Heli Expo Convention News 2024

DAY 2

HELI-EXPO CONVENTION NEWS

FEBRUARY 28, 2024

SIKORSKY HEX TAKES SHAPE

By Mark Huber

Sikorsky unveiled renderings of its HEX concept hybrid-electric and autonomous tilt-wing technology demonstration aircraft on yesterday at Heli-Expo 2024. First flight is planned for 2026 and design goals include a range greater than 500 nm, high speed, and a 9,000pound maximum gross weight.

Developed in collaboration with GE, the design features a 1.2-megawatt GE turbogenerator propulsion pack, integrated flight and motor controls developed under Sikorsky’s Matrix program, and electric motors and power electronics developed by Sikorsky.

Paul Lemmo, Sikorsky’s president, said the design will reduce emissions, optimize engine performance, provide a quieter flight experience, improve safety of flight, and save on production and operating costs while contributing to

sustainable flight. Lemmo called HEX “transformative” for the company.

“We plan to apply learnings from HEX to both existing products and new aircraft in the future,” he said, adding that it will “serve as a testbed for demonstrating autonomy and hybrid propulsion, form the foundation for future product development across a range of configurations, and create opportunities for customer engagement and experimentation.”

Lemmo said HEX would be used to fulfill the goals of “three emerging mission concepts” that include advanced air mobility, agile logistics, and collaboration with uncrewed aerial systems (UAS), as well as incorporating safetyenhancing automation and flight controls for crewed and uncrewed applications.

Sikorsky is currently testing a 600-kilowatt motor being

AINONLINE . COM

The show floor was buzzing on Tuesday when exhibits opened. Attendees can see nearly 60 helicopters on static display here this week.

INFRASTRUCTURE

Operating standards

VAI addresses challenges in vertiport infrastructure availability and standards | 12

SAFETY

Post-crash insight

Veteran pilot Tim Hunter talks about a 2022 Bell 407 accident and his road to recovery | 16

MARKET DEMAND

Heavy helo rebound Demand surges for heavy twin-engine helicopters, according to Milestone Aviation | 19

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Orders roll in for Leonardo helicopters

By Mark Huber

Leonardo announced orders and commitments for up to 200 helicopters at Heli-Expo yesterday.

The Helicopter Company (THC), owned by Saudi Arabia’s Public Investment Fund, placed a firm order for 20 AW139 intermediate twins and inked a multi-year framework agreement for more than 130 Leonardo helicopters.

Air ambulance and helicopter services company Metro Aviation will take 30 AW09 singles in its role as distributor for the model in the U.S. and Canada. Metro also is supporting the AW09 by developing interiors and STCs for the aircraft and offering service and training for it. Metro operates a fleet of 170 helicopters and airplanes in 27 states and the District of Columbia.

Long-time Leonardo distributor for the UK and Ireland, Sloane Helicopters, has agreed to order nine AW09s, along with two AW109 Grand New and two AW109 Trekker light twin models. Sloane has delivered more than 110 Leonardo helicopters since 1995 and also represents the company’s Agusta VIP brand.

The Malaysian Maritime Enforcement Agency has ordered four Leonardo AW189 super-medium twins through Galaxy Aerospace to meet its long-range search-andrescue (SAR) mission requirement. The agency

already operates three AW139 intermediate twins. The new helicopters will be delivered in 2025 and 2026. More than 140 AW189s have been ordered and 90 delivered worldwide.

LifeFlight Australia has committed to three more AW139s, in addition to orders for two

others announced in late 2023 for its joint venture with StarFlight. These helicopters will boost LifeFlight’s AW139 fleet to 16 aircraft. Leonardo has delivered more than 130 helicopters to Australian customers and has an installed fleet of 60 AW139s flying parapublic missions there. z

Part 145 helo MRO launches in Saudi Arabia

Saudia Technic (née Saudia Aerospace Engineering Industries), one of Saudi Arabia’s leading aerospace companies, has partnered with United Rotorcraft to launch one of the region’s most comprehensive Part 145 helicopter MROs. The two companies held a formal signing ceremony on Tuesday at Heli-Expo 2024.

“The initiation of this collaboration is timely with the Kingdom’s surge in rotorcraft usage, spanning various sectors,” explained Saudia Technic CEO Fahd Cynndy. “With this partnership, we’re poised to lead this transformation.”

The move is aligned with Saudi Arabia’s Vision 2030, which emphasizes the “localization” of crucial industries. The helicopter facility will be part of Saudia Technics’ MRO Village, an

area dedicated to aircraft repair covering approximately one million square miles in Jeddah.

With more than a quarter-century of experience in helicopter maintenance and modifications in support of critical air operations, United Rotorcraft—an Air Methods subsidiary—will help develop the rotorcraft MRO into a center of excellence serving operators in Saudi Arabia and the surrounding region.

“It’s an honor to contribute to Saudia Technic’s visionary project,” said United Rotorcraft president Larry Alexandre. “Our combined efforts will not only establish a leading helicopter MRO in the region but will also cultivate local talent, contributing to Vision 2030 and fortifying the industry’s future.” C.E.

Saudi Arabia’s The Helicopter Company (THC) placed a firm order for 20 AW139s and signed an agreement for up to 130 additional Leonardo helicopters.

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Daedalean builds blocks to AI-powered autonomy

By Matt Thurber

Software developer Daedalean is making inroads on development of artificial intelligence (AI) tools that power pilot assistance and eventually autonomous flight operations. These tools will be incorporated into upcoming avionics products and aircraft.

Daedalean uses the term “situational intelligence” to describe how its AI tools will help pilots. What Daedalean is not doing is creating “this massive AI brain, and out comes this magical situational intelligence,” said Luuk van Dijk, founder and CEO of the Switzer land-based company. “We have to work within the bounds of certifi ability. We’ll use it for functions that are hard to capture in traditiona

assistance, then single-piloted vehicles, then full autonomy,” said Yemaya Bordain, president of Daedalean’s Americas business. One product will be an AI-enhanced flight planning system that integrates with the aircraft’s autopilot and enables autonomous navigation and dynamic updates in real time. This will

regulators such as the FAA and EASA.

On the hardware side, Daedalean is designing high-performance computers and sensors such as high-resolution cameras and radar.

“We’re also working on situational intelligence,” Bordain said, “applying AI in applications that today and in recent years were key enablement capabilities that have been reserved only to humans.”

One of the early Daedalean products will be PilotEye, a machine-learning traffic awareness system, which is being developed in partnership with avionics manufacturer Avidyne. “We’re targeting to have this certified by the end of this year or early next year,” sh e said.

AI is needed because traditional software doesn’t have the capability, for example, to look at photos of airplanes and distinguish which shows an airplane and whether the airplane is on a runway. This skill is key to the work that Daedalean is advancing to use AI to spot aircraft and help them navigate safely around other traffic. “That’s hard to capture without AI techniques,” van Dijk said.

“The product roadmap initiates with pilot

ensure an aircraft can safely travel through designated corridors like, for example, an eVTOL flying at low altitudes.

“We’re simultaneously developing enabling technologies to facilitate autonomy,” she said, and this is being done in collaboration with

Bordain said that Daedalean has applied to become an EASA design organization.

“We expect we will be the only company in the world that knows how to certify machine learning by earning that designation.”

Another avionics manufacturer that has partnered with Daedalean is Moog’s Genesys Aerosystems unit. “Their go-to-market aligns well with what we want to do,” she said. “We see ourselves as a company that can work across the value chain, with avionics makers, airframers, and through partners to provide whole systems.”

“These are not R&D projects, but products,” van Dijk said. “Partnering with Moog and Genesys, it’s nice to have a brain [from our system] but we need to have an autopilot and FMS to integrate with. We can immediately address all platforms they put their FMS and autopilot in.” z

Airbus seals deals for more than 130 helicopters here in Anaheim

Airbus inked orders for up to 134 helicopters yesterday at Heli-Expo 2024. Saudi Arabia’s The Helicopter Company (THC) signed a framework agreement for up to 120 helicopters over the next five to seven years.

That deal includes firm orders for eight H125 singles and 10 H145 twins that are converted options from an earlier contract. It brings THC’s total firm orders from Airbus Helicopters to 60, of which 25 are already in service. The new H125s will support aerial work and tourism, while the H145s will be used in a variety of roles including air ambulance and corporate transport. THC currently has 47 aircraft that serve diverse segments.

German helicopter emergency medical services operator DRF Luftrettung and Airbus Helicopters announced a firm order for seven H145 helicopters and options for three more. These helicopters will also be covered by DRF’s fleet-wide Airbus HCare Smart contract, which provides parts-by-the-hour support. DRF Luftrettung and its subsidiaries operate more than 50 Airbus H135 and H145 helicopters.

In addition, West Virginia-based HealthNet Aeromedical Services signed an agreement to take four more H135s. The medevac operator has an all-Airbus fleet of H130, H135, and EC145 helicopters. C.E.

Daedalean’s AI-based products will assist pilots by monitoring traffic and other hazards.

Phenix’s heavy lift UAS makes Heli-Expo debut

By Matt Thurber

On display at Heli-Expo, Phenix Solutions’ Ultra 2XL heavy lift uncrewed aerial system (UAS) is targeting logistics, firefighting, agriculture, and defense applications where a helicopter might not be required.

The VTOL Ultra 2XL is powered by RollsRoyce’s M300 turboshaft engine and features a coaxial rotor system, which eliminates the need for a tail rotor. Maximum takeoff weight is 3,000 pounds and it can fly up to 300 nm with a top speed of 150 knots. Customers can add an optional 125-gallon auxiliary fuel tank to boost range to more than 900 nm with 500 pounds of payload.

This week at Heli-Expo 2024, Phenix is demonstrating its Ground Control System for managing Phenix flight operations. Flight

testing of the Ultra 2XL is planned immediately following Heli-Expo and will be done at Phenix’s range in McMinnville, Oregon.

“The Ultra 2XL is purpose-built to tackle the ‘dull, the dirty, and the dangerous’ missions that our defense and civil customers demand. With the Ultra 2XL, our customers now have an unmanned aircraft that can deliver on those promises.”

Alpine Aerotech is also showcasing its exhaust duct developed for the Ultra 2XL’s RR300 engine at Heli-Expo. “We are known as experts for exhaust manufacture and repair in the conventional helicopter industry, particularly on the Bell platforms,” said Alpine Aerotech manufacturing manager Taylor Wilson. “We understood Phenix’s project requirements and were able to deliver a cost-effective solution using our existing capabilities.” z

Helo scholarship programs offered for teens & women

Several rotorcraft organizations are ofering or supporting scholarship programs this week at Heli-Expo 2024. VAI and the Jef Pino Foundation are sponsoring the attendance of 150 area high school students on Thursday at Heli-Expo. STEM students from schools including Canyon, Corona, and the Bonita Unified School District are invited.

“Attending Heli-Expo is a transformative experience for these students, ofering them a chance to engage with industry leaders, speak directly to OEMs and their suppliers, and gain valuable insights into the rotorcraft industry,” said Greg Brown, VAI director of education and training services. “This experience goes beyond classrooms and textbooks, providing them with hands-on encounters with the latest innovations, technologies, and industry experts.”

Separately, Erickson and Volo Mission are marking $100,000 in external load training scholarships to Whirly-Girls International. Whirly-Girls notes that women represent an estimated 10 percent of pilots, and access to additional training opportunities for them is limited. Scholarship recipients will undergo 10 days of long-line operations training. M.H.

Editorial inquiries: Charles Alcock

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Advertising inquiries: Victoria Tod vtod@ainonline.com, +1 (203) 733-4184

The Ultra 2XL heavy lift UAS from Phenix Solutions has a maximum takeoff weight of 3,000 pounds.

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We are expanding and strengthening our commitment to our members as they explore new heights in vertical aviation. VAI provides connection, education, advocacy, safety, and support to everyone associated with our industry. And together, we will strengthen communities around the world through the power of vertical flight. Learn more, visit verticalavi.org

The Veris virtual reality flight simulator platform was developed by TRU Simulation + Training and works for both rotary- and fixed-wing aircraft.

Bell adds TRU 505 VR sim to training academy

By Matt Thurber

TRU Simulation + Training has developed the Veris virtual reality (VR) flight simulator platform for rotary- and fixed-wing aircraft and is demonstrating its first device—a Bell 505—this week at Heli-Expo 2024. Following the show, the Model 505 VR simulator will be installed at the Bell Training Academy in Fort Worth, Texas, with training for Bell customers to begin later this year.

Bell is the launch customer for the Veris simulator, which is part of TRU’s train-on-site concept, according to TRU v-p and general manager Jerry Messaris. The idea is to offer lower-cost but highly effective simulators that can be used closer to, or even at, customer locations.

“Covid probably was the catalyst,” he said. The inability to travel and strict training timelines that regulators had to loosen during the pandemic showed that local training offered many benefits. “This device is built not only for some of the larger training centers to use… but targeting those smaller fleet operators who don’t have the infrastructure to support the larger level-D full-flight simulator devices.”

A VR simulator costs roughly 10 percent of a full-flight simulator, but that isn’t its only advantage. Even with an electric six-degreesof-freedom motion base and digital electric control loading, Veris needs little space and has low power needs because it doesn’t have a large visual display. The footprint is 7.3 by 6.85 feet.

The pilot has a 360-degree view of the outside world through the Varjo VR headset but interacts with real flight controls, avionics, and systems in the device. The visual system is TRU’s Unreal Engine image generator, and

it can replicate shadows and reflections and create complex particle effects such as smoke, fire, and fluid, as well as realistic cloud simulation suitable for practicing flight into inadvertent instrument meteorological conditions.

Veris will be certified to FAA level 7 and EASA level 3 flight training device standards and will be usable for a significant amount of pilot training, including initial and recurrent training in the Bell 505 and other models that will be added later.

TRU is a Textron company and sister to Bell and Textron Aviation, so it has full access to flight performance and systems data from both aircraft manufacturers. The Bell 505, Messaris explained, “is exactly the same flight model” as the real helicopter, with the aircraft’s full Garmin G1000H avionics suite.

The 360-degree VR view also enables advanced training using custom visual scenes such as long-line vertical reference, EMS, smoke and fire, oil and gas, night vision goggle, and search-and-rescue scenarios. “This adds more capability than a traditional simulator,” he said.

Another advantage of the TRU simulator is that training providers can use it for practicing emergency scenarios that aren’t safe in a real helicopter. “This is better than a traditional flight training device,” said Bell Training Academy instructor Tim Otteson.

While the academy takes pride in emergency training in the real helicopter, he added, “There are a limited number of emergencies that we can do [in the helicopter]. I can’t fail your tail rotor or [replicate] an engine fire, but we can do these in this device with a level of fidelity that you don’t traditionally get in a flight training device.” z

Time to shine for large cockpit displays

Although large-area cockpit displays have come and gone, this time market acceptance and lower price points may lead to a resurgence in interest, driven by the Astronautics IBEX Large Area Display (LAD). A 20-by-8-inch resistive touch video display, IBEX LAD can be used to show flight, navigation, engine, and mission system functions, as well as symbology generated by external computing sources.

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MATT THURBER

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ASU unveils lightweight E3 night-vision goggle

By Matt Thurber

Heli-Expo visitors can try on the new E3 night-vision goggle (NVG) developed by Aviation Specialties Unlimited (ASU) this week at the company’s Heli-Expo booth. The E3 NVG is 30 percent lighter than the previous generation NVG, and visitors can experience both goggles to feel the weight difference and test features.

ASU’s E3 NVG meets FAA technical standard order 164a for environmental standards testing and it is made using aluminum and titanium. The lighter weight helps alleviate neck strain, according to ASU, and the E3 has “intuitive adjustments [that] further enable enhanced lookaround viewing experiences.” The goggle is also backward-compatible with existing Anvis mounts and battery packs.

“While we showcase E3’s innovative features,” said ASU v-p of sales Dan Meyer, “we also want attendees to actively engage with the technology. Our hands-on interactive display offers a tangible experience, allowing visitors to appreciate E3’s capabilities and its impact on redefining industry standards.”

ASU has begun taking orders for the E3 NVG. On Monday, it held a professional education course on NVG technology and nighttime aviation safety, conducted by ASU director of operations Tony Tsantles. z

Donaldson debuts inlet barrier filter for AW169

By Curt Epstein

Coming off a year of record sales for its industryleading series of inlet barrier filters (IBF), Donaldson Aerospace & Defense is publicly debuting its IBF for the Leonardo AW169 this week at Heli-Expo 2024.

Donaldson launched its IBF line—which provides engine protection for helicopter operations, particularly those operating in harsh conditions—in 2001. Since then, the company noted that rotorcraft equipped with its IBFs demonstrate reduced engine maintenance costs, more consistent flight operations,

and extended time-on-wing.

According to the manufacturer, its recent IBF sales have benefitted from increasing demand in helicopters used for defense and aeromedical missions.

“The success of our IBFs is a testament to our ongoing commitment to our helicopter OEM customers—listening to them and continually adding new products to support the industry,” explained Tom Newman, the company’s rotorcraft business director.

At its Heli-Expo booth, Donaldson is also showing off its new inducer vent filtration system for the Bell 407. z

Airwolf’s Bell UH-1 series TT straps get U.S. DLA source approval

Airwolf Aerospace’s Bell UH-1 series TT straps have received U.S. Defense Logistics Agency (DLA) source approval. Airwolf already has sold thousands of TT straps for Bell UH-1, 204, 205, 210, and 212 helicopters under FAA STC approval and EASA validation.

With DLA approval, Airwolf’s cage code has been added to the Approved Manufacturing Parts Listing (AMPL), allowing Airwolf to participate in U.S. DLA solicitations for direct foreign military sales on an equal footing with OEMs. According to Airwolf, this will facilitate competition and lower prices. The company said it has more TT straps and elastomeric components pending

DLA, FAA, and other civil approvals.

Airwolf TT straps have been in service since March 2011. In November 2012, it increased the TT strap calendar life limit by 50 percent to three years, and the company is now selling four-year Bell 206 TT straps with FAA approval with validation from EASA, Transport Canada, and ANAC in Brazil.

Airwolf was the first company to gain STC approval for TT straps on medium Bell helicopters. Airwolf TT Straps for Bell UH-1, 204, 205, 210, and 212 were certified by the FAA in late 2015. M.H.

The new version of the night-vision goggle from Aviation Specialties Unlimited is 30 percent lighter.

PHI celebrates 75 years

By Mark Huber

PHI is celebrating its 75th year. Founded in 1949 as Petroleum Bell Helicopters with three Bell 47s and seven employees that transported seismic crews in South Louisiana, the company is now headquartered in Lafayette, Louisiana, and has grown to more than 200 helicopters from a variety of OEMs and 2,500 employees worldwide. Its fleet has logged more than 12 million flight hours.

The company currently has four main components: global energy services division PHI Aviation; U.S.-based air ambulance provider PHI Air Medical; logistics services division Helipass; and PHI MRO Services.

“PHI has a rich history of innovation and performance—one we are extremely proud to continue today,” said PHI CEO Scott

McCarty. “Thank you to all our customers, past and present, for your continued trust; thank you to the communities in which we operate for welcoming us with open arms; and of course thank you to all past and present employees for making PHI what it i s today.”

Late last year, PHI filed the necessary documents with the U.S. Securities and Exchange Commission to become a publicly traded company. For 2022, it posted revenues of $760 million. For the first nine months of 2023, it posted revenues of $659.6 million and claimed a net income of $74.58 million for the period.

In September, PHI signed a deal with Airbus Helicopters to acquire 20 super-medium twin H175s and eight intermediate twin H160s to serve the worldwide energy field, including in the U.S. Gulf of Mexico. z

NOW TAKING ORDERS

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VAI tackles standards and AAM infrastructure

By Kerry Lynch

As the newly dubbed Vertical Aviation International (VAI) broadens its horizons, the association is managing a full plate of challenges confronting the association’s expanded reach such as infrastructure availability and operating standards.

“We’ve been trying to make sure we don’t lose any current infrastructure that helicopters have access to today,” VAI president and CEO James Viola told AIN. “The second thing that we’ve been…doing is trying to get a buy-in from the government that all current infrastructure can be used by future [advanced air mobility] vehicles.”

Viola conceded that VAI is not ready to call these efforts a success yet, worrying that the FAA’s standards are too restrictive. Importantly, he is concerned that infrastructure standards must build in flexibility to enable service not only in the cities but in rural communities and take into account large and small operations.

“I just think that we’re thinking too big with vertiports instead of making them as small as possible so you can service the small communities. We just went a little overboard,” he said. “I’ve heard people say that they don’t like the fact that helicopters can land anywhere and they’re going to make sure these vertical

aircraft [of] the future can’t do that. That’s a bad statement.”

VAI’s infrastructure group has been pushing to prevent overregulation that is designed for large facilities but serves as a barrier to smaller ones. “They want to build a vertiport that’s a JFK [John F. Kennedy International Airport],” and that’s unnecessary for all operations, he said. “They need to be able to land where we need them to land.”

Safety for Vertical Lift

However, there is a reluctance to facilitate smaller facilities because so many parameters involving advanced air mobility (AAM) vehicles—such as eVTOL aircraft—still need to be ironed out. “Governments think that they need to regulate the size of these big vertiports so that they can all use them,” he said.

But with helicopters, that isn’t the case, Viola said, pointing to the differences between a Robinson R22 and a Chinook. “There’s a lot of places that are capable [of handling small vehicles], and my concern is that the regulators want to keep you from doing non-standard things. Our job is to be able to do non-standard things safely—things that airplanes can’t do—and provide additional capacity to the community.”

The FAA in 2022 issued initial vertiport

standards and is expected to issue an advisory circular with guidance later this year or next. EASA also has issued its initial standards.

Whether the FAA and the aviation community at large are ready for these vehicles, Viola said, “We have to be.” But getting the government standards in place is difficult.

Viola pointed to issues that Leonardo has encountered obtaining approvals for the AW609 civil tiltrotor—a process that has been ongoing for well over a decade and has been caught up in powered-lift requirements. “I’d really like to see some progress made by the U.S. on that,” he said.

The FAA last year proposed a special federal aviation regulation for a wide-ranging powered-lift category encapsulating everything from the 609 to eVTOL aircraft. That SFAR would have a 10-year timeframe. VAI asked its members, “How much pushback do we want to do on that?” because there are several concerning items. However, the industry asked not to slow it down because it is a critical rule to pave the way for AAM. “So, they’re going to live with it,” but it may cause difficulties over 10 years.

“It’s possible you can pick off the worst issues one by one through minor changes and exemptions. That’s a process,” he said. “We’ll be working for 10 years to try to fix this stuff.” He cited as an example a requirement in the proposal for dual-pilot aircraft for training. Yet eVTOLs are largely being developed for single-pilot. “How are you going to do that?” he asked.

However, Viola was encouraged that the FAA has a new administrator in place with the confirmation late last year of Michael Whitaker.

“We think he has shaken the tree because people are saying that there are emails that they’ve been waiting on for 90-plus days that are now getting answered,” he said. “Somebody told them to start responding to your emails.”

This is critical regarding not only projects for eVTOL aircraft and the Leonardo AW609 tiltrotor but also more traditional projects such as the Bell 525. Delays are preventing more efficient, sustainable, and safe aircraft from entering service. “They’re bringing better burning engines, they’re bringing the capability, they are bringing efficiency,” he said. z

VAI’s president and CEO James Viola is concerned that vertiport standards aren’t flexible enough to enable advanced air mobility operations that can serve cities as well as small communities.

mental health program

By Kerry Lynch

The United States Helicopter Safety Team (USHST) has developed a Peer Pilot Program as the aviation community steps up efforts to assist professionals with mental health issues.

On the schedule for discussion during USHST’s all-hands meeting (held on the eve of Heli-Expo 2024), the program is designed to have volunteer pilots and others offer a confidential and safe place to other pilots in need of support. Pilots would connect with volunteer peers through USHST.

“The USHST in collaboration with Vertical Aviation International identified the need for a Peer Pilot program, providing assistance to pilots who may have encountered turbulence in their lives,” said USHST industry co-chair Chris Baur of Hughes Aerospace. “We all need and want to do more for our fellow pilots.”

Mental health issues have gained increasing attention in the wake of the October incident in which an off-duty Alaska Airlines pilot, allegedly self-medicating, attempted to cut off

the engines of a Horizon Air flight. Also raising alarms on the issues was the 2015 incident in which a Germanwings pilot intentionally crashed an airliner into the French Alps.

USHST stresses that the FAA encourages pilots to seek help when they need it and that most conditions do not disqualify pilots from flying. In addition to rolling out the Peer Pilot project, the safety group is sponsoring other FAA presentations during Heli-Expo to further explore pilot mental health and reporting culture.

Penny Giovanetti of the FAA Office of Aerospace Medicine will address the issue at 11 a.m. on February 27 in the RSC Classroom at Heli-Expo and an “Ask a Doc: Aviation Medical Issues” session will follow from 2:15 p.m. to 3:15 p.m. at the VAI Connect Booth.

During the all-hands meeting on February 26, USHST provided an update on its helicopter safety enhancements, or H-SEs, which are targeted efforts to reduce accidents and safety risks. USHST released the first such H-SE in 2017 after analyzing more than 100 fatal helicopter accidents. z

USHST’s new Peer Pilot Program is designed to connect volunteers with pilots in need of mental health support.

UK CAA OKs Horizon’s AML-STC for IFD install

By Matt Thurber

The UK Civil Aviation Authority has given a nod to Horizon Design Services’ approved model list supplemental type certificate (AML-STC) for installation of Avidyne IFD navigators in nine helicopter models. This approval, which was also validated by the FAA, covers the replacement of Garmin GNS navigators with Avidyne’s IFD-series

FMS/GPS navigators in the Airbus Helicopters AS350, AS355, EC120, EC130, and EC135; Leonardo A109 and A119; and Bell 206 and 407.

Development of the AML-STC simplifies the replacement process, so avionics dealers and maintenance facilities don’t have to go through the time-consuming field approval process. “We are making this STC package available for helicopter MROs at a nominal

The PNG wireless intercom system from Axnes was chosen for the CH-149 Cormorant search-andrescue aircraft upgrade project.

Axnes elevates comms in Cormorant SAR upgrade

By Jessica Reed

IMP Aerospace & Defence, working with the Canadian Forces, selected Axnes’ PNG wireless intercom system (WICS) for the CH-149 Cormorant search-and-rescue aircraft upgrade project. The CH-149 is the Canadian Forces designation for the AgustaWestland AW101.

WICS, which includes BST50 base stations and MP50 dual-band handheld transceivers, enables uninterrupted communication between the onboard crew, ground personnel, and search-and-rescue (SAR) teams. According to Axnes, the system improves situational awareness and assists with making quick

decisions during missions.

Markus Schmitz, managing director at Axnes, noted that the company “is committed to delivering reliable and innovative communication solutions that meet the unique needs of critical operations. We are proud to support IMP Aerospace & Defence and the Canadian Forces in their mission to protect and save lives.”

The upgrade project involves the integration of Axnes’ WICS into 13 CH-149s. WICS was selected in part because of its lightweight design and durability, which are especially important for SAR operations.

Axnes is headquartered in Norway. z

cost, allowing for an easier transition from obsolete GNS systems to the highly capable Avidyne IFD-series slide-in replacement navigators,” said Michael Hodby, managing director of Horizon Design Services.

Avidyne’s IFD series are slide-in replacements for Garmin GNS 430/530/W navigators and feature knob/button and touchscreen controls, 3D synthetic vision, RS-170 video support, heliport databases, and traffic/weather display. z

Metro shows off Airbus EC145

Metro Aviation is showcasing an Airbus Helicopters EC145C2e from Benefis Mercy Flight this week at Heli-Expo 2024. The company operates more than 170 helicopters and airplanes for medical providers in 27 states and the District of Columbia.

The EC145 on display represents the first aircraft in its fleet to be equipped with the Axnes PNG wireless intercom extension system, which gives flight crews the ability to remain in continuous communication even when they are outside the aircraft.

“We’re thrilled to be returning to Heli-Expo in Anaheim, California,” said Metro Aviation v-p Todd Stanberry. “This is where my father first witnessed the industry-wide excitement surrounding what was a first back then: the helicopter air ambulance. That was nearly 40 years ago, and we have not missed a Heli-Expo since.” C.E.

The AML-STC covers the installation of Avidyne IFD navigators in nine helicopter models.

Airwolf Aerospace STCs lithium-ion batteries

Airwolf Aerospace has received FAA supplemental type certificate (STC) approval for installation of True Blue Power lithium-ion main ship batteries in a variety of helicopter models. The company has also developed the Airwolf Smart Charger to support those batteries.

The newest STC is for installation of the TB20 battery in the Airbus Helicopters H125/AS350 and AS355. Airwolf also holds STCs for the TB17 in the Airbus H125/AS250, AS355, EC120, and H130/EC130; Bell 206A/B and 206 L through L4; Enstrom 480B, Hiller UH-12E, and MD Helicopters 369/500 series.

True Blue Power batteries weigh less than lead-acid or nickel-cadmium batteries and

deliver longer life and faster, cooler engine starts. A built-in heating system enables safe operation in extreme cold conditions. There are no requirements for frequent capacity checks of the True Blue batteries so maintenance costs are lower.

The Airwolf Smart Charger includes a quick connector and ofers users the flexibility to charge the True Blue lithium-ion battery while it is connected to the helicopter or with the battery disconnected but still installed. “Operators of these aircraft and other aircraft that use lithium-ion main ship batteries need a low-cost lithium-ion-capable charger,” according to Airwolf. M.T.

Mini-WACS approved for new H125s and H130s

By Mark Huber

Astronautics’ AeroSync Mission miniature wireless communication system (mini-WACS) will be available for new-production Airbus H125 and H130 helicopters beginning in the second half of 2024. It will also be available for retrofit in H125s beginning with S/N 9112 via an Airbus service bulletin.

AeroSync supports post-flight data export and storage in support of Airbus’ Flight Analyzer and FlyScan fleet-monitoring applications. “Offering Aeronautics’ AeroSync Mission as a retrofit option for Airbus’ light helicopters will enable customers of the H125, in service since the end of 2021, to implement a connectivity solution that enables secure, safe, and streamlined maintenance and flight operation services,” said Astronautics director of connected aircraft solutions Matt Frei.

AeroSync Mission is FAA TSO approved and meets EASA and FAA security standards. It also is available for the Airbus H145 and H160 and all Part 27 and Part 29 helicopters.

HIGH-FIDELITY HOIST OPERATION TRAINING

It provides operators with Wi-Fi and a cellular hotspot that supports connectivity for helicopter air ambulance operations, mobile, offices, and in-flight entertainment.

Some of the optional features are video streaming/storage and aircraft data collection.

Astronautics designs and manufactures electronic primary flight, multifunction, and engine displays; connected aircraft and airborne cyber solutions; electronic flight bags; and servers certified for airborne applications. z

AeroSync Mission from Astronautics supports post-flight data export and storage.

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Pilot relives dark day, now on road to recovery

By Curt Epstein

“I tried to gain control of the helicopter, adjusted my headset and gazed outside and all I could see was reddish brown and blue, reddish brown of the lava and blue of sky, literally over and over we went, all the way yawing faster and faster.” So said Tim Hunter, the pilot of an air tour Bell 407 that crashed in Hawaii on June 8, 2022, after its tail boom separated in flight.

Speaking at the Heli-Expo Safety Symposium on Monday, Hunter described how he was flying his fourth flight of the day—a sunset tour with five passengers onboard. Hunter was flying at 1,500 feet and about 130 knots just 30 minutes into the two-hour tour from the Paradise Helicopters base at Ellison Onizuka Kona International Airport (PHKO) when he heard a loud “whoosh” and was pitched forward with enough force to dislodge his headset.

A seasoned former USMC pilot with 14 years of flight experience, Hunter began to instinctively implement his emergency training to regain control of the helicopter, but no

amount of training could have prepared him for the reality of the situation: the 407’s tail boom was no longer attached to the helicopter and was now falling to earth separately from the fuselage.

“The helicopter began to yaw uncontrollably, spinning faster and faster,” Hunter told the audience in the packed ballroom at the Anaheim Convention Center. “I pushed my left pedal trying to arrest this yaw, and the pedal went right to the floor; I knew it was an emergency at this time.”

Hunter noted that he couldn’t get a sense of the helicopter’s attitude, saying the 407’s cyclic and collectives became very heavy as the hydraulic system failed. He announced a mayday as he began chanting the mantra “straight and level” in his head over and over again. He instructed his screaming passengers to brace for a hard landing, as he used all the strength in his 6-foot-5-inch, 215-pound frame to wrestle with the controls. That fight caused four spiral fractures in his right arm.

Instinctively, Hunter rolled the engine throttle into idle. “This is what experience and training was telling me—it was more of a reaction than a thought or a decision; it just came naturally.” Hunter believes this action may have reduced the torque on the fuselage and slowed its rotation, allowing it to make a less violent impact.

The 407 crashed in a field of jagged, abrasive lava rock, and Hunter’s overriding thought was for everyone to get away from the helicopter in case of fire. Yet he found himself suspended in air, still restrained by his harness. Seeing Hunter’s injured arm, a young passenger found a rotor tie-down strap in the wreckage and fashioned a sling, immobilizing the injured limb, before releasing Hunter.

Fortunately, the 407’s fuel system—holding more than 700 pounds of jet-A—maintained its integrity and there was no fire. Even more miraculously, everyone on board had survived with varying degrees of injuries.

Using data from the company’s flight following system and the rotorcraft’s emergency locator transmitter, which activated in the crash, a rescue was initiated within minutes and a rescue helicopter piloted by Hunter’s director of operations (DO) was quickly on the scene. Hunter’s memory faded in and out,

The Bell 407 helicopter crash in June 2022 happened after the tail boom detached. Miraculously, the pilot and all five passengers survived the accident.

Veteran pilot Tim Hunter talked about his experience at the Safety Symposium on Monday.

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but he remembered jokingly telling the DO, “Thanks for the bumpy ride” on landing at PHKO. He was then taken by air ambulance to Honolulu.

After the Crash

When he awoke, Hunter found himself in intensive care quarantine because one of his passengers had tested positive for Covid during treatment. He had broken 17 bones in the accident, including his sacrum, humerus, and 13 ribs.

Despite continually asking after the status of his passengers, it was finally on his third day in the ICU, after regaining consciousness from surgery, that Hunter was told they all survived. “This was the best feeling ever,” he told the audience, his voice breaking with emotion. “We had all survived.”

He also learned what had caused the wild plunge of his helicopter. A friend who had seen the accident site told Hunter the tail rotor was found a great distance from the fuselage. “He told me I wasn’t a pilot, but a test pilot at that time.”

What followed was more medical obstacles to overcome, more surgeries, rehab, and extensive physical and occupational therapy for Hunter, who credits his partner Katlyn Lewis with pulling him through.

He has not had any contact with the passengers from that fateful day, although he said he would welcome it. While Hunter was distracted trying to control the helicopter, he believes they have more recollection of the plunge than he does and doesn’t want to be responsible for having them relive those traumatic memories again.

During his incapacitation, Hunter’s aviation medical certification expired. “I hope 2024 is the year that I get recovered enough to get out of worker’s comp and potentially back to flying,” he said. “Paradise Helicopters has been supportive and key to my well-being more than I can tell you.”

Hunter has logged eight hours of flying since the accident on dual controls and said it feels natural, but added that he needs to make a decision about whether he still has what it takes. “I’m not sure how long that will take or if that confidence will come back, but I feel that it’s close. I never had a doubt in my

confidence prior to this and now I don’t doubt it, I just have to get it again.”

The post-crash investigation by the NTSB revealed that the bolt securing the upper left corner of the tail boom had sheared, resulting in fatigue fractures in the lower left corner. These fractures grew over time and eventually resulted in an overload of the remaining three bolts and rear bulkhead to which they were attached.

Investigators found that the helicopter was within its inspection limits and there were no indicators, such as wrinkled skin, that might have alerted the operator to the impending failure.

During the investigation, Bell revealed that another helicopter su ff ered a similar

upper-left-hand bolt failure in 2019. That failure was discovered during a 300-hour inspection, but there were no resulting fractures.

In December 2022, the NTSB issued two recommendations for the immediate inspection of tail boom attachment hardware and fittings on the 407, as well as recurrent inspections at a more frequent interval. No action has yet been taken on the latter by Bell, Transport Canada, or the FAA.

According to Chihoon Shin, the NTSB’s airworthiness group chairman, last month Transport Canada notified it that another fractured upper left bolt had been discovered on a Bell 407 during its 300-hour inspection in September. In common for all three helicopters was a replacement of the upper left longeron in their maintenance history.

“What happened to Tim should never happen to any other person,” concluded NTSB member Michael Graham, who moderated the discussion. “If you are an operator that flies a Bell 407, I encourage you to take immediate action and conduct the one-time visual inspection for the attachment fitting or hardware of the tailboom and also reduce the recurrent inspection intervals significantly less than the current 300 hours inspection.” z

NTSB’s post-crash investigation found that the bolt securing the upper left corner of the tail boom had sheared, resulting in fatigue fractures in the lower left corner.

Coptersafety expands Part 142 helo training

By Matt Thurber

Helsinki, Finland-based Coptersafety’s Part 142 pilot training programs now enable FAA-certificated pilots to train in the company’s Airbus H145D2, CAE-built Leonardo AW139, and TRU-built AW139 level-D-qualified simulators. In addition to the H145 and AW139 simulators, Coptersafety offers training in its H125 and AW169 simulators. Pilots can train for type ratings, get initial and

recurrent training, and complete airline transport pilot certificate programs.

According to company chief theoretical knowledge instructor Matt Presnal, Coptersafety “is the first and only independent international Part 142 helicopter simulator training center in Northern Europe. We are proud that our H145D2 simulator is the first one qualified by the FAA outside of the United States, as well as the first H145D2 qualified for [night vision goggle (NVG)]

training tasks outside of the United States.”

Coptersafety’s in-house modeling team develops custom scenarios “in known geographical locations.” Immersive and realistic training features include cockpit vibration, smoke generation, 3D clouds, night, and night-vision imaging system/NVG visual scenes.

In addition to FAA Part 142 and EASA approvals, Coptersafety is a UK CAA-approved training organization and holds Saudi Arabia GACA training center status.

At its exhibit this week at Heli-Expo 2024, Coptersafety is premiering “From the Ground Up,” a short documentary about helicopter pilots and safety. It was created by Coptersafety marketing manager Isabella Presnal and features Norwegian Air Ambulance pilot Andreas Hjert; aerial work pilot Kristian Krog, who flies for Pegasus Helicopter; and HeliService’s Marthijn over de Linden, who flies and hoists wind turbine technicians in the North Sea.

The film is intended to show seasoned pilots and “to debunk movie misconceptions about helicopter safety,” according to Coptersafety.

“I grew up moving around the world for my father’s career in aviation,” said Presnal, “and helicopters have been part of my life since I was a baby. I was tired of the false narrative Hollywood movies paint about helicopters. Creating documentaries that educate and evoke emotional responses is my passion, and I knew I needed to make a film about the rotor industry’s most important factor—safety.” z

Leonardo celebrates 10 years of Malaysia helicopter training academy

Leonardo is celebrating the 10-year anniversary of its Helicopter Training Academy in Kuala Lumpur, Malaysia.

The company reported that in its first year of operating, 200 students had been trained and nearly 1,500 full flight simulator (FFS) hours had been amassed. That number has since grown, with 450 students completing their training and 3,300 flight hours logged in 2023.

The focus on training in Malaysia comes as part of Leonardo’s focus on “customer proximity” because Malaysia is a strategic hub for the Asian aerospace market and also helicopter missions.

Leonardo’s presence in Malaysia includes a fleet of more than 220

helicopters amassing more than 40,000 flight hours a year. It started delivering localized maintenance and support services in 2007.

The company said its technical and maintenance services based in Malaysia—which include maintenance, repair, overhaul, modification, upgrade, reconfiguration, and blade repair—have contributed to a 170 percent helicopter fleet growth in Southeast Asia.

Leonardo is based in Rome and employs 51,000 people. In addition to its training academy in Malaysia, the company has operations in Italy, the UK, Poland, and the U.S. It was originally founded as Finmeccanica in 1948. S.R.

Coptersafety offers training in its H125 and AW169 simulators as well as the H145 and AW139.

Milestone sees heavy helo rebound

By Curt Epstein

Milestone Aviation, the world’s largest helicopter lessor, has witnessed a widespread surge in demand for heavy twin- engine helicopters. The Dublin, Ireland-based company views the current market as marking a turnaround from the doldrums of the last decade.

mediums [Leonardo] AW189 and [Airbus] H175 have also been relatively constrained due to minimal order books on the lessor and operator side.”

As a result, the company said any existing oversupply in those segments has been worked off, leading to a more balanced supply/ demand market.

With more than 80 S-92s in its fleet, Mile-

“Heavy helicopters in general were probably the most impacted during the [2016 to 2020] downturn, particularly in oil and gas,” said company CEO Pat Sheedy. “I think at its peak, we probably had up to 25 [Sikorsky] S-92s in storage; right now we have none, so those are all back activated.”

Milestone credits the reversal with the recent stabilization in the price of petroleum at more than $80 a barrel, which has spurred increased energy production and exploration and interest in larger-cabin helicopters.

“We’ve seen a steady demand since 2020,” Sheedy told AIN in an interview at Heli-Expo 2024. “You’ve seen very little deliveries of the S-92, but deliveries of competitor super

stone is the largest owner of the type, with 60 engaged in oil and gas and the remaining equipped for search and rescue. That equates to approximately a third of the population of S-92s deployed in offshore energy. It owns the same proportion of the super-medium class as well.

Geographically, it sees strong demand from China, having just inked lease agreements with China Southern Airlines General Aviation for one S-92 to be based in Zhuhai, and with CITIC Offshore Helicopter for a pair of S-92s and a single Airbus H225, which will operate from the company’s Shenzhen base.

“We continue to own 19 H225s down from a peak of 27,” said Sheedy. “We had some in

storage early on but have seen some of those tentatively returning to oil and gas, not in the North Sea. I think it’s unlikely that that aircraft will fly crew changes in the North Sea, even in the near future.”

Milestone also just announced a lease agreement for an S-92 from Brazilian operator Líder Aviação, one of the country’s largest operators. “Brazil in particular has been a hotspot for demand and will continue to be for the next two to three years,” said Sheedy. “New markets in Latin America like Guyana have developed for offshore, and Australia has been very robust.”

He added that while the North Sea remains a big market, the growth in demand in that region has been relatively flat.

The Future for S-92s

With such a large investment in the S-92, Milestone is carefully considering the platform’s future. “The S-92 entered into service in 2004; that means we are going to see some of those aircraft hit 20 years of age this year,” said Michael York, the lessor’s head of emerging markets.

He explained that those aging helicopters will gradually be phased out of the primary offshore transport mission into secondary roles, leaving a need for capable aircraft. “That replacement demand is going to be filled by new S-92s, new super mediums, depending on where the economics stack up, but there certainly will be a requirement for a refleet over the next five to six years.”

Those secondary roles for heavy twins could include firefighting or utility deliveries such as with UN food programs, a space traditionally serviced by older Russianbuilt helicopters.

“That market is going to expand for Westernbuilt equipment given some of the issues there are supporting the Russian equipment—given the Ukraine invasion and various sanctions on Russian manufacturers,” explained York. “We do see that as a growing space over the next five to 10 years where older S-92s and indeed H225s can operate.” z

Milestone Aviation has seen increased interest in heavy twin-engine helicopters such as the S-92.

Airbus positions for offshore energy boom

By Mark Huber

Airbus Helicopters believes it is well-positioned to capitalize on the recent offshore energy boom, according to Régis Magnac, the company’s head of energy, leasing, and global accounts. Magnac pointed to the best offshore helicopter practices articulated in the International Association of Oil and Gas Producers Report 690 (R690) as a catalyst for operators to modernize and expand their fleets with newer aircraft such as the super-medium twin Airbus Helicopters H175 and the intermediate H160.

“This is exactly what is happening in the North Sea and now expanding in other areas such as Australia and Brazil,” he said, noting that Airbus is ramping up production of both models to reduce delivery times. However, robust demand for offshore lift means continuing “tension on helicopter supply as there is no overcapacity on the market.”

While Airbus is emphasizing the H175 and H160 for offshore missions, Magnac said Airbus would continue production of its H225

Super Puma heavy twin “into the 2040s.” He added that the model still has a role to play in the deep water market, especially in light of recent improvements developed for the helicopter. They include an enhanced main gearbox, a 353-pound increased payload, cockpit and tailboom cameras, large multi-function displays, and a simplified maintenance plan.

According to Magnac, half of all Airbus helicopters flying offshore energy missions are enrolled in the company’s HCare maintenance contract program.

Aside from oil and gas, Airbus remains optimistic about the growth potential for offshore wind, despite a few recent hiccups in the sector. “The offshore wind farm industry is growing; however, 2023 was difficult for some developers and turbine makers due to factors including inflation, supply chain issues, and a lack of stability on turbine standards.”

Magnac sees increasing potential for Airbus’ smaller H135 and H145 twins to support the sector going forward. He said the company already has demonstrated the ability for both

models to transfer technicians to floating wind turbines.

For all offshore, Magnac sees a future for its pilot-assist avionics on crewed aircraft and emerging uncrewed and autonomous aircraft to play key logistical roles. “The H225 autopilot is already equipped with Rig ‘N Fly, an avionics enhancement designed to provide automatic rig approaches for offshore operations,” he noted.

“We are currently working on extending some Helionix features implemented on the H160, such as the assisted takeo ff and landing, pre-alerting system for vortex [ring state], and recovery mode to other helicopters,” Magnac added. He also envisions a role for Airbus’ uncrewed VSR700 to support offshore cargo delivery. “Our VSR700, thanks to its versatility and good performance, is a perfect candidate to address this kind of mission,” Magnac concluded. z

‘Climb Higher’ videos show versatility of Robinson helicopters

Robinson Helicopter is launching a “Climb Higher” video series that will highlight how its aircraft are used around the world. The series will be available to view on the company’s YouTube channel.

The first installment features pilot training in R22s at Quantum Helicopters in Chandler, Arizona. A second episode features electronic newsgathering in Brazil.

“At Robinson Helicopter, we are dedicated to designing and building helicopters that are not only reliable and accessible but also capable of meeting the diverse needs and strenuous operating tempo of our customers worldwide,” said Robinson Helicopter v-p of operations David Smith. “Through this new video series, we are able to share stories of the unique ways in which Robinson helicopters empower operators around the world to tackle tough jobs and accomplish their missions afordably and reliably.” M.H.

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Airbus Helicopters continues to emphasize the H175 and H160 models for offshore missions.

designed for the hybrid system and plans to place it in a testbed powerplant system in 2025. According to Lemmo, the company tested first-generation electric motors and power electronics last year and already had conducted flight testing of a subscale proof-of-concept aircraft.

He said Sikorsky put a tiltwing design in the mix, as well as more traditional-looking helicopters, to meet potential customer needs for both vertical and horizontal flight, and he made it clear that the company envisioned “a family of systems that are safer, more reliable, easier to maintain, and can fly farther and faster at lower cost” for both civil and military customers.

one of two testbeds the Sikorsky Innovations team will be developing, building, and flying over the next five years.

Lemmo said Sikorsky remains committed to its compound, contra-rotating rotor X2 technology, even in light of the Army’s

Sikorsky plans to

entry in FARA, the RaiderX, could fly since there are still unspent FARA funds.

“We have had multiple countries in Asia and Europe interested in the technology. We remain in dialogue with some of those countries about how this could proceed into a program for their next-generation helicopters,” Lemmo said. “We remain very enthusiastic about the technology and believe it’s very mature. We built four generations of this aircraft. The X2 delivers unprecedented speed, range, and agility that no other helicopter in the world can match, and there’s a lot of uses for that.”

“Our future is not just confined to rotor blades,” Lemmo said, adding that HEX was

recent decision to cancel the future attack and reconnaissance aircraft (FARA) program, noting that the company had spent $1 billion developing it over the last 15 years. He added that there remains a possibility that Sikorsky’s

Lemmo said Sikorsky continues to think X2 has applications for NATO’s Next Generation Rotorcraft requirement and that the company continues to work with the Italian ministry of defense and Leonardo to study the applicability of X2 technology for that country’s next-generation fast helicopter. z

Robinson eyes China, India markets

By Mark Huber

David Smith, the newly appointed president of Robinson Helicopter, thinks the emerging civil helicopter export markets for China and India are in their infancy. “These places have been emerging for too long,” he recently told AIN. “Emerging. That’s the word I always hear from the trade groups. It’s past emerging. It’s past due.”

Start with China. Robinson has delivered more civil helicopters into that market than any other foreign OEM—475 through late 2023. The number sounds impressive until you slice it with a per capita divider. China’s population is 1.42 billion. “When you look at it on a per capita basis, it’s just incredibly low. Compare that to Australia where we have delivered 1,300 helicopters in a country with a population of 27 million,” Smith said.

Indeed, Australia and Brazil are Robinson’s leading export markets, but the potential in China and India is much larger, for the industry as a whole and Robinson in particular, according to Smith. To match Australia’s helicopter-to-population ratio in China, Robinson would need to deliver 10,000 helicopters. And Robinson is planting the seeds to make a run at it.

Robinson works through a worldwide dealer network, and in China, the helicopter OEM has established 11 service centers— mostly on the eastern side of the country, in industrial centers. Altogether, between dealers, representatives, and service centers, Robinson has 15 “company connections” in the country. Smith would like to see another five to 10 dealerships established in the western part of the country in the near future. “There’s ample demand,” he said. “There’s a lot of opportunity there to service the energy, mining, and automotive industries,” where helicopters are used to ferry in time-critical parts and technicians.

There’s also a demand for—and shortage of—civil helicopter pilots in China. Smith explained that most flight schools in China are run by state enterprises and weigh their training toward churning out airline pilots.

The helicopter pilot shortage is where Robinson can help.

Those pilots will be needed to fly critical public safety and air ambulance missions. Right now, Smith said there is a dearth of instructors to train those pilots. “We want to work with our dealers and service centers to ease delivery of our helicopters and training to customers.”

are the result of qualified instructors, and we’re going to help with that.”

Huge Potential in India

Aside from China, the nascent Indian market is one where Smith thinks Robinson can make substantial progress in the coming years. Currently, only 18 of the company’s helicopters are flying in the region.

Australia and Brazil are Robinson’s leading export markets, but the potential for the company in China and India is much larger.

Right now, Chinese instructors must come to Robinson’s factory training course in California, and obtaining visas for them can slow the process and make it complicated. So besides expanding the dealer network, Robinson is working to get helicopter simulators into China to expedite and improve training.

“We build the world’s helicopter pilots across all demographics and regions,” Smith said, acknowledging that some regions in the world are “behind the curve” when it comes to pilot training. However, Robinson’s CFI safety course helps instructors “see the best way to use [Robinson] aircraft for training.”

Robinson is expanding its instructor and pilot training course and plans more announcements about this offering in the coming months, Smith said. “Qualified pilots

“India is the world’s most populous country [with 1.43 billion people]. In one respect [number of Robinson aircraft delivered], it’s underperforming expectations; it’s a more interesting challenge, but the opportunities are immense. China’s infrastructure is huge and well-funded—India’s is not the same. They have infrastructure challenges in every regard. I think our aircraft offer a perfect match for what they need to enable entrepreneurship and market expansion.”

And while eVTOLs have been touted in recent years as a solution to India’s massive ground congestion problem, Smith thinks it will be some time before either the needed support infrastructure is in place or the cost of eVTOL passenger transport will be cost-competitive with single-engine helicopters.

However, Robinson has just one dealer in India. “Predictably, that dealer can’t keep up with all the things that are coming their way on every opportunity across the whole country, so we definitely will be developing the dealer network in India,” Smith said. Robinson has three authorized service centers in the country, and Smith said the company is looking to add five to six dealers there in the coming years. “It’s going to get real focus from us.”

He sees a particularly strong potential market for the single-turbine engine R66 in India. (100LL avgas for Robinson R44 and R22 piston helicopters is hard to come by in India, but the situation is improving.) “It’s the perfect aircraft for the country that is going to quickly become the one with the most billionaires and the most entrepreneurs. If you scale it to Australian standards, it’s easily a 10,000 [civil helicopter] market if the industry players, us included, do the job right.” z

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