THE DIFFERENCE BETWEEN LIFE AND DEATH, WANTED AND APPREHENDED, SUCCESS AND FAILURE.
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While the past two years have been difficult ones for
Frederick K. Larkin
Edmonton’s Shock Trauma Air Rescue Society has been saving lives in the west for more than 25 years. Here’s how they do it, by James Marasa
Night-vision technology is a game changer for some Canadian operators. Three chief pilots tell us how it has opened their eyes, by Matt Nicholls
The steep, densely forested slopes of B.C.’s coastline make fire suppression difficult. The Coulson S-61 heavy helicopter is an ideal solution, by Ken Armstrong
eMatt
niCHolls editoR
very once in a while, i come across a situation that really surprises me.
i recently had the opportunity to fly with a canadian operator to get a feel for its operations, marketing strategy, goals and objectives. i also wanted to discuss the company’s recent purchase of new helicopters – machines that were going to “transform the fleet.” in gathering information it was obvious all was rosy from the corporate perspective. the new machines were safer, more powerful, highly versatile. From a pilot’s perspective, however, there was a different message. “While this is a fine machine, in many ways, it’s more performance than we need. We also don’t have the proper inventory of parts, and it may prove to be too expensive in the long run.” another colleague added, “sometimes i wonder how decisions are made.”
hmmm. an obvious follow-up question to both was how much input did they have during the tender process? did they have a voice at the table? Was their experience and analysis taken into account? it turns out only one was consulted, which brings into question whether input by the end user was properly considered. challenges, differing perspectives, glitches – with any major equipment change they’re to be expected – and there’s of course no such thing as the perfect machine – it’s a process. But it’s surprising, even alarming, when several initial responses are outwardly
a clear Perspective
Taking Baby Steps With NVGs Is a Sound Strategy
under the direction of the helicopter association of canada, is co-operating diligently with transport canada’s stephane demers and rob Freeman to help set proper regulations for the use of night vision technology in canada. headed up by stars pilot Bob toews, chair of hac’s iFr committee, the committee first met at hac last april and is currently reviewing, among other elements, equipment systems, minimum performance specifications, operational and training standards, maintenance and new technologies. and while the process to develop regulations in canada is lagging behind that of other countries, those on the committee feel a careful, methodical approach with proper input from all parties, is a logical, responsible one. the committee includes a cross-section of chief pilots and management from all sectors with varying degrees of nVis experience, offering sound perspectives from a variety of sources.
“i’m happy they are taking their time, implementing this at a proper pace,” says committee member adam aldous, president of night Flight concepts, a u s.-based company offering nVg flight training, inspections/maintenance. “i know it can be frustrating for operators, but there are other regulatory authorities around the world such as australia and the Faa (Federal aviation administration in the u s.) who have published regulations in the nature of just getting those regs approved. . . .and by the admission of the Faa themselves, they made mistakes in rushing to get them approved. the intent with some of the rules when they made them was correct, but the interpretation from operators is incorrect and so that’s causing some issues.”
it’s surprising, even alarming, when several initial responses are outwardly negative. ‘‘ ’’
negative and the input of critical team members seems to have been completely overlooked.
ensuring the right voices are at the table before implementing change is imperative and although this example illustrates impaired vision on behalf of key decision makers at one firm, it’s worth noting another example that illustrates how one working group is methodically analyzing the needs of all parties in implementing change.
the night Vision imaging system (nVis) working group,
Major concerns from operators in the u s., aldous notes, include such wide-ranging areas as training, aircraft lighting configuration, crew requirements, equipment requirements and the type of nVgs crews can operate with. it reinforces the point that a careful, logical approach developed by all the right parties at the table can help ensure the right decisions are made the first time – saving time and money.
“it’s always difficult to get things changed after they’ve been approved in the first place,” aldous adds, “so, taking your time, getting it right in the first place, it’s always the best procedure.”
relying on expert opinions, experienced team members and not rushing into a decision based on the “proper” optics. is there a better way to see more effectively in the dark?
Force Multiplier for Winnipeg Police
law enforcement in Manitoba’s capital city has entered a new era with the recent delivery of the first eurocopter ec-120 B for the Winnipeg Police service (WPs). the five-seat, 1.6-ton single-engine ec-120 B will be crewed with a pilot and tactical flight officer (tFo), who is responsible for quarterbacking the use of the helicopter and controls its high-tech systems.
the city’s new ec-120 B, fully customized by eurocopter canada Limited, is equipped with a gyro stabilized video camera with FLir uLtra 8500 thermal imaging system that tracks people by heat signatures, a sX16 nightsun spotlight, a gPs-based Paravion
Ideal for police operations, the 200-kilometre-per-hour EC-120 B features high manoeuvrability, excellent visibility, a large cockpit and a low noise signature. (Photo courtesy of Eurocopter Canada Ltd.)
moving map system, a loudspeaker, police radios and an Mrc strata video downlink system that allows the helicopter to transmit live aerial video feeds to a police or fire department supervisor on the ground.
“With the delivery of the ec-120 B helicopter, Winnipeg has acquired a law enforcement tool that can reach any neighbourhood in the city in less than four minutes once air-
borne,” said police chief Keith Mccaskill. “the single helicopter can free dozens of police cruisers on the ground, especially at night, and be employed on proactive aerial patrols to deter traffic offences and criminal activity.”
the ec-120 B will also be used to search for lost citizens, to track suspects, to protect public figures, to monitor traffic and to help reduce the num-
Cae and CHC paRtneR in tRaininG
CAE and CHC Helicopter announced in late December an agreement in which CAE will acquire CHC Helicopter’s helicopter flight training operations, including four full-flight simulators located in Norway, the United Kingdom and Canada.
Upon closing of the agreement, CAE will become CHC’s longterm partner and will provide training to its more than 2,000 helicopter pilots and maintenance engineers. The training partnership also includes general training, pilot provisioning and certain search-and-rescue training in support of CHC’s global fleet.
Said William Amelio, president and CEO of CHC Helicopter: “CAE is a global leader in training, and establishing a long-term partnership with CAE will enable us to focus on our core business of providing superior helicopter services. We will have access to CAE’s global network, accredited trainers and curriculum developers, its worldclass simulators, and other training technology, while maintaining
ber of high-speed vehicle pursuits, which put officers and other motorists at risk.
the eurocopter canada factory in Fort erie, ont., has delivered a pair of ec-120Bs to the calgary and edmonton police forces and another pair to Vancouver, where the rcMP flies the helicopter on behalf of several local police forces. york region, immediately north of toronto, also flies an ec-120 B.
complete control and accountability for our training programs.”
CAE’s global training network will include new training locations in Stavanger, Norway, and Aberdeen, U.K, as well as increased training capacity in Vancouver.
CAE is leveraging its experience in simulation-driven mission scenarios to help improve safety for helicopter pilots who operate in dynamic environments such as offshore oil and gas platforms, and dense urban areas.
The simulators included in the agreement are: a Eurocopter AS332L/L1 Super Puma and a Sikorsky S-61 located in Stavanger, Norway; an AS332L2 Super Puma in Aberdeen, U.K; and a Sikorsky S-76 simulator in Vancouver. They complement CAE’s training network, which currently offers civil helicopter training in the Middle East, Europe, North America, Mexico (CAE will soon deliver Bell 412 training) and India.
turbomeca appoints Coo
Guy Bonaud, former director of customer support for Turbomeca Canada, has assumed the role of chief operating officer for Turbomeca Canada. Bonaud will continue to be responsible for all customer support activities in addition to operations, and will report directly to Russ Spray, president and CEO of both Turbomeca USA and Turbomeca Canada.
Bonaud has worked for Turbomeca for more than 19 years, and brings a great deal of knowledge regarding Canadian operations and local business experience. Spray adds, “As the front office manager since the inception of Turbomeca Canada, Guy is an outstanding candidate for this position. Guy has the technical and commercial knowledge to maintain the managerial stability necessary to support our customers effectively in the future.”
Letter: Focus on Logbooks
Helicopters received the following letter from Fabrice Fillinger in response to Neil MacDonald’s column in the Oct/ Nov/Dec 2010 issue.
thank you for the article “Logbook Protocol” in the latest Helicopters magazine. Like you said, “ask five pilots and you’ll get six answers.” i personally use “engine time” to record my “flight time.”
When it comes to my logbook i have always recorded the number of starts and take-offs, the type of mission . . . and both air and flight times, to avoid any confusion. it is true that depending on the nature of the job, differences between both can sometimes be quite significant. i flew three years in northern alberta and 1.0 hour air time often means 1.5 hours flight time in the oil patch. as you know, a run in the oilfields includes stops at many different well sites, and often it is not worth cooling the engine, to shut it down and to start it again a few minutes later. there is a general aviation Policy Letter (gaPL 2005-02, 2007-09-07) available on the
Here is Neil MacDonald's response to Mr. Fillinger. i think you are spot on with your comments. insurers will adapt to the environment they insure in, so at least flight
transport canada website that clarifies “flight time” for helicopters. Flight time is defined as “the total time from the moment a helicopter’s rotor blades start turning until the moment the helicopter finally comes to rest at the end of the flight, and the rotor blades are stopped.” it is based on annex 1, chapter 1, of the convention on international civil aviation. i understand that the time spent on the ground is different than the actual flight time. however, there are some points to consider in order to fairly compare one pilot’s flight experience to another:
• Flight schools never use “air time.” they charge flight time and it is what all students put in their logbooks. “sitting on the ground” goes from being at ground idle with frictions on to hook up an external load to a helicopter (not recommended), to being at flight idle and alert in case a skid sinks in muskeg or snow, or as long as a helicopter is not properly strapped on a pitching and rolling tuna boat (my current work environment). time on
Guy Bonaud assumed the role of COO for Turbomeca Canada, effective Jan. 1.
the ground can sometimes require more attention, responsiveness, and skills than any other phases of a flight.
• operators charge their customers differently too. For instance, some use “air time” for a r44 in the oil patch, while others use “flight time” for the same machine and for the same job. Why would the pilot of “company a” log “air time” while the pilot of “company B” logs “flight time”? shouldn’t a pilot’s experience be recorded, considered by employers and acknowledged by insurance companies using the same standards?
• Finally, icao and transport canada define “flight time” very clearly, and there is no room for interpretation. after all, a pilot’s responsibility starts well before the skids are off the ground. Fixed-wing pilots don’t have an issue with that concept. they only log the “flight time,” and they can spend quite some time on the ground, brakes on, holding short of a runway. Best regards, Fabrice Fillinger
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sector to flight sector things should be relatively the same. i think where we may see bigger differences is where someone wants to take their sector norms (i.e., sightseeing) and change to
another sector (logging). the key, in my opinion, is personal consistency and professionalism. thanks for taking the time to read my column, and also for commenting.
Helicopters Magazine is an associate member of the following Canadian aviation associations:
neil MaCdonald
have been asked by several pilots and engineers whether the insurance policy they purchased in the past would cover them if they now work in a war zone or conflict area. While it may seem logical that it would not, the right answer may surprise you – it did me.
i had an opportunity to discuss this topic with Pascal Leidekker, an independent life insurance broker in the Vancouver area. he told me there are several issues he must consider before shopping for an insurance policy for one of his clients.
as i mentioned in the March/april 2009 issue of Helicopters magazine, insurance policies are complex documents. they operate on the assumption everyone is providing correct information at the time the insurance policy is written, or when the insurance policy is triggered by an event. this is called the doctrine of utmost good faith. generally speaking, individually owned disability and life insurance policies are underwritten based on your age (in part), health (whether you smoke or not), sex, family medical history, job description and lifestyle.
Before a life insurance company will write a policy for you, they will want to know if you engage in any dangerous activities. these activities could include things like hang gliding, mountain climbing, scuba diving – and unfortunately for many of us – flying. Flying for a living places us in another box altogether. there is quite
insurance linguistics
Negotiating the Intellectual Battlefield
contestability period – when any material changes in circumstance could trigger a review of the policy by the insurer: basically a reactive review, not proactive. in extreme cases, this review may cause the insurer to attempt to return the premiums you paid to you, rather than continue with the policy in place as it is. after the contestability period, there is little chance an insurance company would challenge the policy, absent deceit or a non-disclosure of a material fact. there are no guarantees, and it would depend on which facts are being contested. an insurance policy is a form of a contract, and as with all contracts there must have been an initial meeting of the minds to form it. When all parties agree on what they are contracting for, there is little reason for a judge to make changes down the road.
i once heard of a famous B.c. insurance case in which an executive of a large lumber company had a personally owned, non-cancellable disability insurance policy covering him in the normal course of his life as an office worker. he was subsequently laid off, and he then decided to open his own “one man” logging show. the insurance company did not want to cover him as a logger, and tried to return his paid premiums to him. since he had the policy in place beyond the two-year contestability period, and he had no intention of working as a logger when the policy was first written, he was able to keep the original policy at the original premium prices.
this same logic should apply in the war zone or conflict area scenario. the key question to answer is: what did you know or what did you expect at the time your policy was written? as long as you were honest when filling out the form, you should be able to enjoy the security of the policy even if and when things change in your life.
What did you know or what did you expect at the time your policy was written?
a difference between the premiums we pay as pilots, and those of other careers. Premium amounts will also depend on what type of flying you do. commuter airline pilots should pay less than logging pilots under most policies.
things can and do change in life. insurance companies are aware of this and factor this in when they write policies. insurance companies want to know what you are doing now and what you are planning to do in the future. not the distant future, but what you are planning to do in the next two years or less – as best you know. there is usually a two-year period in a life insurance policy – the
it may be more difficult for someone leaving for a war zone or conflict area to obtain a disability or life insurance policy at that time. if this is the case, check to see whether the firm you are going to work for has a group insurance policy in place.
the best advice: read your policy, ask your insurance agent questions and keep your head down!
Neil MacDonald is a lawyer with Harper Grey LLP, practising in aviation law. He holds an ATPL-H, and flies as an IFR Off-Shore Captain. nmacdonald@harpergrey.com This is not a legal opinion. Readers should not act on the basis of this article without first consulting a lawyer for analysis and advice on a specific matter.
Critical
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paul dixon
Canada is standing at the international crossroads, undecided. having no apparent direction in the world, does it really matter which road we choose? Martin shadwick of york university was recently quoted by reuters as saying, “canadian governments have battled, bungled or procrastinated their way through the treacherous shoals of defense procurement since confederation.” the quotation leads off a story reporting that federal auditor-general sheila Fraser will be turning her attention to the purchase agreements for the ch-148 cyclone and ch-147F chinook helicopters.
thirty years ago, aircraft in the canadian Forces inventory averaged 16 years of operation. today, that has risen to more than 25 years. Many of our senior air force officers have less service than the aircraft they are responsible for, while many of our pilots are younger than the aircraft they fly. thirty years ago, the cF had twice as many people in uniform as there are today; army, navy and air force.
in the wake of the second World War, canadians basked in the glow of our self-perceived position in the world. there were 12 squadrons of rcaF sabres stationed in europe, and Lester Pearson, the recipient of the 1957 nobel Peace Prize, established the framework that would see tens of thousands of canadian blue berets fan out across the globe in the decades to follow.
today, having learned little from history, we find ourselves still looking backwards instead of looking ahead in a world that continues to evolve.
setting the right course
Do Canadian Politicians Understand Our Fleet Needs?
canadians have an overly rosy vision of how we think the world perceives us. ‘‘ ’’
robert Fowler, in a recent address to the Vancouver institute, suggested that canadians have an overly rosy vision of how we think the world perceives us. among other roles during his 38-year career in public service, Fowler was the foreign policy advisor to three prime ministers; deputy Minister of national defence; canada’s longest-serving ambassador to the united nations; and our representative on the un security council in 1999 and 2000. While serving as a un special envoy in africa during 2008-09, he was kidnapped and held hostage by a faction of al-Qaida for 130 days. From his unique perspective, he suggests that few outside of this country share our view that “the world needs more canada.”
in some ways, as a nation, we’ve not been able to get past the cancellation of the avro arrow. it’s our terry Malloy moment, when Marlon Brando turned to rod steiger in the backseat of the taxi and wailed, “i coulda been a contender, i coulda been somebody.” the arrow was doomed for several reasons. John diefenbaker’s conservatives defeated the Liberals on a promise to “rein in rampant Liberal spending,” (sound familiar?) with the arrow at the top of the list. But the backbreaker was sputnik, which was launched on the same day the first arrow flew. Missiles trumped aircraft from that moment forth. We may have built the better mousetrap, but no one cared. so, the auditor-general will now put the cyclone and chinook deals under the microscope. this, of course, was announced before the revelation that we are now the proud owners of a brood of Mi-17s as well. We had chinooks at one time, but gave them up in the belief that one rotary platform, the griffon, could fulfil all functions. turns out it couldn’t. We actually do have those cyclones, they’re just disguised as submarines: the story there being that when the “wily fox” Jean chretien went to call on the newly elected tony Blair at 10 downing to impart some wisdom, he had the boots put to him by the Brits over canada’s backing out of the eh-101 project, thereby saddling the united Kingdom and italy with the full-project costs. the Brits got even by inducing chretien to announce shortly afterwards that canada would buy four submarines that the royal navy had given up on. considering the cancellation penalty on the eh-101, the price of the subs and the ongoing costs (five years in) to make these subs operational, and we could have parked the sea King a long time ago. there’s little doubt the people in our military do an incredible job with the tools they are given. the problem is we are not giving them the tools to do the job of the future, because we can’t decide what the job is. arctic sovereignty? that takes planes and people. 24/7 sar capability? that takes planes and people. national and international disaster response? that takes planes and people. it also takes time, commitment and vision. standing at the crossroads, in a world that seems an inch deep and a mile wide, our elected leaders seem to make their decisions based on doing whatever it takes to get elected. Loudon Wainwright saw that coming in a song some 40 years ago – “crossing the highway late last night, shoulda looked left and shoulda looked right . . .”
Paul Dixon is a freelance photojournalist living in North Vancouver.
A bi-turbine helicopter with a dual rotor system. Highly efficient in fire fighting operations, due to large water discharge capacity, manoeuvrability and fast cruising speed. Used in different application versions: firefighting, SAR, HEMS, land and sea surveillance, ecological monitoring, transportation of fire brigade, external lift, heliborne operations and transport.
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Visit us at the HeliExpo-2011, Stand 628
MiCHael BellaMY
For many helicopter operations in canada, one of the only things in common with scheduled airliners is, on occasion, a clearance received on the same frequency. Why is it then, that some embrace airline protocols and working conditions as the road to safe helicopter operations?
years ago, airline manufacturers and operators recognized that when anticipating emergency situations, the only factor that eluded calibration was the pilot, so they set out to minimize his/her participation. With scheduled passenger flights going from one city to the next you can do that; there is a known set of circumstances and a computer can minimize required input from the pilot.
ever see the “emergency” checklist in a modern airliner? it’s a regimen of checks and responses that if deviated from comes under close and severe scrutiny after the fact. Make a decision contrary to the aFM (aircraft Flight Manual) and the airline pilot will be paraded before a review panel of transport officials, insurance underwriters and airline management. it’s an inquisition that i am told would be detrimental to the pilot’s career if they determined fault. surely such a tribunal would be weighing heavily on an airline pilot’s mind during a time of stress, encouraging him to follow published procedures regardless.
the emergency procedures section in a helicopter flight manual invariably has a caveat paraphrasing that in all cases the pilot will have situational awareness, and the procedures recommended reflect the degree of
in Pursuit of excellence
Embracing Airline Protocols Just Doesn’t Work
decision from the person who has situational awareness. excessive regulation eliminates the process by which the pilot attains good judgment. remember flight school? riding with an instructor, you counted on him/ her to take over if you extended yourself too much. don’t have to worry here – just push it until the instructor calls, “i’ve got it.” you relied on someone making the decision for you. de-briefing would stress recognizing dangerous situations and making decisions as pilot-in-command.
on the one hand, we recognize that helicopter pilots rely heavily on judgment skills and then, in a myopic quest for safety, establish rules that prevent him or her from applying them. For example, working for the united states Forest service entails a lot of regulation, with various officials having authority over the helicopter. one official may determine that forecasted winds exceed established parameters for safe operation and call the helicopter back to base. another may determine there is too much radio traffic over the fire, and reduce effectiveness by pulling machines off the attack. external load capability is calculated by the pilot and then further reduced by a helicopter manager to where maximum torque is never required. all of these parameters were established in the hope of precluding an accident.
in all three instances, the pilot is never called upon to make a decision; it is made for him. as you know, winds are an asset, especially when lifting external loads, and only some of the time a detriment. radio traffic may be chaotic over a fire, but often it reflects intense activity for a short while and then subsides. how can the pilot who is observing and assessing these conditions ever obtain good judgment if he or she is never called upon to exercise it?
excessive regulation eliminates the process by which the pilot attains good judgment.
’’
urgency. the pilot makes the decisions as to control and safe flight path. can you imagine airline manufacturers or air carriers giving pilots that much autonomy? Where airline pilots are found wanting, helicopter pilots are expected to excel. so, shouldn’t helicopter safety then emphasize decision-making and consequence?
the assessments confronting a Jet ranger pilot during a day of moving surveyors could never be handled electronically – instead we have to encourage cognitive reasoning and sound judgment.
When regulation and the auxiliary verb “shall” (indicating an obligation) are used too often, then all we are accomplishing is to remove the
helicopters will always be found in isolated parts of canada, with pilots and engineers working under primitive conditions. the simplest of tasks often presents monumental challenges. safe practices are determined by individual professionalism – and the catalyst for professionalism is pride and personal satisfaction in accomplishing a task well. develop a manifesto that stimulates that and we will be on the right track.
if some have their way, pilots and engineers will be so encumbered with regulations that the primary mission will no longer be economically feasible. it wasn’t always so. We just made it that way.
A native of Spruce Grove, Alta., Michael Bellamy has been flying fixedand rotary-aircraft in a variety of capacities since 1971, and is an accomplished author of several books, including Crosswinds
dan GiBson
it has been a long, cold day – slow, heavy sling loads and mountainous terrain rolling 500 feet below appear as barren and ominous as they did at first light. at 17:00 hours you’re squinting to scan your gauges and then, almost instinctively, second-glance each of them, this time more alert and uneasy – but something isn’t right. engine oil pressure is zero? Without warning, there is a violent shudder, the shrill of the engine-out horn and the annunciator panel is lit up like a christmas tree – flameout! you immediately bottom the collective and punch the load: “oK, now focus man. altitude. airspeed. into the wind. . .” But all you see is “rocks and canyons, rocks and – damn, nothing to choose from . . . still not level . . . but no choice, flaring hard.” the impact stuns you; your eyes water and you bite your tongue. sparks and glass explode, illuminating the dusk. disoriented, you detect the smell of fuel, reach to shut down the electrical system and frantically scramble up – and then out.
as a pilot and aviation wilderness survival skills instructor, i repeatedly encounter students who have yet to grasp how scenarios such as the one above can be the source of real nightmares. and while it is universally recognized that advanced wilderness survival skills training dramatically improves our chances of surviving such a frightening experience, the fact remains if we are unable to stay rational, composed and positive, it won’t matter how much know-how we possess, or how many gizmos we have in our flight survival kit. What really matter is what’s inside each of us because in a crisis situation, fear and panic will always be our worst enemies.
survival training
There are numerous checklists used in survival training. However, three directly relate to psychology, and must immediately come to mind in a crisis:
• Please Remember What’s First (PRWF) – the first letter of each word represents your priorities: Protection, Rescue, Water and then Food, and always in that order.
• The three threes of survival – reinforcing the first list by demonstrating that without affirmative action, we will likely only survive three hours in extreme exposure; three days without water; three weeks without food.
• The five Ws of survival – which speaks to awareness and necessity: warmth, water, weather, widow makers (careless/dangerous activity and circumstances) and wigglies (predators and live threats, big and small).
the Psychology of survival
It’s All About Composure and Checklists
understanding and overcoming psychological vulnerability is the principal theme woven through every segment of the modern-day pilot’s expanded survival training – and a particularly effective technique to teach this comes directly from the annals of basic aviation instruction: memorizing checklists.
the aviation world uses checklists for myriad reasons and in the extraordinary environment of an aircraft cockpit, where the potential for human error is considerably heightened and the phrase “multitasking” was surely born, checklists are recited as routinely as we reach for our seatbelts. as such, the checklist model has proven conclusively to be an invaluable safety tool and its positive impact on the industry worldwide is truly beyond measure.
in a crisis/survival situation, making fire, securing shelter and finding food and water are essential; however, our capacity to cope under pressure plays a paramount role in everything we do. recalling checklists aids in prioritizing our tasks, boosts our confidence and serves to keep us composed, focused and, more importantly, emotionally stable. if we are not alone, reciting checklists aloud instils confidence in others and speaks to strong leadership, which has a distinct calming and stabilizing effect on everyone’s emotional state.
Memorizing checklists generates vital information “bookmarks” in our minds. in crisis mode, these markers are more easily located, bypassing the overwhelming sense of panic, allowing us to quickly sort our options into more rational, discernible patterns and permitting us to better evaluate and select our best course of action. Just as the scuba diver who has run out of air must, despite his bursting lungs and frantic desire for oxygen, ascend slowly to ensure his ultimate safety; in catastrophic situations the automatic impulse to survive can be dangerously overpowering and lead to irrational, panic-driven behaviour.
those who are able to control this impulse live. those who can’t, usually perish. that is why understanding the psychology of survival is so critical. this, more than anything else, may just save your life.
The Psychology of Survival is Part 1 in a series aimed at providing pilots with critical wilderness survival skills and insight. Coming issues of Helicopters will highlight rescue, shelter and firemaking techniques, preparation, and how to correctly stock your flight survival kit.
Dan Gibson is a consultant with the Helicopter Association of Canada, an award-winning pilot and president of Bear Beaver Aviation Services. He teaches wilderness survival skills for the Ottawa Flying Club in the Commercial Pilot/Aviation Management Program at the Algonquin School of Advanced Technology in Ottawa.
CoVeR stoRY
traversing the landscape
traversing the landscape
Forecasting the Future of the Canadian Helicopter Industry
BY FRedeRiCk k . l aRkin
For many canadians living in urban centres the occasional sight of a helicopter overhead may bring to mind the radio traffic reports that they listen to during their weekday commutes or, perhaps, the unfortunate situation of a patient being airlifted to a downtown hospital. these same folks likely never give much thought to the role that helicopters play in supporting the country’s natural resource based industries across the vast hinterland.
in playing this role, the canadian helicopter industry’s health is to a meaningful degree dependent upon activity within the resource sector of the domestic economy. given the financial turmoil experienced during the past two years, it is timely to examine the industry’s current situation to see what may lie in store. Before discussing specific companies, let’s review the recent economic environment and see what the consensus is about the coming year.
2011 eConoMiC outlook
Following the financial meltdown that began in the final quarter of 2008, the north american economy dragged through 2009 and started to recover in 2010. the outlook for 2011, according to numerous economic forecasters and stock market prognosticators, is for a continued recovery around the world with growth in the global gross domestic product of approximately four per cent. closer to home, however, a more subdued performance is anticipated. gdP growth in canada is expected to be between 2.0 and 2.5 per cent, while the u s. could see growth of between 2.5 and 3.0 per cent.
Fortunately, the Bric countries (Brazil, russia, india and china) are expected to continue to achieve improved economic performance with gdP growth in 2011 of approximately 5.5 per cent, 4.0 per cent, 8.5 per cent and 9.5 per cent, respectively. as a result, their demand for
a wide range of commodities is expected to remain firm. this should translate into continued, if not increased, activity within canada’s natural resource industries.
natural resources canada has forecast that mineral exploration expenditures across the country would be approximately $2.8 billion during 2010, up 44 per cent from the $1.9 billion spent during 2009. the five busiest regions were ontario, Quebec, British columbia, saskatchewan and nunavut. in its october 2010 forecast, nrc called for mineral exploration in the northwest territories to increase to $99 million in 2010, up 125 per cent from $44 million in 2009. nunavut was expected to experience a 50 per cent improvement to $280 million from $187 million in 2009. the recent strength in the prices of base and precious metals supports the thesis that mining exploration will increase further during 2011. another area of opportunity for the domestic helicopter industry is the construction of energy-related infrastructure such as pipelines and hydroelectric facilities. a number of these are in the planning stage, including this titanic trio:
• northern gateway – a pair of 1,172-kilometre pipelines proposed by enbridge to carry blended bitumen westbound and condensate eastbound between Bruderheim, alta. (near edmonton), and Kitimat, B.c., on the Pacific coast. construction, subject to numerous approvals, is scheduled to begin in 2013.
• Mackenzie gas Project – a 1,200-kilometre pipeline proposed by imperial oil, exxonMobil, conocoPhillips, shell canada and the aboriginal Pipeline group to carry natural gas from the Beaufort sea south to northwestern alberta. in december, it received
national energy Board approval, with a provision that construction begin by 2015. in the meantime, additional hurdles remain to be crossed before a final go-ahead is given.
• alaska Pipeline Project – a 2,700-kilometre pipeline proposed by transcanada and exxonMobil to carry natural gas from Prudhoe Bay, alaska, to caroline, alta. (near calgary). Pending various regulatory approvals, it seems doubtful that construction will begin before 2015. given the debate surrounding the future levels of demand for northern sourced natural gas in the lower 48 states, the massive development costs, and the potential competition between the latter two projects, it remains to be seen if all three proposals proceed or merely end up being expensive pipe dreams.
CoRpoRate CaMeos
there are more than 130 canadian helicopter operators that have fleets ranging from a single machine to more than 100 machines. to gain some insight into what might be in store for the canadian helicopter industry,
Helicopters contacted numerous participants across the country. the following snapshots provide a synopsis of what 2011 may bring.
Canadian HeliCopteRs GRoup – les CedRes, Que.
With its ancestry stretching back almost 64 years to the creation of okanagan air services in april 1947, the company is the largest domestic operator of rotary-wing aircraft. With a fleet of approximately 125 helicopters at more than 35 bases across the country, it serves the oil and gas, mining, forestry, construction and utility industries. in addition, it provides emergency medical services, operates two flight training schools and performs third-party maintenance, repair and overhaul work.
TOP LEFT: Specializing in resource-based industries, government and telecommunications providers, Highland Helicopters is cautiously optimistic 2011 will bring an increase in flying hours. (Photo courtesy Douglas Noblet for Highland Helicopters)
TOP RIGHT: Eurocopter Canada is one of the key suppliers to Blackcomb Aviation. Here, an AS-350 B3 lands at a helipad. (Photo courtesy of Zitek Zwada)
ABOVE: Great Slave Helicopters is Canada’s second largest VFR helicopter operator, with almost 70 helicopters stretching across eight bases throughout the Canadian North. (Photo courtesy of Great Slave Helicopters)
Just over two years ago, canadian helicopters was awarded its first contract from the united states transportation command, the single manager of america’s global defence transportation system. it involved the movement of supplies and passengers to military forward operating locations in afghanistan. on oct. 1, 2010, the company received additional business from ustranscoM related to afghanistan. as a result it now operates 11 aircraft there, including four sikorsky s-61s and seven Bell 212s. the contract has multiple renewal options that could see it extended to June 30, 2016.
also on oct. 1, the company announced that its contract with ornge, the ontario government’s air ambulance service, would come to an end on March 31, 2012. in the meantime, canadian helicopters will continue to operate s-76as for ornge until they are phased out in
CoVeR stoRY
conjunction with the arrival of 10 new agustaWestland aW-139s that will be flown by ornge crews.
With 10 types of aircraft in its fleet, from robinson r22s to sikorsky s-61ns, canadian helicopters is equipped to handle diverse missions. commenting on the company’s outlook after the release of its thirdquarter results, don Wall (canadian’s president and ceo) noted, “We remain well positioned to sustain long-term growth by aggressively pursuing market opportunities given our strong balance sheet, solid reputation, as well as high-quality assets and personnel.”
GReat slaVe HeliCopteRs – YelloWkniFe, n.W.t.
great slave helicopters is canada’s second largest VFr helicopter operator, with a fleet of almost 70 machines. it supports mining and oil/ gas seismic and exploration work, forest fire suppression, aerial construction and environmental impact surveys, and performs precision external load operations. Besides its head office, it has bases at Fort simpson, norman Wells, inuvik and Fort Liard in the northwest territories; calgary; churchill, Man.; and dryden, ont.
a new development for the company has been its move into the international arena. Last May, it signed a one-year agreement to support oil and gas seismic exploration activities in Peru with five aircraft including Bell 212s and aerospatiale as-350s. this geographic expansion assists overall asset utilization.
great slave helicopters is optimistic about 2011, as the tone of its mining clients is upbeat. exploration budgets are increasing and that should mean more flying activity this year. When asked about the company’s prospects, president Jeff denomme said, “the outlook for 2011 is exciting and we are looking at a very busy summer season. We continue to work on diversification with increased utilization internationally, and we’ll work as a team to enjoy a safe and profitable year ahead.”
on the Horizon
As 2010 ended, crude oil prices were back up to US$90 per barrel and indications were that the global petroleum industry was planning record exploration expenditures in the new year. Offshore deepwater development is expected to represent a growing portion of overall exploration budgets in 2011.
In light of these developments, four of the major helicopter OEMs have recently introduced or are developing new models that will meet the needs of the offshore drillers, as well as the requirements of the expanding emergency medical services market. Here are summaries of the newest models from the five leading manufacturers:
Eurocopter EC-175 – The EC-175 is a joint venture between Eurocopter and the Aviation Industry Corporation of China. Its fuselage is to be built in Harbin, China, then shipped to Marignane, France, for final assembly. With 114 orders from 14 customers already booked, it has captured the market’s attention.
ROLES: offshore rig support, EMS, SAR and corporate transport
SEATS: two crew/10 to 16 passengers
POWER: twin Pratt & Whitney Canada PT6C-67Es
IN SERVICE: 2012
AgustaWestland AW-169 – Designed to fill the niche between the smaller AW-109 and the larger AW-139, the AW-169 is targeted to sell 1,000 units over the next two decades.
ROLES: offshore rig support, EMS, SAR, police and corporate transport
SEATS: two crew/six to 10 passengers
POWER: twin P&WC PW210s
HiGHland HeliCopteRs – RiCHMond, B.C.
With a fleet of more than 40 aircraft, primarily Bell 206s and aerospatiale as-350s, the 51-year-old company operates from 21 bases in British columbia, alberta and the northwest territories. its customers include resource-based industries, governments, telecommunications providers and the motion picture industry.
simon Laight, marketing manager for highland helicopters, is encouraged about the near-term prospects for oil-related business,
IN SERVICE: 2015
Sikorsky S-76D – This is the latest variant of the successful S-76 family, of which nearly 800 units have been produced. Its fuselage is built by Aero Vodochody in the Czech Republic, then shipped to the Sikorsky Global Helicopters facility at Coatesville, Pa., for final assembly.
ROLES: offshore rig support, EMS, SAR and corporate transport
SEATS: two crew/five to 12 passengers
POWER: twin P&WC PW210s
IN SERVICE: 2012
Bell 429 – Originally dubbed the GlobalRanger, the 429 looks like a 206L LongRanger on steroids. Currently in production, more than 30 had been produced by the end of 2010. With more than 100 ordered, it looks to be the next in a long line of winning designs from Bell.
ROLES: offshore rig support, EMS, SAR, police and corporate transport
SEATS: one crew/five to seven passengers
POWER: twin P&WC PW207D1s
IN SERVICE: now
Robinson R66 – Having produced approximately 9,000 singlepiston-engine helicopters in 30 years, Robinson has gone turbine with its new R66. By the end of 2010, 10 R66s had been completed and deliveries had just begun.
ROLES: electronic news gathering, police, charter and private
SEATS: one crew/four passengers
POWER: Rolls-Royce RR300
IN SERVICE: now
With the petroleum and mining sectors showing signs of recovery, Eagle Copters’ management is cautiously optimistic the economy could be on the move. (Photo courtesy Eagle Copters)
nervous about gas-oriented activity and hopeful for forestry flying. While it would be great to see the hourly rates back as they were in 2008, he maintains that the market in Western canada is still suffering from an oversupply of helicopters. “We are cautiously optimistic about 2011 and hope for a modest increase in hours flown,” he said. “highland is positioned to withstand another slow year, as well as to capitalize on an uptick in the market.”
eaGle CopteRs – CalGaRY, alta.
Founded in 1975, e agle c opters leases its inventory of more than 50 helicopters nationally and abroad. i t supports its fleet and operators with engine, component and accessory exchange programs. From its 60,000-square-foot facility at yyc , e agle performs maintenance and overhauls on engines, components, structures and avionics. i ts warehouse is stocked with more than 26,000 line items that provide parts support.
in order to serve the Latin american market, eagle has an office in santiago, chile. eagle’s president Mike o’reilly told Helicopters that a couple years ago the company had little trouble keeping its fleet fully utilized. “Pre-2008, it didn’t matter what we had – someone would sign up to lease it. We are in different times now.” h noted that during the past year, there were too many helicopters and not enough work. he is hopeful that the conditions will improve a bit during 2011, as the petroleum and mining industries “are showing small signs of recovery.”
the wild card could be aerial firefight ing. should there be a dry summer this year, he said, “you could well see a significant improvement in hours.” expressing cau tion, he said, “our outlook, or hope, is for basic stability in 2011. no further decline and no excessive expansion.” For a company that has been around for 35 years, such pragmatic thinking comes with experience.
euRoCopteR Canada – FoRt eRie, ont.
the canadian subsidiary of eurocopter employs a team of approximately 200. in addi tion to marketing the parent’s range of heli copters, it operates a training centre for its customers. its 135,000-square-foot facility in Fort erie has an engineering department that is certified to develop and flight-test options and modifications on eurocopter models. it also houses an avionics shop, a blade shop, a repair and overhaul operation, a paint shop, a non-destructive testing lab and a composite shop that produces horizontal stabilizers and
endplates for all ec-135, as-365 and ec-155 models built.
guillaume Leprince, vice-president, marketing and sales, eurocopter canada, noted that his customers are cautiously optimistic about their prospects in 2011. With improved commodity prices in the petroleum and mining industries, signs are pointing towards increased flying this year. one concern, however, is the level of the tariffs, given the amount of competition. that could well be
key to how the industry fares this year. noting that our southern neighbours still have some economic challenges, Leprince said, “canada can expect a stronger increase in growth than the u s. market.” Within the domestic industry he maintains there is room for some restructuring. “Mergers and acquisitions and, unfortunately, a few bankruptcies will be seen.”
Continued on page 32
FeatuRe
Edmonton’s Shock Trauma Air Rescue Society a Shining Success
BY JaMes MaRasa
Celebrating staRs W
alking through the s hock trauma a ir r escue s ociety’s hangar at e dmonton c ity c entre a irport, it is immediately apparent that this is no ordinary helicopter operation. More comfortably known as stars , the organization is vitally tasked with the emergency transport of medical patients throughout a lberta.
“aviation [itself] isn’t what we do,” says scott young, director of aviation operations, as he leads me on a tour through the facility. “it’s a means to an end.” indeed, the rooms lining the corridors of this unique outfit appear more in keeping with a hospital than an aircraft hangar. Were it not for pilots dressed in full flight gear moving about the hallways, the facility might be mistaken for a medical clinic. among staff and crew carrying out the daily upkeep of specialized equipment and procedures, the mood is jovial and upbeat – until an operational dispatch call comes through the loudspeaker.
a stars pilot for 13 years, young is well positioned to explain the workings of what can suddenly become a bustling, urgent environment. “We are like firefighters,” he says, raising the veil on a lifestyle that sets stars apart in the helicopter community. “you get woken up, [then] you have to plan and execute a flight.” in a business where delays are not merely an inconvenience, but may critically affect the outcome of a mission, the effort to minimize response time is taken very seriously. the time elapsed from the dispatch call to what young calls “skids up” can be as short as eight minutes.
it’s a scenario that has played out close to 20,000 times since the unit’s first mission in 1985. toasting 25 years of operation in 2010 and now operating out of three bases in edmonton, calgary and grande Prairie, stars is a crucial link in the so-called “chain of survival,” the other partners being local emergency medical services (eMs), dispatch centres, fire and police services, search-and-rescue organizations, and other emergency medical teams.
serving the province with five eurocopter BK-117 helicopters, stars has earned the trust of albertans, flight by flight, over two and a half decades. in recent years, mainly through fundraising lotteries and calendar sales, that trust has translated to unprecedented financial support. however, through the latter half of the 1980s there
was the threat, even amid the many lives being saved, that stars itself might not survive. dr. greg Powell, president, ceo and founder of stars, explains that shortly after its inception, stars was operating “hand – to mouth.” By contrast, today the organization receives 75 per cent of its funding from donors – a fact that he finds staggering. “the initial and growing support never ceases to amaze me,” Powell says.
such an impressive level of public engagement may be founded in the very mission of stars and the values that Powell himself personifies. a recipient of the order of canada, Powell founded stars in 1985 while serving as director of the division of emergency Medicine at calgary’s Foothills hospital. realizing that alberta had a significantly higher instance of trauma-related death compared with other major centres, Powell was convinced that something needed to be done. When an elective posting took him to saigon, Vietnam, in the 1970s, he had been able to witness the efficiency of the helicopter as means to rapidly transport casualties. in 1985, Powell’s convictions were set in motion and in the years following his return to canada, stars was born.
since the 1980s, the operation, its people and its challenges have changed. an aging helicopter fleet now serves an aging population, increasing demand on both crew and aircraft. and, with lives depending on the successful completion of each mission, there is no room for error. “the profile can be a little scary at times,” young says. “the stakes are high, so you are always in the public eye. it’s a pretty good incentive not to make a mistake.”
to date, no fatal helicopter accidents have occurred while engaged in the provision of emergency medical services in canada. it’s a reputation stars helps to maintain, and owes to the commitment and skill of its crews. young explains that there is no specific mould that pilots are drawn from, and that recruitment must take a number of factors into account.
“in the helicopter world there isn’t a lot of room for a junior guy,” he says, adding that given the importance of multi-engine experience, the military is a natural recruitment source. More significantly though, it’s the experience of working as part of a team that counts. “We always work as a crew, with two pilots, a paramedic, a nurse and
TOP LEFT: The AgustaWestland AW-139 is a key part of the STARS fleet. Here, one lifts off during the AMTC conference in Minneapolis. (Photo courtesy Mark Mennie, STARS)
BELOW: STARS paramedics, nurses and physicians are committed to providing the very best in emergency medical care. (Photo courtesy Mark Mennie, STARS)
BELOW LEFT: Landing in remote areas, as in this mission in Kananaskis County, is a common occurrence for STARS helicopters. (Photo courtesy Mark Mennie, STARS)
the unique demands placed upon stars crews calls for highly developed decision-making ability – when human lives are on the line, the pressure builds. given the nature of the missions, a temptation to press on into inclement weather can be as insidious as it is compelling. While a 2005 study identified that in many helicopter eMs accidents in the united states, crews had pushed on into marginal situations out of concern for their patients, since day 1, stars has made it an official policy not to divulge patient information to pilots during dispatch.
“it’s one of our commandments,” says young. “We need to make sure we can do the mission safely,” adding that a “worst nightmare” call will inevitably involve a child. “We don’t need that pressure, so we always assume when we get a call, it’s critical. We try to remove ourselves from that pressure because we can’t let patient [condition] dictate or drive our acceptance decision. We can either do it safely and legally, or we can’t. if we say we have to decline for weather, that’s the end of it.”
sometimes a doctor. We all work very well and effectively as a crew. that’s not something you just pick up. it’s developed over time and experience. having pilots come from a single-pilot operation, where they are used to making all of the decisions on their own can be a difficult transition for some people. crew time is very critical for us.” as for his own recruitment to stars, young jokes that he himself arrived by somewhat unconventional means. “i bet the farm a couple of times,” says young. Motivated by the desire to be there for people “on their worst day ever,” he was a reserve pilot with edmonton’s 408 squadron when he was singled out for a job at stars early in his flying career. “there was an opening – some of the other reserve pilots at 408 were with stars. For some reason they asked me if i was interested in applying, even though i was a very junior pilot.”
once it is determined that the mission can be accomplished safely, however, pilots are informed of what to expect of the patient’s situation and condition. it’s all part of a process designed to keep safety at the highest level of priority. and this practice doesn’t end when the rotors stop spinning: after every mission, stars crews go through a debrief, the goal of which is continual performance improvement. in the event that a mission has involved a child, or multiple casualties, a more intensive process known as a criticalincident-stress debrief (cisd) takes place. it’s work that may take its toll on the emotional health of crews.
“at the time, everything is good,” says young, “but a few days or even a week later, something can trigger a reaction. We want to make sure our crews are oK.”
as the critical demands on stars increase, the organization strives to work with the best technology available. currently stars
is the only helicopter eMs operation in canada using night-vision goggles (nVgs), a technology it has employed for the last six years, forging a significant improvement in mission effectiveness and safety during night operations. young, who flew with nVgs in the military, admits the transition wasn’t easy for some stars pilots. But while there was resistance to the introduction of nVgs from a few, those objections were short-lived. says young: “i dare you to try and take them away from those pilots now.”
as successful as the BK-117 eMs platform has been at stars, the organization foresees expanding the defined “safety envelope” in which missions can be conducted as the only practical way to take
A
the aW-139 is set to play an important role as the organization evolves to meet an ever-growing need. in october, the government of saskatchewan announced that it had entered into discussions with stars to implement helicopter eMs (heMs) from bases in saskatoon and regina. yet even as stars’ circle of influence expands, it faces the loss of one of its bases, merely blocks from edmonton’s royal alexandra hospital, with the impending closure of edmonton city centre airport. removed from the proximity of a major care centre for northern canada, it remains to be seen how stars will evolve. But as Powell explains, the debate really isn’t about stars at all.
“ the time elapsed from the dispatch call to ‘skids up’ can be as short as eight minutes. ‘‘ ’’
on further capacity. that safety envelope, says young, is significantly defined by icing conditions that confine hard iFr operation in the canadian Prairies to three or four months of the year. the key to expanding capacity will be the agustaWestland aW-139. “it is the only de-iced aircraft in its category, short of going to an s-92.”
Faster, with longer range, equipped for flight into known icing condition and designed to Far 29 standards, the aW-139 is a true category ‘a’ helicopter and is central to stars’ future plans. “at any point during the takeoff or landing,” young says, “if an engine is lost, you could either land safely, or overshoot and fly away.”
“Where the people want us, we are happy to participate,” he says. But on the decision as to which airports should be shut down and which should stay open Powell says, “We don’t get involved in that. We stay focused on doing what’s best for patient care.”
“We use helicopters . . . we don’t need runways,” young adds, and though he does admit that there will be some operational and financial impact, he isn’t worried. “We have time to figure out where we are going to go next . . . in a perfect world, we wouldn’t be needed at all,” he laughs. not only is stars needed, but indications are that the organization will continue to thrive. and albertans will be grateful to know that the striking red helicopters, so often to be seen cutting through the vast and crisply cold prairie skies, are likely to be around for decades to come.
member of the STARS air medical crew prepares for a mission departing from the Grande Prairie, Alta., base. (Photo courtesy Mark Mennie, STARS)
We proudly salute our 2010 Corporate Sponsors:
Donʼt miss Canadaʼs helicopter event of the year, the HAC 15th Annual Convention & Trade Show, March 25-27 at the Vancouver Convention Centre and the Pan Pacific Vancouver. Agusta Westland, Aon Reed Stenhouse, Bell Helicopter Textron Canada, Eurocopter Canada, HELICOPTERS Magazine, Honeywell, Marsh Canada, NAV CANADA, Pratt & Whitney Canada, Rolls-Royce, Standard Aero, Turbomeca Canada, Vector Aerospace, Willis Global Aviation.
FeatuRe
Vision Quest
Night-Vision Technology a Game Changer for Canadian Companies
BY Matt niCHolls
Higher safety standards, operational benefits and added value to the bottom line.
For canadian helicopter operators flying at night, night-vision technology continues to bring these and other enormous benefits on a variety of levels. and while the implementation of the technology in canada has been slower to take than other nations around the world, there are signs interest is growing.
“the primary use at the moment is in the military, medical and law enforcement service role – the first responders,” says adam aldous, president of night Flight concepts, a u s.-based company offering night vision training, inspections and maintenance services. aldous has worked with a number of canadian firms in setting up their night-vision operations, including the rcMP, york regional Police, and helicopter transport services. “But we are seeing some other segments of the industry starting to use night-vision technology, or at least a growing interest in it.”
and while transport canada (tc), the helicopter association of canada (hac) and a select working group continue to work diligently to determine the basis for regulations and standards for nVgs (night-vision goggles) here at home, operators that have received exemptions to fly with the technology are experiencing an entirely new perspective.
Helicopters checked in with three pilots with varying levels of nVg experience at prominent canadian organizations to see how they are implementing nVis (night Vision imaging system) technology – and finding new ways to maximize its value and effectiveness.
a FResH peRspeCtiVe: ontaRio pRoVinCial poliCe
For sgt. Brian Paul and the flight crew at oPP’s aviation services department, the implementation of nVis technology has added a new level of clarity to the operation.
it’s been just over a year since the commencement of the oPP program and with four full-time pilots and one part-time pilot trained on nVgs for two s355F2r twin star helicopters, the province’s night operations are well covered.
t he o PP h elicopter u nit has been patrolling the skies since 1974 out of Brampton, but now operates out of s udbury and o rillia. Pilots annually accrue some 2,500-3,000 hours of flight time and while n V g flights represent a small portion of the over-
all total, night ops have been a game changer.
“i don’t want to say it’s for any one particular occurrence that we adopted night vision,” says Paul, adding that the main purpose was to enhance overall safety levels.
“But it doesn’t really matter what the occurrence is, whether it’s a search for a missing person, a wanted person, surveillance, drugs, or indoor grow ops using infrared. When flying at night, it increases our safety ten-fold, one hundred-fold.”
Flying in the black hole that is northern o ntario at night can be challenging, but n V g s help make the ordeal more palatable. o ne limitation can be a concern, however: a pilot often doesn’t recognize intense weather conditions until they’re a potential hazard. r ain, snow and fog can reduce vision clarity, distorting what a pilot may experience. “ g oggles give you more confidence to operate at night and it’s easy to get overconfident, but that’s where you can get yourself into trouble because you may fail to recognize what’s happening,” says Paul. “ a nd if you have a goggle failure or something of that nature, suddenly you’re in trouble. s o, yes, it can create a false sense of security. But this is something you train for.”
despite potential drawbacks, nVgs are invaluable in aiding oPP missions such as search and rescue, or sar (an element of 60 per cent of all oPP helicopter missions), drug eradication, unit support and more. the province’s eyes in the sky were front and centre at last year’s g8 and g20 summits in toronto and huntsville, and Paul is quick to note two shining examples of nVgs paying dividends.
in one example, two woman and two young boys were hiking in Killarney Provincial Park last summer when they ventured off the popular trail to “the crack.” Paul and his crew were doing night-vision training at the time and were dispatched to the supposed location of the missing party. But after circling a number of times, the FLir operator – who was also on goggles – failed to locate a light he thought he had seen, most likely a result of dense underbrush. Fortunately, the hikers had a cell-phone and a camera, and they held up the camera and started snapping photos of the helicopter. “i was four or five miles away, but i easily picked them
ABOVE: Night vision technology is invaluable in enhancing the safety of a number of operations. A primary use is search and rescue (SAR). Here, Cougar Helicopters participates in a search and rescue operation at night. (Photo courtesy Cougar Helicopters)
RIGHT: The STARS fleet is equipped with NVG capabilities and is the only civilian NVG program to regularly fly in mountainous terrain in Canada. (Photo courtesy Mark Mennie, STARS)
Cost analysis
out with nVgs,” says Paul. “We saw them on a rock cut. . .but with the infrared, we couldn’t see them. it just showed a white blob. We eventually directed a canine unit to them, and saved them.”
in another example, a 14-year-old girl who had set her parents’ home on fire on Manitoulin island took off and was wandering through the bush. she lit a series of tiny fires as she went, but they were so small, the oPP ground officers in pursuit couldn’t even see them. “steve Vrbanic, our pilot, and our crew could see them plain as day,” says Paul. “the guys on the ground were five feet away from it and they still couldn’t see it.” eventually, the search led to a nearby barn. after circling the barn on a number of occasions, the pilot located the girl after he noticed another fire in the barn . . . we never would have seen those fires without nVgs.”
oPP operations are made much easier with the help of nVgs, but in the end, it all comes down to safety. and as a new nVg user, Paul says he and the rest of the crew are blown away by its capabilities. “i still amaze myself when i’m out there and i’m looking at a green landscape, but you can see every hill, every valley, mostly
The operational and safety benefits of NVIS technology are significant but getting up to speed isn’t cheap. Modifying aircraft, acquiring NVGs and helmets, implementing a training program – all carry a steep price tag. But there are long-term benefits as noted by the pilots in this piece.
“It’s in the neighbourhood of a $100,000 investment,” says Keith Gladstone, COO of Ottawa’s Flight Test Centre of Excellence. Gladstone’s firm works with clients to set up programs and secure proper certification for night vision technology. “In this investment, there’s the non-recurring part – the helicopter – but after you’ve got the first two pilots trained, then really, you’re looking at roughly $30-40,000. And if you’re smart, you’ll hire a lot of ex-military guys and they will have all of this background. You may have to pay them a bit more because of their experience, but you’re still a lot better off.”
A rough breakdown of the costs, according to Gladstone includes:
• $70,000 – based on the modification of a Bell 206 Jet Ranger to make it NVG compatible
• $20,000 – NVGs for two pilots
• $4,000 – two helmets
• $20,000 – training for two pilots
Once the aircraft is properly modified, certified and you’re cleared to operate NVGs by Transport Canada (under the conditions of Op Spec 603), you now have a machine that can operate 24 hours a day, notes Gladstone. “The regulator will cringe when I say this, but you can virtually do anything. It isn’t without its human-factor issues, but then everything we do has human-factor issues. In fact, the helicopter is one big human factor issue.”
every tower light (some of the new ones have Led, which nVgs won’t read). i always say, ‘i wouldn’t be out here if i didn’t have this technology.’ you can’t do your job if you can’t see.”
liGHtinG tHe WaY FoR staRs
as the chief pilot for alberta’s shock trauma air rescue society (stars), Ben dixon is well aware of how critical his organization is to ensuring the safety and health of alberta residents. each pillar of the stars program aims to enhance patient care, from supporting and implementing technology to helping to locate the patient faster, to educating and training key partners in what it calls the “chain of survival.” it is stars’ goal to help put more time on the patient’s side – and nVis technology has been instrumental in doing just that. (For more on stars, see pg. 18.)
since the first mission in 1985, the stars fleet of five eurocopter BK-117 helicopters based in edmonton, calgary and grand Prairie, has flown more than 20,000 times; since January 2004, it has been fully operational with nVis
“We’ve been flying with nVgs for more than six years now,” says dixon, adding that a number of pilots have had previous nVg experience with the military and since have become stars’ initial instructors. “currently, there’s nothing in the cars (canadian aviation regulations) about night-vision goggles and stephane demers (transport canada) is working very hard with hac (helicopter association of canada) to get this sorted out. so, it really was at the time, ‘how do we do this?’ . . . we worked very hard and closely with tc in the early days to get the exemptions to get the program going.
“For us, really nothing had changed when we started flying with
NVGs provide pilots with outstanding detail of terrain, highlighting every hill, valley, river system and more. “I still amaze myself when I’m out there by its capabilities,” says the OPP’s Brian Paul. (Photo courtesy Night Vision Concepts)
nVgs because we were already operating at night unaided. all we really did was use night-vision goggles for exactly what we were doing before unaided. it was just an added safety element to our night mission profile.”
a year after its initial foray into night-vision technology, stars went into what it calls “advanced” mode – flying to hospitals in mountainous regions at night. the mountains west of calgary, for example, are 11,000 to 12,000 feet high and were previously inaccessible for emergency response by the air trauma response team due to tc regulations – a subsection of cars air taxi transport 703. now, with nVgs, stars has an exemption that allows transport teams to venture into the rugged terrain on carefully pre-planned routes: one of many that stars has carefully devised for nVg use and pre-programmed into the gPs of all aircraft.
“there’s no way to safely, legally or properly do it without using nVgs,” says dixon. “it really opened up the radius from our base in calgary at night because where calgary is situated, a third of the area is right in the big mountains. so, pre-nVgs, that area was shut down when it was dark. now, you’re good to go – as long as you have a preplanned route, you’re fine.”
Like all forms of technology, adjustments are necessary to maximize the benefits of the equipment. Learning to work with nVgs is no different, notes dixon, and one of the key challenges the stars crew has needed to overcome is pilot fatigue. one of the refinements they have made is switching helmet brands due to excessive weight. the team also uses a focusing device for its itt anVis-9 F4949 nVgs to improve visual acuity. the hoffman anV 20/20 focusing device gives a pilot an extra level of clarity, which can help on longer missions. With a smaller field of view already – nVgs limit the field of view to 40 degrees and eliminate a pilot’s peripheral vision requiring the pilot to move his head in a continuous scanning pattern – technological assistance is always a good thing.
“if you don’t have a good focus, a pilot may experience headaches which will decrease the amount of time you are comfortably flying with them,” says dixon. so if you’re planning on being up all night, i would take an extra minute or two to get the absolute best focus possible. “it’s like wearing glasses with a prescription that’s just slightly off. you can
do it, you can make it work, you can drive safely, but your eyes feel it after a while and you may get a headache from it. the same thing can happen with the goggles if you don’t have a good focus on them.”
With multiple years of nVg experience under its belt, dixon says the stars team is seeking ways to refine operations. a key focus is working with transport canada and developing soPs for pilots to come up with a way to pre-plan a route into the mountains themselves.
“We’re still in the brainstorming, planning stages to try and capture all the risks associated with this. identifying the best route through the mountains at night based on a map study has many challenges . . . once you go out and fly the route, it may not be as good as it looked on the map . . . we’re trying to come up with plans to negate those types of risks. our next step is what i call ‘mission specific routes’ into the mountains. it might be a one-time location we never go to again, but how do we fly there and land safely at night? that’s what we are working towards.” once stars gets processes finalized in the next year or so, it will be just one more way nVgs are helping put more time on the patient’s side.
nVG GReen saVinG tHe GReen: MnR
Blessed with some of the world’s most dynamic ecosystems throughout its 1.1 million square kilometres, ontario truly is “yours to discover.” Protecting its lakes and forests to ensure generations of residents enjoy – and reap the economic benefits of – these precious assets is top of mind for the Ministry of natural resources (Mnr) aerial services unit.
With 12 rotary-winged pilots traversing the province in a seven-aircraft fleet (seven new nVis equipped ec-130 B4s) from bases in dryden, thunder Bay, timmins, sudbury and Muskoka, the aircrew easily pushes close to 4,000 hours of flight time annually. and for the past six years, nVis technology has been a key part of the ministry’s tool kit. early fire detection, fire suppression, enforcement, sar – it’s all made more effective with nVgs.
don Filliter, chief pilot with the Mnr, acknowledges that the benefits of operating at night are many and nVis technology has helped make operations safer and more efficient. But he cautions would-be operators interested in implementing the technology to carefully evaluate their needs before jumping on the bandwagon.
“goggles don’t make night day – and there are definitely peripheral vision
issues,” he says. “so, if you’ve already made the decision to fly at night, then nVgs really enhance the safety . . . but if you’re getting into night flying because goggles exist, you really need to do your due diligence and some risk analysis because if you can do it in the daytime, why would you want to do it at night unless there is some huge operational advantage? it is much riskier to be out there.”
Poor weather, shadowing behind hills,
while some are more likely than others, they are all possible risks that need to be accounted for, says Filliter. thorough training programs, the ability to fly on instruments, recognizing the limitations of the technology – all help to make the transition to an nVg program risk free.
“if you read about all the eMs accidents in the u s. and particularly with goggles, that’s what they are doing,” he says. “Because the technology is so good, they
Proper care of night-vision equipment is paramount to maintaining a safe operation, which is why in mid-December the Federal Aviation Administration (FAA) in the U.S. issued a safety alert (SAFO 10022) for operators of potential deficiencies in the configuration and condition of installed NVIS equipment.
The alert cautioned “many operators of NVIS-equipped aircraft that they may not be adequately meeting the inspection and maintenance requirements of NVIS.” A new online source – NVGsafety.com – posted the SAFO 10022 bulletin, along with complementary information (NVG maintenance, articles and resources) to assist organizations understand and respond to related night vision program management issues.
The FAA findings are the result of a recent FAA’s Aviation Safety (AVS) nation-wide sampling of NVIS-equipped aircraft. FAA teams, made up of Flight Standards Service (AFS) inspectors and Aircraft Certification Service (AIR) inspectors/engineers, discovered that NVIS-equipped aircraft were frequently out of compliance with FAA NVIS requirements.
The FAA has determined it is likely that other NVIS-equipped aircraft may not be properly configured or maintained for NVG operations. They determined that “the likelihood of configuration and maintenance problems increases as aircraft continue in service after NVIS modifications.” The bulletin suggested “many operators of NVIS-equipped aircraft may not be adequately meeting the inspection and maintenance requirements of NVISs.”
situation. if the mission is your priority, and you use the technology to the point that it fails, then that’s a company culture issue or a training issue; you just shouldn’t be doing it.”
one of the Mnr’s most intriguing applications of nVgs is its work with early fire detection. While still in its infancy, early fire detection can help improve fire suppression and ultimately, reduce the costs of deploying crews and equipment.
the Mnr recently completed a three-year project in concert with york university, the national research council and its technology science Program, to study the effects of lightning strikes and differentiating light sources. results of the study revealed small fires can be detected and reliably discriminated using nVgs from distances compatible with typical daytime detection patrols. in ontario, approximately half of all fires are ignited by lightning strikes, so developing a lightning locator system with predictive modelling should help the ministry improve its fire readiness.
“the idea of early fire detection and of infrared scanning is so you can be more efficient in recycling your crews faster and use the technology to help in fire suppression,” says Filliter. “nVgs help make all that happen.”
Make it happen indeed. While nVis use in canada lags behind some nations, it has proven to be a legitimate game changer for a number of prominent organizations such as the oPP, stars and the Mnr chances are, it won’t be long before more canadian operators decide the time is right to see more effectively in the dark.
OPP Sgt. Brian Paul says the province’s helicopter unit has transformed into a much safer organization since adopting nightvision technology just over a year ago. (Photo courtesy OPP)
i nitial a ttack
Heavy Lift Helicopters Proving Their Worth
BY ken aRMstRonG
he steep, rugged, densely forested slopes of the B.c. coastline have always created unique challenges for forest fire suppression operations. the heavy forests and ground debris buildup provide fuel for hot fires and the steep slopes accelerate the spread, as flames love to run uphill. in an effort to combat these challenges head on, the coast Fire centre of Bc Forest service (BcFs) in Parksville, B.c., has developed an enhanced initial attack (ia) program using a coulson s-61 heavy lift helicopter on a trial basis. the higher hitting force of a big machine has more capability of beating the fire down before it gets enough “traction” to overwhelm suppression efforts. With the additional capabilities of these heavy lift machines, the centre hopes to reduce costs and improve safety in addition to improving the success of combating fires. Helicopters correspondent Ken
tLEFT: The Coulson S-61 heavy lift helicopter has the power and capacity to be an effective fire suppression tool.
BELOW: A crew from the Coast Fire Centre of BC Forest Service discusses details of an enhanced initial attack program.
armstrong recently attended a training/testing trial and witnessed firsthand the interfacing between the BcFs crews and helicopter personnel, leading to the overall success of these initial attack operations. -Ed.
standaRd initial attaCk sCenaRio
thousands of fires have taught suppression agencies that stomping on a fire quickly while it is small avoids the sprawling and costly project fires that gobble up thousands of hectares and millions of taxpayers’ dollars. the standard ia philosophy utilizes a helicopter and BcFs crew on heightened alert for immediate dispatch during periods of high fire risk/probability. as soon as smoke is detected, they are launched with minimal provisioning and all the equipment necessary to quickly contain a small fire in its infancy. typically, the medium helicopter also carries a bucket or tank of approximately 1,200 litres to aid in initial suppression to ensure the fire doesn’t start to rage
out of control; however, the weight of the internal load precludes the machine filling its fuel tank(s) and the helicopter often has to retreat in the heat of the battle to refuel.
typically, ia operations utilize a medium helicopter such as a Bell 212 and a BcFs crew of three with a small pump, hose, personal gear, fire suppression support equipment and supplies. after launching, the crew uses gPs and other means to arrive at the fire, where it circles to conduct scene reconnaissance. considerations include: potential landing areas and fire data (fuel types, terrain, size, water availability, etc.) – all of which is relayed to the fire centre. during the fire assessment in the coast’s challenging conditions, it is often apparent that the committed assets are not adequate for the ensuing battle and a delay ensues while other resources are put in place to aid in the suppression. (several famous fires have got away from organizations when the wait for backup allowed the fire to gain a foot-
hold that overwhelmed the ability of agency assets to suppress it). When this occurs, the cost associated in fighting these fires escalates dramatically – not to mention the potential loss of homes and other property. to avoid this scenario, a large helicopter with the ability to carry more firefighters, increased suppression gear and a larger “bucketing” capability could prove decisive in many fires.
enHanCed initial attaCk sCenaRio
the coulson s-61, with two 1600 shaft horsepower engines, provides a heavy lift solution, and the proprietary belly tank system of 4,000 litres packs a punch when dropping water and foam loads on flaming fire fronts. the heavy helicopter’s additional capacity essentially allows doubling up of loads with two threeperson crews and all of their standard equipment. on its own, this double whammy multiplies the effective suppressive effect exponentially. additionally, a large fuel pump and kit along with an additional 2,500 feet of hose augments capabilities. the higher output pressure and volume of the big pump enhances water flows in the vertical terrain associated with the
coast given that it is usually necessary to pump uphill from low level water sources and the standard small pump only creates a trickle after pushing water up steep slopes. added to the equipment load are two water tanks, including a collapsible 1500-gallon relay tank and a slingable stillwell water tank – which can be used for crew water and firefighting tasks. in addition to standard ia loads, items such as a chainsaw kit, extra fuel for the pumps, drinking water and overnight gear including sleeping bags, shelters and clothes, can be accommodated. Because the coastal fires tend to be deeprooted and harder to extinguish, the extra equipment allows the crew to stay on site for a longer period to ensure the fire is controlled and unable to spread.
tHe HeliCopteR
For the trial, coulson provided helicopter c-gBsF (previously used as a shuttle along with the helijet fleet of s-76s on the Victoriato-Vancouver scheduled airline helicopter service. the financial downturn terminated those ops and the company then removed the executive interior to provide a utility helicopter for
the ia role). With an empty weight of approximately 12,000 pounds and an internal gross of 20,500 pounds, the machine can easily lift the eight occupants, crew equipment and the full 2,160-litre fuel load. With a cruising fuel flow of approximately 670 litres per hour, the sikorsky has a three-hour endurance, roughly twice that of the medium ia helicopters. the heavy also has other benefits with twin-engine redundancy, large cabin volume and pressurized hot refuelling capability that can provide very fast turnaround times during operations.
tHe FiRe suppRession CReWs
in my experience, the BcFs initial attack crews are among the best in the world and are broadly trained for all suppression operations. a world leader, the organization has long been aware of the immense importance of a successful ia program and has often been sought after for its training programs. Bob Keen of the Parksville, B.c., coastal Fire centre was in charge of the helicopter crew training in the field and the co-operation between helicopter and suppression crews and exchange of ideas was first rate.
a tRial pRoGRaM
Why is the program a trial? With any change in fire suppression techniques, the pros and cons must be weighed to determine the effectiveness of the program. the benefits of the heavy helicopter’s use have been outlined above; however, on the flip side, forestry personnel have also voiced concerns about its use. in the densely forested areas of the coast, landing areas are few and far between and with a rotor diameter of 62 feet on the sikorsky compared to a medium Bell 205 with 48 feet, there are some areas that will prove challenging to fit the heavy. (however, the s-61’s rotor systems are higher off the ground and that will aid with clearance in scrub bush areas.) another concern is the sikorsky’s wheel undercarriage, which would be more prone to damage than a skid gear in rugged terrain and, of course, tires wouldn’t be very adaptable to current forestry log landing pads (not that they would be using existing pads very often for ia). this issue may be largely mitigated since the helicopter and suppression crews have been practising hover planning and deplaning from the ladder-style
front steps. one of the first things the firefighters accomplish on deplaning is to attach the snorkel for the coulson belly tank suppression system. this setup does not allow for
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sling loads; however, the aircrew advised me that the belly tank could be removed in approximately 30 minutes and the helicopter then rigged for sling loads. one wouldn’t foresee this being a significant issue for the specific ia role, as the primary missions are: 1) to deliver the firefighters and equipment to the incident and 2) to suppress the fire with the belly tank as long as possible to ensure the fire doesn’t “get away” while the ground crews are setting up equipment to run their fire line hose around the perimeter of the fire. generally, with mediums, the partial fuel load during ia dispatch (necessary to allow the helicopter to carry the crew and equipment) has only allowed the helicopter roughly a half hour of bucketing time before it has to ferry back to base for fuel. in the case of the sikorsky, carrying a full fuel load can double the time on the fire and greatly increase the likelihood of successfully containing and controlling the fire. this is further augmented by carrying twice as many firefighters and more extensive suppression equipment. conquests in the coastal forest areas could lead to wider usage of heavier helicopters elsewhere as more and more forestry agencies realize the importance of a successful initial attack. Look for this program to be successful and perhaps even spread like wildfire to some of the other provinces.
Kenneth Armstrong has flown dozens of helicopter types (including S-61 variants with the U.S. navy in Hawaii and Malaysian armed forces) teaching advanced aerial fire suppression techniques in many countries since 1991 and loves battling blazes.
The Coulson S-61 can easily lift a crew of eight, equipment and a full 2,160-litre fuel load.
CoVeR stoRY
Traversing
the Landscape
Continued from page 17
Bell HeliCopteR textRon Canada –
MiRaBel, Que.
since 1986, Bhtc has manufactured more than 3,700 helicopters. today its workforce of 1,800 produces four models at the 656,000-squarefoot facility. those include the 206L-4 Longranger iV, 407, 412eP and the new 429.
the Mirabel facility also has about 50 product support engineers who provide technical assistance over the telephone to operators around the world. in looking at how this year may play out, Barry Kohler, Bhtc’s president, noted that the company will continue to focus on product development and upgrades in 2011 and beyond. he added that textron, the parent company, has increased its investment in Bell helicopter’s r&d program by 50 per cent over the next five years. that has to be a good sign for both the company and the helicopter industry.
Final tHouGHts
as with any business, two key challenges face helicopter operators: winning business and keeping costs under control. some of the individuals we spoke with were mildly bullish about their outfits’ prospects in 2011; however, others were less enthusiastic. one marketing executive from a medium-sized operator, with a fleet of 25, noted that during the past year there have been more helicopter industry representatives attending mining conferences across the country. to his mind there are more players chasing a decreasing amount of work. another concern is that major projects, such as pipelines and hydroelectric developments, are not coming on stream as fast as the industry would like.
the ceo of a smaller company, with a fleet of 10, noted that they are not expecting to fly more hours in 2011 than they did last year. he summed up the mood of his clients by saying that the situation was,
Hybrid Helos
It has long been a wish of the rotary-winged community to witness the creation of a civilian aircraft that combines the VTOL abilities of a helicopter with the high cruise speed of a fixed-wing machine. Progress is being made on that front as demonstrated by these two aircraft:
Bell/Agusta BA-609 Tilt Rotor – The tilt-rotor design is revolutionary, but it has suffered delays in its development. At one point the model reportedly had orders for over 80 units from more than 40 customers in 20 countries.
FIRST FLIGHT: March 6, 2003
NUMBER BUILT: two
POWER: twin P&WC PT6C-67As
EST. MAx. CRUISE: 275 knots
SEATS: two crew/six to nine passengers
Eurocopter X3 – Based on the airframe of the AS-365 Dauphin, the x3 has an aft horizontal stabilizer with twin fins, the five-blade main rotor system of the EC-155, the main gearbox module of the EC-175, and two five-blade propellers attached to short-span fixed wings (with pronounced anhedral) extending outward from above the passenger cabin.
FIRST FLIGHT: Sept. 6, 2010
NUMBER BUILT: one
POWER: twin Rolls-Royce Turbomeca RTM322s
More than 30 Bell 429 helicopters have been produced and another 100 are on order. (Photo courtesy of Bell Helicopter)
“Wait and see. Very quiet.” some common opinions expressed by other senior managers included:
• there are too many aircraft in canada, given the size of the domestic market;
• as a result, rates are unlikely to move higher in the near term;
• firefighting may be seasonal, but it certainly isn’t guaranteed work; and
• international markets, be they for commercial or military missions, offer opportunities as well as risks.
the bottom line: a given company’s level of optimism/pessimism about 2011 appears to be based on its primary geographic market, the financial fitness of the industries it serves, and how many other players there are in its sandbox.
The Bell/Agusta BA-609 tilt rotor aircraft is revolutionary, but it has suffered delays in its development. (Photo courtesy of Bell/Agusta)
EST. MAx. CRUISE: 220 knots
SEATS: two crew/five to 11 passengers
While both of these aircraft are truly exciting designs, ultimately market demand will decide their fate. Development costs will likely be key in determining their eventual selling price. Whether or not end users will pay rates that make the services provided compensatory remains to be seen. In the meantime, these are both handsome examples of aeronautical designs that are capable of generating dreams – if not revenues.
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apprentices and Base pilots opportunities also available.
If interested please Email: mhodgson@deltahelicopters.com
Trans North Helicopters at Whitehorse, Yukon is accepting applications for the following positions: Pilots
Minimum 2000 hrs, endorsed on BH06, AS 350 & Hughes 500’s. Must have mountain experience with long line proficiency moving diamond drills or similar operations. Full time and seasonal positions available. Competitive wages and excellent benefit package. Applications by email to
ken aRMstRonG
on March 12, 2009, a sikorsky s-92a helicopter operating as cougar helicopters Flight 491 crashed into the ocean 30 nautical miles east of st. John’s, nfld., killing 17 of the 18 on board. While the tsB investigation report is to be released shortly, much is already known about the causal factors contributing to the outcome.
While the final report on the accident has not been released, the tsB has provided the following preliminary data and sikorsky has already settled by paying an undisclosed amount for its liability in the accident. Further litigation is ongoing.
the primary cause initiating the emergency was the loss of oil pressure to the main transmission. the metallurgical examination of the titanium oil filter attachment studs revealed fatigue cracking in the studs as well as evidence of thread damage. this resulted in the rapid loss of oil supply and a drop in oil pressure below the five-psi range, which requires an emergency descent and immediate landing according to the rotorcraft Flight Manual (rFM).
tsB examination of the main gear box (MgB) indicates that there was no loss of main rotor drive and that the main rotor blades were rotating at the time of the impact. however, this information is not yet conclusive that the helicopter had full and unimpeded auto-rotational capability after the engines were shut down by the crew.
the helicopter was en route at 9,000 feet to an offshore rig at 110 knots when MgB oil pressure dropped rapidly. the crew turned towards
an avoidable accident
A Closer Look at the Fatal Cougar S-92A
Crash
491’s pitch attitude increased from approximately 10 degrees nose down to about 16 degrees nose up, which is consistent with a flare for an engines-off landing. the helicopter struck the water at approximately 1226 in a slight right-banked, nose-high attitude at moderate speed and a high rate of descent.
the sikorsky s-92a flotation system activation switch was found in the armed position after recovery; however, the inflation bottles had not fired to inflate the flotation system. this is undergoing further investigation to determine if there was a mechanical failure of the system or whether the crew failed to inflate the bladders since, by all indications, they had chosen to attempt to reach the shore.
so, what could the crew have done differently to avert the tragedy? Whatever kind of helicopter you fly, from a Bell 47 to a Boeing ch-47, a loss of MgB transmission pressure dictates an immediate landing. Moreover, a stressed transmission does not suggest pulling in heaps of power to speed up its destruction. Levelling off high above the terrain/ water placed all occupants in an un-survivable situation. attempting to extend the flight by approximately another 20 minutes to a more desirable landing area against the rFM procedure simply provided more stress to the transmission and reduced the likelihood of survival.
When the rare emergency occurs, one must follow the procedures of the appropriate flight manual.
the coastline of newfoundland and descended to approximately 800 feet above the water and cruised at 133 knots for a period of time.
Just before the flight recorder stopped working for an unknown reason at 1225:17, engine power was reduced and a descent from 800 feet was initiated until about 1225:44, at which time driving power to the tail rotor was lost due to the overstressing and complete destruction of the gears in the tail rotor drive shaft at the main transmission. While indicating 85 knots at 1225:47 and descending through approximately 500 feet, both engines were shut down. subsequently, the aircraft experienced a number of large and rapid attitude changes. at 1225:54, Flight
some aviators believe Faa part 29 requires the transmission to be able to run dry for 30 minutes. it does not. While i realize some will observe hindsight is 20/20, the only prudent action by the ill-fated crew was essentially “written in stone.” had the pilots initiated an immediate and accelerated descent to landing on the water with a deployed emergency flotation system and prepared to abandon the helicopter if the sea state dictated evacuation – everyone could have lived. so, what’s the lesson here? not only should a pilot abide by operational limitations of engines and transmissions but also, when the rare emergency occurs, one must follow the procedures of the appropriate flight manual unless some unusual and unanticipated circumstances dictate modification of an emergency procedure.
The Transportation Safety Board of Canada (TSB) is scheduled to hold a news conference on Wednesday, Feb. 9, to make public the final TSB investigation report (A09A0016) into the crash of Cougar Helicopters Sikorsky S-92A.
Ken Armstrong has flown 89 helicopter types and provides accident reconstruction and expert opinions to law firms and the courts.
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