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is a publication of Airborne Productions
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PUBLISHER & CHIEF EDITOR: Ryan Mason ryan@heliweb.com CONTENT EDITOR: Adam Johnson adam@heliweb.com DIRECTOR OF BUSINESS DEVELOPMENT: Ali Mason ali@heliweb.com
CONTRIBUTING PHOTOGRAPERS: Tim Pruitt Damon Duran Robert Ruotolo Seth Lasko Scott Dworkin Jim Mumaw Daniel Griffiths CONTRIBUTING WRITERS: Ben Fouts Brian Parsons Lauren Brown Adam Johnson
All material published remains the copyright of heliweb. No part of this publication may be reproduced, in part or in whole, without the written consent of the publisher. Editorials published do not necessarily reflect the views of the publisher. Content within heliweb is believed to be true and accurate and the publisher does not assume responsibility for any errors. Unsolicited editorial manuscripts and photos are welcomed and encouraged. heliweb cannot be responsible for return unless submissions are accompanied by a stamped, self-addressed envelope. Photos submitted by mail or electronically become property of heliweb unless otherwise specified. Copyrighted photographs must be clearly marked, otherwise they become property of heliweb. Deadline for all advertising is the first day of each month for the following month’s edition. Information about rates, mechanical requirements, etc. is available upon request.
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September2015
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What’s in this issue:
22 Cover Story
Bell Jetranger X marching on to certification Bell Helicopter shares some updates on the progress of the 505 Jetranger X and the three test vehicles being used for FAA certification.
30
The Catalina Wine Mixer Island Express Helicopters invites us along to the party of the year to see what happens when life imitates art and a scene from the movie Step Brothers becomes a real life party on Catalina Island and we look at the logisitics involved of a heliopter company helping make it a reality.
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PilotEdge ATC for simulators Exploring the possibilities of using real world ATC in a simulation environment and the benefits it brings to the training environment through increased awareness, realism and situational awareness
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Online Content On social media this month
MD Helicopters sale of a new MD500 ER proved extremely popular with our readers. MDs press release detailed how happy Bushveld Game Capture in south africa was to receive their new aircraft to continue their wildlife work in South Africa with the assistance of a second MD Helicopters aircraft.
Regulars
In Memoriam
Editors notes 6 The toolbox 8 The instructors station 10 Whirly Girls 12 Straight & level 14 #Helipix 18 Helinews 26 Helicopter history 40 Rotorheads 43 Photog feature 44
The helicopter community was left stunned this week with the passing of Alan Purwin, CEO of Helinet Aviation and Shotover Systems. Alan was a career pilot that lived to fly and recently hired people to take over his day to day roles on the business side to continue to pursue flying for the movie business, which is where his passion remained. Purwin was known in the industry for his flying ability and known as one of the best stunt pilots in the business, with his flying responsible for some of the most dramatic scenes shot in hollywood blockbuster movies, including iconic movies like Blue Thunder and flying 'Airwolf' for the TV show of the same name. He also featured on screen as a pilot in the recently released Jurassic World blockbuster as a helicopter pilot in the movie. Alan will be sadly missed by all in the industry who knew him as a professional pilot and industry pioneer.
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September2015
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from the cluttered desk of…
Ryan Mason
Well, here we are on the second issue of the magazine since we took over, and there hasn’t been a moment’s rest. In between the day-to-day tasks associated with keeping our loyal readers informed with our online content, we have travelled to Indiana to shoot an upcoming story for next month’s AMTC edition of the magazine. We are also just returning from California, where we worked with the very professional crew of Island Express Helicopters in Long Beach, CA. We absolutely couldn’t miss the opportunity to attend the Catalina Wine Mixer, a reallife incarnation from the iconic movie Step Brothers. The event was put together as a collaborative effort between Island Express and the Santa Catalina Island Company to make the scene from the movie a reality. You can read about it more on page 30 of this month’s issue, but suffice it to say, the event was a smash hit. This month, the industry lost a pioneer. Alan Purwin from Helinet & Shotover in California was lost while flying a fixed wing aircraft in Columbia after wrapping a movie starring Tom Cruise. Alan was a wellrespected industry professional in both the helicopter community and the motion picture industry that he and his companies served. Alan will be sorely missed by the industry. Tributes are still pouring in detailing his life and contribution to both industries. The feedback since the August issue, and the revamping of the magazine’s format, has been incredible. Myself and the entire team of writers and behind-the-scenes staff cannot even begin to thank all of you enough who have taken the time to email, make comments on social media, and call us to tell us how much you enjoy the new layout of the magazine and its additional content. With that said, hold on
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to your hats, as we are not done yet. We are still working on additional content submissions from other respected sources in the industry on the column side, as well as working every day on new and innovative story content that will have you excited to see what comes out in the next issue. If you have suggestions good or bad– about what you would like to see in the magazine, please reach out to us and tell us what you think! We love to hear from our readers. The hard work we do would not be possible, without the contributions of my writers, content editors, and photographers . They keep providing all the great content you see in the magazine. My hat is off to them and the awesome work they do to make heliweb GREAT!
Ryan Mason Publisher & Chief Editor heliweb magazine
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the toolbox
Brian Parsons
It flew in here didn’t it? We’ve all heard the response before, right? “I just saw it hovering 10 feet off the ground”, is the common retort from operators when you report an issue. If the operator you work for is more concerned about the “how much time, money, etc.” it will cost, versus the safety aspects for their pilots and passengers, I have one piece of advice: RUN. Physically speaking perhaps, an aircraft may be flying just like a helicopter should. But that, in and of itself, doesn’t mean the machine is technically airworthy. Webster’s defines airworthy as, “safe or fit to fly”, however I would not much stock an internet dictionary definition of what constitutes airworthiness. To make matters even more difficult, one might find it hard to believe, but 14 CFR Part 1 - “Definitions and Abbreviations” of the Federal Aviation Regulations does not even list the word “Airworthy” in that subchapter.
is listed on the Type Certificate(TC) Data Sheet. Information that might include weight and balance, jack points & datum measurements, flight control, and airfoil rigging, angle measurements, approved engines for installation in the airframe (engines have their own Type Certificate Data Sheets), even approved fuels and oils are listed. The manufacturer builds the machine in accordance with the TC and just before the helicopter leaves the factory, an FAA inspector puts a stamp of approval in the aircraft’s log book, certifying that the aircraft meets the requirements for issuance of a Standard Airworthiness Certificate. To be airworthy, according to FAA Advisory Circular AC 120-77, Section 5(b), “(1).The aircraft must conform to its Type Certificate (TC). Conformity to type design is considered attained when the aircraft configuration and the components installed are consistent with the drawings, specifications, and other data that are part of the TC and would include any Supplemental Type Certificate (STC) and field approval alterations (337s) incorporated into the aircraft. (2).The aircraft must be in a condition for safe operation. The condition of the aircraft relative to wear and deterioration”, Including Airworthiness Directive compliance in accordance with CFR Title 14 FAR Part 39.
So how do we know a helicopter is airworthy? And who is responsible for making that determination? First of all we have to understand that each part, each process, every nut and bolt, all of the interior pieces, the carpet, the windows and even the paint on the helicopter is engineered and Have you ever read the small print on a helicopter’s manufactured to a particular standard. Airworthiness Certificate? Blocks 5 and 6 have some very interesting information that you might find worth Those airworthiness standards for the a quick read. Block 5. Authority and basis for issuance. helicopter are listed in Title 14 CFR Part 21 “ …and certifies that, as of the date of issuance, the for Products, and Part 27 for Normal Category aircraft to which issued has been inspected and Rotorcraft. Helicopters that are manufactured found to conform to the type certificate therefore, under a Type Certificate (which is kind of to be in a condition for safe operation, and has been like the helicopters birth certificate for the shown to meet the requirements of the applicable layman) are all manufactured and assembled comprehensive and detailed airworthiness code…” in accordance with the technical data that Block 6. Terms and Conditions “…this airworthiness 8
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certificate is effective as long as the maintenance, preventative maintenance, and alterations are performed in accordance with Parts 21, 43, and 91 of the Federal Aviation Regulations, as appropriate, and the aircraft is registered in the United States.” There is a small fragment of a sentence in Block 5 that states, “to be in a condition for safe operation”, meaning that when the Airworthiness Certificate was issued, the aircraft was certified to be safe to operate. Reading further down into Block 6, the Airworthiness Certificate is “effective” as long as the maintenance, preventative maintenance and alterations are performed in accordance with Parts 21, 43, and 91 of the FARs. When you boil all of this down, it is safe to say that the aircraft will remain airworthy and in a condition for safe operation as long as the maintenance, preventative maintenance, and alterations are performed. The term, “airworthy” is quite broad. One key point that needs to be remembered is, “to be in a condition for safe operation”. Here, condition, and safety could be a matter of opinion. The question is, whose opinion carries the most weight? First and foremost, I believe that person should be the one flying the aircraft. Not the guy or gal who owns the helicopter, not the mechanic, and certainly not the customer. Fortunately, the Pilot in Command, by definition, has the final authority and responsibility for the operation and safety of any flight he or she may undertake. Further, the owner or the operator is primarily responsible for maintaining the aircraft in an airworthy condition. (CFR Title 14 FAR Part 91.403) including Part 39. It is the Pilot’s responsibility as the operator to determine whether the helicopter is in a condition for safe flight and to discontinue or decline to fly when he or she determines that an un-airworthy condition exists (CFR Title 14 FAR 91.7(b). I have found over the years, the safe outcome of a flight is a team effort. From the dispatcher to the parts room, from the tool room to the cock pit; Everyone has an equal share in the successful completion of each and every flight. But as a maintainer that has a good relationship
with flight crews, if I have one piece of information to share, it’s that you need to be as thorough in your preflight inspection as we are as maintainers, and don’t be afraid to say no to flying if you think the aircraft is unsafe, or an owner’s perspective differs from yours as a pilot based on their need for the aircraft to continue flying. Remember; The life you save could be your own.
Brian Parsons has been an A&P Mechanic for over 30 years, currently the Director of Maintenance for the Hillsborough County Sheriffs Office Aviation Section, Brian is in charge of maintaining four AS350B2’s and the agencies Cessna 182. Brian is a Marine veteran, holds a commercial pilot certificate, and is also a Reserve Deputy Sheriff for Hillsborough County. Parsons maintenance experience includes factory training on Bell, Airbus and MD helicopters, in addition to several engine types.
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September2015
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Lauren Brown
the instructors station Real Air Traffic Control coming to a simulator near you In the last issue we discussed in general
some of the excellent benefits of simulators and aviation training devices (ATDs). Moving forward this month, we will highlight more specific training applications and introduce you, as a reader, to some of the programs available that enhance the simulation training experience for both students and instructors. In simulators and aviation training devices, one concern is how students can effectively develop air traffic control (ATC) communication skills. At Elite, we have been integrating PilotEdge into ours sims to improve those skills in our students. When people see simulators at trade shows or conferences, they often want to jump right in and start flying; but when the simulator is connected to a network with ATC people hesitate, and some licensed pilots don’t even want to try it. Something about the need to talk to a controller, whether on the sim or in the real aircraft, can really make people uneasy and sometimes even ter-rified. Learning the ATC lingo really is like learning a new language, and hearing your N-number amongst the chatter on a busy frequency can be tricky. This is why practicing on a simulator makes so much sense.
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It is a matter of safety for all pilots to make the appropriate radio calls, and to comply with ATC. Consider a student pilot who forgets to make the appropriate calls at an uncontrolled field, put-ting others in danger without even realizing it. Or consider a foreign pilot who is struggling with aviation terminology [in English] and misunderstands a controller’s directions. Given some extra time flying a simulator, at a much lower cost than a helicopter or airplane, they can get to a point where radio communication is second nature, in part thanks to programs like PilotEdge. Having realistic ATC controllers is also beneficial for IFR flight training, for practicing copying clearances and amendments, and for obtaining VFR flight following, etc. It can also be beneficial for very specific and “out-of-the-ordinary” operations such as Helicopter Emergency Medical Services (HEMS), search & rescue, law enforcement, firefighting, or even sightseeing operations. The addition of live ATC can make training for special operations even more challenging and realistic. Pilots can rehearse scenarios where they would need to make very specific requests of controllers such as in air medical transport operations. They can learn to talk with controllers while they see and avoid other traffic in the area, land in confined areas, and encounter inadvertent IMC.
This service presents vast opportunities to flight schools, training organizations, and pilots. At Elite Sim Centers, pilots have used PilotEdge –with and without their instructor present– to fine tune their radio communication skills. We are also based in Orlando, so the weather can be inclement sometimes;
The addition of live ATC can make training for special operations even more challenging and realistic. This is another way students can get a ‘flight’ in on a stormy day for a fun training alternative. We routinely introduce the program to people who didn’t know it existed. They are universally impressed with its capabilities, and are simultaneously nervous about the idea of talking to ATC. With practice, their confidence is boosted, and safety increased; This is exactly what we want to achieve from each lesson.
Having live ATC communication and traffic on simulators is a game-changing advancement that really makes the experience more immersive and realistic than ever before. It allows students to be more autonomous when training, grants instructors the ability to monitor multiple students at once, and gives training providers yet another reason to utilize simulators in their operations. Lauren Brown is the Director of Operations for Elite Simulation Centers in Oviedo, Florida. She is also a talented writer and holds a private pilot rating in fixed wing aircraft with a view to obtaining her commercial rating in both fixed wing and helicopters. Lauren has worked for many years in the simulation industry and provides a vast knowledge on the benefits simulation technology and training can provide for the industry.
September2015
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Whirly Girls
Jessica Kanellos
Whirly Girls Break Industry Records In 1965, 13 female Helicopter Pilots led by Whirly
season. The Whirly Girls also sponsor two Scholarships of their own; a Memorial Scholarship which they annually dedicate to a past member “Hovering in Heaven”, and an Add-On Scholarship for fixed wing ladies who would like to get their Rotorcraft Rating.
This year the Whirly-Girls celebrated their Diamond Anniversary with 60 years of industry progression under their belt. With almost 2,000 members, spread across 45 countries, they have remained true to their original mission of advancing women in Helicopter Aviation. Over the years, the Whirly Girls have been able to award over 300 women with career-enhancing scholarships.
Joining us new this season is Guidance Aviation with a “full-ride” Instrument Rating Scholarship valued at over $36,000! Also contributing is Bristow Group with $25,000 in Scholarships for five Whirly Girls working on their Commercial Certificate. Oregon Aero is contributing a scholarship with pilot and author Randy Mains for CRM/CRMI/ AMRMI Courses, and Embry Riddle has included a Commercial Helicopter Pilot Ground School and lastly, Antipodean Aviation with a Wire and Obstacle Avoidance Course.
Girl, Jean Ross Howard-Phelan, established an organization with the mission of supporting and assisting women who wanted to advance in Helicopter Aviation. In 1968 they were able to award their first Flight Training Scholarship in the amount of $500 to Gail Brownlee.
Their current Scholarship season is underway, and the Whirly Girls have stepped up their game. This season they will be awarding 25 deserving Whirly Girls with over $150,000 in Scholarships, setting a new record, and leading the Helicopter Industry with Flight Training Scholarships! This year’s amount nearly doubles their awards from last season; 13 Scholarships worth over $90,000 combined. All of their previous Scholarship Sponsors, including Erickson, Survival Systems USA, FlightSafety International, Airbus Helicopters, Robinson Helicopters, AirEvac Life Team, Agricultural Air Services, Aviation Specialties Unlimited, and Nancy Livingston, have graciously committed to sponsoring again this 12
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“We also have a member, Leigh Harris, who has generously donated $6,000 this season to the Whirly Girls for a Memorial Scholarship in honor of her parents, Robert and Dayle Walden”, says Whirly Girls Secretary, Jessica Kanellos “She had received a Whirly Girls Scholarship in the past and appreciated the impact it had made in advancing her aviation career. This year she wanted to “pay it forward” and give the same opportunity to another Whirly Girl.”
“This is exactly what the Whirly Girls are all about;,” Kanellos says, “supporting and assisting one another to achieve our dream of flying Helicopters! “ The values of the scholarships are not the only thing that has changed this season; The group has also tweaked the rules. In the past, Whirly Girls had to be a member in good standing for one year in order to qualify for scholarship application, and were also limited to applying to five Scholarships of their choice. This season the one year waiting period has been lifted, as well as the five scholarship limit. Anyone who joins the Whirly Girls by September 20, 2015 will have the opportunity to apply to as many of the scholarship opportunities as they want! “We believe that this change will help to increase membership, encourage scholarship application, and promote advancement of women in Helicopter Aviation.” Reports VP of Scholarships, Colleen Chen “This will also enhance exposure for our generous sponsors to the Whirly Girls, Inc. community.” The Whirly Girls has had a strong year and have no plans on slowing down. The 501(c)(3) NonProfit and 100% Volunteer organization is full of women who truly believe in their mission. Their strength and organizational potential sees no limits, and we have great confidence in our continued growth. If you would like to learn more about the Whirly Girls visit:
“We believe that this change will help to increase membership, encourage scholarship application, and promote advancement of women in Helicopter Aviation.” Reports VP of Scholarships, Colleen Chen “This will also enhance exposure for our generous sponsors to the Whirly Girls, Inc. community.”
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September2015
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straight and level
So you want to own a Ben Fouts
flight school?
14
When you tell someone you own a business, especially an
I went from a CFI with 400hrs of R22 flight time to a business owner in a matter of few months. I grew up with a father who was always encouraging: He would tell me that I could do whatever I wanted. For a long time I thought, “hey, this ought to be easy”. Boy, was I wrong. If it wasn’t for the encouragement of those around me and Like most pilots getting into the industry, I started with a second job flying for Era in Louisiana to help the dream of becoming a professional pilot and flying for pay the bills, I never would have made it. a living. I was full of excitement and was hoping to one day fly offshore oil support in the Gulf of Mexico, where So what did I learn from real life experiences that the idea of working 14 days on and 14 days off was very I didn’t learn in college? EVERYTHING! When appealing. I had no intention of owning a business, embarking on a business venture, realize that especially in aviation. Even in the very early days of without having a wealthy background a bank owning Mauna Loa Helicopters, my (plan or intention) will kindly show you the door, and not ask you to was to fly for 2-3 years and then ditch it for another line come back until you have a proven track record of of professional work. I ended up working in the Gulf making money. There are other ways to finance of Mexico for Era Helicopters; all the while owning the things (more on that another time), but the really Mauna Loa Helicopters and commuting back and forth. important thing that you need before you embark Slowly I learned that I truly had an opportunity with this on business ownership is a ripe market for your small flight school, and I would be silly not to give it my services. best and see what happened. I gave up my position flying offshore and decided to fully dedicate my time If you have several competitors in the area, those and energy to the program after owning it for two years. are shark infested waters, and you are a fluffy baby seal. Find a market where you can differentiate I became a business owner at the age of 23, and have yourself. Don’t try to do what everyone else is received an ongoing education, about the realities of doing and think you will beat them at the game running a business, and the constant struggle between they have been perfecting for years. Maybe it banks, insurance companies, and one’s own desire means offering a different aircraft that has an to keep a dollar. Usually the banks and insurance advantage over others, or a unique service that companies win, but every once in a while you actually separates you from others. Steer clear of the do make a little money… Now throw in the Department blood filled waters, and find your special spot. It’s of Transportation and the Airports Division in Hawaii better to have clear waters to swim in as a tiny fish, (who appear hell bent on the destruction of General than to jump in the deep end with the big fish. Aviation) and you have quite an obstacle course to deal with. aviation related one, there is an immediate assumption by the unknowing that you must be wealthy. Those in the know immediately assume you are nuts to own a business in aviation, and probably won’t be in business for long.
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I think the core of my success has been the people I have surrounded myself with. I intentionally hire people smarter than me but, even more importantly, they are incredibly good-hearted people that share in my vision. As a leader you must inspire and develop your greatest assets. If they only know what their job is, then how can they use their talents and help you build the future of what you have planned? Share your ideas and develop theirs. Ask for their input and build them up. DO NOT FORGET to give them credit when they do a great job. Sometimes that is more appreciated than a pay raise. Remember they are the foundation upon which you stand. You may get accolades, but they are a big part of your success.
know exist. My accounting firm has been excellent at business planning, tax planning, and helping ensure my business remains compliant. I could never spend enough time If you are hiring based on credential alone, rather than heart, it may come back and bite you.
Great employees are not easy to find; People that are willing to always go the extra mile and help wherever they can don’t grow on trees. You will have people who come to work and do the minimum and leave. Do your research on them, and realize that when hiring pilots, a number of hours for a minimum you have set is only one piece of the puzzle. A bad hire is a bad hire. Also be sure to manage problems in the workplace as soon as they occur or you become aware of them. A If you are hiring based on credential alone, rather than problem that is not confronted head on, is a problem heart, it may come back and bite you. Great employees that will only get worse and, like a cancer, are not easy to find; People that are willing to always go the extra mile and help wherever they can don’t The ever thickening book of regulations, coupled grow on trees. You will have people who come to work with the constant barrage of new laws coming and do the minimum and leave. Do your research on from Washington [and your own state] often make them, and realize that when hiring pilots, a number of compliance quite difficult and burdensome. There is hours for a minimum you have set is only one piece really no way for a single business man or woman to of the puzzle. A bad hire is a bad hire. Also be sure to keep up. My advice to you here is to hire professionals manage problems in the workplace as soon as they to keep you free from the many traps you don’t even occur or you become aware of them. A problem that know exist. My accounting firm has been excellent at is not confronted head on, is a problem that will only business planning, tax planning, and helping ensure get worse and, like a cancer, affect the other employees my business remains compliant. I could never spend who are trying hard. enough time learning all the nuances of the laws and have a moment left to drive the business. Utilize the The ever thickening book of regulations, coupled professionals, and expect them to perform. It is worth it. with the constant barrage of new laws coming from Washington [and your own state] often make Being an employer is a challenge. Many try to use compliance quite difficult and burdensome. There is independent contracting to circumvent the heavy really no way for a single business man or woman to handed state and federal requirements which are costly keep up. My advice to you here is to hire professionals to the employer. As a simple rule of thumb, if you to keep you free from the many traps you don’t even are the only source of employment for that “private
September2015
15
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contractor”, then you are the employer and will be treated that way in case of the employee being injured or laid off, and then held responsible for them. When you look at your costs of employing a person and you wish to pay them, for instance, $20/hour, recognize that it will come out of your pocket at closer to $27/hour, and budget accordingly. When you add up the cost of all the state & federally mandated insurances, health coverage, social security, temporary disability, workers compensation, etc. it gets undeniably expensive. BUT, when you have good employees who care, they are more than worth it. You can’t do everything yourself. Recognize this, and as you grow, delegate responsibilities so you can do what you do best. As long as your business can sustain the cost, make it happen; The investment will pay off.
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Ben Fouts is a career helicopter pilot, business owner, successful entrepreneur and passionate flight instructor, based on Kona, Hawaii. Opening Mauna Loa Helicopters at the age of 23 as a single helicopter operation, that now boasts 22 helicopters and 6 fixed wing aircraft between Mauna Loa’s 3 locations in Hawaii on Kona, Honolulu and Kauai and in Alabama. Ben is an FAA designated pilot examiner, having conducted over 2000 examinations in his almost 15 years acting in the role of a DPE since age 24. 16
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September2015
21
Bell 505 Jetranger X
Cover Story
The march towards certification continues.. heliweb.com
..
As work continues on all aspects of the Bell 505
Jet Ranger X, we took a little time out to catch up on the progress of the newest aircraft in the Bell fleet and see how the helicopter is progressing through the certification process. For anyone that may have somehow avoided all industry media coverage since before the highly anticipated product launch of the Bell 505 at HAI Heli Expo in 2014 in
Annaheim, CA, the Bell 505 Jet Ranger X is one of the most hotly anticipated helicopter models, scheduled as a replacement for the widely respected Bell Jetranger line that ceased production back in 2013 with the Long Ranger L4 being the final production model. The new Jetranger X, featuring a new futuristic look and offering updates from an expansive flat floored cabin, Integrated glass cockpit and FADEC control, makes use of several L4 components such as driveshaft and transmission to keep the overall cost down for the end user, while still providing substantial improvements over the original Jet Ranger style body that has been in continuous operation since the early 1960s.
Development Bell Helicopter Program Manager David Smith has been the head of team behind the Bell 505 Jet Ranger X program, ensuring the project has stayed on track from the design phase, right through to its testing phase, currently being completed in locations in both the USA and Canada. While some helicopters are in the development and design phase for a substantial period when new technology is involved, Bell’s innovative approach to utilizing currently available parts within the design of the new helicopter has enabled them to focus more on the new developments and improvements needed to make this model a worldwide success. “We kicked the team off going down a very aggressive path of prototyping and developing versions of the product that we knew would be valuable for learning how to build it, [and] how not to build it,” said Smith. “We did that over the course of 20 months en route to a first flight last November. Think, when the true performance and all of the capability of the aircraft comes out, people are just going to be blown away by the value you get for the money.” That aggressive timeline of development will likely see the Bell 505 Jet Ranger X go from idea to certified aircraft in a little over 3 years, which is an impressive result for Smith and his development team.
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Testing Progress
The First Three
Bell has entrusted the testing to three Flight Test Vehicle (FTV) aircraft. FTVs one and two are fitted with dual pilot controls, rotor brake systems, VHF radios, sliding crew windows, and are additionally fitted with optional radar altimeter that has been utilized during testing frequently. FTV three is fitted in a different configuration and is being used primarily for the FAA type rating certification of the aircraft. All FTVs are fitted with a FADEC system that significantly decreases pilot workload and virtually eliminates the risk of hot starts. Finally, the utility flat The aggressive testing required for initial FAA type floor will allow the 505 to rating has continued throughout the summer deliver capability that is with testing performed at Lake Havasu, AZ and in Colorado from late June to Early August including\ mid and high altitude testing in Colrado and high temperature testing in Lake Havasu. The Jet Ranger X team are leaving no time wasted in their aggressive timeline to get the 505 out to customers, performing the first flight in November 2014 at their facility in Mirabel, Canada with positive feedback from Bell test pilots Yann Lavalle and Eric Emblin, with Lavalle, Bell’s Senior flight test pilot remarking upon landing the 505 for the first time “The Bell 505 performed exactly as anticipated today. I am excited to be a part of the history of the Jet Ranger legacy, an aircraft that defined the market nearly 50 years ago.�
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helinews typically only found in far more expensive, larger rotorcraft. Adding this design feature to the 505 Jet Ranger X has offered many price sensitive markets a low-cost option for unobstructed views or cargo area versus the existing product landscape. The Bell 505 Jet Ranger X is designed to deliver true multi-mission capability with exceptional performance at a price competitive to others in the same market segment. The Bell 505 was designed to customer specifications using the Bell customer advisory board and taking the customer perspective into consideration while designing the helicopter, combining proven technology with the latest advancements that enhance performance, safety, efficiency, and reliability process continues.
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Agusta Sales strong in last quarter
407GXP in Brazil
The AW 109 GrandNew continues to gain sales in the global market with the latest sale of the GrandNew to Cristalia, a corporate operator in Brazil, the sale occurred at the recent LABACE exhibition in Brazil, the premier helicopter sales event in the South American market. The GrandNew is known for its comfort, and performance in a VIP role, while also having the capabilities to fulfill a wide range of parapublic operations. The recent sale brings the number of AW aircraft operating in the region to nearly 150 helicopters in the light-twin range, including the GrandNew, Grand, and Power. The Grand and GrandNew continue to generate customer interest worldwide with orders for nearly 350 Grand and GrandNew helicopters placed by over 210 customers in nearly 40 countries worldwide to perform many missions including VIP/corporate transport, passenger transport, law enforcement, emergency medical service, SAR, harbor pilot shuttle, maritime patrol and water pollution monitoring. The AW119Kx continues to gain ground in the AW range with an order recently placed for three AW119Kx helicopters for delivery to China this year as part of a contract with Sino-US Intercontinental, adding to a total of more than thirty rotorcraft the distributor has ordered since late 2013. The partnership between AgustaWestland and Sino-US has contributed to the OEM’s expansion into the Chinese market, as has AgustaWestland’s incountry presence through its Shanghai-based Regional Business Headquarters. This latest order comes shortly after the China Civil Helicopter Summit in June, during which AgustaWestland won the Best Civil Helicopter Award 2015 for the high-quality standard, mission capabilities, latest technology, safety and costeffectiveness of its airframes. The Beijing Public Security Bureau’s Police Aviation Team, which operates three AW109 Power and two AW139 helicopters, also won the Best Community Service Award. More than 130 AgustaWestland helicopters have been sold to Chinese customers to date.
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Bell helicopter announced on September 9th that they had delivered the first Bell 407GXP in Brazil. The aircraft was accepted at Bell Helicopter’s facility in Piney Flats, Tennessee. by customer Masoud Jafari with Medalhao Persa, based in Curitiba, Parana, Brazil. The ship was delivered to its final destination on September 3, 2015. “We are thrilled to be the first in Brazil to receive the new Bell 407GXP,” said Masoud Jafari, owner and CEO of Medalhao Persa. “The luxurious interior, combined with the smooth, quiet performance of the aircraft is exactly what I was looking for to quickly and comfortably conduct business throughout the region.” The Bell 407GXP is an upgrade to Bell Helicopter’s best-selling platform, the Bell 407, with added value through industry leading performance, payload capability and operating economics. “Latin America presents a highly diversified climate for our aircraft, and the Bell 407GXP is consistently praised for its multi-mission capability,” said Jay Ortiz, Bell Helicopter’s vice president of Latin American sales. “The Bell 407 has proven to be a very popular aircraft with over 1,200 flying worldwide today, with particularly strong demand for the upgraded Bell 407GXP from our Latin American customer base.”The 407GXP Bell delivered is outfitted for corporate transport, which continues to be a popular market segment for the Bell 407GXP throughout Latin America. The Bell 407GXP is derived from the Bell 407GX platform with updates that provide an additional 50 lbs (22.5 kg) of payload capacity, coupled with a new M250 Rolls-Royce power plant that improves both performance and fuel efficiency, delivering class leading hot and high performance. The Bell 407GXP is also equipped with new avionics features such as hover performance calculator improvement, as well as transmission TBO extension of +500 hours that will lower maintenance costs.
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Airbus 355 discontinuing production Airbus Helicopters announced that it will stop production of the AS355 after delivery of the on-going contracts and available aircraft. The announcement to drop production of the AS355 Ecureuil II l from its range is part Aribus’ focus to rationalise its portfolio and focus on key products showing a large customer appeal. Production of the 355, known as the Twin Squirrel or Twin Star in the United States will likely continue into 2016 as Airbus continues to provide its customers with fulfillment on existing order backlog and parts and service will remain active for the foreseeable future to support the existing roughly 600 AS355s that are still in operation worldwide. No changes were announced to the H125 and H130 lines in the same family as orders still remain solid with both helicopters in the worldwide market. The AS355 NP was tailored for a wide range of missions, including operations over urban regions, difficult terrain and water. Loved by operators of the single engine H125 for offering a similar airframe but with the welcome addition of twin Turbomeca Arrius 1A1 engines, the helicopter was also equipped with a full authority digital engine control (FADEC) system. The 355 was fully IFR certified, and can be fitted with a 3-axis autopilot, along with mission-specific equipment for medical evacuation and law enforcement service.
Current U.S. operators include the Massachusetts State Police Department, which uses the AS355 NP for general law enforcement, as well as fire and rescue missions. Airbus stated in a press release that “Airbus Helicopters remains committed to continuous improvement of the H125 and H130 for higher competitiveness and increased customer satisfaction,” it says, while adding that it “will continue to support the more than 600 AS355s currently in service worldwide.” In production since 1979, the AS355 had several variants over the years, and will cease production with the last variant being the AS355NP version, released in 2007.
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MD sees sales success both domestically and abroad MD Helicopter continues to expand its customer reach, with announcements of both the sale of an MD 500ER single-engine helicopter to Bushveld Game Capture, Vryburg, South Africa. As South Africa’s premier provider of wildlife capture, purchasing, selling, transport, veterinary services, and the darting and counting of game by helicopter, Bushveld is expanding their helicopter fleet to more effectively and efficiently protect and preservice these revered icons of the South African savanna. The MD 500ER is the second MD Helicopter purchased by Bushveld Game Capture and features air conditioning, upgraded leather seating and cabin panels, the 420-shp Rolls-Royce 250- C20 turbine engine, extended heavy-duty landing gear, Fargo auxiliary fuel tank and cargo hook to support external loads up to 2,000 pounds. The cockpit configuration features the Garmin 500H EFIS allglass avionics flight display, Garmin GTN650H touchscreen GPS/ Navigation and communications panel and Garmin GMA 350H all digital audio panel. “The decision to add this MD 500ER to our Bushveld fleet was an easy one for me,” said Tina de Jager, chief pilot and owner of Bushveld Game Capture.“We fly in some pretty difficult conditions on a daily basis, so safety is of paramount importance. Not only are MD’s the safest helicopter in the world, they have power to spare, high cruising speed and are very economical to run.
built, FAA-certified F-models. In June of this year the Columbus Division of Police committed to a revitalization of their Aviation Unit through the MDHIexclusive, FAA-certified E-to-F Conversion program. The first two of four aircraft to be converted arrived in Mesa on June 24, 2015. Each aircraft received a complete inspection and all required maintenance was completed. The conversion consisted of an engine upgrade from the Rolls-Royce 250-C20B to the more powerful RR250-C30, replacement of the blades and stabilizers, and the addition of a Fargo Auxiliary Fuel Tank. The result is an increase in the hot-and-high performance capability of the aircraft, as well as improvements in operational range and flight time. Lieutenant Greg Estep, who oversees the Columbus Police Department helicopter unit, and members of his team accepted delivery of the two newly certified, zero-time F-model helicopters on September 9, and after completing the required Type training flew their new, zero-time F-models back to Columbus where they will return to active service. “The Columbus Police Aviation Section is looking forward to flying the newly converted aircraft,” Estep commented. “We believe that the new aircraft will allow us to more effectively support the officers of the Columbus Division of Police, and better serve the citizens of the City of Columbus.” Columbus’ two remaining MD 500Es will arrive at the MD facility in Mesa, Arizona this month and return to service with a new, FAA-approved 369FF type cert in December.
MD’s second announcement was made showcasing the delivery and return to service of two (2) Columbus Police Department helicopters. Operated as MD 500E models since 2007, the two aircraft are rejoining the Columbus Aviation Unit as new, factory-
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Robinson introduces new R44 & R66 autopilot and Aspen primary flight display package Robinson Helicopter announced this month that the Genesys Aerosystems HeliSAS (Helicopter Stability Augmentation System) and autopilot that was FAA approved on the R66 earlier this year is now available on Robinson’s R44. The R44 autopilot option has all of the same modes and functionality as the R66 including basic stability augmentation, heading hold, altitude hold, navigation signal tracking, and approach guidance. A flight test and FAA certification program ensured the comfortable flying qualities and workload-reducing features found on the R66 autopilot installations were carried over to the R44. The autopilot is now available as an option on R44 and R66 helicopters equipped with Aspen’s EFD 1000H Primary Flight Display (PFD). Aspen’s PFD is a lighter, less expensive display than Garmin’s G500H already approved on the R66. The Aspen PFD fits in a standard R44/R66 8-hole instrument panel with the autopilot controls located in the avionics stack. Additional trim and off buttons are located on the cyclic.
Sikorsky announces Chinese sales Another announcement from the China Helicopter Exposition detailed Sikorsky Aircraft Corp’s delivery of six S-76D helicopters to the China Ministry of Transport (MOT) for Search and Rescue Operations (SAR), further enhancing the MOT’s maritime capabilities. The MOT’s S-76D helicopter fleet is on track to include a total of eight S-76D aircraft by the end of the year. In December 2012, the China MOT purchased four S-76D SAR helicopters, and then contracted for four additional aircraft of the same model in July 2013. The latest SAR contract is the fifth that China’s MOT has awarded to Sikorsky for the S-76® series of helicopters since 2000. Once final deliveries from the contracts are complete, the MOT will operate a fleet of 16 S-76 helicopters, which have formed the foundation of China’s aerial SAR capabilities for maritime operations. “We have been operating the Sikorsky S-76 helicopter for more than a decade and have saved many lives with these helicopters,” said Capt. Pan Wei, Chief Engineer, Bureau of Rescue and Salvage, Ministry of Transport. “The addition of the S-6D to our fleet will
enhance our operational capabilities”Since January 2014, Sikorsky has completed S-76D deliveries into all mission segments including offshore oil, search and rescue, VIP and air medical transportation. Sikorsky has delivered more than 800 S-76 helicopters to customers globally since 1979, contributing daily to a growing of more than 6.7-million flight hours.
Continuing Development of the Enstrom TH180 Enstrom Helicopter Corporation is continuing flight testing on the new TH180 helicopter. Originally announced at the 2014 HAI show, Enstrom has since taken a number of signed MOUs on the new helicopter designed for the ab-initio flight training, light commercial, and private owner market. “We are into the envelope expansion phase,” said Enstrom test pilot Bill Taylor, “we’ve had it out over 90 kts so far, and everything is performing as expected.” Enstrom is currently flight testing the second prototype helicopter, and has begun construction on a third test helicopter, which will be a fully conforming prototype. That aircraft will be added to the flight test fleet later this year, with certification expected in 2016. “We are installing modern avionics, digital engine instrumentation, and an electronic throttle governor,” said Enstrom Director of Sales Orlando Alaniz. “The industry is changing rapidly and training requirements are changing with it. We are building this helicopter to meet the needs of tomorrow’s pilots.”Engstrom is also showcasing the TH180 in Tianjin, China at the China International Helicopter Exhibition from Sept. 9-13 the exhibition displays helicopter models brought by Chinese and foreign producers for China’s emerging civil helicopter market. Chongqing General Aviation, which purchased US-based Enstrom in 2011, brought the company’s two models Enstrom 480B and TH180 to the exhibition. Liu Xu, vice president of the company, said the TH180, which is making its debut in the China market at the exhibition, is a good trainer aircraft and suitable for private customers.
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It’s the #^%$@*G CATALINA WINE MIXER! When life imitates art in California, Island Express Helicopters helps execute the party of the year. heliweb.com
September2015 2015 September
Life immitates art in Southern California for the Catalina Wine Mixer
With just over a month’s worth of planning, the team from the Santa Catalina Island Company, Descanso Beach Club, and Island Express Helicopters made fantasy a reality for avid movie fans. The movie is Step Brothers, a Columbia Pictures film starring Will Ferrell and John C. Reilly, portraits two middle-aged losers who have no goals or ambition to stop living with their parents, even as grown adults. The pair are pushed into reality when their respective parents marry, and the two men are forced to be roommates with hilarious results. The end of the movie culminates around the fictional ‘Catalina Wine Mixer’, billed in the movie as the biggest event in helicopter leasing, taking place on the beautiful Santa Catalina Island, located 26 miles off the coast of Long Beach, California. The idea of hosting a real Catalina Wine Mixer was something tossed around in marketing meetings at both the Santa Catalina Island Company and Island Express Helicopters, until serious talks began about 32
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actually making the event a reality. After much planning, and in a very short span of time, the many vendors needed for such an event to come to fruition began to coordinate. After addressing he key points such as location availability, and of course helicopters being available for the event, it was decided that the inaugural event would be held on September 13th, 2015. Ticket sales were released, and the response was immediate. Organizers were hoping to sell around 500 tickets to the event. What followed was proof that the concept will likely be an annual event on Catalina Island; The organizers of the event were forced to offer hundreds of additional tickets up for sale, due to the overwhelming response and demand. The event went viral, appearing on websites worldwide, and trending on Facebook and Twitter. The helicopter portion of the event was provided by Island Express Helicopters (IEH), based oout of their heliport at the Queen Mary Terminal in Long Beach,
California. They have additional bases in Orange County, Burbank, San Pedro and Van Nuys. IEH has a long history with Santa Catalina Island, providing almost all of the helicopter transportation to and from the island from their base on the island’s northeast corner. The base features a beautifully equipped heliport with landing space for 4 helicopters, an air conditioned passenger lounge area and a restaurant called the Buffalo Nickel right outside the door of the heliport where passengers can choose to relax and wait for their flight. On the day we arrived at IEH’s Long Beach heliport, the passenger waiting area was already packed with eager travelers waiting for their flight. The trip by helicopter varies between 10 and18 minutes, depending on which aircraft you were taking to the island. Island Express Helicopters operates three Airbus Helicopters H125s, A Bell 206 Jet Ranger, a Sikorsky S-76A, and will soon bring online an additional S76B aircraft to speed up passenger travel times between their pickup points and their Pebbly Beach Heliport on Catalina Island. Their aircraft passenger capacities range from four passengers in the Jet Ranger, to nine passengers in the S76. Transports to the Catalina Wine Mixer began at 8:45am and continued throughout the day ending with the last flight at 7pm; Operating limitations dictate that the aircraft are not permitted to carry passengers over water after dark. With every new helicopter With
every new helicopter arrival, the mood on Catalina Island became more party-like, with the gradual addition of 1400 extra bodies on the island. The island’s major commerce area, Avalon, played host to the additional revelers before the event commenced at noon at the Descano Beach Resort, just a short walk from the island’s main architectural feature, the Casino on the southwest tip of the island. The main feature, from a helicopter perspective, was the Airbus Helicopters H125.Parked to the right of the main stage area, the ship was a huge hit for the crowd, even featuring a sign saying“for sale or lease” to fit with the theme of the day. Although the IEH helicopter was not actually for sale, it served as the focal point for hours of photo ops by event attendees as they dined on food provided by outside vendors, as well as cuisine provided by a selection of the seven restaurants at the Descanso Beach Club, headed by Executive Chef Matthew Alleshouse.
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Wine was provided by multiple vendors from California wineries that were enjoyed by all throughout the day. The only thing proving just as popular as the helicopter on the day of the event was the merchandise tent, set up by Descanso Beach Club. The tent had a constant 30-or-so people in line to make purchases the entire day. Headlining the event’s musical entertainment was, “The Dan Band” the hilariously inappropriate singing duo who have shown up as the musical act in several Will Ferrell movies, including the original Step Brothers. Also appearing as musical entertainment was Adam Lasher, of American Idol fame, and Tom Solis. Party goers were able to book tickets from as low as $35 for general admission, all the way up to $800, which covered VIP entrance and use of the presidential cabana. Others opted to rent chaise lounges for the more affordable rate of $150 per couple, all of which sold out quickly. The rush to get off the island before dark by helicopter was handled with ease by IEH, moving
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hundreds of people per hour, and keeping all of their aircraft busy the entire afternoon, ferrying satisfied wine mixer attendees back to Long Beach and the three other origination points that IEH serviced for the day. One thing is for sure, the Catalina Wine Mixer has generated enough buzz and a large attendance to ensure that it will be an annual event, and that Island Express Helicopters will have an even busier day next year making the Catalina Wine Mixer an annual success.
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PilotEdge - Bringing real world ATC to the simulation business Back in the early 1990s, flight simulation was enjoying a resurgence and visual systems were still rudimentary at best. Air Traffic Control (ATC) communications were relegated to either a recorded transmission with no two-way interaction, or a flight instructor performing the role of ATC from the instructor station. The lack of actual traffic in a pattern and visual representation left the ATC representation as somewhat of lackluster experience for all parties involved. Fast forward to the mid 2000s and flight simulators, along with overall computer technology advancements, have improved the flight simulation immersion level tenfold. Visual representations of landmarks, overall terrain within simulators based on the Lockheed Martin based P3D platform show limitless potential for growth and immersion factor for pilots. While the ‘seat of the pants’ feel is still relegated to full motion simulators, the familiarity of pilots flying in their own geographic area and being able to pinpoint terrain as they would see it in the real world is somewhat mind blowing, especially when compared to the 2D simulation experience of yore. The big gap however, was still the ATC market. For home simmers, there was the ever popular ‘Vatsim’ program that was able to simulate well the ATC experience for the novice, but relied on a global team of volunteers who were tested to a certain proficiency, and then let loose on the world of simulation pilots. This approach was revolutionary, but lacked several things, such as an interface that was user friendly and easy to install, a dedicated team of customer service representatives, and an overall mission & vision that was consistent. Add to that the fact that the network is, even still today, reliant on volunteer participation and it is easy to see why it was not a viable solution for the commercial market. What the
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By Ryan Mason & Lauren Brown team at Vatsim did was open up the possibilities through their tireless work to improve a very stagnant ATC environment in order to make it a fully immersive person-to-person interaction, often with someone on the other side of the world. All of these advancements have benefitted thousands of pilots in preparation for their real world training environment. Enter Australian entrepreneur Keith Smith, who saw the value of a commercially viable and reliable product like what was offered by volunteers and, after many years of hard work and testing, Smith’s company PilotEdge is now the leading business provider of online ATC services for flight schools, major commercial simulation companies, such as Elite Simulations, and many other businesses that provide any type of simulation that involves communication with Air Traffic Control. Smith is based in the USA and provides online ATC services that are available on a regular advertised basis for as little as $19 per month for access to the extensive ATC network that Smith has built to accommodate every level of the flight training market. Pilots are able to rehearse scenarios where they would need to make very specific requests of controllers such as in air medical transport operations. They can learn to talk with controllers while they see and avoid other traffic in the area, land in confined areas, and encounter inadvertent IMC. PilotEdge provides easy to use software that connects to a variety of flight simulators, and connects to their network of controllers via internet connectivity. PilotEdge also prides itself on realism.
When preparing for a flight, simulators offer the ability to‘spawn’to a variety of positions; From taking off on a ramp at an airport,t to the ability to take off from a rooftop hospital helipad, oil platform or a remote logging pad in a forest in the PilotEdge service area, the pilot can set their radio to the appropriate frequency based on real world airport information, call up clearance delivery, ground, center or other manned airspace control area, and request their intentions— just as you would in the real aircraft. The interaction is not a pre-recorded, voice prompted response, but rather a control input from a real controller manning a virtual radar of the network that is currently flying in the PilotEdge Service area. Pilots even see other air traffic that are connected to PilotEdge on the simulator’s visual displays as the correct aircraft representation, and see the other aircraft move in real time based on their speed, altitudes, and heading. This means thatcontrollers can, and will, issue clearances such as, “runway seven cleared to land number two behind the Baron turning final”, and the pilot will actually see the aircraft, and even
This service presents vast opportunities for the future of flight schools, training organizations, and pilots in nearly every facet of the industry. The geographic area chosen by Smith and his team includes a wide area of southern California (including LAX airspace), sections of coverage in Arizona, Las Vegas metro, and various other parts of Nevada. This may sound like a limitation; however, as founder Keith Smith, points out,“Instrument approach procedures are the same anywhere in the country, and southern California has some of the most challenging airspace in which to practice. It has interesting terrain, and a wide variety of different classes of airports. In addition, most pilots would benefit from flying away from their local area, so as not to rely too heavily on recalling frequencies and approaches by memory.”
With the advances being made in simulator technology that continue to expand the realism of the simulation training environment, companies like PilotEdge are sure to continue to push the envelope in making the flight simulation experience more immersive for student pilots. It provides them with the opportunity to train more intensively, all the while being able to maintain the feeling of realism in their training, and provide them with more of the ‘seat of the pants’ feel of training that induces real world responses, especially compared to the systems being offered by even the largest of companies today that still lack immersion and realism. If you would like to know more about PilotEdge for your flight school or organization, you can visit them on the web at: www.pilotedge.com
be asked to confirm visual of the aircraft within their flight envelope and be able to follow or yield to the traffic. Such is the interactivity of the design elements of PilotEdge that, not only are you flying with a real world controller, but the other aircraft in the service area that are seen in the visual representations are other students who are also doing the same thing. The virtual environment that is displayed consists of other pilots who are conducting the same type of training. This is able to be achieved by Smith’s vision of only providing services in certain geographic areas, so as to keep the traffic condensed while giving all the pilots on the network the ability to see other traffic, and have to accommodate for things such as airspeed differences, misheard calls, and pilot error— again just as you would in a real world scenario.
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Helicopter History DaVinci was on to something Welcome to the newest feature column
Robert Ruotolo
in heliweb. This new feature will trace the development of the helicopter from the first conceptual drawing of an ‘aerial screw’ to what some would describe as a combination between contemporary work of art, and engineering marvel that defies the laws of physics. Over the next few months we will examine the people, moments, andmachines that contributed to the art and science of the helicopter and the development of modern rotorcraft technology. There are a great many pioneers that fostered the scientific breakthroughs that lead to the advancements that make the machines we all know as the modern helicopter we fly today. We hope you’ll enjoy looking into the past with us at the models, signifigant designs, a n d
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developments that helped push the science of helicopter technology to where it is today. The invention of the helicopter can be traced back to 1493 with Leonardo Da Vinci’s concept & drawings of the “air-screw”; A continuous spiral rotor system made of linen, affixed to a shaft and attached to a platform. The “airscrew” had a very rudimentary power system, not unlike some of the rubber band
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powered balsa wood airplanes you may have played with as children. The development of anything resembling a spiral rotor design somewhat stagnated until the 1700s with the design of a rudimentary model helicopter by two Frenchman by the names of Launoy and Bienvenu. An eight bladed design attached to a central shaft which was presented to the French Academy of science. Then, in the early 1800s, an inventor by the name of Lambertgye presented a revised model of what appears to be a refinement of Leonardo’s “Screw” concept. In the 1860s we witness the development of the first coaxial style rotor system in the presentation of an aluminum model by Bright. Design work in this concept continued in 1874 in Germany when an inventor named Achenbach introduced a radical new design with the introduction of the tail rotor, providing the first iteration of an attempt at counter rotation to stabilize the platform.
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A Marine workhorse, the CH-46 Sea Knight has seen combat in DynaFlight AirAg E-Series multiple conflicts around the world including Vietnam, Iraq and Afghanistan during its more than 50 years of military service. The nickname of ‘The Phrog’ was affectionately bestowed upon it by Marines due to its resem-blance to a sitting frog. The CH-46 Sea Knight was, by half way through her service life, older than most of the aviators that flew in her. The Phrog was revered for Flight Guidance DynaGrip itsIntegrated ease to fly due to theInstrument tandem 3 bladed rotorControl design requiring (IFGI) & embedded Processor very little pedal input compared to other helicopters of the era Entire system weighs less than 7 pounds (3 kilograms) with a more traditional rotor configuration. Its cockpit visibility DynaFlight was regarded as highly superior by who flew it. It commanded AirAg PRO & the admiration of military leaders due to its overall versatility. SeisBag PRO Its ability to easily transition mission capability roles from sling loading equipment and supplies, to troop carrying and even its ability to carry 15 wounded Marines on litters in medical configuration if needed. Processor
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The Crux of the helicopter has always been a suitable and sufficient power plant to counter weight and provide performance. In 1877 Enrico Forlanini presented a model helicopter with a pair of two-bladed coaxial, counter-rotating blades using a steam engine fed by a boiler heated by a stove. At the time, it was an ingenious design and allowed Enrico’s machine to achieve approximately 43 feet of vertical flight. While the ‘stove and boiler’ system proved to be a fairly ineffective method of producing the power needed, Forlanini’s design proved that vertical flight was a possibility, and sparked the attention of the world enough that multiple designers then began working on their own prototypes.
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The next major milestone came in 1907 when Louis and Jacques Breguet, under the tutelage of Charles Richet, built a Gyroplane in France that flew to a height of two feet. The Gyroplane on its own was uncontrollable and had to be steadied by ground crew, however.
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The model they used was able to prove the viability of the concept, and it was the first time a machine of its type was able to leave the ground with a man on board using a rotary wing system.
Paul Cornu flew his helicopter for 20 seconds at a height of one foo,t and it was enough of an incredible breakthrough to be officially recognized as the first helicopter to achieve free flight.
A challenger to the achievements of the Breguets and Richet came from a Bicycle maker by the name of Paul Cornu. Cornu’s design, dubbed the “flying bicycle”, was the first of Its kind to achieve free flight. It consisted of two large spoked wheels, on which short paddle style wings were formed into twin - two bladed, belt driven counter-rotating blades powered by a 24 horsepower engine.
In 1924 Raul Pateras Pescara, an Argentinian, produced several models in Spain and France. He is credited with having the first flyable helicopter with Cyclic Pitch and Collective controls, and is also credited with pioneering Autorotation. Make sure to read next month’s installment to read Part II of Helicopter History, covering the inception of the helicopter, before we move on to actual modern helicopters.
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Rotorheads Meet Randy Fisher
Every month, heliweb staff will be interviewing an industry pilot. We will talk to them about their career highlights, how they got into the industry and what they want to share with other pilots in the industry. He stayed with the company for five years until Helicopters, Inc. out of Cahokia, IL took over the contract. Fisher continued flying for an additional two years with Helicopters Inc. While flying ENG in Indianapolis, Fisher
Fisher’s helicopter career started when he enlisted in the Indiana
kept an eye out for openings in EMS at the Danville base, an Indianapolis suburb. He wanted to make the switch from flying the Bell 206 to the more
Army National Guard in November of 1980 as a helicopter power-
substantial Bell 407 that was being operated out of the Danville base. He
plant repairer (68B), and then later as a Crew chief on the OH58
was hired upon applying for an opening 3 years ago and has been with
Kiowa. It took him 8 years to realize his ambition in becoming a
PHI ever since. After a few months flying the Bell 407, Fisher was surprised
pilot, and he made the decision to become an Officer and pilot.
to learn that his base would be receiving the H135, and now primarily flies
He attended the Indiana Military Academy in 1989 and, receiving
that aircraft; although he remains current in both the H135 and Bell 407.
his commission in the same year, attended flight school at Ft. Rucker, Alabama, flying the Kiowa and earning his slot as an
The helicopter industry in Indianapolis is a very small community and the
Aeroscout. At the time Fisher flew his first solo and gained his
relationship Fisher has fostered with all of the operators enables him to
instrument proficiency, the UH-1 “Huey” Iroquois was the Army’s
fly fill-in work for most of them when the need arises.
primary training aircraft, later transitioning to the Kiowa. While
Fisher also fills his time with seasonal Ag work for Milhon Air, performing
at Ft. Rucker, Fisher also pursued his fixed wing rating at the
aerial pollination, cover crops, and spraying. The company flies a restricted
local FBO. The small FBO outside the gate in Enterprise, AL trains
category OH-58 that owner Brent Milhon brought out of retirement from
a lot of Army Rotary wing pilots, and Fisher still remembers his
the Indiana National Guard. In an fascinating twist of fate, the OH58 owned
flight instructor sharing some wisdom as he did with most Army
by Milhon Air just happens to be one of the air frames Fisher flew while
helicopter aviators pursuing a fixed wing rating. His instructor
a pilot in the Indiana National Guard.
said, “If you try and hover this airplane you will die.” It is because of that lesson that, to this day, Fisher says, “I land an airplane like
Fisher has a quiet disposition, yet a wicked sense of humor, a trait common
I’m landing on a carrier...Hot.”
among military pilots. When asked if he has a favorite quote, he smiled and referenced a comment from his son Josh, who is an Air Traffic Controller
After concluding his military service, Fisher took on a role at
and Private Pilot. He says “Check rides should be like skirts, short enough
Rolls-Royce in Indianapolis as a Supervisor and Quality Engineer,
to be interesting but long enough to cover everything.”
believing he had hung up his flight helmet for the last time. Fisher may have whined a time too many about missing his flying days to
In his many years in the aviation business, Fisher has learned a lot of the
wife, Amanda. One day she brought to his attention a job posting
ins and outs of flying helicopters. Both from an interaction point of view
for an Electronic News Gathering (ENG) pilot at a local news station
as much as the actual flying itself. When asked if he had advice for a new
in Indianapolis. It had been 10 years since he was at the controls of
pilot coming up through the ranks, he stated that the best advice he had
a helicopter but, knowing Fisher was much happier when flying,
is, “Don’t be a hot dog. Resist the temptation to be a cowboy. Your flight
his wife submitted his resume behind his back, only telling him
is only as good as your last landing.”
once the possibility of an interview presented itself. At the time, Fisher didn’t have any idea what the ENG business was about. After researching the role of an ENG pilot, Fisher attended the interview and was hired to fly for US helicopters two weeks later.
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Robert Ruotolo came into the photography business initially through his father, Jerry’s, love of photography. Having a lifelong interest in military aviation, Robert was always fascinated by all things rotary in the military. Originally planning to join the military himself as an adult, a car accident that was the result of a drunk driver altered those plans irreversibly when injuries prevented him from passing the stringent military medical physical entry standards. Not one to rest on the laurels of disappointment Ruotolo followed his father’s footsteps into the photography business. Being a native of New York City, photography opportunities abounded. Ruotolo left his full 44 44
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time work with Autodesk’s Media & Entertainment Division to pursue his photography dream, opening Ruotolo Photography, serving as both an aerial photography resource to the industry and as an artistic photographer creating images of models, food, products and whatever else has been required by his many clients over the last 25 years as a professional photographer. While a self-confessed military flight geek, Ruotolo has the unique ability to photograph the many movements around the three New York City heliports that cater for all of the helicopter traffic servicing the greater New York metro area, as well as being in close proximity to several commercial operators in the New York area.
helinews Ruotolo has done commercial work for Zip Aviation, one of New York’s busiest tour operators, as well as Wings Air Helicopters, based out of Westchester County, NY. Additionally, he is one of the founding photographers of aerial photography company New York On Air. His work has been featured many times in industry publications like Vertical Magazine, including a recent feature that saw him trail the movement of a CHC S76 through the streets of NYC in the early hours of the morning, where it was placed on the steps of the New York Stock Exchange (NYSE) to highlight the launching of CHC’s share offering on the NYSE. In the true spirit of thinking outside the box, one of Ruotolo’s most iconic images is that of the Marine Corps’ Presidential support helicopters on the pad of a New York
City heliport at sunset that he was able to obtain from a substantial distance away by utilizing a large telephoto lens, enabling him to avoid the scrutiny associated with trying to photograph presidential aircraft in close proximity. Several of these images now hang in the offices occupied by the Presidential Marine aviation support unit, HMX-1 in Washington DC. Ruotolo’s interest in the history of helicopters has put him in the company of several influential people in the helicopter business, including one of the founders of Bell Helicopter in the early 1990’s. This is one of the driving reasons behind his invitation by Heliweb to write a recurring column on helicopter history. The column will walk through the history of not just the creation of specific models, but cover the people that have been, and still are, iconic and influential people in the helicopter industry. As with many professionals, Ruotolo has always taken the time out to assist those coming up
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in the industry, preferring to share what he has learned over the years through trial and error with those that need help to provide them a leg up in skills where needed. When asked about why he chooses
to help people in the photography industry succeed, Ruotoloresponded simply, stating, “You can’t take it with you; I may as well share what I know to prevent others losing a potentially iconic image”. With a helpful disposition and skill that keeps 46 heliweb.com 46 heliweb.com heliweb.com 46
him in demand through a multitude of different photography disciplines, Ruotolo intends to be around for many years to come on the photography
scene. If you would like to view more of Robert’s work, you can view more images at www.ruotolophoto.com
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You can’t take it with you
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Image by: Ryan Mason
In next month’s issue St Vincent Stat Flight HEMS in the Circle City
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Image by: Ryan Mason