraft being
six of the 22 training centers that CAE a large number of them operate in the simulated!
now has scattered strategically around region. So why are helicopter simulators
the globe. With simulator training now being so expensive? For the same reason
Each joint-venture is a symbiotic strongly emphasized in the region, that helicopters are so expensive – the
partnership that offers significant operators were all faced with having to complexity of the helicopter! In addition
benefits to both partners. In the case of send pilots to training centers across to the normal six axes of simulator
the various airlines, each receives the the world. It made perfect business movement, the helicopter sim requires
benefit of CAE’s experience in simulator sense then, for ECFT to follow the same the addition of a vibration platform
technology and ability to provide the model they had with their fixed-wing with its own three axes of movement. ➤

41
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In addition, the helicopter simulator
requires far more extensive visuals
and audio in order to qualify as level-D.
Where a conventional airliner
simulator has 180-degree horizontal and
40-degree vertical visuals, the helicopter
sim requires 220 degrees horizontal and
60 degrees vertical visuals plus the lower
chin windows in order to properly depict
the environment.
The UAE requirement for helicopter
simulators doesn’t specify level-D. Heli
Ops asked Mastan why ECFT elected to
install such an expensive simulator.
“All of our simulators are level-D,” he Dozens of well-equipped
said. “ECFT is committed to excellence classrooms rooms like this
in training and service, it is what makes are in constant use throughout
us what we are that we only offer the the training centre.
best in terms of technology, facilities and
instructors. There was never any question
that it would have been anything but a its location in Dubai is a particularly of heavily discounted rates at a number
level-D simulator.” attractive side benefit, as anyone who of top quality hotels near the training
Wouldn’t a level-C simulator have has visited there will be aware. Many center. ECFT’s bulk-purchasing discount
been cheaper for customers? “Not really,” of ECFT’s customers (fixed-wing as well allows the center to buy multiple room-
says Mastan, “not considering what we as helicopter) elect to spend additional nights at these hotels and make them
offer our customers. Once the simulator time in Dubai when “sims” fall due, available at up to 50 percent less than
is up and running, there is not a huge often bringing families with them and standard hotel rates in some cases.
amount of difference in the long term vacationing in the city. Realizing this, For pilots attending the simulators
in ongoing costs and we make sure the ECFT team have eleven full-time each day, a fully serviced lounge
we keep our cost to the customers customer service account executives, (including Internet) is available
highly competitive. The big difference is whose job it is to take care of all logistics throughout the day for pilots to relax
in the quality of the training experience for those attending the training center. between sims or classroom sessions. This
offered by having the best possible Students at the training center all is in addition to a large cafeteria serving
simulator.” receive “welcome packs” upon arrival all manner of quality meals.
ECFT’s 412 simulator has only been that detail, not only everything they need Everything about the training center
approved since January and its full to know about their courses, but also is intended to ensure that pilots are able
courses were only approved in March everything they need to know about their to concentrate and focus solely on their
– although local approval was obtained, stay in Dubai – including such things as training – which, after all, is what they
and its first local training was carried available amenities, places and items of are paying for. Every one of those other
out in February. Since it has been fully interest and lists of local restaurants. The “details” that travellers would otherwise
approved, the simulator has been used ECFT staff will even make arrangements concern themselves with is taken care of.
every day and was already operating at and bookings at local attractions for those There is no doubt about the quality
around 40 percent of its potential capacity that request them. of the facilities. Classrooms, briefing
by July. Customers as of July included Gulf Standard services for simulator rooms, dining facilities, lounge areas
Helicopters, Saudi Aramco, CHC Australia customers include processing visas (if – everything is immaculate, roomy, and
and the Dubai Air Wing. ECFT is talking required), and arranging and providing classy. But what of the simulator itself,
with numerous other customers who limousine transport to and from the and what of the instructors?
are interested in using the simulator for training center each day. The limousine HeliOps engaged the services of Phil
regular long-term training, and already transport is not a luxury, but rather, an Croucher to fly the 412 simulator and give
there has been interest from well beyond important tool that benefits students and an independent verdict. Phil is a highly
the “local” (Gulf) area. training center staff alike because it is experienced pilot with a great deal of
The 412 simulator’s potential essential that briefings and sim sessions instructing and training experience and
customers include pretty much everyone run according to strict timetables. is also the author of numerous helicopter
outside the US. Dubai’s location renders it Simulators are always carefully scheduled manuals and training textbooks.
“central” to most other places, including to maximize their valuable time – exactly Instrument-rated, and with a background
Europe, as well as the Middle East, Africa, like real aircraft. It would be costly and of both military and civilian flying, he is
Asia and Australia. disruptive for students to arrive late for currently flying Bell 212 helicopters in the
As far as potential customers for the training, so the limousine service ensures Middle East and thus ideally qualified to
simulator are concerned, quite apart from this does not occur. give an independent opinion on ECFT’s
the economic attraction of not having In addition to the limousine service, simulator.
to fly staff half-way around the world, standard services include the availability ECFT provided its chief 412 instructor,

43
 emergency and becoming another statistic.
After a series of emergencies and
abnormal situations, Phil admitted to
experiencing the genuine “wobbly knees”
sensation so well known to pilots in real
aircraft, and the sweat was certainly
evident on his brow. Asked later for his
opinions of the simulator, he was in
no doubt. “This simulator is extremely
accurate – very good. When I made the
running landing into the sand, I could
feel the drag on the skids exactly as I’d
imagine and I could see the waves of
sand blowing around the machine.” He
then commented on the importance of
left: The nerve centre of the Bell-412 upon seat arms as the 412 neared the complete reality if a simulator was to
simulator where Klepper or the other ground. The solid impact with the ground have real benefits. “There’s no point in
instructors can call up any of 180 faults felt extremely realistic – truly as if the having a “nearly accurate” simulator
heavy 412 had plopped into soft sand where an instructor needs to remind
for students to deal with.
alongside the road and slid to a halt. a pilot to ignore something because it
right: In addition to classrooms, there In important ways, simulators can wouldn’t be there, or wouldn’t do that in
are spacious and comfortable CBT and thus provide more “realistic” training a real machine,” he said. “This really is
procedural training areas set aside. than real helicopters, in that they allow a complete Bell 412 – right down to the
emergencies to be handled to their smallest detail.”
conclusions, exactly as they would be Klepper, who began his career as a
Robert “Bob” Klepper, to put Phil through in the real world. An engine failure is a helicopter crew chief in the US army,
his paces in the sim. perfect example. In the real world, few learned to fly helicopters with a crop-
Klepper did not take it easy on organizations practice autorotations dusting company. He has since spent
Phil, despite Phil’s lack of familiarity to the ground. The risks to people and much of his life in the air and now has
with the 412. (ECFT runs a highly helicopters are too great. A B206 pilot, for around 19,000 hours – and still loves his
detailed “differences” course for 212 example, will be aware that he or she flying as much as he ever did. His passion
operators wanting to make use of the will be making a “power-on” recovery for training is refreshingly genuine. He
412 simulator). While Klepper allowed and will therefore focus as much on is a big believer that simulator training
Phil to get airborne and make his way avoiding a torque-spike as on the correct is just another tool for instilling the
to downtown Dubai (it was easy to auto technique. In a simulator, it is a right attitude in pilots – the attitude
recognize all the landmarks, having spent real failure – all the way to its conclusion, that encourages pilots to avoid putting
a few days in the city), once over the and it is up to the pilot to get it right if themselves in situations that require
city he proceeded to throw a few the conclusion isn’t to replicate a crash. significant piloting skill to subsequently
problems at him. It is human nature to revert to recover from!
Every one of the 180 faults that the training in the event of real emergencies, He clearly appreciates the simulator
simulator’s software contains derives and if “real” training doesn’t actually for what it offers pilots. “The sim allows
from events that have actually occurred prepare pilots to handle emergencies, pilots to overcome the natural human
– somewhere. Phil was quick to notice the its value has to be questioned. In a tendency towards “disbelief” in a real
low oil pressure in one engine, and it was simulator, pilots can begin to gain the emergency,” he says. “In a helicopter,
here that the value of a simulator became necessary appreciation that emergencies there just isn’t time for that – by the time
instantly clear. The simulator is not just don’t always occur over nicely level, well- it has sunk in, it can be too late to do
about teaching a “rote-learning” drill for lit, “safe” airfields or large open spaces. anything about it. If a pilot has seen it
a specific circumstance, but more about A real emergency may well necessitate and done it in a sim, it is that much more
instilling the right thinking in pilots to “breaking” a helicopter to manage the likely he or she will react automatically
deal with emergencies appropriately. emergency properly and this is obviously – and correctly.”
After Phil sensibly decided to return to impossible to reproduce outside a Klepper firmly believes in the need
the airfield, he also began contemplating simulator. (Phil’s double engine-failure for strong CRM and feels this is also
an emergency landing, which is the kind and subsequent forced ditching was a strongpoint for simulator training
of thinking Klepper looks for. When the another good example). because it trains a crew to become a
second oil pressure light illuminated, There are a great many emergencies cohesive unit – and a cohesive crew
Phil immediately made a “run-on” that can simply never be trained for in a can minimize the effects of many
landing into the sand alongside Sheikh real aircraft, but the simulator’s ability malfunctions. He also believes that,
Zayed Road. to allow pilots to learn exactly what in the interest of safety, it would be
So realistic was the situation, that the the “real” thing feels like, and how to beneficial to have crewmembers who
writer found himself frantically pulling deal with it, may well be the difference fly in a single-pilot aircraft, to attend
harnesses tighter and clutching tight between surviving an unusual training as well. ➤

44
 “All I remember was someone
saying, watch your step”

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 It was enlightening to hear Klepper even help them to write manuals and
talk about single-pilot operations. “It checklists. The company provides secure
always interests me,” he said. “When It was equally interesting on-site facilities for operators to lock
we get these guys in here, we fail the manuals and documents away between
autopilot unexpectedly and watch
to discover that training sessions, so that there is no need
what happens.” Klepper smiled before to transport everything back and forth
continuing – the understated implication between home and Dubai each time.
clear. “It leads me to believe that it would Klepper was not the ECFT’s Bell 412 set-up is also an
be a very good idea for them to train approved Bell training facility. Any
more often.” sadistic brute that operator in the region that buys a 412 gets
It was equally interesting to discover factory credits that can be used in Dubai
that Klepper was not the sadistic brute
simulator instructors are so that they do not have to travel long
that simulator instructors are often distances.
painted to be. He is clear that his goal David Barette, Managing Director
is to do everything he possibly can to often painted to be. ECFT Dubai, is optimistic about the
prepare pilots to keep themselves and future of his company’s 412 simulator.
their passengers alive if the worst ever The company has invested a great deal
happens. “If a pilot can’t learn from an of money in it, but he knows that there is
exercise, there is no point in it, so we simulator experience as cost-effective an increasing need around the world for
never set impossible tasks.” and “painless” for operators as possible. helicopter simulators. He is also aware
Increasingly, insurance companies In addition to offering discounted that helicopter operators – unlike their
are insisting on simulator training accommodation, CAE’s venture with airline and corporate aircraft brethren
as a condition of covering helicopter Emirates Airline allows ECFT to offer – are unlikely to justify spending large
operators. Klepper’s answer – an often some discounted airfares – although it is amounts on full flight simulators.
repeated quote – to those operators who entirely up to customers how they travel. Having visited ECFT’s facilities, seen
complain about the additional costs, “If In addition, the training center their simulators first-hand and met the
you think safety is expensive, try having provides for customers to use their own people responsible for making things
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 For most piston-engined

helicopters, and indeed, some

light turbines, rubber tensioning

belts play a major role in keeping

the aircraft flying. These belts are

checked consistently with every

story & PHOTOS by Sarah Bowen
walk-around, but the signs of

cumulative wear or damage can

sometimes be difficult to spot.

Taking these belts for granted is

not an option; it’s sobering to think that
in effect, all that is between you and a
power failure may be a strip of rubber!
That said, complete malfunctions of
belts are rare, and most wear-and-tear
related problems are usually identified
and resolved during maintenance. Belt
systems vary between manufacturers
but all rely on similar principles. It is
important to know what can be done to
prevent something from going wrong.
Schweizer, Robinson and Enstrom
machines each employ a rubber belt
system to transfer drive from the engine
to the main transmission. Robinson
uses multiple v-belts, similar to those
that drive the alternator on the average and a multi-grooved drive surface. A electrically operated mechanism. Because
car. On the R22, the engine’s rotation jockey pulley, which sits between the the eight belts move independently, if
is transmitted to the main gearbox via engine pulley and the gearbox pulley, one of the belts were to malfunction,
two drive belts carried on “sheaves” or moves in and out to increase or decrease the remaining belts would continue to
pulley assemblies. Each belt effectively pressure on the drive belt, providing a transfer power to the main transmission
comprises two v-belts joined together; “clutch” mechanism between engine and tail rotor. The v-belts on the 269 are
thus the pulley has four grooves. The and gearbox; this is manually activated exposed and not concealed behind a
belts transmit the drive to a similar by the pilot for initial rotor engagement. fairing; any grit or FOD entering the belt
pulley assembly mounted on the main The system incorporates an automatic system is likely to fly out again rather
gearbox/tail rotor drive shaft. The belts freewheeling clutch in case the engine than getting caught up in the pulleys. On
are designed to act independently should fail. Even the turbine-engined the turbine Schweizer 333, a single poly
and offer redundancy in the event of a Enstrom 480 uses a rubber belt drive v-belt replaces the eight single belts. This
single belt failing. system; the main difference being that on results in better mechanical efficiency;
Enstrom’s piston helicopters make this system the belt maintains tension at on the eight-belt system the v-belts all
use of a single serpentine belt that is 6.5 all times. move at slightly different speeds, which
inches across and has approximately 35 The Schweizer 269C system is similar, means that some work harder than
ribs. It has a smooth non-driving surface except that it uses eight belts and has an others, putting a higher strain on the
 drive system. This can be demonstrated of belts. Enstrom receives similar reports.
by drawing a line across the belts before The belt drive system is also a very
engine-start; the mark will almost effective way to isolate vibration from the
certainly not line up once the engine dynamic components to the engine and
has been shut down again. Harder work vice versa, which improves the ride and
means more wear-and-tear and shorter extends component life.
belt life than the single poly v-belt, which Although there have been few
provides more reliability and less need for incidents resulting directly from belt
maintenance. failure, accident and incident reports
One major advantage of belt have helped manufacturers improve
drive transmissions is a reduction their designs and procedures. One
in maintenance costs as there is no consistent factor that has been identified
mechanical gearbox and no associated by manufacturers is the tendency for
seals, oil, gears or casings to maintain. A nearly all failures to occur in relatively
belt drive is pretty much a “fit and forget” new belts; those with less than 50 hours
system that requires very little in the way – most with less than 20 hours time-in-
of maintenance. A pre-flight inspection service. This is because new belts are soft
of the condition of the belts and sheaves and tend to grip the sides of the grooves,
offers an effective assessment as to increasing their tendency to “climb” out
top left: The complete Robinson R44 the serviceability of the system; more of the sheave. Initiation is thought to
drive assembly consists of upper and complex mechanical systems give little be either a belt strand coming out of, or
visual clue of impending problems other rolling over in a groove, leading to an
lower sheaves, clutch actuator, lower
than perhaps discoloured oil or a chip overload condition that ends up tearing
bearing and four V-belts; twice the
light. The belt drive allows for a very the belt apart. The most common causes
number of belts the R22 uses.
compact installation and is a much have been associated with high gross
top right: R44 lower bearing assembly cheaper option when it comes to the weight power applications – occasionally
showing the lower sheave and V-belts. initial design of the helicopter. exacerbated by turbulence, sheave
These are normally protected by the aft Andrew Wilson, an engineer for UK- alignment at installation or alignment
based Total Air Management Services, shifts caused by initial belt wear-in,
cowling, which has been removed for
talked about the belt drive system on new belts that are fitted to worn or
maintenance. The R44 belt system design
the Schweizer. “Our personal experience corroded sheaves, actuator tension out
has proven exceptionally reliable.
has been that the “poly-v” on the S333 of specification, or excessive belt slack at
ABOVE: The poly V belt used on – our fleet leader – is capable of lasting initial engagement, allowing a belt strand
a S333 performs the same job as the more than 1,600 flying hours. Other to be outside either the forward or aft
eight individual belts on the 269, operators have had belts run to over 2,300 grooves when tensioned.
but tends to provide better mechanical hours with no visual evidence to require

efficiency due to the whole belt

replacement.” Robinson Advice
It is not unusual for an R22 or R44 to In 1991, the pilot of an R22 approaching
moving at the same speed.
achieve its overhaul life on its original set to land heard a loud “grumbling” noise

50
 LEFT: The S269 belts are in a relaxed state so
the black mark on the tenisioner is not lined
up. Phenolic guide rollers keep the belts on the
tensioner pulley as it moves through its arc.

TOP: Lower drive pulley and

tensioner arm pivot on a S269. The lower
belt guide helps prevent the belts jumping
out of the sheave.

bottom: An electrical clutch actuator tensions

the belts on the Schweizer 269.

and felt a “twitch” to the left. Assuming Stretching can cause the belts to partially unnecessary torsional stresses placed on
the engine had failed, he lowered the ride up out of the pulley grooves during the drive train by new belts. Robinson
collective and entered autorotation. As he clutch engagement. This is the reason belts are manufactured and fitted
turned into wind he raised the collective for the five-second limitation for the as matched pairs, and as part of the
to flare the aircraft, but the right blades to start turning during start-up. manufacturing process, all belts are also
skid touched the ground first and the Although the clutch actuator should “broken in” for five hours at full RPM and
helicopter rolled over. On examination always maintain the correct belt tension tension before shipment, making them
of the wreckage, one of the transmission when engaged, an abnormally long time far more tolerant. They are maintained
v-belts was found to be missing, and interval between selection and rotor “on-condition” and do not have a finite
there was evidence of rubber deposits movement indicates that the actuator service life. According to Frank Robinson,
around the transmission compartment is travelling further before the correct the system is relatively maintenance-free
suggesting the belt had flailed after tension value is reached, and this is when as far as the belts are concerned. He said
malfunctioning. The remaining belt was damage can be caused. it works very well most of the time, and
still intact and appeared undamaged, In 1998, Robinson Helicopters issued on the R44 it has been practically trouble-
and there was no evidence of any other a safety notice recommending that free. The R22 has had some problems
pre-impact failure. It emerged that the on R22s with newly installed v-belts, with the v-belts in recent years, primarily
v-belts had been replaced just 12 hours during shutdown the clutch should because the aircraft was originally
prior to the accident, highlighting the not be disengaged until the belts have designed for an engine of 108 hp, but this
vulnerability of low-time belts to failure had a chance to stretch and properly has since progressively increased in power
as a result of stretching after installation. bed in. This procedure is said to relieve to 150 hp, then 160 hp, and now 180 hp.

51
 support the v-belt drives; we try to stay
on top of improvements to make sure
everything continues to perform reliably.”

Enstrom Equipment
On Enstrom 280 belt systems, normal
maintenance consists of inspecting the
large roller and the actuation straps
carefully at the 100-hour inspection; the
top of the clutch capsule should also be
inspected as the bushing is subject to
wear. Enstrom has used this design since
the 1960s, and it has proved reliable.
Bayard Dupont, Director of Product
Support at Enstrom Helicopters said
that he had never heard of a belt failure.
“There is no risk of one belt coming loose
and causing other belts to come off. These
belts typically last 1,500 hours or 15 years
and can be run until pieces the size of a
ABOVE: Enstrom piston helicopters use a single to follow the rules and limit the power US 25 cent coin are delaminating from
serpentine belt controlled by a lever and they use. Unfortunately, as Robinson the insides.” The only time-limited parts
cable that latches the mechanism over center to points out, the damage of fatigue failure are two bearings in the large roller, which
is cumulative and one pilot’s actions can need to be changed at 600 hours.
prevent accidental belt clutch release.
affect someone who flies the helicopter According to Enstrom’s service
ABOVE RIGHT: S333 upper pulley and later on – with potentially disastrous information letter 0074, belt inspection
freewheel unit, lower pulley with oil cooler fan consequences! “If you want to live to a – carried out as part of every routine pre-
duct, “H” frame, idler tensioning pulley, belt ripe old age, you need to fly safely and flight check – should include observing
guide and upper tensioner attachment. stick to published limitations!” any damage, unusual wear or signs of
The R22 system is very light, and fatigue and separation of components.
“The biggest problem is that the when flown within limits, works very All belt surfaces should be carefully
R22 has just grown and grown, but the well. “The great thing about this system,” examined. Firstly, the back of the belt
capacity of that v-belt design cannot be says Robinson, “where we raise and should be examined for cuts, damage or
increased simply because of space and lower the upper sheave or pulley to blisters, which may indicate separation
geometry limitations in the helicopter. engage or disengage the belts – is that it’s of the fabric plies; the belt should be
When we designed the R44 we started completely automatic; when you engage removed if there is any damage that
with a clean sheet of paper and were able the clutch it raises that upper sheave, appears to penetrate the fabric cover. A
to double the number of v-belts; this has tensioning the V-belts until they reach small crack in the back of the belt at the
proved to be exceptionally reliable.” a particular load, then it shuts off. If the fabric splice is not significant, however
Undoubtedly one of the most serious tension load falls below a certain value the belt should be removed if there is
– yet avoidable – causes of belt failure is in flight, it automatically turns itself loosening or peeling of the fabric in the
a disregard of the limitations set out in back on and re-tensions the belts. This splice areas. Secondly, the edge of the belt
the pilot’s operating handbook. “We have has allowed a greater safety margin in should be examined for signs of wear;
always been dependent on pilots limiting the belts themselves because we don’t this does not affect the belt directly but
manifold pressure according to the tables have to design for slack belts; we can would indicate that there is a tracking
given in the manual so that they never depend on the unit maintaining the or interference problem. Fraying of the
pull more than 131 hp during take-off and tension.” Robinson also noted that the edge cord is not significant; however, if
124 hp max-continuous,” Frank Robinson manufacturing process has improved. an entire cord is beginning to emerge
explains. “The only thing preventing “Originally we machined the castings. from the belt, or if there is any sign of
them from pulling more power is their We started out coating the sheaves separation or rubber from the cord it
own restraint and skill as pilots. We have with hard anodides, but as time went should be removed. Finally, it is fairly
had a number of cases – probably more on – particularly with applications like common to have horizontal cracks
down in New Zealand and Australia cattle herding in Australia – it became across the belt; they are quite acceptable
than anywhere else – where pilots have clear that this just wasn’t good enough. provided the chording cannot be seen
ignored the published limitations and just We then switched over to sprayed-steel when the belt is flexed back and the
pulled whatever they want, thinking the coatings and subsequently stainless steel crack opened up. Loss of small pieces of
helicopter could take it.” Robinson said to improve the wear characteristics. rib section may accompany rib cracking;
this had led to failures of some v-belts Nowadays, instead of making the sheaves generally speaking this is a random
as well as other parts of the systems on out of castings, we actually machine them occurrence, but the belt should be
the R22. It is frustrating for Robinson out of bar stock using CNC machines. replaced if three or more adjacent ribs are
that a small percentage of pilots refuse “We’ve also updated the bearings that lost for a length of two inches or more.

52
 U n d e r t h e A e r o s p a c e U m b r e l l a m a n a g e d b y T h e Pa t r i a r c h F u n d s

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 Dupont said that one of the nice starting, the engine is accelerated to have all adopted this system, which begs
things about Enstrom’s belt system is that 1,500 RPM and when the belt-tensioning the question; if belt drive transmissions
the belt can be disengaged on the ground, switch is set to “engage” the v-belts are are so good then why don’t all helicopters
allowing the blades to stop so that rotor tensioned. When the engine RPM drop have them? Efficiency, is the simple
tracking and similar maintenance can be by 100 RPM, the switch is moved to answer. The energy absorbed by a belt
performed with the engine running. He “hold” until the engine again reaches from constantly forcing it to bend around
also noted that belts can be quite noisy 1,500 RPM. This procedure is repeated a pulley and then straighten is known as
during engagement, “but believe it or not, until the needles on the RPM-gauge are “transmission loss” and is acceptable in
this can usually be controlled by applying superimposed and speed synchronization small helicopters. However, powerplants
talcum powder to the inside of the belt.” is achieved. At this stage there is no belt in large helicopters are more robust
Dennis Kenyon, ex-Royal Air Force slip and the belt-tensioning switch is and would require larger belt drives to
fast jet and bomber pilot, and now left engaged. The electrically operated transmit power; with this would come
instructor and examiner in the UK, has linear actuator transmits tension via a larger transmission losses. There is a
been flying civilian helicopters, mainly clutch cable assembly to an idler pulley point where the efficiency-cost graphs
the Enstrom, since 1970. Kenyon, who acting on the v-belts. When the belt- cross over and the belt drive is no longer
has also won awards flying the Enstrom tensioning switch on the instrument the viable and cost effective option it is
as a helicopter display pilot, confirmed panel is activated, the linear actuator with the lower-powered engine.
Dupont’s high regard for the belt system. draws in and tensions the clutch cable, Clearly these rubber belts play a
“The Enstrom system is very dependable. which in turn draws in the idler pulley significant role in the smooth running
In over 30 years flying this helicopter I and tensions the V-belts. This type of belt of the helicopter, but they must be
have not experienced a belt failure, nor system appears to be extremely reliable respected. The vast improvements that
have I heard of a single occurrence.” and statistics reveal very few incidents manufacturers have implemented have
involving Schweizer belts; any problems contributed to a reduction in accidents
Schweizer System seemed to have been with the clutch and incidents involving belt failure. If
When the Schweizer 269C engine is cable rather than the belts themselves. pilots and engineers perform regular and
started, the eight belts are not tensioned thorough inspections of belt condition,
and are free to slip, thus ensuring that System efficiency and ensure that they adhere to published
the engine is not connected to the drive It has to be more than a coincidence power limitations, then the possibility of
and not under load when started. After that Robinson, Schweizer and Enstrom belt failure can be minimized. n

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story by Phil Croucher photos by ned dawson

Aviation shares a problem common to many other fields of endeavour – like computing – where

one person writes a procedure, but other people copy it into ops manuals or other documents –

each time changing the procedure subtly, until eventually the original meaning is lost, and people

end up working with incorrect data. One subject prone to such misinformation is performance.
HO1

HO2

HO3

HO4

Many accidents are performance- paperwork, determines the necessary Defined Point After Takeoff (DPATO).
related, particularly among those that clearance that must be able to be In Class 2 operations, the point – during
occur during takeoff and landing. This maintained during takeoff and landing. takeoff and initial climb – before which,
is especially true when a helicopter is People often refer to Category-A the helicopter’s ability to continue the
heavy, and/or operating in high density- performance when they mean Class-1 flight safely, with the critical power unit
altitudes. In trying to get a large, heavy performance. inoperative, is not assured and a forced
object (helicopter) into or out of a Here are some selected definitions landing may be required.
relatively small place, the whole point related to performance: Defined Point Before Landing (DPBL).
of performance calculations is to ensure In Class 2 operations, the point – during
that the space required for taking off Clearway. An area at the end of the approach and landing – after which,
and landing is not more than the space Takeoff Distance Available (TODA) that is the helicopter’s ability to continue the
available, taking into account an engine unsuitable to run on, but which is clear of flight safely, with the critical power unit
power loss at the most critical moment. obstacles, so you can fly over it. Although inoperative, is not assured and a forced
The idea is to keep a helicopter’s mass it is not ground-based, you can include it landing may be required.
within limits during all phases of flight, in your calculations, because you should Distance DR. The horizontal
because the lower the weight of the be staggering into the air towards your distance the helicopter has travelled
machine, the better it will fly in the screen height just before you reach it. from the end of the TODA; used for
event of reduced power. The performance adding “fudge factors” to obstacle
charts in flight manuals tend to be clearances (for example, 0.01 of DR is
optimistic and are based on new added when IFR).
machines flown by skilled pilots, Although the graphs Drift Down. The amount of height
so although the graphs provide a that is lost between the time an engine
maximum weight for the conditions,
provide a maximum fails and when a pilot can fly away safely
it is wise to allow an extra margin under control.
– remember, the maximum weight is a Hostile Environment. Where a safe
limit and not a target!
weight for the forced landing cannot be made because
For performance purposes, helicopters the surface is inadequate, the occupants
are certified in one of three classes conditions, it is wise to of a helicopter cannot be adequately
(1, 2 or 3). These are different from protected from the elements, SAR
airworthiness groups or categories, allow an extra margin response or capability is not consistent
which only dictate a helicopter’s basic with anticipated exposure, or there is an
ability to fly with an engine out and – remember, the unacceptable risk of endangering people
withstand things like forced landings. or property on the ground. The open
In other words, the terms Category-A maximum weight is a sea north of 45°N and south of 45°S, as
and Category-B (as opposed to Class 1 or designated by the authority of the state
2) are for certification or airworthiness
limit and not a target! concerned, and congested areas without
purposes. The performance class, adequate safe forced landing areas are
which is an extra layer of operational hostile environments.

58
 Non-Hostile Environment. An HO 5
environment where a safe forced landing
can be accomplished, occupants can
be protected from elements and SAR
response or capability is consistent with
anticipated exposure. Congested areas
with adequate safe forced landing areas
are non-hostile.
Safe Forced Landing. An unavoidable
landing or ditching where there is a
reasonable expectancy that there will
be no injuries to persons in the aircraft
or on the surface. Thus, a congested
area without a safe forced landing area (or re-landing) if an engine fails, together 4 Category B
does not meet the definition, since third with OEI obstacle clearance. More This covers single-engine helicopters,
parties may be injured. Such areas are comprehensive flight and navigation or multi-engine machines that do not
hostile areas, as are forests, open seas, equipment is also listed. fully meet Category-A requirements.
and mountains, except that states often They are not guaranteed to stay airborne
turn a blind eye to mountains because Profiles if an engine fails and a forced landing is
there are hardly any helicopters that A takeoff or landing profile is a set assumed.
can maintain level flight over a high of manoeuvres designed to provide
range. The “safe forced landing” is continued safe flight or a controlled Performance Classes
an ICAO concept that has been adopted landing after an engine fails. Single- The performance class determines the
in JAR OPS. engine helicopters have profiles as well, outcome after an engine fails.
Takeoff Decision Point (TDP). The which are designed to avoid the height/ You must not be heavier than the
last point from which a takeoff may be velocity curve by about 10 ft and 5 knts. performance regulations you choose to
safely rejected, or flight continued after a The usual JAR/FAR profile includes a work under. The performance data in
power-unit failure has been recognised. first segment climb performance of the flight manual – supplemented as
It is the only point at which there is a 100 ft/min at VTOSS from the end of necessary – must be used to determine
choice of action – before it, takeoff is the takeoff distance required to 200 ft, a compliance.
rejected. After it, takeoff is continued. level acceleration segment from VTOSS
VTOSS. Takeoff Safety Speed in a up to VY (which may be combined with 4 Class 1
Class 1 helicopter (equivalent to V2 in the first segment climb), and second This helicopter class requires no
an aeroplane). It was developed because segment climb performance of 150 ft/ forced landing provisions if the critical
it is below Vy, and is repeatable. It gives min at VY at 1,000 ft above the takeoff power unit fails – the machine can either
a better angle of climb than rate of surface. land within the rejected takeoff distance
climb, because you’re more interested in or continue (safely) to a suitable landing
clearing ground in a short distance than HO 1 area, depending on when the failure
in how quickly you’re going up. The weight & temperature graph in occurs (that is, before or after TDP),
VY. Best rate of climb, or the most the flight manual (otherwise known as clearing all obstacles vertically by 35 ft
height in the shortest time. It corresponds the WAT curve) will provide a suitable with an engine out (plus a percentage of
with the greatest difference between takeoff or landing mass, but it assumes a DR when IFR).
available power and power required. standard lapse rate, so be careful if there
is a temperature inversion. HO 2
Airworthiness Categories In practice, with both engines The part of the takeoff up to and
4 Category A performing as they should, you would including TDP must be completed within
This provides for multi-engine accelerate as quickly as possible through sight of the surface, so a rejected takeoff
helicopters with engine and system TDP and climb away as normal (it’s better can be carried out visually if needed.
isolation, working under a critical engine for the passengers’ coffee, but you must Thus, there should be no possibility of
failure concept. Category-A allows still take account of the height/velocity an accident if an engine fails at any stage
continued flight because of redundancy curve in case you suddenly become a of a flight.
(another engine) or a design process single-engine helicopter). Only if an There are three variations on the
that limits the probability of failure. engine fails (especially under IFR, where Class-1 takeoff theme that comply with
Engine isolation means that one engine you can’t see anything) would you hit Category-A:
failure is unlikely to lead to a second, VTOSS, or takeoff safety speed (the
and that fire in an engine compartment equivalent to V2 in an aeroplane), for Clear Area
can be detected and contained or the best angle of climb, then adopt VY at As if taking off from a runway, with
extinguished. the prescribed height, for the best rate nothing in the way. It satisfies legal
Category-A also specifies, for each of climb. In such a case, you must fly minima as long as you can maintain
profile (see below), the flight manual data the profile accurately to ensure obstacle 100 ft/min at 200 feet with one engine
to calculate required areas for landing clearance! out, and 150 ft/min at 1,000 ft. A fixed

59
 HO 7

The Defined Point

After Take Off (DPATO)

defines the point

from which OEI

obstacle clearance can

be assured. HO 8

HO6

TDP is normally used because there is the ground) the same applies, but you forced landing. The maximum permitted
nothing to restrict your ground run or have an extra space in which to drop exposure time is a statistically derived
flight path. down and gather some speed: figure, during which the probability of an
engine failure can be discounted.
HO 3 HO 6 (Note: Taking the doors off might Operations in Class-2 do not specify
Restricted Area invalidate the data for performance Class 1)! a rejected takeoff (although occupants
With nearby obstacles that must and third parties must remain uninjured)
be cleared by 35 ft, and a surface on Landing when the failure occurs early in the
which a reject can be carried out. A This is a PC1/Category-A Landing takeoff or late in the landing, so a
steep or vertical climb is required before procedure: forced landing may be required, under
proceeding forward over the obstacles. conditions that allow it, in terms of
The TDP can be varied to give an improved HO 7 weather, light and terrain. This is because
clearance (or clear a higher obstacle), but There are two requirements – all Class-2 assumes that all engines are
as its height increases, it is more difficult obstacles must be cleared in the approach operating until the point at which you
to land back in the reject area. to land, and the helicopter must be able should be able to sustain a Performance
to stop in the distance available. 1 climb. Thus, you have two sets
HO 4 of obstacle clearance limits, since
Helipad 4 Class 2 Performance Class-2 is a mixture of
The rejected takeoff area is the Here, there is no ability to climb away Class-3 (takeoff and landing) and Class-1
helipad itself, so you must be able to keep if an engine fails before DPATO (or after (climb, cruise, descent).
it in sight to re-land if the engine fails DPBL when landing). If an engine fails in
before TDP. the early stages of takeoff or late stages HO 8
For non-elevated heliports (i.e. at of landing, you will be faced with a forced The Defined Point After Take Off
ground level), the takeoff to TDP is a landing. However, once past DPATO, or (DPATO) defines the point from which OEI
rearwards climb, if there are no obstacles up to DPBL, the same OEI performance as obstacle clearance can be assured. At the
behind. If there are (for example, on an oil Class 1 is available. moment, it is quite difficult to calculate,
rig), TDP will normally be at or below 30 ft. If surface conditions were acceptable, as not all flight manuals provide all-
a safe forced landing would be possible. engines-operating (AEO) data. Until you
HO 5 However, if not, there is exposure reach DPATO, you must clear all obstacles
For elevated heliports and helidecks – measured in seconds – during which by 35 ft AEO.
(e.g. oil rigs, or anything above 3 m from there is no guarantee of a flyaway or safe You are assumed to be VMC until ➤

60
DPATO, so IMC is not allowed if an engine the carriage of greater payload, which u Mass must not exceed that specified in the
fails, as the necessary climb gradients makes more money – all that is needed is flight manual for the conditions.
will not have been established. a longer takeoff run or fewer obstacles. In u You must maintain a minimum climb
other words, the performance conditions gradient to keep you above the slope of
4 CLass 3 under which you operate determine the obstacle clearance plane. If an obstacle
Multi-engine types operated in this how heavy your aircraft can be and, as a protrudes into the obstruction clearance
class may have to make a forced landing, result, your payload. Over a whole trip, plane, it follows that a higher climb
while single-engine types will. If you the weight could be dictated by: gradient will be required and this will be
are flying over water in a twin-engine specified on the approach or departure
helicopter and don’t have enough power u Maximum weight plate.
to get back to shore if an engine fails, u WAT limits
Class 3 limitations and conditions must u Space available I hope this brief summary of some
be observed. Commercial air transport u Obstacles important aspects of helicopter perform-
operations must be conducted in sight u The route ance helps. In every aspect of flying, the
of the surface, by day, with a minimum u Hovering OGE (you may have to accelerate right knowledge is essential to safety, but
ceiling and visibility above the local OGE off a rig or small site) knowledge of performance is perhaps the
surface. In the cruise, you must be most safety-critical knowledge a pilot
able to maintain the minimum flight There are some principles with must possess.” n
altitude, and the mass must always allow performance calculations that remain
a hover IGE. Class-3 is not allowed in IMC constant:
or at night. Note: Flying an instrument departure
using a published procedure does not
u You can only plan to use 50% of any
guarantee obstacle clearance if an engine
Procedures reported headwind component, and must
fails. Therefore, you must limit the weight
The performance group to which use 150% of any tailwind.
of your aircraft in order to clear all obstacles
you belong depends on certification, u You must account for weight, altitude and
during takeoff in the event of a failure of the
max all-up weight and the number of temperature (WAT) for the destination as most critical engine. However, there may be
passengers carried. However, it may be well. All may restrict your takeoff weight. procedures that allow obstacles to be avoided
more commercially acceptable to operate u Distances required must not be more than laterally by making a turn (or a series of turns)
at a lesser performance level if it allows distances available. onto specific headings or tracks.
10681_HeliAd_HR_105x148.qxd 1/7/05 2:59 pm Page 1

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 Operator ALERT
Rolls-Royce: Commercial Engine Bulletin

This alert is to notify all operators of the Rolls-Royce model 250 engines that:
“Some power turbine outer shafts may have a manufacturing
error on the face of the curvics contact face and non-contact face.
This anomaly could lead to looseness of the nut and cause fretting
of the power turbine shaft resulting in reduced capability of the shaft.”

Note: The following is a list of engine series that may be affected by this CEB:
250 - C20 SERIES CEB A - 1398 250 - C40B CEB A - 72 - 5052
250 - C28 SERIES CEB A - 72 - 2208 250 - C47 CEB A - 72 - 6060
250 - C30 SERIES CEB A - 72 - 3278
250 - C20R SERIES CEB A - 72 - 4093

Note: The cost of shaft replacement, performed by a Rolls-Royce approved maintenance facility will be
addressed as per the conditions specified in the CEB.

As per Section E: Part 2 - Compliance Code 4 of the CEB: To be complied with the next time the turbine module is
removed and the power turbine rotor is disassembled for any reason. Or no later than:
Series II - 1750 operating hours / 3000 cycles
Series III - 1500 operating hours / 3000 cycles
Series IV - 1750 / 2000 operating hours / 3500 cycles

As per Section E: Material Availability:

PART NUMBER QTY/ENGINE NAME SERIES

23037413 1 SHAFT, POWER TURBINE OUTER II

23051646 1 SHAFT, POWER TURBINE OUTER III

23038136 1 SHAFT, POWER TURBINE OUTER IV

For information on how ACROHELIPRO Global Services, Inc can assist you in performing
maintenance on your Rolls-Royce engine,please contact one of our conveniently located,
Rolls-Royce model 250 engine approved maintenance facilities.

Richmond, British Columbia: 1-888-729-2276 or 604-276-7600

Van Nuys, California: 818-442-9908
Dallas, Texas: 972-436-3845

[email protected]
www.acrohelipro.com
The world relies on you. You rely on us.
 t h e l as t w o r d
I make my living leading groups of fire him? What does it take for a manager
aerospace folks to do difficult things to set his jaw so firmly and say “no” to
– like taking truckloads of materials and requests from the workers he relies on?
components into a factory, and flying When does the “can do!” that lubricates
by nick lappos them over the fence at the other end every action of the team turn into “no
as completed helicopters. Miracles like way!” on both sides?

When Industry
this do not happen by magic; they are Attitudes harden in strange ways.
performed by teams of people who are I am amazed when former military

Strikes
experts at what they do. I once told a officer-pilots – normally as politically
reporter that when I was eight years old conservative as Genghis Kahn’s division
I had fun making airplanes, and that staff – start talking like Jimmy Hoffa’s PR
things are no different now except that I agents. And I am equally amazed when
Recently two high profile have hundreds of expert friends to help! company executives who make a living
For this reason, I find strikes within our satisfying customer requirements call
aerospace industry giants industry particularly disappointing. them to say, “No can do.”
I see a company as a team. The whole Two bastions of the helicopter
have experienced long and concept is somehow wrapped into the industry – Sikorsky and PHI – have both
word “company” itself, from the Latin, experienced long and unsettling strikes.
unsettling strikes. This is
literally meaning those who break bread The PHI strike is still unsettled as of this
hard to comprehend in an together. When a company splits on writing. In both cases customers suffered,
itself and walks out, or locks out its other as did employee morale, stockholder value
industry that relies so heavily half, something has failed. Failure is an and community acceptance. It seems
option and nothing speaks to failure quite that a strike, just like a war, is ultimately
on teamwork... so much as when people bet their jobs a failure of diplomacy, a failure of
on an economic power play, a game of communication, and a failure of teamwork
corporate chicken where one side bets in which everybody loses. I have flown
their mortgage payments that the other thousands of hours performing missions
side will crash into economic chaos planned by other people, in machines that
sooner. Just as when adolescents play had been built and maintained by other
“chicken” in speeding cars, the game is people in which I trusted to do their jobs
not for the faint-hearted, and the outcome well. I trusted them with my life, frankly. I
can be disastrous. The helicopter industry guess that means that I know what good
is much like a teamwork is like, and I know that our
delicate flower industry, perhaps more than most, relies
that grows on good teamwork.
A company is a team on rocky soil, Standing on a rain-swept seawall
perched in an years ago, as I leant against a rusty railing
in which, each day, environmental at the sea’s edge, my eyes stinging from
niche where it is the spray, I watched a line of helicopters
mechanics and inspectors, mostly a struggle flog against a stormy sky into the Oil
to keep on living Patch. Big, powerful, rusty workboats in
passenger handlers and long enough to the harbor below were firmly moored,
seed the next afraid to brave the conditions at sea.
ops specialists, pilots and
generation. In Oblivious to the same conditions, the
an industry flimsy helicopters crawled against
flight-line workers all play
marked by fierce that fierce headwind, a thousand feet
their parts in an opera of competition, low above whitecaps and spray, to make the
margins and slim schedule work, to keep the oil pumping,
delicate timing. market segments, to carry people and supplies to where
only the fittest they were needed. That experience is one
survive. of my fondest memories, because I could
A company is see in my mind’s eye all the interlocking
a team in which, each day, mechanics and promises that had to be kept to make
inspectors, passenger handlers and ops that scene unfold – all the people in
specialists, pilots and flight-line workers factories, gas trucks, pilots’ lounges,
all play their parts in an opera of delicate operations shacks, executive offices,
timing. One mistake can be disastrous safety conferences, even at keyboards,
to the occupants of the machine and the contributing to that wonderful scenario.
confidence of the customer. What does Just the same way, I can see the failures
it take to get a person to dare his boss to whenever a strike occurs. n

64