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February 2011 Serving the Worldwide Helicopter Industry rotorandwing.



In the Know for Heli-Expo

Electronic Mx Tracking
How to Hire the Best
Helicopter Training

01_RW_020111_Cover_p1.indd 1 1/20/11 10:49:20 AM

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02_RW_020111_Ednote_p02_03.indd 2 1/20/11 10:52:48 AM

Editor’s Notebook
By Joy Finnegan

Monthly Safety Report

he following piece of work able to control a machine with a wide ter Balloon J17983,
has made the rounds of mass speed band of 10 mph between top speed Total solo 107.00
e-mail blasts within the fly- and stalling speed. Pilot Capt. * * *,
ing community for years. It e. While low flying in a Shorthorn the pilot Solo in type 32.10
is obviously of doubtful authentic- crashed into the top deck of a horse-drawn Captain * * * of the Hussars, a bal-
ity although parts of it do ring true. bus near Stonehenge. loon observer, unfortunately allowed
I don’t know who wrote it or when it f. A B.E. 2 pilot was seen to be attempting a the spike of his full-dress helmet to
was written (obviously not in 1917) banked turn at a constant height before he impinge against the envelope of his
but it makes me laugh every time I crashed. A grave error by an experienced balloon. There was a violent explosion
read it. pilot. and the balloon carried out a series of
2. There were 29 unavoidable accidents. fantastic and uncontrollable manoeu-
ROYAL FLYING CORPS MONTHLY a. The top wing of a Camel fell off due to vres, while rapidly emptying itself of
SAFETY REPORT fatigue failure of the flying wires. gas. The pilot was thrown clear and
The following safety tips are excerpts b. Sixteen B.E. 2s and nine Shorthorns had escaped injury. This pilot was flying in
from a Royal Flying Corps monthly complete engine failures. A marked full-dress uniform because he was the
safety report. The report was signed improvement over November’s figure. Officer of the Day. In consequence it has
C. St. John-Culbertson, Royal Flying c. Pigeons destroyed a Camel and 2 Long- been recommended that pilots will not
Corps, Colonel, and was dated 21 horns after mid-air strikes. fly during periods of duty as Officer of
December 1917. the Day. Captain * * * has requested an
exchange posting to the Patroville Alps,
No. 1 Brief No. 912 Squadron 3
INTRODUCTION. Another good a well-known mule unit of the Basques.
December 1917. Aircraft type B.E. 2C
month. In all, a total of 35 accidents were report-
No. XY 678,
ed, only six of which were avoidable. These rep- It goes on, but you get the gist. I
Total solo - 4.20
resented a marked improvement over the month share it with you not only for a laugh
Pilot Lt. J. Smyth-Worthington,
of November during which 84 accidents occurred, but to give praise to the progress
Solo in type - 1.10
of which 23 were avoidable. This improvement, being made throughout the helicop-
The pilot of this flying machine
no doubt, is the result of experienced pilots with ter industry. Often we focus on the
attempted to maintain his altitude in
over 100 hours in the air forming the backbone negatives—the accidents, incidents
a turn at 2,500 feet. This resulted in the
of all the units. and mistakes being made. But the fact
aeroplane entering an unprecedented
RESUME OF ACCIDENTS is, safety is being focused on and is
manoeuvre, entailing a considerable
1. Avoidable accidents last month. improving. Operators are embracing
loss of height. Even with full power
a. The pilot of a Shorthorn, with over 7 hours technologies such as night vision gog-
applied and the control column fully
of experience, seriously damaged the gles, FOQA, HUMS, enhanced and
back, the pilot was unable to regain con-
undercarriage on landing. He had failed synthetic vision, advanced simulation,
trol. However, upon climbing from the
to land at as fast a speed as possible as autopilots and techniques like scenar-
cockpit onto the lower mainplane, the
recommended in the Aviation Pocket io-based training and just culture to
pilot managed to correct the machine’s
Handbook. improve safety in their operations.
altitude, and by skillful manipulation
b. A B.E. 2 stalled and crashed during an artil- Some day in the future, using what-
of the flying wires successfully side-
lery exercise. The pilot had been struck on ever advanced mass communication
slipped into a nearby meadow.Remarks:
om the head by the semaphore of his observer
Although, through inexperience, this
device is available, pilots will be send-
who was signaling to the gunners. ing around the apocryphal “Helicopter
pilot allowed his aeroplane to enter an
c. Another pilot in a B.E. 2 failed to get air- Operators Monthly Safety Report” and
unusual attitude, his resourcefulness
borne. By an error of judgement, he was it will be a hoot. To imagine the absurd
in eventually landing without damage
attempting to fly at mid-day instead of at incidents in it will make people laugh.
has earned him a unit citation. R.F.C..
the recommended best lift periods, which There will be a day when helicopter
Lundsford-Magnus is investigating the
are just after dawn and just before sunset. safety has improved so much that the
strange behavior of this aircraft.
d. A Longhorn pilot lost control and crashed accidents that happen today will be
No. 2 Brief No. 847 Squadron 19
in a bog near Chipping-Sedbury. An error inconceivable. You are doing the hard
December 1917. Aircraft type Spot-
of skill on the part of the pilot in not being work now. Stay the course.

w w w. r o t o r a n d w i n g . c o m f e b r ua r y 2 0 1 1 | R oto r & W i n g maga zin e 3

02_RW_020111_Ednote_p02_03.indd 3 1/20/11 10:54:34 AM

Personal|Corporate Commercial Military Public Service Training Products Services

Single Parent
In the Carson Helicopters S-61 case ▶ R&W’s Question of the Month
(see “Hersman: Public Use Aviation’s
Orphan,” January 2011 Rotorcraft What are the most important
Report, page 10), you have a certified
operator operating a type-certificated
steps you take during a pre-
aircraft contracted to a government
entity, so it isn’t a true “orphan,” just a
flight safety check?
single parent. Let us know, and look for your and others’ responses in
The true “orphan” is where a gov- a future issue. You’ll find contact information below.
ernment entity is operating a non-
type-certificated aircraft (military sur-
plus). This is more like a street orphan, Organizational Culture trees. After three of these
as there is no oversight in mainte- I think that the Carson accident (see I was above the trees
nance or operations, no requirement “NTSB: Weight Miscalculations, and traveling sideways at great speed.
for certified pilots or mechanics, Improper Oversight Led to Crash,” Jan- Finally able to control flight, I returned
maintenance programs and TBOs are uary 2011 Rotorcraft Report, page 10) to the main camp and landed very
whatever the operator says that they can be explained by organizational shakily. I vowed never again to leave
are. No one is responsible for over- culture! And I would also like to share without the hover check and when
sight. Most operators in the public use the idea that: “All helicopters should I had a flight school this was one of
sector follow the manufacturer and be picked up like an old lady.” Always! the necessary checks students were
FAA recommendations but without trained to perform.
oversight. Luis A. Martins Gerry McArthur
George Quackenbush Maintenance Inspector Consultant, Vega Helicopters and Gem Air
Aviation Advisor Brazilian Air Force/MI-35m Winnipeg Beach, Manitoba
Santiago, Chile
NTSB Findings Looking Ahead
Public Use Oversight Could Mr. Coultas be correct? (See Responding to “Year in Review: Look-
Government agencies like the U.S. “Co-Pilot Disputes NTSB Report,” Jan- ing Ahead” (December 2010 issue,
Forest Service, National Park Service, uary 2011 Rotorcraft Report, page 11.) page 22), General Atomics’ Jeff Nash
Bureau of Land Management, and Perhaps, but that still doesn’t explain submitted the following list of subjects
state and local agencies have been several of the findings by the NTSB. that he’d like to see in the coming year:
contracting with “legitimate” com- • Aircraft interior completions (com-
mercial helicopter operators for Lee Benson pletion centers and MRO in general);
decades. This is not a case to point Senior Pilot (Ret.) • People (Who’s who at various aero-
fingers at public use operations as the Los Angeles County Fire Department space companies);
“party at most fault.” • FAA Safety Team-related items;
This accident occurred because Hover Check • Night vision developments;
of faulty oversight by the Forest Ser- A flight that did not involve a hover • Cool new avionics;
vice. This is an agency that does not check almost ended in disaster, cir- • Updates from AgustaWestland, Sikor-
seem to be held accountable for its ca 1970 (see “The Ever-Stylish Hover sky, Bell, Boeing, Eurocopter, American
actions or in this case, inaction. The Check,” Safety Watch, October 2010 Eurocopter, Robinson, Schweizer, etc.
FAA most likely had regular visits to page 60). It was my last flight on the • HAI events;
Carson as they held certificates in all job, taking off from a confined area in • Glass cockpit stories;
of the major areas; Parts 133, 135, 145, the Canadian Arctic. I was so relieved • Foreign operators;
etc. The aircraft they operated were to be going home after three months • FAA & NTSB news (required inspec-
civil certified. The reason they were of work flying a Bell 47G-2. Up collec- tions and accident findings); and
classified as “public use” is because of tive to climb vertical above the trees at • Flight training and simulators.
the definition in FAR 1.1 regarding less than gross. The right skid hooked
exclusive use to a government entity a stump and the joy ride started—full Jeff Nash
for more than 90 days. left cyclic and heading for the trees, Technical Writer/Editor, Specialty Engineering
Name Withheld full right cyclic and heading for the General Atomics Aeronautical Systems

Do you have comments on the rotorcraft industry or recent articles and viewpoints we’ve published? Send them to: Editor, Rotor
& Wing, 4 Choke Cherry Road, Second Floor, Rockville, MD 20850, fax us at 301-354-1809 or email us at rotorandwing@accessintel.
com. Please include a city and state or province with your name and ratings. We reserve the right to edit all submitted material.

4 Rotor & Wing magaz ine | f ebr uar y 2 0 1 1 www . r o t o r a n d w i n g . c o m


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51095-RotorWing.indd 1 6/14/10 11:32:10 AM

03_RW_020111_Feedback_p04_05.indd 5 1/20/11 10:57:00 AM

This month from
Personal|Corporate Commercial Military Public Service

30 Departments
12 Rotorcraft Report
20 People
20 Coming Events
23 Hot Products
51 Classified Ads
51 Ad Index

3 Editor’s Notebook
4 Feedback
(Above) A Cobham EFIS-equipped Enstrom 480B will be on
display at Heli-Expo. (Below) Disputes have arisen in a CV-22 10 Meet the Contributors
crash investigation in Afghanistan. (Right) Robinson’s R66.
46 Offshore Notebook

cover story
52 Right Seat
54 Military Insider

24 ■ Turbine Time for the Masses

Pilot report on the R66 Turbine from Torrance, Calif.-based
Robinson Helicopter. By Ernie Stephens, Editor-at-Large

30 ■ Heli-Expo Expectations
Previewing various exhibitors at the 2011 version of the world’s
largest helicopter convention. By Dale Smith

34 ■ Electronic Maintenance Tracking

Technology is a tool for today’s modern helicopter maintenance
technician. By Dale Smith

38 ■ Hiring Best Practices

Where can you find the best pilots, crew, mechanics and support
staff? By Chris Baur

42 ■ Training News
Sikorsky reveals CH-53K virtual reality center. CAE to take over
CHC Helicopter training. By Rotor & Wing staff

6 Rotor & Wing magaz ine | f ebr uar y 2 0 1 1 www . r o t o r a n d w i n g . c o m

04_RW_020111_TOC_p06-07.indd 6 1/20/11 11:55:15 AM

Vol. 45 | No. 2
February 2011

Public Service Training Products Services

24 www.rotorandwing.com


• Check out our newest outlet for helicopter news—The Rotor & Wing Collective.
This free weekly e-letter features an in-depth Story of the Week, Top News Picks,
Helicopter Jobs and links to Rotor & Wing’s Facebook and Twitter pages. Sign up now
and we’ll keep you up-to-date about all the happenings in the helicopter world.


• A podcast from NSF is available at aviatontoday.com. Aerospace registrations and
standards expert Jeff Carr, business development manager for U.S. Midwest, helps
listeners understand the dangers of counterfeit parts, how they can infiltrate a
supply chain and what can be done to prevent that from happening. Listen to this
free podcast at www.aviationtoday.com/podcasts

• Tune in Wednesday, Feb. 23 for “UAS Civil Airspace Integration: Progress and
Challenges,” a webinar from Avionics Magazine. Featured speakers include John S.
Walker, President of JS Walker Group Aviation Solutions and Co-Chairman of RTCA
Special Committee 203, Unmanned Aircraft Systems. Register for the webinar today
at www.aviationtoday.com/webinars


• Digital edition of Rotor & Wing February 2011. Electronic version with enhanced web
links makes navigating through the pages of Rotor & Wing easier than ever.
• Rotor & Wing’s Military Insider. Get the latest updates from helicopter defense
companies around the world, from Military Editor Andrew Drwiega.
Get connected: • HOT PRODUCTS for Helicopter Operators—Latest in equipment upgrades, performance
modifications, training devices and other tools for the rotorcraft industry.
Become a fan of Rotor & Wing on

The editors welcome new product information and other industry news. All editorial inquiries should be directed to Rotor & Wing magazine, 4 Choke Cherry Rd., 2nd Floor, Rockville, Md. 20850, USA; 1-301-354-1839; fax 1-301-762-8965. E-mail: rotorandwing@
accessintel.com. Rotor & Wing (ISSN-1066-8098) is published monthly by Access Intelligence, 4 Choke Cherry Rd., 2nd Floor, Rockville, Md. 20850, USA. Periodical postage paid at Rockville, Md. and additional mailing offices. Subscriptions: Free to qualified individuals
directly involved in the helicopter industry. All other subscriptions, U.S.: one year $99; two years $188. Canada: one year $129; two years $208; Foreign: one year $149; two years $278.
POSTMASTER: Send address changes to Rotor & Wing, P.O. Box 3089, Northbrook, Ill. 60065-3089, USA. Change of address two to eight weeks notice requested. Send both new and old address, including mailing label to Attn: Rotor & Wing magazine, Customer Services,
P.O. Box 3089, Northbrook, Ill. 60065-3089, USA or call 1-847-559-7314. E-mail: RW@omeda.com. Canada Post PM40063731. Return Undeliverable Canadian Addresses to: Station A, PO Box 54, Windsor, ON N9A 6J5.
©2011 by Access Intelligence, LLC. Contents may not be reproduced in any form without written permission.
Publication Mail Sales Agreement No. 40558009

W W W. R O T O R A N D W I N G . C O M F E B R UA R Y 2 0 1 1 | R OTO R & W IN G MAGA ZIN E 7

04_RW_020111_TOC_p06-07.indd 7 1/20/11 11:55:28 AM

© 2011 Cobham plc. All rights reserved.

Joy Finnegan Editor-in-Chief, jfinnegan@accessintel.com
Andrew D. Parker Managing Editor, aparker@accessintel.com
Ernie Stephens Editor-at-Large, estephens@accessintel.com
Andrew Drwiega Military Editor, adrwiega@accessintel.com
Giovanni de Briganti Paris Bureau Chief
Claudio Agostini Latin America Bureau Chief
Barney O’Shea Pacific Rim Correspondent
Joe West United Kingdom Correspondent
Contributing Writers: Lee Benson; Ron Bower; Shannon Bower;
Igor Bozinovski; Tony Capozzi; James Careless; Keith Cianfrani;
Steve Colby; Frank Colucci; Pat Gray; Frank Lombardi; Douglas
Nelms; Ray Prouty; Ann Roosevelt;
Dale Smith; Terry Terrell; Todd Vorenkamp; Richard Whittle.

Joe Rosone VP & Group Publisher, jrosone@accessintel.com
Randy Jones Publisher, 1-972-713-9612, rjones@accessintel.com

Eastern United States & Canada

Carol Mata , 1-512-607-6361, cmata@accessintel.com

International Sales, Europe/Pac Rim/Asia

James McAuley +34 952 118 018, jmcauley@accessintel.com

Joy Park Graphic Designer
Tony Campana Production Manager,
1-301-354-1689 tcampana@accessintel.com

Sarah Garwood Audience Development Director,
George Severine Fulfillment Manager, gseverine@accessintel.com
Customer Service/Back Issues 1-847-559-7314 rw@omeda.com

Jen Felling ,1-203-778-8700, j.felling@statlistics.com

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05_RW_020111_mash_p08_09.indd 9 1/20/11 11:25:11 AM

Meet the “

U.S. Army Spc. Garrett Hernandez

Contributors b

Chris Baur is a dual-rated ATP with Managing Editor for Avionics magazine,
more than 11,000 flight hours, a certified as well as Aviation Maintenance. He has
aircraft dispatcher and flight instructor. covered the aviation industry for six years,
He is a retired military pilot who served in following four-plus years as a reporter for
the U.S. Army, Coast Guard and Air Force local newspapers in Northern Virginia.
(ANG). Chris is currently president of Hughes Aerospace.
His helicopter background includes flying the longest oce- Mike Redmon is an ATP rated pilot with
anic rescue mission in history, flown in a USAF HH-60G CFI, CFII, and MEI privileges. He began fly-
Pavehawk. Chris is also type rated on numerous helicop- ing helicopters for the U.S. Army and then
ters to include BH-206, SA-365 and HU-369. He flew Part moved to civilian fixed-wing flying. After six
91 and Part 135 commercial helicopter operations in the enjoyable years in helicopter EMS, he is back
Northeast during the 1980s. to flying airplanes. Helicopters he has flown are the UH-1,
OH-58, AH-64, BK-117, A-109E, BH-430, and BO-105.
Andrew Drwiega, Military Editor, is a
senior defense journalist with a particular Dale Smith has been an aviation jour-
focus on military rotorcraft. He was the editor nalist for 24 years specializing in business
of Defence Helicopter for seven years. Andrew aviation. He is currently a contributing
has reported on attachment from Iraq three writer for Rotor & Wing and other leading
times (the latest of which was with a U.S. Marine Corps aviation magazines. He has been a licensed
MV-22 squadron), and twice with British forces in Afghanistan pilot since 1974 and has flown 35 different types of general
(Kandahar and Camp Bastion), as well as from numerous aviation, business and WWII vintage aircraft. In his spare
NATO and British exercises. He has reported on rotary forces time he moonlights as a award-winning aviation artist.
across the world, and in doing so has flown in a wide variety
of rotorcraft on training missions, exercises and operations, ERNIE STEPHENS, Editor-at-Large, began
including the Osprey, Apache, Rooivalk and many others. He flying in the 1980s, earning his commer-

has an extensive military library of around 400 books. cial pilot’s license and starting an aerial
photography company as a sideline. In
Pat Gray is our “Offshore Notebook” his regular job as a county police officer,
contributor, having flown in Gulf of he was transferred to the department’s new aviation unit, soo
Mexico helicopter operations for 20-plus where he served as the sergeant in charge and chief pilot an
years. Prior to that, he was in Vietnam in until his retirement in 2006. In addition to Rotor & Wing, Me
1958 as a young paratrooper. While there, Ernie (aka “Werewolf ”) has written for Aviation Mainte- em
he flew with a French aero club and earned a Vietnamese nance. He enjoys meeting our readers and flying a variety
pilot’s license. He returned in 1964 as an Army gunship of helicopters. thr
pilot with the Utility Tactical Helicopter Co., the first
armed helicopter unit deployed in combat. He retired RIchard Whittle, longtime Pentagon
from the Army Reserve as a chief warrant officer 4, with correspondent for The Dallas Morning an
more than 30 years active and reserve service. Gray’s civil News, writes regularly for Rotor & Wing H
helicopter experience covers crop dusting and Alaska about military aircraft and other related top- to
bush, corporate, pipeline and offshore flying. ics. Simon & Schuster published his book, de
“The Dream Machine: The Untold History of the Notori- bo
AndRew Parker is Managing Editor of Rotor & Wing, and ous V-22 Osprey,” in April 2010. It is available through www. cre
Associate Editor for rotorandwing.com. He has served as amazon.com. saf

10 Rotor & Wing magaz ine | f ebr uar y 2 0 1 1 www . r o t o r a n d w i n g . c o m


05_RW_020111_MeetCon_p10_11.indd 10 1/20/11 11:28:20 AM

CEOs on Training

“Metro Aviation trains with FlightSafety

because both go beyond what’s required
in the interest of enhancing safety.”

President, Metro Aviation

Mike Stanberry, a helicopter and

single-engine fixed-wing pilot,
holds marketing and business
degrees from Louisiana State
University. He co-founded Metro
Aviation in Shreveport, Louisiana,
in 1982, bought out his partner a
few years later and has presided
over its steady growth ever since.
Stanberry serves as vice president
of the Air Medical Operators
Association, a safety-focused
EMS industry organization he
helped found. He’s also active
in the Helicopter Association
International and Association of
Air Medical Services, earning
the AAMS’ Jim Charlson award
for his significant contributions
to air medical transport safety.

Photo courtesy of Jennifer Robison

ike Stanberry was a contractor specializing in erosion “FlightSafety wrote the book. Its simulation-based training is
control when he decided that he needed a helicopter to obviously superior – you can cover so many more critical areas.”
access far-flung worksites. One thing led to another and In particular, he’s enthusiastic about FlightSafety’s new
soon he was running a fledgling aviation company, operating Level 7 helicopter training devices, which deliver comprehensive
an EMS service for a Shreveport, Louisiana, hospital. Today yet cost-effective training tailored to an operator’s specific
Metro Aviation is one of the nation’s largest EMS contractors, mission – whether that’s EMS, law enforcement, offshore,
employing 180 pilots flying 70 helicopters in 38 locations. corporate transport or news gathering.
Stanberry vigorously promotes safety both at Metro and
throughout the national EMS community. “We looked at
accidents and identified four primary initiatives that could
contribute significantly to safety,” he says. “Improved cockpit
vision, operational oversight, coordinated safety management
and insistence on the best professional training available.”
He’s put that insight into practice at Metro. He’s on pace
to certify all of his pilots for night-vision goggles. He’s helped
develop and is installing cockpit video and audio recorders
both to review and correct cockpit procedures and to combat For more information, please contact any of our Learning Centers or call Scott Fera,
crew complacency. And he’s implemented a comprehensive Vice President Marketing: 718.565.4774. Our headquarters are at the Marine Air
Terminal, LaGuardia Airport, New York 11371-1061. Email: sales@flightsafety.com
safety management system, ensuring an uncompromised
emphasis on safe operations. As for training, Stanberry says, flightsafety.com A Berkshire Hathaway company


05_RW_020111_MeetCon_p10_11.indd 11 1/20/11 11:28:29 AM


Personal|Corporate Commercial Military Public Service Training Products Services


Disputes Arise from Afghanistan CV-22 Crash Probe

A lengthy investigation into the fatal
April 2010 crash of a U.S. Air Force
Sp e cial O p erations Command
( A F S O C ) C V- 2 2 B O sp re y i n
Afghanistan was inconclusive—and
ended with a senior general disputing
the chief investigator on a key finding.
Don Harvel, an airline pilot who as
a Texas Air National Guard brigadier
general led the eight-member Aircraft
Investigation Board, concluded that
one of 10 contributing factors was
power loss in both the Osprey’s Rolls-
Royce AE 1107C-Liberty engines. But
AFSOC’s vice commander, Maj. Gen.
Kurt Cichowski, declared in an adden-
dum to the investigation that “the pre-
ponderance of evidence in this report
does not support a determination of
engine power loss as a substantially
contributing factor.”
Harvel, who retired from the Air
Force as scheduled three months before
AFSOC released his report Dec. 16, told
Rotor & Wing the disagreement couldn’t
be resolved because the Osprey’s flight
incident recorder (FIR), which records searching the wreckage. “I have a feeling site in a helicopter a month and a half
engine data and instrument readings, it’s still out there,” he added. later but were told they couldn’t land
was never recovered, though searchers Four hours after the crash, which because of a risk insurgents had planted
retrieved a variety of classified gear at occurred at 12:39 a.m. local time April explosives there. Speaking after he left
the crash site. 9, two Air Force A-10 “Warthog” air- the Air Force, Harvel said he believed
“Nobody in operations knew the craft dropped four 500-lb bombs on the FIR—built to withstand a crash—
flight incident recorder existed, and the wreckage, as an Army commander might still be intact but may have been
very few maintenance personnel knew recommended, so it wouldn’t have to buried by the A-10 bombing or taken
it existed,” Harvel said, because the be guarded. by scavengers.
fact that the CV-22B carried a FIR was Even so, an Army unit from a nearby Brig. Gen. OG Mannon, who
somehow omitted when the Air Force forward operating base later recovered became vice commander of AFSOC
Osprey’s manual was “translated” from the Osprey’s left engine and other last fall after Cichowski was promoted
the Marine Corps MV-22B manual. parts, Harvel said. Harvel and other to lieutenant general and assumed other
“The only ones who knew it was on the board members were flown over the duties, told reporters in December that
airplane were the ones that actually had
to test and maintain it,” Harvel said of For daily and breaking news involving helicopters, go to:
the FIR, and none of them took part in Become a fan of Rotor & Wing on
Follow us on @rotorandwing

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no search for the FIR had been made “brownout” landing that disoriented V-22 can land like a helicopter on one
after the wreckage was bombed and, the pilot or vortex ring state, the cause of its 6,150 shaft horsepower engines.
absent new evidence, none would be of the worst Osprey crash in history, The engines might have lost power due
undertaken. Harvel signed the report, in which 19 Marines died at Marana, to compressor stalls caused by the right
rvices making the investigation complete, Ariz. on April 8, 2000, during an opera- quartering tailwind combined with the
Mannon said. tional test of the V-22. high pressure altitude where the crash
The crash was the first involving Harvel and Cichowski agreed on occurred—5,226 feet above sea level—
the Air Force version of the Osprey, nine contributing factors: inadequate or by mechanical failure, Harvel said.
a tiltrotor transport primarily flown weather planning, a poorly executed In concluding that no power loss
by the Marines that can swivel two low visibility approach, an unexpect- occurred, Cichowski cited a lack of any
wingtip rotors up to take off and land ed 17-knot tailwind, a “challenging crew discussions or recorded warnings
like a helicopter and forward to fly like visual environment” on a moonless before the Osprey crashed as well as a
an airplane. The CV-22B that crashed, night, crew “task saturation,” the copilot Rolls-Royce study of the recovered left
the lead among three carrying Army becoming distracted and spending too engine and analysis by the Naval Air
Rangers on a night raid against an much time looking outside the aircraft Systems Command (NAVAIR), which
insurgent target, touched down a quar- instead of at instruments, the crew runs the Osprey program. “The prob-
ter mile short of its intended landing pressing to achieve their first combat ability of an engine failure, less than two
zone, a desolate area five kilometers mission in Afghanistan, and an “unan- seconds prior to impact, was assessed
east/southeast of the village of Qalat, at ticipated high rate of descent.” as being highly remote,” Cichowski
about 80 knots. Harvel concluded that while Voas wrote. Rolls-Royce concluded that
The Osprey hit with its landing flew his approach too fast and was “the left engine was operating at time
gear down and rotors up at more than surprised by the tailwind, the highly of impact,” he added, and NAVAIR’s
80 degrees, or nearly the 90 degrees skilled pilot most likely was attempting analysis “indicated” that “a single engine
used to land like a helicopter. It raced an emergency roll-on landing because failure was unlikely.” —By Richard
across the flat, sandy earth in what he lacked enough engine power to fly Whittle
some aboard thought was a fast roll-on around or land in helicopter mode,
landing, then its front wheels bounced, as opposed to accidentally flying the The complete report, including
struck the ground and collapsed. The Osprey into the ground. witness statements, is
nose plowed into the soft soil, then If so, the CV-22B must have lost available at www.afsoc.af.mil/
hit a two-foot-deep gully, flipping the power in both engines, Harvel said, as accidentinvestigationboard/index.
aircraft tail-over-nose onto its back, a driveshaft connects the rotors and a asp
crushing the cockpit and slamming the
fuselage into the ground upside down.
■ services | Maintenance
Killed in the cockpit were two Air
Force 8th Special Operations Squad-
ron crew members: pilot Maj. Randell
Come Together: Bell Integrates Six Subs
D. Voas, 43, who was in the left seat, Fort Worth, Texas-based Bell Helicopter Textron has consolidated six support
and Senior Master Sgt. James B. Lackey, and service divisions under its corporate brand. Five former subsidiaries now fall
45, a flight engineer seated in a jump under the Bell Helicopter banner: Edwards & Associates of Piney Flats, Tenn.,
seat between Voas and the copilot. Cpl. Louisiana-based Rotor Blades (Broussard) and Acadian Composites (Lafayette),
Michael D. Jankiewicz, 23, of the 3rd Bell Aerospace Services (Bedford, Texas) and Ozark, Ala.-based U.S. Helicopter.
Battalion, 75th Ranger Regiment, and Bell will continue to offer parts and accessories using the brand of the sixth
an Afghan woman interpreter, whose company affected by the action—Aeronautical Accessories, also of Piney Flats.
name was withheld, died in the cabin. Bell President & CEO John Garrison notes that integrating the subsidiaries
The copilot, thrown from the aircraft “allows us to offer our customers a more complete support and service solution—
in his seat, survived. Also surviving from the time they buy a new Bell Helicopter to the time they retire their fleet.”
were another Air Force flight engineer, Other Bell affiliates Edwards Rotorcraft Solutions of Fort Lauderdale, Fla., Corpus
13 Rangers, and a male Afghan inter- Christi, Texas-based McTurbine and SkyBOOKS (Jacksonville, Fla.) are not part of
preter, all of whom had been kneeling the integration effort.
in the cabin, wearing safety harnesses The international Bell network of service and support locations now encom-
attached to the floor. Some were seri- passes 13 locations, employing more than 1,700 people. The business sector con-
ously injured. tributes more than a third of the company’s annual revenue, according to Bell.
Potential causes ruled out by the
investigation included enemy fire, a For a full version of this story, visit www.rotorandwing.com

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■ Commercial | Accident Investigation

Carson Helicopters ‘Scapegoat’ in NTSB Crash Probe

A close look at documents from NTSB NTSB’s findings following a Dec. 7 of manufactured data that fit their
and a company it’s placing much of the public meeting where board members preconceived narrative.” The company
blame on for a 2008 helicopter crash revealed the accident’s probable cause. president also claims that NTSB mis-
reveals a sharp contrast in viewpoints NTSB pinned much of the blame handled important evidence related to
from government investigators and on Carson Helicopters, while acknowl- the probe, including losing parts from
the operator—Perkasie, Pa.-based edging the role of improper oversight the fuel control unit (FCU).
Carson Helicopters—as to what led by FAA and USFS. Among the rea- Carson also challenged the notion
the Sikorsky S-61 to fall from the sky. sons cited were Carson’s “intentional” that the error on the weight chart was
With all the ‘he said, she said’ allegations understatement of the helicopter’s intentional. The company “is not dis-
flying from NTSB investigators, Carson empty weight, altering of the power puting that a Carson employee submit-
and the copilot who survived the crash, available chart and practice of using ted incorrect information on the empty
it’s hard to pinpoint exactly the real above minimum specification torque weight of the aircraft and the perfor-
cause—it depends on who you talk to. figures. But the company disagrees: mance chart, but NTSB’s suggestion
Throw in claims of evidence tampering “Carson strongly believes that the acci- that it was condoned by the company is
and the picture just gets cloudier. dent was caused by the loss of power to totally false and misleading.”
Franklin Carson, president of Car- the #2 engine due to contamination in He notes that Carson Helicop-
son Helicopters, issued a scathing open the fuel control, which the NTSB chose ters has been bound by limitations of
letter Jan. 12 to dispute the findings of to ignore even after reviewing indisput- being part of the investigation team,
NTSB’s two-year probe into the crash. able evidence brought to its attention.” but “in light of NTSB’s arbitrary and
The helicopter, which was under con- Franklin Carson also asserted that one-sided hearing” on Dec. 7, the com-
tract with the U.S. Forest Service, went NTSB disregarded the copilot’s “direct pany could not “stand silently by while
down on Aug. 5, 2008 near Weaver- testimony that he saw signs of power NTSB ignores an ongoing safety-of-
ville, Calif. Nine people died, including loss in the #2 engine immediately prior flight issue by trying to make Carson a
seven firefighters and the pilot, while to the crash,” adding that investigators scapegoat.”—By Andrew D. Parker
four others were injured, including “ignored his direct reading of the actual Read the full version of this story at:
copilot William Coultas, who disputed air temperature at the scene in favor www.rotorandwing.com

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■ Public Service | Law Enforcement

AW Bolsters Bulgarian Border Police

Two AgustaWestland AW109
Powers and one AW139 have
entered service with the Bulgarian
Border Police. AgustaWestland
handed over the helicopters during
a January 15 ceremony at Sofia
Airport (SOF) with Bulgarian
government and police officials.
The AW109s and AW139 will
conduct airborne law enforcement,
surveillance and border patrol
missions as part of the European at its finest
Union’s Schengen Zone. The A109
comes equipped with a moving map display, NVG-compatible cockpit, searchlight,
weather radar, FLIR camera, radio suite and loudspeaker. Bulgaria already flies one
AW109 Power, which began operations in 2010.

■ Commercial | Services

All Together Now: Russian Helicopters

Consolidation Finalized
Russian Helicopters JSC has completed consolidating all of the country’s helicopter
manufacturing and service entities. As part of the final stage of a process to “centralize
control functions” that began in 2008, the UIC Oboronprom subsidiary acquired 75
percent of Rostvertol, increasing its equity in the company from around 23 percent.
Russian Helicopters also owns majority stakes in the following companies:
• Helicopter Service Co. (100 percent);
• Kamov (99 percent);
• Kazan Helicopters (66 percent);
• Kumertau Aviation Production Enterprise (100 percent);
• Mil Moscow Helicopter Plant (72 percent);
• Progress Arsenyev Aviation Co. (75 percent);
• Reductor-PM (81 percent);
• Stupino Machine Production Plant (60 percent); and
• Ulan-Ude Aviation Plant (75 percent).
  Other partner organizations include AirTaxi Service (interior completions and
maintenance), RET Kronshtadt (training, navigation and avionics), Tranzas (software
and simulators); CSTS Dinamika (technical training for pilots and engineers), BETA
AIR (testing equipment and avionics) and Ural Works of Civil Aviation (helicopter
engine repairs and components).

■ services | Components

Kaman Aerostructures Opens Mexico Site 3227 W. Euless Blvd.

During a ceremony in late 2010 involving local and company representatives, Kaman
Euless, TX 76040 USA
Aerostructures officially opened its new manufacturing facility in Chihuahua,
817.571.0729 Fax 817.283.5432
Mexico. The Kaman Aerospace subsidiary will initially make extrusions and sheet
FAA Repair Station - C73R723N
metal details at the site, which will eventually employ up to 500 people. Kaman plans
to invest $10 million in the facility, which will ship parts to Kaman Aerostructures’
U.S. branch or directly to the end user.

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■ Military | Airframes ■ Products | Avionics

Four Eurocopter Types Go Airborne FAA Grants Becker

Eurocopter Photos Eurocopter completed the initial DVCS6100 Cert
runs of four airframes in late The Miramar, Fla.-based U.S.
2010—the second prototype subsidiar y of Becker Avionics
EC175, the Tiger HAD and NH has obtained an FAA production
Industries NH-90 tactical transport certificate for its DVCS6100 digital
helicopter (TTH) for both France voice communication system. Becker
and Spain. The EC175 (shown at Avionics Group President & CEO
left) took off December 17 from the Roland Becker notes that production
manufacturer’s plant in Marignane, will begin “immediately” for the
France for a series of basic handling DVCS6100. The company has also
and system checks. The 45-minute received an order for the DVCS6100
flight comes about a year after the from Fort Myers, Fla.-based Lee
first EC175 prototype took to the County MEDSTAR. Lee County will
skies. Eurocopter and Aviation Industry Corporation of China (AVIC) are upgrade its Bell 430 with the system,
developing the EC175. The initial pre-serial French Tiger HAD (fire support and with Sarasota Avionics performing the
destruction) carried out its maiden flight the same day in Marignane. Eurocopter installation as part of the completions
will test the French Tiger HAD along with the Spanish Tiger HAD over the next process for the helicopter.
several months. The manufacturer has also completed initial flights for the French
and Spanish (shown below) versions of the NH90 TTH. The French variant is ■ Military | Attack
being transferred to the Official French Flight Test Center in Istres, following a
one-hour flight at Marignane. Eurocopter Espana assisted with the first flight of
the Spanish NH90 TTH, which features GE CT7-8F5 engines. That airframe is
U.S. Army Orders
being moved to Eurocopter’s facility in Albacete in preparation for flight tests Arrowhead Sensors
leading up to full qualification from the Spanish Ministry of Defense. Lockheed Martin has secured a
$15-million U.S. Army contract to
supply its VNsight low-light-level TV
capability for the Boeing Apache’s
Arrowhead modernized target
acquisition designation sight/pilot
night vision sensor (M-TADS/PNVS).
The Lot 1 contract covers 65 VNsight
sensors and spares for two Apache
battalions. Lockheed Martin’s Missile
and Fire Control division will produce
the VNsight lens and its Akron, Ohio-
based Mission Systems and Sensors
unit will supply the camera.

■ Products | Wiring
■ services | Maintenance
LaBarge to Supply
PAG Purchases Avcenter MH-60S Wiring
Atlanta-based Precision Aviation Group (PAG) has reached an agreement to Kaman Aerospace has inked a
acquire Avcenter, a repair station in Dallas, Texas, that focuses on wheels, brakes $1.6-million agreement with LaBarge
and accessories. PAG plans to use the agreement to increase maintenance, repair Inc. for cockpit wiring harnesses
and overhaul (MRO) services to helicopters and fixed-wing aircraft. President on the Sikorsky MH-60S Seahawk.
& CEO David Mast notes that since finalizing the transaction, PAG has “made Production of the wiring harnesses is
substantial investments in tooling, equipment, training and inventory” to expand set to take place at LaBarge’s facility
Avcenter’s services. Under the arrangement, Avcenter becomes a subsidiary of in Berryville, Ark., with completion
Precision Avionics & Instruments (PAI). scheduled for April 2011.

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■ Commercial | Airframes ■ Military | Airframes

Tilton Given Living KUH to Feature Cobham Antennas

Legends Award The Korean Utility Helicopter (KUH) will come equipped with Cobham antennas
MD Helicopters President & CEO and avionics. A long-term contract with Korea Aerospace Industries (KAI) calls
Lynn Tilton was named the “Aviation for Cobham Antenna Systems to build the comm/nav antennas in the UK, with
Entrepreneur of the Year” during 8th the navigation transceiver coming from U.S. division Cobham Avionics and
Annual Living Legends of Aviation Surveillance. KAI will manufacture the “Surion” in Sacheon, South Korea, with
awards ceremony on January 20 in plans for up to 245 helicopters over the next 10 years. The KUH will replace a fleet
Beverly Hills, Calif. Tilton is founder of Bell UH-1Hs and MD500s.
and CEO of Patriarch Partners, which
acquired MD Helicopters in 2005. ■ Products | Maintenance
She is being recognized for returning
the company to profitability and DART Teams with Heli-Enterprise
bolstering support services for existing Oceanside, Calif.-based DART Helicopter Services has signed a distribution
MD operators. The Kiddie Hawk Air agreement with specialty rotorcraft tool and work stand supplier Heli-Enterprise.
Academy-produced Living Legends Under the partnership, DART will distribute the full line of Heli-Enterprise tools
event—which included presentations and custom/purpose-built maintenance and work stands.
from actors and aviation enthusiasts
such as Morgan Freeman, John ■ services | Maintenance
Travolta, Harrison Ford, Tom Hanks
and Kurt Russell—also honored Frank Columbia Registered to EN/AS9100
Robinson, founder of Torrance, Calif.- Risk management firm Det Norske Veritas has registered Columbia Helicopters to
based Robinson Helicopter. the EN/AS9110 aerospace quality standard. The certification will allow Columbia
to increase its maintenance, repair and overhaul (MRO) work, as several OEMs
require maintenance organizations to obtain third-party registration. Columbia
becomes one of around 350 companies to receive AS9110 certification, with less
than 100 of those in the United States. Chris Hankland, director of quality, explains
that in addition to meeting requirements for ISO 9001:2008 and EN/JISQ/
AS9100:2004, Columbia has “met the additional EN/AS9110:2003 requirements
to include additional safety, reliability and airworthiness for both military and
commercial aircraft MRO.”


36 years backing the MD 500 product line.

• Authorized Service Center, parts, STCs
• International certifications
• Interior completions, avionics
• Paramilitary/ police equipment installations

From the smallest part to complex components, there’s little we don’t

know about MD 500s

Helimart California Aero Components
714-755-2999 714-755-2999
MD Service Center, Parts distributor Component overhaul

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■ Commercial | Airframes ■ services | Logistics

Mi-38 Performs Initial Long-Haul AAR Receives

Russian Helicopters Logistics Award
has carried out the first The U.S. Department of Defense has
long-haul flight of the awarded the AAR Corp. Defense
Mil Mi-38, following Systems and Logistics division
the maiden flight of with a 2010 Secretary of Defense

Russian Helicopters
the second prototype performance-based logistics (PBL)
airframe in early award. The Under Secretary of
December. OP-2 flew Defense for Acquisition, Technology
800 km (497 miles) from and Logistics presented the award
Kazan to Moscow in late to AAR, Hamilton Sundstrand and
December, arriving at the the Navy’s Fleet Readiness Center-
Mil Moscow Helicopter East. It recognizes the public-private
Plant for further flight partnership that supplies component-
testing. level supply chain support for the H-46
Earlier in the month, Sea Knight and H-53 Sea Stallion.
Russian Helicopters’ second Mi-38 prototype has gone Russi an Helicopters
airborne, conducting a long-haul mission in late December. announced that the sec- ■ Public Service | Police
ond prototype Mi-38 took to the skies for its first flight. Built by Mil Moscow
Helicopter Plant and Kazan Helicopters, OP-2 has already conducted 26 ground Maryland Files Suit
run-ups and seven hover and low-speed checks. OP-2 features Pratt & Whitney
Canada PW127 engines and IBKO-38 avionics from Tranzas, as well as upgrades
Over Helo Crash
to the hydraulic and fuel systems and main rotor blade modifications based on The state of Maryland has issued a
results from testing the first prototype, OP-1. Plans call for Mil Moscow Helicopter lawsuit against the U.S. government
Plant to demonstrate OP-2 during 2011, with full production at Kazan projected to over a September 2008 helicopter
begin in 2013. A third prototype is currently in the assembly stage. The multi-role crash that killed four people, claiming
Mi-38 is intended for passenger transport, search and rescue, offshore and EMS that FAA air traffic controllers failed
operations. to provide up-to-date weather
information and adequate support
■ Military | Unmanned in responding to a distress call. The
Aerospatiale Dauphin, in operation
Unmanned Fire-X Takes Off with the Maryland State Police, was
transporting patients from a car
accident when it went down near
Andrews Air Force Base. The lawsuit
seeks $4 million.

■ services | WAAS

EC135/145 WAAS
Northrop Grumman

Certs Approved
A m e r i c a n Eu ro c o p te r ’s FA A
Organization Designation
Authorization (ODA) has issued
supplemental type certificates (STCs)
for wide area augmentation system
(WAAS) upgrades on the EC135 and
Northrop Grumman and Bell Helicopter have conducted the first test flight of the EC145. The STCs allow installation of
Fire-X vertical unmanned air system (VUAS). The autonomous flight took place the Garmin GNS430W or 530W with
on Dec. 10 at the U.S. Army’s Yuma Proving Ground in Arizona. the MEGHAS display system on the

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■ Training | Simulators

Helicopter IWG
Issues Simulator
An international working group (IWG)
under the UK’s Royal Aeronautical
Society has developed new guidelines
for the classification of civil helicopter
flight simulation training devices
(FSTDs). The four-year endeavor

seeks to assist International Civil
Aviation Organization (ICAO) efforts
to publish Document 9625, a new
Manual of Criteria for the Qualification

of FSTDs.
The helicopter IWG built on a
similar process undertaken for fixed-
wing aircraft. The group plans to sub-
mit a draft of the document to ICAO
in early 2011. Among the most salient
points the group is stressing include
• This is the first time that ICAO
has considered helicopter simulation Bring these capabilities
as a separate subject. to your cockpit:
• An analysis of pilot training tasks • Real-time situational awareness
and licenses forms the basis of the new • Moving maps
device definitions, representing a sig- • Live weather
nificant change in approach to existing • Approach plates
processes. • Checklists
• One of the key aims of the effort is • Flight and maintenance manuals
to improve access to simulation across • Frequencies/call sign lists
the helicopter industry, and therefore • Passenger and cargo manifest
improve safety. • Any other customer created
According to the helicopter IWG, “Windows” based applications,
benefits of the “harmonization effort” software and documents
will include reducing and simplifying
administrative burdens, providing a
more consistent approach for simula-
tor manufacturers, expressing the suit-
ability of specific FSTDs for various
training tasks, and improving the qual- Portable Mission Display
ity of training while reducing costs.
For more information about the
proposed standards, contact Matt
Jennings (training sub-group), matt@
asc-limited.co.uk, Stephane Clement
(technical sub-group), sclement@cae.
com) or Rene Tassan, rene.tassan@
A copy of the helicopter IWG
MONTREAL • OTTAWA • CHICAGO www.cmcelectronics.ca
document can be found at: www.

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Copp ell, Texa s -b a se d Br antly Aspen Avionics of Albuquerque, AW101 Merlin Mk3’s entry into ser-
International has appointed Kyle N.M. has promoted Michael Studley vice. Based at Camp Bastion, Ferguson
Hardman as company president. He to director of customer service-field and Sheppard fielded technical ques-
comes from Bell Helicopter Textron, service engineering. He will oversee the tions and assisted with modifications
where he was a principal engineer. company’s group of field service engi- to the helicopter’s ballistic protection
Hardman will assist with efforts to neers, which provide technical support system.
return the Brantly B-2B light helicopter to Aspen’s international network of Anthony Sis-
back into production. Authorized Service Centers (ASCs). neros is the new
Aviation Instru- Studley was previously manager of field director of con-
ment Services (AIS) service engineering for the northeast tinuous improve-
has hired David U.S. and Europe. ment for CIRCOR
Perrin as a helicop- Two AgustaWestland employees— Aerospace Products
ter component and Mike Sheppard from the field service Group in Corona, Calif. In addition, he
instrument sales department and Chris Ferguson will represent the company’s aerospace
rep in Charlotte, N.C. He will also from the Integrated Merlin Opera- group on the CIRCOR International
assist operators with component repair tional Support (IMOS) team—have Council for Continuous Improvement
management and exchange services. received Afghanistan Campaign Med- and Operational Excellence. Sisneros
Perrin’s previous experience includes at als. The pair deployed to Afghanistan was formerly director of operations for
Sterling Helicopter in Philadelphia and from December 2009 to February 2010, Goodrich’s aerospace engine compo-
StandardAero in Winnipeg. supporting the UK Royal Air Force nent manufacturing division.

Feb. 23–25: Association of the U.S. Army (AUSA) Winter May 17–19: European Business Aviation Association and
Symposium, Washington, D.C. Contact AUSA, phone NBAA’s EBACE 2010, Geneva, Switzerland. Contact EBAA,
coming events

1-703-841-4300, toll free 1-800-336-4570 or visit www.ausa.org phone +32 2 766 0073 or visit www.ebaa.org
March 5–8: Heli-Expo 2011, Orlando, Fla. Contact HAI, phone May 19–21: International Helicopter Industry Exhibition
1-703-683-4646 or visit www.heli-expo.com (HeliRussia 2011), Moscow, Russia. Contact HeliRussia, +7 495
958 9490 or visit www.helirussia.ru
March 16–18: Association of Air Medical Services (AAMS)
Spring Conference, Washington, DC. Contact AAMS, phone May 24–27: AirMed World Congress 2011, Brighton,
1-703-836-8732 or visit www.aams.org UK. Contact AirMed at +44 (0) 162 283 3448 or visit www.
March 21–24: 38th Annual International Operators
Conference (IOC), San Diego, Calif. Contact NBAA, phone June 20–26: 49th Annual International Paris Air Show, Le
1-202-783-9000 or visit www.nbaa.org Bourget, France. Contact Paris Air Show, phone +33(0)15 323
3333 or visit www.paris-air-show.com
March 22–25: Aircraft Electronics Association (AEA) Annual
Convention & Trade Show, Reno, Nev. Contact AEA, phone July 20–23: Airborne Law Enforcement Association (ALEA)
1-816-347-8400 or visit www.aea.net Annual Conference, New Orleans, La. Contact ALEA, phone
1-301-631-2406 or visit www.alea.org
April 17–20: Quad-A Annual Convention, Nashville, Tenn.
Contact Quad-A, 1-203-268-2450 or visit www.quad-a.org Aug. 17–19: 8th Australian Pacific Vertiflite Conference on
Helicopter Technology, Gladstone, Australia. Contact AHS Intl,
April 19–21: 56th Annual Corporate Aviation Safety Seminar phone 1-703-684-6777 or visit www.vtol.org
(CASS), San Diego, Calif. Contact Flight Safety Foundation,
phone 1-703-739-6700 or visit www.flightsafety.org Sept. 27–29: Helitech Duxford 2011, Duxford, UK. Contact
Reed Exhibitions, phone +44 (0) 208 439 8886 or visit www.
May 1–6: Medical Transport Leadership Institute, Wheeling, helitechevents.com
W.V. Contact AAMS, 1-703-836-8732 or visit www.aams.org
Oct. 10–12: AUSA Annual Meeting, Washington, D.C. AUSA,
May 2–5: 2011 Offshore Technology Conference, Houston, phone 1-703-841-4300, 1-800-336-4570 or visit www.ausa.org
Texas. Contact OTC, 1-972-952-9494 or visit www.otcnet.org
Oct. 10–12: National Business Aviation Association (NBAA)
May 3–5: AHS Intl 67th Annual Forum and Technology 64th Annual Meeting & Convention, Las Vegas, Nev. Contact
Display, Virginia Beach, Va. Contact AHS Intl, phone NBAA, phone 1-202-783-9000 or visit www.nbaa.org
1-703-684-6777 or visit www.vtol.org
Oct. 17–19: Association of Air Medical Services (AAMS)
Air Medical Transport Conference (AMTC), St. Louis, Mo.
Contact AAMS, 1-703-836-8732 or visit www.aams.org

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Longbow Delivers Italian Guard Receives AW139
400th FCR AgustaWestland
U.S. Army officials joined Lockheed has handed over a
Martin and Northrop Grumman reps second AW139 to
in December to mark handover of the the Italian Customs
400th Longbow fire control radar (FCR) and Border Patrol
for the Boeing Apache at a ceremony in Service (Guardia
Orlando, Fla. Lockheed Martin and di Finanza).

Northrop Grumman joint venture During a Janu-
Longbow LLC delivered the milestone ary 14 ceremony
unit to the Army at Lockheed’s facility in Vergiate, the
in Orlando, Fla. Col. Shane Openshaw, manufacturer
Army program manager for Apache, delivered the heli-
called the Longbow FCR a “battlefield copter to Chief of
force multiplier,” adding that the Staff Gen. Michele
system’s targeting capabilities “provide Adinolfi and Gen.
critical support for ground troops Daniele Caprino,
while limiting the aircrew’s exposure I nte r- re g i o n a l
to threats.” Longbow has also obtained Commander for north-
a $26.8-million U.S. Army Aviation and east Italy. The Italian
Missile Command contract to supply Customs and Border
life cycle support and logistics for 246 Patrol Service operates
Longbow FCR systems. another AW139 that entered operations in mid-2009.


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05_RW_020111_RCR_p12_22.indd 21 1/20/11 11:20:07 AM

Rotorcraft   Report

■ Military | Cargo Resupply

Helibras will modernize the Brazilian Army Aviation
Command’s fleet of 36 Eurocopter AS350s. Navy Evaluates
Kaman Aerospace and Lockheed
Martin have obtained a $45.8-million
U.S. Naval Air Systems Command

contract to evaluate the K-MAX
unmanned aerial system (UAS) in the
cargo resupply role. The agreement calls
for Lockheed Martin Aviation Systems
and Kaman to provide two aircraft and
three remote control ground stations
to the Marines by summer 2011, when
a quick reaction assessment will take

■ Commercial | Accessories

PZL Hook Certified

■ Military | Modifications Polish AgustaWestland subsidiary
PZL-Swidnik has secured EASA
Helibras to Modify Brazilian AS350s approval to install an Onboard Systems
Eurocopter’s Helibras subsidiary has won a contract to modernize a fleet of 36 Talon cargo hook on the SW-4. The
AS350 Ecureuils in operation with the Brazilian Army Aviation Command. The cargo hook allows the single-engine
agreement includes a complete rebuilding of three of the helicopters. Terms of helicopter to carry loads up to 650 kg
the deal call for work to start during 2011 and run through 2018. Helibras will (1,430 lbs) using SEI Industries’ Bambi
modify the AS350s at its facility in Itajuba in southeastern Brazil. The military Bucket.
unit first incorporated the EC135 into its operations more than 20 years ago, and
the upgrade effort will extend the service life of the helicopters by at least 25 years, ■ Products | Avionics
according to Helibras.
Among the work slated for the helicopters includes: installation of a glass ITT Splits 3 Ways
cockpit, automatic flight control system (AFCS), autopilot, and new seating. ITT Corp. has unveiled plans to
Helibras will develop the avionics suite for the AS350 with Sagem Avionics and separate its business sectors into three
Aeroeletronica, under an agreement inked in September. Sagem will supply the distinct companies—ITT Corp., ITT
displays and Aeroeletronica will provide the computers and install the system. Water Technology and ITT Defense
Under a separate contract, Helibras handed over three EC725s to the Brazilian and Information Solutions. Following
Armed Forces in December. Part of a 50-helicopter order, the initial trio of multi- the spinoff, ITT Corp. will include the
role helicopters was built in France and final completions will occur in Brazil. company’s current Industrial Process,
Starting in 2012, assembly of the EC725s will occur at the new Helibras produc- Motion Technologies, Interconnect
tion complex in Itajuba. Deliveries are set to continue through 2016. Solutions and Control Technologies
divisions. ITT will rename the new
Defense & Information Solutions
■ services | Maintenance
segment, with products and services

Bell to Support Canadian CH146 to include night vision for helicopters,

electronic warfare, radar, surveillance/
Canada’s government has issued a $640-million contract for Bell Helicopter to reconnaissance systems, weather
support a fleet of Canadian Forces CH146 Griffons. The 10-year Optimized monitoring and navigation, as well as
Weapon System Support (OWSS) agreement calls for Bell to supply management maintenance and engineering.
services, engineering and technical publications, maintenance, spares and For the full story, visit Rotor & Wing
consumable parts for the helicopters. The deal carries four one-year options that, sister publication Avionics at www.
if exercised, could raise the total value to $935 million (Canadian). aviationtoday.com/av

22 Rotor & Wing magaz ine | f ebr uar y 2 0 1 1 www . r o t o r a n d w i n g . c o m

05_RW_020111_RCR_p12_22.indd 22 1/20/11 11:20:24 AM

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Erickson Selects Archangel AHR150A

Erickson Air-Crane has chosen Archangel Systems’ AHR150A air data attitude head-
ing reference system (ADAHRS) and AFC001 automatic flight control for its S-64 fleet.
Archangel supplies Erickson shipsets, consisting of two ADAHRS and two AFCs per
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Multi-Function Data Acquisition Unit

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www . r o t o r a n d w i n g . c o m F e b r ua r y 2 0 1 1 | R oto r & W i n g maga zin e 23

07_RW_020111_HotPro_p23.indd 23 1/20/11 11:46:12 AM


Robinson Helicopter invited Rotor & Wing to try out the newly
certified R66 Turbine and Editor-at-Large Ernie Stephens
jumped at the opportunity.

By Ernie Stephens

Robinson Helicopter’s R66 Turbine was awarded an FAA type certificate on

Oct. 25, 2010, and, based upon the 100 units already on order, is expected
to be as popular as its top-selling piston stablemate, the R44. Base price
for the five-seat, single-engine helicopter is $790,000.

24 ROTOR & WING MAGAZ INE | F EBR UAR Y 2 0 1 1 W W W. R O T O R A N D W I N G . C O M

08_RW_020111_Robinson_R66_p24_29.indd 24 1/20/11 11:51:34 AM

Turbine Time


kay, I’ll tell you up front that I’ve never
avoided a chance to check out a helicop-
ter, even a bad one. Civilian or military,
big or small, simple or complex, if it can
fly, I want to see what it will do. But I must also
admit that when the call came for me to hop
out to California to do an evaluation on the
R66—Robinson Helicopter Company’s (RHC)
first turbine ship—I felt my toes curl up just a
little bit more than usual.
The debut of the R66—officially named the R66
Turbine—has been one of the most anticipated helicopter
rollouts in decades. No other press conference at the Helicop-
ter Association International’s annual Heli-Expo conference
packs every inch of sitting and standing room like the
Robinson briefing. And no other topic gets the audi-
ence leaning forward in their seats like R66 news.
Each year since 2008, owner and founder Frank

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Personal/Corporate | Light Turbine

front and two in the back. The aircraft

went on the market in 1993, and within
15 years, became the only general avia-
tion helicopter to outsell the R22.
The R22 and R44, in variants that
ranged from float-capable designs
to police models, gained widespread

popularity around the world, forc-
ing the company to move from its
original general aviation-size hangar
The R66 Turbine is at Zamperini Field (TOA) in Torrence,
powered by a Rolls-Royce Calif., to a cavernous, purpose-built
RR300 engine that can 480,000-square-foot manufacturing
deliver 300 shp, but is facility across the runway.
derated to 240 shp for
But like a magician whose audience
Robinson. Placing the
engine low and at a wants to see him pull another rabbit
37-degree angle saved out of his hat, Frank Robinson’s cus-
headroom, while leaving tomers wanted to see him pull a turbine
room for a separate out of his plant. And they wanted it to
baggage compartment.
have all of the features of the $400,000
R44, but the reliability of a turbine-
Robinson takes to the podium, makes the R44 and the R66 are limited to the powered ship.
a few statements about the health of exterior lines and interior appoint- Robinson had released study after
the company, shares some sales figures, ments that the company has made its study showing that the derated four-
then opens the floor for questions. own over the years. Even the signature and six-cylinder Lycoming piston
And each year since 2008, at least the T-handle cyclic that pilots either love engines running in his R22 and R44
first three questions are about the R66. or hate can be found aboard the R66. were just as reliable (if not more so)
When will the world see the prototype? But that’s where most of the similarities than any turbine, but he could not
How much will it cost? Will it have six end. The R66 is more new than old. argue with the efficiency turbine air-
seats, since the R22 has two and the craft enjoyed in high, hot conditions.
R44 has four? But year after year, the Lineage He also knew that the venerable Bell
bushy-browed engineer would wryly Any serious conversation about the 206B Jet Ranger, which was slated to
build anticipation by sidestepping basic R66 has to begin with the development cease production soon, would leave
questions with a friendly, non-offen- of its two-seat stablemate, the piston- a segment of the light turbine market
sive, “Wait and see,” that would draw a powered Robinson R22; brainchild of looking for a new five-place helicopter
collective chuckle from the crowd. Frank Robinson, who left Bell Helicop- to fill its spot. Fueled by those motivat-
Frank Robinson’s masterful building ter as an engineer in the 1970s to build a ing factors, and the desire of some of his
of anticipation reached its conclusion helo that the general public would have loyal customers to transfer seamlessly
when N4512G, a white R66 Turbine a better chance of affording. It worked, into a turbine aircraft, Robinson set his
with red stripes, was unveiled at Heli- too. His 857-lb helicopter was liter- design team on building the R66.
Expo in Houston, Texas on Feb. 21, ally designed on the kitchen table of the In just two years, the R66 went
2010. That’s where I saw it in person for Robinson home, and found its way to from the drawing board to FAA type
the first time. I, and most other people the marketplace in 1979, where it began certification, which was award on Oct.
who have any sort of familiarity with a long run of record-setting sales. 25, 2010. Immediately thereafter, both
R44s, took one look at the aircraft on With more R22s being sold than any the Robinson faithful, and those who
display and said: “It looks different, but other helicopter in its class, Robinson wondered if they could be, came to
I’m not sure why.” turned his attention to the cries of rent- Torrence to try out the newest member
Any similarity between the R44 and al pilots, who wanted an economical of the RHC family. In fact, as of this
its newest sibling, the R66, can lull the helicopter similar to the R22, but with writing, Kurt Robinson, who took over
observer into thinking the only differ- room for four people. Enter the R44, as president of the company when his
ence will be in the powerplant. Not a stretched R22 with a more powerful father entered semi-retirement in early
so. Most of the similarities between engine and seating for four—two in the in 2010, reports brisk order activity. “I

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Turbine Time

think we have over a hundred [orders mother about, but Robinson test pilot fore and aft to accommodate vari-
for the R66],” said Robinson, who chose Doug Tomkins agreed to take me up ous leg lengths, now. The instrument
not to reveal specific customers by in N4512G, the third R66 to come off panel was still all Robinson. It’s old, but
name. “I don’t know if it’s over 110, but the assembly line, and, at the time, still functional mushroom design still had
it’s certainly over 100.” being used for some final tweaking. primary flight instrument in the wide
He directed me to the right seat, portion, and secondary instruments
The Finished Product which is designated for the pilot-in- below. Only a few subtle changes were
The closer you look, the less the command. Many old-school pilots made to accommodate the different
$790,000 R66 resembles the R44. First, poke fun at the spindly looking T-han- parameters the pilot of a turbine heli-
the R66’s cabin is noticeably wider than dle cyclic that Frank Robinson person- copter needs to monitor.
the R44’s—7.5 inches, to be exact— ally designed as a weight-saving feature, In the piston-powered R22 and R44,
which also set the skids six inches wider but my “horizontally-challenged” body the gauge on the far right of the top row
than the 86-inch width on the R44. (A has always appreciated the ease with is a dual engine and rotor tachometer.
small horizontal stabilizer had to be which I could board an RHC aircraft In the R66, however, RHC swapped the
attached to the bottom of the tail fin to by tilting it up and out of the way, as engine tachometer for a power turbine
help eliminate some unwanted airflow opposed to having to jack my leg up (N2) monitor.
issues caused by the increased width.) and over a conventional stick. The large manifold pressure gauge
Other immediately noticeable fea- The tan leather interior, an option of Robinson’s piston line is replaced by
tures include air intakes and vents that that’s fairly popular in the R44, provid- an engine percent torque meter in the
help the Rolls-Royce RR300 gas turbine ed a very comfortable seat. The lengthy R66. The engineers also gathered up all
engine breathe while it’s producing 270 nose that gives the Robinson line its of the caution lamps installed in three
shp; power that’s used to lift a maxi- familiar profile makes for a spacious different places across the panels of
mum gross weight of 2,700 lbs to a den- cabin with an impressive field of view. the R22 and R44, and relocated them
sity altitude of no greater than 14,000 I was also pleasantly surprised to see behind a double-row annunciator
feet. The designers even installed the that the anti-torque pedals had been panel above the primary instruments.
172-lb engine at a 37-degree angle to improved. The 90-degree opposing Once Tompkins was strapped in,
make room for every Robinson pilot’s pegs had a couple of inches more space he completed a short prestart checklist,
dream: a separate baggage compart- between them, so that the pilot’s feet then coached me on how to start he
ment capable of accepting suitcases, aren’t placed so close together. They R66. Talk about dirt-simple: Battery
golf clubs, or 300 lbs of anything else could also be adjusted a few inches and strobes on, key switched to IGNIT-
that needs to come along.
Gone, or so it seems at first inspec- SPECIFICATION R66 TURBINE
tion, is the gas cap that’s usually near the Engine Type Rolls-Royce RR300
base of the main rotor mast. It’s actually
still there. Robinson’s engineers hid the Max Gross Weight 2,700 lbs
fuel port behind a small door, which Empty Weight Equipped 1,280 lbs
also conceals an area that can be used (including oil & std avionics)
as a step when inspecting the rotor
head. While the R66 retains nearly the Maximum Fuel (73.6 gal) 493 lbs
same measurements from the forward
Passengers and Baggage with Maximum 927 lbs
blade tip to the tip of the tail, the inte-
rior width of the cabin increased from
50.5 to 58 inches, giving the passengers Cruise Speed approximately 120 kts
significantly more shoulder room up
approximately 325 nm/375
front, and a third forward-facing seat in Maximum Range (no reserve) miles
the back. Leg room, however, only got
a 1-inch boost over what the R44 was Hover Ceiling IGE over 10,000 feet
born with.
Hover Ceiling OGE over 10,000 feet

Climbing Aboard Rate of Climb over 1,000 fpm

It was cloudy, overcast, and the vis-
Maximum Operating Altitude 14,000 feet
ibility was nothing to write home to

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Personal/Corporate | Light Turbine

Since our track took us directly

to the grassy practice landing area,
The Robinson R66 Turbine’s instrument
which is in the middle of the second
panel bears a striking resemblance
to the R22 and R44, with only a few busiest seaport in the world, I asked
changes to accommodate turbine if I could execute a normal approach.
engine monitoring. Note the new Tompkins’ reply was the same as it
warning light panel at the top of the would be throughout the short flight:
instrument pedestal.
“Whatever you feel like doing.”
Hauling back on the power until
I reached 60 KIAS was uneventful,
and when I lowered the collective to
begin my decent, there was no argu-
ment from the aircraft. It just settled
towards the turf, politely answered my
call for some hover power at the bot-

Ernie Stephens
tom, and plopped itself straight down
on the ground upon command.
There was plenty of room for a
normal takeoff, but I wanted another
demonstration of the R66’s available
power. So, I pulled the ship up into a
ER, press and release the start button torque (100 percent on the gauge) on pure vertical climb. Tail rotor authority
on the collective, wait for the N1 gauge a relatively mild day with an altim- never waned, and I was sorry that I had
to read between 12 and 15 percent, eter setting of 29.80, produced a climb to transition into forward flight at 900
push in the fuel valve on the instrument that I limited to 1,000 fpm. Not bad, feet. AGL to avoid going IFR, because
panel, and listen to the engine come to considering we were probably about the aircraft felt like it had another few
life. If anything goes wrong, just pull the 300 lbs shy of the helicopter’s 927-lb hundred feet of climb left in it.
fuel valve to the OFF position, and the useful load. It was now time for what I call the
compressor will continue to blow the The approved test flight area for “Giddyap Test,” where I pull in the
temperature down in the engine. Robinson is above the Port of Long maximum amount of available power
Beach, approximately six miles south- to see what the aircraft will do. Again,
Flying the R66 east of the airport. At 80 KIAS, that the first thing I noticed was how funny
After completing an equally simple gave me a few minutes to assess the it felt to be in a small helicopter that
pre-takeoff checklist, it was time to go aircraft’s manners. And the first man- wasn’t being rattled all over the sky
flying in the deteriorating muck that nerism I noticed was how smooth the by a four-stroke engine. Acceleration
was the Torrence-Long Beach area ride was. Yes, most turbines offer a was smooth all the way up to the top
that day. It would be quick, since we rattle-free trip. But I guess what made of the green arc on the torque gauge,
would be losing VFR conditions soon. it so noticeable was that it used to be which gave us a nice 120-KIAS ride in
As usual with flying a Robinson common to see the instrument panel zero winds.
when you haven’t been in one in a in a Robbie—or any piston helicopter, Every other maneuver I tried, from
while, picking it up was ugly, but for that matter—vibrating all over the out-of-ground-effect hovers to abrupt
relatively safe. (I could tell, because the place while in flight. It just didn’t hap- turns, and from climbs to descents,
ground crew, while amused, did not pen in the R66. were met with what could only be
run for cover.) This is due to the sen- Close your eyes, and the R66’s interpreted as an aircraft yawning
sitivity of the controls, which is a nice hydraulically boosted cyclic and col- from boredom: It was responsive, but
thing once you get readjusted to them. lective will make you feel like you’re in acted as if it could take a lot more if
And as is also usual in a Robinson, a Bell 206B. The controls aren’t wishy- asked, and I might have asked too,
that readjustment period took only a washy. They offer excellent feedback had the ceilings not begun dropping.
couple of minutes. and response to commands. (And yes, So, I pulled N4512G hard over, and
Climb out past the tower at Tor- like the R22 and R44, the cyclic can started back to Torrence to try a couple
rence was spritely, to say the least. be comfortably controlled using just of autorotations before the clouds
Pulling in the maximum allowable three fingers.) intruded any more.

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Turbine Time

After getting cleared by the tower,

I lined up with runway 29R about
one-fourth mile out, and rolled the
throttle off. The R66 glided towards
the runway at approximately 1,100

Ernie Stephens
fpm, and between 65 and 70 KIAS,
with the rotors at 100 percent rpm and
very few control inputs from me. In
fact, the ride down was so uneventful, I
was able to take couple of seconds here
and there to enjoy the view. At the bot-
tom, Tompkins requested that I roll the
engine back online for a power recov-
ery, which I did after a gentle flare. It
was the way an autorotation should
be, but seldom is when I’m driving: A group of R66 hulls stands ready to be
efficient, effective and calming. competed at Robinson’s 480,000 square-
After standing next to the runway foot assembly building in Torrence, Calif.
to take some stills and video footage The two-seat R22 and best-selling four-seat
R44 are assembled under the same roof.
of Tomkins shooting some autos that
I could post at www.rotorandwing.
com, I hopped back in, and let him air and rotor needles have split, and the are at little league baseball games.
taxi us back to the RHC plant. internal engine temperature is trend- Because as everyone already expected
Shutdown of the R66 was as ele- ing down, and it’s time to shut off the from the mind of Frank Robinson, this
mentary as the start up. After putting battery and put it away. aircraft is a winner, and could become
the collective in the full down position, the premier entry-level turbine heli-
the throttle is rolled off, the engine is Final Impressions copter many people have been waiting
given a two-minute cool down period, In a word: Wow! In 60 words or less: for.
and the fuel valve is closed. Just take Expect the Robinson R66 Turbine to To see videos of Ernie’s flight, go
a few seconds to ensure that the N2 be as plentiful in the skies as minivans to www.rotorandwing.com.

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www . r o t o r a n d w i n g . c o m f e b r ua r y 2 0 1 1 | R oto r & W i n g maga zin e 29

08_RW_020111_Robinson_R66_p24_29.indd 29 1/20/11 11:52:41 AM


A preview of some of the hottest exhibitors at Heli-Expo 2011.
By Dale Smith

f you’re a helicopter pilot, operator, technician or just a lover of all things that can hover, then there’s no better place to be
this March 5th through 8th than the Orlando Orange County Convention Center—home of HAI’s Heli-Expo 2011. In
case you haven’t attended in the past few years, Heli-Expo has grown to the world’s largest helicopter event. This year’s
Expo will be the biggest ever. According to HAI, the 2011 tradeshow will take up more than one million square feet of
floor space and feature upwards of 600 exhibitors, 65 helicopters and thousands of attendees. To top it all off, there are hun-
dreds of hours of meetings and educational courses.
With all that floor space and exhibitors to cover—not to mention navigating through the estimated 17,000-plus attendees—
trying to take it all in three-days can be just a bit overwhelming. To help you make the most of your floor time, Rotor & Wing
has assembled a short list of not-to-be-missed exhibitors. So before taking that first step onto the Heli-Expo 2011 floor, let your
fingers do the walking through our list. Your feet will thank you.

Aspen Avionics
Booth Number: 2255
Contact: Anson Grey, manager of helicopter programs, or Mike McKinney, helicopter
sales manager

NOT TO MISS: Demonstration of Aspen’s EFD1000H Pro primary flight display for helicopters.
The “big things in little packages” experts from Aspen Avionics will use Heli-Expo to exhibit the
EFD1000H Pro PFD. Like the fixed-wing versions of Aspen’s versatile products, the EFD1000H
gives operators an amazing amount of display capabilities, versatility and reliability if a unit that
is a direct drop-in replacement for traditional analog instruments. With a list price of under
$15,000, the EFD1000H is the lowest cost glass panel upgrade available for helicopters, accord-
ing to the company.
Aspen says that the EFD1000H is especially attractive to helicopter operators because it
uses a unique solid-state AHRS system, which is resistant to vibration-induced problems that
contribute to the high failure rates of analog instruments.

Aero Dynamix, Inc.

Booth Number: 1337
Contact: Mike Guinn, manager of sales and marketing

NOT TO MISS: ESPN commentator Andy Petree’s night vision imaging system (NVIS)-equipped Bell 206. The night vision
cockpit lighting specialists at Aero Dynamix will showcase the NVIS-compatible lighting system modification recently com-
pleted in ESPN NASCAR commentator Andy Petree’s Bell 206B. The new system features a complete Garmin avionics suite,
including a GNS 530W, 430W, GMA 347, GTX 327 and GDU 620.
The installation also features new Aero Dynamix NVIS-compatible edge lit panels (ELPs) for the switch panel, overhead
switch panel, and air conditioning panel, as well as a custom overlay for the entire instrument panel.

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Heli-Expo Preview

Becker Avionics, Inc.

Booth Number: 1652
Contact: Markus Schmitz, president/general manager

NOT TO MISS: DVCS 6100 Digital Airborne Voice Communications/Intercom System. Becker Avionics
will be showcasing its latest communications, navigation, surveillance and SAR equipment for airborne and
ground applications. Highlights will include the new DVCS 6100, which according to the company is the
first airborne digital audio selector and intercom system to achieve FAA technical standard order (TSO)
approval in both the U.S. and Europe. The DVCS is specifi-
cally designed for emergency and tactical operators. It delivers
crystal-clear voice quality for both ATC and cabin intercom
Becker will also display its new MR 510 personal locator bea-
con (PLB). This new ruggedized, multi-platform PLB features
COSPAS-SARSAT compliance, automatic water activation,
VHF/UHF voice communication and a 12-channel GPS system
based on the latest technology to provide detection and accurate
location positioning anywhere in the world.

Booth Number: 1349
Contact: Alberto Costa, vice president, helicopter training systems

NOT TO MISS: Video of CAE’s new 3000 Series mis-

sion simulator. Along with its usual array of training
offerings, one highlight of this year’s Heli-Expo will be
a video of CAE’s new 3000 Series helicopter mission
simulator, which was recently qualified for training by
the FAA. The simulator delivers a 220-degree hori-
zontal and an 80-degree vertical field of view to create
an immersive, mission-focused experience. The view,
combined with new-generation computer graphics,
provides unprecedented realism for helicopter-specific
training scenarios, including offshore, emergency medi-
cal services (EMS), law enforcement, long line, high-altitude, corporate and other specialized operations.
CAE will also be using the Heli-Expo stage to celebrate other announcements, including FAA’s recent approval of its new
e-Learning for “no classroom” initial and recurrent helicopter ground schools and the company’s recent acquisition of CHC
Helicopter’s training operations.

Booth Number: 4028
Contact: Rob Creighton, marketing manager

NOT TO MISS: Cockpit simulator equipped with Cobham synthetic vision. The main attraction of the Cobham booth will
be the opportunity to “fly” Cobham’s new simulator featuring the company’s PFD with highway-in-the-sky (HITS) synthetic
vision. According to the company, the simulator’s system is similar to the EFIS displays that were recently chosen by both the
Los Angeles County Sheriff ’s Department and the Los Angeles Police Department.
While the new simulator is reason enough to visit their booth, the company comes to Heli-Expo with a host of products
from many of its other divisions, including HeliSAS (helicopter autopilot and stability augmentation system); a new HD video
surveillance system; new NAV/COM radios; ELTs; and aircrew restraint systems.

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Commercial | Event Coverage

DART Helicopter Services

Booth Number: 4628
Contact: Mike O’Reilly or Steve Joseph

Not to miss: A total of 22 helicopter products and service providers in one booth. Along with developing more than 450
aftermarket helicopter STCs, DART Helicopter Services is the sales and marketing representative for everything rotorcraft—
from a 200-amp starter generator for a Eurocopter AS350 to the Ample Pod luggage carrier for a Robinson R44 and anything in
between. DART represents a growing list of helicopter accessory, parts, products and services providers. Companies that will
have a presence in DART’s Heli-Expo booth will include:

• Absolute Fire Solutions • Donaldson Aerospace and Defense • Offshore Helicopter Support
• Airworthy Products, Inc. • Eagle Copters Services
• AKV, Inc. • Flight Management Systems • Red Barn Machine, Inc.
• Apical Industries • Geneva Aviation • Red Box International
• Aviatech Technical Services • HELIFAB, Inc. • Spectrolab, Inc.
• Bristow Technical Services Ltd. • Heli-Enterprise, Inc. • Tyler Technologies
• Cargo Net Innovations • Heli-Lynx • Wysong Enterprises, Inc.
• DART Aerospace • RSG Products, Inc.

Enstrom Helicopter Corp.

Booth Number: 3321
Contact: Dennis Martin, international sales/program manager

Not to mis s : Cobham (Chelton) EFIS-equipped

Enstrom 480B light turbine helicopter. Enstrom comes to
Heli-Expo celebrating recent fleet orders for the 480B heli-
copter. The Royal Thai Army has ordered 16 480Bs and
the Japanese Self Defense Force has purchased 30. Both
orders are to modernize training fleets. Enstrom is also
announcing that the 480B has recently earned certifica-
tion in China. Powered by a Rolls Royce 250 series engine,
the 480B is currently in service in 18 countries worldwide.
The company is also announcing a number of recent
upgrades to the 480B, including the Isolar Ag-Spray sys-
tem and the Safeflight powerline detection system. Along
with the Cobham 3D HITS-equipped 480B, Enstrom will
also have a new 280FX—the only turbocharged piston
engine helicopter in production today—on display.

Goodrich Corp.
Booth Number: 2142
Contact: Sherry Bergstrom, director of marketing and communications

Not to miss: Vigor HUMS for Sikorsky S-76D. Goodrich Corp. is showcasing its broad range of helicopter technology,
including the Vigor health and usage management system (HUMS). Vigor, currently used on the S-76D, is a new family of full
functionality HUMS optimized for mid‑size helicopters. According to the company, Vigor alerts the user to take corrective
actions to prevent future costly maintenance and advises of unavoidable future maintenance tasks so the user can minimize
operational impact.
Goodrich’s booth will also be home to a host of other products, including rescue hoist systems; engine control and FADEC
systems; actuation, air data and power systems; interior and seating systems; and customized aftermarket support solutions.

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Heli-Expo Preview

MD Helicopters
Booth Number: 1618
Contact: Debbie Jones, sales and marketing

Not to miss: MD902 Explorer with new VIP SPIFR interior. MD

Helicopters is planning to have a variety of models gracing their
Heli-Expo booth, including an MD530F, MD500E and a factory
new MD902 Explorer—all with new avionics offerings. Along with
its new panel, the Explorer will sport the company’s new high-end
VIP interior, which features a long list of comfort and convenience
enhancements, including a five-place interior with leather uphol-
stered Fischer energy attenuating business seats, leather side panels
and ceiling, additional acoustic sound insulation, cabin/cockpit pri-
vacy window, aft-facing credenza with video monitor and DVD/CD
player, cabin ICS with Bose Series X headsets, LED reading lights,
upgraded wool carpeting, and more.

Night Flight Concepts

Booth Number: 3428
Contact: Adam Aldous, president

Not to miss: NVIO night vision goggle (NVG) computer-based training solution. If you’re among the growing number
of NVG users, then you need to stop by the Night Flight Concepts booth to demo its new FAA-approved NVIO NVG
computer-based training program. The NVIO CBT is an Internet-based, blended training solution that combines self-paced
courseware and practices covering a broad range of NVG-specific procedures and operational scenarios. The interac-
tive CBT program combines 3D graphics with advanced synthetic environments and the latest online training method-
ologies to achieve the highest degree of learning effectiveness and comprehension, while reducing overall training costs.
Complementing the NVIO online CBT is the company’s recently introduced NVG website: www.NVGsafety.com. This is a
new resource website created to help flight departments with night vision systems (NVIS) program management and to pro-
mote safe, effective NVG use.

NORTH Flight Data Systems

Booth Number: 4437
Contact: Jeff Warner, president

Not to miss: CVR/FDR with integrated Iridium satellite modem.

NORTH Flight Data Systems, LLC will use Heli-Expo to introduce its
new flight data system—a multifunction data acquisition unit (MFDAU)
with a built-in Iridium satellite modem. The Iridium modem combined
with the MFDAU’s self-contained 3D movement sensors, engine and
airframe data inputs will provide operators with precise, real-time aircraft
tracking capability without the need to purchase and install a stand-alone
Iridium satellite transmitter and antenna.
NORTH Flight will also be displaying its popular cockpit voice and
video recorders, quick access recorder (QAR) and new high-resolution
color cockpit camera. To ensure that customers realize the true benefit of flight data recording, NORTH Flight will be offering
a complete FOQA analysis and animation service utilizing Part 121 caliber software.

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Products | Maintenance

Electronic Maintenance Tr
Technology as a tool for helicopter maintenance technicians.
By Dale Smith

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Mx Tracking

friend of mine recently PC or LAN [local area network].”

nce Tracking
asked me why helicopters Many companies offer these types
were so expensive to buy of programs, “but one of the best exam-
and operate. The simple ples is a simple Excel spreadsheet,” he
answer to both parts of the question added. “There are several problems
is complexity. Helicopters have a large with this type of solution—one, there
number of moving parts, designed is no security with the information.
for minimal weight and high stress Another is that there is limited access
(fatigue) conditions. Even the ‘simplest’ to the data and, last but not least, they
light helicopter is a true marvel of are a lot of work to keep accurate. I also
mechanical engineering. think they give people a false sense of
This, combined with a low toler- confidence about how they are actually
ance for failure, results in high main- tracking the information. Most of these
tenance rates and costs. In a published operators ultimately find that they are
report, the U.S. Army stated that its not tracking all of the information they
Ratios of Maintenance Man Hours need to be compliant.”
(MMH) to flight hours for light turbine Steinbeck said that another option
helicopters averages 4:1. Of course, for electronic maintenance tracking
not all of those MMH hours are actu- is to use a complete service provider.
ally spent on working on the machine. “Avtrak is not a software company, we
A good percentage is often spent are a subscription service company—
just researching current maintenance yes, there is software involved as part of
information so a technician knows our service, but more importantly we
what to fix in the first place. are staffed with A&Ps and IAs. People
With apologies to Mr. Bernoulli, behind the screen who are helicopter
in today’s maintenance compliance maintenance experts,” he said.
and regulation-heavy world, it’s not lift “We provide more than just access
force that keeps a helicopter in the air, to maintenance tracking, you get full
it’s paperwork. service, which means when an OEM
“The rotary wing industry is so issues a revision to their maintenance
complex. There are so many inspec- manual or there is a service bulletin or
tions. New dash numbers on parts AD, we incorporate that into our sys-
that all have different life limits and tem and notify the user.”
that changes the inspection cycles on While Steinbeck’s DIY and com-
components. People can’t keep up plete service solutions represent the
with it all,” explained Jim Willis, chief far ends of the options for electronic
operating officer for SkyBOOKS. “An maintenance tacking, there are other
electronic tracking system like ours will products that for lack of a better word,
automatically update and keep all the are referred to as “hybrids.” They are
maintenance requirements current.” PC-based but offer some level of Inter-
net connectivity. One example is the
Software, Service or new Sentinel AD tracking product
In-Between? from Avantext.
“When you’re talking about electronic “We were one of the first to pioneer
maintenance tracking for helicopters, the electronic distribution of airwor-
you have basically two types,” said Den- thiness directives that allow people
nis Steinbeck, vice president of Avtrak. to rapidly search and aggregate data
“One is what I call ‘Do It Yourself ” around the AD’s,” explained Avantext’s
software or a shell program. It’s up to the president, Kurt Schoenkopf. “I call this
user to do all the work to populate their ‘AD tracking heavy.’ We provide users
data and then to keep it current. That’s a dashboard that lets them track all the
probably the most popular form used components they are responsible for
in the helicopter market today. Most of during an annual inspection and notify
these programs run on the company’s them about what is coming due during

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Products | Maintenance

the next annual. If there’s an emergency

AD issued, we will be able to flag that
for the maintenance professional’s
“We have built a lot of time-saving
applications into the new program
to allow people to pull information
they need,” he added. “It lets them
spend less time searching data and
spend more time doing what they do
best, which is repairing the aircraft.”
While any type of electronic main-
tenance tracking is a great benefit to
users, the web-based packages offer the have their own quality control depart- every night, “the next time the aircraft
added advantage of instantly sharing ment to handle this type work and comes in for maintenance, a technician
information with anyone around the we have services designed for them,” simply opens that aircraft’s file and sees
world. Pilots can keep an aircraft’s flight he said. “But the small single-aircraft what needs to be done,” he continued.
time current and can be instantly noti- operators can really benefit by the fact “It’s a real popular system.”
fied of any changes to that machine’s that Avtrak will assign one of our own “Technically you could do all this
status. people—we call them ‘Compliance manually, but that leads to errors and
“You have total mobility worldwide Specialists’ to support them. These spe- you really can’t afford to miss anything,”
to access the status of any of your air- cialists become a literal extension of the Steinbeck continued. “There’s just a
craft,” Willis said. “For example, Heliser- operator’s maintenance operation.” lot to keep track of. Once you get your
vicio in Mexico is getting 100 to 150 When it comes time to plan a main- arms around the helicopter manufac-
hours per month utilization per heli- tenance event, operators “will have an turer’s current requirement you need
copter, and they operate 40 of them at expert available to help them,” Stein- to review the equipment installed
a time. Needless to say, they have crews beck said. “What do they need to plan through STCs, which often have their
coming and going all the time at differ- for? What can they do to minimize the own inspection requirements and
ent locations. Having access to current downtime and maximize availability? additional instructions for continued
information is critical to their pilots and What can they do now to make the airworthiness (ICAs). People often
aircraft maintenance people.” maintenance event more efficient? We forget to figure those requirements into
“When a pilot finishes his shift he are that second opinion that smaller their tracking methods.”
updates all the hours and information operators often need.” “Another critical matter is if you are
for that aircraft,” he continued. “Then a Part 135 charter operator and you
when the next pilot comes on his shift, No Complacency get ramp checked and you are out of
he can instantly look at all the informa- About Compliance compliance, the cost per violation is
tion about that helicopter’s condition. Today ’s electronic maintenance probably two or three times the cost
He can see if there are any MEL items tracking tools are also proving to be of an annual subscription to a tracking
or flight restrictions that pertain to that extremely helpful ensuring that aircraft service,” he said. “So there are a lot of
particular aircraft,” Willis said. are up-to-date and compliant. “We important reasons why you want to
“Electronic tracking packages make have a product called NavigatorV that have all your ducks in a row when it
this super easy by translating the infor- includes a ‘Profile & Compliance’ tool, comes to this stuff.”
mation into our ‘stoplight’ indicators— where an operator can actually define Accurate compliance monitoring
green means life’s good, you can con- their aircraft by its airframe and major goes well beyond the financial penalty
tinue to fly. Yellow says it’s approach- components including part and serial of a botched ramp check. According to
ing a user-defined period until the numbers,” explained Bob Jones, prod- SkyBOOKS’ Willis, active compliance
next maintenance event. And red says uct marketing specialist for Aircraft monitoring can greatly improve safety.
there’s no flying that helicopter today.” Technical Publishers (ATP). “It cre- “Eurocopter released a study say-
While it may seem that large fleet ates an electronic compliance record ing that 75 percent of accidents were
operators may benefit most from this with one page for each component on sadly, repetitively predictable and non-
type of technology, Steinbeck said the aircraft. The sheet shows all cur- compliance related. They over-flew
that the smaller, one-technician/one- rent ADs and SBs and you can easily an inspection or the pilots missed the
helicopter operations gain some big keep track of your compliance status.” recurrent training required for what-
advantages too. “Large operators often Because the information is updated ever reason,” he said. “The surprising

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Mx Tracking

thing to me was that three out of four amount of time and the components 135 operator you must not only have
of the total accidents were because may have Y and Z amounts of time a document saying, ‘Yes, I did this,’ but
the operators failed to comply with on them individually—all have differ- you must be able to show the certificate
known crew or maintenance compli- ent requirements for time changes or of origin of that part. We can now do
ance issues, airworthiness directives or inspections,” he continued. “The point this within our system. We can tie in
service bulletins. They were running is each part now has the informa- the original OEM warranty informa-
so hard they just inadvertently failed to tion tagged to it. If the part is moved tion.”
comply with the requirements.” between ships, it takes its current data
SkyBOOKS provides “the capabil- along with it. This eliminates the need Easy Does It…
ity for users to track crew currency to manually keep track of each compo- Of course all of these advanced search
simulator training for night vision nent as it moves through the fleet.” (If and notification capabilities wouldn’t be
goggles, auto-rotation requirements the technicians remember to update much of an advantage if the information
or whatever,” Willis added. “It’s all part the electronic logbooks.) were hard to extract from the software.
of the value equation.” “We’re developing internal cal- Thankfully, that’s not the case.
culators that ensure we are helping “One of the things we’ve spent a lot
Creating ‘Smart Parts’ technicians track the component and of time doing is working with usability
ADs, SBs, compliance requirements, engine cycles correctly,” Willis said. “If consultants and improving the funda-
annual inspections and just your plain you don’t the alternative is potentially mental usability of our products,” Avan-
‘ol maintenance practices—if you said violating life-limits or retiring a com- text’s Schoenkopf said. “Improving the
that it all adds up to a pile of informa- ponent at 50, 60 or 70 percent of its way people interact with the technol-
tion for a technician to keep track of, intended useful life. That’s an expensive ogy to get them around an application
you’d be right. But wait, as they say, mistake.” Another “expensive mistake” quickly and easily. We’ve done exten-
there’s more. that proper component tracking helps sive studies from an end-user perspec-
“Unlike the majority of fixed-wing eliminate is an operator’s inability to tive to make sure we’re capturing the
aircraft, which are a fixed overhead prove a component’s total time or paths to information as quickly as we
for a business, when you look at the cycles when it comes time to claim a possibly can.”
rotorcraft industry the vast majority warranty repair. Willis said that when “We’re working really hard to come
of all helicopters are flown for hire in SkyBOOKS started offering the com- up with what we call ‘Self-Directed
one form or another,” Willis said. “As ponent tracking capability, the com- User Interfaces.’ What that really means
a result operators are very conscious pany surveyed customers, who said this is someone can go in and use our pro-
about keeping their aircraft flying while capability was the “impossible dream,” gram with very little instruction,” he
controlling all the expenses associated it was too hard to track manually. added. “The workflows are very, very
with each one.” “It is very difficult to do manually, simple. Our system is designed from
That need to keep ‘em flying is why but electronically it’s very easy,” he said. the perspective of the way people need
the significant majority of helicopter “If the operator keeps their records up to navigate as opposed to being design-
operators practice the art of “part swap- to date it’s easy to validate the hours, driven to look pretty.”
ping,” or taking a part off of one helicop- calendar days and cycles for every “By and large we see this as an
ter and using it on another. While it’s a part they install. They now have all the advanced research tool, but we know
perfectly legal and safe practice, it does information and documentation about that research is not considered billable
however create a bit of a parts tracking the component at the point of failure so hours,” Schoenkopf said. “Anything we
nightmare, which, of course, can be they can return that part to the manu- can do to shorten that cycle and help
significantly lessened with electronic facturer for warranty repair or replace- keep the mechanic focused on the pro-
maintenance tracking technology. ment regardless of how many airframe cess will benefit the end-user.”
“With component tracking you movements are involved.” “We’ve been helping technicians
can actually put on the details of all the Willis also explained that Sky- keep their information search accurate
components on a particular helicop- BOOKS (along with other electronic and efficient by automating the back-
ter—anything that has a serial number maintenance products) can enable end process for 40-years,” Jones said.
on it,” Jones said. “Each of those com- operators to attach a digital copy of the “Until you see it first hand you just don’t
ponents then carries a data record of its original 8130, 8110 or historical service realize how much time your techni-
total time, cycles, landings, retirement record to each part to show that they cian spends managing all the required
index number (RIN) counts—all that are using FAA-approved parts with the paperwork and documentation—I
kind of information and their limits.” original documentation and certifica- can’t imagine doing it manually. There
“Once they’re tracked, they become tion attached. “Why is this important? wouldn’t be time left to actually work on
‘smart parts.’ The aircraft may have X Willis asked. “Because if you are a Part the helicopter.”

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Where do the best pilots, crewmembers and support staff come from?
By Chris Baur

here do the best pilots to assimilate into the group? We’ve all want? How do perspective employees
and crewmembers come heard the stories about the pilot that learn about your company and the
from? When you listen misrepresented their experience. Or opportunities it offers? What is your
to different people talk, the pilot that is a great stick, but likes reputation as an employer? Do you
there is a sense they might have a cer- to operate the aircraft at the edge of the advertise or strictly word-of-mouth?
tain technique for or “secret sauce” for envelope. Then there’s the mechanic Have you considered subscribing to
selecting the best candidate. We’ve all who is knows more about workman’s one of several professional database
heard and read disappointing examples comp than troubleshooting a hydraulic services such as the one offered by
of how bad pilots had penetrated vari- leak. This guy seems to fall more than Aviation Today?
ous organizations but were identified Jerry Lewis and Steve-O at a potato This type of online service will
over the course of time and eliminated. sack race. I’d have to say these types of allow potential applicants to discover
I’ve listened to the discussion of which employees represent that quintessen- factual information about your organi-
pilot might be better—military or civil- tial one percent—we’ve got them, as do zation and submit their qualifications,
ian. So while much emphasis has been many other industries. You need look applications and referral letters online.
placed on identifying the bad pilot or no further than our banking industry This affords the opportunity to search
crewmember, it would be productive for some current examples of “cooking across a wide variety of applicants
to discuss how to find the good pilot or the books,” pushing the envelope and using tailored criteria. Do you require
crewmember. falling down on the job. So how do we applicants to obtain one or more refer-
So what makes a good pilot, accomplish due diligence and avoid ral letters from current employees or
mechanic or dispatcher? A good crew- making the costly mistakes of not hiring other industry professionals? If the size
member is a good employee. A good the best talent for our organizations? of your company supports it, have you
employee may mean different things to While there is no perfect way to considered a sponsorship program to
several people but there are some com- accomplish this, there are some com- identify, recruit and refer perspective
mon threads. Does anyone want an mon threads. Who were your mentors? pilots? One caveat. To keep the refer-
employee that is unreliable, argumen- Who did you enjoy working with the rals from becoming boilerplate, hold
tative, or unable to respect and operate most, and why? Before you can realize the sponsor accountable for the people
within the rules? A person that will call your staffing goals, you should devote they recommend. There’s a bonus—all
in sick on holidays based on both the some time towards quantifying what this activity can occur using one of the
Hallmark and Mayan calendar? you want, not necessarily focusing on many web-based systems mentioned
So what are the factors that make a what you don’t want. above, saving valuable time, resources
good worker? Is it their pedigree, flight Create a recruiting mechanism. Not and data corruption. (Somehow, you
time, aircraft qualifications, or ability getting the pilot applicants you really knew I was going involve technology).

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Helicopter Hiring

Now that some potential candidates

Ernie Stephens
are identified, how do you screen them?
It depends on the organization. In my
experience, the U.S. Army spent a lot
of time reporting, saluting, grooming
and saluting. (Did I mention saluting?)
The U.S. Customs Service had me sit
in a chair in a hallway for three hours.
The Air Force spent 18 months pro-
cessing, losing, reprocessing and losing
my flight physical. I guess you can have
perspective candidates listen to Kenny
G until they blackout. It’s a watershed
opportunity for you to discover more
about the perspective employee and
for them to discover more about the
Another way to avoid expending
valuable and limited training resources
is to allow a prospective employee the
opportunity to respectfully decline
if they don’t see a good fit. Can your
company afford a repetitive cycle of
recruiting, hiring, and training when a likely to present their real persona; the fair opportunity and a consistent result.
new hire quits due to misunderstood starched stiff one or the relaxed one? Is At the end of the interview, give the
expectations? (Did you think it was all this a time to get to know your prospec- applicant the opportunity to ask ques-
about you?) tive crewmember or an interrogation? tions of you and the panel. Take the
There are several tools at your dis- How many people do you need to time to ask if there is anything they’d
posal to aid in the selection process. conduct the interview, a panel of eight like to share about themselves that you
Think about a flight test in either an air- to ten, seated by rank or position, or will haven’t asked. That is another water-
craft or simulator to evaluate basic air- two or three suffice, casually seated? A shed opportunity for a relaxed appli-
manship. Consider a standardized pro- bottle of water? No water? cant to provide some essential informa-
file that is no more than 15-20 minutes. Give some thought to using of tion you may never have known.
Also consider a Line Oriented Flight behavior-based questions, available After the interview, be sure and
Training (LOFT) scenario to evaluate from several vendors. Examples of offer the prospective employee the
their both the candidate’s experience behavior-based questions are: “Tell us opportunity to have a tour of your facil-
and human factors skills. These can be about a time you disagreed with your ity and speak with other employees.
accomplished in a flight training device superiors,” and “Tell us about a time you The background check comes next.
(FTD) or a non-motion simulator, at a had to work with someone you didn’t There are several competent agencies
nominal cost. It will quickly identify the get along with.” While there is not a that can perform the required Trans-
good, the bad and the ugly. right or wrong response to an individu- portation Security Administration
Similar practical scenarios can be al question, the interviewer can identify background checks and more. In fact,
developed for mechanics and dispatch- trends and develop an understanding civilian companies can provide the
ers alike. Enlist the members of your of the candidate’s experience solving same criminal and civil background
team as a great resource to construct problems and leadership potential. checks that the military performs and
the scenarios used in the evaluation This is also an opportune time to ask supply your organization with the
process. technical questions about previous results even faster. Look beyond the
aircraft flown, FAR/AIM, meteorol- difficult. Try a Google search and the
Interview ogy or present an approach plate for popular social networking sites. Maybe
In regards to the interview, do you discussion. your candidate is an amateur alligator
want to make the applicant nervous Strive to keep your process as stan- wrestler, astronaut or Evil Knievel-type
or relaxed? Which candidate is more dardized as possible so everyone has a daredevil. When released by your

W W W. R O T O R A N D W I N G . C O M F E B R UA R Y 2 0 1 1 | R OTO R & W I N G MAGA ZIN E 39

11_RW_020111_Hiring_Best_Practices_Pg38_41.indd 39 1/20/11 12:06:06 PM


prospective employee, their former great employees get off to a not-so- sponsorship program really helps dur-
employers have an obligation to supply great start when they are left to figure ing the transition. This is also another
their flight records for your inspection. out how to successfully integrate into great opportunity for technology to
an organization. It’s not unusual to extend your resources with computer
Indoctrination 101 have anxiety when starting a new job, based indoctrination and training
So you’ve made your selections and are especially if relocation is also involved. media. Another cost efficient oppor-
ready to move on. Not so fast! Many If your organization can support it, the tunity to impart your culture, company
resources, policies and training using
proven self-paced media. Employees
can accomplish everything from pro-
Exhibition and Conference cessing their healthcare choices, W-4
Date and uniform purchases in a standard-
16-17 March 2011 ized, structured format that doesn’t
Venue drain your administrative staff.
M.O.C. Event Centre This same medium can be used to
www.avionics-event.com provide web-based initial training so
Munich, Germany new pilots, mechanics and dispatchers
have a familiarity and basis of knowl-
Are you up to date with the latest on: edge prior to their first day of on-site
• Future Avionics • New Dimensions training.
• Situational Awareness • Certification Students are more likely to absorb
Your Invitation to Munich – Register Today for Early Bird Savings and retain information when they
get familiar with the material in a low
The leading event for commercial, civil and military aerospace and defence
electronics industries
threat environment. How well do you
learn when your mind is preoccupied
A multi-faceted event, with conference sessions, technology workshops, masterclasses and
packed exhibition floor, Avionics & Defence Electronics Europe brings the industry together with hazards, threats and uncertainty?
to discuss the important issues of the day. When you are paying crewmem-
It is the annual event that provides you the opportunity to update your knowledge and bers by the hour, you want them to
skills and understand the evolution in the industry, to be better prepared for the future. receive maximum benefit from their
Early Bird Discount - Register by 16th February 2011 for Savings training.
Register yourself and your colleagues as conference delegates by 16th February 2011 and Ultimately, we all want to recruit
benefit from the Early Bird Discount Rate. and retain the best flight crewmembers
Event Highlights: so we can provide the safest, most effi-
Opening Keynote Session - with leading industry representatives cient and highest level of service to our
Helicopter Conference Session - Modernizing Helicopter Avionics
Panel Discussion - Making the Business Case for Integrating New Avionics
valued customers. Like many projects,
Networking Reception it’s all in the prep work. Think about
what your current process looks like
For full conference programme, details of networking events, exhibits and to and the results you are experiencing.
register online visit www.avionics-event.com
The best talent available doesn’t
come from a specific branch of the
SES & NEXT GEN TECHNOLOGY military, a certain flight or trade
CHALLENGES AND SOLUTIONS school, college or university. Seldom
does the best talent beat a path to
Owned and Produced By: Premier Sponsor:
your door. You have to create a viable
passageway to your organization that
Official Media Partners: Bronze Sponsor and provides open and clear communica-
Lanyard Sponsor:
tion with equal opportunity to all
Through the use of technology you
Supporting Organisations:
can maximize your costs, time and
opportunity to recruit, evaluate, select,
indoctrinate and train the best.

40 ROTOR & WING MAGAZ INE | F EBR UAR Y 2 0 1 1 W W W. R O T O R A N D W I N G . C O M


11_RW_020111_Hiring_Best_Practices_Pg38_41.indd 40 1/20/11 12:06:17 PM

Helicopter Hiring

Employee Loyalty
You’ve done your homework and hired the serve a customer, supervisors must serve 8. Don’t be afraid to tell them the truth.
best. Now, how do you keep them? Replac- and empower retail employees, managers Respect your employees through degrees
ing a lost employee costs 150 percent of must serve and empower supervisors, etc. of transparency. Communicate how your
that person’s annual salary. To increase the 4. Close training gaps. Make sure there business is doing at least quarterly. Give
loyalty and engagement of your employ- are no major training gaps in your orga- your employees confidence in the future
ees follow these 10 basic principles and nization. Training should be up-to-date. and information to understand shifts in
action items: Make sure employees know about training corporate policy due to economic or com-
1. Start by measuring employee opportunities. petitive environment.
engagement. Using a scale of agreement, 5. Train and encourage seasoned 9. Retrain or get rid of bad managers.
a survey can express quantitative mea- employees to be mentors. A mentor- One bad manager can pollute multiple
surements of employee engagement. ing program can facilitate dynamic skill layers of an organization. Your most tal-
This can yield a rich source of inexpensive growth throughout an organization. ented employees will be the first ones to
opportunities to make employees happy. 6. Promote team-building activities leave in the face of poor management.
2. Gather compliments in addition to among employee groups. There are well- Poor managers bring down the morale of
concerns. Companies can find out if their documented benefits to creating trust employees, which in turn spills over to the
engagement efforts make a meaningful, and acceptance among work groups. engagement level of customers and ulti-
lasting contribution to employees in this Team-building activities don’t have to be mately reflects that group’s performance
way. Engagement is most effectively mea- expensive and can be found through a and profits.
sured both quantitatively through scaled simple web search. 10. Recognize employee contributions.
questions, and qualitatively through open- 7. Build a supportive environment Recognition from a supervisor at least two
ended comments. before addressing compensation com- ranks above an employee makes a mean-
3. Help your employees to see the big plaints. Sometimes dissatisfaction with ingful, engaging difference in morale.
picture, how they contribute to a function- wages merits investigation. Often, dis-
Adapted from “The Top 11 Ways to Increase
ing whole. A ‘chain of customers’ exists satisfaction masks problems. Employees
Your Employee Loyalty” by Kyle LaMalfa,
from the bottom of the organization up to voice problems in terms of a compensa-
the top. Where outward facing employees tion issue. best practices manager and loyalty expert,
Allegiance, Inc.

www . r o t o r a n d w i n g . c o m f e b r ua r y 2 0 1 1 | R oto r & W i n g maga zin e 41

11_RW_020111_Hiring_Best_Practices_Pg38_41.indd 41 1/20/11 12:06:30 PM

Training News
CAE Inks CHC Agreement   42
Leading Edge to Train FAA  43
Bell Trainers Arrive in Iraq  44


Sikorsky’s new “virtual reality” center in Stratford, Conn. will help designers address assembly and maintenance issues for the CH-53K.

Sikorsky Uncovers CH-53K Virtual Reality Center

Stratford, Conn.-based Sikorsky Aircraft has opened a new 3D “virtual reality” center for the U.S. Marine Corps CH-53K.
Situated within engineering labs at the company’s primary facility in Stratford, the center will incorporate 12 cameras, a head-
mounted display, gloves, a gripping tool and software linked to three computers that will make up the “command center” to
control the system.
Dr. Michael Torok, vice president and chief engineer for U.S. Marine Corps programs, notes that the center will allow “the
team to find production and maintenance issues that typically only could be found during the initial build of the aircraft.” This
will save time and money during the design process, he adds. Mike Miller, vice president of research and engineering, says that
designers “will no longer have to rely on their imaginations to understand assembly and maintenance issues,” instead being able
to “experience them long before parts are fabricated.” Sikorsky received a $3-billion SDD contract in April 2006 to develop the
CH-53K, which is a heavy lift replacement for the Marine Corps’ CH-53E.

CAE to Take Over CHC Training

CHC Helicopter has reached an agreement to transfer all of its
rotorcraft flight training operations to Montreal-based CAE. The
deal includes four CHC full flight simulators in Canada, Norway and
the UK. The long-term partnership involves CAE providing general
U.S. Army/Emily Brainard

courses, pilot provisioning and search and rescue training to more

than 2,000 CHC helicopter pilots and maintenance personnel.
The simulators involved in the transaction are a Eurocopter
AS332L/L1 Super Puma and Sikorsky S-61 based in Stavanger, Nor-
way, an AS332L2 in Aberdeen, UK and a Sikorsky S-76 in Vancou-
ver, B.C. They will compliment CAE simulators in the Middle East
(Emirates-CAE Bell 412 in Dubai), Europe (Rotorsim AgustaWest-
U.S. Army Helicopter Overwater Survival Training (HOST)
land AW109 and AW139) and North America (Sikorsky S-76C+ and
water survival instructor Bob Wood teaches breathing
S-76B in Morristown, N.J. and AW139 through Rotorsim). CAE also techniques using a scuba apparatus to WO1 Jason
plans to launch Bell 412 training in Mexico and India, with joint ven- Sargent, 2nd Lt. Sarah Brakefield and WO1 Clint Moore
ture partner Hindustan Aeronautics Ltd. during HOST training.

42 Rotor & Wing magaz ine | f ebr uar y 2 0 1 1 www . r o t o r a n d w i n g . c o m

12_RW_020111_Helicopter_Training_p42_45.indd 42 1/20/11 12:37:54 PM

Safety & training

Barco Sims to Air Methods Gains SMS Level 2

Train Germans FAA has granted Level 2 exit status for Air Methods’ safety management system
CAE and Germany’s defense pro- (SMS) program. The designation signifies that the HEMS operator has completed
curement agency, BWB, have chosen Level 2 under FAA Advisory Circular 120-92. Air Methods becomes the first
Barco simulators to train students at helicopter operator to exit Levels 1 and 2, and is one of eight operators (including
the Army Aviation School in Buck- major U.S. commercial airlines) to achieve Level 2 status.
eburg, Germany. Under the deal,
Barco will upgrade 11 helicopter
simulators with a total of 88 Sim
7 high-resolution projectors. The
school is responsible for training
German Armed Forces helicopter
pilots. The facility houses eight Euro-
copter EC135, two Bell UH-1D and
two Sikorsky CH-53 simulators. CAE
Germany received a related contract
to upgrade the visual display systems
for the CAE-built simulators.

FAA Pilots Train

on Leading Edge
Bend, Ore.-based Leading Edge Avia-
tion (LEA) has won a contract to
train FAA aircraft certification and
instructor pilots. The agreement calls
for LEA to supply helicopter pilot
training for Flight Standards Opera-
tional inspectors and Aircraft Certi-
fication pilots. Courses will include
ground and flight training on various
types, including the Bell 206B3 and
Robinson R44, as well as instru-
ment flight, turbine transition train-
ing, SOPs and emergency response.
President Brad Fraley notes that LEA
will train FAA pilots “in every aspect
of helicopter flight, from primary
through advanced.” LEA operates a
fleet of R22s, R44s and Bell 206s at its
flight school in Bend.

Enflite AS9100B
Georgetown, Texas-based Enflite has
obtained AS9100B certification. The
division of LifePort completed an
audit that also resulted in the upgrade
of its existing ISO9002:2008 cer-
tificate to ISO9001:2008. LifePort is
a unit of Sikorsky Aerospace Services

www . r o t o r a n d w i n g . c o m f e b r ua r y 2 0 1 1 | R oto r & W i n g maga zin e 43

12_RW_020111_Helicopter_Training_p42_45.indd 43 1/20/11 12:38:14 PM

Utah Police First AS350 Sim Trainees Bell T-407 Trainers
Utah Highway Patrol Aero Bureau pilots and American Eurocopter has com-
Arrive in Iraq
crew have completed training in Eurocopter’s pleted course work for the inau- Iraq’s Army Aviation Command has
new AS350 flight and mission simulator.
Shown here is one of the bureau’s AS350B2s
gural customer of its new AS350 received three new Bell T-407s. The
during a 2009 mountaintop rescue operation. flight and mission simulator—Utah helicopters will train Iraqi Army pilots
Highway Patrol’s Aero Bureau. leading up to the delivery of EADS
Capt. Steve Rugg, Aero Bureau Armed Scout Helicopters by the end
pilots and crew members trained of 2011. Describing the handover to

on the device, which offers a variety Camp Taji as a “landmark occasion” for
of mission-specific applications, the Iraqi government, U.S. Air Force
including airborne law enforce- Brig. Gen. Scott Hanson added that the
ment, NVG, crew resource man- T-407s are “critical to building a mod-
agement (CRM) and helicopter emergency medical services (HEMS) training. ern, dependable capability” in the Iraq
The simulator can convert from an AS350B2 to an AS350B3 and features a Army Aviation Command. Hanson is
full-motion platform, full cabin, autopilot, moving map, FLIR Star Safire II and director of Iraq training and advisory
Spectrolab SX-16 searchlight. Rugg notes that the bureau plans to “work the AS350 mission-Air Force, and commander
simulator into the mix for our training programs, because we can train in the simu- of the 321st Air Expeditionary Wing.
lator in ways that we could not do in an actual aircraft.” Iraq’s Army currently has two recently
He adds that the response from the simulator “was a lot like the real aircraft and qualified instructor pilots, who will
with the realistic environments, we were able to practice our emergency proce- work with U.S. counterparts to estab-
dures in actual mission scenarios.” The unit flies two AS350B2s in support of the lish training courses for the Armed
Utah Department of Public Safety. Scout Helicopter program.

March 2011:
Bell Evolves—How has Bell Helicopter evolved over On the Record with Marc Paginini­­—Marc
the last few years? Rotor & Wing explores both the civil Paganini has a well-focused vision for taking American
and military programs and how the company is beefing Eurocopter to new heights. It will be a company with a
up its civil product line to better compete in today’s mar- stream of new and upgraded helicopter models, strong
ket. We talked with industry experts, Bell CEO John Gar- civil and military sales from a solid U.S. manufactur-
rison, as well as Bell top management, including Com- ing and assembly base. It will also be a company with
mercial SVP Larry Roberts and EVP Military Bob “Too Tall” strong and growing service and customer support
Kenney, EVP Operations Pete Riley and EVP Engineering capabilities. Learn more in our interview with Marc by
Jeff Lowinger, to find out. Bob Cox.

Bonus Distribution: Heli-Expo 2011, March 5-8 in Orlando, Fla. AEA Convention, March 22–25 in Reno, Nev.

44 Rotor & Wing magaz ine | f ebr uar y 2 0 1 1 www . r o t o r a n d w i n g . c o m

12_RW_020111_Helicopter_Training_p42_45.indd 44 1/20/11 12:38:31 PM

Rotor & Wing 2010 Safety and
Training Summit


A high standard of training solutions including type, recurrent and operational


Full flight simulators to support all phases of training in a cost effective, safe
and realistic training environment

A wide range of normal, emergency and operational flight conditions to

improve safety and drive effective operations

www . r o t o r a n d w i n g . c o m f e b r ua r y 2 0 1 1 | R oto r & W i n g maga zin e 45

12_RW_020111_Helicopter_Training_p42_45.indd 45 1/20/11 12:38:43 PM


Offshore Notebook w

By Pat Gray
Gulf Pipeline Patrol C

ot all helicopter flights are You might ask, why would a line of the line can bring in surface vessels De
over water on the edge of the under the sea leak? These lines are with more sophisticated equipment
Gulf of Mexico. As happens required to have a minimum of six feet to fix the exact location of the leak and You
in all the other 50 states, we of earth or mud cover when the pipe is begin repairs.
have our share of medical, law enforce- put down. To get it, a trench is dug by The overwater flights certainly will Avi
ment, ENG, aerial applicators and using what is referred to as a jet barge not account for the large number of you
other overland helicopter operations. that uses very high pressure water jets hours flown by helicopters for pipeline the
But, in considering the high flight to dig the trench, the pipe is then set in inspection. Quite a few of the major
intensity of our geographical area, it the trench and covered. Over the years, oil and gas companies have come to In o
is a
would be a safe bet to say at least 90 anchors are dropped on it, shrimp fish- realize the value that rotorcraft bring
percent of all flights are energy related, ermen foul nets in it, and movement to the table and they use the helicop- cha
oil and gas for now, and maybe some of the sea can uncover portions of the ters from the beach all the way into the
wind power or tidal power, etc., in the line. There could also be internal cor- interior of the country. Visibility from A m
future. Who’s to say? rosion taking place. the helicopter is unequaled in an aerial the
One area of flying, that may sur- Though I do not have the exact vehicle, except maybe a balloon basket ded
prise some readers, is the use of heli- number of hours flown annually in or the Space Station. The highly vari- imp
copters for pipeline patrol. the immediate Gulf area, my personal able speed allows more time for min-
The Federal Energy Regulatory experience tells me it is at least several ute examination of an anomaly. The An
Commission (FERC) requires all pipe- thousand and that would only cover ability to land at the site has prevented brin
line owners and operators to inspect the sub-sea, marsh areas and maybe numerous potential accidents by the bot
their lines periodically to help in main- 50 miles in from the beach. There are aircrew’s actions in shutting down and
taining pipeline integrity. Most opt to hundreds of pipelines lying on the conferring with bulldozer and back- “Mo
do so by aerial means, the vast majority floor of the Gulf. hoe operators who were approaching ind
being done by fixed-wing aircraft. We No doubt, it is difficult to fly direct- the lines and were not aware of the avo
are talking thousands and thousands of ly over a line that has no ground mark- dangers.
miles here, over farmland, mountains, ers (sub-sea) and perhaps having a Encroachment is a major concern
deserts, even through metropolitan crosswind to contend with. GPS can of pipeline companies, some of which
areas. Airplanes are faster in most cases help by establishing waypoints over are the above mentioned excavat- Co
and no doubt, are cheaper to operate, known locations that can keep a rea- ing equipment operators, owners of Mo
but, as the late Paul Harvey would say, sonable track going, plus many pipes mobile homes who place them over Cha
“Here’s the rest of the story.” are laid that connect platforms (rigs) the lines, all types of construction LPV
A great number of hydrocarbon in a network. It is often possible to see projects including barns, swimming Gee
pipelines originate here in the Gulf to a distant platform from the current pools and homes. Situ
begin their journey north. Some deliv- deck you are on, and then fly the track There are many other inspection Phi
er gas, others liquid. The lines could between the connecting platforms. processes done during the flights, such Eur
be as far as 150 miles or more off shore Other problems that arise could be as leak surveys and right-of-way condi- Ad
(sub-sea) and they too are inspected determining the originating location tion reports, but it is not my intent to Tom
for leaks, which would be evidenced by of the bubbles or oil sheen. Underwa- cover those activities. The purpose Cha
bubbles or perhaps an oil sheen. This ter currents can displace the bubble here is to inform the reader of one of Joe
is a helicopter task and one that has pattern and surface winds spread the the many uses of energy industry air-
been met with many successes over sheen indicator downwind from its craft here on the Gulf Coast, especially
the years; that is finding and reporting source. Once the problems have been one that is so critical to our nation’s
suspected leaks. discovered and reported, the owner movement to the green side.

46 ROTOR & WING MAGAZ INE | F EBR UAR Y 2 0 1 1 W W W. R O T O R A N D W I N G . C O M


13_RW_020111_Offshore_p46_51.indd 46 1/20/11 12:41:07 PM

Exhibition and Conference
16-17 March 2011
M.O.C. Event Centre
Munich, Germany



Dear Colleague,
Your Invitation to the leading event for global commercial and We are also delighted that the Technical University of Munich, German
military avionics and defence electronics Society for Aeronautics and Astronautics (DGLR) and Royal Aeronautical
Society (RAeS) will be hosting a lecture on the evening of Tuesday 15th
Avionics & Defence Electronics Europe is the annual event that provides March, to which delegates, visitors and exhibitors of Avionics & Defence
you the opportunity to update your knowledge and skills and understand Electronics Europe are also invited.
the evolution in the industry, to be better prepared for the future.
The accompanying exhibition will showcase leading and state-of-the-
In one of the most innovative industries, avionics and defence electronics art technologies and products displayed by around 60 exhibitors from
is always evolving, looking to stay ahead of the game. Keeping up with Europe and around the globe and will see leading associations and
the changes in technologies and future industry strategies is also a media from across the sector. A great opportunity to discover what’s new
challenge. and up-and-coming in the world of avionics and defence electronics.

A multi-faceted event, Avionics & Defence Electronics Europe brings If you are involved in the aviation electronics and defence electronics
the industry together to discuss the important issues of the day, with market, you cannot afford to miss Avionics & Defence Electronics Europe.
dedicated conference tracks for avionics and defence electronics, plus The event will enable you to make important connections that are key to
technology workshops and masterclasses that will provide a highly success in the European and global commercial and defence aerospace
important educational angle. and defence electronics industries.

Another exciting development are the two panel discussions, which will We look forward to welcoming you to Munich.
bring much debate and offering differing sides to the arguments for
both the avionics and the defence electronics professional. John McHale
Conference Director
The conference programme also includes dedicated session on
“Modernizing Helicopter Avionics” looking at trends and solutions from
You can register for Avionics & Defence Electronics Europe
industry on upgrading helicopter cockpits with the latest in terrain
online at www.avionics-event.com
avoidance systems, displays, and other avionics systems.

Conference Highlights
Modernizing Helicopter Avionics
Chair: Jacok Gaetner, Deputy Chief Technical Officer & Vice President of Expertise and Support, Esterel, Germany
LPV Approaches for Offshore
Geert Mansvelt, Business Development Manager, EuroAvionics, Germany
Situational Awareness: New Dimensions
Philip Moylan, Regional Marketing, CMC, Canada
Eurocopter Next-Gen Avionics Upgrade
Additional Conference Speakers:
Tom Maier, Senior Manager, Airbus, France
Chad Cundiff, Vice President, Honeywell
Joel Otto, Senior Director, Commercial Systems Marketing, Rockwell Collins
Ken Crowhurst, Senior Vice President, NavAero, Sweden
Roland Goerke, Cassidian, Germany

Owned and Produced by: Premier Sponsor: Bronze Sponsor and Official Media Partners: Supporting Organisations:
Lanyard Sponsor:

W W W. R O T O R A N D W I N G . C O M NO V E M B E R 2 0 1 0 | R OTO R & W I N G MAGA ZIN E


13_RW_020111_Offshore_p46_51.indd 47 1/20/11 12:41:18 PM

Representatives from civil, commercial, government and Thu
Choose from 4 simple ways to register for Avionics & Defence
military, of senior management, executives and decision Electronics Europe conference and exhibition. Op
makers from the following sectors: Op
• Register online at www.avionics-event.com We
• Airlines and Operators
• Complete the registration form in this booklet
• End users Op
• Airframers and fax back to +1 918 831 9161
• Systems Integrators • Complete the registration form in this booklet and • Ca
• Prime contractors email to registration@pennwell.com
• Mission Systems • Vin
• Design & Planning • Complete the registration form at in this booklet • *B
• International defence agencies and post to: PennWell Registration (Avionics Expo),
• Departments or Ministries of Defence PO Box 973059, Dallas, TX 75397-3059, USA
• Dignitaries and Officers from the Armed Forces
Early Bird Discount - Register by 16th February 2011
Networking Lecture for Savings
Tuesday 15th March 2011 - 7.30pm
Register yourself and your colleagues as conference
Technical University of Munich / Technische Universitaet
Muenchen delegates by 16th February 2011 and benefit from the Early
Together with the TUM, DGLR and RAeS, Avionics & Defence Bird Discount Rate.
Electronics Europe registered delegates, visitors and exhibitors
are invited to join this networking lecture to listen to a 10
presentation on “Electronic Flight Bags (EFBs) in the Airline Conference Discount for Association Members
Industry” before enjoying the delightful hospitality and If you are a member of one of the following associations,
refreshments prepared by our hosts. benefit from a 20% discount on conference delegate fees:
For further information visit www.avionics-event.com
• bavAIRia
AEA Workshop • Deutsche Gesellschaft für Luft- und Raumfahrt -
Thursday 17th March 2011 - 10:30-12:30 12
Lilienthal-Oberth e.V. (DGLR)
SESAR – The Airlines Perspective
The Association of European Airlines will be hosting a workshop • Bundesverband der Deutschen Luft- und 1
providing the latest updates and airline perspectives on SESAR, Raumfahrtindustrie eV. (BDLI)
including speakers from the AEA, Lufthansa, Air France, TAP
• Royal Aeronautical Society (RAeS)
Portugal and SESAR JU.
• Middle East Aerospace Consortium (MEAC) 1
Airline Partner Programme • Netherlands Aerospace Group (NAG)
If you are an industry professional working for an airline or 1
operator, then you could benefit from being part of our Airline • Netherlands Industrie voor Defensie en
Partner Programme, including VIP access to all areas, designed Veiligheid (NIDV)
to make your attendance to Avionics & Defence Electronics • Knowledge Transfer Network (KTN)
Europe easy and more enjoyable.
• Institute of Engineering & Technology (IET)



For further details on the Avionics & Defence Electronics Europe conference and exhibition and to register online visit www.avionics-event.com

13_RW_020111_Offshore_p46_51.indd 48 1/20/11 12:41:41 PM
Exhibition Times Networking Reception
Wednesday 16th March - 10:00am – 6:00pm Wednesday 16th March - 5:30pm – 7:00pm
Thursday 17th March - 9:30am – 4:30pm
Exhibitor Presentations
Opening Keynote Open and FREE of charge to all
Open and FREE of charge to all Throughout the exhibition opening hours
Wednesday 16th March - 9:00am – 10:00am

Opening Keynote Session - Tuesday 16th March 2011

9am – 10:30am
• Capt. Manfred Mueller, Head of Flight Safety, Lufthansa Airlines
• Vincent De Vroey, General Manager Technical & Operations, Association of European Airlines
• *Brigadier General Reinhard Wolski, Director, Army Aviation and Commander, German Army Aviation
* Invited

rly Wednesday 16 March 2011

09:00 - 10:00 Opening Keynote

10:00 - 10:30 Coffee Break
Conference Workshops Defence Electronics Europe Masterclasses
10:30-11:30 Developing Safety Critical
10:30 - 12:30 SES and Future Avionics ARINC 661 Standard Workshop Trends In Electronic Warfare and Application Using SCADE
Session 1 Systems 11:30-12:30 Signals Intelligence Technology for Deploying on a COTS
Mastering Integration Complexity RTOS Platform
12:30 - 14:00 Lunch
14:30-15:30 IMA/ARINC 653 Software
Advanced System Integration Timing Verification with
14:00 - 15:30
ATM Avionics Realities and Complexity Reduction with COTS Integration Challenges DO-178B: Function-
Session 2
Ethernet-based and Time- level, Partition-level and
Triggered Electronic Platforms System Level
15:30 - 16:00 Coffee Break
Implementing an AFDX
Panel Discussion- Making Panel Discussion - Trends
16:00 - 17:30 16:30-17:30 End System in Complex
the Business Case for in Defence Spending and
Session 3 Security in Airborne Systems FPGA Logic - Objectives
Integrating New Avionics Procurement in Europe
and Safety Considerations
Thursday 17 March 2011

Conference Workshops Defence Electronics Europe Masterclasses

Understanding DO-178-C
08:30-10:00 Avionics Market and Traffic Software Test and Certification: Thermal and Power Management
Certification for Avionics
Session 4 Forecasts Code Coverage Analysis based on of Military Systems
Source and Object Code?
10:00 - 10:30 Coffee Break
ON 10:30-11:30
Model-based approach for IMA
ICH platform early validation
10:30-12:30 Modernizing Helicopter 11:30-12:30 Managing Obsolescence in Open AEA Workshop - SESAR -
H Session 5 Avionics Presentation on CMC’s Military Systems The Airlines Perspective
development of full performance
vertical navigation in a retrofit
CMA-9000 FMS
12:30 - 14:00 Lunch
14:00 - 16:00 EFBs and Avionics System BavAIRia Aerospace
Military Communications
Session 6 Certification Challenges Symposium

For full conference programme and speakers visit www.avionics-event.com


13_RW_020111_Offshore_p46_51.indd 49 1/20/11 12:41:50 PM
Conference and Exhibition Registration Form
Date: 16-17 March 2011 Venue: M.O.C. 1. Fax: 2. Website: 3. Mail: 4. Email
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R Paid before 16 February 2011 ..................................................................... €920 Presentations, Exhibition, Networking Reception, Coffee Breaks and Lunch)
R Paid on or after 16 February 2011 .............................................................. €980
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R Exhibitor Full Conference ................................................................... €490 RWeds 16th R Thurs 17th ..........................................................................................€35

RConference Proceedings only ...........................................................................€100

Thursday 17 March 2011

Workshops (Includes access to selected Workshops only)
Wednesday 16th March 2011 RUnderstanding DO-178-C Certification for Avionics...........................€100

10:30-11:30 10:30-12:30
RARINC 661 Standard Workshop............................................................€55 RAEA Workshop – SESAR – The Airlines Perspective ..........................€100
11:30-12:30 14:00-16:00
RMastering Integration Complexity.......................................................€55 RBavAIRia Aerospace Symposium .........................................................€100
Advanced System Integration and Complexity Reduction with
R Ethernet-based and Time-Triggered Electronic Platforms ................€55 Method of Payment:
16:30-17:30 R Check enclosed (in Euro’s ONLY) Pennwell / Avionics 2011
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R Software Test and Certification: Code Coverage Analysis based on
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R Developing Safety Critical Operation Using SCADE
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RImplementing an AFDX End System in complex FPGA Logic -
Objectives and Safety Considerations ..............................................€100


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13_RW_020111_Offshore_p46_51.indd 51 1/20/11 1:56:34 PM

Training | Weather

Right Seat
By Mike Redmon

Ounce of Prevention

ontrolled flight into terrain, the equation and the radar screen will areas due to the lack of ground lights.
(CFIT) is the number one be blank but there could be a lake effect This is one of the reasons I went IIMC.
cause of fatal helicopter acci- snow storm at your location. Also, the I didn’t see a snow band until I was in
dents. The overwhelming radar tilts up a minimum of .5 degrees. it. I learned if there was any chance of
majority of these CFIT accidents occur The radar beam will not see anything poor weather to fly where there are
during inadvertent instrument meteo- below 6,000 feet AGL when it gets 120 ground lights. Following highways
rological conditions (IIMC). The U.S. miles away. Lake effect snow bands is great because car lights help judge
military, FAA and various other agen- are many times below this altitude. flight visibility. Maybe your company
cies have all tried to eliminate or at least Instead of relying solely on the NWS check airman isn’t from your part of the
mitigate this hazard to helicopter crews radar images, I like using the local TV country and just comes into town for
but haven’t had rousing success. IIMC station’s weather radar. They are very Part 135 check rides. Ensure you share
is a pilot-induced emergency that can accurate and can tell you exactly where with any new pilots the local weather
be avoided. I’d like to share my thoughts the precipitation is located in your local patterns. Go one step forward and put
on how to reduce these accidents. flying area. the information in the base reading file.
With some caveats, the FAA has I was burned a couple of times by Don’t let the new pilot figure it out one
authorized the HEMS Weather Tool for WSI. Both times in the middle of the dark night by himself.
EMS pilots to use. It is a good product night. I checked the weather which CFIT isn’t solely a function of poor
but it is only as good as the information looked exactly like it did earlier in the weather and IIMC. Plenty of helicop-
it has access to. Assume two airports night. Both times it didn’t register that ters have smacked towers and wires
40 miles apart are reporting CAVU. the weather information was hours old. in broad daylight. Since I was lazy, I
The HEMS Weather Tool will predict Maybe I missed that fact since I just would fly at or above the minimum
CAVU for the low lying swamp that sits got awakened from my “safety nap.” At elevation figure on the sectional chart.
between the two airports. There just some point I realized the weather I was I would only deviate from that number
aren’t that many weather reporting sta- seeing wasn’t the same as what I had for weather or if I knew the location
tions in rural areas to make this product just read on the WSI. Upon returning of obstructions without the use of the
foolproof. We have all seen airports to the base I’d see that the WSI comput- map. I never assumed I would see any
reporting 10 miles visibility and the er was “locked up” and hadn’t received of the towers in my flight path. Tower
approach end of the runway fogged in. an update in hours. A simple check of lights do burn out from time to time.
Weather radar also has shortcom- the METAR time would have clued me When flying lower than the MEF,
ings. The national radar summary is just in to the issue. ensure you fly a known route. Do this
a composite picture of what precipita- You can only accept flights that are even if it adds a few minutes to your
tion the single site radars are detecting. above your company weather mini- trip. I liked following major roadways
The radar sites can only pick up normal mums. Once on a trip and the weather when in a new area and my helicopter
rain/wet snow to about 80 miles and goes below company minimums, you didn’t have a moving map GPS. This
intense rain/wet snow out to around have no option but to discontinue the helped me in pinpointing my exact
140 miles. That’s the first problem. A flight. The decision is not yours to make location at all times.
lack of precipitation being displayed anymore. Weather minimums in EMS I have a couple of suggestions for
might not mean anything in locations have increased over the last few years. aviation managers, too. First, a moving
far from any weather radar site. Take In some circumstances they can be too map GPS with XM Satellite weather
a location such as Findlay, Ohio. The high, but following the rules and regula- should be installed in all EMS helicop-
closest radar site is 90 miles away. tions is a sign of professionalism. The ters. I would also add the terrain data-
Another shortcoming is that snow, ability to judge the flight visibility is one base. An even smaller investment is the
especially cold dry snow, doesn’t pick key to avoiding IIMC. This can be dif- ability to get weather on the pilot’s cell
up on radar very well. Add distance to ficult at night when flying over remote phone. Fly Safe!

52 Rotor & Wing magaz ine | f ebr uar y 2 0 1 1 www . r o t o r a n d w i n g . c o m

14_RW_020111_Right Seat_p52_53.indd 52 1/20/11 12:43:52 PM

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W W W. R O T O R A N D W I N G . C O M F E B R UA R Y 2 0 1 1 | R OTO R & W I N G MAGA ZIN E 53

14_RW_020111_Right Seat_p52_53.indd 53 1/20/11 12:47:51 PM


Military | Technology

Military Insider
By Andrew Drwiega • S
• S
Budget Shortfalls on NextGen F

he U.S. Army is not short of term concerns. But as Crosby stated, and signature reductions. “We have to
commitments; an ongoing “the only new thing I am buying is invest in our future” he said.
But the onus has turned towards
war in Afghanistan, troops still UAVs.” What he meant was that com-
engaged in New Dawn in Iraq, position of the current fleet has been fiscal responsibility. MG Mark Brown, • A
worries over the volatility of North reliant on the upgrading and modifica- Deputy for Acquisition & Systems L
Korea and a Chinese defense budget tion of many well-proven platforms, management, spoke about the require- o
with a recent tendency to climb steeply but that the design of these will make ment to achieve a two-to-three percent M
with every passing year. In fact, U.S. them redundant in the face of new net annual growth in warfighting capa- E
forces operate in around 80 countries. technology available in the post-2025 bilities without a commensurate bud-
But there was concern among those world. The much-lauded CH-47F is get increase. Brown said that the task
attending this year’s AUSA Aviation based on a 70-year-old design. The rest had been outlined in 2010 by Army • U
Symposium and Exposition in Wash- of the battle-hardened mainstays used Secretary John McHugh: “We need C
ington, DC that substantially cutting by today’s warfighters fair little better— an agile system that rapidly develops, B
the Army’s budget at this point in time the UH-60, AH-64 and OH-58 were purchases, and fields innovative solu-
would be contradictory to the nation’s all designed around half a century ago. tions for our soldiers without breaking • 2
requirements. Although the helicopter The money has been spent on sustain- our commitment to be good stewards A
has finally come into the spotlight as a ing and upgrading old designs—with of taxpayers’ dollars.” D
mission-critical system in support of much success, it should be acknowl- To this end, Ellis Golson, Direc- H
the soldier on the ground, all is not as edged. The exception is the UH-72A tor of Capabilities for Acquisition P
well as it may appear to be. Lakota, albeit on off-the-shelf procure- & System Management, Office of m
Army Aviation still has a share of ment of an existing design (EC145). the Assistant Secretary of the Army
the annual Army budget in excess of its But the fact is that a bow wave of (Acquisition, Logistics & Technology)
• S
size. Col. William Morris, director of complacency and comfort has resulted said that although the UAS ‘genie was L
Army Aviation at the Office of the Dep- in a lack of investment in Science and out of the bottle,’ it didn’t automati-
uty Chief of Staff (G3/5/7), said during Technology (S&T) that should be lead- cally mean that capabilities such as a Spon
the first day of AUSA that the Aviation ing the way toward next generation vertical takeoff/landing (VTOL) UAS
Branch accounts for seven percent of aircraft. Crosby criticised the existing had to be the immediate way forward.
the Army, while his colleague, Col. Ran- S&T budget—a mere $107 million He too talked about cost-effectiveness
dolph Rotte, Army Aviation Division out of $7.06 billion (or a little over 1.5 but iterated one of the ongoing chal-
Chief, said later that aviation was still percent of the whole budget)—calling lenges of acquisition—“how to estab-
benefiting from more than 20 percent it a ‘pittance’. Individual companies are lish set requirements when technology
of the total Army budget. making progress through their own changes so fast.” He delivered a cold
BG William Crosby, PEO Aviation, funding, he noted: Sikorsky with its X2 reminder about the pace of the acqui-
wrapping up the first day’s sessions, (now being developed into the Raider sition system, saying that it was likely
said that his remit was to caretake the program with the Armed Aerial Scout that it would take seven years between
$7.06 billion that Army Aviation has. requirement in mind) and Piasecki’s the Milestone A on the acquisition of
However, to a great extent the health X49A Speed Hawk vectored thrust the proposed AAS to the fielding of the
of Army Aviation is due in no small ducted propeller (VTDP) compound first aircraft. However, it is this length
measure to the cancellation of the helicopter program, which aims to of time that concerns Crosby today.
Comanche program several years ago. demonstrate potential improvements “Recently completed analysis indi-
We are passed that and worries are in speed (200-plus kts), range, surviv- cates the need for a new generation
surfacing about where aviation will be ability and reliability. Last year Euro- of vertical lift platforms to start being
post-2025. copter entered this speed arena with fielded in the 2025 timeframe.”
Many may deride the idea that such its X3 demonstrator. Crosby said that The question remains: how do you
an outwardly healthy branch of the the future lies in high-speed (greater do that on an S&T budget of $107 mil-
Army could indulge itself in such long- than 170 kts), fly-by-wire, composites lion?

54 Rotor & Wing magaz ine | f ebr uar y 2 0 1 1 www . r o t o r a n d w i n g . c o m

15_RW_020111_Military_Insider_p54_56.indd 54 1/20/11 12:49:54 PM

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