Helipress Magazine - ISSUE 02

2017 / ISSUE 02

magazine

That others may live

How Portugal’s Esquadra 751 is setting new standards for SAR missions

H145 HEMS Kit Exposed

Check out the aeromedical cross section of the light twin that operates in Italy

Alpin Stars

AIUT Alpin Dolomites started HEMS mission at night. Legend Raffael Kostner told us why is a gamechanging aspect

Flying the AW169

We got onboard the brand new AgustaWestland masterpiece in Northern Italy: here’s how it performs

READ ONLINE

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This space is for your business.

EU/Asia Pacific Inquiries info@helipress.it US/Americas Inquiries sales@heliweb.com

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A Day In The Life When a crisis strikes an Industry, it doesn’t mean that that same crisis should affect the same Industry’s storytelling process. Crisis doesn’t mean stopping being hunger for news, being eager for helicopter photos, taking time for analysis and - ultimately – being in search of practical tips.

The first issue of Helipress Magazine meant a lot to ourselves. We planned it, we studied it, we analyzed the needs of a market. In return, it showed us a path through this beautiful industry’s storytelling. We chose to go ahead on this road and keep sharing stories and enhancing the community of interest that has grown around Helipress in these years.

Over 30,000 readers in less than a month is a result that gave us a real pride.

Helipress Magazine’s readers come mostly from Europe. This is probably caused by a speculative need existing in our continent to understand which direction the helicopter industry will take as a consequence of the O&G crisis.

That’s why we keep using politics and foreign affairs as a key to the future of an industry that needs to grow even in the consciousness of the geopolitical context in which it is located.

At the same time, the helicopter Industry needs to understand - and this is mandatory to live smartly in the 21st century - that people start living in digital spaces the same way as in physical ones. This is how we got in less than a year more than 50,000 followers on Facebook: that’s our community of pilots, technicians, engineers, designers and enthusiasts. Ratings on helicopters pass through social medias these days. We even receive tons of emails with requests for advices to find employment, flying schools tips and questions aimed at improving technical skills.

The simple fact that people around the world keep asking us for advice, Africa and India above all, is the proof that we are one of the few spaces where there are no bottom up considerations, there are no technological assessments and technical data sheets. Think about Helipress’ fanbase. Maybe none of them can afford to own a helicopter, few are pilots, a small amount of them flies on helicopters regularly, many are just passionate about these stunning flying machines.

Everyone of them, however, makes an effort in order to create identity, generating brand reputation.

And they must be heard as they speak.

Helipress Magazine is , in a way, similar to a printed newspaper. It has been conceived for a vast audience and in this new issue we have been trying to tell about the most different operating scenarios. From the breathtaking missions of Portugal’s Esquadra 751 to day-to-day high altitude rescue ops with Aiut Alpin Dolomites.

The meaning of this issue is a day in the life of the helicopter industry, any given day. These things happen on a daily basis, they are to be talked about, not only with beautiful photos, not only with spectacular images, but with stories of people and through their voice.

The people we are talking about include executives that play managing roles in the industry , and they will share this digital copy on Facebook, Twitter and through other social medias just like any other enthusiast.

Our main task is following them wherever they go.

We’ll not wait for them to come looking for us.

Enjoy the reading!

nz

Column

5 12 14 18 22

Esquadra 751 Q&A with Major Pilot-Aviador

Tiago Miguel Marques Violante

Industry News All that matters this month

AIUT Alpin Dolomities We spent an entire day (and a night) with HEMS legend Raffael Kostner

H145 HEMS How is made a

Flying Hospital

AW169 A New Era For HEMS We flew aboard one of Babcock Italia’s AW169s to figure out how the helicopter will change the face of EMS operations

26 Agusta Vintage

Did you know?

There has been an Agusta A.106

On the Cover

One of the AgustaWestland AW101s deployed by Portugal’s Esquadra 751 on SAR Duty

Manager Editor and Publisher

Nicola Zamperini

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Online Editor

Stefano Silvestre

Product Manager

Ludovica Angelini Francesco Marino Enrico Messina

Copyright 2014 Gnotilab srl

Alessio Damiano

Art Director

THAT OTHERS MAY LIVE:

In order to better understand how the EH-101 changed Esquadra 751’s approach to SAR missions, we talked with Major Pilot-Aviador Tiago Miguel Marques Violante.

by Stefano Silvestre Ut alii vivant is a well-known motto among HEMS / SAR operators around the world.

But the men we are talking about in the interview below have nothing to do with them. The Esquadra 751 “Puma” was born in the late 1970s with the precise aim of saving human lives in extreme environments and conditions with the use of helicopters.

It’s not a simple task. The jagged coasts of Portugal, the distance from the main islands and the difficulties of offshore operations help create one of the most complex operational scenarios in Europe.

SAR operations in the Atlantic Ocean are the daily bread of Esquadra 751: Sea operations represent in fact 9 out of 10 of the squadron’s total missions.

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After an initial use of the SA330 Puma helicopters for SAR duties, since late 2000’s the Esquadra 751 was able to rely on a newly conceived, designed and improved machine to get where many others stopped. The machine we’re talking about is the AgustaWestland EH-101 helicopter, a military variant of the civilian AW101.

AgustaWestland’s heaviest (and most expensive) product has since become the non plus ultra of SAR helicopter operations. Today, the same helicopter is being deployed in Canada (where it is known as CH-149 Cormorant) and was recently chosen even by Norway for the same tasks.

In order to better understand how the helicopter changed the Esquadra 751 approach to SAR missions, we talked with Major Pilot-Aviador Tiago Miguel Marques Violante.

The EH-101 Merlin is one of the most advanced SAR helicopters in the world.

How did you selected this machine for this very specific role?

Going back twenty years ago Portugal foresaw that the helicopter SA-330 “Puma” was getting more and more limited while performing Search and Rescue in its area of responsibility. With almost 30 years of service at the time, the Puma was a helicopter that proved its capabilities and a need to replace it was a necessity. Portugal has a huge Search and Rescue area of responsibility, from Portugal mainland to the two archipelagos. So a helicopter capable of covering most of that area, capable of reaching the islands during the day and the night was an imperative. After, completing the procurement phase, the Merlin came out as the most suitable for the Portuguese needs.

What’s your general opinion about the machine?

Can it be improved?

With more than 12 years of operation, the Merlin has proven over and over its capacities. Day and night search and rescue missions, near the shore or far out as 350 nautical miles, to tactical airlift missions and to maritime patrol. This versatility represents one of the keys factors of the Merlin. Along with it, is has huge range and endurance, followed by a big cabin were its possible to fit as much as 35 troops.

Can it be improved?

In my opinion, the Merlin can perform a full range of missions due to its characteristics and that makes it a great helicopter. As to every equipment, im-

provements can always be made, the Merlin is no different.

The Portuguese Merlin was built to the standards of the beginning of the century, and was one of the first versions of the Merlin.

These days new operators and new technology made a leap in equipment fitted to the helicopter.

With this, in my opinion, improving equipment is one area were the Portuguese Merlin can be improved due to the fact there is new and more updated equipment available for the Merlin.

On other areas, materials, design and other relevant areas the Merlin is significantly suited.

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The distinctive ability to prove in multiple missions makes the EH-101 the choice to highly demanding operators

What about maintenance times and reliability?

The EH-101 Merlin is a complex helicopter, fitted with three engines, multiple hydraulic systems, electrical and other systems. That said, a helicopter with this much complexity makes it demanding regarding maintenance. The Merlin has a challenging maintenance schedule either by date or number of hours. Maintenance is key factor in order to keep up with the operational requirements.

The Portuguese Air Force (PrtAF) must be strict with the maintenance program. Safety oriented helicopter mechanics must perform their tasks with precision and trustworthiness.

How does the program works?

The PrtAF maintenance program for the Merlin is divided in two parts, the PrtAF performs first and some second-tier maintenance tasks and most the second and third tasks are outsourced to Leonardo Helicopters and subsequently to OGMA. The program is set to have continuously 4 helicopter on big maintenance tasks.

With this in mind, usually there are 8 helicopters ready to fly.

The EH101 seems to have grown up in a real multipurpose machine.

The Merlin has proven to suit the Portuguese demands regarding its operational requirements in the past

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12 years. The helicopter was put into test during these last years’ time after time to challenging conditions. Our daily operation requires that the helicopter is ready to comply with both day and night, near or far out from shoreline and recover multiple persons. With this variety of conditions the Merlin has proven its versatility and adaptability. Able to adapt to needs of the Portuguese Search and Rescue call outs made the Squadron world known for using the helicopter in long range SAR missions. Being one of the few that perform long range SAR missions, usually within 350 nautical miles, made the Squadron unique within the Merlin users.

This said, other users take more advantage of the Merlin in different approaches, tactical airlift operation, maritime patrol and VVIP transport.

This distinctive ability to prove in multiple missions makes the EH-101 the choice to highly demanding operators.

What are the EH-101 main strongpoints?

In my point of view, the Merlin has two major key factors in its capabilities, AUW and its cabin. The AUW allowed permits to hold both cargo and fuel allowing the Merlin to reach the 400 nautical mile range or to take off with 15,6 tons. Moreover, its cabin (and AUW) is big enough to place 35 troops, or 30 passengers, or 16 litters.

With a cabin like this operating in various conditions for both Search and Rescue and military operations the Merlin excels. The range is one the most important figures of the Merlin with has the capacity to reach 350 nautical miles and stay on station 30 minutes, depending on the weather conditions. This is one of the most important features that the PrtAF seeked when replacing the “Puma” helicopter, I’m confident that it was a bet that has been proven right, time and time again. In addition to these two factors, the automatic pilot with 4 axis allows the helicopter to perform night Search and Rescue missions in complete safety. Also, its operational limits regarding weather conditions tolerate and big envelope of operation.

What’s the most challenging mission you’ve ever performed?

There have been a lot of challenging missions, either by its range or by weather conditions. The one that in my opinion personifies capabilities describe above was the rescue of 4 Norwegian sailors in the Azores, in May 2015. This rescue was done 343 nautical miles south of Flores island and with a 40 minutes on station and on their way back diverged to Faial island 382 nautical miles from the rescue scene. All of that with 50 knots winds and 10 meters waves.

Can you describe the operating

theatres where the EH-101 is most often deployed?

The squadron operates in Portugal mainland and in the two archipelagos, Azores and Madeira. Sea operation missions are 90% of the squadron missions. Besides performing Search and Rescue the Squadron executes EMS on the islands due to the fact that there aren’t hospitals in all of the islands.

Low visibility and low ceilings, high winds (50-70 kts), night operations and big waves are often the scenarios that the Merlin crews face during its call out’s. The Squadron also perform tactical airlift operations, in mainland Portugal, where hot and high and these are the conditions that we usually face.

The squadron has participated in Hot Blade exercises that were put together by EDA during, 2012,2013 and 2014.

As one of the most important military operators in the world, do you cooperate with Leonardo in order to improve the operational capabilities of their machines?

Cooperation is important to keep the Merlin capabilities ready day after day, Leonardo has a team placed in Montijo to support the fleet. In addition to that, every six months both the users and the maintenance crews get together to

discuss the difficulties and challenges that are necessary to maintain the helicopter.

Let’s talk about the Esquadra 751 Team: you seem to be encouraged making strong bonds between team members. What are the best and worst parts of working in such a challenging environment?

The bond between crewmembers and also with other members of the Squadron is sturdy. Our line of duty requires a strong commitment between every member and their daily duties tasks. The daily challenges that the squadron members execute and the time spend together as a crew during detachments permit to have a strong bond between every member. Every member considers other crew as family mostly because of the challenges they face during the missions, making a tight bond between everyone. Respect and confidence is a value highly appraise inside the Squadron. Older members pass along the values and traditions to newer members in order to succeed in this mission. Search and Rescue is a mission where you can only be good with training so only with practice makes the Squadron good at its missions and the strong bond between members allows us to thrive for excellency in our performance.

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Editor’s choice

Sikorsky

CH-53G

Bundeswehr

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photo: Steve Vonlanthen

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Bell 525 Relentless Resumes Flight Test Program

Flight testing was halted after the crash of FTV1 last July in Italy, Texas, in which both test pilots were killed Bell Helicopter announced the Bell 525 Relentless program has resumed flight test activity after receiving experimental certificate renewal from the Federal Aviation Administration (FAA).

“Today we have resumed a key element of the Bell 525 program,” said Mitch Snyder, president and CEO. “Bell Helicopter has worked with the National Transportation Safety Board (NTSB) and FAA since the accident and we are confident in the resumption of flight test activity.”

“The team is focused on certification in 2018 and we are committed to bringing this innovative and high-performing helicopter to market,” added Snyder.

Flight testing was halted after the crash of FTV1 last July in Italy, Texas, in which both test pilots were killed. The flight originated from Arlington, Texas, as a developmental flight test and was conducted under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed at the time of the accident.

The Bell 525 is the world’s first fly-by-wire commercial helicopter and is designed to operate safely and reliably in austere environments with decreased pilot workload. The aircraft features the first fully-integrated touch screen avionics suite designed for helicopters, the Garmin G5000H®. Best-in-class payload, cabin, cargo volumes, and passenger comfort complement the technological advancements on the aircraft.

German Air Force receives last H145M

Airbus Helicopters has delivered the 15th and final H145M multi-role helicopter to the German Armed Forces (Bundeswehr). The helicopters, stationed in Laupheim, are operated by the Bundeswehr special forces.

As the launch customer, the Bundeswehr ordered 15 of these highperformance helicopters in 2013 as part of the Light Utility Helicopter (LUH) Special Operations Forces (SOF) project and received the first aircraft at the end of 2015. With this final delivery, Airbus Helicopters has completed the entire programme within the specified time schedule and budget.

“The LUH SOF project is an excellent example of what a constructive cooperation between the Bundeswehr, the authorities and industry can achieve,” said Wolfgang Schoder, CEO of Airbus Helicopters in Germany. “I would like to

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EU approves €377 million state aid for Airbus X6

The European Commission has approved under EU state aid rules €377 million of French and German support to develop the innovative Airbus X6 heavy helicopter. The project will significantly contribute to research and innovation in the EU without unduly distorting competition in the Single Market.

Commissioner Margrethe Vestager, in charge of competition policy, said: “The French and German support will stimulate considerable private investment in this project. The support will help bring a new generation of innovative heavy helicopters to the market, without causing undue distortions of competition.”

Both France and Germany will provide public support for the development of Airbus’ X6 helicopter project. The support will amount to a total of €377 million in repayable advances granted over a period of eight years (€330 million by France and €47.25 million by Germany).

For the X6 helicopter project, Airbus will undertake significant research, development and innovation to develop an innovative and hightechnology civil heavy duty helicopter. In particular, the twin-engine X6 helicopter will have a higher range of action, coupled with improved fuel efficiency, as compared to the current generation of helicopters. It aims to simplify access to platforms in the high seas, and also facilitate search and rescue, as well as humanitarian missions. The project is fully in line with the objectives set by the Europe 2020 flagship initiative for an Innovation Union.

The scope of the X6 helicopter project is such that the associated risks are high and the investments required exceed the self-financing capability of Airbus. The financial markets are also reluctant to finance such an ambitious research and development project for which a return on investment is only expected over a long period.

The Commission assessed the measures under Article 107(3)(c) of the Treaty on the Functioning of the European Union (TFEU), which allows state aid to facilitate the development of certain economic activities, where such aid does not adversely affect trading conditions to an extent that is contrary to the common interest.

thank all of our partners for the efficient and successful cooperation, and will be delighted to push ahead in this spirit with the implementation of further programmes. I wish the Bundeswehr special forces all the best when using their new helicopters.”

The H145M is the military version of the tried-and-tested, light twin-engine H145 civil helicopter that was first delivered in 2014. The entire H145 fleet has now clocked up more than 50,000 flight hours. With a maximum take-off weight of 3.7 tonnes, the agile H145M can be used for a wide range of tasks, including transport, supply, surveillance, air rescue, armed reconnaissance and medical evacuation. The Bundeswehr’s H145M LUH SOF helicopters are equipped with a fast roping system to transport special forces, a high-performance camera system for reconnaissance, as well as equipment for fire support during deployment, enabling special forces to use the helicopters in a wide variety of new fields. Furthermore, the helicopter’s ballistic protection and electronic countermeasures system offers a high level of security during deployment.

Prestwick starts live operations with new AW189 SAR helicopters The HM Coastguard search-and-rescue (SAR) helicopter base in Prestwick started flying the new Leonardo supermedium helicopter for SAR operations on Saturday, July 1. The new £20 million AW189 helicopters are painted in red and white HM Coastguard colors, and are operated by Bristow Helicopters Limited on behalf of HM Coastguard.

The new £20 million (approx. US$26 million) AW189 helicopters are painted in red and white HM Coastguard colors, and are operated by Bristow Helicopters Limited on behalf of HM Coastguard. The Coastguard base at Prestwick is the second base in the United Kingdom to fly this new model of helicopter for SAR missions, following Lee-on-Solent on the south coast, which began operating with this aircraft on April 1.

AW189, A GROUNDBREAKING TECHNOLOGY “The introduction of this new ground-breaking technology to our Prestwick base represents another very significant milestone,” said Damien Oliver, assistant director for aviation at the Maritime and Coastguard Agency (MCA). “The two brand new AW189s to operate from Prestwick will be capable of working in all weather and in the U.K.’s most challenging terrain. The investment in this new technology further underscores the importance with which the MCA views its lifesaving work.”

In 2013, Bristow won the U.K. Government national contract to deliver SAR operations on behalf of the MCA. Seven of 10 strategically located bases took over the helicopter civilian SAR responsibility from the Royal Air Force and Royal Navy in a phased approach throughout 2015 and 2016. The existing Coastguard bases at Lee-On-Solent and Stornoway became part of the U.K. contract in April 2017, with Sumburgh set to follow on July 1, 2017.

Pakistan begin negotiations for TAI T129 Atak helicopters

Both sides are aiming to announce a deal which could involve up to 30 aircraft, by the end of 2017 Pakistan Army agreed to negotiate a deal with Turkey for the purchase an undisclosed number of TAI T129 Atak helicopters. The deal, as highlighted by middle eastern media, would follow a year of active interest from Pakistan, beginning with trials in June 2016, when the Pakistan Army put the T129 ATAK through a Hot&High performance evaluation phase.

According to Alan Warnes of Monch Verlagsgesellschaft , both sides are aiming to announce a deal, which could involve up to 30 aircraft, by the end of 2017 or early 2018.

Pakistan Army currently flies a mix of AH-1F/S COBRAs based at Multan, that forward deploy to several forward operating bases/forward operating locations. They have been heavily involved in Pakistan’s war with militants in the Federally Administered Tribal Area (FATA) and have been known to fly up to 15,000 feet.

Turkey selected the T129 in 2007 with manufacturing and third-party export rights. Aselsan, Roketsan and Havelsan developed weapons and subsystems for the helicopter.

The new £20 million AW189 helicopters are painted in red and white HM Coastguard colors, and are operated

by Bristow Helicopters Limited on behalf of HM Coastguard

Bristow transitions Prestwick SAR base from S92 to AW189 The HM Coastguard search and rescue (SAR) helicopter base in Prestwick started flying the new Leonardo AW189 helicopter for SAR operations on Saturday 1st July.

The new £20 million AW189 helicopters are painted in red and white HM Coastguard colours, and are operated by Bristow Helicopters Limited on behalf of HM Coastguard. The Coastguard base at Prestwick is the second base in the UK to fly this new model of helicopter for SAR missions, following Lee-on-Solent on the south coast, which began operating with this aircraft on 1st April.

Damien Oliver, Assistant Director for Aviation at the Maritime and Coastguard Agency (MCA) said: “The introduction of this new ground-breaking technology to our Prestwick base represents another very significant milestone. The two brand new AW189s to operate from Prestwick will be capable of working in all weathers and in the UK’s most challenging terrain. The investment in this new technology further underscores the importance with which the MCA views its lifesaving work.”

Russell Torbet, Director of UK SAR at Bristow Helicopters Ltd. said: “We are very pleased to introduce the AW189 SAR aircraft to the Prestwick operation. I have been incredibly impressed by the ethos of our crews and engineers who have been working very hard to transition the Prestwick base from the S-92 to the AW189 and want to take this opportunity to thank them all.

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Dimension

11.2 m / 33.5 feet

2.0 m / 6.6 feet

Key Figures Maximum Take Off Weight (MTOW)

2 980 kg Maximum range

609 km / 329 NM Maximum Speed

278km/h / 150kts Increased payload: The H135 offers notable improvements in terms of performance in coparison to previous versions (all under ISA+20): Hover out of ground effect: +200 kg at 6 600 feet Single-engine operation/CAT A: +90 kg at sea lele + 113 kg at 1 000 feet + 154 kg at 2 000 feet

Mountain Rescue Fast and safe

operations in difficult terrain.

Enhance stability and excellent maneuverability

Inproved hoist capacity (272 kg)

AlpineStars:

AIUT Alpin Dolomites Aiut Alpin Dolomites started NVG operations with its trademark Airbus Helicopters H135.

We spent an entire day (and a night) with Alpine Rescue and HEMS legend Raffael Kostner For those who have already been among the pioneers of Mountain Helicopter Rescue, technological progress is still a matter of life or death.

It’s a clear message and it comes directly from the voice of Raffael Kostner, officer of the Order of Merit of the Italian Republic, mountain rescue hero, founder and technical director of Aiut Alpin Dolomites and mentor for dozens and dozens of alpine rescuers who he has been training over the years.

Mr Kostner himself opened to Helipress

VIDEO

Magazine the doors of the famous airbase in Pontives, in mid-May. From this famous gem of italian HEMS industry, Aiut Alpin Dolomites is among the few providers in Italy which started mountain HEMS operations at night.

Earlier this year, Italy’s ENAC gave Aiut Alpin the green light to training with night-vision goggles, which the association performed on its shiny red Airbus Helicopters H135 (former known as EC135 T3), the helicopter deployed in the Province of Bolzano, Trento and Belluno.

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Training is a constant component: we arrived in Pontives a few days before the start of the summer season. Until yesterday, sunset meant a last call to return to base. Today, it is simply more time to add to the golden hour.

On the path that separates the Three Peaks of Lavaredo from Pontives, we’ve been able to experience what does it really means to fly at night with NVGs on a civil helicopter and above all, we had the chance to know what does it means to perform HEMS operations at night in Val Gardena.

The Airbus Helicopters H135, of which Aiut Alpin has been launch customer for Italy (now the helicopter is also available with Helionix avionics suite), has already been recognized by pilots and technicians as one of the most complete, reliable and powerful machine for Mountain rescue ops. NVGs used by AIUT Alpin are the ASU Inc M949: they’re white phosphorus 3rd generation image intensifiers (not the model used for our video footage) which allows a 40° visual field of are equipped with lenses that avoid interference with the helicopter’s cockpit and service lights.

OPINION

Heroes Raffael Kostner is a mountain rescue hero.

This is a fact in Italy and this is a true statement in every other part of the world. Starting from his rescuer DNA, Mr Kostner became one of the greatest air medical service professional. He’s one of those looking at helicopters and thinking about saving lives.

In the very first issue of Helipress Magazine we stated that it was necessary for the Industry starting back from to the centrality of the human element in the evaluation of HEMS missions.

The best helicopters around are those coinceived around pilots and especially around the patient.

The best way to do HEMS is where the very process of a rescue operation revolves around the patient, stabilizes it, and transfers it to an A&E department.

In the future we are going to need larger, more flexible fleets, we’re going to need custom shaped operations to the needs of a fast-changing business environment. We’re talking about climate emergencies, earthquake disaster relief. We’re are talking about healthcare innovation. We will learn more about it very soon on Helipress.net. What we do find today in Mr Kostner’s professional record is the most important human factor, which in his case has never been detached from an extreme professionalism. This is the same professionalism that Mr Kostner represents not only when Aiut Alpin’s pilots are on command and he is working at the rescue hoist, but also when he seeks to understand how to improve services on challenging and tough mountainous areas. We’ve got to bear in mind that this kind of perpetual and manic attention to operations can only produce an improvement for the helicopter Industry as a whole. nz

This space is for your business.

EU/Asia Pacific Inquiries info@helipress.it US/Americas Inquiries sales@heliweb.com

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The Flying Hospital

15® 1 LIFEPAK MONITOR/

DEFIBRILLATOR

The LIFEPAK 15 monitor/ defibrillator is one of the most important tools on the helicopters. It it one of the compnay’s latest products and has been developed to set a new standard in emergency care for ALS teams who want the most clinically innovative, operationally effective medical tools.

2 DRÄGER OXYLOG®

3000 PLUS

Offering high ventilation performance with features such as AutoFlow® integrated capnography and noninvasive Ventilation, the Oxylog® 3000 plus helps transport patients safely and provides feedback on correctness of intubation and ventilation effectiveness.

by Francesco Marino The custom-made HEMS kit provided by Italian manufacturer Mecaer Aviation Group for the Airbus Helicopters H145 has been one of the cornerstones of the helicopter’s development since the very beginning. In order to better understand the features of the HEMS kit, we spoke with Giovanni Cipolotti, physician, anesthetist and currently Director of the SUEM 118 ULSS 1 of Belluno.

“The patient’s head position inside the H145 cabin is a decisive factor for a successful stabilization of the patient onboard. In the Airbus H145 case, the cabin presents a setting similar to road ambulances. Doctor’s seat is located right next to the patient’s head, mirroring the cabin crew.

“That’s the correct position, the same one used in intensive care for a better control of the upper respiratory tract and for a bronchoscopy - said the Belluno SUEM 118 ULSS 1 Director - . From that point of view, the doctor’s attention can quickly switch from head to chest and abdomen, statistically the body districts most affected by different types of trauma”.

Heli Trivia

Prince William joined the East Anglian Air Ambulance (EAAA) service in Cambridge in August 2015 as a H145 HEMS pilot on a Airbus Helicopters H145. Bond Air Services operates the air ambulance on behalf of the charity and the prince is paid a salary which he is donating to charity. Duke of Cambridge will be leaving the service in this summer to spend more time in London where his children will be school.

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1 2

3 SYRINGE PUMP

A small infusion pump used to gradually administer small amounts of fluid (with or without medication) to a patient. Applications include electrospinning, electrospraying, microdialysis, microfluidics, dispensing/ dilution, organ/tissue perfusion and fluid circulation.

3

4 STRETCHER

The H145 interior allows an operator various configuration set up choices regarding stretchers: 1 or 2 stretcher capability with full/partial suite of medical equipment.

4

5 MEDICAL OXYGEN TANKS

An oxygen cylinder is a pressurized storage vessel for oxygen made of aluminum, it’s portable and versatile kit that can be used for various medical applications.

5

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photo: Andrea Capoferri

Editor’s choice

Airbus Helicopters

H 120 21

Flying the

The wait is over. The AW169 began serving in European HEMS fleets: we flew aboard one of Babcock Italia’s AW169s to figure out how the helicopter will change the face of EMS operations It is not just a “Baby AW139” as it has been nicknamed. The AW169 is a brand new helicopter which has been conceived in a very recognizable shape which is attributable to AgustaWestland’s heritage design, a real rademark of the formerly-knownas AW Family.

Leonardo AW169 helicopter has finally become reality in the european HEMS industry. The response of those who have already been able to get on its brand new glass cockpit is univocal.

Excluding the teething problems typical of every newly designed aircraft, the AW169 appears to be destined to an operational and commercial success comparable to that of the bestseller AW139.

Italy is home for the company which first among all believed in the AW169 program in terms of human, economic and technological resources.

“With the introduction of AW169 in our fleet, we are strengthening our primacy in HEMS operations, further enriching the portfolio of operating solutions for Babcock’s customers in the Italian market,” said in world exclusive for Helipress Magazine Andrea Stolfa, CEO of South Europe Babcock Mission Critical Services Division -. Again, the choice to be the launch customer of the AW169 allows us to participate in the growth of the aircraft right from the start up phase,

AW

169

working in partnership with Leonardo to optimize its operational characteristics to the profile of the missions we operate on behalf of our customers”.

To best appreciate the AW169’s features, Babcock Italia has opened to Helipress Magazine the doors of its Colico headquarters, one of the most important European HEMS airbases and MROs. So we had the chance to flew on the Orobie Alps onboard the HEMS-equipped AW169 I-BBFI, one of the AW169s delivered from Leonardo to Babcock Italia, which happened to be the same aircraft - another one is already flying at the HEMS base in Pescara, others have being deployed in Sicily -, sent for the Pope’s visit to Fatima, Portugal, and the same one used to strengthen the health emergency system for the G7 summit in Taormina just before summer.

The AW169 is an impressive machine.

With the aeromedical kit on – HEMS is going to be the main purpose for this machine worldwide - there’s plenty of room on board for hoist operations’ personnel as well as enough space for a smartly designed medical crew seating configuration.

In flight, Leonardo’s greater job in terms of vibration and noise footprint reduction, is strongly perceived. That’s for sure a lesson AgustaWestland learned through the AW139 experience, which the Italian manufacturer managed to successfully export in its Family of helicopters.

VIDEO

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AW169 Kent, Surrey & Sussex Air Ambulance

ÂŤ Excluding the teething problems typical of every newly designed aircraft, the AW169 appears to be destined to an operational and commercial success comparable to that of the bestseller AW139Âť

G-DSAA Dorset and Somerset Air Ambulance

G-LNAC Lincs & Notts Air Ambulance

I-RAIT Foto Lidie Berendsen Turin Airport TRN 23

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photo: Costa Denis

Editor’s choice

Airbus Helicopters

H 145 25

An Italian National Heritage since 1952

The Agusta A.106 was a single-seat light helicopter designed in early 1960s to provide an ASW platform for the Bergamini-class destroyers of the Italian Navy.

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A. 106

by Ludovica Angelini

Two prototypes were built, the first flying in November 1965.

A pre-production batch of 5 was cancelled by the Marina Militare in 1973.

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How long is three years?

by RotorZ Helicopters are often seen as the weak spot of the aviation industry.

They are not money machines like jetliners, they fly slower and carry less people onboard than any business jet around. The average man would rarely have the chance to step onboard over his entire lifetime.

Helicopters’ role in worldwide armies and in HEMS missions is also often overlooked.

It is a wrong perception. Helicopters reach places where everything else simply cannot go further. Helicopters are vital means for every modern day army. They’re crucial for law enforcement. They are essential for firefighting and mountain rescue.

And this things will stay the same in the future.

If you’re looking for how the helicopter will look like in the future, you must first of all understand where the innovation is coming from.

Industry is struggling. Oil does not offer a sustainable model to providers anymore. Empty helipads are being used for yoga courses (it’s actually happening in Sao Paulo, Brazil), some inventor have even invented an inflatable hangar for unused offshore helicopters . The helicopter crisis pushed private companies on the brink of bankruptcy.

But it has not stopped innovation.

To give helicopters a future, Europe has had to set ambitious targets with the Clean Sky program. Bruxelles invested EUR 4 billion to find out how to push the aviation industry into the next century. The Clean Sky 2 program has been conceived the ambitious goal of filling the gaps between traditional helicopters and fixed wing aircrafts.

In the next generation, helicopters will essentially have to reduce their emissions (- 75%), halve NOX emissions, cut down the acoustic impact (-65%). And, above all, OEMs will have to be built them with recyclable materials.

Airbus Helicopters took the chance to be the first of the next generation and rolled out the Racer, a composite helicopter way faster than the fastest helicopter around today.

For this project, Airbus someway played the automotive option, an approach that has been successful since CEO Guillaume Faury took the office. Do modern cars have start & stop and cylinder on demand functions? Well, the Airbus Racer can turn off one of its Rolls Royce RTM322 engines in order to save fuel and increase the range.

On the other side, Leonardo chose a different approach. They chose the tiltrotor.

AgustaWestland is in fact using the experience gained through the AW609 for developing the NextGenCTR (Next Generation Civil Tiltrotor) under the Clean Sky 2 program.

There are no photos of this aircraft around. You can only find a render that runs around the web from 2014 and it looks way less up to date than the actual AW609.

In this case, the problem with the Italian manufacturer is not much in the choice of the tiltrotor design, but in the domino effect caused by the delayed entry into service of the AW609.

We’re talking about two diametrically opposed approaches and a single gap to fill.

In six years from now, Airbus will already have in service the H160 (which has been developed during the first Clean Sky program) and, above all, will use at its advantage the Racer prototype.

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How long is three years in the aviation world?

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