Heliweb Magazine - June 2017

JUNE 2017 VOL 40

CROSS C O U N T R Y W I T H T H E

505 WORKHORSE

AIRBUS

AV I AT R I X

SUREFLY R A C E R PROJECT NIKOS KANELLOS

QUENTIN S MI T H - N O RW AY D I T C H I N G

P A RI S A I R S HO W NEW S

2 | heliweb magazine

INSIDE

THE JUNE ISSUE

38

QUENTIN SMITH

THE QUIET HERO OF NORWAY

By Ryan Mason

44

COVER STORY:

CROSS COUNTRY OUR LONG DISTANCE TEST FLIGHT IN THE BELL 505 JRX

By Ryan Mason

AVIATRIX LIFE

ONE MAN’S CAMPAIGN TO “RAISE THE 6%”

By Ryan Mason

THE SUREFLY OCTOCOPTER

62

AIRBUS RACER CONCEPT

FUTURE VERTICAL LIFT LIKE NEVER BEFORE

By Colt Roy

TWO MAN PERSONAL TRANSPORTER

By Ryan Mason

58 76

AVALON 2017

AUSTRALIAN AVIATION ON DISPLAY

By Kane Arlow

COLUMNS & FEATURES

74

Helipix From the Desk of Straight & Level

USHST HeliNews - Paris Air Show HeliArt - Eric Lian

Pilot Profile - Nikos Kanellos

6 18 20 22 26 57 76

PUBLISHER EDITOR Ryan Mason ryan@heliweb.com

DEPUTY EDITOR Ali Mason ali@heliweb.com

Grab your free subscription to the print or digital mag at

heliweb.com

CONTRIBUTING PHOTOGRAPHERS: TIm Pruitt

Colt Roy

Seth Lasko

Jason Jorgensen

Dan Foster

Jeroen Vanveenendaal

Ralf Block

Roelof Jan Gort

Scott Dworkin

Ed Simmons

COPY EDITOR: Duncan Brown duncan@heliweb.com

CONTRIBUTING WRITERS: Ben Fouts

Jessica Kanellos

Brian Parsons

Lauren Brown

Jason Jorgensen

Matt Johnson

Dan Foster

Michael Rocks-Macqueen

Scott Dworkin

Tim Pruitt

DIRECTOR OF SALES Ross Ansell ross@heliweb.com

Want your images in the magazine? Tag us on social media or email your shots to info@heliweb.com:

HELICOPTER ART Eric Lian

#HELIWEB is a publication of Airborne Productions P.O. Box 3134 Alpharetta, GA 30023 TOLL FREE: 844.435.4932 PHONE: 770.308.6448

EMAIL: info@heliweb.com

April/May Issue Cover:

The Bell 505 has been one of the most successful pre order helicopters for Bell Helicopter. We take the Bell 505 for an extended test flight from Dallas to Phoenix.

Cover shot by Ryan Mason

All material published remains the copyright of heliweb. No part of this publication may be reproduced, in part or in whole, without the written consent of the publisher. Editorials published do not necessarily reflect the views of the publisher. Content within heliweb is believed to be true and accurate and the publisher does not assume responsibility for any errors. Unsolicited editorial manuscripts and photos are welcomed and encouraged. heliweb cannot be responsible for return unless submissions are accompanied by a stamped, self-addressed envelope. Photos submitted by mail or electronically become property of heliweb unless otherwise specified. Copyrighted photographs must be clearly marked, otherwise they become property of heliweb. Deadline for all advertising is the first day of each month for the following months edition. Information about rates, requirements, etc. is available upon request.

H eliweb is a prou d mem b er of t h e f ol low i n g as s o ci ations

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W W W . A V P R O J E T S . C O M June 2017 | 5

Pilot and photographer Lance Pugliese instills the wonder of flight into his son on a flight over the Smokey Mountains in Tennessee.

Northwest Medstar is snapped flying their H135 in to the pad in Washington State. Photographer: Ray Duran

#helipix A Leonardo AW139 from Toll Transport/NSW Ambulance lands in New South Wales, Australia. Photographer: Ryan Cooper

Situated in Kazaviaspas, Kazakhstand, this H145 sits waiting to load a patient at a scene. Photographer: Baur Nurbekov Instructing a student in a Robinson R66 on a flight through Secret Canyon in Sedona, Arizona, USA. Photographer: Steve Hollingsworth April/May 2017 | 7

A Leonardo Helicopters EH-101 sling loads in the English countryside during the annual Ten Tors training exercise Photographer: Dan Foster 8 | heliweb magazine

#helipix June 2017 | 9

An R44 from RotorWorks in Alberta, Canada returns from a flight. Photographer: Sean Pinn

An Air Glaciers SA 315B Lama departs a snow filled LZ in Switzerland. Photographer: Richard Chapuis.

June 2017 | 11

A Maverick H130 is captured at sunset in the Valley of Fire State Park in Nevada. Photographer: Jared Young.

An Aspen Helicopters H130 comes in to pick up passengers for a flight in Aspen, Colorado, USA. Photographer: Hal Williams 12 | heliweb magazine

#helipix An MD530F Police helicopter lands during a training exercise in Afghanistan. Photographer: Gabriel Fest

Marine One, a Sikorsky VH-3D lands on the South Lawn of the White House. Photographer: Jon Sonderman June 2017 | 13

#helipix 14 | heliweb magazine

Firehawk Helicopters S-70 Firehawk assists with long line work in Southern California. Photographer: Doug Hatcher June 2017 | 15

www.maunaloahelicopters.com | 808-334-0234 16 | heliweb magazine

䄀甀最甀猀琀 ㈀ ㄀㔀 ㌀| 17 June 2017

COLUMN

From the Desk Of...

Be Left of Center A quote I read that a friend of mine shared recently said “There’s a whole category of people who miss out by not allowing themselves to be weird enough.”

- without a doubt, there were probably people

see them trying to copy ideas that we were

pointing and laughing at the two brothers with

the first to think of giving a voice to.

a dream that would give birth to an industry that has made incredible advances since that

In some ways that can be irritating to see

day and made many their fortunes as trillions of

someone pretending to care about causes

dollars has changed hands in the sale of these

or issues in the industry purely in an effort to

once mythical fixed wing and rotary aircraft.

stay relevant or find a way to profit from it.

same as the “norm” was a guaranteed card

People have asked me on occasion why the

But in the end, if it benefits any specific group

to the back of the lunch room, destined to

magazine can fluctuate in the day that it is

within our industry with expanded coverage

never be part of the “in” crowd of leaders

released. My response to that is a simple one.

and a greater understanding of that specific

and their flock of monkey-see-monkey-do

My response remains the same every time.

group or topic, then that is a win/win. The

Traditionally, especially when you are growing up, being weird, different or not the

sheep, or as I call them “sheeple.”

people who pay attention know that our This industry is a 24/7, living, breathing thing,

legitimate efforts created through a legitimate

As an adult, however, once free of the

and sometimes, that does not support just

want to make a difference - and after all, it

judgement of the microcosm that is the

churning out the same old thing that everyone

is said that imitation is the greatest form of

school lunchroom or playground, as an

else does. The one thing we pride ourselves on

flattery!

adult, being a little left of center can be an

here, is originality. That originality is what has

asset for those looking to succeed.

seen our popularity continue to soar with each new issue and story we post online.

History is littered with successful “weirdo’s” and that can be backed up by statistics

We don’t want to be “just another industry

that show that in many fields, having a

magazine.” If you have ever read all the

different field of view is something that often

way through the magazine, that should be

allows for scientific breakthroughs, or even

obvious, as I try to make sure that our content

addressing a need that no one else has

is focused in our own unique way, that our

thought of or thought possible.

stories and sections in the magazine are original and that our focus stays the same. We

It is the dreamers and imagineers that are

are a magazine that over and above all else,

responsible for a great deal of progress that

is one that continues to focus on doing good

has seen the invention of products we can’t

things for good people.

live without, but their inventors were told that no one would ever want.

Aside from the continual increase in readership of the magazine and the explosive

Look at our own industry and to Igor

growth of digital consumption of our news on

Sikorsky. It is a virtual certainty that the man

our website heliweb.com, I know it is working

that started the vertical flight revolution

because I see others in our same field

was probably considered mad as he

watching us like hawks, and recently, I even

So we do approach things a little differently here. We have never tried to be a carbon copy of something else to “do the same thing but do it better” as that serves no purpose at all and looks foolish.

We have always walked to the beat of a different drum, and like the awkward kid in high schools around the world, that is perfectly ok with us, because that kid, just like us, finds their groove - and we found ours in being original, down to earth and relatable and telling real stories without any bells and whistles. Which you have shown us is exactly what you wanted. Fly safe.

Ryan Mason Publisher & Editor

designed, built and later test flew his first rudimentary attempts at inventing the rotorcraft. The same goes for Wilbur and Orville Wright as they toiled day after day in the early 1900’s to invent the first airplane to achieve powered flight

18 | heliweb magazine

Ryan has worked in the aviation media field for the last nine years. Providing video, photographic and written content for U.S and international aviation publications. Also a former police officer, Ryan has written for numerous law enforcement publications, specializing in technology, tactics, police equipment and airborne law enforcement. Ryan purchased heliweb with a goal of providing real stories on real issues in the industry and giving back to the industry through efforts to promote safety in helicopter operations.

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June 2017 | 19

COLUMN

FLIGHT TRAINING

Straight & Level

Common Mistakes in Training Learning to fly a helicopter is one of the most enjoyable endeavors a pilot can undertake. Whether you are new to the art of flying or transitioning from an airplane and joining the rotary wing world, there truly is nothing comparable to the incredible flexibility and challenge a helicopter flying course will give you.

The first time a student picks up into a hover and moves over the ground will change his life forever. It is the most addictive aircraft ever built, and Robinson made it a realistic endeavor for the common man.

Often I get asked what makes the helicopter so much harder to master than an airplane. Many think that gaining an airplane certificate first will give you an advantage when learning rotary wing fundamentals. More often than not, it does not help much.

The helicopter is so different and applies different skills. Airplane flying is so much about numbers - an approach speed, a takeoff speed, a flap setting, a power setting, gear speed, maneuvering speed, climb rates, etc. Helicopter flying is so visual and relies on that far more heavily than airplane flying.

One inhibitor to learning helicopters is an over emphasis on the instrument panel. I see students working so hard to maintain an airspeed on an approach and keep a descent rate below 300 feet a minute.

This comes from training seen in a safety video as a means of avoiding settling with power.

While maintaining an airspeed above 30 knots, and a descent

20 | heliweb magazine

rate below 300 feet a minute is admirable, a focus on numbers on an instrument panel distracts from the core of the approach and causes pilots to miss the target.

What you learn first is best remembered right? We all are familiar with the law of primacy, but how do you use that to get a pilot to fly like a veteran early on?

They are still learning the controls and inputs and how the aircraft responds, so if an instructor pushes numbers instead of visual cues, there will be problems.

Flying an approach to a hover should be done without allowing your student to look inside at the figures. Verify that you have a headwind component and have your student fly by feel and visual references.

You can almost instantly see an increase in their performance when they are not inhibited by an instrument panel that tells you what you just did and not what you are about to accomplish.

You do not drive your car towards a red light and reference your speedometer as to when to start to slow down. You simply use your God given ability to see closure rate and release the accelerator and gently begin to apply the brakes.

You do not need the panel so quit focusing on it. Try covering up the airspeed indicator and the Vertical Speed Indicator and tell them to fly to the point.

Note that it is virtually impossible to get into settling with power if you have a

headwind component and a reasonable descent rate. So remove that fear and let them fly. The more a pilot learns to fly like a bird, by using their senses rather than an instrument reliant on air pressure variations, the better they become.

Start with this and evolve into a scan. This puts the emphasis on outside references, and they will accomplish much more with the keen sense of visual cues that give them angles and closure rates.

When a pilot learns to fly under visual flight rules, then keep the flight with a focus on visual references. You will advance them quickly. The results will show in their ability to learn to hover rapidly and gain proficiency in their maneuvers.

An instructor’s job is to get the very most out of each student and each lesson. You have to invest in techniques that will improve your student, not your logbook.

Students and instructors like to know exact amounts of control movement needed for each maneuver, and that sounds great on paper and in a static environment.

Every flight is different with weight, temperature, and winds. There is nothing static about the flying environment.

A focus on seeing visual cues and teaching them to fly like the bird flies and not robotically by numbers will bear fruit and reduce student stress levels further opening the learning environment to be as productive as possible.

Ben Fouts is a career helicopter pilot, business owner, successful entrepreneur, and passionate flight instructor. In addition to his role as an FAA Designated Pilot Examiner — a position he’s held for fifteen years, since he was just twenty-four years old — he is the owner of Mauna Loa Helicopters, operating three bases in Hawaii and one in Alabama.

sing piece . . . of . yo m u a r e creative t 480.399.0242

mis e Th

www.digitalsyner gydesign.com June 2017 | 21

COLUMN

SAFETY

United States Helicopter Safety Team

Settling With Insufficient Power

Examiners tend to make a big deal out of VRS on check rides. You know what it is and how you get into it - you have had to explain it on every check ride - so there is no need to explain it here. However, seriously, are we confusing pilots (and especially our students), and putting them at a disadvantage when we mislabel this aerodynamic phenomenon? The real destroyer of helicopters and killer of helicopter pilots is Settling with Insufficient Power, a structural or environmental power issue induced by the pilot.

Settling with insufficient power and exceeding the operational limitations of a helicopter accounts for approximately 16% of all helicopter accidents each year according to research data collected by the United States Helicopter Safety Team (USHST).

In ten years of accident analysis, comprising of statistics compiled from over one thousand helicopter accidents, I could only find one accident that was truly attributed to VRS, which the USHST grouped into the Loss of Control category.

Lack of performance management, or settling with insufficient power, makes up the bulk of the accidents in this category.

The confusing term of Settling with Power, in my opinion, should be eliminated from every ACS, helicopter manual, and textbook forever. Transport Canada is the first to remove the reference in their Helicopter Flight Training Handbook. In it, they explain the difference between VRS and settling with power, yet the FAA is stuck in the past, calling Vortex Ring State “Settling with Power” in the world standard, the Helicopter Flying Handbook.

Demanding more power than the engine(s) can deliver, then continuing to increase collective input can be disastrous. When your engine(s) reach their limit,

22 | heliweb magazine

this, in turn, introduces rotor droop.

As you pull up on the collective, the rotor drooping induced then drags engine RPM down with it. As rotor RPM decreases, the knock on effect is a reduction in the effective disc area due to the increased coning angle.

In an OGE hover or slow flight above the helicopter’s service ceiling, at a particular engine and rotor RPM, the machine will simply stop flying and descend out of control. At the bottom end of an approach, if you pull a large amount of collective to arrest a descent rate that is too fast, the output of the engine(s) cannot match the power required to maintain rotor RPM. Some manuals refer to this as “overpitching.”

Most pilots after experiencing a settling with insufficient power situation, are confused by what happened. The first thing most pilots say (providing they survive) is; “I had an engine failure.”

Which can usually be easily disproven in a post-crash investigation. In many cases the NTSB sends the engine(s) for analysis, only to discover each engine was operating normally right up until the point of impact. In the accidents I reviewed when researching this topic, in my opinion, could have been completely avoided with a little bit of knowledge and efficient flight planning.

Logically, to prevent settling with insufficient power accidents due to performance planning shortfalls, we need to start training like we will be, or could be, tasked to fly. Most flight training occurs in a controlled environment, either at or near sea level altitudes, at a low gross weight, and with minimum fuel on board. This is a disservice to new pilots because they are not receiving the training they

need to properly operate at the upper limits of their helicopter’s performance envelope.

Flight manual performance chart calculations are an integral part of this planning. However, charts vary wildly across manufacturer models.

Military flight manuals are chock full of performance charts, making it is easy to find a certain pressure altitude, temperature and weight calculation for a particular mission. Some other calculation issues involve manuals that are not as detailed as others, which could require a degree of interpretation to be made by the pilot using available charts that match a planned flight environment.

When working off airport, one of the things a pilot should prepare for is imperfect predictions and to plan for variances in as many ways possible while also thinking through their “Plan B” response should conditions not match what is predicted. Ambient conditions at a destination are rarely the same as the ones you based your planning on.

Flight manual performance graphs denote the operation of a brand new or “spec” engine that was tested with clean rotor blades and new equipment.

With that in mind - remember that values should always be verified with an actual power check under the ambient conditions that exist at the operating site.

Pilots, after loading or reloading passengers and cargo, would be served well to re-verify those numbers with a power check each time before attempting another takeoff as yours and your passenger’s lives could depend on it.

Mark Colborn is a Senior Corporal and Instructor Pilot for the Dallas Police Department Helicopter Unit, Colborn is also a retired Chief Warrant Officer Four (CW4) and former UH-60L Blackhawk Standardization Instructor Pilot and Safety Officer for the Texas Army National Guard. Frequently sought out due to his aviation knowledge, Colborn also writes for multiple publications and is a member of the USHST Join Helicopter Safety Analysis Team (JHSAT.)

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HELINEWS

PARIS AIRSHOW NEWS

LEONARDO EXPANDS CHINESE MARKET SHARE, SIGNS DEALS WITH SINO-US AND LCI IN PARIS Leonardo produced solid results from the popular European show this year, announcing several deals throughout the show that included deals with Lease Corporation International (LCI), who signed on to add an additional nine helicopters to their already growing global fleet.

The order valued at over $120 million USD consists of AW139, AW169 and AW189 helicopters that Leonardo stated would begin deliveries this year to LCI that would continue into 2018.

LCI’s fleet of 60 helicopters is leased to dozens of operators worldwide in operations including emergency medical services, search and rescue, harbor pilots and training & utility, as well as a small proportion serving oil and gas production.

Leonardo also announced during the show that they had signed another contract

with Sino-US Intercontinental for seventeen helicopters that will service the Chinese market. The deal comprises of two AW119Kx, ten of the yet to be certified AW109 Trekker, and five AW139’s.

The deal announced between Leonardo and Sino-US is estimated to be valued at over 100 million Euros and includes the renewal of the company’s exclusive distributorship agreement in China that solidifies SinoUS Intercontinental as the exclusive distributor for the Chinese civil, commercial and offshore helicopter market, including Hong Kong and Macau.

The latest order by Sino-US, adding to the over one hundred helicopters now ordered by the company as the Chinese market expands at a rapid rate while government aviation authorities

continue to relax regulations that made commercial aviation difficult in the country.

Sino US now operates a large Leonardo Helicopters fleet that consists of the AW119Kx, GrandNew, AW109 Trekker, AW169, AW139 and AW189 and has established the largest EMS (Emergency Medical Service) helicopter program in China.

Representatives from Leonardo and SINO-US sign a contract during the Paris Air Show reported to be valued at $120 Million USD. Leonardo Photo.

DAC INTERNATIONAL RECIEVES CANADIAN STC FOR CMA-6800 DISPLAY FOR S76B/C MODELS DAC announced June 19th, 2017 that the company had recieved a Canadian Supplemental Type Certificate for the Esterline CMA6800 Display for the Sikorsky S76B/C Helicopter that includes certification for the S76C+ and S76C++ models.

aging ED-800’s on many of the S76 platforms worldwide. This will save substantial weight thus reducing operating costs and further extending the life of their existing cockpits.” said DAC International’s President Cisco Hernandez.

DAC created the Esterline CMA6800 Electronic Display System as a form fit replacement for the existing Honeywell ED-800 Cathode Ray Tube (CRT) displays that are included as original equipment in the S-76 family. “We believe the CMA-6800 offers our customers a simple replacement solution for the

As industry leaders in aviation display systems, DAC holds an AML STC for many other units, including the Hawker 800/800xp/1000, Bombardier’s Challenger 601-3A/3R, Dash 8-100/200/300 and 415

26 | heliweb magazine

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June 2017 | 27

HELINEWS

PARIS AIRSHOW NEWS

AIRBUS HELICOPTERS TALKS NEW DELIVERIES, AUTONOMOUS FLIGHT AND RACER DEMO IN PARIS Airbus Helicopters made the announcement during the Paris Airshow that became the talk of the rotary attendees at the show as the company announced plans for the development of a concept VTOL de demonstrator dubbed the “Racer” by Airbus. The Racer concept showing clear resemblance to the Eurocopter X3 demonstrator showcased by Eurocopter (now Airbus Helicopters) several years prior.

Along with parent company Airbus, Airbus Helicopters had a solid showing in Paris with orders totaling over one billion dollars in total sales between fixed wing passenger jet and helicopter sales at the show. Airbus Helicopters announced several sales during the event, including several sales in Japan that included the sale of an H215 to the Tokyo Metropolitan Police Department (MPD,) making it the first operator in Japan to operate the rotorcraft that is not expected to enter into service for MPD until the 2020 summer Olympics to be held in Tokyo. MPD currently operates a fleet of fourteen helicopters including the Airbus H135 and H155, making the agency the largest airborne law enforcement operation in Japan.

rotary-wing tactical unmanned aerial vehicle VSR700 is being developed jointly by Airbus Helicopters and Helicopteres Guimbal, the original manufacturer of the civil-certified Cabri G2 helicopter that the VSR700 is based on.

“We are pleased to have achieved this milestone only eight months after starting work on the OPV” said Regis Antomarchi, head of the VSR700 program at Airbus Helicopters. “The OPV is able to autonomously takeoff, hover and perform stabilized flight and maneuvers. It will help us mature the technologies associated to autonomous flight and confirm the suitability of the Cabri G2 platform for the VSR700” he continued. Airbus stated that the Cabri G2 based VSR700 is hoped to be operational by 2018.

The first phase of flight trials for the VSR700 will take place with a safety pilot and focus on refining the Airbus Helicopters’ automatic flight control system aboard the OPV, eventually

28 | heliweb magazine

Airbus also developed an H145 based semi-autonomous helicopter, and is one of several OEMs now developing optionally piloted or fully autonomous helicopters initially targeted for military application.

Initially developed to meet a foreign Navy requirement for a shipborne rotary-wing tactical unmanned aerial vehicle to complement to manned helicopters. In addition to unmanned trials, the two companies conducted sea trials of a manned Cabri G2 onboard a French Navy frigate to assess the flight envelope of the VSR700, which is expected to have an endurance that wil exceed ten hours thanks to its diesel engine.

LEFT: The VSR700, a joint venture combining the functionality and fuel efficiency of the Guimbal Helicopters G2 Cabri and systems provided by Airbus helicopters is hoped by both companies to result in military purchases of the small footprint G2 helicopter as an autonomous or optionally piloted vehicle (OPV) that will be used to deploy from small Navy frigates for surveillance, forward air support operations and eventually land based autonomous military operations.

Airbus also announced the sale of three H225’s to the Japan Coast Guard during the show that will bring the total number of H225 helicopters in operation with the Coast Guard in Japan to a total of nine. The Japan Coast Guard has operated a fleet of medium and heavy twin Airbus Helicopters for over 25 years with a current fleet of eight of the Super Puma family in operation with the agency, beginning with the purchase of an AS332 L1 in 1992, following up with an H225 in 2008. The latest order, will bring the agencies Super Puma fleet eleven helicopters by 2020.

Also making progress in the growing market of autonomous flight, Airbus also released information on June 19th through a press release that detailed the beginning of flight testing of the VSR700 Optionally Piloted Vehicle (OPV) demonstrator. Targeted initially to the military market, the light military

leading to fully autonomous flights without a safety pilot on board. The VSR700 flight control system is a fullydigital, multi-channel system with a very high level of redundancy stated Airbus.

The VSR700 hopes to take advantage of Airbus Helicopters experience in digital flight control systems.

Below: The former Eurocopter, now Airbus Helicopters X3 Demonstrator that first flew in September of 2010 was the source of initial development of the technology that will be applied to

ABOVE: The newly launched Racer concept VTOL was announced by Airbus to much fanfare at this years Paris Air Show as the company’s entry into the future vertical lift arena. Concept layout provided by Airbus Helicopters.

the Airbus Racer. The VTOL aircraft has been redesigned around the more modern H160 airframe from the previous H155 based model and the lateral rotors on the new Racer concept have been moved behind the passenger compartment.

SAFRAN ANNOUNCES EASA APPROVAL OF ARDIDEN 3G AND TAI CONTRACT Safran Helicopter Engines announced in June that the company received engine type certification for its Ardiden 3G engine from Europe’s EASA. The new engine, which powers the Russian Helicopters’ Ka-62 made its official maiden flight on May 25, 2017.

Since its first ground test, the Ardiden 3 maturation and certification campaign has accumulated more than 8500 hours of test. Thanks to this extensive test phase, the Ardiden 3G will demonstrate a high level of maturity at entry into service.

Unveiled in by Safran in 2010, the Ardiden 3 engine family is touted by Safran as the only new-generation 1,700 to 2,000 shaft horse-power engine range designed for the six to nine ton helicopter. In 2011 the 3G variant was selected by Russian Helicopters to power the Ka-62.

Another variant, the 3C/WZ16, has also been selected by Chinese manufacturer Avicopter to power its

AC352 which made its first flight in December 2016.

“This is a very significant event for the Ka-62 and it is the result of intensive work of the Safran Helicopter Engines Team. EASA certification gives us an opportunity to accelerate the certification of Ka-62 according to international standards and to bring it to the foreign market. Concerning the Russian market, we suppose that in the near future Safran’s engine will be also approved in accordance with the requirements of Federal Air Transport Agency”, said Andrey Boginsky, Russian Helicopters CEO. Safran Helicopter Engines also announced the signing of a Memorandum of Understanding with Thai Aviation Industries (TAI) during International Paris Air Show to support helicopter engines operated by Royal Thai Armed Forces. Royal Tai Armed Forces are operating Makila-powered H225M and Arriel-powered fleet of H125M, H145M, AS365N3+ and H155

currently in operation with the Royal Thai Air Force, Army, Navy, Police and Survey Department.

The MOU marking a milestone between Safran and TAI after the signing earlier this year of a Global Support Package (GSP) to support the Makila 2A1 engines operated by the Royal Thai Air Force.

The long-term agreement will be executed through TAI, who is the main aircraft repair and maintenance service provider in Thailand for the Royal Tai Armed Forces and Police. TAI, in partnership with Safran, will provide helicopter engine line maintenance, depot repair, inventory management and technical support for Safran Helicopter Engines’ in operation with the Royal Thai Armed Forces fleet.

Safran now supports 243 customers in Southeast Asia and Indian subcontinent through its Singaporebased subsidiary Safran Helicopter Engines Asia.

The Safran Ardiden 3G, recently approved by EASA will poer the new Russian Helicopters KA-62.

Photo by Remy Bartram/Safran.

June 2017 | 29

HELINEWS

TRACPLUS ANNOUNCES ROCKAIR SATELLITE/CELULAR COMMUNICATOR TracPlus Announced mid-June the release of the company’s globally connected cockpit product, the RockAIR, a portable, glareshield mounted, satellite/cellular tracking and messaging device from their partner Rock Seven Mobile. When used with TracPlus’ mission-critical platform, TracPlus states that the RockAIR is a breakthrough in costeffective global connectivity for aviation operators.

The RockAIR is an entirely selfcontained unit that attaches securely and easily to the glare shield with an included quick release clip. The unit is powered either via USB plug, or aircraft power. The unit it automatically switches between ground-based cellular data networks and Iridium’s global satellite network to send and receive position reports, text messages and user-defined forms from anywhere in the world.

Supported by comprehensive testing documentation, the portable unit is stated to be a low-cost installation into most aircraft by the company that also features an NVG-compatible front panel that provides temporary suspension of tracking in agricultural or on-station loiter operations, automated SAR monitoring, position marking and distress/distress cancellation.

The RockAIR includes multiple digital inputs to support engine and airborne sensors that allow the automatic, accurate capture and transmission of takeoffs, landings, engine startups, engine shutdowns - in addition to userdefined events from other sensors in addition to being fitted with a backup internal battery that allows position and event reports to be successfully transmitted after the aircraft has been shut down to allow accurate flight and engine time reporting.

30 | heliweb magazine

A host of internal sensors allow the RockAIR to transmit flight operating conditions such as operating temperature or sudden impact events. In addition, GPS, internal and external sensor information is logged onto a removable SD card every second, allowing the RockAIR to operate as a flight recorder for post flight or post incident analysis.

To cater to the large adoption of iOS devices by pilots, the RockAIR also utilizes Bluetooth technology that allows the TracPlus Connect app to bring additional functionality to the cockpit. This includes sending and receiving text messages, configuring the device, and filling and sending user-defined forms anywhere in the world, regardless of cellular coverage.

As the first tracking device with both satellite and cellular capability, TracPlus is also

including unlimited 15-second cellular tracking with all airtime plans for the RockAIR. “We are very excited to bring Rock Sevens’ latest product to our customers – this represents a tremendous step forward in global connectivity and capability, and we are delighted to be delivering a range of new and innovative services and plans that build upon this remarkably accessible and powerful platform” said TracPlus Global Chief Innovation Officer, Chris Hinch.

The RockAIR retails for US$1795 and allows the user to choose from multiple airtime plans. In addition to selling the RockAIR to our global customer base, TracPlus is the exclusive provider of the RockAIR in Australia and New Zealand. The RockAIR is available in North America from TracPlus USA or Dallas Avionics or from TracPlus at their booth at the upcoming ALEA conference in Reno, Nevada July 26-29.

The RockAIR transmitter is the first with the ability to use both satellite GPS and Cellular technology in the industry.

Photo by TracPlus.

SPECIALIST AVIATION SERVICES DELIVERS FIRST THREE AW169 COMPLETIONS IN UK Specialist Aviation Services (SAS) announced the delivery of three AW169 air ambulances on June 14, 2017 after a delivery ceremony was held at the company’s headquarters the previous Friday. The delivery ceremony at the company’s Gloucestershire Airport base involved the handover of three AW169s, one aircraft being formally accepted by Kent, Surrey & Sussex Air Ambulance, Lincs & Notts Air Ambulance and Dorset & Somerset Air Ambulance Services.

Among the many benefits the AW169 offers the three Ambulance service customers is an APU mode that enables on-scene ground power without rotors turning along with the standardized cockpit layout between the other Leonardo models in the class, the AW139 and AW189. Each customer ranked the safety features of the new AW169 as a high priority and part of the overall decision to choose this aircraft for their fleets.

The aircraft each feature individually customized and medical interiors that were adapted to suit each services need.

SAS recently receiving STC approval from European authorities for their new medical interior that was announced just days before the delivery took place.

“This is the only helicopter in its class for this kind of work and with our medical interior, we believe the AW169 will significantly advance the HEMS operations in the UK and overseas”, said Henk Schaeken, SAS Managing Director.

The three helicopters will waste no time going into service, as pilots have already transitioned into the new type during the completion time taken between initial delivery of the helicopters in late February 2017, meaning the helicopters will all be in service in U.K. HEMS operations by the end of this week.

Work for SAS does not slow down however, the company has already begun preparations ahead of the impending arrival of three more AW169’s set for delivery to Air Ambulance customers later this year.

The company also shared that further deliveries have already been signed for that will also begin arriving early next year.

Photo by Leonardo/Simon Pryor

June 2017 | 31

HELINEWS

DART RECIEVES FAA STC F O R R 6 6 HE L I - U T I L I T Y BAS KE T

The FAA issued an STC for the DART R66 Heli-Utility-Basket this month, shortly after Transport Canada approval was achieved.

“The R66 Helicopter Utility-Basket from DART Aerospace has added great operational flexibility to Valley B Aviation’s Robinson R66

aircraft. The initial installation of the provisions was seamless and straight forward, and the field installation is quick and simple.

The Basket allows us to offer more value to our customers, and expands the scope of projects to which we are able to offer our R66 aircraft.”

Said Tye Neufeld, Base Manager at Valley B Aviation, a DART customer that assisted in the testing and certification process. The new basket from DART touting a weight capacity up to 175 pounds and offers tool-less basket removal and no VNE restriction with the basket installed This product comes in addition to a multitude of other R66 products DART has also developed many missions, including a cargo mirror, DART bearpaws, interior protector kits, primary cargo hooks, remote cargo hooks and accessories.

The DART Heli-UtilityBasket is the first R66 cargo expansion solution on the market and is already seeing market interest according to DART, who state that the TCCA and FAA certified basket is a perfect solution for those wanting to carry golfing gear, skis, snowboards, hunting equipment, or tools.

32 | heliweb magazine

METRO FLIGHT TRAINING CENTER EXPANDS REACH TO NEW ZEALAND OPERATORS In a press release issued June 6th, 2017, the Helicopter Flight Training Center, a company under the Metro Aviation banner, announced another expansion of the company’s international reach to with an announced expansion into New Zealand.

The Civil Aviation Authority of New Zealand recently approved the company’s new EC145 Level D simulator and training that will be provided at HeliOtago, the country’s largest helicopter operator based at Taieri Airfield in Mosgiel, Otago on New Zealands South Island.

The Flight Training Center has also received certifications for the H145 Level D simulator from regional aviation safety bodies that in the United States, Argentina, and Canada.

Representatives from HeliOtago recently spent time at the company’s training center in Shreveport to acquaint themselves with the simulator in an effort to secure approval for an EC145 training course that would be hosted by HeliOtago. “To say we got a lot out of the training is a huge understatement,” said Chief Pilot Grant Withers.

“We are pleased to provide the

training resources to our colleagues in New Zealand,” said Training Center Director Terry Palmer. “Safety plays an important part in New Zealand’s training culture and we are happy to assist them.” The Helicopter Flight Training Center also provides training resources to operators in Brazil, Columbia, Peru and India, as well as several domestic organizations in the United States.

The FlightSafety International simulator, developed with the assistance of Metro Aviation, is first Level D full motion simulator for the EC145 in North America.

June 2017 | 33

HELINEWS

CHC AN N O U N C E S N E W C O N T R AC T I N AUSTRA L I A W I T H Q U A D R A N T EN ER G Y CHC Group announced June 23rd in a press release that the company had secured yet another contract in the Australian oil and gas market that is showing signs of improvement and expansion in a tough global market where other locations are still in the midst of a downturn.

The company was awarded a two-year contract to support one of Australia’s largest oil and gas companies, Quadrant Energy, that will commence operations on July 1, 2017.

CHC stated that the company will provide passenger transfer services to Quadrant’s oil and gas installations on the North West Shelf in Western Australia using two AW 139s flying out of CHC’s base in Karratha to fulfill the customers needs.

Facilities located at Learmonth, Western Australia will also be utilized

34 | heliweb magazine

to provide passenger processing services for Quadrant. The new contract based in Karratha, Western Australia will add to the company’s already extensive AW139 operations out of Karratha airport that began in 2011.

CHC’s large passenger terminal already services multiple other contracts in the oil and gas sector using the Leonardo AW139 platform that has now flown almost 125,000 hours transporting CHC customers around the world, with 25,000 of those flown in support of Australian operations directly since 2005.

“The CHC team in Asia Pacific is very proud of winning this contract with Quadrant and we are excited to commence operations on 1 July,” said Vince D’Rozario, Regional Director for CHC’s Asia Pacific region stated.

“We have worked hard to redesign

our company to better meet our customers’ needs and we are delighted to establish this new partnership with Quadrant as we continue to see the benefits of our restructuring through new customer commitments worldwide.” said Karl Fessenden, President and CEO of CHC Helicopter.

CHC has seen widespread contract growth globally since the company’s reemergence from court supervised Chapter 11 bankruptcy proceedings in March of this year.

The now asset light company is no longer tied to the restrictions imposed during chapter 11 proceedings, which has seen CHC aggressively market their resurgence as an opportunity to service the global helicopter transportation market with a renewed focus on their customers.

ERA ANNOUNCES JENNIFER WHALEN AS NEW VICE PRESIDENT AND ACTING CFO abilities and extensive knowledge of Era’s business have over the past five years made her a valued leader of our financial team, she is fully prepared for her new responsibilities.

I want to thank Andy Puhala and the other departing members of management for their contributions to Era and wish them the best in their future endeavors.” said Christopher Bradshaw, Era’s President and Chief Executive Officer.

Ms. Whalen has over 16 years of experience in finance and accounting and was instrumental in the process that enabled Era to become an independent public company following its spin-off. After joining Era as Controller in 2012, Ms. Whalen was appointed Vice President and Chief Accounting Officer in August 2013.

ERA Helicopters announced June 16th,2017, that Jennifer Whalen had been appointed to the position of Vice President and Acting Chief Financial Officer, effective immediately.

Ms. Whalen, who had served as Era’s Vice President and Chief Accounting Officer, ERA stating in a press release that Whalen will continue to serve as Era’s principal accounting officer in her new role while the elimination of

multiple management positions creates a streamlined management team that will help ERA maintain a competitive cost structure.

Prior to joining Era, Ms. Whalen served in several capacities at nLIGHT Photonics Corporation, a high performance laser supplier, including Director of Accounting. Prior to these roles, Ms. Whalen served as the Manager of Accounting at InFocus Corporation for two years and started her career in the assurance practice with PricewaterhouseCoopers.

“Given the challenging conditions in the current offshore oil and gas market, we continue to seek out ways we can reduce administrative costs without sacrificing quality of service, integrity in reporting, and safety in operations.

Jennifer’s experience, technical

Ms. Whalen is a Certified Public Accountant and holds a Bachelor of Science in Accounting from Alabama A&M University and a Master’s degree in Accounting from the University of Southern California.

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A total of seven former UK MoD Sea King aircraft have been acquired by the Pakistan Navy under a separate contract signed last year. The ceremony for the formal handover of the aircraft from UK MoD’s Disposal Services Authority (DSA) to the Pakistan Navy was held at Fleetlands on May 24th, 2017, attended by the Pakistan High Commissioner to the United Kingdom, Syed Ibne Abbas, and Bob Richardson from the DSA. The maintenance program for the Sea Kings has been commenced, the company expecting to complete the aircraft to ship to Pakistan later in the year.

U.K. CAA TO PROVIDE HELICOPTER O P E R AT I O N S R E V I E W F O R M A L D I V E S The Maldives Civil Aviation Authority (MCAA) has asked the UK Civil Aviation Authority (UK CAA) to provide an in-depth review of MCAA’s helicopter regulatory oversight capability.

In December 2016, the Maldives government revealed their intentions to re-introduce commercial helicopter operations in the archipelago, more than 15 years since the island nation ceased helicopter operations after two high profile helicopter accidents in close succession that resulted in substantial loss of life, resulting in the government shutting down operations entirely.

New helicopter operations, if approved in the Maldives could provide a significant boost for the tourism industry and provide transportation links to several new island resorts that are currently only able to be serviced now by either sea plane or boat transfer.

Building on a long-standing relationship with the UK CAA and CAA International (CAAi), MCAA was eager to work with a fellow aviation regulator to assess MCAA’s oversight capability and provide recommendations to enable effective safety oversight in the small archipelago of the Maldives.

Led by UK CAA flight operations specialists, the project will include a full helicopter operations risk assessment. UK CAA experts will support MCAA and AOC Accountable Managers to establish the intentions of the operations and recommend how

these operations can be achieved safely. The project will also involve an offshore helideck review, to provide a complete “risk picture” of future helicopter operations.

Maria Rueda, International Operations & Development Director of the UK CAA said, “We are delighted to once again be able to provide our technical support to the Maldives CAA. This study will play an important role in ensuring that MCAA has a sound regulatory framework in place and the necessary technical capability to oversee commercial rotary flight operations in accordance with international standards”. The project is expected to commence in June 2017.

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QU S heliweb magazine 38 | 38 | heliweb magazine

UENTIN MITH THE QUIET HERO Story by: Ryan Mason

S

Affectionately known as “Captain Q,� Quentin Smith performed with laser focused precision during a water ditching in the port of Bergen, Norway after an attemp to land his AS350 on the deck of Mega Yacht Bacarella quickly became a life or death struggle as an unsecured fuel door was launched through the rotor system of the helicopter.

His quick thinking and post ditch actions saving the lives of friends.

June2017 2017| |3939 June

The luxury 192 foot super yacht Bacarella was where the trio attempted to land on the upper deck before an unsecured fuel door became airborne and went == through the AS-350’s main rotor system. Photo:

In a split second, world renowned helicopter pilot Quentin “Captain Q” Smith made several decisions that saved the lives of all on board his Airbus Helicopters AS350B3 as an unsecured fuel tank door was sucked into rotor blades while landing on luxury yacht Bacarella moored off Bergen, Norway.

For those that have never met the larger than life personality affectionately known as “Captain Q” or just “Q” to friends, Quentin Smith – Owner of HQ Aviation located at Denham Airfield in the U.K is a pilot with a lifetime of experience at the controls.

A world record holder, Smith is exactly who you want at the controls of a helicopter when something goes wrong. A pilot for over thirty years with a penchant for adventure, Smith was the first pilot to fly to both the north and south poles in a helicopter, has circumnavigated the globe and is a Guinness World Record holder.

The accident occurring in Bergen was not the first time Smith needed to draw on his thirty years of flying, Smith was also forced to ditch a Robinson R44 off the coast of Chile due to an engine failure in 2003.

Smith has trained likely thousands of pilots in his years and influenced many more. Some that have gone on to achieve many firsts in the industry.

Some involved a little luck along the way to achieve, but luck took a backseat to experience on May 10th, 2017.

As Smith approached the 196 foot luxury “super yacht” Bacarella, to

40 | heliweb magazine

land on the rear deck in his brand new AS350B3, registered to Smith’s company HQ Aviation that was flown from Scotland to Norway, and had departed Flesland prior to its approach to land on the rear helideck of the Bacarella before sunset.

As Smith approached the helideck on the yacht and placed the skids down, he noticed an unsecured fuel tank cover move, which before evasive action could be completed, became airborne in a split second.

As Smith tried to pull the helicopter away from the deck, the metal fuel cover was sucked through the blades of the AS350 – seen shredding into multiple pieces in a grainy video that captured the approach and subsequent ditching of the helicopter into the water off the port side of the Bacarella.

In a press conference held upon Smith’s release from the hospital, he detailed his split second actions after the impact in a desperate attempt to stay clear of crashing into the yacht.

“The first objective was to not crash with the boat, the consequences of which could have been very severe.

The second was to land the helicopter which was barely controllable in a nonfatal manner. This was achieved. The final part of the crash sequence was to evacuate the helicopter and this was also a challenge. The helicopter was in the water, with the belly over the water. So I just respond, I open the door and I’m out of the helicopter and it’s relatively easy for me and then I realize my friends are not out and I have a terrible dilemma because with the helicopter on its side, maybe 120

degrees, it’s relatively easy to get out,” said Smith in an interview in the days after the accident.

Everything in Smith’s years of flying taught him to never return to the wreck and to get as far away as possible. But with two friends still on board and the risk of the helicopter sinking with them still in the helicopter, Smith risked his own life getting back in the helicopter to activate the emergency floats on the upturned helicopter, returning a second time to retrieve a friend, identified later as Hong Kong based media mogul and TVB CEO Charles Chan Kwok-keung, 62, also a pilot and the owner of the mega yacht, who was yet to come up from the wreckage.

“One of the things they teach you is that you should not go back in, it’s one of the firm pieces of advice, but personally I’ve never really believed that part. So I went back down again and I was pretty ineffective, I don’t know what I did, I don’t think I achieved anything, you couldn’t really see much and then David come up and he spoke and he appeared OK and I went down to try again because Charles hadn’t come up and all I found in the murk was an arm, so I pulled it, pulled it really hard, and Charles came out.”

Smith played down any mention heroism for his life saving actions in Bergen, choosing instead to spend the next several days posting photos on social media of and praising the rescue efforts of those involved in retrieving the trio from the water, the hospital staff and ambulance crews.

“Charles hadn’t come up and all I found in the murk was an arm, so I pulled it, pulled it really hard, and Charles came out.”

The trio’s retrieval from the water happened in only minutes after the crash, thanks to the close proximity Norwegian search and rescue boat Bjarne Kyrkjebø who’s well-trained volunteer crew had just completed assisting another boat in the same area. Bergen Police gave credit to the crew of the Bjarne Kyrkjebø for their quick actions in retrieving the trio from the water quickly, likely preventing further complications.

Smith also spoke of his initial concern for London based lawyer David Tang, 57, a longtime friend of Smith. Tang was able to free himself from the wreckage and was talking right after the accident, but quickly deteriorated, collapsing and requiring emergency medical crews to administer life saving CPR that Smith detailed as being performed for over twenty minutes.

Tang was listed initially in critical but stable condition in hospital after it was suspected that he had inhaled noxious fumes from the helicopter after the crash causing lung damage. Tang has since made a rapid recovery, seen in a video taken from his hospital bed that shows Tang now speaking and conscious just a few days after the ordeal.

up the debris, sending it into the helicopter’s main rotor system as seen in video of the incident as the pieces of the debris are ejected to the port side of the aircraft rapidly in the moments before the helicopter lifts off away from the yacht and impacts the water.

The helicopter landing almost upside down in the water, was speculated by some industry experts contacted by Heliweb Magazine in relation to the accident as possibly an intentional move

by Smith to dissipate the power of the spinning rotor blades that would destroy themselves on impact.

Regardless of the specifics of how the helicopter entered the water, Smith, should be commended for his quick thinking actions that saved the lives of his passengers and averted a more serious disaster, should the helicopter have impacted with the deck of the Bacarella.

ABOVE: Smith’s damaged AS350 is removed from the Fjord the night of the accident. Photo by Hannah Svardquist

BELOW: Smith, a flamboyant character by all accounts, is a highly experienced pilot with several world records to his name who regularly completes expeditions in a helicopter. Seen here during an expedition to visit the North and South Poles. HQ Aviation Photo.

Smith’s new AS350B3, only registered to HQ Aviation in April is a total loss, retrieved from the water later the same evening by authorities who will investigate the crash. However, from initial reports made by witnesses, the incident looks to be an accident caused not by pilot error, but by ground crew that failed to secure an item that posed a risk to the helicopter due downwash that eventually picked

June 2017 | 41

#helipix

Leonardo Helicopters photographer Simon Pryor is captured from an AW119KX at 23,000 feet in the Altitude Air AS350 during a

4242| |heliweb heliwebmagazine magazine

a recent photo shoot in Nepal. Photographer: Michael Rocks Macqueen.

June 2017 | 43

Story & images by: Ryan Mason

44 | heliweb magazine

|| heliweb magazine 44| heliweb heliweb magazine magazine 4444 4444| |heliweb heliwebmagazine magazine

505X BELL

JETRANGER

We were recently given the opportunity to take a cross country flight in the first production Bell 505 JRX to hit the market.

Bell’s long awaited return to the short light single market appears to have been worth the wait...

March 2017 | 45 June June 2017 2017 || 45 45

505

The FAA type certification of the Bell 505 Jetranger X signaled Bell Helicopter’s return to the short light single market, a full seven years since ceasing production on the tried and tested Bell 206 line in 2010.

LEGACY The Bell 206 started life as a project that almost wasn’t. The original design dubbed the Bell YOH-4 was unsuccessful in securing the Army design contract it was created to fill.

Bell was not discouraged, however, and resubmitted the design as the D-250 in 1961 for the United States Navy design competition.

In 1962, the Bell design was awarded a further development contract after the prototype was selected out of a field of twelve other manufacturers to continue to test phase. The original design of the 206 was referred to by military aviators at the time as the “ugly duckling,” the helicopters appearance, one of the factors that 46 | heliweb magazine

saw it eliminated from selection after the flight testing phase in favor of the Hughes OH-6.

The initial military version was only capable of seating three crew, had limited cargo space; in addition to the early appearance of what was to become the Bell 206 being a far cry from the modern shape still seen today.

Bell’s success with the redesigned more sleek and appealing 206A model was one that would become a feat that is currently unequaled in the helicopter industry and an ongoing legacy that will be hard to beat for any current competitor.

The 206 airframe would go on to have great success in military markets as the OH-58 and produce over eight thousand airframes sold to almost every country in the world performing a wide variety of missions over the nearly fifty years that Bell produced variations of the 206 airframes.

THE BEGINNING With the formal announcement and prototype unveiling of the Bell 505 JRX at Heli-Expo in 2014 in Anaheim California, Bell knew the potential existed to develop a helicopter that could again eclipse the market in the short light single market.

Initial customer interest was at a level not seen in many years as potential buyers lined up to take their first look at the mock-ups on the floor of the show and put down their deposits for a spot in the delivery line.

Fast forward to December 22nd, 2017 and the long-awaited initial certification of the 505 was granted

by Transport Canada after extensive testing, evaluations, resulting in hundreds of minor adjustments and tweaks.

Bell’s three test vehicles completed hundreds of hours of testing during development that would eventually

BELL 505 JRX | CROSS COUNTRY TEST FLIGHT

lead to the aircraft’s successful certification.

INITIAL CERTIFICATION Canadian certification opened up the doors for Bell to begin to train clients that would soon be able to start accepting delivery of their new helicopters.

Training commenced at Bell Helicopter headquarters in Hurst, Texas at the company’s Training Center shortly after certification. Beginning with the training of factory pilots that would start training for new pilots flying the airframe.

Company pilots were instructed

by Bell’s Mirabel-based test pilots, progressing to a handful of customers just weeks before this year’s Heli-Expo in Dallas.

The timing, also opening up opportunities for Bell to conduct demo flights during Heli-Expo to further

showcase the results of years of development and an unconventional approach to developing this airframe, involving input from a select group of industry professionals and customers.

This approach to development, starting years before the 2014 HeliExpo unveiling.

Bell’s unique approach would shape the development of the helicopter in a way that would see it not only have the features that many customers wanted - but bring the helicopter to market many years sooner than traditional helicopters developed from the ground up.

This thanks to the use of legacy parts that included the main rotor blades, rotor head, tail rotor blades, drive train and transmission from the already certified 206 L4 airframe. Shaving years of development, testing and certification delays common with airframes built from the ground up.

With the legacy approach, costs dropped significantly from that of a

newly designed helicopter, making the 505 not only fast but cost-effective.

The FAA certification for the Bell 505 JRX which was expected to be a mere formality did not arrive in short order behind the Canadian certification as expected for Bell. The significant delay in certification that upon further investigation, led to unconfirmed

ABOVE: The Bell OH-4A was considered the “Ugly Duckling” in its initial form that was a concept aimed at winning the Army and Navy Scout Attack Helicopter contract. Which Bell was originally eliminated from. U.S Army photo.

June 2017 | 47

of further testing requested by the FAA to be carried out by Bell to prove the airworthiness and safe performance of an inlet barrier filter system that was already in use on various other aircraft without issue.

Nonetheless, the FAA required Bell to complete that testing again along with some other small items that had also already been verified through Canadian testing to satisfy the requirements of the certification process.

F A A C E R TIF IC ATIO N Certification of the 505 was granted by Australia’s CASA in late April of 2017, with the FAA finally following suit on June 8th, 2017 granting final approval for U.S. certification. The last move by the FAA, although longer 48 | heliweb magazine 4848| |heliweb heliwebmagazine magazine

BELL 505 JRX | CROSS COUNTRY TEST FLIGHT

than expected, opened the floodgates for Bell to finally begin ramping up the production line at their Mirabel, Canada manufacturing facility. Bell wasted no time in announcing the delivery of three more Bell 505’s to a Canadian customer on June 15th of this year.

DETRACTORS It appears of late that there are some in the industry who have already discredited the 505 without having the chance to fly the 505 Jetranger X or even seeing the helicopter in person.

Some pilots, commenting on social media appearing intent to discredit the helicopter based on its appearance alone.

Ranging from one end of the spectrum to the other, commentary that likened the design of the 505 to that of an anteater to those who state their distaste emphatically for the 505’s modern appearance, skid shape, height,

and other cosmetic references. Looking for minor issues to express their dislike in scenes reminiscent of almost every newly designed helicopter released in the last decade featuring any drastic appearance change. Many have focused attention on Bell’s use of legacy L4 parts, labeling the new short light single as a “206 with a new skin.”

FIRST THOUGHTS Having spent just under five hours at the controls of the new Bell 505 JRX during a cross-country flight from Texas to Arizona recently, I would disagree with much of the negative commentary based on my personal experience having now flown it for more than just a thirty-minute test flight as those who may have been fortunate enough to fly one of the demo ships at Heli Expo.

Pylon Aviation CEO Scott Urschel, who owns the first Bell 505 sold by Bell Helicopter and I recently flew the

505 from Texas to Arizona, where it will be based in the Phoenix suburb of Chandler, Arizona.

In my limited experience at the controls of the new short light single, the commentary frequently witnessed on social media referring to the 505 as “new skin, old aircraft” would not be the way I would describe the Bell 505 Jetranger X after having flown it.

I am by no means a highly experienced pilot and usually leave these types of reports to my more experienced contributors with thousands of hours in the cockpit.

However, flying the Bell 505 JRX and being given the opportunity to become the first person in the world to receive non-factory training and instruction in the Bell 505 was an opportunity I could not pass up.

Having been there for many firsts of the 505, from filming the initial curtain drop on the public unveiling in 2014 all the June 2017 | 49

505

way through the certification process, the 505 had become something I wanted to fly for a long time.

For a layman like myself, the 505 with its dual Garmin G1000 units and synthetic vision was intimidating at first, but once you settle into flying the helicopter, the workload or lack thereof makes flying the helicopter a pleasurable experience.

With much less cockpit management required in flight than the company’s previous flagship - the 206, along with the absurdly easy and fast start-up, this helicopter shows that customers had a say in many of the design elements of the 505.

The feedback given to Bell during development eliminated many pilot annoyances and pet peeves that existed in older models. Starting the helicopter requires just the flick of a switch on the 50 | heliweb magazine

collective to engage the dual FADEC which then automatically manages the rest of the start process of the Turbomecca Arius 2R engine. A far cry from the two handed start-ups required in the 206 variants.

A hot start now becoming a practical thing of the past with the new dual FADEC system when compared to the relative ease in which you could hot start the conventional Rolls Royce engine of its predecessor with an accidental button push or time miscalculation. The dual FADEC start process of the helicopter has you ready to fly in under five minutes from the time you buckle your seatbelt with far less initial concern as had in the 206 variant.

When Bell touted some very impressive numbers on range performance, climb rate and speed in the lead up to its final certification, I, like many, was

initially skeptical of the claim. Although I had heard feedback throughout the testing process that the claims made

by Bell were on point from Scott – he also noted that several things that the industry would soon see when deliveries started, was that Bell in some cases had understated the performance capability of the 505 when compared to its listed performance numbers, so I was eager to see how the helicopter performed as the new kid on the block in the short light single market.

DEPARTURE We planned to depart Love Field in Dallas at around 9:30 bound for Stellar Airpark just outside of Phoenix, Arizona as inclement weather was closing in fast to the Dallas metropolitan area.

After clearing the class B airspace around the Dallas Metro area, our

BELL 505 JRX | CROSS COUNTRY TEST FLIGHT

tailwinds as we made past Grand Prairie were gusting to 25 knots. The ride, however, had me checking that AWOS notifications were correct, as the ride in the 505 did not feel like we were battling the kind of winds that in a similarly sized turbine would have you feeling a little beat up after landing on your first fuel stop.

YAW PERFORMANCE As we transitioned into quieter airspace headed towards New Mexico, I noted the yaw stability of the 505 far exceeds that of similar helicopters in the class.

As the wind shifted direction several times while we skirted a storm front on our way through Texas, we were hit with several high wind gusts.

The 505 only once showing any perceptible reaction, moving a few degrees off center from a wild gust,

then returning with minimal input.

Maximum Cruise Power (MCP) was attained comfortably making it a breeze to hold a steady speed between 110 to 120 knots as desired thanks to the dual FADEC system, which at MCP, remained in the green at 104% NR and never deviated with the exception of the two times it was intentionally pushed past the transient limits to show other performance gains.

as I have found in numerous other helicopters over the years.

CHASING THE BALL Although the 505’s anti-torque pedals are not hydraulically assisted as in some helicopters, the 505’s pedals were impressively responsive with just the right amount of pushback when holding the helicopter in trim during cruise flight.

Controlling the speed of the helicopter was also a breeze - collective friction was rock solid with no slippage or need twist down hard to ensure it held or keep downward pressure on the collective.

There is little need to “dance” on the pedals at any point due to the incredibly well balanced and reliable tail rotor system from what I could tell during our flight.

When needing to take full control of the collective, there was no need to adjust friction more than slightly from your inflight setting to allow free movement without battling to find a sweet spot

The pedal sensitivity not only making it easy to fly but easy to maneuver in any stage of flight. I recall flying several piston powered helicopters and always “chasing the ball” to maintain a decent trim on more than one occasion.

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Although Scott made it a point to laugh at me several times as my focus on checking the many bells and whistles of the helicopter saw the 505 slowly drift out of trim, once I returned my attention to the task - getting back into trim was effortless. Even with some of the high tail winds we experienced, it was a breeze even for this relatively inexperienced guy.

After getting acquainted with the systems and functionality of the G1000 and the synthetic vision of the 505, we flew on to our first fuel stop in Midland, Texas, as the inclement weather gave way to blue skies, sun, and the stifling heat of the Texas summer. Our fuel stop is where is where the rest of our flight became a lot less comfortable.

Urschel’s 505 JRX was the first delivery, which was made prior to the certification of the air conditioning for the 505, which has since been approved.

For convenience, Urschel decided that he would have the

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air conditioning and rotor brake (another item that has since been approved) installed in Phoenix by Bell subsidiary Able Engineering.

Urschel’s solution for our cross country flight in the hot summer sun, was his custom modified RCTIC cooler that is specifically manufactured for use in aircraft that lack air conditioning. The cooler filled with ice is equipped with two large fans that push cold air out through several plastic pipes. The system is simple and ingenious…when it works of course.

Our rudimentary system, that drew its power from the 505 JRX’s 28volt power outlet, decided that within minutes of the scorching Texas sun showing up in full force, that it would go on strike.

After thirty minutes of checking everything that we had access to in the cooler and checking the outlet had power, it was time to set off again on the rest of our journey, albeit slightly less comfortable as we sweltered in the raging heat of Texas, New Mexico, and Arizona.

TO CLIMB….AND CLIMB One of the comments during the Doing a max performance takeoff in many smaller helicopters, before you progress to the extra power offered by the second engine of a twin, requires paying close attention to the gauges as you climb out to ensure you keep your RPM’s out of the red. After getting light on the skids in the 505 and pulling enough collective to start climbing, it was evident that the 505 was designed for this kind of performance.

Pushing through 500 feet per minute (FPM) climb rate then up to 1000 FPM was effortless, the screen still showing 104% NR with power settings remaining in the green while climbing towards 2000 FPM. Scott then demonstrated the agility of the FADEC system – performing an aggressive collective movement to demonstrate no matter what the flight conditions, turbulence, torque, or temperature difference throughout our flight, the NR and power remained rock steady.

PASSENGERS Our last stop before leaving Texas saw us arrive in El Paso, Texas, by the U.S./ Mexico border to pick up a passenger.

Our passenger was about to become the youngest person in the world to fly the new Bell 505 JRX. Caden Urschel, Scott Urschel’s fourteen-year-old son, had flown into El Paso to meet us and get some experience flying his dad’s newest acquisition after hearing so much about the new helicopter during his father’s trips to Canada to provide flight testing feedback during development.

At 14 years of age, Caden has enough hours logged flying helicopters like the AS350 and MD500 under the expert instruction of his Dad, that, when added to his fixed wing time - that includes flying a Cessna Citation under Scott’s instruction, equates to one of the most well-rounded young aviators that I have seen to date.

Without hesitation, after a short briefing on the systems and differences in flight characteristics to an A-Star, the helicopter Caden has most frequently flown, Urschel junior picked up the 505 and began taxing us out for departure like a pro.

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towards the blue space above peaks we were crossed and adjusted his power like a seasoned pro, seemingly unimpressed as we continued flying towards Arizona.

After several crossings at many different elevations, Scott demonstrated the 505 JRX’s ability to climb with only slight adjustments to the existing flight profile. A task that according to him after over 8000 flight hours in just about every modern helicopter model there is, that “if this were a 206B3 we would be having a hard time making it through these mountains while we are so hot, high and heavy.

The 505 does it effortlessly, that is one of the things I love about it.”

RANGE PERFORMANCE While it is easy to jump on the bandwagon of Having first flown with his dad at age public opinion based purely on the new 8, Caden Urschel strikes you more appearance of the 505 without having like a seasoned aviator with his matter any first hand experience, it really was of fact approach to flying. His initial hard to find anything that I could say was impressions after flying the helicopter bad about flying the 505, in all honesty, for about 30 minutes were similar to my it was the easiest helicopter to fly that I first impressions on the ease of flying the have ever taken to the controls of. new 505.

The new Turbomecca Dual FADEC It was during the next leg of the flight Arrius 2R engine, coupled with the into New Mexico that I moved into the proven legacy parts of the 206L4 in a back seat; giving me the ability to pay new lighter shell, give the Bell 505 a more close attention to smaller details performance level that will be hard to as Caden was given the controls under beat for those in the same category Scott’s close supervision. Watching the without a doubt. The max range listed augmented reality system in the Garmin on the Bell website of 306 miles did not G1000 replicate the terrain seen in front equate to what I saw during our flight, of us was impressive. but in saying that, I have to qualify that Bell’s numbers were gauged from testing The terrain mapping synthetic vision projecting the trajectory of the helicopter completed at optimal cruise, and we had as the angle, climb rate and speed of the a timeline to stick to, which meant we were flying at MCP the entire day, which aircraft changed in flight was seamless, is why our flight range likely dropped providing needed on screen warnings from the published numbers slightly. when angles changed, but quickly recalculating the approach angles to The maximum range of the 505 JRX is ensure the helicopter would clear the listed by Bell to be 306 miles, but with mountainous terrain ahead. our frequent altitude changes, terrain Caden, having had extensive experience variances, and the fact that we were somewhat “hauling” to make some using the G1000 terrain mapping specific time sensitive targets, it was and trajectory pointed the helicopter still very close to Bell’s numbers. Of 54 | heliweb magazine

the portion of the flight I flew; I was maintaining a cruise speed of between 110-120 KIAS the whole flight.

So our effective range based on asking more of the helicopter than a leisurely cruise to enjoy the scenery was more in the vicinity of the 265-275 maximum range. Not a deal breaker by any means, and something that will be interesting to follow as more 505’s hit the market and begin working to see collectively what the range variations are for helicopters that will be doing many different types of missions eventually.

IS IT ALL ITS CRACKED UP TO BE? The short answer to that is yes. Again, in my opinion only. The 505 is still in the very early stages of first deliveries, and like any other A model helicopter design, it will be preceded by several new variants as technology improves and wider customer feedback is taken into consideration.

As the 505 JRX evolves, and companies begin to develop more products that will augment and enhance various missions that will be undertaken by operators, it will be interesting to see the direction the helicopter takes and which sector in the industry it begins to become most prevalent in as the 206 decades prior in the charter and ENG markets.

It is still an unknown if the 505 JRX will see the same levels of success that the Bell 206 enjoyed over almost 50 years of production, but all the hallmarks are there to say it will have great success, although as the industry and military have evolved since the 206 airframe, it remains to be seen if the 505 can live up to the large number of 206 Jetrangers that were produced.

With a line of 300 orders that await delivery, if feedback from early adopters of the platform continues to be positive, the 505 will begin life as a highly sought after aircraft by operators around the world. Deliveries from Bell’s Mirabel production facility continue to roll off the production line as fast as Bell can make them - but the real test for the 505 remains in seeing its continued sales potential once the backlog of orders is cleared and the regular purchase and delivery period outside of pre-orders and deliveries begin.

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OP A L STI POR E adv 8 4 L L A T U N A ert 4 - V A I T isi 4 3 I L I E ng 5 - A B S @h 4 9 L eli 3 E we 2 b .co

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Mesa Police Aviation have been fortunate that as the city has grown, so too has the aviation assets in their agency to cater to the population growth.

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HELI ART | ERIC LIAN - LIAN MEDIA Eric Lian started illustrating aircraft for government contractors and private companies in the mid-80s. His earliest professional work appeared in industry magazines for Hexcel Aerospace, a long time, leading supplier of advanced composites and special materials used in military and commercial aircraft. Today, his primary focus is working through the backlog of personal commissions from pilots, flight crews, and fans of aviation. To see more of Eric’s work, check out ww.facebook.com/henry1media

LIAN MEDIA

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Story by

Ryan Mason Images by

James Pickett

At any given moment, there are only 6% of the pilot workforce that are women. Former fashion photographer James Pickett decided he wanted to try and “Raise the 6%� and increase those numbers through an awareness campaign called AVIATRIX LIFE. 58 | heliweb magazine 58 | heliweb magazine

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% June June2017 2017| |5959

Sammi Challburg (pictured below) is one of the 6% of female pilots the Aviatrix project represents, and one that shows others by example that you can succeed in aviation. Challburg. a CFI, recently saw her first student pass his checkride.

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THE 6% Six percent - That is the number of women that have earned the right to be aviators, those that have through hard work, skill, and the determination to succeed – earned their wings. A small number when you factor in the gender split of many other occupations. Six percent is a number more likely to be reflected in an occupational field such as law enforcement or military service, where the physical demands of the job can be extreme.

It was at Heli-Expo in 2015, held in Orlando, Florida that the Aviatrix project went from an idea into something viable, taking form as a vessel to tell the story of as many female aviators as possible and allow them to tell their story and explain their journey, struggles and successes in the hope of inspiring other women that have considered the aviation field, but never followed through.

Since starting the Aviatrix project, many people have asked founder James Pickett about the origins, how it came to be and

why. So we sat down with James to tell us why he started the Aviatrix Project and why it matters to him.

“There are so many ideas in the world - yet so few become reality. After discovering how low the percentage spread was and how few female aviators were actually certified pilots, I was astounded that the number was so low. I thought improving that number and trying to do whatever I could to help improve that number was too important to ignore, and the possible impact too great to allow it to fade away.”

Pickett’s original idea stemmed from wanting to tip the scale and improved the numbers in the industry for what was a marginalized minority, but the idea in its original form was targeted with far too narrow a scope that carried with it negative connotations. After further consultation and brainstorming, the Aviatrix project evolved into a mission.

THE GLASS WALL While it is assumed that aviation is missing equality between the sexes,

research showed, however, that many perceived there was a glass wall for many females that prevented a lifelong love of aviation becoming a fulfilling career as a female aviator. Only those women with tremendous amounts of passion, mountains of encouragement, unparalleled persistence and a dash of good old fashion talent are the ones that make it to the end of the race and become aviators.

Although this is true for many males in the industry, the discouragement of seeing the mountain of challenges that may lay ahead on the road to becoming a pilot have formed a glass wall that see many that just don’t push past the obstacles to become an aviator.

One thing Pickett noticed as the project progressed however, was that of the dozens of female aviators he has spoken to, was that behind the tenacity, hard work and will to succeed, was often a large supportive group of friends and family offering a needed push and constant encouragement throughout the process of obtaining certifications on the way to their all-important first paying pilot job.

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Pickett began to theorize that unrealistic expectations could also be part of the larger problem keeping the numbers so low. Parents as they raise their children, expect them to do great things, be better than they were, and achieve more than they accomplished.

For unknown reasons, a career as a pilot has never been high on many parents list of achievements or occupations that a female in the family should strive for. Some focusing on the potential dangers, while others hold the perception of a pilot being a glorified chauffeur.

Pickett said that his mind was made up to start the Aviatrix project when he witnessed a regional sales representative from one of the largest helicopter manufacturers in the world, dismiss a self-made female CEO that was looking to purchase a turbine helicopter. The sales representative delivered a purposeful snub after being introduced, turning his back without so much as acknowledgement of her presence. It was at that moment that Pickett says that he decided that treatment of anyone in the industry, be it male or female to a rebuke such as he had just witnessed was something he would do something about, with his first step, being kicking the Aviatrix Project into high gear.

OVERCOMING MISCONCEPTIONS As many who have struggled to gain career traction in the aviation industry can attest, there are areas of the aviation industry as a whole that can closely resemble an old style Gentlemen’s Club. Females in

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the workplace currently, be it in aviation or elsewhere are started at the same level as their male counterparts, but over the years as women joined the ranks as aviators, there was a degree of wonderment from males not used to seeing females in their male dominated industry wearing what they considered “their” flight suits and getting into “their” helicopters.

Although times have changed for the better, females are still a solidly underrepresented demographic in the aviation world. To that note, Pickett has this to say to anyone that may still hold the view that females should not work in aviation. “Women are not only here to stay in the aviation business, but they are finally growing in number, and my aim is to help move the needle in the right direction and share some stories that will hopefully make that growth accelerate as it becomes more and more common to see female aviators and the younger generation actually considers it a viable option as a career.

Some also shaping the opinion of a career as a pilot being a blue collar occupation, and one that does not invoke the prestigious reference of careers such as those of a doctor, nurse, lawyer, or other high paying occupations.

ST I G MA “I wish I could explain to all the mothers and fathers of the world that for many, there are few more noble, honorable and more prestigious careers a job that involves piloting a helicopter into remote locations, landing a helicopter and transporting a patient to a hospital that results in the saving of many lives thanks to the speed in which they arrived at a treatment center thanks to the helicopter piloted by their child, or flying tens of thousands of people to worldwide destinations safely in a commercial airliner that they have worked for decades through countless hours of education, just like the other occupations to get to the point where they are at the top of the aviation food chain.

If more parents thought like that, there would be much more parity in the

gender split in aviation as parents push their children in aviation pursuits like they would traditional occupations,” said Pickett.

The core of the project became the distribution of the message. That message being a simple one according to Pickett. He detailed that his mission statement that he wants every female (and male for that matter) to understand that a career in aviation is entirely about living a fulfilled and amazing life flying aircraft that you love and have a passion for. “In aviation, there are no restrictions or limits to what you can achieve. It truly is a life lived with art in front of your eyes everyday as the landscape below you changes. Every landing is an accomplishment, and every accomplishment is a victory. Aviation is like a tight knit family, just like any other family, we have our issues, but in the aviation world, we all share a tremendous amount of respect not only for those of us in the same field, but for those that share the same level of trust and respect for us.”

Pickett also wants the message of the Aviatrix Project to be one that not only focuses on women who have a passion for aviation, but to share the message of living your life without limits while sharing your passions – whatever those may be, with others by providing mentorship and teaching opportunities that help not just women, but anyone that needs guidance in any field to succeed.

While the project focuses on sharing the stories of successful women in aviation and encouraging young women to become aviators, he also wants to project a message that demonstrates how having passion to pursue your dreams to be successful in something

you love, and sharing that passion with others will eventually work towards creating a network of people of a common interest that are always looking to “pay it forward” and pass on some of the opportunities they were afforded to others as is prevalent in many areas of the aviation world.

G ET TI N G T H E M E S S A G E O U T The Aviatrix Project that has steadily been appearing on social media feeds as female aviators around the world clamor to get a hold of shirts emblazoned with the tag line “Kiss Me Before Flight” a marketing ploy thought of by Pickett that draws from the common “Remove Before Flight” pitot tube covers found on aircraft around the world. Pickett said that the slogan was derived from two separate inspirations. First and foremost, as a reminder that we love what we do.

Over the years there have been many slogans that have attempted to capture the essence of why as aviators, we are completely in love with the aviation world. From the weekend hobbyist, to the professional airline pilot – All talk about flying like they would their wife or children, like flying is its own separate romance for anyone that has ever sat in the pilot seat and taken to the skies.

Pickett explains that the second reason he chose the “Kiss Me Before Flight” phrase was inspired by a friend of the project who lost someone in an aviation accident. The phrase also signifying the need to never let a loved aviator leave without telling them how important they are, and that they are in fact, loved.

This is possibly the most important part of what the project emphasizes.

The fact that in life - especially in the aviation world, can be unforgiving and there always exists a small chance that something unexpected could occur at

any moment. The slogan also serving as a reminder that no one should part ways with the people they love on bad terms.

WHAT’S NEXT The project is only in its beginning stages at this point according to Pickett, who has been hard at work now for over a year as he builds a long list of female aviators that he plans to feature on the project’s website www.aviatrixlife.com in the coming months as he continues traveling the country to seek out women with incredible stories on their journey’s in aviation that beg to be told.

He also looks to continue building on the project, using his decades of experience as a professional fashion photographer for the likes of Vogue, Elle, GQ, Vanity Fair and many more to also capture the essence of the stories told in photographic form that will eventually be formed into a coffee table book that will appeal to not only the aviation world, but become a must have talking piece for those that seek to overcome adversity and challenge the norm to succeed where others fear to tread. Making their dreams a reality as a model to others who need encouragement to follow their dreams.

If you would like to follow the progress of the Aviatrix project, you can find more on their website, on Instagram at @aviatrixlife and on Facebook and Twitter. If you would like to purchase any Aviatrix Life or Kiss Me Before Flight merchandise, you can find them for sale on the Aviatrix Life website or also available on the Heliweb Magazine web store.

Keep an eye out in future editions of the magazine and on our website for upcoming features from the Aviatrix project as the project continues to grow. If you would like to nominate someone you think worthy of being featured as part of the project, you can contact James directly at info@aviatrixlife.com

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FUTURE VER

RACER AIRBUS C L E A N S K Y 2

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RTICAL LIFT

“Out of all respondents, only 11% of the entire field believed that operators never cut corners.”

Built on the framework left after the development of the Eurocopter X3 Demonstrator, the recently announced Airbus Racer concept VTOL is shaping up to be the company’s first serious contender into the growing VTOL marketplace.

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Airbus entered the VTOL market with a splash on Tuesday, June 20th with the announcement of a hybrid aircraft modeled on the frame of the new H160 that closely resembles a modernized version of the Eurocopter X3 demonstrator, dubbed by the company as the CleanSky2 Racer.

The announcement made by Airbus at the Paris air show in Le Bourget, France touted the new Racer as having the aerodynamic configuration of the former demonstrator last flown in 2010 that will perform with similar, yet refined and improved characteristics of the high-speed X3 demonstrator.

Airbus Helicopters are developing the new concept aircraft as part of the Clean Sky 2 European research program that will likely result in a production model aimed at the same marketplace that new concept aircraft like the VTOL TriFan 600 are also

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targeting. Racer, the name was chosen for the new VTOL concept by Airbus is an acronym that stands for Rapid and Cost-Effective Rotorcraft.

In a press release distributed by Airbus Helicopters at the show, the company stated: “this demonstrator will incorporate a host of innovative features and will feature a cruise speed of more than 400 km/ h(248MPH).” The new Racer is being designed with the hope to extract the best performance from the new concept by way of finding the optimal mix of speed, cost-efficiency, and sustainability, that will provide the best mission performance for customers, according to Airbus.

Assembly of the demonstrator is expected to start in 2019, with an anticipated first flight of the Racer sometime in 2020. Which by that stage, the VTOL aircraft featuring a conventional rotor system with two

smaller rear facing lateral rotors which are touted to provide a seamless transition into forward flight. Unlike a conventional helicopter, the Racer will not have a tail rotor system, but instead feature a dual fin rear stabilizer in its place while using the VTOL aircraft’s lateral rotors to maintain headings and assist in the directional management of the helicopter, as the previous X3 demonstrator did years prior.

The most notable difference of the new look Racer, other than the transition to the H160 body style from the EC155 body style of the X3 demonstrator, is the change in the concept from front to rear facing lateral rotors.

The lateral rotor system secured to the airframe via struts attached to the body of the H160 styled Racer called a “Box Wing.” Forward propulsion in the previous X3 design, was also

provided by two lateral rotors, except the demonstrator having blades facing forward.

In graphics provided by Airbus, the only differences in the lateral rotor system other than mounting rear facing than front facing are the size of the lateral rotors, which appear to be smaller than its predecessor possibly.

“Today we unveil our bold vision for the future of high-speed rotorcraft,” said Guillaume Faury, Airbus Helicopters CEO. “This new project, pulling together the skills and know-how of dozens of European partners through the Clean Sky 2 initiative, aims to bring increased speed and range at the right cost, thanks to a simple, safe and proven aerodynamic formula. It will pave the way for new time-sensitive services for 2030 and beyond, setting new benchmarks for high-speed helicopter transportation.”

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MAKING IT REALITY Airbus states the Racer will be built around a simple architecture (likely a majority of the already designed and produced H160 with modifications.) The company reports the Racer’s “box-wing” design will be optimized for maximum aerodynamic efficiency and will also provide lift in cruise mode.

The most striking difference in the appearance of the Racer is the new “box wing” design. Unlike its predecessor, the Racer has opted for a strut mounting system while also moving the positioning of the lateral rotor system back behind the passenger doors - an essential safety function should the Racer move into a production model, likely speeding up efforts to certify the VTOL aircraft in the future.

POWER PLANT Two RTM322 engines will drive the Racer’s lateral rotors and main rotor, which Airbus is hoping, that with further development by Safran, will produce an “eco mode” for the RTM322. Safran has been asked as part of the Racer project to think “outside the box” to engineer the capability of the engine to manage an electrically-powered “start and stop” of one engine in flight.

If successful, the functionality of this approach will likely yield substantial fuel savings and increased range. The Racer demonstrator will also feature a hybrid metallic-composite airframe, specifically designed to keep weight low and prevent as much recurring cost to the end user according to Airbus.

The Racer has also been developed to include a new high voltage direct current electrical generator, which the company hopes will significantly contribute to weight reduction.

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Airbus Helicopters stated that their hope for an eventual production model of the helicopter VTOL concept would be aimed at multiple markets to include, emergency medical response, search and rescue operations, and other public service missions.

VTOL ADVANTAGE The Racer will also look towards a market as a viable option for an aircraft that can provide commercial air transport, private transport and even function as a business aviation asset. The Racer is anticipated in figures calculated by Airbus Helicopters to be fifty percent faster than a conventional helicopter, offer a 25% reduction in operational costs per mile and consume 15% less fuel per nautical mile while covering twice the effective range of a conventional helicopter.

The release of the Racer concept still leaves several questions that will likely be answered as Airbus continues development and testing of the prototype once built. The questions being what the end cost will be when compared to a conventional helicopter given the dramatic increase in functionality and speed.

FUTURE With the rapid development and early success of several other VTOL concepts that are currently in various stages of design and development is, will there still be a market opportunity left for Airbus to fill based on their late entry into the VTOL game while others will likely reach the market first.

One certainty exists for the Racer; it and several other entrants in the marketplace will shape the future of commercial future vertical lift technology.

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SUREFL MEET THE

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LY

YOUR FUTURE PERSONAL OCTOCOPTER

Is it the ideal solution for an affordable hybrid electric personal transporter?

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As you read this article; it is likely that the Paris Airshow has already taken place and the world has had its first up close and personal view of the Surefly.

The helicopter concept aircraft was designed as a personal transport vehicle that provides two contra-rotating propellers on each of four arms affixed to the top of a two-person passenger cabin. The unique design that looks to the casual observer like an overgrown DJI Phantom has been engineered with the future in mind as a platform that will also act as a future technology test bed for further developments for the manufacturer of the next level personal transporter.

The Surefly, aimed at a section of the industry that is yet to have any formal rulemaking from the FAA - or for that matter, any competitors that have progressed from the design stage to a proof of concept flying model. Steve Burns, is the President of the company behind the SureFly, Workhorse.

Burns spoke with us in a recent interview and shared that his company will aim to certify the concept octocopter in the light sport aircraft category, opening up potential sales opportunities to a much wider market than certifying the aircraft in a general category that would require a full pilot rating to operate.

As the first concept personal transport helicopter to feature a conventional fuel/electric system with multiple levels of redundancy, the hybrid gas/electric Surefly is projected to have a seventymile flight radius.

The SureFly using a conventional combustion engine to power the aircraft, yet, installing a battery backup power source capable of providing power for up to five minutes to all eight of the octocopters electric motors in the event of an engine failure.

Each aircraft will also come standard with a ballistic parachute in the unlikely event of a total rotor system failure or impact damage such as a bird strike. Although highly unlikely a bird strike would render more than two rotors immobile, the inclusion of a ballistic parachute for Workhorse was a no brainer that guaranteed the safety of future owners.

For Burns, safety was at the core of the concept as it evolved from an idea into a feasible business opportunity. “Being a company that started out innovating in the areas of battery technology, then progressed into making electric trucks, we were not aviation people. We are now, as we have hired some of the best and brightest aeronautical engineers to assist with the project, but none of that would have been possible without the assistance we received from students in the aeronautical engineering program at the University of Ohio Aeronautics Lab. Their team helped us transform our ideas from a nonaviation based company into something feasible that evolved into what we are officially launching at the Paris Airshow.” Said Burns.

Workhorse, situated in the suburban outskirts of the greater Cincinnati area in Loveland, Ohio, started out under the name Advanced Mechanical Products (AMP) in 2007 as a startup dedicated to the design and manufacture of vehicle electrification systems. The company made its public debut with an entry into a nationwide competition held

by Progressive Insurance centered on finding the next big thing in electric vehicle conversion.

AMP submitted an all-electric conversion of the now discontinued Saturn Sky Roadster.

The AMP entry into the competition was the only entry

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featuring a street legal mass produced vehicle. Their entry, although not the winning entry, went on to reach the final eight of the contest. The Electric Sky achieving four times the fuel efficiency of the gas-powered internal combustion version of the roadster with zero carbon emissions, attaining the equivalency of 96 MPG when compared to the standard versions 19/24 MPG city/highway mileage.

AMP went on to design electric conversion systems for the Chevy Equinox SUV, Jeep Grand Cherokee, and the Mercedes-Benz ML350 before switching the company’s focus in 2010.

The company became publicly traded on the stock market that year, shifting its focus from mass produced road vehicles to electrification of commercial vehicles, entering into a development agreement with Navistar to create a concept electric delivery van under consideration for a large corporate client’s needs.

Upon proof of concept in 2012, a management change at Navistar resulted in the shelving of the project.

AMP was connected to UPS, the customer requesting the van design, leading eventually to a contract to build an undisclosed number of electric delivery vehicles that have already entered service, now deployed around the country.

FROM WHEELS TO ROTORS In 2015, AMP acquired the Workhorse brand, absorbing the AMP brand into the recent acquisition and began moving into the aerial market, specifically, entering the hotly contested marketplace of delivery drones. Unlike the highly publicized Amazon delivery drones that have had several iterations since the idea was first launched almost five years ago, the Workhorse approach centered around their current electric delivery step van platform. With that, the aerial aspirations of Workhorse began to take shape as the team developed a product that is now known as the “horsefly.” The product is essentially a delivery drone platform that is part of a standard UPS delivery truck.

Housed inside a box that does not look out of place atop a standard brown delivery van, is a delivery drone able to launch from the step van as it

pulls up for delivery. Once a payload is secured in the drone by the driver, the drone can take off autonomously, deliver a package to an address within a predetermined service area nearby and return, all while the driver is continuing other deliveries.

The driver does not even have to await the return of the drone. The drone uses its onboard sensors and GPS location to return to the van, where it will follow at a few feet above the van until it comes to a complete stop where it can land back in its cradle.

RIGHT: Workhorse, the company that developed the Surefly, started producing electric vehicle conversion kits, before transitioning into electric delivery vans, drone based delivery and electric trucks.

ABOVE: Workhorse has over half a billion dollars in pre orders for the company’s electric work truck, the W15 (above right) that it plans to use as leverage when ordering parts common to both the truck and the Surefly Octocopter, leveraging discounts to keep the projected price under 200,000 USD per unit.

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The Horsefly system is already in testing currently and has already begun limited supervised field testing trials with the assistance of the FAA. The FAA is in the process of trying to define safe operation guidelines for such a system that once approved, will likely lead to a flood of delivery based companies and retailers rushing to obtain certification for similar approaches.

Workhorse, however, has the good fortune of marketing and testing the only field-based product that requires less time in the air, and therefore less risk to the public than early developers such as Amazon who have planned their infrastructure as a warehouse based program.

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UPS C A LI N G T E C H N O LO G Y Workhorse’s Horsefly system sparked the imagination of many in the company including company President Burns, who wondered out loud if there was a market for an upscale version of what they were achieving with drone technology, which according to Burns was the idea that sparked development of the SureFly personal transporter.

to secure our parts at a lower cost than companies that exist to produce one aircraft. We have obtained hundreds of pre-orders for our fully electric W15 work truck, being that we have crossover systems between the two, we order more parts, which in turn gives us the power to negotiate the best prices for our parts through our diversified business model” said Burns during our interview.

The SureFly’s hybrid design leverages Workhorse’s proprietary battery packaging, management systems and many controls utilized in its current commercial medium-duty, electric vehicles. That approach “keeps our development and manufacturing costs much lower thanks to the volume purchases that we can make. This gives us the buying power by volume

In addition to being a well thought out platform in relation to performance, redundancies and overall standard safety features, Burns, asked about end user cost, said that he hopes to have the most affordable platform that will open up new market opportunities for many people.

The SureFly’s current projected cost is estimated to be somewhere in the vicinity of $200,000.

While not featuring anywhere near the distance capability of a conventional helicopter or plane, the SureFly will likely appeal to businessmen in any of a dozen metro areas that suffer crippling traffic woes such as Los Angeles, New York, Chicago or Atlanta.

The time savings in turning a ninetyminute commute into a nine-minute cruise flight likely worth more than the sticker price to those that can afford it in the hours regained of each week that could be used productively.

TESTING In an attempt to be one of the first to market, Burns’ Workhorse team has an aggressive development and testing schedule. He hopes by working closely with the FAA he believes the company can bring the SureFly to market by 2019 as a certified aircraft.

Burns also shared that he will be the test pilot aboard for the first tethered flights of the SureFly. Once the concept is proven, testing will increase to open air flights to complete the lengthy FAA certification process. The exact process of certifying this rotorcraft, however, is a great unknown due to the relative newness of this section of the industry.

FU T U R E PL ANS Although Paris will likely give Workhorse a good indication of appetite for the new

concept aircraft, the proof will be in firm orders placed as development continues, either before or after certification. Bell’s 505 JRX secured over three hundred LOI’s and firm orders placed before the first production aircraft flew for the first time, proving that a well thought out concept like the SureFly could have similar success.

When discussing plans for the platform’s future, Burns stated “Initially, I believe that we can see our next logical step is looking at the autonomous operation of the SureFly. That is a market that already has some traction with aircraft like the eHang 184, that will likely begin field testing in Dubai this year. The advantage of not aiming initially at the autonomous market is that we can focus on getting our manned design right while learning from other manufacturers that will be in the marketplace first.”

Burns also mentioned that once two ideas flourish and buyers show an appetite for, the company may also look towards a four-seat version. That version would feature double the maximum takeoff weight, and offer substantial gains in the distance the aircraft can travel. That move would more than likely open up multiple commercial sector opportunities for a four-seat version of the SureFly. Burns and his team recently participated in the Uber Elevate conference where members of his team attended many

discussions and meetings for future applications of the aircraft during the highly publicized Uber Elevate conference that was attended by some of the front runners in markets with applicable aircraft and technology where Uber explored the many options that now exist for the company to potentially invest in playing a large part in the future vertical lift market.

Currently available options, such as conventional helicopters may end up initially play a part in ventures such as the vision Uber is looking to invest in, but with the practical benefits of the newer entrants to the future tech side, like the Surefly and other company entrants like XTI’s TriFan 600.

The conventional helicopter market may need to rethink their value propositions as the rise of smaller, more affordable craft like these approach entering the market as viable, safe solutions.

If continual development progresses on the current track for the many companies vying for a slice in the future vertical lift pie, the writing is already on the wall that well funded newcommers to the market like Workhorse and XTI are two entities in the ever growing concept market to watch.

Providing that worldwide certification bodies maintain their focus on having applicable rules in place as the market matures towards flyable aircraft, the future of innovative VTOL aircraft is bright.

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PILOT PROFILE

NIKOS KANELLOS FLYING, FAMILY, AND THE FUTURE

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Story by: Nicholas Andreou

& Ryan Mason April/May 2017 | 77 June 2017 | 77

Nikolaos (Nikos) Kanellos grew up in the City of Pireaus, a city on the southwest outskirts of the Greek capital city of Athens.

Like many in the helicopter industry, Kanellos had what he calls a “profound love for flight” from early childhood, growing up in the bustling European city just a stone’s throw from a city that 78 | heliweb magazine

is home to some of the most wellknown and well preserved historical ruins that demonstrate the grandeur of the once great and powerful Roman Empire.

Although passionate about everything aviation, Kanellos never imagined that his dreams of becoming a pilot would take him almost six thousand miles

from the place he called home, to the United States.

Kanellos graduated from a university in Greece with a Bachelor’s Degree in Aircraft Engineering in 2007, but would not be able to put his new skillset to use immediately, as he was called upon to complete his service with the Hellenic Armed Forces in 2008.

LEFT: Kanellos met his now wife, Jessica while working as a flight instructor at Bristow academy in Titusville, Florida.

ABOVE: Kanellos left the city of Pireaus, Greece where he grew up, with nothing more than hope and a driving ambition to succeed.

he became a tank driver. Realizing he would be wasting his time and experience and determined not to languish in a role that would not provide any future benefit, he started making phone calls.

MILITARY SERVICE Males in Greece between the ages of nineteen and forty-five are required by Greek law to complete conscription based military service that ranges between nine and seventeen months, full time or reserve, dependent on the branch. Kanellos was assigned to the Hellenic Army in a tank battalion where

Next began the mountains of paperwork and friendly persuasion in an attempt to transfer into the Hellenic Air Force, aiming for the rotary aviation division to serve as an aircraft mechanic. Kanellos’ effort and ambition paid off and he was assigned to the 112th Battle Wing, Helicopter Maintenance Squadron, where as a reserve Sergeant, he would begin working on the Hellenic Air Force’s Combat Search and Rescue AS332C1 Super Puma Fleet.

Although his service was a mandatory commitment, Kanellos reflects on the experience with great appreciation. “It was one of the best experiences in my life and my career. I worked next to people that I always admired, whose dedication and call of duty stand high in their heart and mind.” - Kanellos

NO PLAN, NO PROBLEM Kanellos was dismissed from conscripted service duties in September 2009, which began the biggest life change he would ever experience. During his time in the Armed Forces, all Kanellos could think about was his desire to become a pilot and doing whatever was needed to accomplish that goal.

Using every cent of his savings, Kanellos booked a one way flight to Titusville, Florida, home of famed international helicopter training school, Bristow Academy.

Bristow Academy, known for being the largest helicopter training facility in the world, operates under the umbrella of Bristow Group – a global leader in oil and gas helicopter transportation operations. Without a fully thought out plan, Kanellos boarded a Boeing 767 headed for America, unaware that the next several years would shape his future and lead him to planting firm roots in a foreign country.

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RIGHT: Kanellos shows sons Eryx and Niko around his H135 on a visit to his base.

BELOW: The damaged S300 that Kanellos’ wife Jessica performed an emergency landing in with a student on board, performing an autorotation to set the aircraft down next to a busy oad in an area littered with power lines (see background of photo) after a catastrophic engine failure. Kanellos was six months pregnant at the time. Both her and her student walked away from the emergecy landing unharmed.

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THE FIRST JOB Through hard work and perseverance, Kanellos steadily began accruing his initial ratings as an FAA Commercial Pilot, Certified Flight Instructor (CFI) and Instrument Flight Instructor (CFII). Being driven by his passion to succeed, his love of aviation and a good helping of natural flying ability, upon completion of his ratings he was hired at Bristow Academy as a flight instructor.

As a newly minted CFI/CFII, Kanellos taught in the Schweitzer S300C/Cb/Cbi, Robinson R22 Beta I & II, R44 Raven I & II. As his experience grew, he became a Team Leader and Stage Check Pilot for the Academy and progressed to teaching in the Bell 206 for Bristow’s Military Training Program. Alongside normal FAA procedures, this level of instruction added mission focused aspects in Military Tactics and Night Vision Goggles (NVG) to his flying experience.

AN UNEXPECTED GIFT Grateful for the many opportunities he has been afforded as a helicopter pilot and instructor, Kanellos reflects on the one gift he received during his time at Bristow Academy that was unexpected, but would change his life for the better.

Trainee Jessica Banas arrived on the flight line for her first day of flight training in early 2011. Kanellos became her instructor after she completed her Private Rating and began training her for many months a she progressed through Instrument and Commercial. The two hit it off as friends and after completion of her training, Kanellos and Banas began dating. They worked side by side at Bristow as Flight Instructors, ultimately tying the knot in November of 2012.

“Nikos has the most professional approach to his aviation duties and is passionate about making sure he and everybody around him is safe. Never afraid to speak up you can always rely upon Nikos to come forward and do the right thing. I enjoyed working and flying with him whilst at Bristow Academy and it is always a pleasure to “bump into” him and Jessica on the helicopter circuit!”

- Nick Mayhew, Former Managing Director, Bristow Academy

CAREER PROGRESSION Thanks to a diverse background in flight instruction, Kanellos was again given the opportunity to move to the next tier of flying helicopters when he was hired into the Helicopter Emergency Medical Services (HEMS) field. Flying yet another new aircraft to add to the collection in his log book, Kanellos became a Training Captain for Keystone Med-Flight, MidAtlantic Medevac program in south New Jersey and East Pennsylvania flying the Leonardo AW109E, in a Single Pilot IFR (SPIFR) program.

PUCKER FACTOR Throughout his career, Kanellos has experienced several in-flight emergencies, both in an airplane, and a helicopter. Some more serious than others, yet each one having a positive outcome that he was able to walk away from after a safe landing. His most traumatizing experience occurred in 2013, and strangely enough, he wasn’t even in the aircraft.

Kanellos’ wife Jessica strapped in to one of Bristow’s Schweitzer 300Cbi training helicopters to perform an Instrument Stage Check for a progressing EASA

student. Watching his wife taxi out to the active runway was sometimes an hourly occurrence and nothing out of the ordinary for the pair. Minutes later, word came in over the radio that one of the schools helicopters had come down on the roadway not far from the airport in what some who witnessed the helicopters decent stated was the result of catastrophic engine failure.

Further worrying to Kanellos as he rushed to the scene was information stating that the aircraft was flying at only 400 feet on a crosswind leg when forced into an autorotation. After arriving at the site a few minutes later, he was relieved to find his wife standing outside the damaged helicopter without a scratch.

His better half had completed a textbook autorotation after taking control of the aircraft from the student when things went wrong. The landing was a miraculous one as she managed to dodge several sets of power lines during her approach, and ultimately land the helicopter upright with very little space for error.

At the time of the accident, the now accomplished pilot and Vice President of Membership for the Whirly Girls June 2017 | 81

INSPIRATION Kanellos states that it is constantly an ever growing list of people that inspired him over the years of his aviation career. “My wife and our two little boys, inspire me most as they know how important flying is, regardless the risk; along with my parents and my sister, who have been there for me since the beginning,� Kanellos said.

Kanellos still looks back to his military service to refer to previous instructors and friends during his time at the 112th; Mamalis Panagiotis, Konstantinos Revithis, Eytyxios Kleinakis and Georgios Seretis who provided not only leadership and guidance, but encouragement and advice when needed.

A skill and quality that he hopes more leaders develop and share in the aviation world. Citing that through them, he learned to never Kanellos is a family man who likes to spend as much time when not working as possible with sons Eryx, Niko and wife Jessica (pictured below,) who is also a helicopter pilot and serves as Vice President of membership for the Whirly Girls. Photos by Jessica Kanellos.

Nikos currently flies an H135P2+ for Saint Augustine, Flo One Air Medical, a hospital based program serviced by Trauma One.

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doubt his dreams as they can come true if you are willing to work hard enough to achieve them.

THE NEW GENERATION Kanellos’ message for newcomers to the industry is a simple one: “Know up front that it is not easy. It will never be. This industry requires hard work, self-discipline, focus, and many sacrifices you must be willing to make to succeed.

It is such a rewarding feeling achieve a dream that you set your mind to accomplishing, and the reward outweighs all the risks and sacrifices. There will be a defining moment in your career that you will smile, and yet be the only one that knows why. That’s what I’m talking about.”

PILOTS AND PARENTING Being a pilot and a parent can be complicated for many in the industry as they build a family, but

the husband and wife helicopter pilot duo put their two children, Eryx (age 4) and Niko (age 18 months) first in every decision they make.

“I want to spend as much time with family as I can. Raising our two boys with my wife is a wonderful experience.” Said Kanellos, who manages to juggle his pilot career with his daddy duties along with Jessica who spends an enormous amount of time when not tending to the needs of their boys on advancing the careers of other female aviators in her work with the Whirly Girls.

CURRENT AND FUTURE

conducted in an EC135P2+, flying for Trauma 1, the HEMS/HAA program of the University of Florida, operated by Med-Trans Corp, where he is also functions as the SPIFR Safety Officer for the Saint Augustine, Florida based program.

Nicholas Andreou is the founder of Greece based, global pilot information site enjoyflying.net and a serving member of the Hellenic Armed Forces. Nicholas is a fixed wing pilot who is currently in the process of obtaining his rotorcraft certifications in Greece.

Ryan Mason is the Publisher

Kanellos now has a substantial amount of industry experience, holding qualifications in the United States and Europe, including an FAA ATP, EASA ATPL(H), and Commercial Pilot Multi Engine Airplane rating.

of Heliweb Magazine and CEO of parent company Airborne Productions.

Ryan was a regular contributor to multiple publications in aviation, law enforcement and emergency services, supplying editorial and photographic content before taking

His current position as a base pilot in Florida sees his daily flying

ownership of Heliweb Magazine in July. 2015.

orida based Trauma Med-Trans. Photo by

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Photo credit: Dan Megna, Mesa Police Aviation Unit. Mesa, AZ

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