SA Flyer Magazine Helicopter Feature 2024

HELICOPTER FEATURE

HAI HELIEXPO 2024:

Exploring the World’s Largest Helicopter Expo

To showcase the international helicopter industry, the Helicopter Association International (HAI), , has been providing assistance to the industry for almost 75 years. The highlight is the annual HAI expo.

THE INTERNATIONAL VERTICAL AVIATION community gathered at HAI Heli-Expo 2024 in Anaheim Georgia USA, demonstrating a strong demand for sales networking and new product insights.

The show featured products and services ranging from the largest aircraft and engine manufacturers to the smaller businesses that are the backbone of the vertical aviation industry. HAI Heli-Expo 2024 provides a firsthand glimpse at vertical aviation’s biggest

players and innovators. HAI estimates that over $2 billion in business was conducted at HAI 2024. The show featured products and services ranging from the largest aircraft and engine manufacturers to the smaller businesses that are the backbone of the vertical aviation industry. Aircraft on the floor ranged from small but capable personal aircraft to some of the largest helicopters. Several companies displayed advanced air mobility (AAM) mockups, uncrewed aircraft system (UAS) models, and other emerging technologies.

Airbus has signed deals for more than 125 helicopters at HAI 2024.

More than 12,500 industry professionals from 100 countries attended the four-day show produced by Helicopter Association International (HAI). At an initial count, the show featured 645 exhibitors and 52 aircraft. HAI estimates that roughly $2 billion in business occurred at HAI Heli-Expo 2024.

The show’s key focus of education and training sessions drew large numbers of attendees, with over 2000 people attending over 100 sessions. “Workforce development are always a huge part of this show,” says Jeff Smith, chair of HAI Board of Directors. “Our Helicopter Industry Career Fair hosted more than 15 companies that were actively seeking new employees as well as several thousand job-seekers.”

The Professional Education courses provided in-depth professional development for pilots, maintenance technicians, and other aviation professionals. With a focus on supporting its small-business members, HAI again held its Communications for Small Businesses, which offered free sessions in digital marketing, social media, crisis communications, and building better relationships with elected officials.

Visitors thronged the busy aisles of the show, keen to conduct business in person. “I loved hearing exhibitors say they were so busy at their booth that they barely had time to see others on the floor,” says HAI President and CEO James A. Viola. “Everyone I talked with was enthusiastic about the excitement and level of activity at the show.”

support aerial work and tourism, while the H145s will be used in a variety of roles including air ambulance and corporate transport.

the grand scale of everything

HAI continued its strong focus on safety with the Rotor Safety Zone concept continued form 2023. The Zone featured presentations and demonstrations on a variety of safety-related topics. Visitors could also test virtual-reality simulators and meet with representatives from safetyfocused organizations to learn how to fly and work more safely.

On the first day, Airbus announced orders for up to 130 helicopters. Notably, Saudi Arabia’s The Helicopter Company (THC) signed an agreement for up to 120 helicopters over the next five to seven years. The new H125s will

HAI also offered an extensive range of free safety education sessions in its Rotor Safety Challenge, providing opportunities for everyone in the industry to learn or improve skills for safer operations.

Davis Smith (L) has taken over as CEO of Robinson Helicopters from retiring Kurt Robinson.

The conferences on the sidelines of the Expo included several events focused on Advanced Air Mobility (AAM), including a three-part showcase and a forum that featured senior leaders from the organizations working to make AAM a reality.

HAI also released a Roadmap of Advanced Air Mobility Operations, a white paper describing the next steps necessary for AAM development in areas such as regulations, infrastructure and airspace use, and vehicle development.

Their impressive presence included the light single H125/H130, the H160, and the large twin H175 “oil and gas industry bus,” all of which added to their already strong order book. Additionally, Airbus’ H-Care product was a big hit with customers, providing guaranteed parts for maintenance needs.

in a range of utility roles

From all the premier helicopter manufacturers to base components, maintenance, overhaul, and crew training, everything helicopter-related was covered at the show. The immense floor layout housed 600+ exhibits and 60+ helicopters on display – with Airbus Helicopters’ stand being the most eye-catching.

American manufacturer Bell had a strong presence at the expo too, with their ever-popular B429 light twin flanked on the floor by the B407 light single and the entry-level B505.

Sikorsky’s display was also exceptional, with the large-twin, medium-lift S-92 (first unveiled at Heli Expo ’92 in Las Vegas) well-presented at its centre. Ironically, Sikorsky dominated the show, albeit not from a factory perspective, but rather with the plethora of ex-military Black Hawk helicopters present, having been converted by after-market suppliers

A Black Hawk with the Genesys’ IDU-680 with synthetic vision, built-in FMS and 4-axis IFR approved autopilot.

for work in a range of utility roles. They seem to be the natural successor to the Bell UH1 ‘Huey’ workhorse, so familiar to us in South Africa.

MD Helicopters booked orders for 12 helicopters from the Nigerian federal government, recent commercial transactions involved MD530Fs designated for multiuse missions. These civil variants included VIP aircraft for Clemens Aviation and utility aircraft for the U.S. Department of Agriculture and WCF Aerospace on behalf of Skydance Helicopters, a company that specializes in power line services.

campaign underway to meet face-to-face with our customers, suppliers, and prospects to gather first hand feedback and to continue to strengthen relationships.”

Airbus’ H-Care product was a big hit

MD has instituted a variety of process improvements over the last year, according to the company. They include improving customer support, increasing investment in direct communications with customers, enhancing manufacturing efficiencies, ensuring in-stock spares availability, and maintaining healthy supplier relationships.

“This achievement is a testament to our dedicated team and the trust our customers have in us,” said Jason Lindauer, MD v-p of sales and marketing. “We have an aggressive

Mesa, Arizona-based MD Helicopters emerged from Chapter 11 bankruptcy protection in 2022 and appointed a new board of directors, CEO, and senior executives with the stated intention of rebuilding product support and gradually ramping up helicopter production.

The Airbus hybrid-electric Racer features a box wing and a pair of pusher props at each wingtip.

Italian manufacturer Leonardo had the largest hospitality suite, displaying the AW139 and AW169 alongside a full-scale mock-up of their latest acquisition project, the light single AW09. Initially developed by Kopter Group AG, the AW09 was later acquired by Leonardo in 2020 as a going concern. The purchase included three flying prototypes to ensure the integrity of the product.

The AW09 is a new, versatile, clean-sheet design, equipped with the reliable Safran Arriel 2k engine. Excitement was high as it is the first new light single to come out of Europe in decades – a fresh high-technology offering to the competitive market.

Unit, said that Hensoldt SA supplies IR sensors to police helicopter operations in Europe, South America and South Africa, all of which are manufactured at their Centurion HQ.

test virtualreality simulators

Apart from presenting the latest innovations, HAI Heli-Expo 2024 provided manufacturers with an opportunity to educate their clients and potential clients through seminars on a variety of subjects, from maintenance to flight safety.

South Africa was represented by Hensoldt displaying their military-grade mission sensors, electronic warfare, and support hardware. Bennie Steyn, senior marketer of their Optronics

The event’s smartphone app provided access to every delegate, attendee and exhibitor, allowing for the booking of seminars and the ability to organise them in a diary format with reminders. Manufacturers like Airbus, Robinson and Rolls Royce not only taught us about their products but responded to many pressing questions with honesty and integrity.

Sustainable Aviation Fuel (SAF) is an increasing focus of aviation expos.

The conference portion of the show included several events focused on AAM, including a three-part AAM Showcase and a forum that featured senior leaders from the organizations working to make AAM a reality. HAI also released a Roadmap of Advanced Air Mobility Operations, a white paper describing the next steps necessary for AAM development in areas such as regulations, infrastructure and airspace use, and vehicle development.

over 2000 people taking 120 courses

Attendees could also test virtual-reality simulators and meet with representatives from safety-focused organizations to learn how to fly and work more safely. HAI also offered an extensive slate of free safety education sessions in its Rotor Safety Challenge, providing opportunities for everyone in the industry to learn or improve skills for safer operations.

The show’s education and training sessions also drew large numbers of attendees, with over 2000 people taking 120 courses. The Professional Education courses provided in-depth professional development for pilots, maintenance technicians, and other aviation professionals. With a focus on supporting its small-business members, HAI again held its Communications U for Small Businesses, which offered free sessions in digital marketing, social media, crisis communications, and building better relationships with elected officials.

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Heli-Expo 2024 was held at the Anaheim Convention Center, California.

HAI BECOMES VERTICON

Helicopter Association International (HAI) was formed seventy-five years ago. Now it has rebranded itself as Vertical Aviation International (VAI).

ANNOUNCING THE CHANGE at Heli-Expo, HAI’s annual conference –which in the future will be known as VERTICON–VAI Chair Nicole Battjes said, “Our industry has never settled for the status quo. Technology is expanding the definition of vertical capable aircraft in ways our founders could never have imagined and our association needs to expand as well. To honour our past, secure the present and embrace our future, we’re taking on a new name.”

for a broader range of members, including developers of uncrewed systems.

better serve our communities

Founded in 1948 to promote civil rotorcraft, HAI has grown to include more than 2,500 member organizations in more than 68 nations. Although these already include several electric vertical takeoff and landing (eVTOL) developers, the association says the name change will make it more inclusive and boost its ability to advocate

“We will fuel the growth of the vertical aviation industry by connecting individuals and organizations, providing valuable education, advocating for our industry at state, federal and international levels, supporting our businesses and above all, prioritizing safety. Ultimately, we can strengthen communities globally, leveraging the power of vertical flight to make a positive impact,” she adds.

The rebranding began three years ago as part of a broad new VAI strategic plan which centres around five basic targets. The first of these –underlined by the renaming exercise – aims to better unify the vertical lift industry.

HAI has changed its logo and branding to VAI.

Other targets include improving advocacy to help the industry across the board on issues ranging from performance-based certification standards to the adoption of sustainable aviation fuels; better safety; improving business resources and attracting the workforce.

Describing the transition of Heli-Expo to Verticon, Battjes said, “New technologies will be unveiled that will change the world’s perception of vertical flight. The valuable education and training courses will still be there. Most importantly, there’ll be plenty of opportunities for our members to expand their network.”

Offering reassurance to the conventional rotorcraft builders and supporting companies, she said, “Helicopters remain central and integral to our mission, and they always will. However, what we define as vertical aviation is rapidly expanding. We have an opportunity to embrace uncrewed aircraft systems and an increasingly diversified fleet for the benefit of all vertical aviation. Beyond the name change, our commitment to offering the industry’s best advocacy, communication channels, safety programs, education and network opportunities remain unwavering.”

Our vision at VAI is clear and audacious: to be the world’s most vital membership association leading the evolution and expansion of vertical flight. We are resolute in shaping the future of our dynamic industry, fostering its growth, and ensuring that communities worldwide reap the benefits of vertical flight’s remarkable capabilities.

By uniting, we can amplify our voice, more effectively advocate with legislators and regulators for our unique contributions, and better serve our communities.

HAI says, “The decision to rebrand was unanimously endorsed by the Directors as part of a comprehensive long-term strategic plan approved 18 months ago. The rebranding process has been methodical, including meticulous research, member outreach, workshops, and interviews.

“This transformation encompasses more than just a name change. We are evolving into Vertical Aviation International, complete with a fresh logo, vibrant colours, and a revamped annual conference and trade show, VERTICON.”

HAI Chairman Nicole Battjes, (L) and James Viola, open HAI 2024.

AIRBUS

H145

– 5 BLADE: THE EVOLUTION OF THE OLD BK-117.

ZT-HOP is the first Airbus H145 5-blade to arrive in SA. Image Grant Duncan-Smith.

South Africa has had a long and happy relationship with the Airbus H145 series and its progenitors. In its MBB BK-117 form the helicopter was the mainstay of SA Police operations in the urban centres, where two engine safety was considered essential. Since then the type has undergone many improvements, to get to the current Airbus H145.

THE SUBJECT OF THIS EVALUATION is ZT-HOP, the first H145-D3 to be delivered to South Africa. It is owned by Aerios Global Aviation (AGA) the well-respected offshore helicopter operator based in Cape Town, who acquired it for ship support and many other roles.

DEVELOPMENT

The H145 began life in 1979 as a joint development between Messerschmitt-BölkowBlohm (MBB) and Kawasaki. Called the MBBBK 117, it was developed from the MBB Bo 105.

the blades have a unique foldable design

Despite its US10m plus price tag, the H145 is Airbus’s best-selling helicopter, notching up 186 sales in 2023. So the design is clearly one that has stood the test of time.

This helicopter pioneered the use of a revolutionary hinge-less fibreglass main rotor developed by German engineer Ludwig Bölkow. Having established a reputation for reliability and safety, during the early 1970s, MBB, along with major shareholder, Boeing Vertol, began studying options for producing an enlarged derivative of the type to grow out from the Bo 105 base.

SA ZT-HOP, seen here in Malta, on its delivery flight to SA. Image Rowen Aquilia.

However, Boeing withdrew from the project and so MBB partnered with Kawasaki for the development of the BK-117. MBB was then acquired by Daimler-Benz and eventually became a part of Eurocopter, which in 2015, became Airbus Helicopters. With the change of ownership and branding, the helicopter’s designation changed from MBB-BK117, to EC-145C2, and now to H145, which, in recognition of its original type certificate, is certified as a BK117 D3.

MBB provided their expertise with the rigid rotor system they had gained from the earlier Bo 105 to develop the majority of the dynamic systems and flight controls, while Kawasaki focused on the airframe and structural elements. On 13 June 1979, MBB’s prototype conducted its maiden flight at Ottobrunn, Germany; while the Kawasaki prototype first flew in Japan on 10 August 1979.

In the 45 years since, the helicopter has been continuously developed – a testimony to the quality of its original design. Airbus has delivered over 1,800 helicopters from the H145 family with the worldwide fleet recording six million flight hours.

with a longer tail boom and a Fenestron

A big-step upgrade was the EC145-T2 which debuted in 2011. The most obvious external change was that the T2 replaced the earlier models conventional tail rotor with a longer tail boom and a Fenestron tail. This was particularly welcome, as it prevents people who are loading cargo or patients through the rear clamshell doors from walking into the tail rotor. The T2 also featured a more powerful version of the Turbomeca Arriel 2E engines, rated at 894 shp each.

Five blades increase useful load and reduce maintenance. Image Grant Duncan-Smith.

To the casual observer, it’s easy to dismiss the upgrades as small marketing changes, or even as just a name change for the sake of branding, from MBB to Eurocopter to Airbus Helicopters. The switch to a Fenestron tail rotor being considered the only noteworthy difference. But progress has been steady, and the latest H145-D3 is far removed from the early BK117.

Airbus Helicopters first showed the 5-blade H145-D3 to the public at Heli-Expo 2019. The 5-blade development builds on the company’s Bluecopter environmental demonstrator, combining the performance of the additional blade with weight reductions to provide a remarkable 150kg useful load increase. Airbus achieved the aircraft’s increase in useful load by reducing its empty weight by 110 lb. (50 kg) and increasing its max takeoff weight from 8,160 lb. to 8,380 lb. (3,700 kg to 3,800 kg). At HAI 2019, Airbus pointed out that the useful load is almost the same as its empty weight.

The H-145’s new bearingless main rotor system features a fully composite flex-beam and main rotor blades, doing away with a main rotor system design that had been used on previous generations of the H145, BK117, and Bo.105. It dispenses with the main rotor head entirely, and the accompanying oil and grease needed to lubricate it.

the limited budget of South African helicopter employers

In addition to providing increased lift with the latest airfoil design and material technologies, the blades have a unique foldable design that provides storage and potential cost replacement benefits.

For owners of the earlier 4-blade helicopter, there is an upgrade option through a retrofit. However, earlier versions without a Fenestron tail rotor are not eligible for the retrofit.

Cape Town's Aerios Global Aviation says the utility of the H145 makes it many helicopters in one. Image Grant Duncan-Smith.

Visibilty forward and to the sides is excellent.

ON THE GROUND

On the ramp the helicopter is both substantial yet compact. The large slab sided fuselage gives a main rotor height of well over 2 metres, almost eliminating the chances of a main rotor strike.

The cabin can accommodate a 2-crew cockpit plus 10 passengers in a highdensity arrangement or a spacious medivac configuration.

Thanks to its cabin size – versatility and load carrying capability, Airbus markets the H145 as being a utility helicopter capable of performing a number of different missions, including aerial work, HEMS, energy support—offshore wind energy, as well as both offshore and onshore cargo and passenger transportation— law enforcement and private and business transportation. Aerios Global Aviation CEO, Malcolm Pitcher says , "The H145 is the best utility helicopter. It takes just 20 minutes to change it from VIP, to HEMS, to a cargo transporter. This means that having just one helicopter is often all you need as it does the job

of many different helicopters." It has also gained a niche following as an aerial tender for super yachts. You can order an H145 with a 6-place cabin worthy of carrying billionaires to floating pleasure palaces.

All the MBB-BK117 to H145 variants are powered by two Safran Arriel engines (formerly Turbomeca). The Arriel 1E2 engine is used on the C-2 and C-2e, and the Arriel 2E for the D-2 and D-3. On the H145, the engines have an upgraded takeoff power of 894 shp each.

Both the C-2 and C-2e were certified to the same 7,900-lb maximum weight. That was increased to 8,378 lb for the D-2 and D-3. However, the 8,157-lb and 8,378-lb maximum weights for the D-2 are described in the EASA type certificate data sheet (TCDS) as being alternative maximum weights, with the maximum weight of that variant without modification being 8,047 lb.

H145 airframes based on the D-2 and D-3 variants increase the usable fuel capacity in standard tanks to 239 USG. Airbus says that the H145’s maximum weight is the same regardless

of whether or not it is carrying an external load, with a total useful load of 4,200 lb.

Apart from increasing the useful load and reducing complexity and thus maintenance, the five-bladed H145 was designed to substantially improve the ride quality and performance of the legacy BK117 rotor system, which was considered by many to have high vibration levels, particularly for aeromed applications. The 5-blade hub mounts the blades directly to the mast, making the system simpler, lighter, and easier to maintain than the original rotor mast head.

The switch to the 5-blade head involved modifying the forward crosstube and horizontal stabilizer to minimise dynamic reactions on the airframe. Also, Airbus removed light anti-vibration absorbers, and installed an electrohydraulic actuator

H145 features Airbus’s Helionix avionics suite, reducing pilot workload. Image Grant Duncan-Smith.

Large cabin with side and rear access is noted for versatility.

to help the pilot check the freedom of controls on the ground when the engine is off.

The blades incorporate the latest aerofoil design to produce more thrust than previous aerofoil sections for the same power. While five blades have more drag than four blades, improvements to the aerodynamics of the rotor cuff of the blade have enabled the H145’s blades to generate more lift.

The blades can be folded backwards, simplifying storage. With the removal of just one of the bolts the blade can be rotated backwards to within the wingspan of the horizontal stabilizer. The whole process takes just 10 minutes.

Thanks to the folding blades, which allows all five to be turned rearwards to run in the direction of the tail boom, the aircraft’s potential footprint and storage requirements have been minimized.

H145 flexible cabin configurations.

H145 distinguished from BK-117 by Fennestron tail.

The new blades have slightly changed the dimensions of the aircraft — it is now 10 cm taller and 10 cm shorter from the tip of the blade to the rear of the Fenestron. The diameter of the rotor disc has decreased slightly, from 11 metres to 10.8 metres.

Each blade is made of two parts: a metrelong ‘control cuff’ at the base of the blade that attaches to the mast, and the remainder of the blade, which attaches to the cuff through the two bolts. The cuff contains a composite flex beam — and it’s this that replaces all the bearings seen in a traditional main rotor hub.

In addition to allowing the blades to fold, having the flex beam situated in a separate control cuff provides for potential cost savings if a blade is damaged. So if for example a blade hits the wall of the hangar, then only the outer blade needs replacing and this is much less expensive.

system has no rotor head and requires no oil or grease and little maintenance.

The blades have no life limit, with replacement determined on condition.

THE CABIN

produce more thrust than previous

Although the maximum passenger seating capacity that is certified for all MBB-BK117 variants marketed as the EC145 and H145 is nine, MBB-BK117 C-2 airframes are able to carry 10 passengers if certain modifications are completed. According to Airbus Helicopters, possible configurations of the H145’s cabin include an eight-passenger layout—which features both forward and aft-facing seats, and is promoted as being ideal for offshore operations and passenger transport.

Aside from its light weight and easy stowage, the new rotor system has many advantages over the legacy design which featured a maintenance-hungry titanium, oil-filled main rotor head with bearings. The new bearing-free

H145 has particulary good ceiling - here on the highest point of the Andes.

For law enforcement and military applications, the cabin can accommodate 10 or 11 personnel—in addition to 1 or 2 pilots—while one of the possible layouts for helicopter

emergency medical services (HEMS) operators can carry a pair of stretchers, 1 or 2 pilots and as many as three medical personnel.

COCKPIT

All variants of the MBB-BK117 are certified for single-pilot operations, with the pilot flying from the right front seat.

Inside the cockpit, the H145 features Airbus Helicopters’ in-house-developed Helionix avionics suite that is promoted as improving the pilot’s situational awareness.

The H145 includes the installation of Airbus’s Wireless Airborne Communication System, which allows navigation and mission database information to be imported from a tablet and has the capability for cockpit Wi-Fi. On the ground, it can automatically export flight data and generate flight reports.

Apart from the 5-blade rotor, the H145 D2 to D3 upgrade addressed many of the user feedback

requests. These included improvements to the air conditioning, increased mast moment limits, some minor autopilot adjustments and automatic flight control system tweaks to address yaw oscillations while on steep approaches descending through ETL, and the addition of an auxiliary hydraulic pump for the flight control check.

IN THE AIR

While the five-bladed H145 D3 is a progressive improvement to the type, pilot reports note that, when combined with the large advances made with the D2, it improves the whole package and puts the aircraft in a class of its own.

As a medium-sized twin engine Single Pilot IFR (SPIFR), approved helicopter, a key objective was to reduce pilot workload. For single-pilot instrument flight rules making those operations not only safer, but exponentially more feasible for pilots with minimal actual instrument time making the transition to an IFR operator.

The H145 is Airbus's best selling helicopter.

The engines are full authority digital engine control (FADEC) controlled, with a quick start procedure.

Standard Avionics include two Garmin GTN 750 touchscreen flight navigators, synthetic vision, better visibility, Helionix multi-function displays, and four-axis autopilot, not to mention the vastly increased performance and range. The H145’s maximum endurance and range—both of which are based on standard fuel tanks and sealevel altitude—are 3 hr. 34 min. and 351 nm, respectively.

The operating limitations of the H145 include a Vne of 150 kt, with a recommended cruise speed of 129 kt. The certified maximum operating altitude is 20,000 ft.

Given that a key objective in the 5-blade upgrade was a reduction in vibration, it is relevant to note that while some vibration is still evident, particularly when passing through effective translational lift (ETL), vibration levels are dramatically reduced and mostly noticeable only when actively focusing on them. Pilot reports say, “If it’s not outright the smoothest helicopter I’ve flown, it’s certainly close.”

With the improved performance of the fivebladed H145 D3, any concerns about power go from being rare, to almost a non-factor for all but high-altitude mountain operations. Even there, the H145 D3 is capable of operating in many areas that were previously only accessible in high-performance single-engine helicopters such as the Squirrel AS350 B3, which landed

H145 in a single graphic - image Airbus.

The BK-117 did sterling service with the SA Air Force and SA Police wing.

on the top of Mt Everest (8850 metres). The H145 has been similarly tested, but just in the southern hemisphere, in the Andes, having landed on Aconcagua, at an altitude of 22,840 feet (6961m), setting an altitude record for twinengine helicopters.

It maintains single-engine out of ground effect (OGE) hover capabilities throughout a substantial portion of the flight, leaving a good safety margins.

Training for engine failures in varying flight regimes is made easy using the ‘training button’ which creates an accurate simulation of a singleengine failure. At all but the highest of gross weights in an OGE hover, this is very much a non-event, and pilots report that “even then, it’s much less of an emotional moment than in many other twins. As someone who regularly conducts rooftop helipad operations in heavily congested metropolitan areas with limited escapes, this type of performance is comforting, to say the least.”

While the continuous development has improved the already impressive MBB / BK117 base, they

have not made much difference to the cruise speed. The H145 is still most comfortable with a cruise of 120 knots. Maximum range with no passengers is 351 nm and with full seats is 260 nm.

CONCLUSION

The H145 is a U$10 million helicopter and as such unfortunately it often challenges the limited budget of South African helicopter employers. For this reason, it finds limited use in South Africa, apart from its role in supporting offshore shipping, for which its twin engine, single pilot, IFR capability and compact size make it ideal.

While the five-bladed H145-D3 is a progressive improvement, when considered with the drastic advances made with the D2, it brings together the whole package and puts the aircraft into a class of its own. It may be a descendant of the venerable BK-117, but its performance, safety, and capabilities have improved so much that it will become increasingly difficult for operators to justify keeping the older models. j

The proud team of AGA with their newly arrived H145.

Specifications and Performance

Airbus H145 – 5 Blade Specification

Crew: 2

Capacity: 10 pax / 1,793 kg (3,953 lb) payload

Length: 13.03 m (42 ft 9 in)

Height: 3.45 m (11 ft 4 in)

Empty weight: 1,792 kg (3,951 lb)

Gross weight: 3,585 kg (7,904 lb)

Fuel capacity: 723.0 kg (1,593.9 lb)

Powerplant: 2 × Turbomeca Arriel 1E2 turboshaft

Power: 550 kW (740 hp) each for take-off

Main rotor diam: 11 m (36 ft 1 in)

Main rotor area: 95 m2 (1,020 sq ft) root:

Blade profile: NACA 23012; tip: NACA 23010

Performance

Cruise speed: 246 km/h (153 mph, 133 kn)

Vne: 268 km/h (167 mph, 145 kn)

Range: 680 km (420 mi, 370 nmi)

Ferry range: 855 km (531 mi, 462 nmi)

Service ceiling: 5,240 m (17,190 ft)

Rate of climb: 8.1 m/s (1,590 ft/min)

The militarised H145M shows the versatility of the H145 airframe.

THE DIFFERENCE IS HEAR TBEAT

Seconds count when lives are on the line. It’s why every feature of the Airbus H135 has been designed for safe, effective, and fast operations. With easy patient loading, state-of-the-art avionics to reduce pilot workload and a safer working area on the ground, the H135 ensures people get the medical care they need as fast as possible. All of this has made the H135 the emergency medical services market leader around the globe – helping people every single day and making sure the world remains a beautiful place.

ARMSCOR – A STRATEGIC PARTNER OF CHOICE FOR DEFENCE AND SECURITY SOLUTIONS

The Armaments Corporation of South Africa SOC Limited (Armscor) is an acquisition agency for the South African Department of Defence (DOD), and other organs of state and entities. Armscor's mandate is to provide the armed forces with state-of-the-art defence matériel, delivering innovative defence solutions efficiently and effectively. The organisation manages the strategic capabilities of the DOD, producing research and vanguard technological solutions required to provide safety and security for South Africa, its citizens and the continent.

Armscor has a proven track record of delivering on its mandate. It has extensive experience in product development, technology development, enhancement, sustainment and disposal of products. The organisation has world-class facilities that can be used by both local and international clients to test and evaluate the performance of their defence and security related products. Armscor prides itself on maintaining high-quality international standards through rigorous testing and evaluation processes on all its technology management projects.

Over the years Armscor has saw its technologies evolving from the defence sector to both commercial and domestic sectors. It has capabilities and skills to meet the needs of the changing global landscape.

Acquisition expertise

One of Armscor’s core businesses is acquisition. Its key functions include requirements analysis, technology development, design and development of products and product systems, the industrialisation and manufacturing of mature products and product systems that fully meet user requirements. It also entails procurement of existing and qualified products, as well as

the acquisition of product system support for user systems during the operational lifetime of the systems. The organisation has capability to perform independent, centralised coordination of the acquisition function; and play a management role in technology acquisition and technology commercialisation undertakings.

Through its Aero Systems Division, Armscor plays a key role in providing the South African Air Force with the necessary equipment and support required for mission readiness, which includes but not limited to conducting humanitarian operations in countries such as Mozambique. Armscor provides cost-effective and safe provision of aircraft product systems and logistic support that creates defence capability.

Aero systems capabilities offered at Armscor include:

• Contract and project management expertise

• Providing maintenance and storage management

• Holistic over view of the life cycle of equipment

• Technical (systems and logistic engineering) expertise

For more information contact:

Corporate Communication Division

370 Nossob Street, Erasmuskloof X4, Pretoria, Republic of South Africa

Tel: +27 (0) 12 428 1911

E-mail: info@armscor.co.za

www.armscor.co.za j

FIRST COMMERCIAL EVTOL OPS BY 2026?

In a survey conducted in late 2023, global investors reckon the first commercial passenger electric Vertical Takeoff and Landing (eVTOL) aircraft will be operational “in the next few years.”

THE FUTURE AIR MOBILITY MARKET continues to advance rapidly, according to research from New Horizon Aircraft Ltd. The survey included 200 senior private equity, venture capital and family office professionals representing institutions with more than $1.787 trillion assets under management to capture their views on their eVTOL market.

Its global study reveals increasing optimism about the Urban Air Mobility (UAM) market with two in five (40%) investors stating they think the first commercial UAM routes will be operational by 2026, and 11% believing that the first commercial flights could be as early as 2025.

world, combined with the need to reduce the environmental impact caused by more vehicles on the road and advances in technology improving the safety and viability of eVTOLs, will drive improvements in the regulatory framework for the market over the next five years and ultimately fuel substantial new investment into the sector.

Only 1% of investors did not agree that overcoming any potential obstacles would inevitably see increased investment in the eVTOL market. Three percent were unsure.

first commercial flights as early as 2025

Only 4% of professional investors believe the debut date for commercial passenger routes will extend beyond 2030.

New Horizon says that the anticipated progress in the eVTOL market and investors’ confidence to set ambitious timelines for the successful integration of small, highly automated aircraft in urban airspace requires careful navigation of a complex regulatory landscape, overcoming technological hurdles and the need to address any public concern over safety.

The global study reveals that nearly all (96%) professional investors agree that the growing demand for better and more efficient transportation systems across the

The main factors concerning the eVTOL market that will need regulation highlighted by professional investors are Information and Communications Networks followed by Air Traffic Control and Security.

Table showing key areas for regulation, in order of those deemed by investors as the most important to regulate first:

7 Environmental impact

8 Detect and avoid capability

Horizon is targeting the future production of a manned seven-seat capacity hybrid electric eVTOL called the Cavorite X7 which includes room for a pilot and six passengers. It has been developed in response to demand from potential customers in the medevac, business aviation and commercial cargo sectors.

Brandon Robinson, CEO of Horizon Aircraft, said: “Private equity, venture capital and family office investors have been closely monitoring the future air mobility sector for some time, but are now seeing an acceleration towards the launch of the first commercial eVTOL passenger routes. The sector has already attracted significant investment, and we anticipate that this will only increase as ongoing developments in technology and regulation will provide new investment opportunities in an emerging market that has the potential to revolutionise urban transportation.”

Its Cavorite X7 aircraft will have a gross weight of an estimated 5,500 lbs with a projected useful load of 1,500 lbs. With an estimated maximum speed of 250 miles per hour and an average range of over 500 miles with fuel reserves, Horizon believes that this experimental aircraft, if eventually licensed for commercial use, would be well-positioned to excel in medical evacuation, critical supply delivery, disaster

relief, and special military missions. The Company believes that the proposed aircraft would also be attractive for Regional Air Mobility – moving people and cargo 50 to 500 miles.

Unlike many in its category, the Cavorite X7 is being designed with a hybrid electric power system. The Company is designing the Cavorite X7 such that it could, after its vertical takeoff, re-charge its batteries enroute when it is flying in a configuration like a traditional aircraft. After a vertical landing and completion of a mission, the Company is designing the Cavorite X7 to recharge its battery array in under 30 minutes to be ready for its next mission.

Horizon believes that its innovative approach and technology will allow the Cavorite X7 to fly 98% of its mission in a very low-drag configuration like a traditional aircraft. The Company believes that flying most of the time as a normal aircraft is also safer and will make the aircraft easier to certify than other radical new eVTOL designs.

The Cavorite X7 will be powered by a hybrid electric system that will recharge the battery array in-flight and post-flight, while also providing significant system redundancy. The Company is continuing the testing of its 50%-scale aircraft that it believes will reduce technical risk moving forward as it continues to develop its full-scale aircraft.

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Horizon's Cavorite X7.

Landline:

011 614 2471

Mr. Gomes:

082 412 6669

Carla:

083 602 5658

A

team to meet all your requirements.

Refurbish your aircraft and / or helicopter. Best prices guaranteed

CENTURY AVIONICS’ AUTOPILOT UPGRADES

One of the spin-offs of installing modern multi function flat panel displays for older helicopters with legacy ‘big round gauges’ is that it has become possible to install state of the art autopilots.

PREVIOUSLY, AUTOPILOTS were considered an expensive and complex luxury for smaller helicopters such as the EC-130 or Airbus H125.

Now, with the availability of Garmin’s latest G500H ‘glass panel’ multifunction displays, it has become feasible and cost effective to install the Garmin GFC-600H helicopter autopilot. This not only reduces the pilot workload, and so enhances safety, but it means that the pilot can concentrate on tasks other than just hand-flying the helicopter and thus has a large pay-off in improved situational awareness.

Century Avionics handled the installation of the autopilot in an EC-130 and reports that the Garmin GFC-600H has surpassed the customer’s expectations. The first test flight proved the installation to be immediately 100% functional and the pilot interface is ergonomically excellent.

feasible and cost effective

The GFC-600H is a 2 or 3-axis autopilot with a self-contained digital controller-attitude based computer with advanced AHRS technology and cross-checking sensors for improved stability and responsiveness. A yaw axis servo supplements tail rotor pedal input by the pilot to help maintain heading and keep the helicopter in smooth, coordinated flight.

The test pilot noted that this GFC-600H installation compares very favourably to the functionality and performance that you find on the much larger dual autopilot helicopters.

The GFC-600H has safety features such as attitude hold with speed stability, overspeed and low speed protection, a dedicated return-to-level (LVL) mode, Helicopter Electronic Stability and Protection (Garmin H-ESP™ technology) and hover assist.

The return-to-level mode (LVL) feature is an acknowledged game changer and key safety tool.

As a top-level feature, GFC-600H includes stability augmentation inputs to help stabilise the helicopter. The subtle corrections provided by SAS serve to improve the helicopter’s basic handling characteristics by maintaining a commanded attitude. In addition, when the system detects that you’re hovering, the innovative hover assist feature will automatically provide flight control inputs to help maintain that position over the ground. It will also hold heading in hover when equipped with the available yaw axis control.

With the phasing out of the well-loved Garmin GNS-430 series, the GTN-750H, GTN-650H, are in steady demand. Other popular options which Century Avionics has expertise in include the GNC-255, Audio panels such as the GMA350H, and crucially for pending legislation requirements, ADSB in/out transponders such as the GTX-345 and the Passive Traffic system, the GTS-800

experience in helicopter upgrades

Over the years Century Avionics has had developed a great depth of experience in helicopter upgrades, on models which include: the EC-130 and Airbus H125, Enstrom 680, Bell 206 and 407, and even the venerable Bell UH-1.

The most popular avionics upgrades include the now industry-standard Garmin Flight and Multifunction displays G500H. Popular options includes electronic standby instruments such as the Garmin GI-275 or Mid-Continent SAM MD-302.

In addition to the GFC 600H autopilot, there are also helicopter autopilot and stability augmentation systems such as the Genesys HeliSAS.

Century Avionics in-house design organisation and designated approved representative (DAR) is able to compile, review and approve the documentation for the required supplemental type certificates and Minor modifications, making light work of the certification and approval process.

After - The EC-130 with its new Garmin G500H ‘glass panel’. j

Century Avionics Helicopter upgrades -

Century Avionics has had the priviledge to upgrade a number of Airbus EC-130’s, Airbus H125’s, Enstrom 680’s, Bell 206’s, Bell 407’s and UH-1 with a wide variety of Avionics over the years.

These included Garmin Flight and Multifunction displays ie G500H, Electronic Standby Instruments ie Garmin GI-275 or Mid-Continent SAM MD-302, Garmin Navigators ie GTN-750H, GTN-650H, GNC-255, Audio panels ie GMA-350H, ADSB in/out transponders ie GTX-345, Passive Traffic system ie GTS-800 and Helicopter Autopilot and Stability Augmentation systems ie Garmin GFC-600H or Genesys HeliSAS to name a few.

The most recent Autopilot we installed, the Garmin GFC-600H, pictured in the H125 here above, satisfied the customers requirements beyond all expectation. The first test flight proved the installation to be 100% functional and the pilot interface ergonomically well appointed. The testpilot mentioned that this GFC-600H compares very well to the functionality and performance that you find on the Dual Autopilot Helicopters. The return-to-level mode (LVL) feature is a game changer.

The GFC-600H is STC’d from Garmin as well as Airbus for the successful interface to the Garmin Avionics suite.

The GFC-600H is a 2- or 3 axis autopilot with a self-contained Digital Controller-Attitude basedComputer with advanced AHRS technology and cross-checking sersors bringing safety enhancements, superior stability and efficiency.

The GFC-600H has safety features such as attitude hold with speed stability, overspeed and low speed protection, a dedicated return-to-level (LVL) mode, Helicopter Electronic Stability and Protection (Garmin H-ESP™ technology) and hover assist.

Available yaw axis servo supplements tail rotor pedal input by the pilot to help maintain heading and keep the helicopter in smooth, coordinated flight.

Our in-house Design Organisation and Designated Approved Representative (DAR) compile, review and approve the documentation for the embodied STC’s and Minor modifications making light work of the certification process.

A small feather in the cap for the engineers on the first GFC-600H retrofit for Century Avionics, a well-deserved compliment to our thorough and highly experienced team!

AS-350 B3e (H125)