HELICOPTER
REVIEW
April 2021
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HELICOPTER INDUSTRY
WOES CONTINUE
The Covid pandemic continues to decimate aviation and in particular the key trade shows. The latest victim is the HAI 2021 Heli trade show and expo which was scheduled to take place from 22-25 March in New Orleans USA. INTERNATIONAL OVERVIEW Just eight weeks before HAI 2021 the decision was finally taken to cancel this year’s Expo. This was despite last minute optimism that this key calendar event would occur despite the stillraging pandemic. In normal years the HAI Heli-Expo provides the opportunity for the attendees to connect with 730 industry suppliers, develop strategic connections with 18,000 industry professionals from 90+ countries, build partnerships with industry peers through 14 HAI committee meetings and other events, discover the issues that will shape the future by attending workshops, forums, and events, experience the latest the industry has to offer through demos and 60+ helicopters on the show floor and etc.
“While some in our industry have urged us to carry on with the show, the majority have recently expressed discomfort with the risks involved in business travel at this time. HAI appreciates hearing from our diverse VTOL community, and we are grateful for the honest feedback that we’ve received from our members, exhibitors, attendees, and other stakeholders. Leading up to mid-January, the majority of industry voices who contacted us supported holding Expo as long as health and safety protocols were in place. Pandemic conditions have changed, and the majority of our stakeholders have recently expressed discomfort with the logistics involved in business travel at this time,” said Voila.
THE REGULATOR IS STARVING THE INDUSTRY OF ESSENTIAL SKILLS
But in January the Covid-19 cases spiked into a second wave and major aerospace manufacturers confirmed they had decided against attending. Those manufacturers included Airbus Helicopters, Bell, Sikorsky and Robinson Helicopters. In a bold move, the HAI organisers decided that they would not convert the 2021 show into a virtual show. Rather, it will redirect its efforts to producing next year’s show, to be held on 7-10 March 2022 in Dallas. “We did not make this decision lightly,” says HAI chief executive James Viola.
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THE IMMEDIATE FUTURE Oil and Gas operations are a major player in the helicopter industry. As the aviation industry recovers during 2021, the oil price is expected to strengthen in response to increased demand. With the oil price having climbed from a low of US$23 a barrel to the current US$55 range, the industry, and the helicopter operators which service it, are seeing a recovery. But it isn’t just the oil and gas industry that is expecting a strong rebound. The rest of the industry is also showing signs of recovery.
The SA police has no serviceable helicopters in the Eastern Cape - most are down due to maintenance delays but this Squirrel is awaiting rebuild
Noise abatement is expected to be the big issue for 2022, driving innovation, while pilot and engineer demand is initiating a movement towards UAV technology and automation. THE SOUTHERN AFRICAN MARKET A 2021 snapshot of Africa’s helicopter industry provides a picture of an industry faced with enormous pre-existing challenges. The Covid-19 virus aggravated the struggle of an industry already suffering from weak demand from South Africa’s long period of economic stagnation. There is concern that long-term damage may be done to the industry. Whilst growth in the helicopter charter and training industry remains hampered by the Covid lockdown and travel bans, the southern Africa industry remains heavily reliant on quasigovernment, oil and gas, military and security needs. These range from Air Force operations to offshore services, forest fire control, medevac and ground force security support such as for car tracking and anti-poaching operations. REGULATORY OBSTRUCTION The current plight of the industry is vastly aggravated by the failures of the regulator. Helicopter operations require specialist skills and knowledge on which to build a sustainable and safe environment. Helicopters are also capital and personnel intensive and their operation has to meet extremely high maintenance standards due to the often harsh conditions under which they operate. However, the SACAA has managed to set back the essential process of developing qualified engineers. The South African regulator has determined technician qualification standards that are unique in the world. The SACAA is reportedly not prepared to accept a factory maintenance course as sufficient qualification. It requires a further 400 hours supervised experience before a technician may sign a helicopter out. Given how few of certain types of helicopter there are in South Africa, this may be expected to take an absurd 400 years. And so the regulator is effectively starving the industry of essential skills development.
POLICE AND SECURITY OPERATIONS The South African Police operate around 35 aircraft and have been subject to their own budget restraints that led to the once unimagined acquisition of piston-engined helicopters eight years ago. The Police Air Wing are, despite critics, successfully operating Robinson R44s, although they retain a larger fleet of Airbus AS350 B3s. The force has no plans to acquire additional helicopters in the near future. However, the weakness in state management of precious assets and the incompetence of the SACAA in enabling the throughput of qualified engineers is being felt most severely in the Eastern Cape where four helicopters were assigned to fighting crime. Gang violence, stock theft and murder need to be curtailed in the Eastern Cape and eyes in the sky play a key role in doing just that. However, this is currently not possible. All the SAPS helicopters are grounded. In December 2020, the last helicopter was grounded for servicing. One has been out of operations for more than two and a half years, and another for one year and nine months. H125 Squirrel, ZS-RDH was sent in for its 12 year midlife service on September 2018 and has been on the ground for more than two years. The other H125 Squirrel, ZS-RPA was involved in a forced landing accident in November last year resulting in damage to its engine. A Robinson R44, ZS-RLD was booked in for inspection on July 12th, 2019, and is expected to resume service in July 2022 – and April 2021
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unbelievable three years. The fourth helicopter, another R44, ZS-RKN has been awaiting maintenance since December 2020, and may only be returned to service in July 2022. “In a capable state, it cannot take two and a half years to fix a helicopter when we have an average of 13 people being murdered every day in this province,” said DA MPL Bobby Stevenson. “It is not acceptable,” said Popcru provincial secretary Zamikhaya Sikade.
The Working on Fire Fleet of Hueys provides airborne resources for the South Africa’s two seasons: the Lowveld winter and Cape summer, which runs from June to November and December to April respectively. These active periods allow for an intensive maintenance regime during May before both helicopters and fixed wing aircraft are returned to service. The Forest Fire Association (FFA-Assets) provides aerial firefighting capability to the government’s Working On Fire. Working on Fire has been a successful attempt at addressing the nation’s employment challenges by recruiting personnel to provide ground and air support services to counter highly damaging fires. Working on Fire Aviation flies an approximate 4,000 hours and responds to an average of 300 fires annually.
THREE TIMES AS EFFECTIVE AS THE HUEY, YET FOR TWICE THE COST
Five of the top 10 stations in South Africa for stock theft are in the Eastern Cape, and helicopters usually assist in fighting against this problem. Helicopters also assist in responding to farm murders, and tracking down criminals as they try to flee from the scene. Helicopters are also necessary to help fight against gang violence, drug smuggling and many other crimes. Both helicopters and fixedwing aircraft could also be used to combat the escalating truck hijackings in the Eastern Cape, where in the past three months, 43 trucks were hijacked. The need is there, the ability of government to fulfil that need is clearly lacking. FIRE FIGHTING
A substantial rotary wing use in South Africa is for forest fire protection. The most significant operator is the Nelspruit-based FFFA Assets, which typically operates 10 Bell UH1H helicopters and contracts in additional helicopters as needed. South Africa’s single Sikorsky UH-60 Black Hawk helicopter has now proven its worth and has become part of the mainstream firefighting operations. Its capability is now making headlines around the world with dramatic video footage assembled by our Robin Rabec. Leading Edge Aviation’s Mark Jackson’s bold investment in the UH-60’s unique South African fire-fighting capability has shown that it can be three times as effective as the Huey, yet for twice the cost. It has proven its effectiveness both in the Cape and in Lowveld fire operations and the Black Hawk now has a number of secondary private sector contracts.
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CHARTER The charter industry is under particular pressure. This activity embraces both government VIP use as well as corporate. Although the ad hoc charter industry services its clients with a mixture of mostly light single-engined helicopters, a small number of companies have invested in twin engined types like the Agusta A109 and Bell 222 and 230-series. Given the lack of appetite and capital for investment, companies are adopting innovative approaches to equipment acquisition. One such is Rand-based Henley Air, which has built up a fleet of eight operational Bell 222UTs. These are used for medevac and charter. The Bell 222UT is the subject of our flight test this month. PILOT TRAINING Many air forces and paramilitary organisations have adopted the civilian contractor route, which has been of great benefit to private contractors. Starlite and others have been kept busy training pilots from all over Africa. Starlite has achieved notable success wit its fleet of Guimbal G22 helicopters and is using this quality European helicopter for the training of helicopter pilots from around Africa and the world. The Guimbal Cabri G2 is the subject of this month’s flight test.
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The Guimbal Cabri G2 has achieved great success at Starlite as an excellent helicopter for ab-initio training. Images Cassie Nel
FLIGHT TEST: G2
FRENCH CHIC GUIMBAL CABRI
G2
The Guimbal Cabri G2 has developed a large and loyal band of followers across Africa. Many of these were students who learned to fly this endearing and very competent helicopter with Starlite Flight Training in Mossel Bay. 76
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HISTORY AND DEVELOPMENT The French might make quirky cars, but they build great helicopters. The Guimbal Cabri G2 is a product of the talented Bruno Guimbal, a Eurocopter engineer. While designing the Eurocopter EC120 during the 1980s, Bruno Guimbal decided to independently pursue the development of a two-seat piston engine helicopter. Looking at the experiences of Robinson, Guimbal decided that his chopper would feature many of the safety and technological advances found in larger turbine-powered helis. These features included a 3-blade Spheriflex main rotor, Eurocopter’s Fenestron shrouded tail rotor and a strong, impact absorbing, composite body shell. Eurocopter was so impressed with the concept and design that they funded the development programme and provided technical assistance during testing. In April 1992, the first prototype Cabri G2-01 conducted its maiden flight, which lasted for a total of 45 minutes. In 2000, Bruno Guimbal left Eurocopter to launch Hélicoptères Guimbal, in Aix-en-Provence Aerodrome, France, in order to certify the Cabri and get it to commercial production.
the Robinson R22 and the whatchamacallit Sikorsky/Schweizer/Hughes 300. So the expectation was for a modernized cross between a 300 and a 22, perhaps priced at the top end of the two seat helicopter market. and indeed the Cabri G2 is more expensive than a Robbie 22, but you get a lot more for the money. The bottom-line is that the Cabri G2 is like a proper little Eurocopter; built with the latest technology. So it’s not really comparable to either the R22 or the 300.
THE PRE-FLIGHT Confirming the Cabri’s functionality as a trainer, there’s nothing unusual or difficult about the pre-flight, though you need a torch to check the main rotor gearbox oil level.
Eur ocopte r was impr es s e d w it h t he conce pt
ON THE GROUND A first glance it is small, yet clearly not a Robbie 22. On the ground the smooth aerodynamic lines just look right. Like an Italian sports car it is low, and the main rotor is about 25cm lower than a R22. This means that you have to be extremely cautious of loading or unloading pax while the blades are turning. On closer inspection, the Cabri is – dare I say it – better built, and with obviously better European technology. Fit and finish is excellent, and it’s clear that there has been much attention to detail. Competing aircraft are obviously
The high rubber mounted skids are able to pivot like the EC120, which reduces the likelihood of ground resonance. Cabris can also be specified with a hook attachment for sling training. A mast inspection of the Spheriflex rotor head shows how similar it is to the far larger EC120 and even the Oryx/Super Puma. But this is not surprising as Bruno Guimbal and Eurocopter own the patents. The fully articulated rotor eliminates the risk of mast bumping, one of the primary reasons Robinson pilots have to undergo special training. The Cabri’s pilot cannot induce mast bumping by doing a low-g manoeuvre or by inadvertently flying into high turbulence. Having said that, a low-g pushover still is not recommended, since the Lycoming engine is not rated for low-g manoeuvres . In addition the Cabri rotor has a higher inertia than the R22’s 2-blade system, so autorotations are far safer. The three composite rotor blades are manufactured with Eurocopter processes including their patented bonding methods for April 2021
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LEFT: Cockpit features latest technology EFIS, excellent visibility and functionality
ABOVE: With the optional high-spec, the Guimbal Cabri G2 is like a European sports car - with beautiful fit and finshes BELOW: Good design makes basics like the oil easy to check
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Inside is the bullet proof Lycoming 0-360. To give it an extra margin of safety it has been de-rated from 180 to 145hp. The old Lycoming carburetted clunker is in marked contrast to the modern technology employed everywhere else by Guimbal. But as a concession to efficiency, the ignition system has one magneto and an electronic ignition unit for the other side. Access to the engine is easy with everything pretty much at eye-level. Key items like the oil filler and dip stick are not in awkward, hard to reach places. Showing the attention to detail, the cowl latches include a safety lock that will hold them closed, even if they have not been latched properly.
Access to the engine bay for inspection and maintenanece is excellent, thanks to clamshell doors
the stainless steel leading edge caps. The blade attachment forks are integrated into the blades. There are no life limits on the main rotor blades and the whole rotor system is exceptionally strong, as evidenced when Bruno Guimbal built a test blade with all possible defects built in. He then hammered it until there was a large hole at the root. They fatigue tested it for months before inspecting it and finding it was still more than strong enough.
Noteworthy are the engine baffles which can be removed in half an hour for maintenance, which is in marked contrast to the Robbie 22. Also in contrast to the other two, the engine pivots to engage the clutch and the main gear box carries the belt tension. This has the benefit of not changing the drive train alignment. The Cabri uses a fuel bladder designed to Formula 1 safety standards. It holds 170 litres, giving about a 5-hour endurance. Even the exhaust is a thing of beauty. It uses a 4 into 1 free-flow exhaust made of inconel (commonly used in F1 exhaust systems) which exits through the top of the tailboom to help reduce the aircraft’s noise signature. And to show that they thought of everything the exhaust manifold has a u-bend so if it’s parked out in a rain storm the water cannot get down the exhaust to the valves.
a f uel bladde r des igne d to For mula 1 s af et y s t andar ds
To test the Spheriflex rotor head they failed the main hub and then demonstrated 200 hours of safe flight. The main rotor driveshaft is milled from a billet of stainless steel, eliminating quality control risks. You inspect the engine by opening hinged clamshell cowls that are held up with gas struts.
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Moving back to the tail, Guimbal holds the rights to use the Fenestron on aircraft below 1200kg. The Cabri’s Fenestron uses fail safe injected plastic blades with high tensile stainless steel spars, so maintenance is minimal. The profile of the
Fenestron shroud has been designed to avoid tail rotor vortex issues. The Fenestron also provides for significant bystander safety and greatly reduces the risk of tail rotor strikes in confined areas or during misjudged approaches and landings. And it’s a lot quieter than an open tail rotor. The shrouded tail rotor’s blade pitch range and alignment is easily checked according to markings on the tail shroud.
THE COCKPIT Getting in is easy and the doors are held open by pneumatic struts. Unlike the ‘garden gate’ door latch of the Robbie, the Cabri has elegant latches and are dual pinned to ensure flush closing and a good seal. You can even lock the doors with a remote key. There is plenty of headroom for tall pilots – even wearing helmets. The cabin may look small, but it can comfortably accommodate big South African farmers. The cabin has plenty of shoulder room and is 15cm wider than an R22. Seats are comfortable and there are 4-point shoulder harnesses that are easily latched in one click. Of particular note are the seats which are designed to make a 2000fpm vertical impact survivable. Guimbal estimates that half of helicopter crash fatalities could be prevented by the crash protection features built into the Cabri and few examples crashed in the hands of students trying autorotations bear this out. Needless to say, it meets the very latest EASA safety standards.
monitoring which display on the Electronic Pilot Monitor (EPM). This digital display also includes a Multiple Limit Indicator (MLI) which combines several critical performance indicators (engine speed and power setting, fuel flow, oil temperature and ambient air pressure) into one instrument for the pilot to monitor. So the dangers of South Africa’s high density altitude take-offs should be reduced. The display shows how much power as a percentage is available at any time. A read out of % of throttle on start-up is given, helping to reduce the likelihood of an over-speed on start. The EPM also displays fuel and flight time remaining as well as carburettor temperature (which is monitored and controlled automatically). It is even a flight logger. Should the EPM fail, there is an independent backup for rotor rpm management which uses three lights to show low, normal and high rotor speeds. The controls are all beautifully built and finished and fall to hand as you would expect. The cyclic has a conical trim hat. Mixture and mag switches are located in an overhead console
Another improvement on the R22 and S-300 is the 200 litre baggage bay which is rated to hold a very useful 40kg. It is accessible from a hatch on the right side of the fuselage and also from inside the aircraft, meaning that a camera or flight bag can easily be stowed and accessed in flight. There is also a small compartment in front of the instrument binnacle to stow the removable dual controls. The instrument binnacle features a normal set of instruments, except for the RPM and engine The Fenestron is safer and quieter than an open tail rotor
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Exhaust out the top of tailboom makes for better neighbours
– just like a big heli. The pilot’s pedals have an elegant two position adjustment available. There’s even a cup holder, an auxiliary music input and that essential - a 12V accessory jack.
FLYING THE CABRI Start-up is straight forward carburetted Lycoming. With a warm engine you can have the clutch fully engaged and be off the ground in 15 seconds, which must be nice for car tracking and anti-crime operations. You run through the usual checks for mags, carb heat, clutch, and rotor horn, plus checking that the backup rotor rpm warning lights operate correctly. Then gauges green, caution lights off, power limit checks (displayed on the MLI), and you are ready for takeoff. Having completed the start-up and checks, the first thing is to confirm which pedal will be needed as the Cabri rotor turns clockwise and it needs right pedal as power is added. The best technique in the Cabri seems to be to add in the
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amount of pedal you might expect, and then a good inch more. Keeping it straight requires significant pedal offset, yet the heli still has full tail authority in 35kts for all directions at sea level. With half tanks and two up, a maximum performance vertical climb showed 2000fpm to 1000 feet. The Cabri is light on the controls and nimble and thus a lot of fun to fly. You can flick it from one very steep bank to the other with no effort, climb and push over the top if you want to, and generally have a ball without feeling at all like you are approaching any limits of the aircraft. You can point this helicopter wherever you want it to go, and if you happen to be not all that coordinated about it, doesn’t matter – the Cabri feels very forgiving. As a good trainer, the Cabri feels robust and friendly, and not remotely like it’s just waiting for an opportunity to bite you. The footwell windows are great so you can look out past your feet – and that’s something you can’t do in the R22 or S-300.
Something you can do in both of those American helis though, is open a vent to let air in. This is noticeably lacking in the Cabri, except for a small vent in the door that doesn’t work very well and it can get sweaty inside if you’re in the sun without much airspeed. The challenge of cabin ventilation has however been cleverly solved as the doors are held open by a gas strut to about 5cm, when hooked onto a looped string. As the airspeed increases above 40kts, ram air closes the doors automatically. And of course, as you decelerate below 40kts, the door strut pushes them open again. So constant fresh air is available in the cockpit. And air conditioning is an option.
rotor head. These can also be retrofitted to earlier aircraft. Out of wind slope landings are not the usual challenge as the Cabri pivots on the rubber mounted undercarriage so that the cabin doesn’t lean to the same degree as the skids.
It is a bette r, clas s ie r and mor e exclus ive he li
Early Cabris were noted as having a vibration on the pilot’s side at around the 85 kt mark. However that vibration was eliminated by three vibration absorbing pendulums (VAPs) in the
For those used to learning to fly on Robinsons. Pat Malone, writing for Pilot magazine provides interesting insights into the Cabri and its Fenestron. He observes that deceleration and spot turns are where you need to understand the Fenestron. Turning left, you need to understand the non-linear Fenestron response. The Cabri is the only piston-engined helicopter with a Fenestron, and the instant availability of torque without turbine lag speeds the yaw. The cure is to get your right foot all the way to the floor and sit there until it stops − and don’t touch the collective. 3-blade rotor has Eurocopter EC-120 based Spheriflex rotor head
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The OPV - Optionally Piloted Vehicle Cabri G2
Straight in and 180 degree autorotations to a power recovery are easy to execute without drama. You need to be quick with the yaw control on recovery though, as the Cabri governor tends to snap the throttle open – more than the R22 does. Using claimed empty weight figures, the Robbie 22 offers a 519 lb usable load and the Cabri 597 lbs, meaning you can carry a good deal more fuel with you in the Cabri than the short hops that a 22 allows with two average people on board. The R22 however, wins the competition for IGE hover performance. The Cabri definitely prefers to be by the sea and not the highveld. With that 519 lb on board at ISA, the R22 offers 9400 feet IGE hover and the Cabri offers just 6000 feet. At 20 degrees C, the 22 is down to 8000 and the Cabri to 5000 feet. With a light fuel load but the high inertia rotors and wide rotor rpm range (yellow extends from 450 to over 600rpm) there were no particular requirements for careful pitch adjustments to manage the rpm throughout the descent or flare. Hover engine-off landings turned into a nonevent requiring no more than correcting the yaw, letting it settle, and then adding collective to cushion the landing. Into a light wind there seemed to be no chance of running out of collective and it was easy to hold the Cabri off the ground before a gentle touchdown.
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The Cabri G2 is also equipped for Sling training
Cabri even has a separate baggage compartment that may be accessed in-flight
The Cabri has no fatigue life limited components, with all components including blades and flight controls being maintained on condition. The engine and two gearboxes have 2200hr TBO lives specified and the fuel bladder has a 15 year finite life limit. Whilst that isn’t to suggest the Cabri could be maintenance free, it does also mean that there is no calendar full strip and inspection required as with Robinsons. A Cabri G2 owner said that he loved the Cabri because as a former R22 owner flying a small number of hours, he said he could ‘feel’ the calendar time ticking away on his R22 every day he didn’t fly it. The absence of hugely expensive calendar overhauls and life-limited components also means that there should be negligible devaluation of the aircraft taking place as time passes, regardless of whether it is used much or not.
CONCLUSION If you took all the desirable characteristics of the R22 and S-300, eliminated the niggles, and then added latest technology and safety measures as well as the look and feel of a Eurocopter, then the Cabri is the result. It sits somewhere between the two in terms of size and useful load, has the spacious cabin of the 300, and exceeds the cruise performance and Vne of the R22. Where the Cabri wins massively in any comparison is in technology and safety features, though these do come at a cost. The Cabri is priced about US$100k higher than an R22 putting it in the same bracket as the R44 Raven, which of course has 4 seats and a faster cruise speed. However, Robinson helicopters require full overhauls at huge cost every 2200 hours – while the Cabri does not.
This has to be a huge advantage for private owners who aren’t likely to fly according to the Robinson formula of 2200 hours every 12 years, diligently saving U$100 an hour to fund the pending overhaul. The disadvantage though is that there will never be ‘cheap’ Cabris on the market such as there are for entry level R22 owners buying nearly timed out machines. A big question is how often you need the two extra seats in the R44. In practice R44s are seldom flown more than two up. This makes the extra fuel burn and hourly cost of the R44 hard to justify. It’s fair to say that the Cabri isn’t likely to be produced in Robinson volumes, but this is not Guimbal’s intention. It is a better, classier and more exclusive heli. For owners who are willing to spend more to get more, who place fair value on the technology and safety that the Cabri helicopter offers, and who want to avoid a traditional calendar maintenance cost regime, the Cabri G2 is likely to find a new market niche all of its own. For more information please contact Klara: klaraf@starliteaviation.com Office: +27 31 571 6600 Mobile: +27 83 324 8530 www.starliteaviation.com April 2021
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LITSON & ASSOCIATES AVIATION TRAINING Litson & Associates agrees with ‘There is no time like the present’. With so many within the aviation industry at large working at either half capacity or worse, now would be the right time to take advantage of this quiet period and attend required training/refresher training courses to remain current and/or enable them to be better qualified when seeking employment. L&A’s SACAA approved ATOs scope of training includes the 5-day Safety Management System, 5-day Quality Management System and Auditing to one day ERP and Dangerous Goods. There are a range of other courses also available, with all L&A courses (excluding SEPT) continue to be undertaken in a ‘virtual’ classroom with their Facilitator on-line
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at all times. One benefit of this type of training is that virtual training allows easy access globally at beneficial rates due to accommodation and travel costs not being required. On-line classes require a minimum of 4 to a maximum of 16 delegates to enable everyone to receive the best individual instruction. Training materials are emailed to delegates in advance of their day’s training, with Certificates for successful delegates emailed directly to them. Virtual training allows easy access globally at beneficial rates. Corporate courses remain our specialty. Contact details: info@litson.co.za Phone: +27 21 8517187 Web: www.litson.co.za
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Companies
AERO ENGINEERING AND POWERPLANT ENGINE OVERHAUL Based at hangar number four, at Wonderboom Airport, Aero Engineering’s scope of supply covers maintenance, service and repair of Lycoming and Continental aircraft piston engines and associated components.
C) Propeller shop, covering: • The supply and overhaul of Hartzell and McCauley fixed and variable pitch propellers • Propeller dynamic Balancing
There are three workshops within Aero Engineering and Powerplant:
Their client base are mainly private operators of piston twin and single engined aircraft, as well as insurers. This includes clients based over the borders in Botswana and Zambia who bring their aircraft or ship their engines and props to AEP for maintenance work.
A) Engine shop, covering: • Overhaul – Lycoming & Continental engines • Applying shock-loads • Bench-testing • Re-boring and honing of cylinders • Repair on starter clutch gears B) Component shop, covering: • The overhaul of components - CSU for McCauley, Hartzell, PCU 5000 and Woodward • The servicing of Fuel system - TCM, Romec carburettors and turbo-controllers
The business was founded in 1996 and was taken over in 2006 by partners Andre Labuschagne and Derek van der Westhuizen. They have seven qualified engineers and a loyal clientele. Contact Andre Labuschagne on: Tel: 012-543-0948 Email: aeroeng@iafrica.com Website: www.aeroengineering.co.za
FLIGHT SAFETY THROUGH MAINTENANCE Hangar no 4, Wonderboom Airport , Pretoria PO Box 17699, Pretoria North, 0116 Tel: (012) 543 0948/51 • Fax: (012) 543 9447 email: aeroeng@iafrica.com
AMO No: 227
SA Flyer 2021|04
We at AEP offer full engine maintenance on Robinson R44 & R22 helicopters
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This include but is no limited to: • PISTON ENGINE OVERHAUL • ENGINE BENCH TESTING • MAGS April 2021
Call us today, let us see what we can do for you.
Leading Edge Helicopters Bell 407 Bell 206 A/B 206L /L1 / L3/ L4 Bell 205 UH - 1H Bell 222 UT/SP Robinson R22 / R44 / R66 Airbus AS 350 SERIES
SA Flyer 2021|04
BELL 206 SERIES COMPONENT OVERHAUL
AMO 1184 Ryan: +27 83 233 2057 Mark: +27 82 450 2097 ryan@leheli.co.za | tasha@leheli.co.za Tel: +27 13 741 5582 | Fax: +27 13 741 8188
April 2021
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SA Flyer 2021|04
FOR SALE (7 Years Left) (11 Years Left)
CLICK HERE >
Aircraft Powerplant Co. (Pty) Ltd Tel: +27 12 543 0775 / 0181 Fax: +27 12 567 3630 Hangar 5A, Wonderboom Airport
ENGINE DIVISION
Complete overhaul facility with test bench
MACHINE SHOP
Machining, repair, modification o/h of cylinders and crankcases
TESTING
NDT, MPI, Dye Pen and Zyglo
COMPONENT DIVISION
Servicing, overhaul, repair
SUPPLIERS OF AIRCRAFT APPROVED ENGINE LUBRICANTS
• SHELL • Phillips • AVBLEND and Camguard
PLATING SHOP
Cadmium Plating
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April 2021
tonyrodrigues@mweb.co.za Cell: +27 82 558 9388 henkjoubert@mweb.co.za Cell: +27 83 258 5272 www.apcosa.co.za
SA Flyer 2021|04
HELICOPTER OPERATIONS IN ALL CONDITIONS,
NO COMPROMISE CAPE TOWN BASED AGA HELICOPTERS SETS THE SAFETY STANDARD FOR THE MOST DEMANDING OFFSHORE HELICOPTER OPERATIONS AND MEDEVAC RESCUES. • Using our fleet of H145 twin engine IFR approved helicopters we can service moving ships 130nm out to sea in all weather conditions. • We also provide VIP tours of the ‘Fairest Cape in all the world’, with our vast experience in offshore operations.
AGA Helicopters has its own world-class specialist maintenance operation in FliteTech which can look after your helicopter needs.
Quality • Safety • Integrity
TO FIND OUT MORE: Office: +27 21 934 9127 Operations: +27 60 971 3556 email: Opsmanager@aeriosglobal.co.za
www.aeriosglobal.co.za 93 April 2021
A GREAT FLIGHT DESERVES AN ENCORE
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Records video, audio, and GPS position
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Makes an excellent training tool, maintenance aid, or souvenir
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Robinson’s New 4K Cockpit Video Camera
Standard on R66 helicopters Optional on R44 and R22 helicopters
April 2021
www.robinsonheli.com