DAILY NEWS - Defence news, analysis, data and market ... 2018/Helitech2018Day3w… · market’, especially where the light single and light twin segments are concerned. ‘We have

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Having announced an impressive haul of 19 orders during Helitech International, largely buoyed by light single and light twin returns, Airbus continues to consolidate its strong global civil helicopter market position.

Breaking the contracts down, the company is set to deliver up to six H135s to air rescue operator Royal Dutch Touring Club ANWB, as part of a framework agreement signed this week, while a split of three light single and three light twin aircraft have been agreed with French Alps civil operator SAF Group.

A further four H125s have been ordered by Norwegian operator Helitrans and will be used for power line construction, fi re-fi ghting and sightseeing trips. Rounding off the full tally, three H145s will be supplied to German HEMS provider DRF Luftrettung, with its full fl eet of the 4t-class helicopter set to rise to 17 once deliveries take place next year.

Discussing the signifi cance of the orders, Bruno Even, CEO at Airbus Helicopters, told Helitech International Daily News that the new business is refl ective of a ‘dynamic market’, especially where the light single and light twin segments are concerned. ‘We have several signature contracts for the H145 and the H125, illustrating our strong market

position, with 70% share – which is, of course, great for the company,’ he said.

‘At the same time, when it comes to oil and gas, things are still challenging but showing signs of recovery. From my perspective, it will take time. There is still over-capacity in the market and real demand will take time.’

Stressing the need to address the entire helicopter market across light, medium and heavy types, Even explained that Airbus will not simply prioritise one segment over another. ‘The core of our strategy is to be in a position to address – with our large portfolio of products – all the needs of the market. Our priority remains to focus on customer satisfaction and customer loyalty,’ he explained. ‘We have made good progress over the last few years in terms of feedback, but at the same time we are not [at a level] where the market expects us to be, so it’s a never-ending story.’

Referring to programme progress on the in-development H160 medium helicopter, Even confi rmed that targets of qualifi cation by the end of 2019 and a fi rst customer delivery due date of ‘early 2020’ are in place. To date, Airbus has received ten fi rm orders for the aircraft, according to the company.By Tim Martin

Photo: Tony Skinner

Airbus dominates show orders count

DAY THREE18 OCT 2018

HIGHLIGHTS

DAILY NEWS

Helitech International Daily News is published by Shephard Media in association with Reed Exhibitions. Printed by Partnion, Amsterdam.

© Shephard Media 2018

Three editions of the show daily are being produced on site.

Editor: Helen [email protected]

Reporter: Tim [email protected]

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THE EUROPEAN ROTORCRAFT TECHNOLOGY LAUNCHPAD

Safe and soundPage 14

Ensuring the safety of helicopter crews can be

achieved through a variety of measures that industry is

continuously developing.

Heavy metalPage 20

Are we likely to see heavy models fade away as focus

shifts towards the next generation of fl ight?

Helitech_International_Day_Three_p01-19.indd 1 17/10/2018 16:50:36

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DAILY NEWS HELITECH INTERNATIONAL 2018 DAY THREE

3

HEMS lacking in ChinaDespite its immense wealth and being the second-largest economy on the planet, China’s rotary EMS capabilities continue to lag behind those established in Europe and North America.

This was one of the main points made during an air ambulance and helicopter EMS conference session at Helitech International, which, among other topics, explored constraints that industry can face in China.

Stephanie Tovoli, VP of commercial at Milestone Aviation Group, said that while around 650 EMS helicopters serve around 500 million inhabitants inside the EU, China has a fraction of this number in operation, serving its much larger population of 1.4 billion.

In January 2018, Milestone Aviation leased eight AW139 aircraft to Kingwing Aviation in China, building on earlier cooperation between the two companies in furthering EMS coverage in the country.

Further challenges could be found in the legal and regulatory framework, Tovoli explained, with

rotorcraft operations primarily a government concern. ‘There is no legal framework for civil operations, you still need several days or hours to get fl ight permits,’ she warned.

There is also a recognised lack of qualifi ed pilots ‘across the board’ for industry looking to invest in the country. Tovoli added that recruiting from China’s military services requires conversion training to Western platforms fi rst and then EMS-specifi c operations later.

Additional concerns include a lack of infrastructure and expertise in the health sector in accommodating rotary EMS capabilities, as well as such services not being publicly available but rather only accessible through insurance or other such service model.

‘China has to choose a viable model, it has to choose who has to pay. [China] is a high-risk, high-reward market,’ Tovoli said.

She added that for companies seeking to invest in the country, the need to have a Chinese partner ‘is absolute.’By Richard Thomas

STAND B30

Euroavionics, a subsidiary of Hensoldt, is working to introduce a new VTOL UAV – dubbed Vader – into the already crowded unmanned market as the aviation industry looks to fi nd ways to integrate such technology

into a wide range of potential applications.

Thomas Latacz, sales director at Euroavionics, told Helitech International Daily News that three prototype Vader UAVs are currently undergoing fl ight tests in Switzerland.

He said that the OEM is ‘already talking to customers’

and that the platform should be introduced into the market by the middle of 2019.

Showcased at Helitech International with a counter-UAS net launcher, the Vader is doing ‘what we had wanted’ in drawing visitors in at the show, Latacz added.

‘We are looking into the area where unmanned aircraft will not replace but complement [manned platforms], such as traffi c or event monitoring. There might be no need for a $4 million helicopter,’ he said.

Applications for the Vader and the range of payloads offered by Euroavionics and Hensoldt include EMS and HADR operations.By Richard Thomas

European customer sought for VRT500The in-development VRT500 light single-engine helicopter, manufactured by Russian Helicopters, may fi nd its launch customer in Europe, if the OEM is successful in its goal.

Russian Helicopters is also aiming to obtain future EASA certifi cation for the platform.

Company offi cials present at Helitech International said that discussions have already taken place with EASA as the OEM looks to demonstrate demand within the region.

The prototype aircraft has undergone ground testing this year ahead of a targeted fi rst fl ight in 2019. Production, which could run to an eventual 60 aircraft a year, is scheduled for 2022.

Development of the VRT500 began in 2016.

STAND J100

At Helitech International 2018, New Zealand company Flightcell is showcasing its new Wi-Fi and Bluetooth capabilities that are now available for the Flightcell DZMx all-in-one tracking device.

Announced in late September, the Wi-Fi and Bluetooth additions for the Flightcell DZMx system provide wireless access to broadband data and audio from connected smart devices.

No external Wi-Fi router is required. Coupled to the wireless connectivity is the DZMx Connect app, which offers SMS and SBD messaging, voice calling capability and DZMx confi guration and contacts management.

Hamish Neill, VP at Flightcell International, said that the new features are particularly applicable to the air medical

sector. ‘It provides constant communication between the air crew and emergency department or hospital while keeping the data private. So, this is both for the air crew to retrieve patient records while in fl ight as well as providing the ability to transmit a patient’s condition,’ he explained.

Neill added that smart phone capabilities are now available to crew and passengers while in the air.

The DZMx Remote Head can be installed in the cabin to give medics full control of the system as well as an additional voice channel for confi dential communication.

Installed inside the existing DZMx housing, the Wi-Fi and Bluetooth functionality is available for new units and as an optional upgrade to in-service DZMx systems.By Tony Skinner

Staying connected to the emergency department

Euroavionics joins UAV space in Vader


DAY THREE HELITECH INTERNATIONAL 2018 DAILY NEWS

4

Critical Missions Avionics for when it is needed most.

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Safran powers up on AW189K Engine manufacturer Safran expects to fulfi l ‘most of the EASA certifi cation requirements’ on its 2500-3000shp Aneto 1K powerplant by the end of 2018, as fl ight test integration on the Leonardo AW189K super-medium aircraft ramps up.

Speaking to Helitech International Daily News, Bruno Bellanger, executive VP programmes at Safran Helicopter Engines, confi rmed that the company has been pleased with the performance of the engine throughout its testing campaign, which to date, includes 4,000h of ground tests and ‘roughly 100 fl ight hours’.

He added that Aneto 1K certifi cation is scheduled to be achieved during the Q2 2019, while Leonardo is targeting aircraft certifi cation

on the AW189K by the end of that year. Entry into service of the helicopter is anticipated to follow directly after.

‘Generally speaking, the engine will provide a strong power performance benefi t, particularly in hot and high conditions,’ Bellanger explained. ‘Our main priority is to put the engine on the market. We are discussing opportunities with other OEMs, but at the moment we can’t disclose anything further.’

Racing aheadAside from the AW189K, the Aneto has also been selected on the Airbus Racer programme, where Safran will, for the fi rst time, use its Power Pack Eco Mode application, which enables one engine to be paused or rested during

cruise phase, through use of a smart motor, with the engine then being restarted ‘in a short space of time’, according to the OEM.

Bellanger stated that the primary advantage of the Power Pack Eco Mode concept offers a 10-15% fuel saving, but he made no specifi c mention of when it will start testing on the Racer programme.

Signs of growthRegarding the company’s wider product portfolio, Ballanger said: ‘We have made considerable investments to develop state-of-the-art engines, and we have the best in class in terms of performance, maintenance and ownership costs. [Safran has] a strong proposition for customers, but investment

continues, in order to prepare for the future.

‘Roughly we are putting 15% of our turnover into new projects, and part of that includes turbo/gas hybrid powered [development] because we believe we can continue to improve the performance of those kinds of engines,’ he continued.

On the issue of international helicopter market growth, Ballanger pointed to business being driven ‘by emerging countries like China and India’, while also referring to European and American stability.

‘There are positive signs on the light and medium helicopter front. In the heavy market, we are seeing an increase in oil and gas, but it will be small,’ he said. ‘On top of that, there are good signs [of growth] on the military market. We have received some orders on the NH90 and across the Super Puma family and on the [UH-72] Lakota in the US.’

Tailored supportSeparately, Safran has announced changes to its support-by-the-hour (SBH) customer services offering.

In a statement, the company said that its ‘SBH solutions’ will be extended to cover its full spectrum of ‘customer profi les’.

This equates to ‘SBH 5 Star’ eligibility for civil operators with a maximum of fi ve aircraft, ‘SBH Classic’ for those with six or more aircraft in their fl eet and ‘SBH M’ for military users.

Currently, 100 customers have subscribed to one of the SBH range of contracts, according to Safran.

‘With these offers, we are tailoring our service to each customer mission and fl eet to maintain their levels of satisfaction as high as possible,’ said Frederic Bugeon, VP of sales, marketing and customer satisfaction at Safran Helicopter Engines.By Tim Martin

The Aneto 1K is on display at Helitech International 2018. (Photo: author)


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Promoting safety, reducing accidents

The safety narrative is a common theme running through the halls of Helitech International 2018 at the RAI, Amsterdam. The methods and approaches shared at the show by safety teams and regulatory bodies demonstrate the continued commitment by the rotary industry to reducing accident rates.

At the event’s ESPN-R Safety Workshop on 17 October, Ed DiCampli, chief operating offi cer at Helicopter Association International, confi rmed that the US Helicopter Safety Team (USHST) is committed to reducing the fatal accident rate by 20% in the next two years.

Ultimate goalThe USHST comprises the FAA, manufacturers, operators,

associations and training schools. It acts as a safety forum for collaborating on best practices.

‘A couple of years ago, we set the goal to reduce the accident rate by 20% in 2020. We are looking over a 35-year period. It’s not a straight line down [in accident reduction] but its overall heading in the right direction,’ DiCampli said.

The USHST is proposing and initiating 22 data-driven safety enhancements aimed at reducing fatal accidents, the team stated. ‘We want to get [accidents] down to zero. That’s our ultimate goal,’ DiCampli confi rmed.

‘Recently, we started to concentrate on fatal accidents. The difference between fatal and accidents

is the crashworthiness. We are looking at crashworthy seats and burn-resistant fuel tanks with the bladders and things like that,’ he continued.

‘So, if you do have an impact that could be survivable, [the tanks] would prevent the aircraft catching on fi re, and you could still walk away from [the accident].’

In the US, the accident rate has been shown to be continuously and substantially descreasing, when you consider that in 1985-87 there were 40 accidents per year, then by 1997-99 there were 30 per year, and by 2015-17 the total had come down to 18 accidents per year.

‘We are concentrating on fatal accidents, but it’s really a fi ne-line difference. I think a lot

of the safety enhancements we have proposed will prevent the accident from happening altogether,’ DiCampli said.

Therefore, as we can see from that 32-year period, fatal accidents have reduced by 55%. With statistics like this, could we reach a zero total by 2049? This ambition is shared by the industry as a whole.

Best practiceIn other news, EASA is continuing its drive towards collaboratively led initiatives towards safety practices in Europe and beyond.

One major way of amplifying safety measures is through the promotion and awareness of the regulatory body through social media platforms.

John Franklin, an EASA spokesperson, shared with delegates at the Helitech International Safety Workshop that the agency is sharing materials via the ESPN-R LinkedIn forum as well as engaging with people on channels such as Facebook to ensure safety practices are known.

This is helping to spread he wider safety message and helps to break down barriers of perhaps a bureaucratic regulatory body that seems so far removed from some operators’ day-to-day work.

Furthermore, this method ensures that messaging is being conveyed to users, operators and manufacturers in a clear, transparent and fl uid manner.By Helen Haxell

Several companies are displaying survival suits at Helitech International, including Biardo Survival Suits (left) and Switlik Survival Products. (Photos: Tony Skinner)



7

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An evolving platform for industry

In an ever-changing industry, it seems the natural step that the next generation of platforms should be represented by an evolving international event.

Further to the conclusion of Helitech International 2018, the event going forward will be identified as the Vertical Flight Expo & Conference. The first edition of this new look will build on Helitech’s traditional rotorcraft roots whilst expanding its coverage to include new technologies and solutions that are enhancing rotorcraft operations and the future of vertical flight.

One of the major aims of the change is to attract more businesses from across the

supply chain, as well as providing operators with access to aircraft interiors, avionics and navigation systems, communication equipment, night vision, engines, leasing and regulatory solutions.

Teresa Heitor, event manager at Reed Exhibitions, told Helitech International Daily News: ‘After extensive consultation with our key stakeholders and the wider rotorcraft community, we’re delighted to announce that Helitech International will evolve to become known as Vertical Flight Expo & Conference.

‘As this year’s show demonstrates, the rotorcraft industry is experiencing a period of transformation with new emerging technologies and services enhancing operations,’ she continued. ‘The new brand identity will enable us to keep pace with this evolution and provide a truly invaluable event where professionals can network,

share insights and learn about the future of this exciting industry.’

The Vertical Flight Expo & Conference will continue to be backed by the British Helicopter Association, a long-standing supporter of the show. It will remain an annual event that alternates between the UK and a mainland European venue, providing the rotorcraft community with a unique platform to build their businesses through new supplier relationships and a well-regarded educational programme.

Further to popular demand, the Vertical Flight Expo & Conference 2019 will take place between 5-7 November at Farnborough in the UK. It is this location where exhibitors will be able to drive new business opportunities and networking through more product demonstration opportunities.

To find out more about the Vertical Flight Expo & Conference and to book your stand, please visit: http://www.verticalflightexpo.com.

Photo: Tony Skinner



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Changing of the guard for UK HEMSThe UK’s HEMS capability is slowly changing from the operation of lighter platforms to more capable, heavier aircraft that offer increased payload capacity and endurance.

UK HEMS, provided through a range of private and charitable associations and organisations, sees an average of around 90 missions per day across the country, commonly dealing with incidents such as road traffi c accidents and an increasing number of cardiac arrests.

However, as the demands placed on the sector increase the types of aircraft being selected to conduct such operations is changing. Speaking at the Air Ambulances and HEMS conference at Helitech International, Matthew Jones, attending as a representative of the Association of Air Ambulances, said examples of this include MD 902s being replaced by AW169s, although

there were other such trends in the UK market.

‘There is a mix of aircraft [serving the UK] with the EC135 the most common. In recent years, the H145 has started to take over in some parts of the country,’ said Jones, adding that geography ‘plays a major part’ in aircraft selection.

Jones said that the busiest time of year for UK HEMS is during March to September, due in part to the longer daylight hours, although there is an increasing demand for night-time operations. ‘All air ambulances are looking to extend to 24/7 operation,’ he stated, with the East Anglia service, of which he is also director of operations, expected to achieve this by 2020.

Another strength of UK HEMS is in data sharing between various services, Jones said, which allows operators to determine ‘where we could do better’.By Richard Thomas

STAND C80

Patria is taking the opportunity to showcase its range of helicopter support and MRO services at Helitech International, alongside the Cloudburst fi re bucket, which is on display for the fi rst time at the show.

Speaking to Helitech International Daily News,

Patria showcases rotary support services

a Patria spokesperson said that there had been ‘big interest’ in the Cloudburst system from dozens of potential customers, with outright procurement or leasing options available.

The company had also seen a range of visitors from outside Europe, who are keen to learn more about Patria’s MRO offering in the aviation sector.

‘We have had more companies from outside the

European Union visiting the stand, from the Middle East, Asia Pacifi c and India,’ the spokesperson told Helitech International Daily News.

The company has also seen an uptick in business during the recent downturn in the civil rotorcraft market.

‘The components MRO [business] has gone up, it’s fantastic, maybe through operators using older aircraft looking to perform life-extension [programmes],’ the spokesperson added.

Patria FAA and EASA repair facilities provide rotorcraft maintenance services for Airbus Helicopters, Bell and Leonardo platforms, from locations in Finland, Norway and Sweden.By Richard Thomas

Bell secures French operations STAND D20

At Helitech International, Bell announced that Helideal of France will become the fi rst certifi ed training facility for the Bell 505 Jet Ranger X.

Helideal will deliver the initial and recurrent pilot training under Bell Training Academy as of 2019.

Seperately, Bell also revealed that Rotor Team has become the 15th and most recently authorised service centre in Europe. The company is based in the South of France and will provide fi eld maintenance services for Bell aircraft.

‘With the Bell fl eet rapidly expanding in Europe, continuing to provide the highest level of local support to our customers is a top priority,’ said Patrick Moulay, senior VP at Bell.

STAND S14

Dutch composite blade OEM Specto Aerospace, formerly Airborne Services, has signed an MoU with Leonardo to act as a rotor blade repair and maintenance service provider on AW109 and AW139 aircraft across Europe and Russia.

In several cases, various operators of the two aircraft, including CHC, had requested quicker maintenance turnaround times from Specto, forming the basis to kick-start a formal agreement between the company and Leonardo.

‘We started to talk as MRO provider and OEM to fi gure out what would be possible and have subsequently had Spectro added to the Leonardo service network,’ comfi rmed Marco Brinkman, Specto’s MD.

He also emphasised the importance of the agreement

for helicopter operators and explained that maintenance suppliers not under licence with an OEM cannot provide a ‘full range of maintenance capabilities’.

Brinkman added that this may raise concerns where major repairs are considered, such as full blade replacement or leading edge changes. ‘Without an OEM agreement, maintenance companies can’t get maintenance data and materials or engineering support required,’ he said.

Among its existing civil helicopter customer base, Specto includes the Belgian and German police services and the Luxembourg Air Ambulance service. The company’s military portfolio includes work on Boeing Apache and Chinook helicopters, alongside Airbus Puma and Super Puma models. By Tim Martin

Specto snaps up blade repair MoU with Leonardo

Photo: author



9

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France says ‘mais, oui’ to the 280FX STAND G31

After a few years out of the French market, Enstrom Helicopter Corporation has returned to the European country with a sale of its 280FX helicopter to an operator called Golf Tango, which will use the platform for training purposes.

This sale, according to the OEM, is indicative of a growing trend within France for trainer helicopters as an alternative to the current rotorcraft in the marketplace. The sale marks also a two-year marketing campaign of the platform in the country.

Through its in-country representative dealer Rotor and Aircraft, Enstrom is now able to demonstrate the 280FX to customers in France.

‘We are lucky to sell the fi rst aircraft to an ATO [accredited training organisation] called Gulf

Tango. The ATO is based at Toussus le Noble airport next to Versailles west of Paris,’ said Enstrom’s representative in the country, François Gatineau, CEO of Rotor and Aircraft.

‘We are going to deliver that 280FX in April next year, and it will be on operations at the ATO as a three-seater trainer to be put in between its Robinson aircraft,’ he continued.

Golf Tango’s current fl eet comprises Robinson R22 and R44 aircraft. In October this year, a different ATO began undertaking operations with another 280FX in Toulouse.

Within the next six months, Enstrom will have two 280FX aircraft in France with two different ATOs. Gatineau said that the appeal of the platform is its power to meet the demands of the different climates of

France, including high altitudes and hot temperatures.

When asked by Helitech International Daily News the wider sales context for the platform in France, Gatineau shared: ‘When we look at the UK market you have approximately 50 Enstrom because [the UK] had a country representative.’

By comparison, France has not previously had in-country Enstrom representation before, but now Gatineau – who has visited 40 out of the 60 ATOs in the country – is

hoping to capitalise on this order with more sales.

He said that the idea is that training schools will see others utilising the helicopter and think: ‘If it works for them, it will work for us’.

A further bolster to this campaign will be a demonstration tour of the 280FX in the new year for six months. The French order could infl uence potential sales in Belgium, Spain and Switzerland, the company has said.By Helen Haxell

Photo: Enstrom Helicopter


http://www.helimods.com


10

The caretakers

Bolstering offshore helicopter safety is no small feat, but organisations are joining forces to create a more robust performance model, in which a broad range of factors affecting accidents are being addressed. By Tim Martin

Until recently, attempting to create an offshore safety body, with broad support from manufacturers, supply chain providers, oil companies and regulators would have been looked upon as a tall order.

Business competition, maintaining shareholder confi dence and data sharing sensitivities all point to reasons for companies to protect their own interests and abstain from involvement in collective projects.

In spite of this, HeliOffshore – the global safety association – continues to improve standards across the sector by leveraging resources and investing in projects specifi cally designed to have a direct impact on frontline operations.

A comprehensive safety performance model, which includes both the major sources of accidents, such as system

failure and aircraft upset, and ‘survival goals’, such as fl oatation and underwater escape, provides members with an in-depth template from which they can better understand accident prevention. Beyond this practical guide, investment in large scale research and collaborative projects are now beginning to pay off.

Project safetyOf these projects, pilot eye-movement tracking research is currently seeking to support automation training, a distinctly modern approach involving operators Babcock, Bristow Group and CHC Helicopters.

Two phases of the programme have been completed to date, with a consultative group of type rating instructors and type rating examiners due to assess fi ndings

in order to identify how results can enhance pilot safety.

A set of simulators (an Airbus H225 and a Bristow-operated Sikorsky S-92) have been used by 39 pilots across the two phases, each wearing eye-tracking glasses for the project, which focuses on the use of aircraft instruments during low-visibility conditions and fl ying with degraded systems.

Gretchen Haskins, CEO at HeliOffshore, said that this body of work is breaking new ground in the research fi eld, and also suggested that it is transforming the ways in which training has been approached in the past.

‘Evidence-based training is kind of a new way of working where we can really pick and target individual areas,’ she told Helitech International Daily News. ‘You still need a

foundation, but you don’t need to keep repeating a section that has already been learned.’

The research is part of a wider target to reshape best practice and show that the infl uence of new technology should be welcomed, not feared.

For this to be achieved more consistently, Haskins is adamant that a greater collaboration between manufacturers and in-service personnel will be required. ‘This kind of crossover does happen today, but with cooperation between the different groups and the availability of data our ability to make greater progress will increase,’ she explained.

‘Then if we can get the right senior endorsement and the right investment, we put the resources in to address the top areas and we become a high delivery team.’

The Airbus H175 super-medium helicopter design originally evolved

from a series of workshops with offshore and SAR operators.

(Photo: author)

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12

A data-driven approach is also being implemented, with a clear strategy of only obtaining information that can be used to create a stronger safety culture.

Governance around data sharing is robustly controlled and has led to an open and trusting environment being established between HeliOffshore and its membership base, which currently stands at 112.

‘There are very strict rules out there about de-identifying data [and on that basis] we started in a very targeted way,’ Haskins explained. ‘So, for example, we know that aircraft upset is a high-priority area. We focused on acquiring fl ight-path management data. We’ve since written an approach-path management guide.’

Collecting an extensive range of data that can be used to learn about emerging risks stands as a long-term ambition, one that will be part of the organisation’s next project phase.

‘In the beginning, we shared safety lessons without too much focus on data structure, then we moved to some structured data of leading indicators of accidents and in the future, like they do in the fi xed-wing industry, we’ll be able to do wider surveillance, but we’re not there yet,’ Haskins admitted.

Since Helitech International 2016, when HeliOffshore announced the introduction of fl ight-crew operating manuals and terrain-avoidance systems, there has also been a concerted effort to further develop OEM relationships in the form of creating a stage gate review process, commonly utilised by manufacturers to ensure design projects remain on schedule.

‘It’s a set of decision points asking questions like do we have the right plan? Do we have the

right investment? Do we have the right solution? Is it working?’ Haskins said.

The effect of this has meant HeliOffshore now has a more rounded picture of the various priorities and timescales OEMs are working on, allowing future decision-making and strategy to be implemented in a more progressive manner.

Playing catch upWhile these developments continue to highlight success,

there remains an awareness that the rotorcraft industry is still playing catch up with safety standards of its fi xed-wing counterparts.

Haskins is clear that the two main reasons for this are economic incentives and the variety of missions helicopter operators carry out.

‘There’s enough fl ights being conducted at fi xed-wing level that the manufacturers can do more quickly… One of the things we’re trying to do is reduce the areas of commonality in the different types of helicopter use and hopefully, in that way, also incentivise operators to make better decisions.’

As far as confronting future safety issues and those directly linked to new technologies is concerned, HeliOffshore has been discussing mid-air drone collisions with UAV manufacturers. The company is fully confi dent that modern designs can be integrated successfully, as long as testing and validation takes place within controlled conditions.

‘The kinds of technologies are infi nite. I’m really excited about some of the synthetic vision designs being developed and the ability to see fl ight paths, even in bad weather,’ Haskins commented. ■

A Babcock S-92 heavy-lift helicopter takes fl ight. The company estimates that it transports over

215,000 passengers to oil and gas rigs annually. (Photo: Babcock International)

A Bristow EC225 lands during an offshore mission. The company is currently supporting HeliOffshore’s pilot eye-movement tracking research. (Photo: Bristow Group)

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Safe and soundEnsuring the safety of helicopter crews is undoubtedly a crucial aspect of airborne operations, one which can be achieved through a variety of measures that industry is continuously developing. Although crashes are unfortunately not unheard of, they can be prevented through predictive onboard software and careful monitoring. By Tim Martin and Helen Haxell

Given the associated risks of offshore helicopter operations, including variable weather, remote locations and limited availability of landing areas, it is not surprising that aircrew safety issues within this particular area of civil aviation have consistently garnered so much regulatory and industry attention.

Safety is assisted through HUMS and onboard management technologies that monitor the health of the aircraft. Ditchings and crashes can therefore be reduced through software

development, with advanced avionics systems that alert personnel to prospective maintenance issues. This type of technology is becoming more critical as industry learns the hard way through experiences of accidents.

Learning lessonsUnder CAA instruction, regulations relating to offshore helicopter safety were tightened in February 2014, when three changes to past guidelines were made: the prohibiting of helicopter fl ights ‘in the most

severe sea conditions’; restrictions on fl ights in adverse sea conditions ‘relative to the sea conditions that the helicopter has been certifi cated to’; and passengers having to be seated next to push-out window exits, unless they have access to ‘emergency breathing equipment or the helicopter is fi tted with side fl oats’.

More recently, EASA published its latest annual safety review in June 2017, in which it identifi ed that across its jurisdiction there was one fatal offshore helicopter crash – that of the Airbus H225

Super Puma in Norway – and two non-fatal offshore accidents in 2016.

While these low incidences are testament to the continued efforts of operators, manufacturers and engineers to prioritise aircrew safety, the complexity of the subject is attested by the agency categories of ‘technical’ and ‘human’ faults. Under the former, EASA recorded over 1,600 diagnoses and tolerance of system failures and system reliability incidents between 2012 and 2016, while 34 aircraft maintenance issues occurred in the same period.

Topping the list of the most frequent ‘human’ safety issues were: crew resource management and operational communication (59 reports); navigation and airspace knowledge (27); and perception and situational awareness (25).

These fi ndings clearly demonstrate that improving system reliability and detecting technical problems as early as possible should be prioritised to further enhance crew safety.

The Helinox avionics suite is fi tted to Airbus H135, H145, H160 and H175 aircraft. The solution has been specifi cally designed to ‘positively impact operational safety’, according to the manufacturer. (Photo: Airbus Helicopters)



15

accessible and clear presentation of data and information.

The iFly 2.0 displays safety parameters via performance indicators, enabling pilots to calculate weight and balance on board the aircraft. The system offers further capacity to edit certain measurables if they are not being utilised by the rotorcraft. It considers the combined weight of personnel alongside additional applications such as hoists. The technology also includes standard information such as normal operating procedures, checklists, emergency procedures, aircraft supplements and other manuals.

The downloadable iFly app ‘contextualises the data’ said Simon Gharibian, director for fleet management, supportability and training at Sikorsky. The software is being utilised across 800 platforms, predominantly

the S-92, and it appears to have been picked up mainly by SAR operators.

The performance task tool has evolved with continuous improvements and updates since it first came to market in 2013. ‘The majority of improvements have been undertaken in conjunction with the customer. A lot of the ideas didn’t just come from us, they came from our customers,’ Gharibian commented.

Furthermore, in partnership with PHI and Metro Aviation, Sikorsky launched its real-time HUMS solution last year in the Gulf of Mexico, which has since been installed across PHI’s fleet.

Dana Fiatarone, VP of commercial systems and services at Sikorsky, told Helitech International Daily News that the system enhances the pilot’s situational awareness

and sends the location and aircraft status to the ground station. The solution has ‘a critical system function, where it monitors several key components of the aircraft, and if there’s an issue with one of those components, a cockpit light comes on for, let’s say, a gear box’, he said.

‘That data then gets pushed back to headquarters, and ground staff can take a look at what’s going on with that particular component of the aircraft. It can help the pilot troubleshoot while [maintaining] flight control… It has also got a function where you can query the aircraft so the ground control team can see if it’s functioning properly,’ Fiatarone continued.

He explained that the HUMS provides an extra set of hands for the pilot, ensuring that they are never alone in the cockpit

Calculating statusCharacterising the ways in which Sikorsky has managed to maintain system reliability on its S-92A platform, Alan Walling, the company’s director of programmes, commercial systems and services, said that the ‘mining of HUMS data’ has proven to be one ‘very successful’ method to achieve such improvement and will be used by the OEM ‘to develop more advanced HUMS algorithms and sensors for applications in current and future commercial models’.

Walling also acknowledged that confronting obstacle avoidance and flight into terrain issues is critical. ‘Increased adoption of existing systems, such as terrain awareness and warning systems, and the continued development of improved piloting aids will be highly beneficial in increasing helicopter safety,’ he said.

He told Helitech International Daily News that Sikorsky has invested in a number of optional aircrew and platform safety items that the company encourages operators to use. Chief among these are deployable emergency locators, crashworthy seats, emergency egress lighting, weather radars, NVGs and external video cameras.

In another strand, the manufacturer’s latest iteration of its Apple iPad-hosted flight calculator application for the S-92 and S-76D helicopters, the iFly Sikorsky v2.0, now offers internet-based weather data as well as common performance and weight and balance calculators.

The technology replaces the traditional flight manual documentation, providing an

The clever use of HUMS data has proven to be a good method of improving system reliability of platforms such as the AW189. (Photo: Leonardo Helicopters)


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16

when dealing with a critical system issue. The company is hoping to roll the technology out this year in the North Sea.

Operational advantageSimilar to Sikorsky’s obstacle avoidance focus, Airbus Helicopters is conscious of the need to produce terrain-awareness applications as a means to better support aircrew safety across its platforms.

Within the company’s latest avionics creation, Helionix – used in the H135, H145, H160 and H175 – sits a helicopter terrain-avoidance system and synthetic vision system. The suite has a four-axis autopilot, GPS and a traffi c advisory system and was designed to ‘positively impact operational safety’, according to company literature.

‘Helionix is a good example of how we improve safety by design, as it offers unrivalled pilot assistance in an intuitive human-machine interface, [providing] reduced pilot workload and unique fl ight envelope protection,’ said an Airbus spokesperson. ‘An example of a pilot assistance feature would be the sort of “panic button” in the H175 that can be used in case of loss of situational awareness. The pilot double clicks and the helicopter rights itself at the right speed.’

The aircraft is also fi tted with an autonomous cockpit camera, which records crew actions. Missions can then be replayed by aircrew, allowing training and procedural improvements to be made.

The H175 offshore variant is compliant with the safety and mission recommendations of the International Association of Oil and Gas Producers.

In October 2017, Airbus also received certifi cation for its Rig’N Fly software (Rig Integrated GPS

Approaches with Enhanced Flight Ability and Safety) on the aircraft model, which allows fully automatic rig approaches to take place.

Rig’N Fly relies on a series of sensors, including GPS, barometric altimeter, radar altimeter and a weather radar, creating better fl ight precision than would be the case with GPS alone. ‘This automated mode reinforces

fl ight safety by allowing the crew to focus on fl ight parameters and the external environment,’ the company spokesperson said.

Super-medium helicopters such as the H175 could soon dominate new aircraft acquisitions, particularly in the offshore transportation market. A report entitled ‘Mind the Gap’, published in December 2017 by Waypoint Leasing, refers to the oil and gas industry as one ‘beginning to rebound’ and predicts that as a result of

an ‘increase in rig activity, oil company earnings and tender activity’, the need for ‘safe and effi cient helicopter transportation will expand anew’.

Certainly, there is a case to be made that such a scenario could transpire, especially when the price points, MTOW, effi ciency and range of the super-medium class are compared against heavy helicopters. Nevertheless, however compelling Waypoint’s evidence might be, it is a little premature to place any certainty in the lessor’s assertions until greater numbers of super-medium helicopters are fi elded and their safety records can be analysed.

As of July 2017, the global fl eet of H175s totalled 15, with 12 of these completing oil and gas missions in the North Sea and one operating in the Gulf of Mexico.

Meanwhile, approximately 150 AW189s have been sold to date by Leonardo Helicopters. The type has EASA certifi cation for a 50-minute run-dry-capable main gearbox, which exceeds the current 30-minute standard for aircraft to operate safely when a loss of lubricant occurs.

The H175 has achieved this standard, a capability that is particularly signifi cant for offshore operations, where

Helitune’s RT-6 is a system built for rotor track and balance. It measures vibration and the rotor blade track split. (Photo: Helitune)

The H175 offshore variant is compliant with the safety and mission recommendations of the International Association of Oil and Gas Producers. (Photo: Airbus Helicopters) Heli-One.com

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18

appropriate locations to land may be scarce. Aircrew can be confident that in the event of a failure, they have an extended time frame in which to conduct a safe landing and therefore avoid an accident.

Overcoming turbulenceCompleting the new era of super-mediums is the Bell 525 Relentless. Having already suffered a fatal crash when the first flight test vehicle (FTV-1) broke up mid-flight in Texas on 6 July 2016.

However, on 17 January 2018, six months on from the 525’s return to flight, the US National Transportation Safety Board (NTSB) published its report on FTV-1. The accident study details that the crew are understood to have experienced an unexpected 6Hz vibration 11 seconds into the routine test flight, when FTV-1 was undertaking one engine inoperative (OEI) tests at a speed of 185kt.

The report states that the OEI tests were conducted through the increase of ‘airspeeds with a heavy, forward centre-of-gravity configuration’. In an attempt to rectify the occurrence, the crew made manual inputs which actually further exacerbated the vibrations.

According to the NTSB, the ‘inability to maintain sufficient rotor rotation speed [led] to excessive main rotor blade

flapping, subsequent main rotor blade contact with the tail boom and the resultant in-flight breakup’ of the aircraft. This finding was determined by the telemetry data collected by the prototype’s airborne recording system.

‘The vibration was the result of an unanticipated combination of very high airspeed with a sustained low rotor rpm condition,’ Bell confirmed in a statement. The company has since implemented ‘further enhancement’ of the filtering system on the pilot’s side-stick controller, ‘so that vibrations of the pilot stick are not passed to the rotor system’.

The clean-sheet design of the Relentless offers much where enhanced aircrew safety measures are concerned, as it is complete with fly-by-wire technology, which is being marketed as reducing pilot workload and fatigue.

Upgrades of the second and third 525 prototypes include a Garmin flight guidance suite and an optional kit for active vibration control, a further sign that Bell is actively analysing and committing to new safety measures.

These efforts have been at the expense of meeting certification targets, as the company confirmed to Helitech International Daily News: ‘A pause to flight time [has] allowed for the team to upgrade the prototype aircraft

to more closely represent the production design.’

However, even after civil authorities permit an aircraft to return to flight after such an incident, there is no guarantee that market confidence in the type will return quickly, if at all.

While manufacturers continue to follow these kind of rigorous certification processes, which remain representative of safety best practice, they cannot reasonably take into account every eventuality that may take place once an aircraft takes flight. Whilst avionics, flight control systems, airframes and engines have become more robust over time, the potential of technical and human errors persists.

Predictive protectionFor Honeywell, the capturing of aircraft data in a faster format than the company’s current market offerings has been achieved with its next-generation HUMS solution, known as RECON. The system, named in relation to reconnaissance, is designed to reduce scheduled maintenance by 5-10% and decrease flight cancellations by 30%.

According to company literature, RECON enables predictive, condition-based maintenance utilising sensors on rotating parts, such as the main rotor, tail rotor and drivetrain, to measure the health

and performance of these critical components on an aircraft. In addition, the system collects, analyses and manages this data, giving operators and maintenance crews the capacity to detect and fix potential mechanical issues before a helicopter is grounded due to a fault.

Josh Melin, HUMS product line leader at Honeywell Aerospace, explained to Helitech International Daily News that the RECON communications system’s quick data processing through its array of modules and sensors saves the operator time. ‘It is eight times faster than previous systems. What that means is that it reduces our flight-testing acquisition by 85%,’ he said.

Melin explained that users are wanting ‘increasingly complex algorithms running to find condition indicators that indicate the health of the aircraft. It really provides operators HUMS data where and when they need it, whether that is in flight, post flight or in the hangar.’

‘It’s scalable and modular, so you only have to buy what you need. [RECON] consists of a power supply module [and] a vibration processing module… Those modules can be together or split apart,’ he continued.

The modules can be dedicated to specific parts of the helicopter – for example, a vibration-processing module can be applied to the tail rotor. Furthermore, if an operator is already utilising sensors or software by Honeywell, the RECON system can complement this and interface with those systems.

Influenced by evolving demand from customers for the ability to monitor the health of their helicopters, Helitune develops technologies that help to form a wider picture of the aircraft’s maintainability, which also contributes to crew safety. The company launched its Vehicle Health Monitoring System (HT-VHM) in 2015, which looks across all measurement channels, rotors and raw data storage.

In addition, the Helitune RT-TipTrak is an advanced

Honeywell’s new HUMS technology, RECON, aims to help civil and defence helicopter operators ensure aircraft availability while increasing safety and reducing operational and maintenance costs. (Photo: Honeywell)



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line-scan tracking camera that uses digital image-processing techniques to measure blade tip track data accurately and in real time. It can be used as part of onboard HUMS or carry-on rotor track and balance systems.

Captured data continuously feeds status reports to the avionics suite. Diagnostics enables the operator to closely monitor the aircraft’s stresses after each flight.

The capacity to access the HT-VHM status reports means that operators will no longer have to conduct routine test flights, as the system provides data that ensures the vibrations, balance and track of the rotorcraft can be regularly maintained at healthy levels, strengthening its performance and long-term maintainability.

The RT-TipTrak has been proven on a number of helicopters, including the Leonardo AW169 and AW189. Helitune’s HT-VHM suite was

selected by MD Helicopters for use on the MD 902 Explorer as well as the new MD 969.

‘In May, we will integrate the functionality with the Genesys glass cockpit,’ Douglas Graham, general manager at Helitune, told Helitech International Daily News. ‘So, what the crew will be able to do is go into a synoptics page on the glass cockpit to initiate rotor track and balance data collections. They will be able to display the solutions on the glass cockpit.’

This built-in configuration will be retrofittable for the MD 902s, he added. The HT-VHM will include some additional components for the MD 969 by increasing the HUMS capability to measure more components on

board the aircraft. Helitune will serve MD Helicopters from Chicago, Illinois.

Industry is clearly dedicated to ensuring the safety of aircrew, represented through its work on applications that monitor the health and maintenance of an aircraft throughout its flight cycles.

While lessons can be learned from accidents, robust technological advances are acting as a preventative measure, making certain that crew safety remains of the utmost importance across the helicopter and aerospace industry as a whole. ■

The Sikorsky S-92 was the first helicopter to be certified under the latest FAA/JAA Part 29 airworthiness guidelines, which include new standards for crashworthiness, damage tolerance, bird strike and other safety-related criteria. (Photo: Sikorsky)


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Heavy metal

Industry sources see the ascension of the super-medium helicopter stealing the work of offshore missions from the heavies through the introduction of the H175 and AW189.

As a result of the oil and gas crisis in recent years, the sight of heavy helicopters sitting idle has become commonplace, with platform fl ight hours dwindling and pilots left twiddling metaphorical cyclics.

H225 multi-taskingOne prominent heavy civil helicopter is the Airbus H225. In 2017, the UK’s CAA and Norwegian aviation authority agreed to lift the no-fl ying ban on H225 and AS332 L2 aircraft further to the fatal accident in April 2016. Trust is returning to the platform as the OEM

continues to enhance safety measures and practices.

Announced in July this year, the H225 heavy twin-engine aircraft will be repurposed to suit public services and SAR missions for the Ukrainian government. Kiev is anticipated to take ten examples, with deliveries starting at the end of this year.

Three months prior to this, the Japan Coast Guard placed an order with Airbus for one H225 aircraft. Airbus’ Super Puma/Cougar family has increased orders for the platform across the civil and military sphere, with 23 net bookings in 2016 increasing to 54 last year, as stated in the company’s annual results for 2017.

In August, Bristow Norway started helicopter offshore crew change and SAR services. These will be performed by

the Sikorsky S-92. Whilst the heavy platform has not been purchased recently, the twin GE Aviation’s CT7-powered helicopter is highly utilised as a leasing platform.

This was demonstrated in May, when Milestone Aviation completed the purchase and lease back of four S-92 helicopters.

Waiting in the wings?A point of debate is whether tiltrotors will, like the super-medium helicopter, take a lion’s share of the heavy helicopters’ past dominance in offshore, SAR and transportation operations.

Bell is currently in the midst of its US Army development programme with the V-280 Valor. The medium-lift FVL aircraft is one of the platforms in the running for the replacement of the Sikorsky UH-60 Black Hawk

currently being used by the service. Sikorsky-Boeing are in the process of manufacturing their SB>1 Defi ant.

Despite Bell being military centric with the V-280’s development, the OEM does think there is a future for the platform in the civil sphere.

A Bell spokesperson confi rmed to Helitech International Daily News: ‘When you can drive costs down in the way we have and then increase your speed so your turn time is at least 2.5 times faster than the most modern helicopters, [as well as being] comparable to a turboprop, and yet you are able to go into an urban or complex environment and do a vertical landing and just leave, we think there is commercial applicability. Right now, we are focused like a laser on our military customers, but is

Airbus is currently in the midst of developing the Rapid and

Cost-Effi cient Rotorcraft, known as Racer. (Image: Airbus)

Are we likely to see heavy models fade away as focus shifts towards

the next generation of fl ight and interest shifts to tiltrotors?

By Helen Haxell



21

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there a commercial future to it? Absolutely.’

The company spokesperson added that the tiltrotor could see a role in SAR operations, which commonly use fixed-wing and rotary teaming.

‘Right now, for example, a search and rescue [mission] is commonly carried out with a combination of a fixed-wing aircraft going out using a search radar to find the site or ship or people who are adrift at sea, and then radioing back to a fixed location.

‘The fixed-wing aircraft stays on site and drops things for assistance, then the helicopter arrives and completes the actual rescue. Just think of the advantages if you were able to do all that in one fell swoop with a tiltrotor,’ the spokesperson said.

In February of this year, Leonardo Helicopters revealed its civil launch customer for the AW609 tiltrotor is the Era Group.

The US company signed an MoU in 2016 and is set to receive two of the aircraft by 2020 after

certification. At the time of the announcement, Chris Bradshaw, CEO of Era Group, stated: ‘We see the AW609 as part of our future, and look forward to building upon the collaboration with Leonardo as Era prepares to launch commercial tiltrotor operations across the diverse missions we operate.’

The fourth prototype of the aircraft is scheduled to begin flight testing before the end of the year. By July, the AW609 had surpassed 1,400 flight hours, although a further few hundred hours are due to be flown before certification.

The need for speedWhilst Airbus is not developing a tiltrotor per se, the company is currently in the midst of developing the Rapid and Cost-Efficient Rotorcraft (Racer).

The high-speed demonstrator is expected to reach a cruise speed of up to 215kt, powered by twin Safran Aneto 1X engines.

David Prevor, senior marketing executive at Airbus Helicopters, commented on the company’s approach, in collaboration with the European Commission, to Racer in comparison with competitors’ tiltrotor projects. ‘We have taken, perhaps, in a way, a different direction from the others in terms of not being a tiltrotor. We are talking about something a little bit different,’ he said.

‘Our target is more to achieve a speed of 400km/h because when we [consider] the market today in terms of high-speed tiltrotor technology, it’s rather expensive in terms of operations and even acquisition costs. We are trying to find another way to achieve the high speed [through] different means,’ Prevor explained.

With limited new sales in existing platforms by the current heavies, next-generation rotorcraft could well come to dominate the offshore, passenger transportation and SAR mission sets in the forthcoming decade. ■

The S-92 is highly utilised as a leasing platform, as demonstrated in May, when Milestone Aviation completed the purchase of four of the type. (Photo: Sikorsky)

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AW609 H225 S-92

SUMMARY

Supplier Leonardo

HelicoptersAirbus Helicopters Sikorsky

Engine2x Pratt & Whitney

Canada PT-6C2x Turbomeca

Makila 2A 2x General Electric

CT7-8A

First Delivery Date - 2005 2004

Out Of Service Date - 2030 2029

Status Developmental In production In production

ATTRIBUTES

Length (m) 13.3 19.5 20.9

Rotor diameter (m) 2x 7.9 16.2 17.2

MTOW (t) 7.61 11.2 12.6

Empty weight (t) 5.13 5.6 7.1

Max speed (kt) 275 175 165

Cruise speed (kt) 250 142 150

Range (km) 1,390 838 1,013

HOGE (ft) 5,000 2,600 6,700

HIGE (ft) 10,000 6,350 9,200

Crew 2 2 2

Passengers 9 19 19

HEAVYLIFT ROTORCRAFT

The Bell/Agusta BA609 became the first tiltrotor designed for the civilian market to fly in March 2003. In June 2011, Leonardo took full ownership of the programme and rebranded the aircraft the AW609. The AW609 integrated development team is based at Cascina Costa, Italy and Philadelphia, USA.

AW609

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The H225 (known as the EC225 until March 2015) is the latest evolution of the Airbus Helicopters’ Super Puma family. This 11t helicopter has more than 500,000 flight hours logged in worldwide service to date. Airbus produces the H225 in passenger transport and VIP configurations.

H225

The S-92 is a twin-engine heavy-class helicopter developed for both civil and military applications. Announced in 1992, the programme was officially launched in 1995, primarily as a replacement for the S-61. The S-92 made its first flight on 23 December 1998, with FAA type certification awarded in December 2002.

S-92


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Civil servicing

Commercial companies are increasingly supplying support to military helicopter operations, providing solutions to the marketplace in different ways, saving militaries money and allowing them to concentrate on operational tasks. By Jim Winchester

HeliOperations, a UK company, purchased the former Maritime and Coastguard Agency base at Portland, Dorset, in 2017, where it now runs a SAR and deck landing training facility.

In the military market, the company’s main activity is supporting training for the Federal German Navy (FGN), which still fl ies 21 Westland Sea King Mk41s purchased in the early 1970s.

German Navy pilots had previously received training with the Royal Navy (RN). With the wind-down of the latter’s Sea King fl eet and the end of the training pipeline, the Germans requested that the RN continue supplying training to fi ll the gap until the NH90 is in service in 2022, but that was not possible.

The solution was for the RN to provide the two Sea King Mk5s operated on the UK military register and some technical assistance to HeliOperations to allow it to offer a course for German aircrew. Previously, the

Germans were trained to fl y the Sea King Mk5 and required a conversion course to fl y the Mk41 when they returned, but now they are offered a tailored course.

The fi rst course for German crews started in September 2017. The contract calls for the training of 12 pilots, eight of them ab initio and four receiving command upgrade training.

FGN pilots now arrive at Portland having learned to fl y on the Airbus H135 in Germany rather than the single-engine RN Gazelle as they did previously. They also get a two-stage course, fi rst converting to a heavy multi-engine, multi-crew helicopter then undergoing operational fl ying training (cliff and boat winching and rescuing survivors in water by day and night).

The original contract was due to end in September 2018, but HeliOperations hopes to get a continuation. It sees a niche for a company able to provide military fl ying training for partner nations as long as the UK government is

willing to support it. The fi rm is exploring opportunities for various different military aircraft in a variety of roles.

Looking after ChinooksSince 2006, Toronto-based Vector Aerospace – now StandardAero – has conducted maintenance on the Royal Air Force’s (RAF’s) Chinook fl eet under the Through Life Customer Support contract, which covers airframe, avionics and component support.

When signed in 2006, the overall contract was worth $360 million for the fi rst fi ve years, and was expected to save the UK MoD almost $295 million over the course of its 34-year lifespan. In April 2015, the contract was extended for fi ve years. The Chinook fl eet has grown from 46 to 60 airframes in that time and may increase further in future.

The Chinook work is spread around StandardAero’s facilities at Fleetlands near Gosport, Hampshire, and Almondbank, Perthshire, Scotland. The former was previously part of the Defence Aviation Repair Agency and was transferred in 2008.

In early 2018, StandardAero added a support contract for the British Army Air Corps’ Gazelle AH 1 fl eet. Maintenance of these platforms has been carried out at Fleetlands since the type entered UK service in 1973. Today 26 Gazelles remain in service, with a planned out-of-service date of June 2022.

StandardAero also has an aircraft refi nishing facility at Fleetlands that can handle large helicopters. Recent projects have included repainting the HeliOperations Sea Kings in a hybrid civil/military scheme.

Lift offThe airlift division of AAR Corporation based in Wood Dale, Illinois, provides helicopter

support under both contractor-owned, contractor-operated and government-owned, contractor-operated deals.

In March 2016, Team AAR – including AAR’s Airlift division, British International Helicopters (BIH) and Air Rescue Systems – began SAR and support helicopter operations in the Falkland Islands with Leonardo AW189s and Sikorsky S-61Ns.

This is part of a ten-year, $275 million contract signed with the UK MoD in January 2015 to provide SAR, EMS, rescue hoist operations and passenger and cargo transfers within the islands.

The two AAR AW189s are leased to BIH and were the fi rst of type to be certifi ed by the CAA for civil SAR, replacing the RAF Sea King HAR3s, which were retired in 2016 after many years on the islands.

At the peak of its operations in Afghanistan in 2013, AAR fl ew around half of the 50 helicopters operated by six civilian contractors on behalf of the US Transportation Command, with two Sikorsky S-92s, 20 S-61s and two Bell 214s performing troop and cargo transport, including sling load missions, in support of forward outposts.

Reaping benefi tsAs US military commitment reduced, contract operations allowed DoD helicopters to be withdrawn and replaced with civilian aircraft. However, restrictions are in place that prevent AAR and other contractors fl ying in high-threat areas.

Nonetheless, hits from ground fi re are not unknown. Most recently, AAR was issued a nine-month, $21.7 million extension to its Afghanistan contract, covering the supply of two S-92s, crews and maintenance.

Under a contract to the US Maritime Sealift Command, AAR also operates vertical replenishment services for US Navy ships in the Arabian Gulf, Indian Ocean and Mediterranean Sea, using six SA330J Pumas. Use of contract aircraft frees up navy helicopters units for operational duties. ■

An H215 Super Puma helicopter transports supplies during a vertical replenishment. (Photo: US DoD)


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26

Aircraft Operator Month Total

Ка-32A11BC Multiple customers January 7

AW169 Falcon Aviation January 3

S-76C++ Helijet International January 6

S-64E Korea Forest servce January 2

MD 530F Gwinnett County Police January 1

AW169 ABC Japan February 1

Bell 505 Undisclosed Vietnamese operators February 2

H130 PhilJets February 1

H135 Excel Japan February 1

AS365 N3+ Hokkaido Govt Japan February 1

EC125e Metro Aviation March 25

AW109 Trekker Sino-US March 15

AW119Kx Sino-US March 7

AW139 Sino-US March 4

AW169, AW139 and AW189

Multiple operators March 17

AW119Kx Rwanda March 2

H160 Undisclosed US operator March 4

H160 Babcock March -

H125 HTM March 4

H130 Auto Panther March 1

H125 Noeevir Aviation March 1

H135 Nakanihon Air service March 1

H125 Helifl ite China March 7

H130 Helifl ite China March 3

H175 Pegaso March 1

H145 Boston MedFlight March 3

Bell 505 Jet Ranger X

Helicopters Inc March 2


Helisul Taxi Aereo March 4

Bell 407GXi Air Methods March 6


Sacramento Police March 1

SH09 Helitrans March 12

SH09 Safomar Aviation March 2

SH09 Canadian operator March 3

SH09 New Zealand operator March 2

Helicopter orders placed since 1 January 2018Aircraft Operator Month Total

SH09 Swedish operator March 1

S-70i San Diego City March 1

AW119Kx Chilean operator April 1

AW109 Trekker Chilean operator April 1

H160 Brazilian operator April 1

H160 Pakistan government April 1

H225 Japan coast guard April 1

Bell 429 Phillipines operator April 1

AW139 Malaysian operator April 4


Rangtikei April 1

Bell 429 Edic May 1

S-70 Black Hawk California Department of Forestry

and Fire ProtectionMay 1

AW169 Mountain Flyers of Switzerland June 1

S-70i Black Hawk Polish Police June 2

Ansat Avia Capital Services June 10

R44Universities of North Dakota and Southern

UtahJune 2

H225 Ukrainian Ministry of Interior July 21



AW139 Aramco Overseas Company July 17

H145 Philippine Coast Guard September 1


KIDL Helicopters Operations in Kenya September 1

H145 Armaco September 1


Avialift Vladivostok September 5

H145 Devon Air Ambulance September 1

Ka-32A11BC Aersud Elicotteri September 2

MD 530F Tennessee Valley Authority (TVA) September 2

Ka-32A11BC Avialift Vladivostok September 1

Kamov Ka32 Avialift Vladivostok September 1


South African operators September 2

Enstrom 480-B Safomar September 1

Ansat Russia’s National Service of

Medical AviationSeptember 104

Mi-8AMTRussia’s National Service of

Medical AviationSeptember 46

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BUSINESS INSIGHT

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28

09:30-11:00 Planning for Climate Change

Climate change has an impact on all our industries. What are the considerations the rotorcraft industry needs to take into account to ensure smooth adaptation?Chairperson: Paul de Jonge van Ellemeet, VP Marketing, Leonardo Helicopters

09:30-09:40 Welcome & Introductions Paul de Jonge van Ellemeet, VP Marketing, Leonardo Helicopters

09:40-10:05 How Will Climate Change Affect Aircraft Operations? Dr. Paul Williams, Professor of Atmospheric Science, University of Reading

10:05-10:30 Effects of Climate Events on the Helicopter IndustryChristian Müller, CEO, Next-Generation Flight Training

10:30-11:00 Panel discussion and audience Q&A

11:30-13:00 The Future of Rotorcraft: Hybrid, Electric & Autonomous Flight

This session will explore the future of rotorcraft, from various industry leaders, regarding e-VTOL, electric-hybrid, autonomous flight and airworthiness. The panel will explore future opportunities along with the various associated technical concepts and ‘hurdles’ facing this exciting emerging market segment from the air-framer, propulsion system, airworthiness and air traffic management perspective.Chairperson: James Payton, Vice President, Customer Business, Helicopters, Rolls-Royce Defence, Rolls-Royce

11:30-11:40 Welcome & IntroductionsJames Payton, Vice President, Customer Business, Helicopters, Rolls-Royce Defence, Rolls-Royce

11:40-12:40

Presentations from:• David Alfano, Hybrid Helicopter Program Director, Airbus • Matheu Parr, Technical Project Manager, Rolls-Royce• David Solar, Acting Head of Rotorcraft Department, EASA


13:30-15:00 Airframes: Bringing New Technology to Older Craft

This session will discuss integrating next-generation technologies into existing aircraft.

13:30-13:35 Welcome & Introductions

13:35-13:55Say Hello to the H160 Composite Airframe Antoine Fleischmann, Senior Support & Services Promoter & Alexander Honold, Head of Stress Analysis Department, Airbus Helicopters

13:55-14:15 Innovative Safety Technologies for Enhanced Occupant Protection and Extended Aircraft Lifetime Manny Atwal, Vice President of Sales, Marketing and Business Development for Helicopter Services, StandardAero

14:15-14:50 Integrating Next-Generation Technologies into Existing Aircraft Kip McDermott, VP Engineering, Aviation Specialities Unlimited, Inc.


Focus on Technology Mary Jennings Hegar Theatre (Theatre 1)

Thursday 18th October Conference Programme



29

Focus on Technology Mary Jennings Hegar Theatre (Theatre 1) 09:30-11:15 Training – Pilots & Maintainers

Line Operations Safety Audit (LOSA) and Competency Based Training (CBT): Gathering evidence to develop a standard measurement framework for the industry for pilots and maintenance staff.Chairperson: Scott Carmichael, Project Manager, HeliOffshore

09:30-09:35 Welcome and IntroductionsScott Carmichael, Project Manager, HeliOffshore

09:35-09:50 Total System Approach to Maintenance Error ManagementScott Carmichael, Project Manager, HeliOffshore

09:50-10:05 Maintenance Human Factors: Beyond TrainingAndy Evans, Director, Aerossurance Limited

10:05-10:20 Maintenance Standards, Work as Imagined vs Work as Done. What’s Your Gap and How Do You Know?Chris Drew, Business Development Manager, Baines Simmons

10:20-10:35 The Future of Flying Training?Richard Carvell-Shepherd, Aviation Sector Air Safety and Operational Standards Director, Babcock International Group

10:35-10:50 How Do You Assure Trainer and Checker Competence?Jon Hopkinson, Director, Flight Standards, CHC Helicopter


11:45-13:00 Using Data to Improve Operations

This session will look at the advances being made in sensors and the issues around data.Chairperson: Dr Matt Greaves, Safety Intelligence Project Manager, HeliOffshore

11:45-11:50 Welcome & IntroductionsDr Matt Greaves, Safety Intelligence Project Manager, HeliOffshore

11:50-12:15 Decision-making in an SMSJohn Franklin, Head of Safety Actions and Safety Intelligence Coordinator, European Aviation Safety Agency (EASA)

12:15-12:40 Big Data v Lean Data: Which is best for implementing real-time data into operational proceduresRuben Stepin, Manager, Advanced Systems Group at SKYTRAC Systems Ltd


13:30-15:00 Connectivity & Big Data

This session will explore what operators need to do to maximise benefit from this technology. Chairperson: Dr Matt Greaves, Safety Intelligence Project Manager, HeliOffshore

13:30-13:35 Welcome & IntroductionsDr Matt Greaves, Safety Intelligence Project Manager, HeliOffshore

13:35-13:55 Communicate. Anywhere.Håkan Österhed, Senior Business Development Manager – Aviation, Network Innovations Sweden

13:55-14:15 Developing Need for Helicopter Satellite Communications Robert Squire, Director Thales Certus, Thales

14:15-14:35 Connected Helicopter – Critical Mission Case Study Tim Roberts, Connected Aircraft Sales and New Business Development Director, Honeywell Aerospace


Focus on Technology Winkle Brown Theatre (Theatre 2)



30

On display at Helitech International 2018

LANDING IN 2019

Energy & Marine

Organised by

We are pleased to announce that

will be evolving to:

VISIT STAND M80 TODAY TO FIND OUT ABOUT THE NEW OPPORTUNITIES AVAILABLE

Join the conversation: #helitech

helitechinternational.com

Photos by Tony Skinner

For a full archive of Helitech International 2018 news and video coverage, visit: www.shephardmedia.com



LANDING IN 2019

Energy & Marine

Organised by

We are pleased to announce that

will be evolving to:

VISIT STAND M80 TODAY TO FIND OUT ABOUT THE NEW OPPORTUNITIES AVAILABLE

Join the conversation: #helitech

helitechinternational.com


http://www.helitechinternational.com

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DAILY NEWS - Defence news, analysis, data and market ... 2018/Helitech2018Day3w… · market’, especially where the light single and light twin segments are concerned. ‘We have