DELIVERING GLOBAL COVERAGE OF THE HELICOPTER INDUSTRY

2009 I ISSUE 61
 contents
2 0 0 9 I I SSUE 6 1

28 cover feature: dangers of

shock loading
Airgreen’s ski All helicopter pilots understand the dangers and
equipped AW139
is regualrly seen in difficulties inherent in aerial winching and hoisting.
the Italian mountains. One of the less understood dangers is that of Shock
Crew are seen
here undertaking Loading – loads which exceed the static load caused
winch training.
by rapid movement changes such as swinging,
28 Photo: Courtesy
AgustaWestland impacting or jerking. CHRIS SMALLHORN reports.

42
42
480B’s agricultural debut
Late last year, the brand new Enstrom 480B made its
debut as the first helicopter of its type to be used for crop
spraying. ALEXANDER MLADENOV reports on operations
of the launch customer for this agricultural derivative –
Bulgarian-based Fortuna Air.

50

enemy at the gates
Fighting bushfires is problematic enough, but when
fires threaten residential and urban areas the risks and
50
challenges inherent in fighting them multiply many-fold.
LEIGH NEIL looks at the extra burdens placed on those
who fight fires at the urban interface.

62 modern data for the

modern world
Satellites, aircraft and air traffic control are catching
up to the 21st century. This leap in compact hardware
and real-time connections equals reduced accidents
and efficiency boosts worthy of the information

regular features 62 superhighway. Jeffrey Decker examines the planned

implementation of ADS-B in the USA.
From the Editor 3

70 HEAVEN AND HELL HERDING TUNA

Industry update 4

subscription Form 11 How hard could it be? One year stationed on a tuna boat

The opening shot 26 as helicopter pilot – on board a 260ft “floating town” upon
which you operate the local airline and are responsible for
the spotting, chasing and herding of tuna by air. NEWMAN
columns
SUBRITZKY finds out what the job involves the tough way.

safety – Core Knowledge 19

flight training – Aviation 70

Standards 21

insurance – Risk Management 23

eye on east europe 25

personal profile – Spanky Melton,

Utility Pilot for Swanson Group 80
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 from the editor

I
recently attended the Paris Airshow machine. If its reliability in the field is proven
and found it was interesting to see and Bell can support the product as well,
the different “attitudes” of the aviation if not better than its current stable, the Bell
sectors. The airline business was generally 429 has the potential to make significant
downbeat as were the military fighter inroads into the market. Meanwhile, Bell is
areas, but the helicopter industry was well getting a new CEO and CFO. Textron has
represented; primarily by Bell, Eurocopter, named John Garrison Jr as the new Chief
By Mark Ogden AgustaWestland and Sikorksy. Bell was Executive at Bell. Current CEO Richard
showing off its 429 model, signaling that it Millman is retiring on August 1st. Apparently
is serious about challenging Eurocopter on this will be Garrison’s first aviation position in

CEO
its own turf, which can only be good for the Textron, having led process improvements
Neville (Ned) Dawson industry as a whole. and significant product launches in E-Z-Go
The helicopter air display focused on the Golf Carts and Jacobsen turf-maintenance
PUBLISHER
Tiger and the NH-90. The air display as equipment vehicles. Hmmm… golf carts
Cathy Horton
a whole was subdued, especially without to helicopters!
EDITOR the Russians there to add some pizzazz, Frank T Connor will be the new Chief
Mark Ogden
but of the different industry sectors, it Financial Officer. Connor is a former
european editor certainly appeared that helicopters were executive at Goldman Sachs, where he was
Alexander Mladenov still in demand and industry still healthy the Managing Director in charge of telecom
considering the overall economic downturn. investment banking. I find it fascinating
sub editor
Leigh Neil
Having said that, there are areas that are that while we are into the largest recession
hurting – primarily the logging industry anyone can remember since the Great
legal EDITOR and tourism. Depression, which has been generally led by
Robert Van de Vuurst
It appears that the secret to survival for the merchant banks, Textron feels that such
safety editor these sectors of the helicopter industry experience is needed for Bell. (See Matt
Phil Croucher is diversification. Companies such as Taibbi’s piece at http://www.rollingstone.
Columbia that support oil and gas as well com/politics/story/28816321/inside_the_
technical EDITOR
Chris Smallhorn as fire fighting have a better potential for great_american_bubble_machine. Whether
riding out a downturn. As observed by you agree or not, the piece makes an
I TALIAN CORRESPONDENT one of HeliOps’ contributors, a possible intriguing read and I wish I could write like
Damiano Gualdoni
explanation as to why the helicopter him; “The world’s most powerful investment
proofreader sector as a whole appears to be holding bank is a great vampire squid wrapped
Barbara McIntosh up reasonably well is that the helicopter around the face of humanity, relentlessly
has become an integral part of so many jamming its blood funnel into anything that
PRINTING
GEON industries such as oil and gas, electricity, smells like money.” http://www.portfolio.
health and law and order. It is a multi- com/executives/features/2009/01/07/
functional tool. While airlines support Goldman-Sachs-Alumni-in-Finance is also
industry in general by providing transport an interesting dissertation.
for people and cargo, it stands apart from Well, I really hope this works out for Bell at
general industry rather than being an such a crucial time in its history, but after the
integral part of various sectors’ operations. criticism of Boeing by Qatar Airways boss
Airlines service a large but narrowly focused Al Baker, who was quoted as saying, “It is
market in comparison to helicopters. Once being run by bean counters and lawyers
you’ve moved people and freight from A to and if they continue this way they will give
B, then there isn’t a lot left for an airline’s an even bigger advantage to Airbus,” it is
involvement, whereas helicopters are clear that customers are getting tired of the
EDITORIAL ADDRESS
Oceania Group Intl airborne cranes, ambulances and police over-optimistic promises and associated
PO Box 37 978, Parnell vehicles. Airlines are also being hurt by non-performance of manufacturers.
Auckland, New Zealand
the extortionate demands of some airport At any rate, with Helitech in UK happening
PHONE: + 64 21 757 747

FAX: + 64 9 528 3172

owners. While airfares fall, I don’t recall in September and HAI just a few months
seeing too many airport owners cutting their later, there will be ample opportunity to see
EMAIL fees. how the helicopter industry is adapting to
[email protected]
On the 429, I was fortunate to be given the the changing financial circumstances and
WEBSITE opportunity to try it on for size and do some which companies will come out stronger
www.heliopsmag.com flying. Overall, I was very impressed with this and which ones will whither.
Enjoy the read and fly safe! n

3
industry update

NFC awarded contract

The City of Atlanta Police Department awarded a comprehensive night
vision solution contract to NFC of Port St Lucie, FL.
NFC will provide all of the necessary night vision equipment, pilot
and crewmember training, NVG maintenance services and install night
vision lighting for the city’s MD-500.
The police helicopter will receive the latest generation night vision
capable lighting modification and include NIVISYS NVAG-6 NVGs
coupled with a training program.

All American Helicopters

acquires an S-300C
Sikorsky Global has delivered another S-300C to All American
Helicopters, a flight school in Denton, Texas.
The new S-300C will join the three Sikorsky helicopters already in
operation at All American Helicopters and will be used exclusively for PHI S-76C++ gets night vision
flight training. It is the second helicopter the company has purchased
ASU has completed their second night vision modification
from Sikorsky in the past year.
for a S-76C++ owned and operated by PHI in Lafayette, LA.
The aircraft has been specifically designed to serve the
offshore oil and gas industry. It is equipped with cardiac
AW’s Logistic Center doubling in size
monitors with 12-lead EKG capability, transport ventilators
The AgustaWestland customer support Logistic Center at Lonate and intravenous pumps, and a dedicated Lifeport medical
Pozzolo, Italy, is being expanded with the current 10,000 m2 (107,000 interior with two-patient capability.
ft2) facility being doubled in size. The new expanded facility will be The aircraft is the second PHI aircraft to be certified and
operational by the end of the summer. equipped with NVGs for use in the Gulf of Mexico.
industry update

Apical gets FAA approval

Apical Industries has received FAA approval of the EC145
Tri-Bag Emergency Float Systems with and without life rafts.
TC and EASA approvals are pending.
The Apical EC145 Emergency Float Kits consists of four
emergency floats attached to the skid gear, a float inflation
reservoir mounted on the underside of the fuselage, and a
cyclic-mounted float inflation handle. The kit may also
contain a set of two 8-man life rafts (with 11-man overload
capacity), which are packed on the aft floats and have their
own mechanical inflation system. The patented integrated
design of the Apical life raft system conserves valuable
passenger space and provides a significant safety benefit over
cabin-mounted options.
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industry update

Triumph to provide transmission

for the 429
Triumph Group has announced that its gear systems
operations, located in Park City, Utah and Macomb, Michigan,
have been awarded a multi-year supply agreement by Bell
Helicopter to provide the main transmission assembly for the 429.
The scope of the agreement includes manufacturing, assembly/
integration and testing of the transmission, as well as the design
and engineering of the test equipment.
The supply agreement is for a period of five years with five one-
year contract extension options and has an estimated value in
excess of $US363 million over the next ten years.

Tel-Tail Floodlights
EC-145

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Tail Floodlight / FFRL / Main Rotor Floodlights

AW-139

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industry update

NPA of Japan chooses S-92

Sikorsky Aircraft has announced the National Police Agency in Japan has selected the S-92 to
conduct SAR and special mission operations.
The NPA has employed Sikorsky helicopters since 1996, and today the agency’s fleet includes
two S-76Bs. These perform missions including SAR, transportation, utility and a variety of special
requirements for the NPA. The S-92 is the first helicopter in its class certified by the FAA to the
most rigorous standards, without any exceptions or waivers. The S-92 also is certified by EASA
to its very stringent safety standards.
DART gains EASA
approval
DART Aerospace has received

Drop Off
EASA approval for their cargo mirror
for the Bell 204/205/212/214 and

Your Aircraft.
412. Approvals previously received
are TC, FAA and Germany.
The DART Medium Bell dual

We’ll Do The Rest.

mirrors feature an 8-inch mirror fixed
onto a bracket installed along the
existing rivet lines on the nose of the
aircraft, and provide better viewing
of the cargo hook for pickup and
release from both pilot and co-pilot
positions.

From component
overhauls and repairs
to reconstruction and
completions, now
Heli‑Mart has a total,
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to fully meet the support
Simplex acquires needs of MD Helicopter
Helipod operators worldwide.
Simplex has announced the
acquisition of Helipod International.
Helipod is a leading developer and
800-826-6899
www.helimart.com
manufacturer of certified accessory
products for Robinson helicopters,
including a variety of cargo pods,
spray systems and other specialty
items.
With its headquarters located
near Auckland, New Zealand,
Helipod has become well known
for it high quality products and
has developed strong brand name
recognition world wide.
Manufacturing will be shared
between New Zealand and
Portland, while all sales activities
will be based from the Simplex
office in Portland.

HM P2 HO.indd 2 3/24/08 8:52:49 AM

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industry update

FLIR acquires Salvador Imaging L-3’s new turret

FLIR Systems has acquired the stock of Salvador Imaging, a leading L-3 WESCAM has announced the launch of its MX-10 EO/IR
provider of high-performance visible and low light imaging systems. turret. The flight-proven MX-10 incorporates the company’s multi-
Salvador Imaging, based in Colorado Springs, has earned a worldwide spectral MX-series technology into a smaller turret to give defense,
reputation for supplying low light cameras for many applications. The homeland security, and airborne law enforcement customers a
acquisition of Salvador will enhance and differentiate FLIR’s multi-sensor modern option for a lighter, lower clearance EO/IR product.
systems for military customers and expand its security and surveillance The MX-10 weighs only 37 lb, stands less than 14 inches tall and
product offerings to commercial customers. Salvador’s 12 and 14-bit modular is engineered without a separate control electronics box or an
camera designs use charge-coupled device (CCD) and electron-multiplying external vibration isolator. The turret is capable of simultaneous
charge-coupled device (EMCCD) sensors, at speeds in excess of 100 million HD digital video, NTSC or PAL analog video outputs, and is
frames per second. In addition to operating at high speeds and with low light, compatible with all existing MX-Series command and control,
these EMCCD cameras provide color and monochrome images. moving map, SLASS and radar interfaces. This commonality
Upon closing, Salvador Imaging was re-named FLIR Advanced Imaging promotes a faster transition period, and ease of use for customers
Systems, Inc. and will operate as a separate business unit within FLIR’s who decide to switch current MX-fitted fleets over to the smaller
Commercial Vision Systems division. MX-10 turret offering.

DART gains more

approval
DART Aerospace has received TC, FAA
and EASA approval of their Baggage
Compartment Protector Kit for Medium
Bell aircraft.
The kit consists of seven aerospace
grade plastic components that are
installed using potted inserts in the aircraft
baggage compartment. The purpose
of the kit is to protect the expensive
honeycomb panels from damage. The
baggage compartment protectors have
holes for compatibility and to allow access
to all cargo tie-down rings.
The Baggage Compartment Protector Kit
is a great addition to the DART Aft Cabin
Wall Protector Kit and the DART Cabin
Floor Protector Kit.

Metro authorized
for 407 repair and
maintenance
Metro Aviation has received FAR Part
145 repair station authorization to perform
maintenance and repair on the Bell 407.
With this latest certification, the Shreveport,
Louisiana based company continues to
diversify the approved helicopters under its
longstanding repair station authorization.
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industry update

EC145s enter service

The first of the Flight For Life Transport System’s two new EC145s has entered into service.
The aircraft was inaugurated during a ceremony at Flight For Life’s Waukesha, Wisconsin
headquarters, where the helicopter will be based. The aircraft, as well as the second EC145,
was completed by Helicopter Specialties in Janesville, Wisconsin, where the EMS interior and
numerous enhancements were installed.
Some of the features include wire strike protection, Honeywell Mark II Enhanced Ground
Proximity Warning System, dual WAAS GPS units, weather radar, XM weather, Sky Connect
Satellite Tracking System with satellite phone and Technisonics TDFM 7158 Digital Radio with
LA fire dept wants UHF/VHF/800 capabilities and channel capacity of 510 channels per band. NVG compatible,
third AW139 and is scheduled to be NVG operational by the end of the year.
The EC145s are certified to be flown single pilot IFR – a capability Flight For Life plans to have
AgustaWestland has announced that
in place within the next 18 months. The aircraft also features the very first NAT Digital Audio
the Los Angeles Fire Department has
Control System to be installed in a helicopter in the United States.
signed for a third AW139.
This aircraft will join the two AW139s
already in service performing critical
aerial fire-fighting, MedEvac and SAR
missions in Los Angeles and the
surrounding communities.

Edmonton PD gains
second EC120
The Edmonton Police Service
has taken delivery of their second
Eurocopter EC120B patrol helicopter,
which will allow for greater in-air
coverage and policing of the growing
city of Edmonton.
When combined with other policing
resources, the aircraft will increase
operational efficiency and reduce
response times to emergency calls.
In addition to in-house training,
Edmonton Police pilots receive
recurrent training at Canadian
Helicopters Limited School of Advanced
Flight Training in Penticton, BC.
The Eurocopter EC120B was selected
because of its mission suitability and
reduced noise impact, thanks to its
shrouded tail rotor, Eurocopter’s low-
noise patented “Fenestron” – means
the aircraft can operate 1,200 ft above
the city and is barely noticeable. The
EC120 B is also recognized for its
speed, range and lift capability for the
equipment carried on board.
In addition to emergency response,
the EC120B will be used for air patrol
and surveillance of the city, support
ground missions, provide real-time
information about emerging incidents,
and manage in-progress situations.
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 industry update

Firefighting Helicopters Pawan Hans contracts HeliProducts

for Lebanon AS350’s acquired by DART
A new fleet of helicopters dedicated to aerial Eurocopter has signed a €7 million DART Helicopter Services has
firefighting will operate in Lebanon this year, using contract with Pawan Hans for three announced its acquisition of a
the FAST Bucket and accessories to make its AS350 B3s. Pawan Hans will be able division of Heliproducts Industries.
efforts more effective. to operate it for a variety of missions The acquisition further expands
Feu Vert, a non-profit organization responsible ranging from tourism and medical DART’s portfolio of helicopter
for the protection of the historic cedar forests evacuation to surveillance operations. tooling and introduces a new line of
throughout the country, funded the acquisition of tools for AS350s.
the aircraft and FAST systems after a technical A key new offering is a portable
committee comprised of several agencies reviewed tool kit for AS350 field maintenance
Grands wanted for
equipment options and made recommendations. that is especially popular with
Chinese MSA
The new Lebanese fleet will be made up of AS350/355 operators.
three S-61s equipped with the FAST Bucket aerial The Maritime Safety Administration The expanded product line
fire fighting system manufactured by AFS. In of China has signed a contract for also includes tools for Bell, MD,
addition, 10 complete FAST systems were chosen two AW Grands with an option for an Honeywell, Rolls Royce, and
to modernize and expand the capabilities of the additional two to be exercised next Turbomeca products. DART is
country’s UH-1H fleets. year. Acceptance for the two purchased already the exclusive distributor
To outfit both the UH-1H and S-61 aircraft aircraft is expected to be later this year. for 900 standard and custom tools
this season, the Feu Vert technical committee The MSA is responsible for monitoring produced by DHS partner Red
selected AFS’s FAST Bucket because of its all inland and coastal waters and these Barn Machine. Red Barn will also
advanced technology, ease of use, and lightweight two helicopters will be dedicated to manufacture and distribute the new
characteristics. controlling and fighting water pollution. line of Heliproducts tools.

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 safety

I
am currently in the training field – times before turning a student away. Yes,
particularly for JAA/EASA (European) flight instructors typically only get paid when
professional licenses. Having occupied they fly, so the ground school only tends to
the position for nearly two years, I have seen get done under protest on the wet days when
a disturbing trend become apparent which, if there is no flying anyway. Even then, students
nothing is done about soon, will have a major are far too often just given a book and a
and possibly permanent effect on flight safety corner of the crew room in which to study.
throughout the industry. I don’t think there is any justification for
By Phil Croucher This is because I can see a lot of retirements the abysmal product that is being produced
coming up soon, which is nothing unusual, but by some flight schools. I have had students,
these will happen in a relatively short time and including those who claim to have got high
the replacements for these multi-thousand- marks in their exams, who have never done
hour pilots will get nowhere near enough time a C of G calculation, who have no idea what
Core to achieve that level of experience needed to torque reaction is or how to even do the 1 in
replace them – particularly with current duty- 60 rule. They even find it difficult to do basic
Knowledge hour limits. maths. How did they get their PPL(H)?
The majority of these potential replacements Flight schools are the first port of call for
Do helicopter pilots are motivated, want to learn and, given CRM issues, and in an ideal world there
good instruction will be worthy successors. should be some sort of filtering process
have the core knowledge However, before they join our school to study through them. I know of two schools, one
to keep the industry for their commercial licenses, they must fixed wing and one helicopter that recently
have an ICAO PPL(H) – so it follows that turned students away because they simply
advancing in the we are entitled to assume a certain level of weren’t good enough. The potential helicopter
years ahead? knowledge. pilot had a PPL(H) and some hours, and
They simply don’t have it. The core had passed his commercial written exams –
knowledge that every pilot should have before but was not able to be sent solo. His
they get airborne is just not there. previous flight school certainly didn’t do
As far as I am concerned, there should be him any favors. The fixed wing school had a
very little difference between the examinations student who couldn’t remember things from
for the PPL(H) and CPL(H), leaving aside one day to the next.
obvious matters such as turbine engines and If somebody is too busy to study, he doesn’t
the ILS. Indeed, the PPL(H) should be the get his license… Period. If somebody has an
hardest license to gain because the subject attitude problem, no license… Period!
matter should be new. The check rides should So what do we do about it?
certainly be the same. To my mind, if you are Naturally, not all flight schools are to
going to share airspace with others who have be tarred with the same brush as above.
a certain minimum knowledge, you should Indeed, I can take students directly from
have that knowledge as well! most schools without worrying about their
Aside from busy businessmen who simply knowledge levels. But there is enough of a
“don’t have time to study,” we know that there trend to create significant concerns about
is motivation on the part of the future of the pilots coming
students, because otherwise into our industry. So much
The core knowledge
they wouldn’t be seeking so that we have reluctantly
the training. So the problem that every pilot instituted quite a stiff entrance
must lie with some of the exam, and we are now
should have before
flight schools, and possibly conducting oral exams
their supervision. In the UK at they get airborne is just (as per the FAA) before
least, PPL(H) training can be we let students take the
undertaken by a “registered not there. proper exams.
facility” which is not subject to One of the notable things
any checking – even the exams are done about the FAA and Transport Canada is that
at the school. This is a rather strange way they have a local presence in every city.
to ensure that future commercial pilots This is not the case in the UK. Even type
(or indeed anyone) get the core knowledge ratings have to be processed at the main
that they need. offices in Gatwick – there is no such thing
The FAA, on the other hand, inspect as a Temporary Airman Certificate. However,
schools and do ramp checks at random, as I note that there is an intention to pull the
do Transport Canada. In fact, in Canada, PPL(H) examinations away from the schools
instructors have to keep a minimum pass and run them centrally, once the professional
rate or they become subject to additional ones go online, which can only be a good
monitoring. The FAA also insist on 60 hours of thing, in my opinion.
ground school for the PPL(H), which has to be Customers are customers, and it is very
endorsed in your log book. hard to turn them away when times are hard,
Yes, there is an economic climate that but there is a wider responsibility here. Let’s
makes the schools think twice or even three see if we can follow it. n

19
 24 years
supporting the
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world wide
“With excess of 100,000 safe flight
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20
 flight training
criticisms of that industry’s standards at the this responsibility back to the industry; an
moment). There are many reasons why this industry already under pressure from many
may not be attainable – from the type of quarters to keep costs and prices low while
work helicopters do, to the environment in trying to make a profit. Regulators can find
which they operate. But that doesn’t absolve themselves in a squeeze with the industry
those in the helicopter industry from working wanting autonomy (but not wanting to
to assure as far as reasonably possible, accept the responsibility of that autonomy),
that pilots and mechanics are skilled and and freedom to make a profit. Meanwhile
By Mark Ogden knowledgeable professionals who make the Government is not wanting to assume
reasoned decisions. responsibility and is looking to lower its
So why are we seeing what I believe is a costs, and at the same time assure the
demonstrable loss of aviating standards? public expectation that aviation is ultimately
Several things appear to interplay. These are “safe” and without “risk.”
AVIATION profit and reward, the legal system, politics Lastly, the attitude of students can be a
Standards and bureaucracy, and attitude. problem and much of this can be sheeted
People often do not want to pay for home to the education “system” – a
what they want. Helicopters are expensive. system that appears to award mediocrity
Are teaching standards
After paying the finance company for the and encourage students’ expectations to
falling and if so, why? helicopter, its maintenance, airport owners, be hand-fed information. I am constantly
insurance, taxes and whatever other fee amazed by, “I was never told that,” when
some municipality, government agency or the information was readily available in
regulatory authority can impose, there isn’t publications – publications that should
a lot left to pay wages or make a profit. be known by pilots. It seems that if the
So two things tend to happen – wages for information is not readily available via word
instructors stay low (often less than what of mouth or the Internet, some pilots don’t
the average bar-person can earn per hour) want to know!

T
here has been a lot of recent debate and a sustained throughput is needed. And So how to overcome these shortcomings?
about aviation “standards”, especially recently graduated instructors tend to be It is vital that the operator’s publications
in the helicopter industry. Much of this looking to build hours before moving to that are correct, readily accessible, and that
has come about as a result of poor accident offshore IFR job (industry experience – nil) students (and instructors) know where
records in some sectors of the industry and there is little encouragement to spend the publications are! Students should be
– and general observations about the time on a student because the throughput continuously quizzed on their knowledge
motivation of many students. In some cases, is needed, meaning less through informal and formal
I think the concern is valid. Yet in others, it ground preparation time exams to encourage a
seems to be more a generational debate for example. This can lead Many regulators “learning” process. In-flight
that has been a feature of society for the last to students only receiving these days appear to be teaching must be backed
hundred years or so. But has there been a cursory ground instruction with good ground instruction.
lowering of piloting standards? In general, I before becoming airborne. expunging themselves Instructors should be well
believe so. I have observed as an instructor After all, most schools of the responsibilities of compensated (to encourage
and as an ex-accident investigator, many earn most money for their experienced pilots to teach)
newer pilots just don’t know their machines, airborne time. assuring standards. while demonstrating and
the regulations, or even standard operating Evaluations are made of demanding high flying
procedures – including not knowing the student performance, which may eventually standards and decision-making (good
contents of the operations manual. lead to the student failing. What seems to be airmanship). While regulatory compliance
I have observed and investigated happening these days is that the instructor provides a basic foundation for what pilots
accidents involving pilots who don’t know is blamed for a student’s failure to perform are expected to know and achieve, school
how much their machine can lift or what (which can be compounded by the first issue and personal standards should be set
power margins are available, the tell- noted above). Some cultures believe that if higher. Good instructors can eek the best
tale signs of impending control loss or the money is paid, then the student will pass from the student, but if a student does not
not knowing how systems work, or their regardless of his or her own application or have the application or skill, then this should
limitations. Overall, there is almost a culture skill. I have seen this happening in Australia be identified early and remediation plans
developing of relying on the machine and recently. When a student is deemed to not developed. Personality conflicts can and
its systems to assure the safety of flight and pass, significant pressures can come to do happen. The student should never be
less on the skill and knowledge of the pilot. be applied to the instructor and the left in any honest doubt as to their progress
While I think that improved engineering and school to encourage a “diplomatic” pass. and ability.
design are essential for improved safety, Interestingly, if the pilot later in the career Flight manuals, regulations and orders,
pilot knowledge and skill can never be has an accident that may be related to his/ operations manuals and industry-based
replaced and should never be diminished her training, then the instructor and/or publications are must-reads for students
or under-estimated. Helicopter accident school can be held liable. and instructors alike. And should be every
rates aren’t really improving – certainly not Many regulators these days appear to be new pilot’s constant companion as a guide
in line with those being achieved in the expunging themselves of the responsibilities and back-up to bring confidence in handling
airline industry as a whole (and there are of assuring standards and trying to pass that unexpected situation or emergency. n

21
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I
n 2008, the helicopter industry suffered as they are unable to fill seats due to an
many losses, and while the most increasing demand for their services. To
substantial were in the EMS field, the assume that the independent contractor
helicopter industry as a whole felt the pilots have their own worker’s compensation
effects. Underwriters at most of the major insurance can be a mistake, as many pilots
insurance companies have adjusted their simply don’t want to deal with the additional
rates to reflect the apparent increased cost of this insurance, and so it falls back
hazards associated with helicopter flight on the operator. While a true independent
By Chris Esposito
operations. As a result, most operators are contractor could be held responsible for
finding that they are not getting insurance their own injuries while performing work,
reductions this year, and many may in fact there is a considerable gray area in the type
be getting increases in their premiums. of duties an employee vs an independent
Risk Since aviation insurance premiums contractor would perform, when it comes to
are based on the rates of incidents and a pilot job. On many occasions, independent
ManagemenT accidents for different aircraft, operations, contractor pilots could be considered
etc., there is little an operator can do to employees, and not having workers’
In a time when big name initiate a large-scale change in the way the compensation coverage in place to cover
insurance companies are underwriters operate. An EMS helicopter them could be a considerable exposure. An
operator using a BK117 will be rated on the operator could be held liable for damages
being dragged through
helicopter’s safety record, the safety record claimed by a contract pilot - and in past
the mud in the news and of the EMS industry as a whole, the type of court cases this has indeed been the case.
the aviation industry as a equipment being used (night vision goggles, Another big exposure area lies in the fine
etc.), the experience of the pilots and a host print in contracts, and these can range from
whole is struggling for each
of other areas. fuel vendor agreements to maintenance
breath, it has never been The aviation insurance industry has and lease agreements. The big problems
more important to have been hit hard by this downturn in the arise with hold-harmless and indemnity
economy. Not only have losses been on language in the contracts, as these can
a solid risk management
the upswing, but the investment income void your insurance coverage because in
program in place to protect that the underwriting companies typically effect you are agreeing that the vendor or
your business. rely on from investing their premiums has service provider would not be held liable
disappeared. Underwriters are losing billions for any damage they may cause. The most
of dollars as the stock market tumbles, and important step you can take with these
as a result they have more red ink on their contracts is to get them on file with your
balance sheets. Consequently, helicopter underwriter, and to have your agent review
operators are seeing their insurance costs them as well. Once the underwriter has the
begin to increase, or at the very least agreement on file, they will either accept it,
remain at current levels. The only factor in or ask that it be changed to better protect
the underwriting arena that the operator as well as their
helicopter operators can While a company interest. Not taking this
truly control is their own may have an excellent critical step could cause
performance and safety. serious problems later
While a helicopter operator safety record and SMS, down the road. Suppose
may not have had any losses, there is always room for an underwriter is unaware
they are still going to see you have released a vendor
improvement, and one
some kind of effect from the from liability – in the event
losses the industry suffered. should never be content of a claim the underwriter
And while a company may could argue that you never
with their current safety
have an excellent safety shared this vital information
record and SMS, there is program. with them, and the claim
always room for improvement, could go unpaid.
and one should never be content with Clearly risk management is a continuous
their current safety program. It should be a process, and an area that should not be
constantly evolving program, much like your taken lightly. There are many areas that
insurance and risk management program. any helicopter operator can improve on to
New helicopters, new facilities and new increase safety and ensure they have a truly
staff all affect a helicopter operator. Knowing comprehensive insurance program. Working
the insurance implications of these changes closely with your insurance agent to ensure
is vital to ensuring a company stays that exposures are proactively identified
adequately protected. is a critical process, and one that is
Perhaps an operator begins using a few becoming increasingly important as rates
pilots on an independent contractor basis, begin to climb. n

23
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 EYE ON EAST EUROPE
Afghanistan still a deadly Russia and other former Soviet republics will
place for civil helicopters be committed to bearing the increasing risks
and continue developing this mildly profitable

A
couple of helicopter accidents with a business, despite the increasingly negative
large numbers of fatalities occurred public mood in their countries caused by the
this July in Afghanistan. The first recent fatal accidents. The Russian press
one involved an Mi-26 (registered EV- already published a series of articles calling
MCV) operated by the Moldovan company for a greater control over the activity of the
By Alexander Mladenov
Pecotox, in which a Ukrainian crew of six Russian helicopter operations providing
was ferrying cargo on an external sling to their services to the Western military forces
supply the British forces in the southern part fighting the Taliban insurgency in Afghanistan.
of Afghanistan. When approaching to land The Russian helicopter expert Evgeniy
at the military base at Sangin in Helmand Matveev was even harsher in his comments,
province, some 150km north of Kandahar, it directly accusing the British forces for the
took an RPG hit in the tail boom and became failure of their military helicopters to provide
uncontrollable, impacting the ground in protection of the helicopters belonging to
nose-down attitude. All on board plus an civil contractors that operate in the well-
Afghanistan girl on the ground were killed, known and extremely dangerous Helmand
while several more locals were injured by the province. n
helicopter’s impact.
In another high-profile accident only five
days later, an Mi-8MTV operated by the Kamov Ka-62 Ready for
Russian company Vertical-T and loaded with Testing Next Year

R
17 passengers and three crewmembers
ussian Helicopters, the holding
crashed at Kandahar airfield as it was trying
company controlling almost all rotorcraft
to take off. It is said there was no involvement
developers and manufacturers in the
of insurgents. As many as 16 of those on
country, expects the first example of the new
board were killed in the crash of the civilian-
Kamov Ka-62 model, a six-tone high speed
contracted helicopter, including 10 Filipino
helicopter for civilian use, to be ready for
workers.
commencement of testing by early 2010. It
These two fatal accidents once again
is yet to seen how successful this brand new
highlight the huge risk borne by the civilian
helicopter will be in the face of stiff competition
contractors operating in Afghanistan to ferry
from AgustaWestland’s AW139 (to be
military supplies and supporting personnel
launched soon in production in Russia as the
around the country. There has been a
construction of the brand-new plant for its final
notable increase in the activity of the Taliban
assembly has already been commenced) and
insurgents in the southern provinces since the
Eurocopter’s new EC175. n
beginning of this year – as a rule they do not
make any difference between military and civil
helicopters and open fire against everything
Agricultural Promotion
in the sky. It can be remembered that the
for R44s
last high-profile incident involving a civilian

T
helicopter in Afghanistan was on 2 December he privately-held Russian Helicopter
2006; it was again a Vertical-T helicopter, an Systems (RHS) company has launched
Mi-26 contracted to ferry military supplies, a massive campaign to promote
which crashed in a mountain area some the Robinson’s R-44 for agricultural use
100km north of Kandahar, killing all eight in Russia replacing the worn-out Mil Mi-2
crewmembers. and Kamov Ka-26 as their numbers are
The tense situation in the southern decreasing sharply from year to year. The
provinces and the continuing campaign by HeliPod system equipped on the R-44 has a
the coalition forces mean that they have to 300-liter tank is sold with the helicopter, and
continue to use the otherwise vital services is intended to be certified in Russia soon. It is
provided by various civilian helicopter forecast that the Russian agricultural sector
operators, mainly for ferrying supplies will need hundreds of new helicopters in the
to remote bases. It is logical therefore to foreseeable future to replace the thousands
expect more helicopters to be shot down of light helicopters and fixed-wing aircraft
in the near-to-medium term, as well as used to serve the sector in the not-so-distant
additional non-combat related accidents in past. In order to further strengthen the
this most inhospitable place for helicopters. promotional effort, RHS intends to establish a
Nevertheless, it is sure that operators from dedicated agricultural spraying subsidiary. n

25
T he opening sh ot

THIS ISSUE’S WINNING

SHOT PHOTOGR APHED BY:
Al an Johnson

Highland
Helicopters Bell
Longranger
C-GFHH flying
ski-mountaineers
from Nakusp,
BC, Canada into
Valkyrie Lodge
in the Selkirk
Mountains
for a week of
backcountry skiing.
cove r f e atu r e
All helicopter pilots understand the
dangers and difficulties inherent in
aerial winching and hoisting.
One of the less understood dangers
is that of Shock Loading – loads
which exceed the static load caused
by rapid movement changes such
as swinging, impacting or jerking.
CHRIS SMALLHORN reports
 Mountain rescues
are very common in
Italy so crews must
train regularly. Here
mountain rescue crews
prepare to be winched
into this Agusta Grand.

T
here was a time, not so long was not all uncommon. While not would like to think that throughout
ago, when the critical risks intentional, a slip of a person from a the helicopter industry, the cautions
associated with the shock cliff edge, over-control of the aircraft relating to shock loading during
loading of helicopter hoist wires in poor visual conditions or perhaps winching or hoisting have become well
were not appreciated. I recently spoke over-eager winching techniques with known. Even if this is so, one can never
with a colleague who has working as some of the older equipment, often have too much information on the
a crewman in military and civilian resulted in sudden application of “whys?” and “what fors?” applicable to
helicopters for more years than he cares excessive loads, otherwise known as our craft. Hoisting of personnel from
to remember. He told me of some of his “shock loading.” The associated risks beneath a helicopter is a risky business
early experiences doing cliff winching and just as importantly, why the risks at the best of times. To minimize
where taking shock loads on the hoist exist – were not taught in training. I the risks it is the responsibility of all

30
 Single-engined
helicopters such
as the Koala also
make very suitable
winching platforms.

operators to understand them, and the maximum load that should ever loading at which cable samples were
more importantly, to understand what be applied under any conditions. Note found to break under laboratory
mitigations are available, whether by however, that the WLL is based on conditions in straight line pull, using a
way of technique or engineering. the load being uniformly applied in a constantly and predictable increasing
straight line pull. The flight manual load. The Breaking Strength is not used
What is shock loading? rated loads applied for operations for design or cable load rating purposes
Let’s look at a few common takes this into account and you may be – the WLL is used instead.
engineering terms used in cable reasonably assured that the load limit in Shock Loads are those loads which
dynamics and loads. A cable has what your flight manual is significantly less exceed the static (or simple hanging/
is called in the engineering world a than the cable WLL. straight line) load, caused by rapid
Working Load Limit (WLL) which is The “Breaking Strength” is an average movement changes such as swinging

31
 The S-92 is a regular sight around
the Scottish coast. This Stornoway
based example is seen just coming
to a hover out over the North Sea
during a training mission.
S branley

loads, impacting or jerking. I would Furthermore, the shock loads in this

assume that all readers who are position are also likely to have a lateral
somewhat experienced in hoisting or aspect, with a small swing developing.
winching missions are thinking, “Yep, Maintaining little to no slack in the
I’ve seen each of those at some time.” cable is imperative during this phase of
Steel cables, such as those used on the recovery.
helicopter hoists, are actually like a
rope, in that they stretch – although The Math
to a far lesser degree. The amount of In order to understand the magnitude
stretch is directly proportional to the of force that can be applied to a cable
length of cable deployed and the load under a shock loading condition we
being carried. The more cable that is must first explore the math and physics
deployed and the greater the load, the of the problem. In order to simplify,
more physical stretch is exhibited by we’ll assume our cable acts like a simple
the cable. The more stretch that the spring. This is not a leaping assumption,
cable is capable of undergoing, the more but an engineering reality. The cable,
it is able to absorb shock loading. In like a spring, has a spring constant
short, the more cable deployed the more defined by the amount of “stretch” or
the cable can absorb shock loading, elongation that will occur for a given
and the shorter the cable, the more static weight. The spring constant is a
susceptible the cable will be to damage measure of stiffness of the cable and
or catastrophic failure from shock is a fixed value for any given length of
loading. This brings up an important cable. A typical helicopter winch cable
note – arguably the most critical part is a wound 3/16 inch steel cable. A
of the winching process where shock reasonable figure to work with for our
loadings may occur is in the last few purposes is that the cable will stretch
feet of the recovery. Here the rescue approximately 0.334% of the payed
crewman and/or survivor are trying to out cable length with a static 600lb
The French Gendarmerie use helicopters for a lot of access the cabin where it is most likely (272.15kg) mass hanging from the hook.
their mountain work and one is seen here preparing
that a slip or fall may occur, imparting The spring constant is calculated from
to hoist up a patient in the mountains.
heavy shock loads to the cable. two fairly simple (metric) formulae:

32
 Stretch vs Cable Length
EQUATION 1
Static Mass - 600 lbs, Stretch - 0.334%
F = k*x 0 .2 5 0 0

or
0 .2 0 0 0
k = F/x
where
Stretch (m)

0 .1 5 0 0

F = Force (in Newtons, N)

0 .1 0 0 0
k = spring constant (in Newton per meters, Nm-2)
x = cable stretch or elongation (in meters, m) 0 .0 5 0 0

Note that mass must be converted to force – so: 0 .0 0 0 0

0 15 30 46 61

Payed out Cable Length (m)

F = m*a (Newton’s Law)
where: Figure 1: Cable Stretch, 3/16inch stainless steel cable
F = Force in Newtons (N)
m = mass in kilograms (kg)
Spring Constant vs Cable Length
a = acceleration in meters per second squared (ms-2) and in
the case of a mass being affected by gravity, the acceleration 70000

value equals 9.8066 ms-2.

Spring Constant (N/m)

60000

50000
Our 272.15 kg mass therefore equates to a force of:
40000
F = 272.15 * 9.8066 = 2668.87 N
30000

For a 61 meter (200ft) cable with 0.334% cable stretch, the 20000

cable will stretch 0.2032 meters (8 inches) 10000

Therefore, for that 61m cable: 0 10 20 30 40 50 60 70

k = F/x = 2668.87 / 0.2032 = 13134.18 Nm Cable Length (m)

Figure 2: Spring Constant, 3/16inch stainless steel cable

33
 If we plot force v. elongation, the slope curve. Note that the spring constant, stretch in a cable, and critically, the
of the curve remains linear until the k, varies for a given length of cable. amount of stretch is significantly less
cable reaches its elastic load limit. The Equation 1 (on the previous page) shows when the cable is shorter; but what little
elastic limit is the point at which the the amount of stretch or elongation for a there is, is all important in the business
cable will no longer return to its original static 600lb (272.15 kg) mass for varying of absorbing shock loading. The more
length after a load is removed. At the lengths of payed out cable. Using stretch, the more energy absorption the
elastic load the cable is said to “yield”. Equation 1, Figure 2 shows the spring cable can facilitate. The level of stretch
Now, unlike a natural fiber rope, steel constant (k) for varying lengths of payed controls the critical issue of deceleration
once it has yielded, actually elongates out cable. Note that the spring constant of a mass once a shock load is “taken
faster for a given increase in load than becomes exponentially larger, the up.” That is to say, the time taken to
it did before yield. Therefore, exceeding shorter the payed out length of cable, slow down a load that is rapidly applied
a yield limit in a steel cable is not where which makes sense as the amount of to a cable is less – the shorter the cable.
we want to be, and manufacturers force required to affect a given amount The longer the cable, the more spring is
fortunately ensure the yield limit is of stretch will increase dramatically for evident, hence it will take slightly longer
sufficiently high that our static loads a shorter length of cable, as there is less to slow down the load. The resultant
don’t come close. Accordingly, we need available cable to stretch. rate of deceleration is all important
only consider the linear portion of the So as you can see, there is very little when it comes to the magnitude of

34
 The time taken to
slow down a load that
is rapidly applied to
a cable is less – the
shorter the cable. The
longer the cable, the
more spring
is evident, hence it will
take slightly longer to
slow down the load.
Because of the French
Alps in their back yard,
French EMS operator
SAF Helicopters
regularly spends time
rescuing people from
hard to get to spots.

shock load that is applied to the cable. mass accelerating towards the ground deceleration time that causes the shock
The magnitude of the loads can be for half a second would be traveling loads and the rate of deceleration can be
extraordinary, as we will now calculate at approximately 4.9ms-1. Note that in calculated as follows:
in Equation 2. that half a second the mass would fall
The term “shock loading” is, in the 4ft (1.2m), which is pretty extreme.
EQUATION 2
purist sense, a little misleading – but Provided good cable management
suitable for our purpose. If we think of techniques are employed, it is highly a = v/t
a shock occurring in a very short period unlikely to occur except possibly on where
of time, that is in a fraction of a second, yacht rescues. a = acceleration, in this case
then we are on the right track. When a Firstly, let us assume that the deceleration (meters per second
mass falls it builds energy. The mass is crewman and survivor have fallen for squared, ms-2)
accelerating towards the ground, and for half of a second, and once the cable v = velocity = 4.9 ms-1
the short periods we are talking about, begins to take the load it requires 0.15 t = time = 0.15s
drag and friction are negligible. The seconds to stop the fall, or decelerate a = 4.9/0.15 = 32.37 ms-2
mass accelerates towards the ground the mass to zero speed. The period of Remembering that F = m*a
at the acceleration provided by gravity, deceleration will vary depending on F = 272.15 * 32.37 = 8890.23 N
that being approximately 9.8ms-2. So a the length of the cable. It is this rapid

35
 The calculations we have provided are
The crewman
relatively simple and valid only for the
from this Spanish
specific examples discussed. Here we
Coastguard AW139 is
slowly lowered onto have used simple Newtonian physics
the rear deck of this to give you an appreciation of the loads
rescue boat. involved. The pure engineer will use
work and energy relationships with a
knowledge of cable elasticity. Results
using this method will yield similarly
alarming results.
In addition to the effect on the cable
and hoist mechanism, an understanding
of these calculations will show how
dramatically shock loadings can impact
on the flyability of the aircraft. It is not
difficult to imagine the effect of a brief
and almost instantaneous effective
weight increase, equivalent to several
extra people, applied to the helicopter
when maneuvering in sometimes
To put this figure into context, it is critical and will be directly dependent marginal conditions.
the equivalent of 906 kg (1,998.6 lb) of on how much cable is payed out. In the
mass, or 3.33 times the original weight previous example, had the deceleration Beyond the Cabin
of our crewman and survivor. It is this occurred in 0.1 second the resultant Hopefully, in light of these simple
force or load, that the cable must absorb dynamic force applied to the cable would examples, you can appreciate how
in order to carry the “shock load.” be the equivalent of 1,360kg (2,994lb), or easily extraordinary loads can develop.
Note that the deceleration time is five times the original weight. Cable management techniques are

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36 Mfg
 critically important in ensuring that restrictions, and ensuring the cable
cable damage, or worse still cable winds correctly on the drum.
failure, does not occur. In using the Ensuring that there is
term cable management we should It is in the cabin, however, that
extend this beyond the cockpit/cabin to the “rubber meets the road.” Cable always minimal cable
the maintenance arena. Like the rest of management is a discipline that must
an aircraft, the cable is an aeronautical become second nature to the winch- payed out (i.e. minimal
product that requires detailed and and wire-man alike. Ensuring that there
regular inspections, coupled with a rigid is always minimal cable payed out slack), will go a long
maintenance regime. In my experience (i.e. minimal slack), will go a long way
most organizations have got this aspect to reducing the likelihood of a shock way to reducing the
well under control. However, here are loading incident. Winching directly to
some basic checkpoints to ensure your yachts or small boats can be perilous likelihood of a shock
team is on the game. and should be avoided, particularly
Cables require: in a rough sea state. The opportunity loading incident.
• Washing and oiling – extremely for a shock loading incident whilst
important in salt environments conducting winches to a dynamic
• Regular inspections. Traditionally vessel provides the opportunity for
this has been done visually looking snag hazards and sudden weight Fast Roping
for broken strands, kinks, corrosion application, if the vessel is to drop away Some military and para-military
etc. The visual method is still suddenly or the wireman is to slip or operators are, through necessity,
important – however equipment that fall overboard. The issue is further attaching the fast rope to the winch
x-rays the cable while washing and complicated at night, as you might hook – but this is not the preferred
oiling it does the best job. imagine. Techniques such as Hi-Line method. It must be underpinned
• Hoist inspections and pre-flights and Floating Line access should be by rigorous engineering analysis,
must include assessing the unit for used wherever possible to reduce the although it is unlikely that the
smooth running – no binding or possibility of a cable snag. manufacturer will agree that it is a

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37
 The most critical
part of the winching
process where shock
loadings may occur is
in the last few feet of
the recovery. S branley

good idea. Typically, manufacturers cable. With very little extended cable, a thorough engineering analysis
do not endorse abseiling or fast roping referring back to our discussion so has been completed, providing the
from a housed or extended hook. The far, all of that load and more will necessary safety margins to use this
ropes used in these evolutions will be transferred to the cable. If this configuration.
absorb much of the associated loads is the only option, and fast roping
due to their being able to stretch. or abseiling must be done for the Clutching the Solution
The residual loads, however, will be mission at hand, it is imperative to Hoist systems now coming on to
transferred directly to the hook and approach the manufacturer and ensure the market are addressing the issue
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 through engineering design. Breeze
Eastern, for example, has introduced
a Reactive Overload Clutch (ROC)
that is designed to recognize a shock
loading event and allow the cable to
pay out commensurate with the load
experienced. The best way to think of
this system is that it operates similar to
a drag device on a fishing reel.
Shock loading on cables may not
result in the cable breaking, but will
certainly have an affect on the life
of the cable. There is no real way of
knowing how much shock load has
been applied to a cable during its life,
or indeed on any given event. Good SOP
is to educate crews on the dynamics
of shock loading; how to manage it
and to report it to maintenance when
it does occur, so that an on-condition
inspection can be made. The forces
associated with shock loading can be
very high and a mismanaged winch
Medium twins are
becoming more and evolution, or snag during a rescue, can
more popular as easily result in cable breakage. In that
winching platforms due event, at best you’ve lost the SAR asset
to their lower operating
and can no longer fulfill the task at
costs than the large
hand – at worst somebody was on the
twins and in many cases
are just as versatile. cable and the dire consequences of that
scenario are obvious to all of us. n

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Not commonly
seen in Eastern
Bloc countries,
the 480B starts
a new era in
ag aviation in
Bulgaria.
Late last year, the brand new Enstrom
480B made its debut as the first
helicopter of its type to be used
for crop spraying. ALEXANDER
MLADENOV reports on operations
of the launch customer for
this agricultural derivative –
Bulgarian-based Fortuna Air.

photos by Alex Mladenov

 “O
ur new helicopter When not in use for spraying crops, 216kW (289shp) are used thus providing
has exceeded our the helicopter is intended for other the pilot with plenty of power reserve
expectations by far,” commercial applications as well as for for operations in a heavy configuration
commented Fortuna search and rescue work; for the latter, in hot-and-high conditions over rough
Air pilot Spiridon Khristov when asked pop-out floats and cargo hook were terrain. A specific feature is that the
about the performance and behaviour acquired. engine’s exhaust on the belly directs
of his company’s new purchase. the gases under the tail cone, and
Delivered in December 2008, the brand- Forgiving and Versatile this configuration greatly affected the
new Enstrom 480B in stylish black Initial operational experience of design of the belly-mounted tanks of
colour scheme and wearing registration Spiridon Khristov confirmed the the Isolair 480B ag-spray system. There
LZ-VIS, it is the first helicopter of the manufacturer’s claim that the Enstrom is no hydraulic system onboard, instead
type to be used for crop spraying. 480B offers a turbine safety and is a trim system is used to absorb the
Outfitted with the first production easy-to-fly, forgiving aircraft with a feedback coming from the rotor. The
Isolair 480B ag-spray kit system with a pretty good versatility and reasonably Enstrom 480B is free from any critical
belly mounted tank assembly, LZ-VIS low purchase and direct operating hovering areas, with winds up to 35kts
commenced its unsung but important costs. It is powered by a Rolls Royce (65km/h) from all directions. The pilot
agricultural job in early April, travelling 250-C20W turbine engine capable of enjoys plenty of available tail rotor
over virtually all territory of Bulgaria. producing 313kW (420shp) but only power, an important consideration

44
when flying low over crops or forests the 1960s and widely used in Bulgaria to replace his five-strong fleet of tried
in windy conditions over rugged for agricultural work until 2008. The Kamov Ka-26s with Enstrom 480Bs.
terrain. The same can be said about helicopter, however, was banned for The fist phase of his program called for
the excellent visibility provided for a further use by the Bulgarian civil purchasing a brand-new helicopter in
the pilot, especially down. It can aviation administration due to the lack June 2008 together with the associated
also operate from slopes up to 15° – a of Certificate of Airworthiness (CoA). As ag-spray equipment as well as pop-out
remarkable feature that is expanding a consequence, Fortuna Air was forced floats and cargo hook; the deal also
the number of spots usable in the crop- to dispose of its five Ka-26s, two of included transition training of one pilot,
fields for refuelling and refilling the which rapidly found their new owner in one engineer and one mechanic. The
ag-spray system. nearby Romania. investment was valued at about US $1.2
Spiridon Khristov maintains that million and financing of the deal come
thanks to the state-of-the art ag-spray Enstrom 480B purchase through a bank loan.
system which is combined with the venture The new machine was delivered
comfortable-to-use turbine engine and It was a venturesome move of by sea in December and entered
the superb controllability, the Enstrom the Veliko Tarnovo-based aviation operation with Fortuna Air in January.
480B proved to be more than a match entrepreneur Gancho Daskalov – owner In February, an Isolair technical
to the Kamov’s Ka-26, a Russian- of two ag-spray operators – Fortuna Air team came to Bulgaria to complete
made helicopter model designed in and Air Concorde, who eventually opted the installation of the ag-spray

45
 The new Enstrom
480B is a brand new
world, having virtually
nothing in common
with its Russian-made
forerunners”.

right: A welcome
break from flying
as the ground crew
mix up another batch
of chemicals.

bottom right:
Refuelling in
between flights.

equipment and assist Fortuna Air for its in the phase when the corn is already owner Gancho Daskalov.
certification by the local civil aviation grown and thus cannot be treated by It is also very good for spraying
authorities. ground equipment due to the risk of using ultra-small volume equipment
Currently, the Enstrom 480 is the only damaging the crop. – to spray technical grade material,
turbine helicopter used in Bulgaria for In addition to treating corn fields, using special nozzles or the rotary
agricultural work. The other new type the Fortuna Air’s Enstrom 480B was atomizer system. There are a number
of crop-spraying helicopter introduced contracted on several occasions by the of advantages in the use of technical
in 2008 in the country is the Robinson Ministry of Agriculture and Forestry for grade materials, particularly in forestry
R44 of Aviootryad Varna company, spraying forest areas which are affected as there is no need for solvents and
equipped with the Helipod spray gear, by diseases and wrecking as well as to carriers and no mixing is required.
but with a lower productivity. perform spraying against mosquitoes in Until early July, there was only
Fortuna Air’s LZ-VIS commenced its the towns alongside the Bulgarian part one Fortuna Air pilot qualified to fly
ag-spray operations in early April. In of Daunabe River. the Enstrom 480B. Spiridon Khristov
less than two months, the helicopter graduated the agricultural aviation
logged 90 hours, and by early June the In high demand branch of the Bulgarian Air Force
hours increased to 150. The principal “The helicopter is in a high demand Higher School in 1988 and since then
work during the spring months for all types of agricultural work due has logged 2,600 hours, mainly on the
comprised spraying the corn fields with to its productivity and high spraying Kamov Ka-26 and Mil Mi-2 for crop
herbicides. The helicopter is the only quality, provided by the Isolair gear, spraying. When asked to compare the
useful equipment for fighting plant the first in the world designed for Enstrom 480B with its predecessors
diseases, such as corn-bug, especially the Enstrom 480B,” says Fortuna Air’s for agricultural work widely used in

46
Bulgaria until 2008, he shares the
following thoughts: “The Ka-26 is a
very tough machine; I can say it is a
remarkable Murphy-proof helicopter. It
is very rugged – you can give it a kick
and it keeps on working. The Mi-2 is
bigger, heavier and considerably more
inert than the Enstrom 480B. The new
helicopter is a brand new world, having
virtually nothing in common with its
Russian-made forerunners”.
The pilot notes that the empty weight
of the Ka-26 equipped for ag-spray work
is 5,016lb (2,200kg), while the Enstrom
480B weights only 1,824 (800kg). The
3 degree only for the Ka-26),” says and 40 such sorties. The helicopter is
payload is 1,368 (600kg) and 912lb
Khristov. mostly in demand for work over rough
(400kg) respectively. The Russian
A sortie for spraying herbicides terrain where fixed-wing airplanes
rotorcraft employing the coaxial rotor
on a corn-field is between eight and cannot operate safely and effectively.
scheme is powered by two M-14V-26
ten minutes long, and in a good day Spiridon Khristov notes that the most
nine-cylinder piston engines and burns
the helicopter can amass between 30 difficult job is to spray over forests,
180 liters avgas per hour, while the
Enstrom 480B powered by the Rolls
Royce 250-C20W has an hourly fuel
consumption of 100 litrers and burns
the much more affordable jet fuel. It is
noteworthy that in Bulgaria the jet fuel
is almost three times cheaper than the
avgas, and is much easier to buy.
In addition, the Ka-26 consumes
some two liters of engine oil per flying
hour, while as Khristov noted, during
its first 100 hours of operation, the
Enstrom 480B required refilling of
600 mls of oil only.
The Ka-26 is also known as a labour-
consuming machine and in the
beginning of each flying day it requires
no less than one hour of pre-flight
preparation. In contrast, the Enstrom
480B’s pre-flight takes five minutes
only. The heavy maintenance of the
turbine-powered helicopter will be
necessary after four or five years, so
there is plenty of revenue-flying hours
before the replacement and checks of
major systems and assemblies.
“The Ka-26 has a slightly better
productivity, around 1,000 decares
per hour, but it was very dependent on
the temperature. When the ambient air
temperature in the summer months
reach 20-24 0C, its performance
degrades significantly. In addition,
the performance is adversely
affected with the increase of the crop-
field elevation above sea level.
This, luckily, is not the case with the
new helicopter, which also boasts
much lesser wind limitations and
landing site longitudinal/latitudinal
slope limitations (i.e. 15 degree vs
 Powell notes that the 120-gallon system
The Isolair spray system is outfitted with a flow control right in
increases the 480s
the cockpit, so adjusting spray volume
effectiveness ten-fold.
is fast and easy. The tank mounts under
the belly and the entire assembly,
pumps, booms, and all attaches with
only a few quick disconnect pins. This
means that the helicopter can quickly
be reconfigured for other applications
with a minimum of fuss.
Compared to the Ka-26, the Enstrom
480B offers a slightly higher spraying
price per decare, due to its higher
acquisition costs. Gancho Daskalov
claims that in case of managing to
amass an annual utilization of 350
hours, as he expects to be the case for
2009, the return of the investment in
the new helicopter and its high-tech
where, in order for the spraying to be coloured water. Khristov highly praised spraying gear would be completed
effective, the helicopter shall maintain the quality of spraying, noting that the within three years. In order to satisfy
an altitude of up to 33ft (10m) over rotor jet wash contributed greatly to the the growing demand for spraying
the terrain, with the pilot constantly excellent dispersion of the preparation/ helicopters experienced among his
monitoring the wind direction and water solution. traditional customers in Bulgaria
speed as well as looking for obstacles in Michael Powell, President of Isolair after grounding the Ka-26, he
front of him. maintains that the Enstrom 480B is ventured to continue with the
The Isolair 480B as-spray equipment a natural newcomer to the ag-spray Enstrom 480B procurement, ordering
has a swath of some 75ft (25m) and this market since it is a great platform for a further machine, expected
was validated during tests at Fortuna flying: very responsive, yet easy to fly, delivered to his Gorna Oriakhovitza
Air’s base at Gorna Orikhovitza using having so much rotor authority. Isolair’s base in mid-2009. n

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[email protected] 49
Once the fire got
into the houses it
was in many cases
impossible to stop.

Spotting saw one

house destroyed yet
the ones next door
survived unscathed.

50
Mike Woolsey makes Property protection
precision drops using becomes the name of
Swanson Group’s the game when houses
Kmax during the are threatened. One of
Canberra firestorm. Erickson Aircrane’s S64s
attacks a fire front
on the outskirts of
Canberra in Australia.

Fighting bushfires is problematic enough,

but when fires threaten residential and urban
areas the risks and challenges inherent in
fighting them multiply many-fold. LEIGH NEIL
looks at the extra burdens placed on those
who fight fires at the urban interface.
photos by ned dawson
 Photo Courtesy Inaer Group

T
he horrendously destructive have had recent mention in the pages methods of the firefighters who battle
bushfires of Victoria, Australia’s of this magazine. While the threat of the inevitable conflagrations.
Black Saturday illustrated all seasonal devastation may be constant,
too clearly the extreme danger the degree and nature of that threat Urban Spread an
to life and property posed by fires that is ever-changing, due primarily to Expanding Threat
rage up to and through areas of human the fact that civilization is constantly I’m sure that all readers can clearly
habitation. Around the world there are spreading further and further into recall the gripping and terrifying news
regions that will always suffer from hitherto wild country in the search for footage from the fires in California
seasonal spates of wildfires. Australia, more residential land. As our towns and Victoria that killed tragically-large
the USA, Spain and Canada are just push further into wildfire-prone areas, numbers of people and destroyed
some of the affected countries that we force changes to the priorities and thousands of dwellings, and as this

52
 A Bell 212 operated by Even major tourist
Inaer Group in Spain destinations are not
drops another load of immune to the power
water on a fire in the of wildfires. Here
hills behind the tourist the hills surrounding
mecca of Benidorm. Benidorm are ablaze.

Photo Courtesy Inaer Group

article is written, wildfires rage in Martinez, Commercial Director of small villages and towns are vulnerable
Greece and New South Wales. Dennis Spanish company Inaer Helicopteros, in outlying areas. Martinez talks of one
Hubbard is a Program Manager with commented that the urban wildfire recent example of a Spanish interface
Erickson Aircrane Inc. of Oregon in threat is increasing in his home country fire in Benidorm, very close to the town
the USA, and he recalls a dramatic for this same reason. He describes a of Alicante. This is a busy tourism area
increase in urban spread into previously trend of residential vacation or second and the firefighting helicopters of his
pristine forest areas back in the homes rapidly spreading into areas of company were, at one stage, drawing
1970s, when a nationwide “Tree City forest throughout Spain. Even the city water from the pools of a local aquatic
USA” campaign resulted in whole of Madrid has an expansive “green-belt” park to fight the flames.
neighborhoods sprawling out from large that is a significant fire threat in dry, Canberra, Australia, experienced
urban bases into these areas. Antonio windy summer conditions and many massive bushfires in January 2003, with

53
 The suburbs of
Canberra bore the
brunt of the firestorm
as it went “downtown”.

fire-fronts of around 40 and fires that can spring up substantial of life is the protection of property
60 km in length linking and virtually distances ahead of the main fire-front, and, as contradictory as it might sound
encircling the Australian capital from caused by airborne embers and debris at first hearing, these two priorities
the west. On that occasion the fire carried far ahead of the fire by strong often mean that the quickest and most
was literally burning around the edge winds and updrafts. If spotting ignites efficient way of quenching a wildfire
of the city and four people died, with a fire in a desiccated area of reserve or cannot be used. The reason for this is
hundreds of homes destroyed. It is parkland, it can produce another major that it is better to allow a vastly greater
doubtful that residents in these leafy, center of fire activity that would be area of uninhabited country to burn for
green, semi-rural settings gave any unlikely in the relatively fuel-starved a longer time, than put out a fire quickly
thought whatsoever to the particular environment of a fully built-up area but in the process incur the loss of a
risk posed to their homes by fire when of town. residential area, with the concomitant
they made the decision to move out risk of property destruction and death.
of central areas, but, when it comes to Urban Interface –
fire danger, setting dwellings in the A Shift of Priorities The Right Heli for the Job
midst of one of the world’s greatest Many national and state fire control Over many years helicopters have
natural fuel supplies creates a vastly agencies are highly experienced become an indispensable resource in
more hazardous scenario than in the at fighting bushfires but have had the fight to quell wildfires, commencing
“concrete jungle.” to adapt and change as human with experimentation with sling-loaded
Most towns and cities boast habitation has become more dense buckets in the early 1970s, and are now
substantial parks and reserves, large and widespread. When an inhabited the principal fire-suppressing tool used
areas of open country rich with a area becomes threatened, the most by fire agencies to aid the efforts of
variety of trees and grassland. These dramatic change is the need to shift ground crews. Ingenious developments
mid-city tributes to the natural world priority from defeating the spread of such as the Bambi bucket and on-board
around us are a delight to the populace, fire to the urgent protection of life, suppressant tanks have further
but few realize that they also pose and quenching the flames becomes of enabled their effective deployment and
a huge challenge in the event of a secondary importance when the lives utilization in this role.
major fire. Wildfires spread largely by of the citizenry are suddenly placed at Years of experimentation and
“spotting,” a term that refers to small extreme risk. Following the protection experience has proved some machines

54
 It’s one thing to fight
fires in open scrub
or bush country
that burns every
year, but when it’s a
neighborhood that’s
burning, it’s really
close to home.

Spotting could ignite

fires in properties
up to 15 miles away
from the fire front.

to be better suited to the fire-fighting by a heavy fixed-wing aircraft are in service means that they are often
role than others, and further defined ideally suited to blazes in remote and the first available for deployment to
particular roles that suit each of those open country, where because of the the scene. In most places, including
types. Large helicopter types like the distances involved and difficulty of Victoria, the light helicopters such as
Sikorsky S61 and Erickson S64 Air-Crane access it can take ground crews a long AS350 and Bell 206 types are not used in
are ideal for the heavy water-bombing time to reach the site. But the aircraft the water-bombing role by choice, being
role, with the bigger machines able to require a long turnaround time between utilized in the observation, supervision,
deliver around 10,000 liters of water or drops and have greater difficulty in communication and transport roles
suppressant in a single pass. Fixed-wing achieving the pinpoint precision of a instead.
water bombing aircraft can carry even low and slow helicopter. Types such Sometimes, however, they are the
larger loads and are used extensively as the Mil8, Sikorsky S61 and Erickson first or only types available so will be
in battling large bushfires. Where the S64 Air-Crane are therefore the first used in the initial stages of a fire, until
fires encroach upon the urban areas, choice of the SAU and most other other more preferred types become
however, the fixed-wing aircraft are agencies in the water-bombing role at available. Some private operators
usually not used – heavy helicopters the urban interface, with their ability to such as forestry and infrastructure
being the preferred water-bomber. Bryan deliver substantial quantities of water companies operate their own light
Rees, manager of Aviation Training and carry out quick turnarounds from helicopters, and in those cases they will
and Safety for the State Aircraft Unit smaller local water sources. Chemical obviously not hesitate to commence
(SAU) in the Australian State of Victoria retardant is seldom used in these firefighting with whatever assets
explains, that due to the imminent circumstances as its ability to hold back they have on hand, until larger scale
threat to life and property, an urban the flames is not as crucial, with larger coordinated assets become available.
interface fire invariably requires action numbers of ground crews able to easily With 38 years service in the US
that will have the maximum effect in access firesin built-up areas. Forest Service, California-based Dennis
the shortest possible time-frame. The next tier of firefighting Hulbert is currently the Regional
When it comes to the selection helicopters are the Type II, or medium Aviation Officer for the service’s Pacific
of aircraft, several factors must be helicopters. These include types like Southwest region and has seen what he
considered. The huge loads of water or the Bell 205-212-214 machines and describes as a dramatic increase in the
chemical retardant able to be delivered the larger number of these machines proportion of interface fires. While he

55
 Backyard swimming
pools provided a
handy water source
for the KMax.

An LA County Fire
412 heads off back
to the fire front.

A Koala stops the

fire as it heads
uphill towards
some houses.
Photo Courtesy Agusta Westl and

is responsible for fires in the national greatest extra risk of an interface fire, reflection of what they have witnessed
forests he points out that all the forest Hulbert picks the people factor without and the decisions that have been forced
lands are bordered by urbanized areas, hesitation. “It’s one thing to fight fires upon them.
so USFS-controlled assets are routinely in open scrub or bush country that His points are supported by Michael
being sucked into the fights against burns every year,” he explains, “but Van der Zypp, a pilot for Choppair in
interface blazes. Like most agencies when it’s a neighborhood that’s burning, Moorabbin, Australia. Van der Zypp flies
that are responsible for vast territories, it’s really close to home. That creates AS350 and Bell 206 series machines,
the USFS operates very few of its own a sense of urgency and empathy that predominantly in the air attack role,
aviation assets, contracting in around can make our personnel try too hard and has often been pilot for Bryan Rees
90% of the aircraft and personnel that to get things done and that’s when we of the SAU. He tells of the tension and
are required to carry out the necessary have accidents.” The presence of people anguish when directing an Air-Crane
functions. Most of those assets are in the operational area places a very to drop, only to have people appear
contracted from companies with which real extra burden on both pilots and seconds later directly in the target
the service has established an ongoing decision-makers, but Hulbert believes area. A full tank load can break 10 to
relationship, based on their proven that the best crews have developed the 12-inch thick tree branches on the way
ability and performance on many ability to compartmentalize, treating down, so it’s a real concern when people
firefighting operations. the task on hand as just a job to be done are in the drop zone. He also found it
and avoiding emotional involvement emotionally draining when fighting the
People – the Greatest until afterward. He does note, however, huge Victorian fires due to the apparent
Hazards that once the flying is over, many lack of progress or result over long
When asked what he believes is the crews suffer a great deal of stress upon periods. “Normally we’ll fight a fire and

56
 9000 litres of water from the
Crane goes a long way to
helping stop an approaching
fire as its within striking
distance of neighbourhoods.
Photo by Ian Routley

Two fires joined

to make a fire
front over 100km
Instead of putting out fires
approaching
Canberra.
as fast as possible, interface
firefighters must focus on
saving life and protecting
property. That usually means
forgetting about fire-breaks
and burn-backs, no hold-
the-line tactics, virtually no
use of rapelling teams, and
certainly no waiting for the
fire to come to them.

57
 Miraculously this
house on the
outskirts of Sydney
was saved. It took
four helicopters
running circuits to
keep it standing.

see a result as we work, but on Black of habitation there is the additional them instantly. Even if spread with the
Saturday we just didn’t seem to see danger of LPG or Propane tanks, helicopter moving at 30 kts or so, it will
anything happening for our efforts.” regularly used in remote homes for knock a person down and could easily
As any helicopter pilot knows, when heating and cooking. The pressure- kill a child. Additionally, in the role
their operational area is over a built- vessel containers for this gaseous of property protection, it is somewhat
up area there are numerous risks fuel can “BLEVE” (boiling liquid, counterproductive to quench the flames
that would not be of such concern expanding vapour explosion) in an and yet take out a roof and fill a home
when fighting a blaze in a remote and explosion with the force of hundreds of with water! Jones finds having to be
uninhabited forested area. All bushfires pounds of high-explosive, easily capable alert for people in the area to be the
present a helicopter crew with severe of blasting a low flying helicopter most significant extra stress when
turbulence and visibility challenges – from the sky. In a camp-ground full flying over fires at the urban interface.
the boiling super-heated airmass over of caravans and cabins there can be
a large fire being the last place any dozens of these potential bombs ready Equipment Choice
sane pilot would wish to position his to go up, and there is no warning before Throughout SAU fire training, when
machine. Air movement over a major such a blast. CRM and situational awareness are
fire is sufficiently extreme that not Mark Jones has been with Erickson discussed, it is always the interface
just sparks and embers, but branches Air-Crane Inc. for ten years and flies environment that is focused on, due to
and other substantial items of debris the S64 Air Crane around the world, the extreme demands it places on all
can be lifted hundreds of feet into the mainly in Australia and Europe during personnel. The Air-Cranes that Mark
air and dispersed over a wide area. In their respective fire seasons. He makes Jones flies are equipped with tanks
order to drop the tons of water where the interesting point that the massive and not buckets, a configuration that
they will achieve the maximum benefit, capacity of the Air-Crane brings its own has several advantages. Because the
however, it is obviously impossible to particular challenges. When dropping multi-use aircraft are not permanently
avoid the active fire area, and the fire- on a back-country fire you can pick a engaged on firefighting duties, the tanks
fighting helicopter crews must brave spot and dump your load just where are not always fitted. When a call does
the conditions repeatedly, skirting the it’s needed. Once there are dwellings come in, it only takes around half an
multiple dangers of blinding smoke, and people, however, extra caution is hour to fit the 2,600 US-gallon tanks
foreign object damage and severe necessary, as eight-and-a-half tonnes to the big machines and the tanks
turbulence as best they can. of water is still eight-and-a-half tonnes! have an integral 50 US-gallon foam-
In operations over more remote areas If it’s dropped on people it will crush tank, enabling the machine to be

58
 Any tank-equipped
machine has the
advantage of
being able to drop
immediately upon
lining up the helicopter
with the drop point,
whereas a pilot flying a
long-line bucket must
“fly the bucket” as well
as the aircraft.

used on fires that demand foam as a tanks from the sea, whereas the tank- in many places they are precluded by
firefighting agent. Any tank-equipped equipped Bell UH1Hs operated by law from carrying a long-line load over
machine also has the advantage of Northwest Helicopters in Olympia, a dwelling, therefore having to skirt
being able to drop immediately upon Washington have a snorkel that does houses when loaded. This fact alone
lining up the helicopter with the drop not permit the use of salt water. When makes the tankers vastly more effective
point, whereas a pilot flying a long-line the use of seawater is necessary the in the urban environment. When it
bucket must “fly the bucket” as well as Northwest machines revert to using comes to loading, the tankers also have
the aircraft, introducing a little more along-line and bucket. the advantage that they can, with little
difficulty and delay to achieve a pin- Northwest’s Brian Reynolds says his difficulty, put down in a cul-de-sac and
point drop. company’s choice of the UH-1H is based load up from a hydrant. This can be a
A tank-equipped machine also has on the type’s low costs and good load crucial factor when short turn-around
the ability to operate at a lower level capacity, making it a versatile machine times are vital and other water sources
than the machine trailing a hundred- for a wide variety of tasks. Power-lines may be several minutes of flying time
foot long-line beneath it. This can be of are another hazard that are more away from the fire-scene.
huge benefit when smoke or turbulence prevalent in built-up areas. Quite apart Mark Jones refuses to be parochial
necessitate a particularly low approach from the obvious air-navigation hazard about his huge helicopter, describing it
and drop. Conversely, when close water presented by the wires and pylons to as just another tool in the fire-fighting
sources are streams and small dams a low-flying helicopter, delivering a arsenal and echoes comments made
in forested areas, the bambi-bucket on load of water over live lines can create by Rees, Hulbert and Hubbard that
a long-line is sometimes the only way massive arcing and take out the power no single machine is superior in all
to access that water – a tank-equipped to whole areas. It’s therefore important roles or situations, each having its
machine being unable to fly low enough that the lines in a fire area are shut own strengths. The effectiveness of
to fill up the on-board tank. down before they are subjected to a any of the large water-bombing types
Some aircraft have the added ability dousing from a fire-fighting helo, and is virtually negated, for example, if
to utilize salt water in fire-fighting – a Reynolds sees the greater density of they are not accurately directed by
huge advantage when operating in power-lines as the major hazard faced a well-flown and well-positioned
coastal areas where the sea provides by his pilots when operating around observation platform and crewed by
a limitless source of water. Erickson’s urban areas. a skilled Air Attack Supervisor (AAS).
machines have a “sea-snorkel” available A huge disadvantage that the bucket- Superintendent Kam Baker AFSM is a
which allows them to fill their large equipped machines suffer from is that 30-year veteran of the New South Wales

59
 A 212 lets go of
another load, working
in conjunction with
the ground bases
fire-fighters to protect
this piggery building
on the outskirts of
Sydney, Australia.

Rural Fire Service and is not only Air tanked helos went off-target and the The common nature of the threat and
Operations Manager, but also an active bucketed light helicopters assisted the the methods used to fight it means that
AAS. In order to illustrate how effective ground crews with precision spot-drops. fire-fighting personnel regularly travel
the current methodology can be, he The total burn area was five hectares the world and work two fire seasons on
recounts a fire-call in January this year. (11 acres) and the built-up area was opposite sides of the globe. This assists
At about 1300hrs, a storm ignited two successfully protected. in establishing global techniques that
fires in the northern suburbs area of have been proved effective in combating
Sydney. Multiple factory units worth Other Hazards the extreme threat of urban interface
around $A7 million were threatened by Superintendent Baker sees powerlines wildfires, and is why all the pilots,
one blaze in a gully and Baker launched and cables as the major air-navigation air attack supervisors and managers
a duty air-attack in an AS350 Squirrel hazard faced by the helo crews in the spoken to for this article made similar
within 15 minutes of the alarm being urban interface environment or, in his points and saw common hazards.
raised. Accompanying the Squirrel air own words, “Wires, wires and more Instead of putting out fires as fast
attack were an Erickson Air-Crane, a bloody wires!” Beyond that, however, is as possible, interface firefighters must
tank-equipped Bell 214B, a BK117 with the ever-present increased risk posed focus on saving life and protecting
a bucket and another Squirrel, also purely by virtue of the fact that the task property. That usually means forgetting
with a bucket. involves a great deal of low-level flying about fire-breaks and burn-backs, no
By the time they arrived at the scene, over populated areas. Then there is the hold-the-line tactics, virtually no use
about 40 minutes after the first report, challenge of high-density air traffic. of rapelling teams, and certainly no
the fire was approximately 3 hectares Not only are urban areas inherently waiting for the fire to come to them.
in size (6 1 ⁄2 acres) and growing, with subject to higher traffic densities Thankfully, over many years, all the
a 300m fire-front rapidly approaching with the proximity of airfields and challenges have been understood, and
the factory units. The two tankers and major airports, there is also the added overcome to an extent that enables
the BK117 went straight to work under congestion within the airspace close to the skilled personnel of fire agencies
the control of Baker as AAS, while the fire caused by the large number of and helicopter companies around the
the bucketed Squirrel was dispatched media helicopters and insurance flights world to successfully fight and defeat
to a separate lightning-strike fire that invariably congregate. Baker and wildfires, that threaten the security
which was contained after only four Rees both make the comment that it can of our towns and cities. The enemy
buckets. Within 60 minutes Baker’s be difficult to quickly and effectively set may frequently be at the gates, but the
team had knocked out all active fires, up “fences” around the fire-scene and defenders have proved themselves
and ground crew were able to move maintain the necessary communication well trained and capable of holding him
in and commence the mop-up. The with all aircraft nearby. at bay. n

60
Satellites, aircraft and air
traffic control are catching
up to the 21st century. This
leap in compact hardware
and real-time connections
equals reduced accidents and
efficiency boosts worthy of
the information superhighway.
Jeffrey Decker examines
the planned implementation
of ADS-B in the USA.

photos by Ned Dawson, Jeff Decker &

Bristow Helicopters
 A
ir traffic control in the United classes of airspace. Closely spaced He points out that the aircraft using
States is pushing radar into parallel approaches and reduced that early system are still operating
a back-up role and putting spacing on final approach will be under first-generation ADS-B installed
satellite transponders at the second nature. Rotorcraft still waiting over the past ten years. Most don’t
center of a new system to improve for reliable traffic and terrain warning have the latest avionics, and although
the big picture, connecting pilots to systems can expect a reduced exact hardware requirements won’t be
a host of free weather, terrain and unnecessary alarm rate from the blend known until late 2010, Pere predicts that
traffic data. ADS-B is a vital component of vector, aircraft intent and other retrofits will be needed on 100 percent
of the nation’s Next-Generation Air information. Collision avoidance will of first generation ADS-B avionics.
Transportation System. It is Automatic extend below 1,000 ft above ground
(updating altitude, speed and direction level, and surface operations in lower Growing pains pay off
every second), Dependent (because it’s visibility conditions will be greatly From 1999 until 2006 the FAA’s
relied upon for efficiency in crowded aided. With position updates each Capstone program built the beginnings
airspace), Surveillance (tracking aircraft second, pilots can trust that blips are of an ADS-B network in Alaska.
with satellites), and Broadcasting. accurate in real time and won’t degrade Capstone and pilot projects in the Ohio
Already available as a public service with distance or terrain. VFR flights will River Valley were absorbed into the
in isolated pockets around Alaska, the especially benefit from improved visual ADS-B program in 2005. As Peri says,
Ohio River and the Florida coast of the acquisition in crowded skies. overall there are major differences
Gulf of Mexico, ADS-B is scheduled for Over remote mountains, or while between early development aimed
accelerated growth starting in 2010. The carrying workers to offshore facilities, at fixed wings and the new system.
system could be in place nationwide pilots won’t fly off the screen anymore. “Capstone didn’t qualify, OK? ADS-B
by 2013. A 2020 deadline waits in the Blank zones will disappear, illuminated that was introduced in Capstone and
United States to link transponders to by technology in this public and private the hundreds of millions of dollars
the FAA’s ADS-B Program, when aircraft drive for modernization. Tests over that were put into that project, literally
will be blips seen by air traffic control. the Gulf of Mexico show ADS-B is a was using, for the sake of argument,
The same data also flows into cockpits “fantastic tool, and really a pretty good off-the-shelf ADS-B technology which
on optional glass panels to exploit the description of what the FAA intends was originally designed as secondary
new network. ADS-B to be like throughout the rest information and then was being put
Using 1090 MHz receivers, ADS-B of the country,” remarks Ric Peri, Vice into primary surveillance uses. When
supports common horizontal and President of Government Relations for the FAA developed the proposal on
vertical separation standards for all the Aircraft Electronics Association. the regulations, they raised the bar

64
 I’ve been working with folks for several years
trying to get ADS-B tracked into helicopters.
It’s been a natural fit for a very long time.

essentially to primary surveillance engineer in the FAA Capstone office used three years of analysis behind
levels, and set the accuracy levels to and now performs ADS-B deployment a link decision selecting two ADS-B
a higher standard than the three or and integration in Alaska and around frequencies for the national airspace
four thousand units that are already the world. Chinese pilots can thank system – the 1090 Extended Squitter
manufactured for general aviation,” his company for their ADS-B system (1090 ES) and Universal Access
Peri explained. which is making its own aggressive Transceiver (UAT). The 1090 ES can
“Gaps in service and delays were leaps. He’s pleased the technology is be used by commercial aircraft, while
part of development”, concedes Garmin finally reaching beyond fixed wings. UAT was selected for general aviation
spokesperson Jessica Myers. After “I’ve been working with folks for several and vehicles. With 1090ES, TCAS and
acquiring UPS Aviation Technology, years trying to get ADS-B tracked ATCRBS/MSSR are current users of the
which was involved at the beginning into helicopters. It’s been a natural fit channel, and 1090ES ADS-B cannot
of Capstone and later renamed Garmin for a very long time. The new ADS-B reduce their capacity.
AT, Garmin inherited that real-world program will benefit pilots much
experience. “UPS and now Garmin AT more than the early program, which Airspace specifics
had the normal challenges that occur as succeeded strongly in boosting traffic Aircraft operating in airspace
something goes through the maturity management and in lowering costs for classified A, B, C and E (above 10,000 ft)
process,” Myers states. the FAAFAA,” he continues. “The 1090ES will require ADS-B transponders, as will
As incomplete as coverage is over system is still better than what we had operating around airports identified
only western and southeastern with radar, simply because it’s vastly in 14CFR 91 Appendix D. Earlier
segments of Alaska, Elma Webster, more accurate.” Awareness of ground transponders and avionics with the
Director of Operations for ADS-B vehicles can even benefit, which is Universal Access Transceiver or 1090
Technologies proudly states, “It was what his company is demonstrating at Extended Squitter (1090ES) datalink
wildly successful. Equipped aircraft Merrill Field in Anchorage. “We’ve done is acceptable in Class A airspace, but
have never experienced a midair several hundred aircraft installs, and outside Class A the newer 1090ES ADS-B
(collision.) We have not had a controlled we’ve done ground network installs. capability is called for.
flight into terrain”. Total accidents for We’ve done both sides of the coin. Of The final rule mandating ADS-B
equipped aircraft are down 50 percent, course, we’re just entering the realm of Transponders by 2020 is expected in
even just with the early ADS-B. The manufacturing our own equipment.” April 2010 after an FAA, DOT, and OMB
accidents that still happened are from All aircraft connecting to the new (Office of Management and Budget)
fuel starvation or icing, he says. Webster system can thank early trials if it review. Jim Linney, FAA Central
helped start that network as a contract does go smoothly. In June 2002 FAA Service Area Program Manager says

65
 From October of this
year through April of next
year, we’re turning on
four key sites, testing
five automation platforms away reveal each one’s flight number and Convective SIGMET, Status of

and deploying about and whether it’s turning, climbing, or Special Use Airspace (SUA), Temporary
descending. Ground relay stations are Flight Restrictions (TFRs), Winds and
100 radio stations. needed between aircraft that primarily Temperatures Aloft and Pilot Reports
operate in high altitude airspace which (PIREPS). Most weather services and
are equipped with 1090ES, and aircraft radar coverage can’t extend over the
operating primarily in low altitude Gulf of Mexico because there are no
ground radio stations the size of airspace are equipped with UAT. They towers there, but oil companies are glad
mini refrigerators will be deployed can’t read each other’s signals directly. to give space for progress. Cooperation
nationwide by 2013, “But we’ll have a with manufacturers and 21 oil and gas
very significant footprint by the end Flight Information Service – companies is steadily coming together,
of 2010 gradually working up the East Broadcast reports Linney. That’s essential, he
coast, across the central states, and Airspace alerts, terrain and weather notes, hoping the complete oil and gas
down the West coast starting in Alaska.” data will also be free services for those community will be as helpful. In mid-
That’s about 800 total radios. He agrees with the right avionics to receive February the first offshore weather
“it’s a very ambitious schedule, and them. That should allow near visual station was activated, bringing the
so far, so good.” Installation costs are meteorological conditions (VMC) first weather data to its corner of the
miniscule compared to bulky radar capacities throughout the airspace Gulf of Mexico. “From October of this
towers. Operation will also save money, in most weather conditions. By 2013 year through April of next year, we’re
since controllers will have the latest these Flight Information Service – turning on four key sites, testing five
computers helping a system that’s much Broadcast (FIS-B) services are scheduled automation platforms and deploying
more complete. Each blip falls under for nationwide availability: Aviation about 100 radio stations,” said Linney.
Traffic Information Services-Broadcast Routine Weather Reports (METARs), The terminology can become confusing,
(TIS-B), which provides complete Special Aviation Reports (SPECIs), even if it will soon be second nature.
situational awareness in the cockpit of Terminal Area Forecasts (TAFs) and “Essential Services enables pilot
all traffic known to the ATC system. their amendments, NEXRAD (regional situational awareness benefits,” says
Pilots and controllers can see the same and CONUS) precipitation maps, Notice Linney, “Not related to the ‘critical
data if those pilots have the newest to Airmen (NOTAM) Distant and Flight services,’ which is the term we use to
avionics, but all aircraft will appear Data Center, Airmen’s Meteorological describe the FAA providing air traffic
on the system. The crescent-shaped Conditions (AIRMET), Significant separation to equipped aircraft. For
symbols for aircraft up to 200 miles Meteorological Conditions (SIGMET) rotorcraft, which often operate outside

66
air transport lanes and too low for radar about 850 repair stations in the US. It’s helicopter avionics will be fine,” he says.
tracking, ADS-B offers even greater these repair stations that need to do the “Air frame shops face limitations. You’ve
leaps into unprecedented situational installation. “The biggest challenge is got vibration issues and you’ve got
awareness. Operators across the Gulf whether or not we have enough time to flutter issues. Getting helicopter data
and Alaska are eager to test promised get all the aircraft retrofitted that will approval is going to be challenging,” he
progress against the real service, need it,” he says. “With skies filled by continues. A simplified avionics STC is
hoping that awareness will be a sunrise an estimated 220,000 general aviation only available for Part 23 aircraft. “The
over the blind waters and mountains. aircraft, that doesn’t bode well for antenna installation for rotorcraft is
As many as 9,000 flights there carry 100% equipage. Facilities qualified for going to require individual approvals
workers to oil and gas rigs and vessels
daily. Eleven test stations in Florida
function today, encouraging further
government investment after ADS-B
Now FAA approved. EASA approval pending.
essential services were commissioned
in November. “With ADS-B in the YOU MIGHT WANT TO CALL IT THE
installation stage,” says Air Logistics
Chief Pilot Bob Old, “We’ve really had no
practical use of it yet.” Expectations are
high, though. “Those that are equipped
to take full advantage of the technology
should hopefully see the greatest gains.
Bottom line, though, is the increased
safety aspect for all the operators and
their passengers who serve the oil and
gas industry in the gulf,” Old says. Air
Logistics, along with other operators,
have been providing the FAA’s team free
helicopter transportation to and from
the offshore locations. Having compared
goals and objectives of industry and
FAA collaboration in the Capstone
Project, some Alaskan operators say
they doubt the most mountainous
regions of their state could be covered
by 2010. “Industry feedback guided
that timeline.” Linney replies, “and
that the 2020 deadline for avionics be
compliant.” The FAA hopes the safety
and efficiency benefits of ADS-B will
speed acceptance. “We’re working that
very aggressively, and we do expect
that avionics development will mature
Performance
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very many options, and some avionics
manufacturers are waiting until there Now certified and ready for immediate
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really benefit from ADS-B and they’re
somewhat limited because there’s
confusion about when it is and is not
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 and that’s going to be administratively isn’t in place soon enough. The actual aviation customers with their GDL
burdensome for the FAA and these installation is no new challenge. 90. Says spokesperson Jessica Myers,
shops.” Designated Airworthiness ADS-B out fits in a transponder that “When customers have the GMX 200
Representatives or the field approval the industry has been installing and GDL 90, they’ll see the full ADS-B
process will handle approvals. One for ten years. The challenge with traffic symbology feature set and
route not being openly considered, but rotorcraft is the same faced on the receive ADS-B weather. The GDL 90 does
which is predicted to be chosen during light side of GA. There’ s just limited interface with other Garmin products
the FAA’s NextGen ATC development: real estate. Many aircraft weren’t like the G1000 and GNS 430/530, but
“The FAA could adopt the AML designed to include a current ADS-B it would only show limited traffic
(Approved Model List) philosophy at the unit with a multi-function display. symbology that is similar to TCAS
Rotorcraft Directorate.” Peri’s concerned Avionics manufacturers are asking and TIS, respectively.” GDL 90 is a TSO
the administrative burden could exceed Peri to persuade the FAA to allow C154 remote mount unit. It includes a
actual installation time. “Simplification integrated hardware that pairs ADS-B TSO-C145a WAAS GPS sensor to feed
is needed so the FAA doesn’t become with other features inside the same other devices. The broadband datalink
the Achilles heel in the forward fit of unit. That’s met with some resistance operates on 978 MHz.
the systems,” he states. “If the FAA does from the FAA,” he says. “I think that’s The ADS-B program is laying the
not step up with a simplified approach, manageable and will ultimately be groundwork for air traffic control
all of the estimates of time to be able to overcome.” But before that final in the new millennium. Relying on
retrofit the fleet are off by 100 percent. rule is issued the hardcore proof-of- modern computers designed with
Double the time.” product certification really can’t begin. upgrades and evolution in mind, this
Rather than working 18 more months “Customers are also waiting to see new era of connectivity that seems so
to outline the required installation what the FAA requires and how low revolutionary will itself one day seem
procedure and hardware specifics, the price of units will go,” says Garmin quaint, even as it’s looked back upon as
Peri hopes the final rule could come spokesperson, Jessica Myers. Garmin the backbone of tomorrow.
out today. He appreciates the need jumped ahead of the curve in July
for accuracy behind that timeframe, 2008 by becoming the first company A Helicopter Association International video
but worries that the compliance date to certify and deploy ADS-B avionics explaining and promoting ADS-B is available
will be pushed back if the final rule for both air transport and general online at http://www.rotor.com n

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69
How hard could it be? One year
stationed on a tuna boat as
helicopter pilot – on board a
260ft “floating town” upon which
you operate the local airline and
are responsible for the spotting,
chasing and herding of tuna by air.
NEWMAN SUBRITZKY finds out
what the job involves the tough way.

photos by Wayne Sutherland,

Newman Subritzky & Phillip Bell

Tuna in a “Boil The one that got

Up” when they away, over the
realise they have net and away to
nowhere to go. freedom.
 The pilot keeps the
helicopter working
the fish as the barge
tightens the net
around the Tuna.

A crewman aboard the tuna boat shows his Hauling up a

delight at whats going to be dinner tonight. load of tuna.
 L
atching tuna is serious additional burdens on a pilot. The out – and I’m very glad I did. After I
business – it’s now a multi- flying is challenging and varied – the stopped counting minutes, hours, and
million dollar operation conditions can be polar opposites from days, the time flew by so fast I was
involving large ocean-going one day to the next, and living on board scratching my head and wondering
purse-seiners carrying a helicopter amongst four different cultures is like where six months had gone. Then,
on board. The task of the helicopter taking a concentrated tour of Asia. It is before I realised what had happened,
crews is to spot the schools of tuna possible to exist in a little bubble that I was over the hump and it was time
from the air and direct operations to consists of just you, your mechanic to think about what I was going to do
encircle the fish in the seiner’s purse- and your machine, but then you will when I got home.
net, which is then pinched in at the probably never learn that the smelly A tuna boat is really a 260ft steel
bottom and closed around the school, bloke who always looks angry has an “town” for which the helicopter pilot
encapsulating it in a “purse” from which amazing collection of books about operates the local airline, and this is a
there is no escape. The helicopter is aircraft, and the guy who operates the major attraction. There is the chance
also used to “herd” the fish to some main winch is a trained barber who to log good turbine hours depending
degree, preventing their escape from speaks pretty good English. All of these on how your boat utilizes the machine,
the developing containment. factors combine to make the one-year and 700 hours is quite easily attainable
When the opportunity for a year contract unforgettable, and whether in a year. The day-to-day routine on the
contract as a tuna pilot came my those memories are pleasant or hellish boat usually remains constant, though
way last November, I must admit depends entirely on the attitude you the flight schedule can vary wildly,
to being a little apprehensive – but take towards life on board. depending on the area we are in and
now, after having six months on my I found the first month the hardest the fish we are chasing. A normal day
floating helipad I can whole-heartedly as I was in a strange environment, sees my mechanic rise at 5.30am, eat
recommend it, providing one is willing a little sea sick and missing my breakfast and go up to the machine
to commit to the experience. And it girlfriend and family back home. by around 6am. While the room isn’t
certainly is an experience. Luckily for me, once at sea there is no small, it’s easier to have only one person
Living onboard a ship at sea for a way off the boat until reaching the next wobbling around at a time, so when he
year at a time does, however, place port, so I had no choice but to stick it leaves I roll out of bed and have a cup

72
 above: The helicopters
spend most of their time

One they have spotted fish, nearly on the water.

left: Fellow tuna fisherman

nothing else matters. Massive help pull a stranded boat off
a sandbar.
storm approaching? Stay with opposite page: The
helicopters and barges all
the fish. Running out of daylight? work in sync to ensure the
catch is landed with ease.
Stay with the fish. Running
low on fuel? Stay with the fish.

of tea. Depending on the weather he about an hour to drag in the net and same as the rest. Once I realised that
will untie the blades, take off the pilot’s prepare it for another attempt, and it is actually no more dangerous than
door and do a pre-flight of the machine. another hour extra for every 100 tonnes flying over land, I relaxed and it wasn’t
I join him at around 6.30am and do my of fish in the net. A 200t catch will an issue. Recently, on a flight in PNG
own pre-flight, even though we post- therefore have us resting for about three with a local operator, I was actually
flight the machine every night after a hours. If there are no fish to set on, sweating as we climbed to 3,600ft to
compressor-wash. then prepare for a long day in the clear a mountain range, and I asked the
We then relax and wait for the call, saddle – searching! Minor maintenance pilot, “Where do you go if the engine
although a busy day will have us is carried out during the day, with any quits?” His reply? “Ah, down into that
burning and turning at 6.30 - and only component replacement or scheduled mess – probably never to be seen again.”
shutting down and relaxing long enough inspections done at night. Some days Compared to the jungle, the water isn’t
for the engine to cool before we are into we can be on duty for 12 hours and so bad!
it again. If it is a slow day or the weather work into the night, while others So what about the downside? There
is bad we will fly at some stage before won’t require us to leave our cabin for are things that have had me scratching
lunch, then again at some stage after. anything more than food. my head and thinking, “What the heck
A big day for me is anything over six But all that water! I have to say that was the point of that?” Sometimes
hours, an average day is 4 hours, and a I was as nervous as a cat balancing on net sets go completely pear- shaped
slow one could not even have one hour dental floss in the beginning, but after and the helicopter gets the blame for
logged. If I’m airborne, I start looking for flying in Australia I found it a pleasure everything; the fish changing direction,
the boat around 5.30pm and once I’ve to not have to worry about wires, trees the net boat running out of fuel, the
shut down, we have dinner and wait for and hidden rocks in the grass. Should weather...the list goes on. Half the
the engine to cool. We compressor-wash the need for an emergency landing time the fish master gets stressed and,
every evening that the weather allows arise the only concern is getting into forgetting you don’t speak Korean or
to remove any salt – then post-flight, the wind. Once established into wind Chinese, starts yelling “Lepata! Lepata!”
refuel, and tie everything down in there is no need for stretching or (which means left), but he actually
preparation for the next day. shrinking your autorotation – as one wants you to move right! Initially, I
When the boat does a “set” it takes shark-infested square of ocean is the simply assumed I was the worst pilot in

73
 The sun sets on another
day deep in the Pacific
Ocean somewhere.

An overheard
view of the net
and its captives.

the world and would never get the sets sometimes get to do things that would on the deck. They were getting close
right, but after a while I came to realise never be allowed back in the real to sealing in around 100t of tuna when
that even though these blokes have world – like chasing another vessel’s my fish-master had the bright idea of
been doing their jobs for 30 years and speedboat away from a school of fish hovering inside the net to scare the fish
think they are walking gods, they make with the helicopter, and sometimes out! I refused, at which point the fish-
mistakes and are always looking for a you get pressured to do things that master began furiously berating me.
way to blame them on the helicopter. you would never want to do in the real The boss had warned me that hovering
I have spent a few two-hour flights world. As an example, I had been out in other people’s nets was a great way
doing right hand orbits around the same four months and we were amongst five to get shot at, so I was out of there – I
school of fish, and even though they or so other boats when we got a call simply pointed the machine towards
all go into the logbook, it is about as from our radio operator. Our GPS buoy our boat and headed home. I hadn’t
much fun as hitting your thumb with a that gets attached to logs and other come out here to get shot down.
hammer! points of interest was moving at 12kts As for my old mate ranting at me,
There are also those days when ¬ which is only possible if another boat when he realised his yelling produced
the weather is marginal but I go had picked it up. We headed toward defiance instead of obedience, he tried
flying anyway to try and help the the offending boat with my fish-master another approach, apologizing profusely
boat catch fish, only to have the fish- going mental at the boat’s captain on and begging me to keep flying. I agreed,
spotter fall asleep while I’m dodging the marine VHF. Once there, we circled and he asked that we return to the boat
thunderstorms. In this game you the vessel and clearly saw our GPS buoy to get more fuel. This was no problem,

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but I could hear him talking to the radio minds. Firstly, they think that sitting approaching? Stay with the fish.
operator, asking for opened tins of paint in the passenger seat 4,000 to 10,000 Running out of daylight? Stay with the
to be prepared on the helideck. It didn’t makes them a 4,000 to 10,000-hour fish. Boat still two hours’ sailing away?
take long to figure out he didn’t want pilot. They also assume that holding a Stay with the fish. Running low on fuel?
fuel – he wanted weapons! I landed, he perfectly trimmed cyclic for 15 seconds Stay with the fish. You have to forget
got two tins of paint, and we were off while the pilot lights a cigarette or about being an efficient pilot because
again. In the end I managed to talk him has a drink of water is no harder than you get nothing but grief for suggesting
out of doing something stupid on the landing on a pitching/rolling helideck something more productive. Sometimes
seven-minute flight back to the other with 15+kts of wind up the exhaust. we will have circled fish for two hours
vessel, and we returned to our ship with I came close to strangling our radio while the boat is still picking up the
our paint, and shut down. While days operator countless times during the last set, and the fish-spotter will then
like that are good for a yarn, I wonder if first few months because he insisted want you to stay flying for an extra hour
I would have had the confidence to tell on explaining to me what I was doing so he can set on the school you have
him “No” during my first month? I hope wrong during our flights together, and been circling! Three hours endurance
so, but it’s not always easy to know until that “he should know as he has 4,000 from a 500? I don’t think so! You soon
the moment is upon you. hours of passenger time.” realise that and you just have to do
All the problems I encountered with The second problem is catching what is best for you and the machine.
fish-spotters during flight seemed to fish. Once they have spotted fish, Storm approaching, running out of
stem from two things implanted in their nothing else matters. Massive storm light or fuel? Back to the boat it is! As

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 The blades of
the 500C are
regularly cleaned
at the end of
each day.

for being brutally inefficient with the was one of the worst ideas I’ve had in and family hanging on your every word
machines time – that’s just the way it a while. Getting out of PNG and into upon your return. Pilots who started a
goes. Despite all the wild things that go Australia was a scheduling nightmare, few months before me didn’t even know
on, as long as you are disciplined, the as a ticket in your hand doesn’t always the USA had a new president, and I
time spent on the ocean is a great way mean there is actually a seat on the quickly found I slipped into an existence
to polish your existing skills, learn some plane for you. Getting out of Australia detached from the outside world. It feels
new ones and rack up some hours. and into PNG, however, was the true like Christmas when you recognize
Apart from the fishing, the only test. When the boat arrives at a port, another machine flying around your
two problems I have experienced are the local immigration people come boat and can get on the VHF and have
difficulty in communicating and trouble aboard, stamp your passport and that’s a good yarn. Nature is a major form
with immigration. I am lucky enough that. When you leave, however, you of entertainment as well. I doubt you
to be able to send and receive emails just leave. This means that you get would see massive pods of dolphins or
from my girlfriend from the boat, but a passport full of arrival stamps and whales anywhere else unless you were
the rules governing the size, frequency Australian immigration can’t handle a researcher, and observing a whale
and content, make it an unpredictable the idea of people apparently arriving shark up close is an experience not to be
and unreliable source of sanity. Every without departing. It’s not normal and forgotten. Everything from sea turtles
port I’ve visited has had some form of as a result, you will be asked a lot of hanging around logs to blue whales
internet service, but they range from stupid questions. I had purchased a one- getting completely airborne, occurs
lightning-fast wireless broadband to, way ticket from Cairns to Port Moresby right outside our window, and there
“Oh my god, it’s working backwards- at a very reasonable price, but had to are always sea birds trying to land on
slow.” It can cost up to $US1 per minute bin that and get a fully flexible return the boat’s main crane in the evening.
to call anywhere and the hotels sting ticket before immigration would let me Seeing them rock and flap and miss
you a service fee on top. An all-night leave. The logic behind making a person approaches when coming into land
bender can cost $US40 for the drinks – with a passport void of departures buy a always makes me feel good and
but $US300 for the drunken phone call return ticket is beyond me. I sit there thinking, “I know how you
to the girlfriend! Taking on a tuna boat tour means feel brother!”
And immigration? Well! I had the missing out on a whole year of your I think the main factor keeping pilots
chance to get back to Australia while normal life, but you’ll have enough away from this amazing experience
the boat was in PNG for repair, and it experiences in that year to keep friends is fear, based on a few pub yarns that

76
 Crewman work in
unison to fold the
large nets.

Wayne brings
the 500 back to
the helipad once
the net has been
closed.

inevitably grow with each telling. The helicopter crew has its own cabin on people have had bad experiences with
things I always get asked about are the bridge level, along with the captain substandard mechanics, I’m conscious
food, living conditions, dodgy machines and fish-master. Our cabin has bunks that when faced with something that
– and flying over all that water. There is large enough for me (at 6ft 8in) to you don’t feel comfortable with, it is
a legend that all we get fed is fish-heads sleep completely stretched out, a heap up to you, as pilot in command, to
and rice, but while there is fish at most of storage space, a coffee machine, a say No. Only the flight-crew gets into
meals, we also eat a lot of chicken, pork, desk and office chair, our own washing the machine, starts it and flies away
beef and vegetables. The quality and machine, our own toilet and shower from the boat, so we can only blame
variety are great and, because the rest facilities. There is sufficient space for ourselves if we choose to fly regardless
of the crew wants to eat the stomach two people to move around and it has of a known risk. When it comes to
lining, feet and other weird parts, I am everything needed to live. There is also maintenance there are always going
left to pick over the “scraps”, which are a 6ft by 18ft room that serves as our to be different levels of competence,
often the best pieces of chicken, the spare parts room, workshop, laundry but it is the attitude of the pilot that
best cuts of beef and the leanest, most and emergency kitchen (in case we matters when dealing with a problem.
juicy chunks of pork. If the food was sleep past lunch while sailing to or I find it easy living and working with
terrible, I wouldn’t be gaining weight from port). my mechanic, as we are both fairly
the way I am! Tales abound of dodgy machines, poor relaxed and I enjoy learning about the
I have also heard tales of sleeping maintenance and terrible mechanics, machine from him. I often answer my
with a rotting tuna as a pillow and 12 but aren’t there stories like that about own questions, but if I’m still confused,
people to a room. Every boat is different every type of operation? While I his explanations are very educational
and some are better than others, but admit that I have seen some shocking and often done with spare parts sourced
the normal arrangement is that the examples of 500s out here and some from our storeroom. There are always

77
 Tales abound of
dodgy machines, poor
maintenance and terrible
mechanics, but aren’t there
stories like that about
every type of operation?

two sides to any story and he points

out that there are pilots out here who
are a little arrogant, and they are
probably the same pilots telling the “my
mechanic was useless” stories at aero
clubs around the world.
If you have been put off a tour on Canyon as “Big” and all I can say is that blokes and chase tuna in a Vietnam-era
the boats by something you have to truly understand tuna spotting you machine? You bet I would!. Without
heard, I can only hope that reading have to experience it for yourself. If I a doubt – and I’d do it with a grin.
this has changed your mind. For could go back in time, would I make And by the way, my contract finishes
those of you hoping to gain an insight the same decision again? To put my in November and I need a replacement.
into the life of a tuna pilot, then this life on hold for a year? To isolate Go on, just do it! You know you want
has probably been about as informative myself from loved ones for months to. After all, who really wants a
as somebody describing the Grand at a time? To argue with angry Asian “normal” life? n

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79
 Spanky melton personal profile
utility Pilot for
Swanson Group Aviation
How did you come to be have been really slow, only getting about 600
Priest River, Idaho a helicopter pilot? hours a year. With the timber industry being in
I’ve always been interested in aviation. One day I bad shape, we are not getting the flight time we
“Spanky” Melton hails from
saw an ultralight fly by. I went and found one for are use to.
Priest River, Idaho and flies sale, jumped in it, and went for it with no training
one of Swanson’s K-MAX – something I would never do again! I then went How many different platforms have
helicopters on the Tehachapi to school to get my mechanics licenses and I you flown?

Project that is electrically would always stop by Jack Scanlon’s River City I learned to fly in a Bell 204 so I guess I was
Helicopters in North Idaho. He got so tired of a little spoiled and that is my favorite aircraft –
connecting Los Angeles to
seeing me, he put me on the payroll. He was most say your first always is! I got time in a 206,
the Tehachapi wind farm.
very helpful. Without Jack I would not be where 204, 205, 212, some A-star time, MD500, Vertol
Spanky’s five to six-hour day I’m at now. He gave me all the training needed to 107 and 234 co-bubba time, and I just started to
may require him to fly up to a make it in this helicopter world. get some time on the Lama, Husky and the old
hundred separate lifts using After about two years with Jack I needed K-MAX. (I tell you the K-MAX is one of the most
a 100ft long line, carrying to move on so I went to work for Columbia different helicopters to fly – but what a lifting
Helicopters flying copilot and the MD500, I machine!).
everything from drill decks to
worked with a lot of great pilots and guys. But
concrete and compressors.
as always, we want more and expect more for What is the most challenging flying
ourselves, so away I went again and was hired experiences you had?
by Tom Woody at Woody Construction. That’s As far as logging goes, the K-MAX has been
where I got my K-MAX training. I worked there good to me so far. The weather conditions
for about a year before moving finally to the change ever so rapidly in the Northwest (USA)
company I wanted to work for when I started so a guy really needs to watch his surroundings
– Swansong Group, aka superior Helicopters and the weather. The Oregon coast is one of the
where I have been for almost six years now. craziest places I have ever seen in the winter.
A good friend of mine happened to be the chief From the time the guy on the ground grabs the
pilot which helped. He always gives me positive hook to the time you look up again, it can be a
reinforcement by negativity; well that’s what he complete white out and let me tell you that’s no
calls it. Anyway it works, and keeping me in fun at all!
check must be a full time job!
I was hoping to retire here, but as the economy What kind of advice would you give
has it, the company is up for sale. I guess to aspiring pilots to get into the
we’ll see where the next page in life takes us – industry?
hopefully more blue sky and big fire seasons.
You’ll never look back because every day has
something new. Never second-guess yourself. If
How long have you been flying for?
it doesn’t feel right don’t do it. Look things over!
I got my licenses in January 2001 and have No one will ever put you down for that – and
just under 6,600 hours. I usually fly about who cares if they do – you’re still alive to laugh
900 to 950 hours a year, but the last few about it. n

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